09 RENR5910 06 Troubleshooting Copy

RENR5910-06 October 2010

Troubleshooting G3600 Engines BLB1-Up (Engine) BKE1-Up (Engine) BEN1-Up (Engine) 4ZS1-Up (Engine)

SAFETY.CAT.COM

i03991620

Important Safety Information Most accidents that involve product operation, maintenance and repair are caused by failure to observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before an accident occurs. A person must be alert to potential hazards. This person should also have the necessary training, skills and tools to perform these functions properly. Improper operation, lubrication, maintenance or repair of this product can be dangerous and could result in injury or death. Do not operate or perform any lubrication, maintenance or repair on this product, until you have read and understood the operation, lubrication, maintenance and repair information. Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings are not heeded, bodily injury or death could occur to you or to other persons. The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as “DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.

The meaning of this safety alert symbol is as follows: Attention! Become Alert! Your Safety is Involved. The message that appears under the warning explains the hazard and can be either written or pictorially presented. A non-exhaustive list of operations that may cause product damage are identified by “NOTICE” labels on the product and in this publication. Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in this publication and on the product are, therefore, not all inclusive. You must not use this product in any manner different from that considered by this manual without first satisfying yourself that you have considered all safety rules and precautions applicable to the operation of the product in the location of use, including site-specific rules and precautions applicable to the worksite. If a tool, procedure, work method or operating technique that is not specifically recommended by Caterpillar is used, you must satisfy yourself that it is safe for you and for others. You should also ensure that the product will not be damaged or become unsafe by the operation, lubrication, maintenance or repair procedures that you intend to use. The information, specifications, and illustrations in this publication are on the basis of information that was available at the time that the publication was written. The specifications, torques, pressures, measurements, adjustments, illustrations, and other items can change at any time. These changes can affect the service that is given to the product. Obtain the complete and most current information before you start any job. Cat dealers have the most current information available.

When replacement parts are required for this product Caterpillar recommends using Cat replacement parts or parts with equivalent specifications including, but not limited to, physical dimensions, type, strength and material. Failure to heed this warning can lead to premature failures, product damage, personal injury or death. In the United States, the maintenance, replacement, or repair of the emission control devices and systems may be performed by any repair establishment or individual of the owner's choosing.

RENR5910-06

3 Table of Contents

Table of Contents Troubleshooting Section Introduction General Information ................................................ Welding Precaution ................................................. Electronic Service Tools .......................................... Troubleshooting Data Sheet ...................................

4 4 4 8

Electronic System Overview System Overview ................................................... 11 Component Location ............................................. 18 Engine Monitoring System .................................... 24 Diagnostic Capabilities ......................................... 25 Programmable Parameters ................................... 25 Electrical Connectors ............................................ 26 Configuration Parameters Configuration Parameters ..................................... 30 Diagnostic Trouble Codes Diagnostic Trouble Codes ..................................... 39 Event Codes Event Codes ........................................................ 51 Symptom Troubleshooting Symptom Troubleshooting .................................... 67 Air Starting Motor Problem ................................... 67 Coolant Flow Is Low ............................................. 68 Coolant Level Is Low ............................................ 69 Coolant Pressure Is High ...................................... 69 Coolant Pressure Is Low ....................................... 70 Coolant Temperature Is High ................................ 71 Coolant Temperature Is Low ................................. 73 Crankcase Pressure Is High ................................. 74 Cylinder Is Noisy ................................................... 75 Detonation Occurrence ......................................... 76 Electrohydraulic System Oil Pressure Is Low ....... 78 Engine Cranks but Does Not Start ........................ 80 Engine Has Mechanical Noise (Knock) ................ 82 Engine Misfires, Runs Rough or Is Unstable ........ 83 Engine Overcrank Occurrence ............................. 87 Engine Overloads ................................................. 88 Engine Overspeeds .............................................. 89 Engine Shutdown Is Intermittent ........................... 90 Engine Shutdown Occurrence .............................. 91 Engine Shutdown or Start Inhibit Initiated by Driven Equipment ........................................................... 92 Engine Stalls Immediately After Starting .............. 93 Engine Vibration Is Excessive .............................. 93 Exhaust Emission and Fuel Consumption Are High ..................................................................... 94 Exhaust Temperature Is High ............................... 95 Exhaust Temperature Is Low .............................. 100 Fuel Energy Content Problem ............................ 103 Fuel Pressure Problem ....................................... 105 Fuel Temperature Is High ................................... 106 Inlet Air Is Restricted ........................................... 107 Inlet Air Temperature Is High .............................. 108

Oil Consumption Is Excessive ............................. 110 Oil Filter Differential Pressure Problem ............... 111 Oil Level Is Low ................................................... 111 Oil Pressure Is High ............................................. 112 Oil Pressure Is Low .............................................. 113 Oil Temperature Is High ....................................... 114 Prelubrication Pressure Is Low ............................ 115 Spark Plug Life Is Short ....................................... 116 Temperature Ratio of Coolant to Oil Is Low ......... 116 Turbocharger Turbine Temperature Is High ......... 117 Circuit Tests Air/Fuel Pressure Module - Test .......................... 119 Choke Actuator - Test ......................................... 127 Cylinder Combustion - Test ................................. 134 Cylinder Firing Signal - Test ................................ 142 Detonation - Test ................................................. 158 Electrical Power Supply - Test ............................ 174 Exhaust Temperature - Test ................................ 181 Fuel Actuator - Test ............................................. 193 Fuel Control - Test .............................................. 200 Ignition Primary - Test ......................................... 215 Ignition Secondary - Test .................................... 230 Indicator Lamp - Test .......................................... 237 Integrated Combustion Sensing Module - Test ... 245 Prelubrication - Test ............................................ 253 Sensor Signal (Analog, Active) - Test ................. 274 Sensor Signal (Analog, Passive) - Test .............. 284 Sensor Signal (PWM) - Test ............................... 289 Sensor Supply - Test ........................................... 299 Speed Control (Switch) - Test ............................. 313 Speed/Timing - Test ............................................ 318 Starting - Test ...................................................... 325 Wastegate - Test ................................................. 339 Service Customer Passwords .......................................... Factory Passwords ............................................. ECM Will Not Accept Factory Passwords ........... Electronic Service Tool Does Not Communicate .. ECM Software - Install ........................................ ECM - Replace ................................................... Control Module - Replace (ICSM) ....................... Electrical Connectors - Inspect ........................... Unburned Gas - Purge ........................................ Air/Fuel Pressure Module - Calibrate ..................

348 348 349 349 351 352 354 356 359 360

Index Section Index ................................................................... 362

4 Troubleshooting Section

RENR5910-06

Troubleshooting Section

• The engine electronic control modules ECM,

Introduction

• Sensors i02725485

General Information

Integrated combustion sensing module(s), and Air/Fuel pressure module

• Fuel, choke and wastegate actuators NOTICE Do NOT use electrical components (ECM or sensors) or electronic component grounding points for grounding the welder.

SMCS Code: 1000 As a reference, simplified schematics for each of the engine's subsystems are included with each of the circuit tests that are in this manual. For an accurate representation of the entire electrical schematic that is for your application, refer to the Electrical System Schematic. During troubleshooting, inspect all harness connections before any component is replaced. If these connections are not clean and tight, continuous electrical problems or intermittent electrical problems can result. Check that the wires are pushed into the connectors completely. Make sure that the connections are tight before other tests are made. Failure of an electrical component may cause the failure of other components. Always attempt to correct the cause of an electrical failure before you replace a component. If wire insulation is punctured, repair the damage. Seal the damaged wires with 8T-0065 Silicone Sealant. Cover the sealant with two layers of 1P-0810 Electrical Tape.

5. When possible, connect the welder's ground clamp directly to the engine component that will be welded. Place the clamp as close as possible to the weld in order to reduce the possibility of welding current damage to the engine bearings, to the electrical components, and to other components. 6. Protect the wiring harnesses from welding debris and/or from welding spatter. 7. Use standard welding procedures to weld the materials together. i04020509

Electronic Service Tools SMCS Code: 0785

Service Tools i03245492

Welding Precaution SMCS Code: 1000 Proper welding procedures are necessary in order to avoid damage to the engine's Electronic Control Module (ECM), to sensors, and to associated components. Components that are for the driven equipment should also be considered. Perform welding on the engine according to the following procedure: 1. Set the engine control to the “STOP” position. 2. Ensure that the fuel supply to the engine is turned off. 3. Disconnect the negative terminal from the battery. 4. Disconnect all electronic components from the wiring harnesses. This includes the following components:

• Electronic components for the driven equipment

Most of the tools that are listed in Table 1 are required to enable a service technician to perform the test procedures in this manual. Some of the devices are specific to the type of Electronic Control Module (ECM) that is being used.

RENR5910-06

5 Troubleshooting Section

Optional Service Tools

Table 1

Service Tools Pt. No.

Description 4 mm Allen Wrench

N/A 151-6320

Crimp Tool (12−AWG TO 18−AWG)

6V-2197

Transducer

7X-1171

Transducer Adapter

7X-1695

Cable As

7X-1710

Table 2

Wire Removal Tool (14-GA TO 18-GA, RED)

1U-5804

146-4080

Table 2 lists the optional service tools that may be needed during testing or repair.

Digital Multimeter Gp (RS232)

Optional Service Tools Pt. No. 198-4240 or 1U-5470 4C-4075 4C-4911(1) 5P-7277

Multimeter Probes

Description Digital Pressure Indicator or Engine Pressure Group Crimp Tool (4−AWG TO 10−AWG) Battery Load Tester Voltage Tester

326-4904

Adapter Cable As (3-PIN BREAKOUT)

6V-9130(2)

7X-1715 134-5195

Adapter Cable As (40-PIN BREAKOUT) Harness (40-PIN) For ADEM 2 ECM (two 40-pin connectors)

8T-5319

Connector Tool Group

349-4199

AC/DC Current Probe

348-5430

Multi-Tool Gp

208-0059

Adapter Cable As (70-PIN BREAKOUT) For ADEM 3 ECM (two 70-pin connectors) and for ADEM 4 ECM (one 70-pin connector and one 120-pin connector)

257-8718

Adapter Cable As (120-PIN BREAKOUT) For ADEM 4 ECM (one 70-pin connector and one 120-pin connector)

N/A

Torque Wrench (capable of applying 1.5 N·m (13.3 lb in)) Repair Kits for Connectors

Temperature Adapter (MULTIMETER)

(1)

Refer to Special Instructions, SEHS9249, “Use of 4C-4911 Battery Load Tester for 6, 8, and 12 v Lead Acid Batteries” and Special Instructions, SEHS7633, “Battery Test Procedure”. (2) Refer to Special Instructions, SEHS8382, “Use of the 6V-9130 Temperature Adapter Group”.

Caterpillar Electronic Technician (ET) Cat ET can be used by the technician to help perform the following procedures:

270-5051

Connector Repair Kit (AMPSEAL)

• Diagnostic tests

175-3700

Connector Repair Kit (DEUTSCH DT)

• Calibrations

Bypass Harnesses for the ECM 129-2018

Power Cable Stand alone cable for ADEM 2 ECM

217-0113

Wiring Harness (ECM BYPASS) The bypass harness connects to the battery. The bypass harness is used with the following harnesses for different types of electronic control modules.

328-2292

Harness (ENGINE ECM BYPASS) For ADEM 3 ECM and ADEM 4 ECM

277-4734

Harness (ENGINE ECM BYPASS) For A4:E2 ECM (Two 64-pin connectors)

Two short jumper wires are needed to check the continuity of some wiring harness circuits by shorting two adjacent terminals together in a connector. A long extension wire may also be needed to check the continuity of some wiring harness circuits.

• Flash programming • Configuration of the ECM Cat ET can display the following information:

• Parameters • Event codes • Diagnostic codes • Engine configuration Always use the latest revision of Cat ET. The media is available on CD and the media can also be downloaded from various Caterpillar web sites. Table 3

Software, JEBD3003, “CATERPILLAR ELECTRONIC TECHNICIAN”

6 Troubleshooting Section

RENR5910-06

Once you have downloaded Cat ET onto your PC, you will need a license from your Caterpillar dealer in order to use the software. Various licenses are available for different users with different requirements. Consult your Caterpillar dealer. Note: For more information regarding the use of Cat ET and the PC requirements for Cat ET, refer to the documentation that accompanies your Cat ET software.

Connecting Cat ET Connecting the Communication Adapter Table 4 lists the standard hardware that is required in order to connect Cat ET. Note: The 275-5120 Communication Adapter Gp was canceled and replaced by the 317-7484 Communication Adapter Gp. However, the 275-5120 Communication Adapter Gp can still be used. Table 4

Standard Hardware for the Use of Cat ET Part Number

Description

N/A

Personal Computer (PC)

317-7484

Communication Adapter Gp

Components of the 317-7484 Communication Adapter Gp 317-7485

Communication Adapter (3)

353-5083

Cable As (USB)

327-8981

Cable As (DATA LINK)

Tool Operating Manual & Software CD ROM, NETG5057, “Communication Adapter 3”

Follow the instructions for the communication adapter. Use the following procedure in order to connect Cat ET and the communication adapter to a PC. 1. Remove the electrical power from the ECM.

Illustration 1 (1) (2) (3) (4)

g02051513

PC 353-5083 Cable As (USB) 317-7485 Communication Adapter (3) 327-8981 Cable As (DATA LINK)

2. Connect cables (2) and (4) to communication adapter (3). Note: The communication adapter will power up when the adapter is connected to a PC or to an ECM that is powered up. 3. Connect cable (2) to the USB port of the PC. 4. Connect cable (4) to a service tool connector. 5. Restore electrical power to the ECM. Verify that the “POWER” indicator on the communication adapter is illuminated. Make sure that the PC is powered up. 6. Establish communication between Cat ET and the ECM. If Cat ET indicates that there is more than one ECM, select the engine ECM. 7. If Cat ET and the communication adapter do not communicate with the ECM, refer to Troubleshooting, “Electronic Service Tool Will Not Communicate with ECM”. Refer to Troubleshooting, “Electronic Service Tool Does Not Communicate” if any of the following conditions exist:

• Cat ET displays a message that refers to a communication problem.

• Cat ET displays “Error #142 The interface hardware is not responding”.

RENR5910-06

7 Troubleshooting Section

• Cat ET displays a message that indicates that

the firmware in the communications adapter is old.

Dual Data Links When the connection of the communication adapter is complete, observe the communication adapter and Cat ET. If the “J1939” and the “Cat Data Link” indicators are flashing and Cat ET does not display a message that indicates “Service tool support is limited”, Cat ET is communicating with the ECM on both data links. Refer to Troubleshooting, “Electronic Service Tool Does Not Communicate” if the “J1939” indicator and the “Cat Data Link” indicator are not flashing. Both indicators must be flashing. Communicating with the Wireless Communication Adapter Table 5 lists the optional hardware that is needed in order to connect Cat ET by using a wireless connection. Note: Some applications cannot use a wireless connection. Also, a dual data link cannot be used with a wireless connection. Table 5

Optional Hardware for the Use of Cat ET Part Number N/A

Description Personal Computer (PC)

Illustration 2 (1) (7) (8) (9)

Personal computer (PC) 261-4867 Card (PCMCIA) 239-9955 Communication Radio Gp 259-3183 Data Link Cable As

g01297379

Note: Items (7), (8), and (9) are part of the 261-3363 Wireless Communication Adapter Gp. Use the following procedure in order to connect the wireless communication adapter for use with Cat ET. 1. Remove the electrical power from the ECM. 2. Ensure that the computer has been correctly configured for the 261-4867 Card. Verify that the PC card is installed in the computer PCMCIA expansion slot. 3. Connect cable (9) between communication radio (8) and the service tool connector. 4. Restore the electrical power to the ECM. If Cat ET and the communication radio do not communicate with the ECM, refer to Troubleshooting, “Electronic Service Tool Will Not Communicate with ECM”.

8 Troubleshooting Section

RENR5910-06

PL1000E Communication ECM (If Equipped)

g01163897

Illustration 3

The “PL1000E” is an ECM that provides the customer with the ability to integrate Caterpillar engines into specific applications. The “PL1000E” enables communication from a “J1939” data link to a “Modbus”. A PC with Cat ET installed can be connected to the “PL1000E” through the RS232 serial port of the PC. The “PL1000E” contains an embedded communications adapter that will allow Cat ET to communicate with the engine over the “J1939” data link. Refer to System Operation/Troubleshooting/Test and Adjust, RENR8091, “PL1000E Communication ECM” for additional information. i03247467

Troubleshooting Data Sheet SMCS Code: 0336 To help troubleshoot a gas engine, complete the information in Table 6. Be sure to include the units of measurement.

RENR5910-06

9 Troubleshooting Section

Table 6

Data Sheet for Troubleshooting Customer and installation Engine model and driven equipment Engine serial number

Application

Service hours

Compression ratio

Specific gravity

Start choke position

Fuel LHV

Fuel methane number

Fuel flow

Air flow

Altitude Maximum choke position

“Fuel Quality” setting (LHV) Wastegate start position

Exhaust feedback time

Pressure to the gas regulator

Fuel rate Brand of oil type of oil

Engine rpm

Percent load

Detonation level

Inlet manifold air pressure Desired inlet manifold air pressure

Inlet manifold air temperature

Actual air/fuel ratio Desired air/fuel ratio Desired combustion burn time

Engine oil pressure

Turbocharger exhaust temperature

Fuel command

Air choke command

Air restriction

Exhaust stack pressure

left right Wastegate command

Exhaust stack temperature

% O2

Cylinder exhaust port temperatures

(1)

(3)

(5)

(7)

(9)

(11)

(13)

(15)

(2)

(4)

(6)

(8)

(10)

(12)

(14)

(16)

(1)

(3)

(5)

(7)

(9)

(11)

(13)

(15)

(2)

(4)

(6)

(8)

(10)

(12)

(14)

(16

(1)

(3)

(5)

(7)

(9)

(11)

(13)

(15)

(2)

(4)

(6)

(8)

(10)

(12)

(14)

(16)

in

Jacket water temperature

in

Engine oil temperature

Needle valve setting Cylinder combustion burn time Aftercooler water temperature Comments

out

PPM of NOx

PPM of CO

out

Brand of exhaust analyzer

in out

10 Troubleshooting Section

Report the Service Information After you have successfully repaired the engine, it is important to provide good information about the repair. The following topics are recommended for your report: Complaint – Include a description of the customer's complaint in the report. Cause – Provide a specific description of the cause of the failure. Include the method that was used in order to diagnose the problem. If diagnostic codes or event codes were generated, include all of the codes and the status of the codes. Indicate your determination of the problem. For example, if you performed a diagnostic functional test, identify the test procedure. For example, a visual inspection revealed abrasion of a wire in a harness. Be specific: dynamometer testing of the engine produced power below specifications at 1000 rpm due to the loss of an ignition transformer. Repair – Explain your repair of the problem. For example, you may have installed a new wiring harness. You may have replaced the ignition transformer per instructions from the factory. The providing of complete, accurate information will help Caterpillar to provide better service to you and to the customer.

RENR5910-06

RENR5910-06

11 Troubleshooting Section

Electronic System Overview

The ECM does not have a removable personality module. The software and maps are changed with Caterpillar Electronic Technician (ET) by flash programming of a file. i02915971

System Overview SMCS Code: 1000; 1900

Control System The following components are included in the control system:

• An Electronic Control Module (ECM) and an

emergency stop button in an engine mounted junction box

• Optional remote control panel with either a Machine Information Display System (MIDS) or an Advisor monitor display

• Integrated Combustion Sensing Module (ICSM) • Gas Shutoff Valve (GSOV) • Ignition system that is controlled by the ECM • Detonation sensor for each two cylinders • A system for prelube or postlube that includes the solenoid and prelube pump

• Actuators that are hydraulically actuated and

electronically controlled for the fuel, for the air choke, and for the exhaust bypass (wastegate)

• A system for cranking that includes the solenoid and starting motor

The ECM controls most of the functions of the engine. The module is an environmentally sealed unit that is in an engine mounted junction box. The ECM monitors various inputs from sensors in order to activate relays, solenoids, etc at the appropriate levels. The ECM supports the following five primary functions:

• Governing of the engine • Control of ignition • Air/fuel ratio control • Start/stop control • Monitoring of engine operation

Governing of the Engine RPM Desired engine speed is determined by the status of the idle/rated switch, of the desired speed input (analog voltage or 4 to 20 mA), and of parameters that are programmed into the software. Actual engine speed is detected via a signal from the engine speed/timing sensor. Parameters such as idle speed and governor gain can be programmed with Cat ET. The ECM monitors the actual engine speed. The ECM calculates the difference between the actual engine speed and the desired engine speed. The ECM controls the fuel actuator in order to maintain the desired engine speed. The fuel actuator is located at the flange of the inlet air manifold. If the actual engine speed is less than the desired engine speed, the ECM commands the fuel actuator to move toward the open position in order to increase the fuel flow. The increase of fuel accelerates the engine speed.

Control of Ignition Each cylinder has an ignition transformer. To initiate combustion, the ECM sends a pulse of approximately 108 volts to the primary coil of each ignition transformer at the appropriate time and for the appropriate duration. The transformer increases the voltage which creates a spark across the spark plug electrode. The ECM provides variable ignition timing that is sensitive to detonation. Detonation sensors monitor the engine for excessive detonation. The engine has one detonation sensor for each two adjacent cylinders. The sensors generate data on vibration that is processed by the ECM in order to determine detonation levels. If detonation reaches an unacceptable level, the ECM retards the ignition timing of the affected cylinder or cylinders. If retarding the timing does not limit detonation to an acceptable level, the ECM shuts down the engine. Levels of detonation can be displayed by the Machine Information Display System (MIDS) or by the Advisor display on the optional control panel. Alternatively, the “Cylinder X Detonation Level” screen of Cat ET can also be used. The “X” represents the cylinder number. The ECM provides extensive diagnostics for the ignition system.

12 Troubleshooting Section

RENR5910-06

Air/Fuel Ratio Control The ECM provides control of the air/fuel mixture for performance and for efficiency at low emission levels. The system includes the following components: maps in the ECM, output drivers in the ECM, fuel actuator, air choke actuator, exhaust bypass wastegate actuator, ICSM, thermocouples, and combustion sensors. Illustration 4 is a diagram of the system's main components and of the system's lines of communication.

g00910538

Illustration 4

The desired air/fuel ratio is based on maps that are stored in the ECM. The maps are specific for different applications, for engine speeds, and for engine loads.

• Combustion feedback

The engine load is calculated from the fuel flow. For example, zero fuel flow is zero load and fuel flow of 100 cfm might be 50 percent of the rated load.

Error for the inlet manifold air pressure – This is the absolute difference between the actual inlet manifold air pressure and the desired inlet manifold air pressure.

Note: The calculated engine load varies. Several variables affect the calculated engine load, including timing, settings for emissions, fuel quality, and specific gravity of the fuel. The system has five modes of operation for the air/fuel ratio:

• Start-up • No feedback • Exhaust port temperature feedback

• Prechamber calibration

In each of these modes, the air/fuel ratio is controlled by either the air choke actuator or the wastegate actuator: only one of the actuators operates at any time. The active actuator is determined by the ability to provide the desired inlet manifold air pressure. Both of the actuators regulate the air flow. The regulation is based on an error that is calculated for the inlet manifold air pressure. Both of the actuators are controlled by a map for the air/fuel ratio.

RENR5910-06

13 Troubleshooting Section

The software is also programmed to correct the fuel flow according to the temperature of the jacket water and the engine speed. This occurs when the coolant temperature is not at the water temperature regulator's rated temperature. If the temperature is cooler than the rating, the fuel in the cylinder head is also cooler and more dense. Because the denser fuel provides an air/fuel mixture that is richer than the desired mixture, the calculation of the fuel flow is corrected for the lower temperature. This tends to lean the actual air/fuel ratio. If the temperature is warmer than the rating, the fuel in the cylinder head is less dense. Because the warmer fuel provides a leaner air/fuel mixture, the calculation of the fuel flow is corrected for the higher temperature. This tends to richen the air/fuel ratio. Note: When the engine is operating in combustion feedback, the temperature of the jacket water only affects the fuel correction factor. The relationship of the modes of operation to the engine load and the transitions between the modes are represented in Illustration 5. Illustration 5 is for engines with the 1.9 and earlier versions of software.

Illustration 5 Schematic of the modes of operation, of transitions, and of the engine load for version 1.9 software

g01648774

14 Troubleshooting Section

RENR5910-06

The relationship of the modes of operation to the engine load and the transitions between the modes are represented in Illustration 6. Illustration 6 is for engines with the 2.0 software version. The modes of operation are explained in more detail below.

g01649253

Illustration 6 Schematic of the modes of operation, of transitions, and of the engine load for version 2.0 software

Note: Control of the inlet manifold air pressure is not determined directly by the engine load. The active actuator is determined by the ability to provide the desired inlet manifold air pressure. At loads that are approximately less than 40 percent, the air/fuel ratio is controlled by the air choke actuator. The air choke controls the flow of air during engine start-up. The air choke continues to control the air flow during the increase in the engine speed and in load. As the engine speed and load are increased, the required inlet manifold air pressure increases. The air choke opens in order to provide more combustion air. When the air choke becomes fully open, the air choke cannot further increase the air flow. Then, the wastegate becomes active.

Conversely, the required inlet manifold air pressure is reduced as the engine speed and load are reduced. As the requirement for combustion air is reduced, the wastegate opens. When the wastegate is fully open, the wastegate cannot regulate a smaller quantity of combustion air. Then, the air choke becomes active again. During start-up, the air choke is maintained at a fixed position until ten seconds after the engine achieves the desired speed. This enables a correction of the excessive error for inlet manifold air pressure. The starting position for the air choke is set in the Cat ET configuration screen. The starting position depends on the number of cylinders. Typically, the starting position is closed 60 to 80 percent. If the starting position is set too high, the engine will not get enough combustion air.

RENR5910-06

15 Troubleshooting Section

If the starting position is set too high and the engine speed does not increase to the desired speed, the programming in the software opens the air choke in steps until the engine speed increases. This enables a steady increase of the engine speed until the desired speed is achieved. The maximum position for the air choke can also be set in the Cat ET configuration screen. The maximum position is set in order to enable a sufficient flow of air for combustion when the engine is running at no load. Typically, the maximum position is closed 75 to 85 percent. At ten seconds after the engine reaches the desired speed, the air/fuel ratio is controlled directly by the map for the air/fuel ratio. No correction factors are related to any feedback: this is a correction factor of 100 percent. This mode of operation uses no feedback. Normally, the map is calculated in order to provide a low air/fuel ratio for loads up to approximately 40 percent. This provides a mixture that is sufficiently rich for operation at low temperatures. The air/fuel ratio will continue to be controlled by the map until the conditions allow operation in one of the feedback modes or in the prechamber calibration mode. A low air/fuel ratio is critical for operation after start-up in order to keep the air choke partially closed. Otherwise, the air choke may open fully and the wastegate will control the inlet manifold air pressure. This results in a period of misfire and of excessive fuel flow. Because of the excessive fuel flow, the calculated engine load is excessive. Programmable “Desired Engine Exhaust Port Temp” parameter – This parameter is set in the Cat ET configuration screen. This is the desired exhaust port temperature for a load of 25 percent. The control uses this parameter during operation in the exhaust port temperature feedback mode.

Illustration 7

g00914203

Graph of the calculated desired exhaust port temperature

The calculated desired exhaust port temperature varies from the programmable “Desired Engine Exhaust Port Temp” by 1 °C (1.8 °F) per 1 percent of engine load. For each 1 percent of engine load below 25 percent, the calculated desired exhaust port temperature increases by 1 °C (1.8 °F). For each 1 percent of engine load above 25 percent, the calculated desired exhaust port temperature decreases by 1 °C (1.8 °F). Control's average exhaust port temperature – The ICSM continuously calculates the average exhaust port temperature. If the actual temperature of any cylinder exhaust port is less than 273 °C (523 °F), the ICSM substitutes a temperature of 273 °C (523 °F) for that cylinder. This temperature is substituted for any number of cylinders with an exhaust port temperature that is less than 273 °C (523 °F). The temperature is used in the calculation of the average for all of the monitored cylinders. Exhaust port temperature feedback – In this mode of operation, the air/fuel ratio is controlled in order to achieve a desired exhaust port temperature. Each cylinder exhaust port has a thermocouple that is monitored by an ICSM. The ICSM monitors the actual exhaust port temperatures for one bank of cylinders. The ICSM calculates an average exhaust port temperature for the bank of cylinders. The ECM calculates the desired exhaust port temperature for the load. The ECM sends the desired exhaust port temperature to the ICSM. The ICSM calculates the difference between the average exhaust port temperature and the desired exhaust port temperature. The ICSM sends a fuel correction factor to the ECM. The ECM uses the fuel correction factor to control the air choke actuator in order to maintain the desired exhaust temperature.

16 Troubleshooting Section

After start-up, the exhaust port temperature feedback mode is activated for the following conditions:

• The calculated control's average exhaust port

temperature exceeds the desired exhaust port temperature.

• The calculated control's average exhaust port

temperature ceases to increase. The engine load is less than approximately 40 percent.

• The timer for operation with no feedback expires. The transition to the exhaust port temperature feedback mode can also occur for the following circumstances:

• The air/fuel ratio is controlled by combustion

feedback. The engine load is reduced to 38 percent or less than 38 percent. The transition occurs in a 30 second period.

• The engine operation exits the prechamber

calibration mode. The engine load is 38 percent or less than 38 percent. The transition occurs in a 30 second period. In this case, the fuel correction factor begins at 100 percent. Then, the fuel correction factor is adjusted in order to achieve the desired exhaust port temperature.

The programmed air/fuel ratio control begins to use a correction factor in order to modify the air/fuel ratio that is specified in the map for the air/fuel ratio. The correction factor is based on an error for the exhaust port temperature. If the average exhaust temperature is too low, the ECM commands the air choke actuator to move toward the closed position in order to richen the air/fuel mixture. Combustion of the richer air/fuel mixture increases the exhaust port temperatures. Early flash files would allow engines that are starting above a 40 percent load to transition directly from “No Feedback” mode to “Combustion Feedback” mode. The load could be an actual engine load or when cylinder misfires cause the indicated load to increase above 40 percent. This could cause an issue with performance. With the “v2.0” software, the engine can be sustained in “Exhaust Temperature Feedback” mode for a time that is specified by the configuration parameter “Engine Start Exhaust Temperature Feedback Time Delay”. The default setting for the configuration parameter “Engine Start Exhaust Temperature Feedback Time Delay” is 180 seconds and the range is 60 to 360 seconds. Combustion feedback – In this mode of operation, the air/fuel ratio is controlled in order to achieve the desired combustion burn time.

RENR5910-06

When the load reaches approximately 40 percent, the air/fuel ratio is controlled by the wastegate actuator which is trimmed by the combustion burn time. Combustion burn time – The combustion burn time is measured in each cylinder. Each cylinder has a combustion sensor. The pulse of the ignition starts a timer in the ICSM. The flame travels in the cylinder from the spark plug to the combustion sensor. The ICSM monitors the voltage across the combustion sensor. When the flame reaches the combustion sensor, the ionization that surrounds the sensor changes the voltage. When the ICSM detects the change of the sensor's voltage, the ICSM stops the timer. The combustion burn time is a method of measuring the air/fuel ratio. A rich air/fuel mixture provides a faster combustion burn time. A lean air/fuel mixture provides a slower combustion burn time. Each ICSM calculates an average combustion burn time for all of the cylinders in one bank. The ECM sends a point from the map of the desired combustion burn time to the ICSM. The ICSM calculates the difference between the average combustion burn time and the desired combustion burn time. The ICSM sends a fuel correction factor to the ECM. The ECM controls the wastegate actuator in order to maintain the desired combustion burn time. A command for the desired inlet manifold air pressure is sent from the ECM to the wastegate actuator. The actuator adjusts the inlet manifold air pressure in order to correct the combustion burn time. If the average desired combustion burn time is too fast, the ECM commands the wastegate actuator to move toward the closed position in order to provide more air for a leaner air/fuel mixture. This provides a slower combustion burn time. If the average desired combustion burn time is too slow, the ECM commands the wastegate actuator to move toward the open position in order to provide less air for a richer air/fuel mixture. The richer air/fuel mixture burns faster. This is a continuous process during operation at loads that are greater than approximately 40 percent. The combustion feedback mode is activated for either of the following conditions:

• The air/fuel ratio is in the exhaust port temperature feedback mode. The engine load exceeds 42 percent or more than 42 percent. The average exhaust port temperature is stable and the desired exhaust port temperature is established. The transition occurs in a 30 second period.

• The engine operation exits the prechamber

calibration mode and the engine load is greater than 42 percent or equal to 42 percent. The transition occurs in a 30 second period.

RENR5910-06

Prechamber calibration mode – This mode can be activated with Cat ET. This mode can be activated during operation at any load. The mode is used for adjustment of the precombustion chambers' needle valves in order to achieve the desired exhaust emissions. In the prechamber calibration mode, the fuel correction factor is maintained at 100 percent. After an exit from this mode, the fuel correction factor is adjusted in order to achieve the desired air/fuel ratio.

Start/Stop Control The ECM contains the logic and the outputs for control of engine prelubrication, of starting, of shutdown, and of the postlube. The customer programmable logic responds to signals from the following components: engine control switch, emergency stop switch, remote start switch, data link, and other inputs. To control the engine at the appropriate times, the ECM provides +Battery voltage to the solenoids that control the prelube pump, the starting motor, and the gas shutoff valve. When the programmable logic determines that the prelubrication function is necessary, the ECM supplies +Battery voltage to the solenoid for the prelube pump. The prelubrication must develop sufficient engine oil pressure before the engine will crank. The engine has a pressure switch for the prelube. When the engine oil pressure is sufficient, the pressure switch closes and the engine can be cranked. When the programmable logic determines that it is necessary to crank the engine, the ECM supplies +Battery voltage to the solenoid for the starting motor. Rotation of the crankshaft also operates the pump for the electrohydraulic actuators. The pump develops hydraulic oil pressure for operation of the fuel actuator, the air choke actuator, and the wastegate actuator. The engine has an energize-to-run type of Gas Shutoff Valve (GSOV). When the programmable logic determines that fuel is required to start the engine or to run the engine, the ECM supplies +Battery voltage to the valve's solenoid. At one second after the GSOV is energized, the pressure differential between the fuel and the air is monitored. This parameter is monitored in order to ensure that no fuel is entering the fuel manifold before the ECM issues a command to the fuel actuator. If the differential pressure for fuel to air is less than 0.5 kPa (0.073 psi), the ECM supplies +Battery voltage to the fuel actuator's solenoid.

17 Troubleshooting Section

The ECM controls the fuel actuator by adjusting the current flow through the actuator's solenoid. During start-up, the combustion chambers are usually filled with excessive combustion air. The ECM operates the fuel actuator in order to supply sufficient fuel for a combustible air/fuel mixture. The ECM removes the voltage from the starting motor's solenoid when the programmable crank terminate speed is reached or when a programmable cycle crank time has expired. The pinion of the starter motor disengages from the flywheel ring gear. When the programmable logic determines that an engine shutdown is necessary, the ECM removes +Battery voltage from the solenoids for the fuel actuator and for the GSOV. The fuel is shut off. The prelube system is programmed to perform a postlube cycle during engine shutdown. This supplies the turbocharger with adequate lubrication during shutdown.

Monitoring Engine Operation The ECM monitors both the engine operation and the electronic system. Problems with engine operation cause the ECM to generate an event code. The ECM can issue a warning or a shutdown for events. This depends on the severity of the condition. For example, a high pressure pump provides hydraulic pressure with oil for the electrohydraulic system. The oil supply is separate from the engine oil. The high pressure oil supply is monitored by a pressure switch. If the pressure drops below an acceptable level, the ECM generates an event code and the ECM shuts down the engine. The ICSM monitors the combustion sensors and the thermocouples for the cylinders and for the turbocharger. The ICSM sends signals regarding the parameters to the ECM over the Cat Data Link. If any parameter exceeds the acceptable range, the ECM can initiate a warning or a shutdown. For more information on event codes, refer to Troubleshooting, “Event Codes”. Problems with the electronic system such as an open circuit produce a diagnostic code. For more information, refer to Troubleshooting, “Diagnostic Trouble Codes”.

18 Troubleshooting Section

RENR5910-06

i02915656

Component Location SMCS Code: 1000; 1900

Vee Engines

Illustration 9

g00825637

Right side view near the front of a Vee engine (1) (6) (7) (8) Illustration 8 Front view of a Vee engine (1) Sensor for the outlet pressure of the jacket water (2) Sensor for the jacket water coolant temperature (3) Unfiltered engine oil pressure sensor (4) Engine oil temperature sensor (5) Filtered engine oil pressure sensor

g00803846

Sensor for the outlet pressure of the jacket water Detonation sensor Switch for the inlet pressure of the jacket water Crankcase pressure sensor

Note: There is one detonation sensor between each pair or cylinders.

RENR5910-06

Illustration 10

19 Troubleshooting Section

g00825893

The sensor for the inlet manifold air temperature is installed in the inlet air manifold between the two center cylinder heads on the right side of the Vee engine. (9) Sensor for inlet manifold air temperature

Illustration 11

g00825717

Right side view near the rear of a Vee engine (10) Connector for the electrohydraulic actuators' pressure switch (11) Switch for prelube oil pressure

20 Troubleshooting Section

RENR5910-06

Illustration 13

g00902969

Right view of a Vee engine Engine harness connector for the engine oil level switch and the coolant level switch

In-Line Engines

Illustration 12

g00825638

Rear view of a Vee engine (12) (13) (14) (15) (16)

Fuel temperature sensor Switch for inlet air restriction (left) Pressure module for inlet air and fuel Switch for inlet air restriction (right) Engine speed/timing sensor

Illustration 14 Front view of an In-line engine (1) (2) (3) (4) (5)

Sensor for jacket water coolant temperature Sensor for outlet pressure of the jacket water Unfiltered engine oil pressure sensor Engine oil temperature sensor Filtered engine oil pressure sensor

g00895272

RENR5910-06

Illustration 15

21 Troubleshooting Section

g00895316

Right side view near the front of an In-line engine (6) Inlet air restriction's switch (7) Air/fuel pressure module (8) Engine speed/timing sensor

Note: There is one detonation sensor between each pair or cylinders.

22 Troubleshooting Section

RENR5910-06

g00895279

Illustration 16 Right side view near the front of an In-line engine (9) Detonation sensor (10) Fuel temperature sensor (11) Crankcase pressure sensor

(12) Switch for the inlet pressure of the jacket water (13) Switch for the prelube oil pressure

(14) Connector for the switches for low engine oil level and for low coolant level

Note: The switches for connector (14) can be supplied by the customer or by the factory.

Illustration 17 In-line engine (15) Inlet manifold air temperature's sensor (16) Electrohydraulic actuator's pressure switch

g00895328

RENR5910-06

23 Troubleshooting Section

Integrated Combustion Sensing Module (ICSM)

Illustration 18

Vee Engines

g00843952

Integrated Combustion Sensing Module (ICSM)

The engine has an Integrated Combustion Sensing Module (ICSM) for each bank of cylinders. The ICSM monitors exhaust temperature sensors and combustion sensors. The ICSM performs calculations with the data. The ICSM communicates with the ECM via the CAT Data Link. Exhaust temperatures are monitored for each cylinder exhaust port, for the inlet of the turbocharger turbine, and for the outlet of the turbocharger turbine.

Illustration 19

g00825730

Vee engine (17) Temperature sensor for the cylinder exhaust port (18) Temperature sensor for the exhaust after the turbocharger (19) Temperature sensor for the exhaust before the turbocharger (20) Combustion sensor

Note: For each cylinder, there is one temperature sensor for the exhaust port (17) and one combustion sensor (20). For each turbocharger, there is one temperature sensor for the exhaust after the turbocharger (18) and one temperature sensor for the exhaust before the turbocharger (19).

24 Troubleshooting Section

RENR5910-06

In-Line Engines

i03251780

Engine Monitoring System SMCS Code: 1900 The Electronic Control Module (ECM) monitors the operating parameters of the engine. The ECM will generate an event code if a specific engine parameter exceeds an acceptable range that is defined by the engine monitoring system. For information on event codes, refer to Troubleshooting, “Event Codes” for a list of the applicable event codes for this application. Three possible responses may be available for each parameter. Some of the responses are not available for some of the parameters. Refer to Table 7. Table 7

Indicators (1), (2), and (3)

Illustration 20

g00895336

In-line engine (17) Temperature sensor for the exhaust after the turbocharger (18) Temperature sensor for the exhaust before the turbocharger

Warning Category Indicator

Severity

(1)

Least Severe

(2)

Moderate Severity

(3)

Most Severe

Use Caterpillar Electronic Technician (ET) to perform the following activities for the monitoring system:

• Viewing parameters • Parameter programming • Set delay times The default settings for the parameters are programmed at the factory. To accommodate unique applications and sites, some of the parameters may be reprogrammed with Cat ET. Use Cat ET to modify the monitoring system parameters.

(19) Temperature sensor for the cylinder exhaust port (20) Combustion sensor

Note: Some parameters require no password in order to be changed. Other parameters can be changed with customer passwords. Some of the parameters are protected by factory passwords. There are some parameters that cannot be changed. Some applications do not allow any changes to the programmable monitoring system. Parameters that are protected by factory passwords can only be changed by dealer personnel.

Note: For each cylinder, there is one temperature sensor for the exhaust port (19) and one combustion sensor (20).

Viewing or Changing the Settings of the Monitoring System

Illustration 21

g00895356

In-line engine

Use the following procedure in order to view the parameter settings and/or change the parameter settings: 1. Select the “Service/Monitoring System” screen on Cat ET.

RENR5910-06

25 Troubleshooting Section

Note: Ensure that you select the correct ECM for the parameters that are being changed before continuing. 2. Highlight the desired parameter. Then click on the “Change” button in the lower left corner of the screen. The “Change Monitor System” screen will appear. 3. Change the “State” of the parameter. 4. Set the “Trip Point” and the “Delay Time” according to the “Allowed Values” that are displayed in the lower half of the screen.

Event Code – An event code is generated by the detection of an abnormal engine operating condition. For example, an event code will be generated if the oil pressure is too low. In this case, the event code indicates the symptom of a problem. Event codes indicate abnormal operating conditions or mechanical problems rather than electrical problems. Codes can have two different states:

• Active • Logged Active Codes

5. Click the “OK” button. If a password is required, the “Enter Passwords” screen will appear. Enter the correct passwords and then click the “OK” button. Note: If a factory password is required, the “Enter Factory Passwords” screen will appear. Refer to Troubleshooting, “Factory Passwords” for information that is related to obtaining factory passwords. The new settings will be effective immediately. Note: Factory passwords are only available to service technicians from an authorized Caterpillar Dealership. Customers of Caterpillar do not have access to the Caterpillar Factory Password System (FPS). i03097101

Diagnostic Capabilities SMCS Code: 1900

Diagnostic Codes The engine's Electronic Control Module (ECM) has the ability to monitor the circuitry between the ECM and the engine's components. The ECM also has the ability to monitor the engine's operating conditions. If the ECM detects a problem, a code is generated. There are two categories of codes:

• Diagnostic code • Event code Diagnostic Code – A diagnostic code indicates an electrical problem such as a short circuit or an open circuit in the engine's wiring or in an electrical component.

An active code indicates that a problem is present. Service the active code first. For the appropriate troubleshooting procedure for a particular code, refer to the following troubleshooting procedure:

• Troubleshooting, “Diagnostic Trouble Codes” • Troubleshooting, “Event Codes” Logged Codes The codes are logged and stored in the ECM memory. The problem may have been repaired and/or the problem may no longer exist. If the system is powered, it is possible to generate an active diagnostic code whenever a component is disconnected. If the component is reconnected, the code is no longer active but the code may become logged. Logged codes may not indicate that a repair is needed. The problem may have been temporary. Logged codes may be useful to help troubleshoot intermittent problems. Logged codes can also be used to review the performance of the engine and of the electronic system. i03096280

Programmable Parameters SMCS Code: 1900 Programmable parameters enable the engine to be configured in order to meet the requirements of the application. The system configuration parameters must be programmed when the application is installed. Perform this programming before the initial engine start-up. Data from a gas analysis and data on engine performance are required in order to determine the correct settings for the ignition timing and the fuel control. Incorrect programming of parameters may lead to complaints about performance and/or to engine damage.

26 Troubleshooting Section

RENR5910-06

Programmable parameters can be classified into the following types: engine identification, timing control, air/fuel ratio control, speed control, start/stop control, and engine monitoring. If an Electronic Control Module (ECM) is replaced, the appropriate parameters must be copied from the old ECM. This can be done with the “Copy Configuration” feature of the Caterpillar Electronic Technician (ET). Alternatively, the settings can be recorded on paper and then programmed into the configuration screen that is for the new module. NOTICE Changing the parameters during engine operation can cause the engine to operate erratically. This can cause engine damage. Only change the settings of the parameters when the engine is STOPPED.

i02916200

Electrical Connectors SMCS Code: 7553-WW

Terminal Box

Illustration 22

g00891827

Terminal box

The engine mounted terminal box is located on the rear right side of the engine. The Electronic Control Module (ECM) is inside the terminal box. The terminal box provides the point of termination for all of the wiring that is related to the engine's sensors and for the ignition system.

RENR5910-06

27 Troubleshooting Section

g00892898

Illustration 23 Inside of the terminal box (J2/P2) 70-pin connectors for the ECM (J1/P1) 70-pin connectors for the ECM (1) Ground strap (2) Terminal for the 24 VDC power supply (J7) 9-pin service tool connector (CB1) 16 amp circuit breaker (CB2) 6 amp circuit breaker (J3/P3) 70-pin connectors for the customer's wiring

(3) Ignition wiring for the left side of the vee engine (J6/P6) 70-pin connectors for the sensors on the left side of the engine (J5/P5) 70-pin connectors for the sensors on the right side of the engine (4) Ignition wiring for the right side of the vee engine

(J4) 47-pin connector for the optional control panel or for a customer connector (5) Wiring for the electrical power

28 Troubleshooting Section

RENR5910-06

Connectors

Illustration 24

g00891953

Front and bottom of the terminal box (J6) 70-pin connector for the sensors on the left side of the engine (J5) 70-pin connector for the sensors on the right side of the engine (J4) 47-pin connector for the optional control panel or for a customer connector (6) Emergency stop button (7) Hole for the ignition wiring on the left side of the vee engine (8) Hole for the ignition wiring on the right side of the vee engine (9) Hole for the electrical power supply and/or for the customer's wiring to the 70-pin connector (P3)

Illustration 25

g01450202

70 pin connectors on the ECM and the terminal box

Illustration 26 P4 connector on bottom of terminal box

g01450246

RENR5910-06

Illustration 27 Harness connectors for the various sensors (A) 5 V supply (B) Return (C) Signal

29 Troubleshooting Section

g01431259

30 Troubleshooting Section

RENR5910-06

Configuration Parameters i02909042

Configuration Parameters SMCS Code: 1900

(Table 8, contd)

Configuration Parameters for G3600 Engines “Maximum Choke Position” “Engine Start Choke Position” “Engine Start Turbo Wastegate Position” “Wastegate (Proportional) Gain Percentage”

Configuration Parameters

“Wastegate (Integral) Stability Percentage”

The system configuration parameters must be programmed when the application is installed. Perform this programming before the initial engine start-up. Incorrect programming of parameters may lead to complaints about performance and/or to engine damage. Data from a gas analysis is required for determining the correct settings for the fuel quality and for the specific gravity of the gas. The data must be entered into the Caterpillar Software, LEKQ6378, “Methane Number Program”. If the Electronic Control Module (ECM) is replaced, the appropriate parameters must be copied from the original ECM. This can be done with the “Copy Configuration” feature of Caterpillar Electronic Technician (ET). Alternatively, the settings can be recorded on paper and then programmed into the new module. Certain parameters are unique for each engine application. Table 8 is a list of the parameters that can be configured for G3600 Engines. The values of the parameters can be viewed on the “Configuration” screen of Cat ET.

“Wastegate (Derivative) Compensation Percentage” “Choke (Proportional) Gain Percentage” “Choke (Integral) Stability Percentage” “Choke (Derivative) Compensation Percentage” “Ignition Multi Strike Feature Enable” “Ignition Multi Strike Mode Configuration” “Ignition Multi Strike Engine Startup Activation Duration” Speed Control “Low Idle Speed” “Minimum Engine High Idle Speed” “Maximum Engine High Idle Speed” “Engine Acceleration Rate” “Desired Speed Input Configuration” “Governor Type Setting” “Engine Speed Droop” “Governor (Proportional) Gain Percentage” “Governor (Integral) Stability Percentage” “Governor (Derivative) Compensation Percentage” “Governor Auxiliary 1 (Proportional) Gain Percentage”

NOTICE Changing the parameters during engine operation can cause the engine to operate erratically. This can cause engine damage. Unless the instructions are different, only change the settings of the parameters when the engine is STOPPED.

“Governor Auxiliary 1 (Integral) Stability Percentage” “Governor Auxiliary 1 (Derivative) Compensation Percentage” Start/Stop Control “Driven Equipment Delay Time” “Crank Terminate Speed RPM” “Engine Purge Cycle Time”

Table 8

Configuration Parameters for G3600 Engines

“Engine Cooldown Duration”

Air/Fuel Ratio Control

“Cycle Crank Time”

“Fuel Quality Input Type Configuration”

“Engine Overcrank Time”

“Fuel Quality”

“Engine Speed Drop Time”

“Fuel Quality Sensor LHV Lower Setpoint”

“Engine Pre-lube Time Out Period”

“Fuel Quality Sensor LHV Upper Setpoint”

“Engine Start Exhaust Temperature Feedback Time Delay”

“Gas Specific Gravity”

“Engine Start Fuel Burst Command”

“Desired Engine Exhaust Port Temp” (continued)

Monitoring and Protection (continued)

RENR5910-06

31 Troubleshooting Section

(Table 8, contd)

Configuration Parameters for G3600 Engines “Engine Post-Lube Duration” “High Inlet Air Temp Engine Load Set Point” Information for the Electronic Control Module (ECM) “Engine Serial Number” “Equipment ID” Passwords “Customer Password #1” “Customer Password #2” “Total Tattletale”

Note: Not all of these configuration parameters exist in all versions of flash files for the G3600 FamilyEngines with the adem III ECM. It is recommended that the latest available software is installed.

Governing of the Air/Fuel Ratio Control and of the Engine Speed Gain, stability, and compensation can be adjusted for the following functions:

• Primary governor • Auxiliary governor • Air choke • Exhaust bypass (wastegate) Gain (proportional) determines the speed of the control's response in adjusting for the difference between the desired condition and the actual condition. Increasing the gain (proportional) provides a faster response to the difference between the desired condition and the actual condition. Stability (integral) controls the speed for elimination of the error in the difference between the desired condition and the actual condition. The stability (integral) dampens the response to the error. Increasing the stability provides less damping. Compensation (derivative) is used to adjust for the time delay between the control signal and the movement of the actuator. If the compensation (derivative) is too low, the engine speed will slowly hunt. If the compensation (derivative) is too high, the engine speed will rapidly fluctuate. Illustration 28 shows some typical curves for transient responses.

Illustration 28

g01447739

(Y) Engine speed (X) Time (1) The gain (proportional) is too high and the stability (integral) is too low. There is a large overshoot on start-up and there are secondary overshoots on transient loads. (2) The gain (proportional) is slightly high and the stability (integral) is slightly low. There is a slight overshoot on start-up but the response to transient loads is optimum. (3) The gain (proportional) is slightly low and the stability (integral) is slightly high. There is optimum performance on start-up but slow response for transient loads. (4) The gain (proportional) is too low and the stability (integral) is too high. The response for transient loads is too slow. (5) The response to transient loads is adjusted for optimum performance.

Illustration 29 is a graphic representation of adjusting the compensation.

32 Troubleshooting Section

RENR5910-06

“Fuel Quality” This parameter is programmed to the Lower Heating Value (LHV) of the primary fuel. The fuel ratio control of the ECM will compensate for some inaccuracy in this setting. The ECM assumes a corrected value that is equal to the customer programmed “Fuel Energy Content” that is multiplied by the “Fuel Correction Factor”. This factor is displayed on the Cat ET screen. An event code is generated if the “Fuel Correction Factor” exceeds a limit that is programmed at the factory. The event code will indicate the need to reprogram this value. Obtain a gas analysis in order for this parameter to be accurately programmed. Illustration 29

g01447741

The increased width of the line for the actuator voltage indicates that the linkage is more active as the compensation increases. (Y) Actuator voltage (X) Time in seconds

The default values should be sufficient for initial start-up. However, the values may not provide optimum performance. If you have a problem with instability, always investigate other causes before you adjust the settings. For example, diagnostic codes and unstable gas pressure can cause instability. To change the gain, stability, or compensation, use the “Graph” feature on the “Governor Gain” screen of Cat ET. The graph provides the best method for observing the effects of the adjustment. After you make adjustments, always test the stability by interrupting the engine speed. Operate the engine through the entire range of speeds and of loads in order to ensure stability.

Air/Fuel Ratio Control “Fuel Quality Input Type” This parameter is used to select the type of input for the Lower Heating Value (LHV). The default setting is “Configured Value”. This setting is used when the input for the LHV is set by the operator in Cat ET. The “4 to 20 mA” setting should be selected when a gas chromatograph is inputting a 4 to 20 mA input to the control in order to represent the LHV of the fuel. This setting is most often used in landfill applications.

Note: The final BTU value may be adjusted to be different from the fuel analysis value as the air/fuel ratio is adjusted using an exhaust analyzer.

“Fuel Quality Sensor LHV Lower Limit Set point” This parameter is the lower LHV that is used by the input device in order to determine the scaling of the remote Btu input.

“Fuel Quality Sensor LHV Upper Limit Set point” This parameter is the upper LHV that is used by the input device in order to determine the scaling of the remote Btu input. Note: The Lower and Upper fuel quality limits combine to determine the remote Btu input slope. The slope of this line can be altered by changing one or both of these set points.

“Gas Specific Gravity” The ECM requires an input for the “Gas Specific Gravity” in order to precisely meter the air/fuel ratio. Obtain a gas analysis in order to determine the specific gravity of the fuel.

“Desired Engine Exhaust Port Temp” This parameter is programmed to the desired exhaust port temperature at a load of 25 percent. The ECM uses this temperature to trim the air choke during operation in the exhaust port temperature feedback mode. Refer to the Programmable “Desired Engine Exhaust Port Temp” parameter within Systems Operation/Testing and Adjusting, “Electronic Control System Operation”.

RENR5910-06

33 Troubleshooting Section

“Maximum Choke Position”

“Choke (Integral) Stability Percentage”

This is the maximum position for the air choke. The maximum position is set in order to enable a sufficient flow of air for combustion when the engine is running at no load. Usually, this position is closed 65 to 85 percent.

This parameter controls the speed for elimination of the error in the difference between the desired inlet manifold air pressure and the actual inlet manifold air pressure. The stability dampens the response to the error. Increasing the stability provides less damping.

“Engine Start Choke Position”

“Choke (Derivative) Compensation Percentage”

This is the position for the air choke at start-up. The air choke is held in this position in order to ensure that the inlet manifold air pressure is sufficient. The air choke is held in this position in order to ensure that the inlet manifold air pressure is not excessive. This position depends on the number of cylinders and conditions at the site. Usually, this position is closed 60 to 80 percent.

“Engine Start Wastegate Position”

This parameter is used to adjust for the time delay between the control signal and the movement of the air choke actuator. If the compensation is too low, the air choke actuator will slowly hunt. If the compensation is too high, the air choke actuator will rapidly fluctuate.

Ignition Multi Strike Feature Enable

This is the position for the wastegate at start-up. At start-up, this position is maintained until ten seconds after the engine has reached desired speed. The wastegate is maintained at this position in order to provide additional inlet air pressure. The final setting for this parameter must be based on conditions at the site.

This parameter is used to enable or disable the Ignition Multi-Strike feature. This is a factory password protected setting, which when enabled provides a second firing of the ignition during the same stroke. This increases the duration of the firing, resulting in improved engine starting and operational performance with low BTU fuels and cold starting problems.

“Wastegate (Proportional) Gain Percentage”

Ignition Multi Strike Mode Configuration

This parameter determines the speed of the control's response in adjusting the wastegate in order to achieve the desired inlet manifold air pressure.

“Wastegate (Integral) Stability Percentage” This parameter controls the speed for elimination of the error in the difference between the desired position of the wastegate and the actual position. The stability dampens the response to the error. Increasing the stability provides less damping.

“Wastegate (Derivative) Compensation Percentage” This parameter is used to adjust for the time delay between the control signal and the movement of the wastegate actuator. If the compensation is too low, the wastegate actuator will slowly hunt. If the compensation is too high, the wastegate actuator will rapidly fluctuate.

“Choke (Proportional) Gain Percentage” This parameter determines the speed of the control's response in adjusting the air choke in order to achieve the desired inlet manifold air pressure.

This parameter is used to configure ignition multi-strike for “Start” or for “Manual” mode. When “Start” mode is selected, the Ignition Multi-Strike is active for the time defined in the “Ignition Multi-Strike Engine Startup Activation Duration”. When “Manual” mode is selected, Ignition Multi-Strike is active for the start-up time and when the switch input to customer connection pin (62) and return (8) is closed.

Ignition Multi Strike Engine Startup Activation Duration This parameter is used to set the duration that the Ignition Multi-Strike feature is active.

Speed Control “Low Idle Speed” Program this parameter to the desired low idle rpm. The low idle rpm can be programmed from 500 to 700 rpm.

34 Troubleshooting Section

RENR5910-06

“Minimum Engine High Idle Speed”

“Governor Type Setting”

Program this parameter to the desired minimum high idle rpm. The actual high idle speed is regulated by the desired speed input. The regulation is linear in proportion to the input. An input of 0 percent results in the minimum high idle rpm and an input of 100 percent results in the maximum high idle rpm. This parameter can be programmed from 700 to 1000 rpm.

The “Governor Type Setting” parameter can be set to “Droop Operation” or to “Isochronous Mode”. This setting is dependent upon the application of the engine.

“Maximum Engine High Idle Speed” Program this parameter to the desired maximum high idle rpm. The actual high idle speed is regulated by the desired speed input. The regulation is linear in proportion to the input. An input of 0 percent results in the minimum high idle rpm and an input of 100 percent results in the maximum high idle rpm. This parameter can be programmed from 700 to 1000 rpm on industrial engines, 700 to 1050 rpm on 50 Hz on generator set engines, and 700 to 950 on 60 Hz generator set engines.

“Engine Accel. Rate” This parameter controls the rate of acceleration between Low Idle Speed and Desired Engine Speed. For example, the engine can be programmed to accelerate at a rate of 50 rpm per second when the “Idle/Rated” switch is turned to the “Rated” position.

“Speed Selection” The speed is selected by the position of the idle/rated switch and by the status of the engine oil pressure. If the switch is in the idle position, the ECM will always select the low idle speed. If the engine oil pressure is less than the trip point for the low oil pressure warning, the ECM will always select low idle speed regardless of the position of the idle/rated switch. If the oil pressure is greater than the set point for the low oil pressure warning, and the idle rated switch is in the rated position, the ECM will select the desired speed from either the remote control panel or the customer's remote input.

“Desired Speed Input Configuration” This parameter determines the signal input to the ECM for control of the desired speed. The signal can be either 0 to 5 VDC or 4 to 20 mA. The remote control panel's desired speed potentiometer output is 0-5 VDC. Note: The ECM is not configured to accept a pulse width modulated signal for input of the desired engine speed. If you try to select a Pulse Width Modulated input (PWM), the ECM will reject the selection. An error will be generated.

“Engine Speed Droop” This programmable parameter enables the precise control of the droop for applications such as load sharing units. When the “Governor Type Setting” parameter is set to “Droop”, the droop can be programmed to a value between 0 and 10 percent.

“Governor (Proportional) Gain Percentage” The gain determines the speed of the controls response in adjusting between the desired and the actual condition. Increasing the gain provides a faster response to the difference between the desired condition and the actual condition. This parameter is based on a proportional multiplier. This parameter changes the reaction of the governor when the “Grid Status” parameter is “OFF”. If this gain is adjusted and the “Grid Status” is “ON”, the gain is not affected.

“Governor (Integral) Stability Percentage” Stability controls the speed for the elimination of the error in the difference between the desired condition and the actual condition. The stability dampens the response to the error. Increasing the value of the stability provides less dampening. The stability dampens the response to the error. Increasing the value of the stability provides less dampening. This parameter is based on an integral multiplier. This parameter changes the reaction of the governor when the “Grid Status” parameter is “OFF”. If the stability is adjusted and the “Grid Status” is “ON”, the stability is not affected.

“Governor (Derivative) Compensation Percentage” Compensation is used to adjust for the time delay between the control signal and the movement of the actuator. If the compensation is to low, the engine speed will slowly hunt. If the compensation is to high, the engine speed will rapidly fluctuate. This parameter is based on a derivative multiplier when the “Grid Status” parameter is “Off”. If the compensation is changed and the “Grid Status” is “On”, the compensation of the engine will not change.

RENR5910-06

“Governor Auxiliary 1 (Proportional) Gain Percentage” This parameter is based on a proportional multiplier when the engine's “Grid Status” parameter is “On”. If the gain is changed and the “Grid Status” is “Off”, the gain of the engine controller will not change.

“Governor Auxiliary 1 (Integral) Stability Percentage” This parameter is based on an integral multiplier when the engine's “Grid Status” parameter is “On”. If the gain is changed and the “Grid Status” is “Off”, the stability of the engine controller will not change.

“Governor Auxiliary 1 (Derivative) Compensation Percentage”

35 Troubleshooting Section

“Engine Cooldown Duration” When the ECM receives a “Stop” request, the engine will continue to run in the “Cooldown Mode” for the programmed cooldown period. The “Cooldown Mode” is exited early if a request for an emergency stop is received by the ECM. If the “Engine Cooldown Duration” is programmed to zero, the engine will immediately shut down when the ECM receives a “Stop” request.

“Cycle Crank Time” The “Cycle Crank Time” is the amount of time for activation of the starting motor, the ignition system, and the gas shutoff valve for start-up. If the engine does not start within the specified time, the attempt to start is suspended for a “Rest Cycle” that is equal to the “Cycle Crank Time”.

This parameter is based on a derivative multiplier when the engine's “Grid Status” parameter is “On”. If the gain is changed and the “Grid Status” is “Off”, the compensation of the engine controller will not change.

“Engine Overcrank Time”

Start/Stop Control Parameters

Example Setting

“Driven Equipment Delay Time” The ECM provides a switch input for the driven equipment in order to delay engine start-up until the equipment is ready. The ECM will not attempt to start the engine until the switch closes to ground and the prelubrication is complete. An event code is generated if the programmed time for the driven equipment elapses without the closure of the switch. The delay time for the switch must be programmed to 0 in order to disable this feature.

“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” The “Engine Purge Cycle Time” is the duration for cranking without fuel before the crank cycle begins. The ignition is disabled during this time. The “Engine Purge Cycle Time” allows any unburned fuel to exit through the exhaust before you crank the engine.

The “Engine Overcrank Time” is the duration for attempting engine start-up. An event is generated if the engine does not start within this period of time.

Table 9

Examples of the Settings for Start-up Parameter

Time

“Purge Cycle Time”

10 seconds

“Cycle Crank Time”

30 seconds

“Overcrank Time”

45 seconds

The following sequence will occur if the parameters are programmed according to the example in Table 9: 1. The fuel and ignition are off for the first ten seconds of the crank cycle in order to purge gas from the engine via the exhaust system. 2. The fuel and the ignition are enabled. The engine will continue to crank for a maximum of 30 seconds. 3. If the engine does not start, the ignition, the fuel, and the starting motor are disabled for a 30 second “Rest Cycle”. With this example, a complete cycle is 60 seconds, which includes the 30 second crank cycle and the 30 second rest cycle. The purge cycle is included in the 30 second crank cycle.

36 Troubleshooting Section

“Engine Speed Drop Time” After the cooldown period has elapsed, the ECM shuts off the gas shutoff valve. The ignition continues until the engine speed drops below 40 rpm. If the engine rpm does not drop at least 100 rpm within the programmed drop time, the ECM terminates the ignition and the ECM issues an emergency stop.

“Engine Pre-Lube Time Out Period” The ECM energizes the prelube pump's solenoid prior to cranking the engine. The ECM uses a switch input to monitor the engine for acceptable prelubrication pressure. After the prelube is completed, the prelube's pressure switch closes. If the ECM does not detect closure of the switch within the programmable “Engine Pre-Lube Time Out Period”, the ECM monitors the engine oil pressure sensor. If the engine oil pressure is insufficient, an event code is activated and the starting sequence is terminated. The range for the “Engine Pre-Lube Time Out Period” is 30 to 300 seconds.

“Engine Start Exhaust Temperature Feedback Time Delay” This setting determines the amount of time the control system stays in “No Feedback Mode” after starting and attaining the desired speed. If the indicated load exceeds 40 percent while starting, this time delay can prevent the system from going into “Exhaust Feedback” mode too soon since this can cause the “Fuel Correction Factor” to drop, due to misfires.

“Engine Start Fuel Burst Command” The default setting for this parameter is 30 percent. Two seconds after cranking the control system opens the fuel valve 30 percent. This is needed in most applications for the vee engine's in order to charge the fuel rail. However, for some in-line engines and for some vee engines running hot fuels this burst is not needed, and can be set from zero to 30 percent. The “fuel burst command” can be lowered in order to lean the air/fuel ratio. This will reduce the risk of exhaust explosions during start-up.

RENR5910-06

“High Inlet Air Temp Engine Load Setpoint” The programmable setpoint is a value that separates low engine load from high engine load for events that are activated by high inlet air temperature. An “Engine Load Factor” can be displayed on a Cat ET status screen. If the load factor is less than the setpoint and the inlet air temperature reaches the trip point, a “High Inlet Air Temperature at Low Engine Load” event is activated. If the load factor is greater than the setpoint and the inlet air temperature reaches the trip point, a “High Inlet Air Temperature at High Engine Load” event is activated.

Information for the ECM “Engine Serial Number” The engine serial number is programmed into the ECM at the factory. The number is stamped on the engine Information Plate.

“Equipment ID” The customer can assign an “Equipment ID” for the purpose of identification.

“Customer Passwords” Two customer passwords can be entered. The passwords are used to protect certain configuration parameters from unauthorized changes. Note: Factory level security passwords are required for clearing certain logged events and for changing certain programmable parameters. Because of the passwords, only authorized personnel can make changes to some of the programmable items in the ECM. When the correct passwords are entered, the changes are programmed into the ECM.

“Total Tattletale” This item displays the number of changes that have been made to the configuration parameters.

Default Settings of the Configuration Parameters Table 10 is a list of the default settings for most of the configuration parameters. The values may require adjustment for the particular installation.

RENR5910-06

37 Troubleshooting Section

Table 10

Default Settings of Configuration Parameters for G3600 Engines Engine

Parameter

G3606

G3608

G3612

G3616

Air/Fuel Ratio Control “Fuel Quality Input Type Configuration”

Configured Value

“Fuel Quality”

36.00 MJ per cubic normal meter (900 BTU per standard cubic feet meter)

“Fuel Quality Sensor LHV Lower Setpoint”

12 MJ per cubic normal meter (300 BTU per standard cubic feet meter)

“Fuel Quality Sensor LHV Upper Setpoint”

24 MJ per cubic normal meter (600 BTU per standard cubic feet meter)

“Gas Specific Gravity”

0.600

“Desired Engine Exhaust Port Temp”

540 °C

535 °C

540 °C

535 °C

“Maximum Choke Position”

75 %

70 %

84 %

85 %

“Engine Start Choke Position”

66 %

60 %

76 %

77 %

“Engine Start Turbo Wastegate Position”

55 %

“Wastegate (Proportional) Gain Percentage” “Wastegate (Integral) Stability Percentage” “Wastegate (Derivative) Compensation Percentage”

100 %

“Choke (Proportional) Gain Percentage” “Choke (Integral) Stability Percentage” “Choke (Derivative) Compensation Percentage” “Ignition Multi Strike Feature Enable”

Disabled

“Ignition Multi Strike Mode Configuration”

Start

“Ignition Multi Strike Engine Startup Activation Duration”

60 seconds

Speed Control “Low Idle Speed”

550 rpm

“Minimum Engine High Idle Speed”

700 rpm

“Maximum Engine High Idle Speed”

1000 rpm

“Engine Accel. Rate”

100 rpm per second

“Desired Speed Input Configuration”

0 to 5 VDC

“Governor Type Setting”

Isochronous

“Engine Speed Droop”

0

“Governor (Proportional) Gain Percentage” “Governor (Integral) Stability Percentage” “Governor (Derivative) Compensation Percentage” “Governor Auxiliary 1 (Proportional) Gain Percentage”

100 %

“Governor Auxiliary 1 (Integral) Stability Percentage” “Governor Auxiliary 1 (Derivative) Compensation Percentage” Start/Stop Control “Driven Equipment Delay Time”

40.0 seconds (continued)

38 Troubleshooting Section

RENR5910-06

(Table 10, contd)

Default Settings of Configuration Parameters for G3600 Engines Engine

Parameter

G3606

G3608

G3612

“Crank Terminate Speed”

250 rpm

“Engine Purge Cycle Time”

0 seconds

“Engine Cooldown Duration”

0 minutes

“Cycle Crank Time”

30 seconds

“Engine Overcrank Time”

40 seconds

“Engine Speed Drop Time”

15 seconds

“Engine Pre-lube Time Out Period”

30 seconds

“Engine Start Exhaust Temperature Feedback Time Configuration”

180 seconds

“Engine Start Fuel Burst Command Configuration”

30%

Monitoring and Protection “Engine Post-Lube Duration”

3 minutes

“High Inlet Air Temp Engine Load Set Point”

50 %

Note: Not all of these configuration parameters exist in all versions of flash files for the G3600 FamilyEngines with the adem III ECM. It is recommended that the latest available software is installed.

G3616

RENR5910-06

39 Troubleshooting Section

Diagnostic Trouble Codes i02870327

Diagnostic Trouble Codes SMCS Code: 1900 Table 11 lists the diagnostic codes that apply to the engines that are covered in this manual. Use Caterpillar Electronic Technician (ET) in order to determine the diagnostic codes that are active or logged. Then refer to the appropriate troubleshooting procedure for more information. Table 11

List of Diagnostic Codes Code

Troubleshooting Procedure

17-5 Fuel Shutoff Valve : Current Below Normal

Troubleshooting, “Fuel Control - Test”

17-6 Fuel Shutoff Valve : Current Above Normal

Troubleshooting, “Fuel Control - Test”

17-12 Fuel Shutoff Valve : Failure

Troubleshooting, “Fuel Control - Test”

41-3 8 Volt DC Supply : Voltage Above Normal

Troubleshooting, “Sensor Supply - Test”

41-4 8 Volt DC Supply : Voltage Below Normal

Troubleshooting, “Sensor Supply - Test”

94-3 Fuel Delivery Pressure Sensor : Voltage Above Normal

Troubleshooting, “Air/Fuel Pressure Module - Test”

94-8 Fuel Delivery Pressure Sensor : Abnormal Frequency, Pulse Width, or Period

Troubleshooting, “Air/Fuel Pressure Module - Test”

94-13 Fuel Delivery Pressure Sensor : Calibration Required

Troubleshooting, “Air/Fuel Pressure Module - Calibrate”

100-3 Engine Oil Pressure Sensor : Voltage Above Normal

Troubleshooting, “Sensor Signal (Analog, Active) - Test”

100-4 Engine Oil Pressure Sensor : Voltage Below Normal

Troubleshooting, “Sensor Signal (Analog, Active) - Test”

101-3 Crankcase Air Pressure Sensor : Voltage Above Normal

Troubleshooting, “Sensor Signal (Analog, Active) - Test”

101-4 Crankcase Air Pressure Sensor : Voltage Below Normal

Troubleshooting, “Sensor Signal (Analog, Active) - Test”

106-3 Air Inlet Pressure Sensor : Voltage Above Normal

Troubleshooting, “Air/Fuel Pressure Module - Test”

106-8 Air Inlet Pressure Sensor : Abnormal Frequency, Pulse Width, or Period

Troubleshooting, “Air/Fuel Pressure Module - Test”

109-3 Engine Coolant Outlet Pressure Sensor : Voltage Above Normal

Troubleshooting, “Sensor Signal (PWM) - Test”

109-8 Engine Coolant Outlet Pressure Sensor : Abnormal Frequency, Pulse Width, or Period

Troubleshooting, “Sensor Signal (PWM) - Test”

110-3 Engine Coolant Temperature Sensor : Voltage Above Normal

Troubleshooting, “Sensor Signal (Analog, Active) - Test”

110-4 Engine Coolant Temperature Sensor : Voltage Below Normal

Troubleshooting, “Sensor Signal (Analog, Active) - Test”

168-2 Electrical System Voltage : Erratic, Intermittent, or Incorrect

Troubleshooting, “Electrical Power Supply - Test”

172-3 Intake Manifold Air Temperature Sensor : Voltage Above Normal

Troubleshooting, “Sensor Signal (Analog, Active) - Test” (continued)

40 Troubleshooting Section

RENR5910-06

(Table 11, contd)

List of Diagnostic Codes Code

Troubleshooting Procedure

172-4 Intake Manifold Air Temperature Sensor : Voltage Below Normal

Troubleshooting, “Sensor Signal (Analog, Active) - Test”

174-3 Fuel Temperature Sensor : Voltage Above Normal

Troubleshooting, “Sensor Signal (Analog, Active) - Test”

174-4 Fuel Temperature Sensor : Voltage Below Normal

Troubleshooting, “Sensor Signal (Analog, Active) - Test”

175-3 Engine Oil Temperature Sensor : Voltage Above Normal

Troubleshooting, “Sensor Signal (Analog, Active) - Test”

175-4 Engine Oil Temperature Sensor : Voltage Below Normal

Troubleshooting, “Sensor Signal (Analog, Active) - Test”

190-2 Engine Speed Sensor : Erratic, Intermittent, or Incorrect

Troubleshooting, “Speed Timing - Test”

190-8 Engine Speed Sensor : Abnormal Frequency, Pulse Width, or Period

Troubleshooting, “Speed Timing - Test”

253-2 Personality Module : Erratic, Intermittent, or Incorrect

Troubleshooting, “Control Module - Replace (ICSM)”

262-3 5 Volt Sensor DC Power Supply : Voltage Above Normal

Troubleshooting, “Sensor Supply - Test”

262-4 5 Volt Sensor DC Power Supply : Voltage Below Normal

Troubleshooting, “Sensor Supply - Test”

301-5 Ignition Transformer Primary #1 : Current Below Normal

Troubleshooting, “Ignition Primary - Test”

301-6 Ignition Transformer Primary #1 : Current Above Normal

Troubleshooting, “Ignition Primary - Test”

302-5 Ignition Transformer Primary #2 : Current Below Normal

Troubleshooting, “Ignition Primary - Test”

302-6 Ignition Transformer Primary #2 : Current Above Normal

Troubleshooting, “Ignition Primary - Test”

303-5 Ignition Transformer Primary #3 : Current Below Normal

Troubleshooting, “Ignition Primary - Test”

303-6 Ignition Transformer Primary #3 : Current Above Normal

Troubleshooting, “Ignition Primary - Test”

304-5 Ignition Transformer Primary #4 : Current Below Normal

Troubleshooting, “Ignition Primary - Test”

304-6 Ignition Transformer Primary #4 : Current Above Normal

Troubleshooting, “Ignition Primary - Test”

305-5 Ignition Transformer Primary #5 : Current Below Normal

Troubleshooting, “Ignition Primary - Test”

305-6 Ignition Transformer Primary #5 : Current Above Normal

Troubleshooting, “Ignition Primary - Test”

306-5 Ignition Transformer Primary #6 : Current Below Normal

Troubleshooting, “Ignition Primary - Test”

306-6 Ignition Transformer Primary #6 : Current Above Normal

Troubleshooting, “Ignition Primary - Test”

307-5 Ignition Transformer Primary #7 : Current Below Normal

Troubleshooting, “Ignition Primary - Test”

307-6 Ignition Transformer Primary #7 : Current Above Normal

Troubleshooting, “Ignition Primary - Test” (continued)

RENR5910-06

41 Troubleshooting Section

(Table 11, contd)

List of Diagnostic Codes Code

Troubleshooting Procedure

308-5 Ignition Transformer Primary #8 : Current Below Normal

Troubleshooting, “Ignition Primary - Test”

308-6 Ignition Transformer Primary #8 : Current Above Normal

Troubleshooting, “Ignition Primary - Test”

309-5 Ignition Transformer Primary #9 : Current Below Normal

Troubleshooting, “Ignition Primary - Test”

309-6 Ignition Transformer Primary #9 : Current Above Normal

Troubleshooting, “Ignition Primary - Test”

310-5 Ignition Transformer Primary #10 : Current Below Normal

Troubleshooting, “Ignition Primary - Test”

310-6 Ignition Transformer Primary #10 : Current Above Normal

Troubleshooting, “Ignition Primary - Test”

311-5 Ignition Transformer Primary #11 : Current Below Normal

Troubleshooting, “Ignition Primary - Test”

311-6 Ignition Transformer Primary #11 : Current Above Normal

Troubleshooting, “Ignition Primary - Test”

312-5 Ignition Transformer Primary #12 : Current Below Normal

Troubleshooting, “Ignition Primary - Test”

312-6 Ignition Transformer Primary #12 : Current Above Normal

Troubleshooting, “Ignition Primary - Test”

313-5 Ignition Transformer Primary #13 : Current Below Normal

Troubleshooting, “Ignition Primary - Test”

313-6 Ignition Transformer Primary #13 : Current Above Normal

Troubleshooting, “Ignition Primary - Test”

314-5 Ignition Transformer Primary #14 : Current Below Normal

Troubleshooting, “Ignition Primary - Test”

314-6 Ignition Transformer Primary #14 : Current Above Normal

Troubleshooting, “Ignition Primary - Test”

315-5 Ignition Transformer Primary #15 : Current Below Normal

Troubleshooting, “Ignition Primary - Test”

315-6 Ignition Transformer Primary #15 : Current Above Normal

Troubleshooting, “Ignition Primary - Test”

316-5 Ignition Transformer Primary #16 : Current Below Normal

Troubleshooting, “Ignition Primary - Test”

316-6 Ignition Transformer Primary #16 : Current Above Normal

Troubleshooting, “Ignition Primary - Test”

323-3 Engine Shutdown Lamp : Voltage Above Normal

Troubleshooting, “Indicator Lamp - Test”

324-3 Warning Lamp (Action) : Voltage Above Normal

Troubleshooting, “Indicator Lamp - Test”

336-2 Engine Control Switch : Erratic, Intermittent, or Incorrect

Troubleshooting, “Electrical Power Supply - Test”

338-5 Engine Pre-Lube Pump Relay : Current Below Normal

Troubleshooting, “Prelubrication - Test”

338-6 Engine Pre-Lube Pump Relay : Current Above Normal

Troubleshooting, “Prelubrication - Test”

339-5 Engine Pre-Lube Pressure Switch : Current Below Normal

Troubleshooting, “Prelubrication - Test” (continued)

42 Troubleshooting Section

RENR5910-06

(Table 11, contd)

List of Diagnostic Codes Code

Troubleshooting Procedure

401-5 Ignition Transformer Secondary #1 : Current Below Normal

Troubleshooting, “Ignition Secondary - Test”

401-6 Ignition Transformer Secondary #1 : Current Above Normal

Troubleshooting, “Ignition Secondary - Test”

402-5 Ignition Transformer Secondary #2 : Current Below Normal

Troubleshooting, “Ignition Secondary - Test”

402-6 Ignition Transformer Secondary #2 : Current Above Normal

Troubleshooting, “Ignition Secondary - Test”

403-5 Ignition Transformer Secondary #3 : Current Below Normal

Troubleshooting, “Ignition Secondary - Test”

403-6 Ignition Transformer Secondary #3 : Current Above Normal

Troubleshooting, “Ignition Secondary - Test”

404-5 Ignition Transformer Secondary #4 : Current Below Normal

Troubleshooting, “Ignition Secondary - Test”

404-6 Ignition Transformer Secondary #4 : Current Above Normal

Troubleshooting, “Ignition Secondary - Test”

405-5 Ignition Transformer Secondary #5 : Current Below Normal

Troubleshooting, “Ignition Secondary - Test”

405-6 Ignition Transformer Secondary #5 : Current Above Normal

Troubleshooting, “Ignition Secondary - Test”

406-5 Ignition Transformer Secondary #6 : Current Below Normal

Troubleshooting, “Ignition Secondary - Test”

406-6 Ignition Transformer Secondary #6 : Current Above Normal

Troubleshooting, “Ignition Secondary - Test”

407-5 Ignition Transformer Secondary #7 : Current Below Normal

Troubleshooting, “Ignition Secondary - Test”

407-6 Ignition Transformer Secondary #7 : Current Above Normal

Troubleshooting, “Ignition Secondary - Test”

408-5 Ignition Transformer Secondary #8 : Current Below Normal

Troubleshooting, “Ignition Secondary - Test”

408-6 Ignition Transformer Secondary #8 : Current Above Normal

Troubleshooting, “Ignition Secondary - Test”

409-5 Ignition Transformer Secondary #9 : Current Below Normal

Troubleshooting, “Ignition Secondary - Test”

409-6 Ignition Transformer Secondary #9 : Current Above Normal

Troubleshooting, “Ignition Secondary - Test”

410-5 Ignition Transformer Secondary #10 : Current Below Normal

Troubleshooting, “Ignition Secondary - Test”

410-6 Ignition Transformer Secondary #10 : Current Above Normal

Troubleshooting, “Ignition Secondary - Test”

411-5 Ignition Transformer Secondary #11 : Current Below Normal

Troubleshooting, “Ignition Secondary - Test”

411-6 Ignition Transformer Secondary #11 : Current Above Normal

Troubleshooting, “Ignition Secondary - Test”

412-5 Ignition Transformer Secondary #12 : Current Below Normal

Troubleshooting, “Ignition Secondary - Test”

412-6 Ignition Transformer Secondary #12 : Current Above Normal

Troubleshooting, “Ignition Secondary - Test” (continued)

RENR5910-06

43 Troubleshooting Section

(Table 11, contd)

List of Diagnostic Codes Code

Troubleshooting Procedure

413-5 Ignition Transformer Secondary #13 : Current Below Normal

Troubleshooting, “Ignition Secondary - Test”

413-6 Ignition Transformer Secondary #13 : Current Above Normal

Troubleshooting, “Ignition Secondary - Test”

414-5 Ignition Transformer Secondary #14 : Current Below Normal

Troubleshooting, “Ignition Secondary - Test”

414-6 Ignition Transformer Secondary #14 : Current Above Normal

Troubleshooting, “Ignition Secondary - Test”

415-5 Ignition Transformer Secondary #15 : Current Below Normal

Troubleshooting, “Ignition Secondary - Test”

415-6 Ignition Transformer Secondary #15 : Current Above Normal

Troubleshooting, “Ignition Secondary - Test”

416-5 Ignition Transformer Secondary #16 : Current Below Normal

Troubleshooting, “Ignition Secondary - Test”

416-6 Ignition Transformer Secondary #16 : Current Above Normal

Troubleshooting, “Ignition Secondary - Test”

443-3 Crank Terminate Relay : Voltage Below Normal

Troubleshooting, “Indicator Lamp - Test”

444-5 Starter Motor Relay : Current Below Normal

Troubleshooting, “Starting - Test”

444-6 Starter Motor Relay : Current Above Normal

Troubleshooting, “Starting - Test”

445-3 Run Relay : Voltage Above Normal

Troubleshooting, “Indicator Lamp - Test”

524-3 Desired Engine Speed Sensor : Voltage Above Normal

Troubleshooting, “Speed Control - Test”

524-4 Desired Engine Speed Sensor : Voltage Below Normal

Troubleshooting, “Speed Control - Test”

525-5 Choke Actuator : Current Below Normal

Troubleshooting, “Choke Actuator - Test”

525-6 Choke Actuator : Current Above Normal

Troubleshooting, “Choke Actuator - Test”

526-5 Turbo Wastegate Drive : Current Below Normal

Troubleshooting, “Wastegate - Test”

526-6 Turbo Wastegate Drive : Current Above Normal

Troubleshooting, “Wastegate - Test”

542-3 Engine Oil Pressure Sensor - Before Oil Filter : Voltage Above Normal

Analog Sensor SignalTroubleshooting, “Sensor Signal (Analog, Active) - Test”

542-4 Engine Oil Pressure Sensor - Before Oil Filter : Voltage Below Normal

Analog Sensor SignalTroubleshooting, “Sensor Signal (Analog, Active) - Test”

591-12 EEPROM checksum fault or ECM not programmed

Troubleshooting, “Control Module - Replace (ICSM)”

1040-9 ICSM #1 : Abnormal Update Rate

Troubleshooting, “Integrated Combustion Sensing Module - Test”

1041-9 ICSM #2 : Abnormal Update Rate

Troubleshooting, “Integrated Combustion Sensing Module - Test”

1043-2 Cylinder #1 Firing Signal noisy

Troubleshooting, “Cylinder Firing Signal - Test”

1043-3 Cylinder #1 Firing Signal : Voltage Above Normal

Troubleshooting, “Cylinder Firing Signal - Test”

1043-4 Cylinder #1 Firing Signal : Voltage Below Normal

Troubleshooting, “Cylinder Firing Signal - Test”

1043-8 Cylinder #1 Firing Signal : Abnormal Frequency, Pulse Width, or Period

Troubleshooting, “Cylinder Firing Signal - Test”

1044-2 All Cylinders Firing Signal noisy

Troubleshooting, “Cylinder Firing Signal - Test”

1044-3 All Cylinders Firing Signal : Voltage Above Normal

Troubleshooting, “Cylinder Firing Signal - Test”

1044-4 All Cylinders Firing Signal : Voltage Below Normal

Troubleshooting, “Cylinder Firing Signal - Test” (continued)

44 Troubleshooting Section

RENR5910-06

(Table 11, contd)

List of Diagnostic Codes Code

Troubleshooting Procedure

1101-2 Cylinder #1 Combustion Probe : Erratic, Intermittent, or Incorrect

Troubleshooting, “Cylinder Combustion - Test”

1101-4 Cylinder #1 Combustion Probe : Voltage Below Normal

Troubleshooting, “Cylinder Combustion - Test”

1102-2 Cylinder #2 Combustion Probe : Erratic, Intermittent, or Incorrect

Troubleshooting, “Cylinder Combustion - Test”

1102-4 Cylinder #2 Combustion Probe : Voltage Below Normal

Troubleshooting, “Cylinder Combustion - Test”

1103-2 Cylinder #3 Combustion Probe : Erratic, Intermittent, or Incorrect

Troubleshooting, “Cylinder Combustion - Test”

1103-4 Cylinder #3 Combustion Probe : Voltage Below Normal

Troubleshooting, “Cylinder Combustion - Test”

1104-2 Cylinder #4 Combustion Probe : Erratic, Intermittent, or Incorrect

Troubleshooting, “Cylinder Combustion - Test”

1104-4 Cylinder #4 Combustion Probe : Voltage Below Normal

Troubleshooting, “Cylinder Combustion - Test”

1105-2 Cylinder #5 Combustion Probe : Erratic, Intermittent, or Incorrect

Troubleshooting, “Cylinder Combustion - Test”

1105-4 Cylinder #5 Combustion Probe : Voltage Below Normal

Troubleshooting, “Cylinder Combustion - Test”

1106-2 Cylinder #6 Combustion Probe : Erratic, Intermittent, or Incorrect

Troubleshooting, “Cylinder Combustion - Test”

1106-4 Cylinder #6 Combustion Probe : Voltage Below Normal

Troubleshooting, “Cylinder Combustion - Test”

1107-2 Cylinder #7 Combustion Probe : Erratic, Intermittent, or Incorrect

Troubleshooting, “Cylinder Combustion - Test”

1107-4 Cylinder #7 Combustion Probe : Voltage Below Normal

Troubleshooting, “Cylinder Combustion - Test”

1108-2 Cylinder #8 Combustion Probe : Erratic, Intermittent, or Incorrect

Troubleshooting, “Cylinder Combustion - Test”

1108-4 Cylinder #8 Combustion Probe : Voltage Below Normal

Troubleshooting, “Cylinder Combustion - Test”

1109-2 Cylinder #9 Combustion Probe : Erratic, Intermittent, or Incorrect

Troubleshooting, “Cylinder Combustion - Test”

1109-4 Cylinder #9 Combustion Probe : Voltage Below Normal

Troubleshooting, “Cylinder Combustion - Test”

1110-2 Cylinder #10 Combustion Probe : Erratic, Intermittent, or Incorrect

Troubleshooting, “Cylinder Combustion - Test”

1110-4 Cylinder #10 Combustion Probe : Voltage Below Normal

Troubleshooting, “Cylinder Combustion - Test”

1111-2 Cylinder #11 Combustion Probe : Erratic, Intermittent, or Incorrect

Troubleshooting, “Cylinder Combustion - Test”

1111-4 Cylinder #11 Combustion Probe : Voltage Below Normal

Troubleshooting, “Cylinder Combustion - Test”

1112-2 Cylinder #12 Combustion Probe : Erratic, Intermittent, or Incorrect

Troubleshooting, “Cylinder Combustion - Test”

1112-4 Cylinder #12 Combustion Probe : Voltage Below Normal

Troubleshooting, “Cylinder Combustion - Test” (continued)

RENR5910-06

45 Troubleshooting Section

(Table 11, contd)

List of Diagnostic Codes Code

Troubleshooting Procedure

1113-2 Cylinder #13 Combustion Probe : Erratic, Intermittent, or Incorrect

Troubleshooting, “Cylinder Combustion - Test”

1113-4 Cylinder #13 Combustion Probe : Voltage Below Normal

Troubleshooting, “Cylinder Combustion - Test”

1114-2 Cylinder #14 Combustion Probe : Erratic, Intermittent, or Incorrect

Troubleshooting, “Cylinder Combustion - Test”

1114-4 Cylinder #14 Combustion Probe : Voltage Below Normal

Troubleshooting, “Cylinder Combustion - Test”

1115-2 Cylinder #15 Combustion Probe : Erratic, Intermittent, or Incorrect

Troubleshooting, “Cylinder Combustion - Test”

1115-4 Cylinder #15 Combustion Probe : Voltage Below Normal

Troubleshooting, “Cylinder Combustion - Test”

1116-2 Cylinder #16 Combustion Probe : Erratic, Intermittent, or Incorrect

Troubleshooting, “Cylinder Combustion - Test”

1116-4 Cylinder #16 Combustion Probe : Voltage Below Normal

Troubleshooting, “Cylinder Combustion - Test”

1489-3 Left Turbo Turbine Outlet Temperature Sensor : Voltage Above Normal

Troubleshooting, “Exhaust Temperature - Test”

1489-4 Left Turbo Turbine Outlet Temperature Sensor : Voltage Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1489-5 Left Turbo Turbine Outlet Temperature Sensor : Current Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1490-3 Right Turbo Turbine Outlet Temperature Sensor : Voltage Above Normal

Troubleshooting, “Exhaust Temperature - Test”

1490-4 Right Turbo Turbine Outlet Temperature Sensor : Voltage Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1490-5 Right Turbo Turbine Outlet Temperature Sensor : Current Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1491-3 Right Turbo Turbine Inlet Temperature Sensor : Voltage Above Normal

Troubleshooting, “Exhaust Temperature - Test”

1491-4 Right Turbo Turbine Inlet Temperature Sensor : Voltage Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1491-5 Right Turbo Turbine Inlet Temperature Sensor : Current Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1492-3 Left Turbo Turbine Inlet Temperature Sensor : Voltage Above Normal

Troubleshooting, “Exhaust Temperature - Test”

1492-4 Left Turbo Turbine Inlet Temperature Sensor : Voltage Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1492-5 Left Turbo Turbine Inlet Temperature Sensor : Current Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1501-3 Cylinder #1 Detonation Sensor : Voltage Above Normal

Troubleshooting, “Detonation - Test”

1501-4 Cylinder #1 Detonation Sensor : Voltage Below Normal

Troubleshooting, “Detonation - Test”

1502-3 Cylinder #2 Detonation Sensor : Voltage Above Normal

Troubleshooting, “Detonation - Test”

1502-4 Cylinder #2 Detonation Sensor : Voltage Below Normal

Troubleshooting, “Detonation - Test” (continued)

46 Troubleshooting Section

RENR5910-06

(Table 11, contd)

List of Diagnostic Codes Code

Troubleshooting Procedure

1503-3 Cylinder #3 Detonation Sensor : Voltage Above Normal

Troubleshooting, “Detonation - Test”

1503-4 Cylinder #3 Detonation Sensor : Voltage Below Normal

Troubleshooting, “Detonation - Test”

1505-3 Cylinder #5 Detonation Sensor : Voltage Above Normal

Troubleshooting, “Detonation - Test”

1505-4 Cylinder #5 Detonation Sensor : Voltage Below Normal

Troubleshooting, “Detonation - Test”

1506-3 Cylinder #6 Detonation Sensor : Voltage Above Normal

Troubleshooting, “Detonation - Test”

1506-4 Cylinder #6 Detonation Sensor : Voltage Below Normal

Troubleshooting, “Detonation - Test”

1507-3 Cylinder #7 Detonation Sensor : Voltage Above Normal

Troubleshooting, “Detonation - Test”

1507-4 Cylinder #7 Detonation Sensor : Voltage Below Normal

Troubleshooting, “Detonation - Test”

1509-3 Cylinder #9 Detonation Sensor : Voltage Above Normal

Troubleshooting, “Detonation - Test”

1509-4 Cylinder #9 Detonation Sensor : Voltage Below Normal

Troubleshooting, “Detonation - Test”

1510-3 Cylinder #10 Detonation Sensor : Voltage Above Normal

Troubleshooting, “Detonation - Test”

1510-4 Cylinder #10 Detonation Sensor : Voltage Below Normal

Troubleshooting, “Detonation - Test”

1513-3 Cylinder #13 Detonation Sensor : Voltage Above Normal

Troubleshooting, “Detonation - Test”

1513-4 Cylinder #13 Detonation Sensor : Voltage Below Normal

Troubleshooting, “Detonation - Test”

1514-3 Cylinder #14 Detonation Sensor : Voltage Above Normal

Troubleshooting, “Detonation - Test”

1514-4 Cylinder #14 Detonation Sensor : Voltage Below Normal

Troubleshooting, “Detonation - Test”

1531-3 Engine Cylinder #1 Exhaust Port Temperature Sensor : Voltage Above Normal

Troubleshooting, “Exhaust Temperature - Test”

1531-4 Engine Cylinder #1 Exhaust Port Temperature Sensor : Voltage Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1531-5 Engine Cylinder #1 Exhaust Port Temperature Sensor : Current Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1532-3 Engine Cylinder #2 Exhaust Port Temperature Sensor : Voltage Above Normal

Troubleshooting, “Exhaust Temperature - Test”

1532-4 Engine Cylinder #2 Exhaust Port Temperature Sensor : Voltage Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1532-5 Engine Cylinder #2 Exhaust Port Temperature Sensor : Current Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1533-3 Engine Cylinder #3 Exhaust Port Temperature Sensor : Voltage Above Normal

Troubleshooting, “Exhaust Temperature - Test”

1533-4 Engine Cylinder #3 Exhaust Port Temperature Sensor : Voltage Below Normal

Troubleshooting, “Exhaust Temperature - Test” (continued)

RENR5910-06

47 Troubleshooting Section

(Table 11, contd)

List of Diagnostic Codes Code

Troubleshooting Procedure

1533-5 Engine Cylinder #3 Exhaust Port Temperature Sensor : Current Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1534-3 Engine Cylinder #4 Exhaust Port Temperature Sensor : Voltage Above Normal

Troubleshooting, “Exhaust Temperature - Test”

1534-4 Engine Cylinder #4 Exhaust Port Temperature Sensor : Voltage Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1534-5 Engine Cylinder #4 Exhaust Port Temperature Sensor : Current Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1535-3 Engine Cylinder #5 Exhaust Port Temperature Sensor : Voltage Above Normal

Troubleshooting, “Exhaust Temperature - Test”

1535-4 Engine Cylinder #5 Exhaust Port Temperature Sensor : Voltage Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1535-5 Engine Cylinder #5 Exhaust Port Temperature Sensor : Current Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1536-3 Engine Cylinder #6 Exhaust Port Temperature Sensor : Voltage Above Normal

Troubleshooting, “Exhaust Temperature - Test”

1536-4 Engine Cylinder #6 Exhaust Port Temperature Sensor : Voltage Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1536-5 Engine Cylinder #6 Exhaust Port Temperature Sensor : Current Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1537-3 Engine Cylinder #7 Exhaust Port Temperature Sensor : Voltage Above Normal

Troubleshooting, “Exhaust Temperature - Test”

1537-4 Engine Cylinder #7 Exhaust Port Temperature Sensor : Voltage Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1537-5 Engine Cylinder #7 Exhaust Port Temperature Sensor : Current Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1538-3 Engine Cylinder #8 Exhaust Port Temperature Sensor : Voltage Above Normal

Troubleshooting, “Exhaust Temperature - Test”

1538-4 Engine Cylinder #8 Exhaust Port Temperature Sensor : Voltage Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1538-5 Engine Cylinder #8 Exhaust Port Temperature Sensor : Current Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1539-3 Engine Cylinder #9 Exhaust Port Temperature Sensor : Voltage Above Normal

Troubleshooting, “Exhaust Temperature - Test”

1539-4 Engine Cylinder #9 Exhaust Port Temperature Sensor : Voltage Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1539-5 Engine Cylinder #9 Exhaust Port Temperature Sensor : Current Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1540-3 Engine Cylinder #10 Exhaust Port Temperature Sensor : Voltage Above Normal

Troubleshooting, “Exhaust Temperature - Test”

1540-4 Engine Cylinder #10 Exhaust Port Temperature Sensor : Voltage Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1540-5 Engine Cylinder #10 Exhaust Port Temperature Sensor : Current Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1541-3 Engine Cylinder #11 Exhaust Port Temperature Sensor : Voltage Above Normal

Troubleshooting, “Exhaust Temperature - Test”

1541-4 Engine Cylinder #11 Exhaust Port Temperature Sensor : Voltage Below Normal

Troubleshooting, “Exhaust Temperature - Test” (continued)

48 Troubleshooting Section

RENR5910-06

(Table 11, contd)

List of Diagnostic Codes Code

Troubleshooting Procedure

1541-5 Engine Cylinder #11 Exhaust Port Temperature Sensor : Current Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1542-3 Engine Cylinder #12 Exhaust Port Temperature Sensor : Voltage Above Normal

Troubleshooting, “Exhaust Temperature - Test”

1542-4 Engine Cylinder #12 Exhaust Port Temperature Sensor : Voltage Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1542-5 Engine Cylinder #12 Exhaust Port Temperature Sensor : Current Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1543-3 Engine Cylinder #13 Exhaust Port Temperature Sensor : Voltage Above Normal

Troubleshooting, “Exhaust Temperature - Test”

1543-4 Engine Cylinder #13 Exhaust Port Temperature Sensor : Voltage Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1543-5 Engine Cylinder #13 Exhaust Port Temperature Sensor : Current Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1544-3 Engine Cylinder #14 Exhaust Port Temperature Sensor : Voltage Above Normal

Troubleshooting, “Exhaust Temperature - Test”

1544-4 Engine Cylinder #14 Exhaust Port Temperature Sensor : Voltage Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1544-5 Engine Cylinder #14 Exhaust Port Temperature Sensor : Current Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1545-3 Engine Cylinder #15 Exhaust Port Temperature Sensor : Voltage Above Normal

Troubleshooting, “Exhaust Temperature - Test”

1545-4 Engine Cylinder #15 Exhaust Port Temperature Sensor : Voltage Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1545-5 Engine Cylinder #15 Exhaust Port Temperature Sensor : Current Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1546-3 Engine Cylinder #16 Exhaust Port Temperature Sensor : Voltage Above Normal

Troubleshooting, “Exhaust Temperature - Test”

1546-4 Engine Cylinder #16 Exhaust Port Temperature Sensor : Voltage Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1546-5 Engine Cylinder #16 Exhaust Port Temperature Sensor : Current Below Normal

Troubleshooting, “Exhaust Temperature - Test”

1844-5 Fuel Actuator : Current Below Normal

Troubleshooting, “Fuel Actuator - Test”

1844-6 Fuel Actuator : Current Above Normal

Troubleshooting, “Fuel Actuator - Test”

Diagnostic Codes Diagnostic codes alert the operator that a problem in the electronic system has been detected. Diagnostic codes are also used by the service technician to identify the nature of the problem. Cat ET is a software program that is designed to run on a personal computer. The software can be used by the technician in order to view the diagnostic code information for an Electronic Control Module (ECM). Diagnostic codes may consist of the component identifier (CID), and the failure mode identifier (FMI).

Module Identifier (MID) – The MID is a code with two or three digits that indicates the electronic module which generated the diagnostic code. The MID for the engine's ECM is 036. Because Vee engines have two Integrated Combustion Sensing Modules (ICSM), there are two module identifiers. The MID for the “#1” ICSM on the Vee engine's right side is 109. In-line engines have one ICSM which is also identified as 109. The MID for the “#2” ICSM on the Vee engine's left side is 110. Some electronic displays do not display the MID because the module which generates the code is obvious.

RENR5910-06

49 Troubleshooting Section

Component Identifier (CID) – The CID indicates the component that generated the code. For example, the CID number 301 identifies the ignition transformer primary for the number one cylinder. Failure Mode Identifier (FMI) – The FMI indicates the type of failure. Table 12 is a list of the failure mode identifiers. Table 12

Failure Mode Identifiers FMI

Description of Failure

00

“Data valid but above normal operating range”

01

“Data valid but below normal operating range”

02

“Data erratic, intermittent or incorrect”

03

“Voltage above normal or shorted high”

04

“Voltage below normal or shorted low”

05

“Current below normal or open circuit”

06

“Current above normal or grounded circuit”

07

“Mechanical system not responding properly”

08

“Abnormal frequency, pulse, or period”

09

“Abnormal update”

10

“Abnormal rate of change”

11

“Failure mode not identifiable”

12

“Bad device or component”

13

“Out of calibration”

14

“Not used”

15

“Not used”

16

“Parameter not available”

17

“Module not responding”

18

“Sensor supply fault”

19

“Condition not met”

20

“Not used”

Refer to Table 11 for a complete list of the diagnostic codes and the appropriate troubleshooting procedure. Note: Do not confuse diagnostic codes with event codes. Event codes alert the operator that an abnormal operating condition such as low oil pressure or high coolant temperature has been detected. If an event code is active, refer to Troubleshooting, “Event Codes”. Illustration 30 is an example of the operating range of a sensor.

Illustration 30

g01365757

Example of the typical operating range of a sensor (1) This area represents the normal operating range of the engine parameter. (2) In these areas, the engine is operating in an unsafe operating range of the monitored parameter. An event code will be generated for the monitored parameter. The sensor circuit does not have an electronic problem. Refer to Troubleshooting, “Event Codes” for additional information on event codes. (3) In these areas, the signal from the sensor is outside of the operating range of the sensor. The sensor circuit has an electronic problem. A diagnostic code will be generated for the sensor circuit.

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

50 Troubleshooting Section

Logged Diagnostic Codes When the ECM generates a diagnostic code, the ECM logs the code in permanent memory. The ECM has an internal diagnostic clock. Each ECM will record the following information when a code is generated:

• The hour of the first occurrence of the code • The hour of the last occurrence of the code • The number of occurrences of the code This information is a valuable indicator for troubleshooting intermittent problems. A code is cleared from memory when one of the following conditions occur:

• The service technician manually clears the code. • The code does not recur for 100 hours. • A new code is logged and there are already ten

codes in memory. In this case, the oldest code is cleared.

Some diagnostic codes may be easily triggered. Some diagnostic codes may log occurrences that did not result in complaints. The most likely cause of an intermittent problem is a faulty connection or damaged wiring. The next likely cause is a component failure. The least likely cause is the failure of an electronic module. Diagnostic codes that are logged repeatedly may indicate a problem that needs special investigation. Note: Always clear logged diagnostic codes after investigating and correcting the problem which generated the code.

RENR5910-06

RENR5910-06

51 Troubleshooting Section

Event Codes i02870328

Event Codes SMCS Code: 1900

Engine Monitoring The Electronic Control Module (ECM) monitors the operating parameters of the engine. The ECM will generate an event code if a specific engine parameter exceeds an acceptable range that is defined by the engine monitoring system. For information on the engine monitoring system, refer to Troubleshooting, “Engine Monitoring System”.

Cross-Reference Information for Event Codes Event codes are generated when abnormal operating conditions exist. Table 13 is a list of the event codes for the engine. The event codes are cross-referenced with the appropriate procedure that can be used to troubleshoot the code. Table 13

List of Event Codes Code

Troubleshooting Procedure

E004(3) Engine Overspeed Shutdown

Troubleshooting, “Engine Overspeeds”

E013(3) High Crankcase Pressure Shutdown

Troubleshooting, “Crankcase Pressure Is High”

E016(3) High Engine Coolant Temperature Shutdown

Troubleshooting, “Coolant Temperature Is High”

E017(1) High Engine Coolant Temperature Warning E019(3) High Engine Oil Temperature Shutdown

Troubleshooting, “Oil Temperature Is High”

E020(1) High Engine Oil Temperature Warning E026(3) High Inlet Air Temperature Shutdown

Troubleshooting, “Inlet Air Temperature Is High”

E027(1) High Inlet Air Temperature Warning E038(1) Low Engine Coolant Temperature Warning

Troubleshooting, “Coolant Temperature Is Low”

E040(3) Low Engine Oil Pressure Shutdown

Troubleshooting, “Oil Pressure Is Low”

E042(3) Low System Voltage Shutdown

Troubleshooting, “Electrical Power Supply - Test”

E043(1) Low System Voltage Warning E050(1) High System Voltage Warning E096(1) High Fuel Pressure

Troubleshooting, “Fuel Pressure Problem”

E100(1) Low Engine Oil Pressure Warning

Troubleshooting, “Oil Pressure Is Low”

E101(1) High Crankcase Pressure Warning

Troubleshooting, “Crankcase Pressure Is High”

E125(1) Engine Oil Pressure High Warning

Troubleshooting, “Oil Pressure Is High”

E126(3) Engine Oil Pressure High Shutdown (continued)

52 Troubleshooting Section

RENR5910-06

(Table 13, contd)

List of Event Codes Code E127(1) Engine Oil Filter Diff Pressure Low Warning

Troubleshooting Procedure Troubleshooting, “Oil Filter Differential Pressure Problem”

E128(3) Engine Oil Filter Diff Pressure Low Shutdown E129(1) Engine Oil Filter Diff Pressure High Warning E130(3) Engine Oil Filter Diff Pressure High Shutdown E135 (3) Low Jacket Water Pressure Shutdown

Troubleshooting, “Coolant Pressure Is Low”

E200(1) Continuous Cylinder Misfire

Troubleshooting, “Engine Misfires, Runs Tough or Is Unstable”

E201(1) Cylinder #1 Intermittent Misfire

Troubleshooting, “Engine Misfires, Runs Tough or Is Unstable”

E202(1) Cylinder #2 Intermittent Misfire E203(1) Cylinder #3 Intermittent Misfire E204(1) Cylinder #4 Intermittent Misfire E205(1) Cylinder #5 Intermittent Misfire E206(1) Cylinder #6 Intermittent Misfire

Troubleshooting, “Engine Misfires, Runs Tough or Is Unstable”

E207(1) Cylinder #7 Intermittent Misfire E208(1) Cylinder #8 Intermittent Misfire E209(1) Cylinder #9 Intermittent Misfire E210(1) Cylinder #10 Intermittent Misfire

Troubleshooting, “Engine Misfires, Runs Tough or Is Unstable”

E211(1) Cylinder #11 Intermittent Misfire E212(1) Cylinder #12 Intermittent Misfire E213(1) Cylinder #13 Intermittent Misfire E214(1) Cylinder #14 Intermittent Misfire

Troubleshooting, “Engine Misfires, Runs Tough or Is Unstable”

E215(1) Cylinder #15 Intermittent Misfire E216(1) Cylinder #16 Intermittent Misfire E223(1) High Gas Temperature

Troubleshooting, “Fuel Temperature Is High”

E224(3) High Jacket Water Inlet Pressure

Troubleshooting, “Coolant Pressure Is High”

E225(3) Engine Overcrank

Troubleshooting, “Engine Overcrank Occurrence”

E226(3) Driven Equipment Not Ready

Troubleshooting, “Engine Shutdown or Start Inhibit Initiated by Driven Equipment”

E228(1) Low Jacket Water Outlet Pressure

Troubleshooting, “Coolant Pressure Is Low”

E228(3) Low Jacket Water Outlet Pressure E231(3) Fuel Quality Out of Range

Troubleshooting, “Fuel Energy Content Problem”

E233(3) Low Engine Pre-Lube Pressure

Troubleshooting, “Prelubrication Pressure Is Low”

E242(2) Engine Overload

Troubleshooting, “Engine Overloads”

E243(1) High Left Turbo Turbine Outlet Temperature

Troubleshooting, “Turbocharger Turbine Temperature Is High”

E243(3) High Left Turbo Turbine Outlet Temperature E244(1) High Right Turbo Turbine Outlet Temperature

Troubleshooting, “Turbocharger Turbine Temperature Is High”

E244(3) High Right Turbo Turbine Outlet Temperature E245(1) High Right Turbo Turbine Inlet Temperature

Troubleshooting, “Turbocharger Turbine Temperature Is High”

E245(3) High Right Turbo Turbine Inlet Temperature (continued)

RENR5910-06

53 Troubleshooting Section

(Table 13, contd)

List of Event Codes Code E246(1) High Left Turbo Turbine Inlet Temperature

Troubleshooting Procedure Troubleshooting, “Turbocharger Turbine Temperature Is High”

E246(3) High Left Turbo Turbine Inlet Temperature E264(3) Emergency Stop Activated

Troubleshooting, “Engine Shutdown Occurrence”

E266(3) Low Hydrax Oil Pressure

Troubleshooting, “Electrohydraulic System Oil Pressure Is Low”

E268(3) Unexpected Engine Shutdown

Troubleshooting, “Engine Shutdown Is Intermittent”

E269(3) Customer Shutdown Requested

Troubleshooting, “Engine Shutdown Occurrence”

E270(3) Driven Equipment Shutdown Requested

Troubleshooting, “Engine Shutdown or Start Inhibit Initiated by Driven Equipment”

E337(1) High Engine Oil to Engine Coolant Diff Temp

Troubleshooting, “Temperature Ratio of Coolant to Oil Is Low”

E337(3) High Engine Oil to Engine Coolant Diff Temp E384(1) Left Air Inlet Restriction

Troubleshooting, “Inlet Air Is Restricted”

E384(3) Left Air Inlet Restriction E385(1) Right Air Inlet Restriction E385(3) Right Air Inlet Restriction E386(1) Low Engine Coolant or Engine Oil Level E386(3) Low Engine Coolant or Engine Oil Level E401(1) Cylinder #1 Detonation

Troubleshooting, “Coolant Level Is Low” Troubleshooting, “Oil Level Is Low” Troubleshooting, “Detonation Occurrence”

E402(1) Cylinder #2 Detonation E403 (1) Cylinder #3 Detonation E404 (1) Cylinder #4 Detonation E405(1) Cylinder #5 Detonation

Troubleshooting, “Detonation Occurrence”

E406(1) Cylinder #6 Detonation E407(1) Cylinder #7 Detonation E408(1) Cylinder #8 Detonation E409(1) Cylinder #9 Detonation

Troubleshooting, “Detonation Occurrence”

E410(1) Cylinder #10 Detonation E411(1) Cylinder #11 Detonation E412(1) Cylinder #12 Detonation E413(1) Cylinder #13 Detonation

Troubleshooting, “Detonation Occurrence”

E414(1) Cylinder #14 Detonation E415(1) Cylinder #15 Detonation E416(1) Cylinder #16 Detonation E421(3) Cylinder #1 Detonation Shutdown

Troubleshooting, “Detonation Occurrence”

E422(3) Cylinder #2 Detonation Shutdown E423(3) Cylinder #3 Detonation Shutdown E424(3) Cylinder #4 Detonation Shutdown (continued)

54 Troubleshooting Section

RENR5910-06

(Table 13, contd)

List of Event Codes Code E425(3) Cylinder #5 Detonation Shutdown

Troubleshooting Procedure Troubleshooting, “Detonation Occurrence”

E426(3) Cylinder #6 Detonation Shutdown E427(3) Cylinder #7 Detonation Shutdown E428(3) Cylinder #8 Detonation Shutdown E429(3) Cylinder #9 Detonation Shutdown

Troubleshooting, “Detonation Occurrence”

E430(3) Cylinder #10 Detonation Shutdown E431(3) Cylinder #11 Detonation Shutdown E432(3) Cylinder #12 Detonation Shutdown E433(3) Cylinder #13 Detonation Shutdown

Troubleshooting, “Detonation Occurrence”

E434(3) Cylinder #14 Detonation Shutdown E435(3) Cylinder #15 Detonation Shutdown E436(3) Cylinder #16 Detonation Shutdown E498(3) Fuel Pressure Present During Initial Cranking

Troubleshooting, “Engine Cranks but Does Not Start”

E601(1) Cylinder #1 Continuous Misfire

Troubleshooting, “Engine Misfires, Runs Rough or Is Unstable”

E602(1) Cylinder #2 Continuous Misfire E603(1) Cylinder #3 Continuous Misfire E604(1) Cylinder #4 Continuous Misfire E605(1) Cylinder #5 Continuous Misfire E606(1) Cylinder #6 Continuous Misfire

Troubleshooting, “Engine Misfires, Runs Rough or Is Unstable”

E607(1) Cylinder #7 Continuous Misfire E608(1) Cylinder #8 Continuous Misfire E609(1) Cylinder #9 Continuous Misfire E610(1) Cylinder #10 Continuous Misfire

Troubleshooting, “Engine Misfires, Runs Rough or Is Unstable”

E611(1) Cylinder #11 Continuous Misfire E612(1) Cylinder #12 Continuous Misfire E613(1) Cylinder #13 Continuous Misfire E614(1) Cylinder #14 Continuous Misfire

Troubleshooting, “Engine Misfires, Runs Rough or Is Unstable”

E615(1) Cylinder #5 Continuous Misfire E616(1) Cylinder #16 Continuous Misfire E801(1) Cylinder #1 High Exhaust Port Temp

Troubleshooting, “Exhaust Temperature Is High”

E801(3) Cylinder #1 High Exhaust Port Temp E802(1) Cylinder #2 High Exhaust Port Temp

Troubleshooting, “Exhaust Temperature Is High”

E802(3) Cylinder #2 High Exhaust Port Temp E803(1) Cylinder #3 High Exhaust Port Temp

Troubleshooting, “Exhaust Temperature Is High”

E803(3) Cylinder #3 High Exhaust Port Temp E804(1) Cylinder #4 High Exhaust Port Temp

Troubleshooting, “Exhaust Temperature Is High”

E804(3) Cylinder #4 High Exhaust Port Temp (continued)

RENR5910-06

55 Troubleshooting Section

(Table 13, contd)

List of Event Codes Code E805(1) Cylinder #5 High Exhaust Port Temp

Troubleshooting Procedure Troubleshooting, “Exhaust Temperature Is High”

E805(3) Cylinder #5 High Exhaust Port Temp E806(1) Cylinder #6 High Exhaust Port Temp

Troubleshooting, “Exhaust Temperature Is High”

E806(3) Cylinder #6 High Exhaust Port Temp E807(1) Cylinder #7 High Exhaust Port Temp

Troubleshooting, “Exhaust Temperature Is High”

E807(3) Cylinder #7 High Exhaust Port Temp E808(1) Cylinder #8 High Exhaust Port Temp

Troubleshooting, “Exhaust Temperature Is High”

E808(3) Cylinder #8 High Exhaust Port Temp E809(1) Cylinder #9 High Exhaust Port Temp

Troubleshooting, “Exhaust Temperature Is High”

E809(3) Cylinder #9 High Exhaust Port Temp E810(1) Cylinder #10 High Exhaust Port Temp

Troubleshooting, “Exhaust Temperature Is High”

E810(3) Cylinder #10 High Exhaust Port Temp E811(1) Cylinder #11 High Exhaust Port Temp

Troubleshooting, “Exhaust Temperature Is High”

E811(3) Cylinder #11 High Exhaust Port Temp E812(1) Cylinder #12 High Exhaust Port Temp

Troubleshooting, “Exhaust Temperature Is High”

E812(3) Cylinder #12 High Exhaust Port Temp E813(1) Cylinder #13 High Exhaust Port Temp

Troubleshooting, “Exhaust Temperature Is High”

E813(3) Cylinder #13 High Exhaust Port Temp E814(1) Cylinder #14 High Exhaust Port Temp

Troubleshooting, “Exhaust Temperature Is High”

E814(3) Cylinder #14 High Exhaust Port Temp E815(1) Cylinder #15 High Exhaust Port Temp

Troubleshooting, “Exhaust Temperature Is High”

E815(3) Cylinder #15 High Exhaust Port Temp E816(1) Cylinder #16 High Exhaust Port Temp

Troubleshooting, “Exhaust Temperature Is High”

E816(3) Cylinder #16 High Exhaust Port Temp E821(1) Cyl #1 Exhaust Port Temp Deviating High

Troubleshooting, “Exhaust Temperature Is High”

E821(3) Cyl #1 Exhaust Port Temp Deviating High E822(1) Cyl #2 Exhaust Port Temp Deviating High

Troubleshooting, “Exhaust Temperature Is High”

E822(3) Cyl #2 Exhaust Port Temp Deviating High E823(1) Cyl #3 Exhaust Port Temp Deviating High

Troubleshooting, “Exhaust Temperature Is High”

E823(3) Cyl #3 Exhaust Port Temp Deviating High E824(1) Cyl #4 Exhaust Port Temp Deviating High

Troubleshooting, “Exhaust Temperature Is High”

E824(3) Cyl #4 Exhaust Port Temp Deviating High E825(1) Cyl #5 Exhaust Port Temp Deviating High

Troubleshooting, “Exhaust Temperature Is High”

E825(3) Cyl #5 Exhaust Port Temp Deviating High E826(1) Cyl #6 Exhaust Port Temp Deviating High

Troubleshooting, “Exhaust Temperature Is High”

E826(3) Cyl #6 Exhaust Port Temp Deviating High E827(1) Cyl #7 Exhaust Port Temp Deviating High

Troubleshooting, “Exhaust Temperature Is High”

E827(3) Cyl #7 Exhaust Port Temp Deviating High (continued)

56 Troubleshooting Section

RENR5910-06

(Table 13, contd)

List of Event Codes Code E828(1) Cyl #8 Exhaust Port Temp Deviating High

Troubleshooting Procedure Troubleshooting, “Exhaust Temperature Is High”

E828(3) Cyl #8 Exhaust Port Temp Deviating High E829(1) Cyl #9 Exhaust Port Temp Deviating High

Troubleshooting, “Exhaust Temperature Is High”

E829(3) Cyl #9 Exhaust Port Temp Deviating High E830(1) Cyl #10 Exhaust Port Temp Deviating High

Troubleshooting, “Exhaust Temperature Is High”

E830(3) Cyl #10 Exhaust Port Temp Deviating High E831(1) Cyl #11 Exhaust Port Temp Deviating High

Troubleshooting, “Exhaust Temperature Is High”

E831(3) Cyl #11 Exhaust Port Temp Deviating High E832(1) Cyl #12 Exhaust Port Temp Deviating High

Troubleshooting, “Exhaust Temperature Is High”

E832(3) Cyl #12 Exhaust Port Temp Deviating High E833(1) Cyl #13 Exhaust Port Temp Deviating High

Troubleshooting, “Exhaust Temperature Is High”

E833(3) Cyl #13 Exhaust Port Temp Deviating High E834(1) Cyl #14 Exhaust Port Temp Deviating High

Troubleshooting, “Exhaust Temperature Is High”

E834(3) Cyl #14 Exhaust Port Temp Deviating High E835(1) Cyl #15 Exhaust Port Temp Deviating High

Troubleshooting, “Exhaust Temperature Is High”

E835(3) Cyl #15 Exhaust Port Temp Deviating High E836(1) Cyl #16 Exhaust Port Temp Deviating High

Troubleshooting, “Exhaust Temperature Is High”

E836(3) Cyl #16 Exhaust Port Temp Deviating High E841(1) Cyl #1 Exhaust Port Temp Deviating Low

Troubleshooting, “Exhaust Temperature Is Low”

E841(3) Cyl #1 Exhaust Port Temp Deviating Low E842(1) Cyl #2 Exhaust Port Temp Deviating Low

Troubleshooting, “Exhaust Temperature Is Low”

E842(3) Cyl #2 Exhaust Port Temp Deviating Low E843(1) Cyl #3 Exhaust Port Temp Deviating Low

Troubleshooting, “Exhaust Temperature Is Low”

E843(3) Cyl #3 Exhaust Port Temp Deviating Low E844(1) Cyl #4 Exhaust Port Temp Deviating Low

Troubleshooting, “Exhaust Temperature Is Low”

E844(3) Cyl #4 Exhaust Port Temp Deviating Low E845(1) Cyl #5 Exhaust Port Temp Deviating Low

Troubleshooting, “Exhaust Temperature Is Low”

E845(3) Cyl #5 Exhaust Port Temp Deviating Low E846(1) Cyl #6 Exhaust Port Temp Deviating Low

Troubleshooting, “Exhaust Temperature Is Low”

E846(3) Cyl #6 Exhaust Port Temp Deviating Low E847(1) Cyl #7 Exhaust Port Temp Deviating Low

Troubleshooting, “Exhaust Temperature Is Low”

E847(3) Cyl #7 Exhaust Port Temp Deviating Low E848(1) Cyl #8 Exhaust Port Temp Deviating Low

Troubleshooting, “Exhaust Temperature Is Low”

E848(3) Cyl #8 Exhaust Port Temp Deviating Low E849(1) Cyl #9 Exhaust Port Temp Deviating Low

Troubleshooting, “Exhaust Temperature Is Low”

E849(3) Cyl #9 Exhaust Port Temp Deviating Low E850(1) Cyl #10 Exhaust Port Temp Deviating Low

Troubleshooting, “Exhaust Temperature Is Low”

E850(3) Cyl #10 Exhaust Port Temp Deviating Low (continued)

RENR5910-06

57 Troubleshooting Section

(Table 13, contd)

List of Event Codes Code

Troubleshooting Procedure

E851(1) Cyl #11 Exhaust Port Temp Deviating Low

Troubleshooting, “Exhaust Temperature Is Low”

E851(3) Cyl #11 Exhaust Port Temp Deviating Low E852(1) Cyl #12 Exhaust Port Temp Deviating Low

Troubleshooting, “Exhaust Temperature Is Low”

E852(3) Cyl #12 Exhaust Port Temp Deviating Low E853(1) Cyl #13 Exhaust Port Temp Deviating Low

Troubleshooting, “Exhaust Temperature Is Low”

E853(3) Cyl #13 Exhaust Port Temp Deviating Low E854(1) Cyl #14 Exhaust Port Temp Deviating Low

Troubleshooting, “Exhaust Temperature Is Low”

E854(3) Cyl #14 Exhaust Port Temp Deviating Low E855(1) Cyl #15 Exhaust Port Temp Deviating Low

Troubleshooting, “Exhaust Temperature Is Low”

E855(3) Cyl #15 Exhaust Port Temp Deviating Low E856(1) Cyl #16 Exhaust Port Temp Deviating Low

Troubleshooting, “Exhaust Temperature Is Low”

E856(3) Cyl #16 Exhaust Port Temp Deviating Low E864 Low Gas Fuel Differential Pressure

Troubleshooting, “Fuel Pressure Problem”

E865 High Gas Fuel Differential Pressure E884(1) Fuel Correction Factor Upper Limit Reached

Troubleshooting, “Fuel Energy Content Problem”

E884(3) Fuel Correction Factor Upper Limit Reached E885(1) Fuel Correction Factor Lower Limit Reached

Troubleshooting, “Fuel Energy Content Problem”

E885(3) Fuel Correction Factor Lower Limit Reached E1045(1) Low Intake Manifold Pressure

Troubleshooting, “Inlet Air Is Restricted”

Parts of the Event Code

Active Event Codes

Event Code – The “E” identifies the code as an event code. The “XXX(X)” represents a numeric identifier for the event code. The fourth “(X)” assigns one of three levels to the active event code according to the severity of the abnormal system condition. This is followed by a description of the code. Refer to the following example:

An active event code represents a problem with engine operation. Correct the problem as soon as possible.

• E360(1) Low Oil Pressure • E360(2) Low Oil Pressure • E360(3) Low Oil Pressure The definition for the levels of severity for an event are defined below: Table 14

Indicators (1), (2), and (3) Warning Category Indicator

Severity

(1)

“Least Severe”

(2)

“Moderate Severity”

(3)

“Most Severe”

Active event codes are listed in ascending numerical order. The code with the lowest number is listed first. Illustration 31 is an example of the operating range of a sensor.

58 Troubleshooting Section

RENR5910-06

This information can be helpful for troubleshooting intermittent problems. Logged codes can also be used to review the performance of the engine.

Clearing Event Codes A code is cleared from memory when one of the following conditions occur:

• The code does not recur for 100 hours. • A new code is logged and there are already ten

codes in memory. In this case, the oldest code is cleared.

• The service technician manually clears the code. Always clear logged event codes after investigating and correcting the problem which generated the code.

Troubleshooting For basic troubleshooting of the engine, perform the following steps in order to diagnose a malfunction: 1. Obtain the following information about the complaint:

• The event and the time of the event • Determine the conditions for the event. The Illustration 31

g01365757

Example of the typical operating range of a sensor (1) This area represents the normal operating range of the engine parameter. (2) In these areas, the engine is operating in an unsafe operating range of the monitored parameter. An event code will be generated for the monitored parameter. The sensor circuit does not have an electronic problem. (3) In these areas, the signal from the sensor is outside of the operating range of the sensor. The sensor circuit has an electronic problem. A diagnostic code will be generated for the sensor circuit. Refer to Troubleshooting, “Diagnostic Trouble Codes” for additional information on diagnostic codes.

Logged Event Codes When the ECM generates an event code, the ECM logs the event code in permanent memory. The ECM has an internal diagnostic clock. The ECM will record the following information when an event code is generated:

conditions will include the engine rpm and the load.

• Determine if there are any systems that were

installed by the dealer or by the customer that could cause the event.

• Determine whether any additional events occurred.

2. Verify that the complaint is not due to normal engine operation. Verify that the complaint is not due to error of the operator. 3. Narrow the probable cause. Consider the operator information, the conditions of operation, and the history of the engine. 4. Perform a visual inspection. Inspect the following items:

• Air inlet system

• The hour of the first occurrence of the code

• Coolant level

• The hour of the last occurrence of the code

• Coupling on driven equipment

• Up to a finite number of occurrences of the code

• Devices that are used for communication

Logged events are listed in chronological order. The most recent event code is listed first.

• Fuel supply

RENR5910-06

59 Troubleshooting Section

• Exhaust system • Oil level • Oil supply • Wiring • Connectors Be sure to check the connectors. This is very important for problems that are intermittent. Refer to Troubleshooting, “Electrical Connectors - Inspect”. If these steps do not resolve the problem, refer to Table 13 for the procedure to troubleshoot the event code.

Parameter Settings of the Engine Monitoring System The default settings for the parameters are programmed at the factory. If the delay time or the trip point are programmable, the minimum and maximum ranges will be listed in Table 15. The parameter settings for the engine monitoring system can also be viewed on Caterpillar Electronic Technician (ET). In order to view the parameters of the engine monitoring system, refer to Troubleshooting, “Engine Monitoring System”. Table 15

Default Settings of the Programmable Monitoring System Parameter

Action

Default State

Security Level Password

Trip Point

Range

Delay in Seconds

Range of the Delay in Seconds

E004(3) Engine Overspeed Shutdown (900 rpm rating)

(3) Shutdown

Always On

Factory

1017 rpm

800 to 1300 rpm

0

0

E004(3) Engine Overspeed Shutdown (1000 rpm rating)

(3) Shutdown

Always On

Factory

1130 rpm

800 to 1300 rpm

0

0

E017(1) High Engine Coolant Temperature Warning 88 °C (190 °F) jacket water

(1) Warning

On

Customer

93 °C (199 °F)

E016(3) High Engine Coolant Temperature Shutdown 88 °C (190 °F) jacket water

(3) Shutdown

60 80 to 129 °C (185 to 264 °F)

Always On

Customer

98 °C (208 °F)

1 to 60

20

(continued)

60 Troubleshooting Section

RENR5910-06

(Table 15, contd)

Default Settings of the Programmable Monitoring System Parameter

Action

Default State

Security Level Password

Trip Point

E017(1) High Engine Coolant Temperature Warning 99 °C (210 °F) jacket water

(1) Warning

On

Customer

105 °C (221 °F)

E016(3) High Engine Coolant Temperature Shutdown 99 °C (210 °F) jacket water

(3) Shutdown

Always On

Customer

110 °C (230 °F)

20

E017(1) High Engine Coolant Temperature Warning 110 °C (230 °F) jacket water

(1) Warning

On

Customer

115 °C (239 °F)

60

E016(3) High Engine Coolant Temperature Shutdown 110 °C (230 °F) jacket water

(3) Shutdown

Always On

Customer

120 °C (248 °F)

E020(1) High Engine Oil Temperature Warning

(1) Warning

On

Customer

88 °C (190 °F)

E019(3) High Engine Oil Temperature Shutdown

(3) Shutdown

Always On

E027(1) High Inlet Air Temperature Warning (high load) 32 °C (90 °F) SCAC

(1) Warning

On

E026(3) High Inlet Air Temperature Shutdown (high load) 32 °C (90 °F) SCAC

Range

Delay in Seconds

Range of the Delay in Seconds

60 80 to 129 °C (185 to 264 °F)

1 to 60

80 to 129 °C (185 to 264 °F)

1 to 60

20

85 to 102 °C (185 to 215 °F)

5 1 to 60

Factory

90 °C (194 °F)

Always On

1

32 to 120 °C (90 to 248 °F)

20

57 °C (135 °F)

Customer

(3) Shutdown

85 to 104 °C (185 to 219 °F)

1 to 60

60 °C (140 °F)

(continued)

RENR5910-06

61 Troubleshooting Section

(Table 15, contd)

Default Settings of the Programmable Monitoring System Security Level Password

Action

Default State

E027(1) High Inlet Air Temperature Warning (high load) 43 °C (109 °F) SCAC

(1) Warning

On

E026(3) High Inlet Air Temperature Shutdown (high load) 43 °C (109 °F) SCAC

(3) Shutdown

Always On

68 °C (154 °F)

E027(1) High Inlet Air Temperature Warning (high load) 54 °C (129 °F) SCAC

(1) Warning

On

72 °C (162 °F)

E026(3) High Inlet Air Temperature Shutdown (high load) 54 °C (129 °F) SCAC

(3) Shutdown

Always On

75 °C (167 °F)

E027(1) High Inlet Air Temperature Warning (low load) 32 °C (90 °F) SCAC

(1) Warning

On

72 °C (162 °F)

E026(3) High Inlet Air Temperature Shutdown (low load) 32 °C (90 °F) SCAC

(3) Shutdown

Always On

75 °C (167 °F)

E027(1) High Inlet Air Temperature Warning (low load) 43 °C (109 °F) SCAC

(1) Warning

On

77 °C (171 °F)

E026(3) High Inlet Air Temperature Shutdown (low load) 43 °C (109 °F) SCAC

(3) Shutdown

Parameter

Trip Point

Delay in Seconds

Range of the Delay in Seconds

32 to 120 °C (90 to 248 °F)

20

1 to 60

32 to 120 °C (90 to 248 °F)

20

1 to 60

32 to 100 °C (90 to 212 °F)

20

1 to 60

32 to 100° C (90 to 212 °F)

20

1 to 60

65 °C (149 °F)

Customer

Customer

Customer

Customer

Always On

Range

80 °C (176 °F)

(continued)

62 Troubleshooting Section

RENR5910-06

(Table 15, contd)

Default Settings of the Programmable Monitoring System Action

Default State

E027(1) High Inlet Air Temperature Warning (low load) 54 °C (129 °F) SCAC

(1) Warning

On

E026(3) High Inlet Air Temperature Shutdown (low load) 54 °C (129 °F) SCAC

(3) Shutdown

Always On

E038(1) Low Engine Coolant Temperature Warning

(1) Warning

On

Parameter

E100(1) Low Engine Oil Pressure Warning (under 600 rpm) E040(3) Low Engine Oil Pressure Shutdown (under 600 rpm) E100(1) Low Engine Oil Pressure Warning (over 600 rpm)

Security Level Password

Trip Point

Delay in Seconds

Range of the Delay in Seconds

32 to 100° C (90 to 212 °F)

20

1 to 60

5 to 80 °C (41 to 176 °F)

20

1 to 60

82 °C (180 °F)

Customer

(1) Warning

Range

85 °C (185 °F)

Customer

N/A

25 °C (77 °F)

175 kPa (25 psi)

N/A

Always On (3) Shutdown

0 N/A

(1) Warning

N/A

100 kPa (14.5 psi)

400 kPa (58 psi)

N/A

N/A

Always On

E040(3) Low Engine Oil Pressure Shutdown (over 600 rpm)

(3) Shutdown

E042(3) Low System Voltage Shutdown

(3) Shutdown

E043(1) Low System Voltage Warning E050(1) High System Voltage Warning

5

This item is not programmable.

5

This item is not programmable.

0 N/A

350 kPa (51 psi)

N/A

Always On

N/A

18 volts

N/A

(1) Warning

On

N/A

20 volts

N/A

(1) Warning

On

N/A

32 volts

N/A

10

This item is not programmable.

20

20 (continued)

RENR5910-06

63 Troubleshooting Section

(Table 15, contd)

Default Settings of the Programmable Monitoring System Parameter

Action

Default State

Security Level Password

Trip Point

E123(1) Jacket Water to Engine Oil Temp Low Warning

(1) Warning

On

Customer

10 °C (50 °F)

E124(3) Jacket Water to Engine Oil Temp Low Shutdown

(3) Shutdown

Always On

Factory

15 °C (59 °F)

E125(1) Engine Oil Pressure High Warning

(1) Warning

On

Customer

650 kPa (94 psi)

E126(3) Engine Oil Pressure High Shutdown

(3) Shutdown

Always On

Customer

1000 kPa (145 psi)

E129(1) Engine Oil Filter Diff Pressure High Warning

(1) Warning

On

Customer

100 kPa (15 psi)

E130(3) Engine Oil Filter Diff Pressure High Shutdown

Range

Delay in Seconds

Range of the Delay in Seconds

0 to 80 °C (32 to 176 °F)

60

1 to 60

600 to 1200 kPa (87 to 174 psi)

25

1 to 60

15 0 to 350 kPa (0 to 51 psi)

25

1 to 60

(3) Shutdown

Always On

Factory

300 kPa (44 psi)

E223(1) High Gas Temperature

(1) Warning

On

Customer

60 °C (140 °F)

0 to 60 °C (140 °F)

20

1 to 60

E224(3) High Jacket Water Inlet Pressure

(3) Shutdown

Always On

N/A

462 kPa (67 psi)

N/A

10

This item is not programmable.

E228(1) Low Jacket Water Outlet Pressure

(1) Warning

On

E228(3) Low Jacket Water Outlet Pressure

(3) Shutdown

Always On

E242(2) Engine Overload

(2) Derate

Always On

N/A

110 percent of rated load

E337(1) High Engine Oil to Engine Coolant Diff Temp

(1) Warning

On

Customer

10° C (50° F)

E337(3) High Engine Oil to Engine Coolant Diff Temp

(3) Shutdown

Always On

Factory

E384(1) Left Air Inlet Restriction

(1) Warning

Always On

N/A

E384(3) Left Air Inlet Restriction

(3) Shutdown

Off

Customer

This item is not programmable.

124 kPa (18 psi) N/A

N/A

10

N/A

0

103 kPa (15 psi) This item is not programmable. 1 to 60 60 0 to 80° C (176° F) 13° C (55° F)

5.23 kPa (0.76 psi)

60

N/A

0

This item is not programmable.

N/A

20

1 to 60 (continued)

64 Troubleshooting Section

RENR5910-06

(Table 15, contd)

Default Settings of the Programmable Monitoring System Parameter

Action

Default State

Security Level Password

E385(1) Right Air Inlet Restriction

(1) Warning

Always On

N/A

E385(3) Right Air Inlet Restriction

(3) Shutdown

Off

Customer

E864 Low Gas Fuel Differential Pressure

(1) Warning

On

Customer

E865 High Gas Fuel Differential Pressure

(1) Warning

On

Customer

Range of the Delay in Seconds

Range

Delay in Seconds

N/A

0

This item is not programmable.

N/A

20

1 to 65

5 kPa (0.7 psi)

0 to 100 kPa (14.5 psi)

60

1 to 60

160 kPa (23 psi)

0 to 195 kPa (28 psi)

30

1 to 60

Trip Point

5.23 kPa (0.76 psi)

Conditions for Parameters Some of the programmable parameters are dependent on the status of an ECM output before the parameters are allowed to function. Some of the parameters are allowed to function after the crank terminate relay has been energized for more than 30 seconds. Other parameters are allowed to function after the output for the fuel control relay is energized. Some parameters are not dependent upon any conditions. The conditions are designed to eliminate false events during start-up if the customer has programmed a delay time to zero. The conditions are listed in Table 16. Table 16

Conditions for Activation for Monitoring the Parameters Parameter

Condition

“Low System Voltage”

None

“High Engine Coolant Temperature”

The crank terminate relay is energized for more than 30 seconds.

“Low Engine Coolant Temperature”

None

“Engine Overspeed”

None

“High Engine Oil Temperature”

The crank terminate relay is energized for more than 30 seconds.

“High Oil Filter Differential Pressure” “High Fuel Temperature” “Low Fuel Pressure”

The fuel control relay is energized.

“High Jacket Water to Engine Oil Temp Differential”

The crank terminate relay is energized for more than 30 seconds.

“High System Voltage”

None

“High Inlet Air Temperature at Low Engine Load”

The crank terminate relay is energized for more than 30 seconds.

“High Inlet Air Temperature at High Engine Load”

RENR5910-06

65 Troubleshooting Section

If the trip point for a shutdown is programmed to activate before the trip point for a warning, the engine will shut down and the warning will not be activated.

Integrated Combustion Sensing Module (ICSM) The ICSM monitors the temperatures of the cylinder exhaust ports, the inlets of the turbocharger turbine, and the outlets of the turbocharger turbines. The ICSM also monitors the combustion sensors. If a temperature exceeds an acceptable range, the ICSM can initiate a warning or a shutdown. Both of the responses are available for all of the parameters. Note: To initiate the responses, the ICSM sends commands to the ECM via the Cat Data Link. The default settings for the parameters are programmed at the factory. To accommodate unique applications and sites, the parameters may be reprogrammed with Cat ET. The screens of Cat ET provide guidance for changing trip points. Use Cat ET to perform the following activities:

• Select the available responses. • Program the level for monitoring. • Program delay times for each response. Table 17 lists default examples of the values for the parameters. However, the values may have changed. Use Cat ET to determine the programming for your engine. Table 17

Default Settings of the Integrated Combustion Sensing Module Default State

Security Level Password

Parameter

Action

Trip Point

E243(1) High Left Turbo Turbine Outlet Temperature

(1) Warning

E243(3) High Left Turbo Turbine Outlet Temperature

(3) Shutdown

600 °C (1112 °F)

E244(1) High Right Turbo Turbine Outlet Temperature

(1) Warning

570 °C (1058 °F)

E244(3) High Right Turbo Turbine Outlet Temperature

(3) Shutdown

Range

Delay in Seconds

Range of the Delay in Seconds

400 to 650 °C (752 to 1202 °F)

10

1 to 1200

400 to 650 °C (752 to 1202 °F)

10

1 to 1200

570 °C (1058 °F) On

On

Customer

Customer 600 °C (1112 °F)

(continued)

66 Troubleshooting Section

RENR5910-06

(Table 17, contd)

Default Settings of the Integrated Combustion Sensing Module Default State

Security Level Password

Parameter

Action

Trip Point

E245(1) High Right Turbo Turbine Inlet Temperature

(1) Warning

E245(3) High Right Turbo Turbine Inlet Temperature

(3) Shutdown

650 °C (1202 °F)

E246(1) High Left Turbo Turbine Inlet Temperature

(1) Warning

600 °C (1112 °F)

E246(3) High Left Turbo Turbine Inlet Temperature

(3) Shutdown

650 °C (1202 °F)

E801(1) through E816(1) Cylinder High Exhaust Port Temp

(1) Warning

600 °C (1112 °F)

E801(3) through E816(3) Cylinder High Exhaust Port Temp

(3) Shutdown

E821(1) through E836(1) Exhaust Port Temp Deviating High

(1) Warning

E821(3) through E836(3) Exhaust Port Temp Deviating High

(3) Shutdown

Off

100 °C (180 °F)

E841(1) through E856(1) Exhaust Port Temp Deviating Low

(1) Warning

On

120 °C (216 °F)

E841(3) through E856(3) Exhaust Port Temp Deviating Low

(3) Shutdown

Range

Delay in Seconds

Range of the Delay in Seconds

400 to 700 °C (752 to 1292 °F)

10

1 to 1200

400 to 700 °C (752 to 1292 °F)

10

1 to 1200

100 to 1000 °C (212 to 1832 °F)

10

1 to 1200

600 °C (1112 °F) On

On

Off

Customer

Customer

Customer 650 °C (1202 °F)

50 °C (90 °F)

On

10 to 500 °C (18 to 900 °F)

Customer

400 °C (720 °F)

1 to 1200 600

10 to 500 °C (18 to 900 °F)

Customer Off

240

300

1 to 1200

RENR5910-06

67 Troubleshooting Section

Symptom Troubleshooting

• Problem with the lubricator • Problem with the starting motor's control valve

i02601844

Symptom Troubleshooting

• Problem with the starting motor's relay valve • Worn starting motor

SMCS Code: 7569 Use the following guidelines as you troubleshoot an engine symptom:

Gather Information Interview the operator about the problem before you begin troubleshooting, when possible.

Recommended Actions Barring Device Make sure that the barring device is fully disengaged. Inspect the fittings and the air lines of the interlock for leaks.

Electrical Problem

Verify the Problem Attempt to duplicate the problem. Try to duplicate the operating conditions, when possible.

There may be a problem with the starting system's electrical circuit. Refer to Troubleshooting, “Starting Test”.

Narrow the List of Possible Causes

Low Supply Pressure

Use the information from the operator. Attempt to identify a common cause if there is more than one symptom. The possible causes of a problem are listed at the beginning of each procedure in the “Symptom Troubleshooting” section of this manual.

Determine the cause of the low supply pressure. Inspect the supply lines for leaks and/or obstructions. Make the necessary repairs.

Follow the Procedures

If a tank is used for the supply pressure, make sure that the size of the tank is sufficient. Check the pressure in the tank.

The procedures in this manual provide the most efficient way to determine the root cause of the problem.

Provide Feedback to Caterpillar After the correct repair has been performed on the engine, provide brief, detailed information to Caterpillar about the repair. This information helps Caterpillar better serve you and the customer. i02885946

Check the compressor for proper operation.

Check the pressure regulator for proper adjustment.

Lubricator Check the oil level in the lubricator and adjust the lubricator according to the engine's Operation and Maintenance Manual. Inspect the fitting of the lubricator to the air line. Make sure that the fitting is tight and free of leaks.

SMCS Code: 1451-035

Disassemble the lubricator and clean the parts. Inspect the parts for good condition. Replace any parts that are worn or damaged or replace the lubricator.

Probable Causes

Control Valve

The following conditions can prevent operation of the starting motor:

Check the control valve's solenoid for proper operation. Replace the solenoid, if necessary.

Air Starting Motor Problem

• Engaged barring device • Electrical problem • Low supply pressure

68 Troubleshooting Section

RENR5910-06

Relay Valve

Recommended Actions

After the starting motor's pinion is engaged, the relay valve enables a large volume of supply pressure to enter the air starting motor. Make sure that the relay valve is not stuck. Check for leaks. Check for debris in the supply line to the starting motor. Make sure that the air line is properly connected.

Check the Coolant Level and Inspect the Cooling System for Leaks

If the coolant level is low, fill the cooling system. If leaks are found, make the necessary repairs.

Worn Starting Motor Before you remove the starting motor, turn the crankshaft by hand. Ensure that a mechanical failure inside the engine is not preventing the crankshaft from turning. If the crankshaft will turn by hand, try the starting motor again. If the starting motor does not turn the crankshaft, remove the starting motor. Inspect the starting motor for worn parts. Check the starting motor for worn seals. Plug the starting motor's exhaust outlet and attach a source of pressurized air to the inlet. Submerge the starting motor in water for a minimum of 30 seconds. If bubbles rise from the starting motor, replace the seals. If a vane is cracked or if the height of a vane is less than 32 mm (1.25 inch), install new vanes. If any of the rotor bearings are loose or rough, replace the bearings. If the rotor's body is scored, try to smooth the body with emery cloth. If the body cannot be smoothed with emery cloth, replace the rotor. If the end plate is scored, use emery cloth to smooth the end plate. If the cylinder is cracked or if the cylinder is scored deeply, replace the cylinder. i02904882

Coolant Flow Is Low SMCS Code: 1395-035

Probable Causes • Low coolant level • Problem with the water pump • Restriction through the aftercooler • Insufficient flow of coolant • Buildup of scale in the cooling system

Check coolant level. If the coolant level is low, inspect the cooling system for leaks.

Water Pump Remove the water pump for inspection. Refer to Disassembly and Assembly, “Water Pump Remove”. Repair the water pump, if necessary.

Aftercooler If the flow of coolant through the aftercooler is restricted, clean the aftercooler core.

Check the Flow of Coolant Use Caterpillar Electronic Technician (ET) in order to observe the pressure of the jacket water outlet when the engine is not running. Then observe the reading during engine operation. If the reading is not reasonable or if the reading is not within specifications, install a pressure gauge near the pressure sensor at the jacket water outlet. Compare the gauge reading with the reading from Cat ET. If the readings from the comparative gauge do not agree approximately with Cat ET, replace the pressure sensor. If the readings from the comparative gauge agree approximately with Cat ET, check the following components:

• Check the water temperature regulators for proper operation.

• Check for plugging of the radiator or of the heat exchanger.

• Inspect the water pump for damage to the impeller. Make the necessary repairs.

Scale Buildup Drain the cooling system. Clean the cooling system. Fill the cooling system with new coolant. Maintain the cooling system properly. For instructions, refer to the engine's Operation and Maintenance Manual, “Cooling System Coolant (DEAC) - Change”.

RENR5910-06

69 Troubleshooting Section

i02904904

Coolant Level Is Low SMCS Code: 1395-035 Use this procedure in order to troubleshoot a low coolant level. Use this procedure if one of the following event codes is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for these codes. Table 18

Event Code Description

E386(1) Low Engine Coolant or Engine Oil Level E386(3) Low Engine Coolant or Engine Oil Level

Electrical Connections or Wiring There may be a problem with an electrical connection or with the wiring. Thoroughly inspect the electrical connectors and all of the wiring for the switch. Refer to Troubleshooting, “Electrical Connectors - Inspect” and refer to the engine's electrical Schematic. Make repairs, if necessary.

Test the Switch The coolant level switch must be closed in order for the engine to operate. The switch is normally open. The switch must be submerged in fluid in order to become closed. Disconnect the switch and remove the switch.

Conditions which Activate the Code

System Response

The switch input for the engine coolant level or for the engine oil level is activated.

The code is logged. If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated.

Probable Causes • Low engine coolant level • Problem with an electrical connection or with the wiring

Connect an ohmmeter to the switch's terminals and measure the continuity. The correct continuity for the normally open switch is greater than 20,000 Ohms. Continue to monitor the ohmmeter and submerge the switch in water. The correct continuity for the closed switch is less than 5 Ohms. If the correct results are not obtained or if the switch does not close, replace the switch. If the correct results are obtained, there may be an open circuit in an electrical connection or in the wiring. Use the ohmmeter to measure the resistance of the wiring. Refer to the engine's electrical Schematic. Make repairs, if necessary. Note: The coolant level switch may be supplied by the customer.

• Problem with the coolant level switch

Recommended Actions Low Engine Coolant Level Check the coolant level. Add coolant, if necessary. Normally, the engine does not consume any coolant. Inspect the cooling system for leaks. If no external leaks are found and the coolant level cannot be maintained, there may be an internal leak. Make repairs, if necessary.

i02904909

Coolant Pressure Is High SMCS Code: 1395-035 Use this procedure in order to troubleshoot a high pressure at the outlet of the jacket water pump. Use this procedure if the following event code is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for these codes.

70 Troubleshooting Section

RENR5910-06

Table 19

Event Code Description

E224(3) High Jacket Water Inlet Pressure

Conditions which Activate the Code

System Response

The crank terminate relay is set and the engine has been running for at least ten seconds. The trip point for high pressure at the inlet for the jacket water has been exceeded and the delay time has expired.

The fuel is shut off. The shutdown output is activated. The code is logged.

Probable Causes • There is a problem with the circuit for the pressure switch at the jacket water pump's outlet.

• The pressure at the jacket water pump's outlet is excessive.

Recommended Actions Check the Circuit of the Pressure Switch for the Outlet of the Jacket Water Pump The contact for the switch's terminals “A” and “B” is normally open. The contact for the switch's terminals “B” and “C” is normally closed. If the pressure at the outlet for the jacket water pump rises to 462 ± 41 kPa (67 ± 6 psi), the contact for the switch's terminals “A” and “B” is closed and the contact for terminals “B” and “C” is opened. If the contacts are abnormally shorted or opened, check the connectors and the wiring for damage or corrosion. Refer to Troubleshooting, “Electrical Connectors - Inspect”. If a problem with the connectors and/or the wiring is found, make repairs, as needed. Replace parts, if necessary.

Check the Outlet Pressure of the Jacket Water Pump Use a gauge to check the pressure at the outlet for the jacket water pump. If the pressure is less than 462 ± 41 kPa (67 ± 6 psi) and the E224 code is active, replace the pressure switch.

If a pressure of at least 462 ± 41 kPa (67 ± 6 psi) is measured at the outlet for the jacket water pump, the high pressure may be caused by excessive head pressure. The high pressure could also be caused by obstructions in the coolant passages after the jacket water pump. Inspect the system. Make repairs, as needed. i02904945

Coolant Pressure Is Low SMCS Code: 1395-035 Use this procedure in order to troubleshoot a low pressure at the jacket water outlet. Use this procedure if one of the following event codes is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for these codes.

RENR5910-06

71 Troubleshooting Section

Recommended Actions

Table 20

Event Code Description

E228(1) Low Jacket Water Outlet Pressure E228(3) Low Jacket Water Outlet Pressure

E135 (3) Low Jacket Water Pressure Shutdown

Conditions which Activate the Code

System Response

The event will trigger the alarm when the engine speed is greater than low idle and the pressure at the jacket water outlet is less than 124 kPa (18 psi) for a period of 20 seconds. The event will trigger a shutdown when engine speed is greater than low idle and the pressure at the jacket water outlet is less than 103 kPa (15 psi) for a period of 40 seconds. These settings are not programmable. These settings should be sufficient for all applications. This ensures that the engine has the appropriate coolant pressure in order to operate without causing damage.

The code is logged. If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated.

The crank terminate relay is set and the engine has been running for at least ten seconds. The pressure of the jacket water is less than the trip point and the delay time has expired. There are no active codes for the pressure sensor at the outlet for the jacket water.

The fuel is shut off. The shutdown output is activated. The code is logged.

Probable Causes • Low coolant level • Insufficient flow of coolant

Check the Coolant Level and Inspect the Cooling System for Leaks Check coolant level. If the coolant level is low, inspect the cooling system for leaks. If the coolant level is low, fill the cooling system. If leaks are found, make the necessary repairs.

Check the Flow of Coolant Use Cat ET to observe the pressure at the jacket water outlet when the engine is not running. Then observe the reading during engine operation. If the reading is not reasonable or if the reading is not within specifications, install a pressure gauge near the pressure sensor at the jacket water outlet. Compare the gauge reading with the reading from Cat ET. If the readings from the comparative gauge do not agree approximately with Cat ET, troubleshoot the circuit for the pressure sensor at the jacket water outlet. Refer to Troubleshooting, “Sensor Signal (PWM) - Test”. If the readings from the comparative gauge agree approximately with Cat ET, check the following components:

• Check the water temperature regulators for proper operation.

• Check for plugging of the radiator or the heat exchanger.

• Inspect the jacket water pump for damage to the impeller.

• Inspect the jacket water pump for cavitation. Make the necessary repairs. i02874971

Coolant Temperature Is High SMCS Code: 1395-035 Use this procedure in order to troubleshoot a high coolant temperature or use this procedure if any of the following event codes are active or logged. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for these codes.

72 Troubleshooting Section

RENR5910-06

Add coolant, if necessary. If leaking is found, make the necessary repairs.

Table 21

Event Code Description

E017(1) High Engine Coolant Temperature Warning E016(3) High Engine Coolant Temperature Shutdown

Conditions which Activate the Code

System Response

The engine coolant temperature has exceeded the trip point and the delay time has expired.

The alarm output is activated. The code is logged. The shutdown output is activated. The code is logged. The engine is shut down.

Probable Causes • Low coolant level and/or coolant leakage • Aeration of the coolant • Problem with the water pump • High ambient temperature and/or high inlet air temperature

• Insufficient flow of air or coolant through the radiator or through the heat exchanger

• Faulty water temperature regulators • Faulty coolant temperature sensor and/or circuit • Insufficient flow of coolant through the engine • Exhaust restriction • Excessive load • Incorrect air/fuel ratio • Combustion gas in the coolant

Recommended Actions Check for a Low Coolant Level and/or Coolant Leakage Note: Low coolant level can be the effect of overheating rather than the cause. Check the coolant level. Run the engine to operating temperature. Inspect the cooling system for leaks. Determine whether the leak occurs before the engine overheats.

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

Water Pump The engine will overheat if the water pump is not operating properly. Measure the coolant pressure at the outlet of the water pump. Make sure that the water pump is in good condition.

Check for High Ambient Temperature and/or High Inlet Air Temperature Determine if the ambient air temperature is within the design specifications for the cooling system. Make sure that the engine's exhaust does not heat the radiator or the heat exchanger. Check for high inlet air temperature. Refer to Troubleshooting, “Inlet Air Temperature Is High”. Determine the cause of the high air temperature. Make corrections, when possible.

Check for Insufficient Flow of Air and Coolant through the Radiator or Heat Exchanger Measure the coolant temperature at the inlet for the coolant. Radiator Check the fins of the radiator for obstructions. Check the fan for proper operation. If the radiator fins are obstructed, clean the fins. If the fan does not operate properly, make the necessary repairs.

RENR5910-06

73 Troubleshooting Section

Heat Exchanger

Excessive Load

Check for sufficient flow and temperature of the cooling water through the heat exchanger. If the flow of cooling water through the heat exchanger is insufficient, determine the location of the obstruction.

Make sure that the load is not excessive. Reduce the load. If necessary, disengage the driven equipment and test the engine.

Check the Water Temperature Regulators Check the water temperature regulators for proper operation. Refer to Systems Operation/Testing and Adjusting, “Cooling System”. Replace the water temperature regulators, if necessary.

Check the Coolant Temperature Sensor and/or the Circuit Check the reading of the coolant temperature on Caterpillar Electronic Technician (ET). The temperature should rise steadily as the engine is warmed. Ensure that the temperature is reasonable. If the reading on Cat ET for the coolant temperature is not reasonable, troubleshoot the circuit and the coolant temperature sensor. Refer to Troubleshooting, “Sensor Signal (Analog, Active) Test”.

Check the Flow of Coolant Through the Engine During normal operation, check the inlet pressure of the engine coolant and the outlet pressure of the engine coolant. Measure temperatures and pressures at various points in the cooling system in order to identify possible locations of restrictions. If a buildup of deposits restricts the coolant flow, clean the cooling system. If the flow of coolant through the engine is not sufficient, determine the cause of the obstruction. Make necessary repairs.

Air/Fuel Ratio An air/fuel mixture that is too rich will cause overheating. A change in the fuel energy content will change the air/fuel ratio. Obtain a fuel analysis. The fuel supply pressure must be adequate and stable. Ensure that the electrohydraulic actuator for the fuel is operating correctly. Verify that the exhaust emissions are correct.

Check for Combustion Gas in the Coolant The following conditions can indicate that combustion gas is entering the cooling system:

• Steam is escaping from the expansion tank. • A cylinder is misfiring. • The cylinder temperature is too hot or too cold. If a leaking precombustion chamber is suspected, operate the engine at a low load. Monitor the exhaust port temperatures and the combustion burn times. Note: A leaking precombustion chamber can also cause detonation. When a suspect cylinder is identified, shut down the engine. Inspect the spark plug for moisture and for evidence of deposits from coolant. Remove the combustion sensor and insert a borescope through the opening. Inspect the precombustion chamber for evidence of coolant. If evidence of coolant is found, replace the seals. Refer to the engine's Disassembly and Assembly manual. i02905023

Check the Exhaust Restriction

Coolant Temperature Is Low

Check the back pressure of the exhaust system. Refer to the engine's Technical Marketing Information.

SMCS Code: 1395-035

If the back pressure exceeds the specifications for the engine, determine the cause of the excessive back pressure. Make the necessary repairs.

Use this procedure in order to troubleshoot a low coolant temperature. Use this procedure if the following event code is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip point for this code. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip point for this code.

74 Troubleshooting Section

RENR5910-06

Check the Water Temperature Regulators

Table 22

Event Code Description

E038(1) Low Engine Coolant Temperature Warning

Conditions which Activate the Code

System Response

The crank terminate relay is set and the engine has been running for at least 30 seconds. The temperature of the engine coolant is less than the trip point and the delay time has expired. No other codes for the coolant temperature are active.

The alarm output is activated. The code is logged.

The water temperature regulators should not begin to open until jacket water reaches opening temperature for the regulators. Allow the engine to cool and then start the engine. Check the hose at the outlet for the jacket water. If the hose is warm and normal operating temperature is not achieved yet, a regulator may be stuck open. Note: A water temperature regulator that is stuck open can result in piston seizure. Check the operation of the water temperature regulators according to Systems Operation/Testing and Adjusting, “Cooling System”. Replace the water temperature regulators, if necessary. i02905054

Crankcase Pressure Is High

Probable Causes

SMCS Code: 1201-035-PX

• Faulty jacket water heater

Use this procedure in order to troubleshoot a high crankcase pressure. Use this procedure if one of the following event codes is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for these codes.

• Faulty coolant temperature sensor and/or circuit • Faulty water temperature regulators

Recommended Actions Check the Jacket Water Heater Determine if the jacket water heaters are functioning properly. If the jacket water heaters are not functioning properly, determine the cause of the malfunction of the heaters. Make the necessary repairs.

Check the Coolant Temperature Sensor and/or the Circuit Check the reading of the coolant temperature on the Cat ET. The temperature should rise steadily as the engine is warmed. Ensure that the temperature is reasonable. If the reading on Cat ET for the coolant temperature is not reasonable, troubleshoot the circuit and the coolant temperature sensor. Refer to Troubleshooting, “Sensor Signal (Analog, Passive) Test”.

Table 23

Event Code Description

E101(1) High Crankcase Pressure Warning E013(3) High Crankcase Pressure Shutdown

Conditions which Activate the Code

System Response

The engine is running and the crankcase pressure is greater than the setpoint.

The alarm output is activated. The code is logged. The shutdown output is activated. The code is logged.

Probable Causes • Plugged crankcase breather and/or piping • Problem with the crankcase ventilation system (if equipped)

• Plugged port on the crankcase pressure sensor • Faulty sensor • Internal engine problem

RENR5910-06

Recommended Actions Crankcase Breather A plugged crankcase breather will cause excessive crankcase pressure. Leakage of the crankshaft seal can occur. Sealing of the piston rings can be lost. This will enable crankcase blowby to further increase the crankcase pressure. Clean the crankcase breather according to the Operation and Maintenance Manual, “Engine Crankcase Breather - Clean”.

Crankcase Ventilation System Engines that use bio-gas may have a system for ventilation of the crankcase. A problem with the ventilation system can increase the crankcase pressure. Service the ventilation system according to the literature that is provided by the OEM of the system.

Plugged Port The crankcase pressure sensor has a port in order to allow the ambient pressure into the sensor. The port is enclosed under a cap. Remove the cap and inspect the port for obstructions. Clean the port, when possible. Otherwise, replace the sensor.

Faulty Sensor If you suspect that the crankcase pressure sensor is faulty, replace the sensor with a sensor that is known to be good.

Internal Engine Problem

75 Troubleshooting Section

If a problem with a piston is suspected, do not operate the engine. Remove the crankshaft inspection covers in order to inspect the cylinder liner for scoring and for scuffing. Use the barring device to move the piston to the uppermost position. Replace the piston rings and the cylinder liner, if necessary. i02905112

Cylinder Is Noisy SMCS Code: 1223-035

Probable Causes • Incorrect bridge and/or valve lash • Insufficient lubrication • Problem in the cylinder head and/or related components

• Problem with the bolts for the precombustion chamber

Recommended Actions Valve Bridge and Valve Lash Check the valve bridge and valve lash according to Systems Operation/Testing and Adjusting, “Engine Timing Procedures”.

Insufficient Lubrication Inspect the valve train for sufficient lubrication. The passages for the engine oil must be clean.

If the piston rings do not seal, blowby will increase the crankcase pressure and the problem will become worse. Performance will deteriorate. The engine will have poor combustion. Deposits will build up on the pistons, on the valves, and in the cylinder heads. Downward pumping of the pistons against the increased crankcase pressure will further reduce the performance.

Cylinder Head and Related Components

To determine whether the piston rings leak, measure the crankcase blowby. Refer to the Operation and Maintenance Manual, “Crankcase Blowby Measure/Record”.

Inspect the contact surfaces of the rocker arm and valve bridge.

Sticking of the pistons will also increase the crankcase pressure. If the problem is not resolved, piston seizure will result.

Check for free movement of the valves. If the valves do not move freely, look for these conditions:

Measure the cylinder compression. Refer to the engine's Operation and Maintenance Manual, “Cylinder Pressure - Measure/Record”. Inspect the components of the valve train: valves, valve springs, locks, and valve rotators.

Inspect the pushrods.

• A valve stem is bent. • The camshaft lifters are damaged or the lifters are worn.

• The camshaft is damaged or the camshaft is worn.

76 Troubleshooting Section

RENR5910-06

• A retaining bolt for a rocker shaft is loose or the

Table 24

bolt is broken.

Event Code

Replace components that are worn and/or damaged. If a camshaft is replaced, new valve lifters must be installed.

Bolts for the Precombustion Chamber Inspect the bolts for the precombustion chamber. Make sure that the bolts are not loose or broken. Replace the bolts, if necessary. i04090021

Detonation Occurrence SMCS Code: 1223-035; 1559-035 Use this procedure in order to troubleshoot an occurrence of detonation. Any alarm that is generated by the detonation detection system must be investigated. The cause of the alarm must be identified and corrected. Use this procedure if one of the following event codes is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. Access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for these codes.

Description

Conditions which Activate the Code

System Response

E401(1) Cylinder #1 Detonation E402(1) Cylinder #2 Detonation E403 (1) Cylinder #3 Detonation E404 (1) Cylinder #4 Detonation E405(1) Cylinder #5 Detonation E406(1) Cylinder #6 Detonation E407(1) Cylinder #7 Detonation E408(1) Cylinder #8 Detonation E409(1) Cylinder #9 Detonation E410(1) Cylinder #10 Detonation E411(1) Cylinder #11 Detonation E412(1) Cylinder #12 Detonation E413(1) Cylinder #13 Detonation E414(1) Cylinder #14 Detonation E415(1) Cylinder #15 Detonation E416(1) Cylinder #16 Detonation

The level of detonation has exceeded the trip point. There is no active diagnostic code for the detonation sensor.

The alarm output is activated. The code is logged. The engine performance may be affected by an adjustment of the timing in order to reduce detonation.

RENR5910-06

77 Troubleshooting Section

• Incorrect air/fuel ratio

Table 25

Event Code Description

E421(3) Cylinder #1 Detonation Shutdown E422(3) Cylinder #2 Detonation Shutdown E423(3) Cylinder #3 Detonation Shutdown E424(3) Cylinder #4 Detonation Shutdown E425(3) Cylinder #5 Detonation Shutdown E426(3) Cylinder #6 Detonation Shutdown E427(3) Cylinder #7 Detonation Shutdown E428(3) Cylinder #8 Detonation Shutdown E429(3) Cylinder #9 Detonation Shutdown E430(3) Cylinder #10 Detonation Shutdown E431(3) Cylinder #11 Detonation Shutdown E432(3) Cylinder #12 Detonation Shutdown E433(3) Cylinder #13 Detonation Shutdown E434(3) Cylinder #14 Detonation Shutdown E435(3) Cylinder #15 Detonation Shutdown E436(3) Cylinder #16 Detonation Shutdown

Conditions which Activate the Code

System Response

The level of detonation has exceeded the trip point. Maximum retardation of the timing was unable to control the detonation adequately during the number of ignition sparks that are allowed. There is no active diagnostic code for the detonation sensor.

The fuel is shut off. The shutdown output is activated. The code is logged. The engine is shut down.

Probable Causes • Excessive load • Misfire • Adjustment of needle valves for the precombustion chamber

• High inlet air temperature

• Coolant in a cylinder • Excessive deposits in the combustion chamber • Faulty circuit for the detonation sensor • High BTU fuel gas supply • Mechanical problem

Recommended Repairs Excessive Load Make sure that the load is not excessive. Reduce the load. If necessary, disengage the driven equipment and test the engine.

Misfire If a cylinder is misfiring, the other cylinders can be overloaded. Overloading will cause the other cylinders to detonate. To eliminate the detonation, first eliminate the misfire. Refer to Troubleshooting, “Engine Misfires, Runs Rough or Is Unstable”.

Needle Valves Misfire can occur in the precombustion chamber if the air/fuel mixture is too lean. If a cylinder is misfiring, the other cylinders can be overloaded. Overloading will cause the other cylinders to detonate. Determine whether the adjustment of the needle valves is correct. If the needle valves require adjustment, fully close all of the needle valves. Then open all of the needle valves for four full turns. Operate the engine and use an emissions analyzer to obtain the correct level of exhaust emissions. Note: The recommended minimum position of the needle valve should not be less than two turns open.

Check the Inlet Air Temperature High inlet air temperature can cause detonation. Check the inlet air temperature. Check for an event code for the inlet air temperature. If an event code for the inlet air temperature is active, refer to Troubleshooting, “Inlet Air Temperature Is High”.

78 Troubleshooting Section

RENR5910-06

Air/Fuel Ratio

Check the Detonation Sensors

An air/fuel mixture that is too rich will cause detonation. A change in the fuel energy content will change the air/fuel ratio. Obtain a fuel analysis. Enter the data into Caterpillar Software Program, LEKQ6378, “Methane Number Program”. Use Cat ET to program the correct LHV and specific gravity of the fuel into the ECM.

A problem with a detonation sensor or the electrical circuit can cause false indications of detonation. Troubleshoot the detonation sensors. Refer to Troubleshooting, “Detonation Test”.

The fuel supply pressure must be adequate and stable. Make sure that the electrohydraulic actuator for the fuel is operating correctly. Verify that the exhaust emissions are correct.

Coolant in a Cylinder Under some circumstances, detonation can occur if a solution of water and glycol leaks into a precombustion chamber and the coolant is burned. If a water/glycol solution is used, monitor the cylinder exhaust port temperature. If the temperature is higher than the average, inspect the cylinder for evidence of coolant leaks in the precombustion chamber. Note: Significant leaking of any type of coolant will cause the cylinder to misfire.

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

High BTU Fuel Gas Supply The value of the fuel BTU may have changed due to customer activities. Obtain a current fuel analysis. If the BTU of the fuel has changed significantly, use an exhaust analyzer to tune the engine.

Mechanical Problem The detonation detection system is designed to provide detonation control for selected cylinders. However, the system is also capable of detecting other unusual structural vibrations. The system can detect both detonation events and irregular mechanical events. If a root cause of the detonation is not found, proceed with investigating the mechanical system. Look for loose fasteners, discoloration that is due to overheating, and any indication of mechanical impact. Remove the crankcase side covers, the camshaft covers, and the valve covers. Check the valve lash. Look for the following types of problems before the problems can cause a more serious situation: maladjusted valve lash, spalling of the cams, broken connecting rod bolts, and other mechanical issues. i02905354

Use a borescope to inspect the cylinders. Look for the following conditions:

Electrohydraulic System Oil Pressure Is Low

• Deposits on the valve seats

SMCS Code: 1300-035

• Deposits on the valve faces

Use this procedure if one of the following event codes is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for these codes.

• Deposits on the cylinder walls that are above the upper limit of the piston stroke

• Signs of internal leaks Signs of internal leaks include excessive consumption of engine oil, blue smoke, and excessive detonation. If excessive deposits and/or signs of internal leaks are found, investigate the cause of the condition. Make repairs, as needed.

RENR5910-06

79 Troubleshooting Section

Table 26

Event Code Description

E266(3) Low Hydrax Oil Pressure

Conditions which Activate the Code

System Response

The crank terminate relay has been energized for at least 30 seconds. The pressure switch for the electrohydraulic actuator system opens for more than one second. This indicates no oil pressure to the system.

The fuel is shut off. The shutdown output is activated. The code is logged.

Probable Causes • Incorrect setting of the pressure relief valve • Stuck pressure relief valve • Insufficient oil pressure • Open electrical circuit for the hydraulic oil pressure switch

Recommended Actions Setting of the Pressure Relief Valve Check the setting of the pressure relief valve. For instructions, refer to Systems Operation/Testing and Adjusting, “Engine Governing - Adjust”. Adjust the pressure relief valve, if necessary.

Check the Pressure Relief Valve If the pressure relief valve is dirty, the valve can become stuck. If the pressure relief valve is stuck in the open position, the hydraulic oil pressure will be too low. If you suspect that the pressure relief valve is stuck, disassemble the valve and clean the parts. Check the relief valve that is located on the hydraulic pump for leakage and/or adjustment. Replace parts, if necessary.

Low Hydraulic Oil Pressure Check the hydraulic oil level. Observe the oil level in the sight gauge on the tank. If necessary, pour oil into the tank until the oil level is between the “ADD” and “FULL” marks on the sight gauge.

The hydraulic oil pressure switch must remain closed during engine operation. Use a gauge to check the oil pressure of the electrohydraulic system at the outlet for the hydraulic pump while the engine is cranking. Check the pressure while the engine is at normal operating temperature, when possible. Compare the pressure to the pressure that is described in Systems Operation/Testing and Adjusting, “Engine Governing - Adjust”. If the pressure is too low, inspect the electrohydraulic system for leaks. Inspect the hydraulic pump. Make repairs, as needed.

Open Electrical Circuit Open Circuit in the Hydraulic Oil Pressure Switch Check for proper operation of the hydraulic oil pressure switch. Disconnect the engine harness from the switch. Apply a known pressure to the electrohydraulic system. While you apply the pressure, use a ohmmeter between terminals “A” and “B” on the switch. Observe the status of the switch's contact. If the switch does not function properly, replace the switch. Open Circuit in the Harness for the Hydraulic Oil Pressure Switch Use the following procedure to check the harness. Do not operate the engine during this procedure. 1. Turn the engine control switch to the STOP position. 2. Disconnect the harness connector from the pressure switch. Use Cat ET to observe the “Hydrax Pressure Switch Status”. The status of the switch should be “Open”. 3. Attach a jumper wire between terminals “A” and “B” on the harness connector. 4. Use Cat ET to observe the “Hydrax Pressure Switch Status”. The status of the switch should be “Closed”. 5. Continue to observe the “Hydrax Pressure Switch Status”. Wiggle the harness from the harness connector to the ECM. The status of the switch should still be “Closed”. If the “Hydrax Pressure Switch Status” momentarily changes to “Open”, the harness has an intermittent circuit.

80 Troubleshooting Section

RENR5910-06

If there is an intermittent circuit, locate the problem. Make repairs to the harness, when possible. After the harness is repaired, remove the jumper wire from the 3-pin connector. Reconnect the connector. If the harness cannot be repaired, replace the harness. i02905361

• Incorrect starting position for the air choke • Inlet air restriction • Problem with the air/fuel mixture • Problem with the gas shutoff valve • Electrical connectors or power supply

Engine Cranks but Does Not Start

• No signal from the engine speed/timing sensor

SMCS Code: 1000-035; 1450-035

Recommended Actions

Use this procedure if the following event code is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for this code. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip point for this code.

Event Code Conditions which Generate this Code

E498(3) Fuel Pressure Present During Initial Cranking

The engine is cranking and the pressure switch for the prelube is closed. The Electronic Control Module (ECM) has energized the Gas Shutoff Valve (GSOV) but the ECM has not energized the fuel actuator's solenoid. The air/fuel pressure module detects a differential pressure for fuel to air of at least 0.5 kPa (0.073 psi).

Air/Fuel Pressure Module Perform a calibration procedure on the Air/Fuel pressure module. Refer to Troubleshooting, “Air/Fuel Pressure Module - Calibrate”.

Fuel Pressure is Present During Initial Cranking

Table 27

Description

• Ignition system

System Response The shutdown output is activated. The code is logged.

If fuel pressure is present before the fuel command, the engine will not start. If an unexpected shutdown or a fast shutdown occurred, the fuel actuator may have remained open. If service was performed on the actuator, the actuator may have remained open. Before you crank the engine again, make sure that the actuator is closed. Inspect the fuel actuator and the actuator's linkage. Inspect the rod ends for damage and/or for wear. Make sure that the components are fastened securely. Make corrections, if necessary. Make sure that the linkage is adjusted according to the engine's Specifications, “Fuel Control”. The fuel actuator may be stuck. Make sure that the actuator can move smoothly. Inspect the actuator according to Operation and Maintenance Manual, “Electrohydraulic Actuator - Inspect”. Recondition the actuator, if necessary.

Slow Cranking

Probable Causes • Fuel pressure is present during initial cranking.

The cranking speed must be sufficient for engine start-up. Inspect the starting system. Make sure that the air supply has sufficient pressure. If the starting motor is suspect, refer to Troubleshooting, “Air Starting Motor Problem”.

• Slow cranking

Note: The target minimum cranking speed is 80 rpm.

• Air/Fuel pressure module

• Cold engine • Excessive load

RENR5910-06

Cold Engine If the engine is too cold, the engine may not start. Refer to Application and Installation, LEKQ7249, “Ambient Considerations”.

Excessive Load Make sure that the load is not excessive. Reduce the load. If necessary, disengage the driven equipment and test the engine.

Air Choke The air choke is maintained at a fixed position during start-up. If the air choke is closed too far, there may be insufficient air for combustion. If the air choke is opened too far, the air/fuel mixture may be too lean for combustion. Make sure that the programmable “Engine Start Choke Position” is correct. Refer to Systems Operation/Testing and Adjusting, “Electronic Control System Parameters”.

Inlet Air Restriction

81 Troubleshooting Section

Check the needle valves for the precombustion chambers. If the needle valves are closed, no fuel is supplied to the precombustion chamber. If the needle valves are open too far, the air/fuel mixture will be too rich for combustion. If the adjustment of the needle valves is suspect, fully close all of the valves. Open the needle valves for four full turns. Adjust the needle valves according to Systems Operation/Testing and Adjusting, “BTU and Precombustion Chamber Adjustments”. Check the position of the air choke's plate. The orientation of the plate is represented by the groove on the end of the shaft for the choke plate. The air choke is opened for start-up. If the air choke is closed, the air/fuel mixture will be too rich for combustion. If the air choke is open too far, the air/fuel mixture will be too lean. Make sure that the programmable starting position for the air choke is correct. During cranking, the fuel actuator begins to open at approximately 50 rpm. The actuator opens for approximately 5 to 10 percent of the full travel. If the actuator opens for more than 30 percent, the fuel pressure is probably too low.

The air filter elements may be plugged. For optimum operation, replace the air filter elements when the inlet air restriction reaches 2.5 kPa (10 inches of H2O). The maximum allowable inlet air restriction is 3.75 kPa (15 inches of H2O).

Make sure that the actuator and the linkage are operating properly. For information on maintaining the actuator, refer to the Operation and Maintenance Manual, “Electrohydraulic Actuator - Inspect”. For information on troubleshooting the actuator, refer to Troubleshooting, “Fuel Actuator - Test”.

If the inlet air restriction is excessive, determine the cause of the restriction and correct the condition.

Gas Shutoff Valve

Air/Fuel Mixture The following conditions can cause the engine to malfunction:

• Low fuel pressure • High fuel pressure • Poor fuel quality • Incorrect air/fuel ratio Make sure that fuel is supplied at a sufficient pressure that is stable. Make sure that the size of the fuel line is sufficient. Inspect the fuel system for leaks. Inspect the fuel filter, the gas pressure regulator, the gas shutoff valve, and the gas shutoff valve's solenoid. When possible, interview the operator in order to determine if fuel quality is in question. Try to determine if the source of the fuel was changed.

During cranking, measure the pressure in the fuel manifold. The gas pressure must be 1 to 10 kPa (0.15 to 1.5 psi). If the pressure is zero, the gas shutoff valve may not be operating properly. Refer to the Operation and Maintenance Manual, “Gas Shutoff Valve - Inspect”.

Electrical Connectors or Power Supply There may be an intermittent interruption of power. Check the wiring harnesses and the connectors. Inspect the connectors in the terminal box. Inspect the battery connections and the ground. Inspect the wiring from the battery to the Electronic control Module (ECM). Inspect the wires and the power relay. Check the power and ground connections. Refer to Troubleshooting, “Electrical Power Supply - Test”. Make sure that the run relay is activated. Refer to Troubleshooting, “Indicator Lamp - Test”.

82 Troubleshooting Section

RENR5910-06

Engine Speed/Timing Sensor

Cylinder Head and Related Components

Make sure that the engine speed/timing sensor and the timing wheel are installed correctly. If the engine speed/timing sensor is suspect, refer to Troubleshooting, “Speed/Timing - Test”.

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

Ignition System Under certain conditions, condensation forms on the spark plugs after the engine is shut down. The condensation can prevent the engine from restarting. Maintain the spark plug according to Operation and Maintenance Manual, “Ignition System Spark Plugs Check - Adjust”. Inspect the ignition transformers for loose connections, for moisture, for short circuits, and for open circuits. Inspect the primary wiring and the secondary electrical connections. For information on troubleshooting the ignition system, refer to Troubleshooting, “Ignition Primary - Test” and Troubleshooting, “Ignition Secondary - Test”. Make sure that the correct transformers and spark plugs are installed. Inspect the extenders for signs or pin holes and arcing. i02905364

Engine Has Mechanical Noise (Knock) SMCS Code: 1000-035

Probable Causes • Driven equipment • Cylinder head and related components • Connecting rod bearing • Gear train • Crankshaft and related components • Piston • Detonation

Recommended Actions Driven Equipment Inspect the alignment and the balance of the driven equipment. Inspect the coupling. If necessary, disconnect the driven equipment and test the engine.

Connecting Rod Bearing Inspect the connecting rod bearings and the crankshaft's bearing surfaces. Inspect the engine oil filters for debris from the bearings. Install new parts, if necessary.

Gear Train Inspect the condition of the gear train. Inspect the engine oil filters for nonferrous material. Flaking of nonferrous material could indicate worn gear train bearings.

Crankshaft Inspect the crankshaft and the related components. Inspect the main bearings and the bearing surfaces on the crankshaft. Make sure that the bearings are in the correct position. Look for worn thrust plates and wear on the crankshaft. Check the bolts of the counterweights. Refer to Specifications, “Crankshaft”.

Piston Make sure that the piston pin is correctly installed. The retaining rings must be secure. Inspect the condition of the pistons according to Guidelines for Reusable Parts and Salvage Operations.

Detonation Check the control panel's display for the occurrence of detonation. Refer to Troubleshooting, “Detonation Occurrence”.

RENR5910-06

83 Troubleshooting Section

i02905374

Engine Misfires, Runs Rough or Is Unstable SMCS Code: 1000-035 Use this procedure if one of the following event codes is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for these codes. Table 28

Diagnostic Codes Table Description

Conditions which Activate the Code

System Response

E200(1) Continuous Cylinder Misfire

The engine is operating in the mode for combustion feedback. At least 50 percent of the cylinders have continuous misfire. The cylinder has an active “Exhaust Port Temp Deviating Low” event. The Integrated Combustion Sensing Module (ICSM) has not received a signal from the cylinder's combustion sensor for 40 minutes.

The shutdown output is activated. The code is logged.

The engine is operating in the mode for combustion feedback or in the prechamber calibration mode. The ICSM has not received 20 percent of the signals from the cylinder's combustion sensor during a four minute period.

The alarm output is activated. The code is logged. The engine will run rough.

E201(1) Cylinder #1 Intermittent Misfire E202(1) Cylinder #2 Intermittent Misfire E203(1) Cylinder #3 Intermittent Misfire E204(1) Cylinder #4 Intermittent Misfire

(Table 28, contd)

Diagnostic Codes Table Description

Conditions which Activate the Code

System Response

E205(1) Cylinder #5 Intermittent Misfire

The engine is operating in the mode for combustion feedback or in the prechamber calibration mode. The ICSM has not received 20 percent of the signals from the cylinder's combustion sensor during a four minute period.

The alarm output is activated. The code is logged. The engine will run rough.

The engine is operating in the mode for combustion feedback or in the prechamber calibration mode. The ICSM has not received 20 percent of the signals from the cylinder's combustion sensor during a four minute period.

The alarm output is activated. The code is logged. The engine will run rough.

The engine is operating in the mode for combustion feedback or in the prechamber calibration mode. The ICSM has not received 20 percent of the signals from the cylinder's combustion sensor during a four minute period.

The alarm output is activated. The code is logged. The engine will run rough.

E206(1) Cylinder #6 Intermittent Misfire E207(1) Cylinder #7 Intermittent Misfire E208(1) Cylinder #8 Intermittent Misfire

E209(1) Cylinder #9 Intermittent Misfire E210(1) Cylinder #10 Intermittent Misfire E211(1) Cylinder #11 Intermittent Misfire E212(1) Cylinder #12 Intermittent Misfire

E213(1) Cylinder #13 Intermittent Misfire E214(1) Cylinder #14 Intermittent Misfire E215(1) Cylinder #15 Intermittent Misfire E216(1) Cylinder #16 Intermittent Misfire

Table 29

Diagnostic Codes Table Description

(continued)

Conditions which Generate this Code

System Response (continued)

84 Troubleshooting Section

RENR5910-06

(Table 29, contd)

(Table 29, contd)

Diagnostic Codes Table

Diagnostic Codes Table

Description

Conditions which Generate this Code

System Response

Description

Conditions which Generate this Code

System Response

E601(1) Cylinder #1 Continuous Misfire

The engine is operating in the mode for combustion feedback. There is an active event for the low temperature deviation of the cylinder's exhaust port. The ICSM has not received a signal from the cylinder's combustion sensor for 40 consecutive potential firing cycles.

The alarm output is activated. The code is logged. The engine will run rough.

E613(1) Cylinder #13 Continuous Misfire

The engine is operating in the mode for combustion feedback. There is an active event for the low temperature deviation of the cylinder's exhaust port. The ICSM has not received a signal from the cylinder's combustion sensor for 40 consecutive potential firing cycles.

The alarm output is activated. The code is logged. The engine will run rough.

The engine is operating in the mode for combustion feedback. There is an active event for the low temperature deviation of the cylinder's exhaust port. The ICSM has not received a signal from the cylinder's combustion sensor for 40 consecutive potential firing cycles.

The alarm output is activated. The code is logged. The engine will run rough.

The engine is operating in the mode for combustion feedback. There is an active event for the low temperature deviation of the cylinder's exhaust port. The ICSM has not received a signal from the cylinder's combustion sensor for 40 consecutive potential firing cycles.

The alarm output is activated. The code is logged. The engine will run rough.

E602(1) Cylinder #2 Continuous Misfire E603(1) Cylinder #3 Continuous Misfire E604(1) Cylinder #4 Continuous Misfire

E605(1) Cylinder #5 Continuous Misfire E606(1) Cylinder #6 Continuous Misfire E607(1) Cylinder #7 Continuous Misfire E608(1) Cylinder #8 Continuous Misfire

E609(1) Cylinder #9 Continuous Misfire E610(1) Cylinder #10 Continuous Misfire E611(1) Cylinder #11 Continuous Misfire E612(1) Cylinder #12 Continuous Misfire

E614(1) Cylinder #14 Continuous Misfire E615(1) Cylinder #5 Continuous Misfire E616(1) Cylinder #16 Continuous Misfire

Probable Causes • Cold cylinder • Spark plug • Check valve • Incorrect maximum position for the air choke • Incorrect air/fuel ratio • Needle valve • Spark plug's extension • Ignition transformer • Air/fuel pressure module • Gas admission valve • Precombustion chamber • Fuel supply lines for the precombustion chamber • Valve lash • Cylinder head and related components • Incorrect electrical connection or power supply • Incorrect connections to the Integrated Combustion Sensing Module (ICSM)

(continued)

• Air inlet restriction

RENR5910-06

85 Troubleshooting Section

• Problem with the electrohydraulic system

Air Choke

• Driven equipment

If the air choke opens fully at no load or at a low load, the air choke cannot provide a further increase in the inlet manifold air pressure. The wastegate will begin to control the inlet manifold air pressure. The result is an excessive flow of fuel and a period of misfire.

• Coolant leak into the precombustion chamber or cylinder

Recommended Actions Note: If the symptom only occurs under certain operating conditions (high idle, full load, engine operating temperature, etc), test the engine under the conditions. Troubleshooting the symptom under other conditions can give misleading results.

Cold Cylinder Before you can determine the cause of the cold cylinder, use the display on the control panel in order to locate the cold cylinder. You can view the actual combustion burn times and the exhaust port temperatures of the cylinders. For detailed information on detection of misfire and false misfire, refer to Systems Operation/Testing and Adjusting, “BTU and Precombustion Chamber Adjustments”.

Spark Plug Under certain conditions, condensation forms on the spark plugs after the engine is shut down. The condensation can cause misfire. A spark plug may require service. Maintain the spark plug according to Operation and Maintenance Manual, “Ignition System Spark Plug - Check/Adjust”.

Check Valve Passages for the fuel to the precombustion chamber's check valve may be blocked by contaminants in the air/fuel mixture. Make sure that the passages are clean. Make sure that the air and the fuel are properly filtered. Combustion may have leaked past the check valve's gasket. During operation, check the temperature of the supply tube for the needle valve. If the temperature of the supply tube is higher than the average, combustion is probably leaking into the cylinder head. Remove the check valve and inspect the check valve for evidence of combustion on the outside of the check valve's body. The check valve may be stuck. The check valve must move freely in order to allow fuel to enter the precombustion chamber. Clean the check valve with a nonflammable solvent that will not leave residue. Replace the check valve, if necessary.

If the air choke is closed too far, the air/fuel ratio to the engine will be rich. Misfires can occur at no load or at a low load. Make sure that the programmable “Maximum Choke Position” is correct. Refer to Systems Operation/Testing and Adjusting, “Electronic Control System Parameters”.

Air/Fuel Ratio Operate the engine with a different air/fuel mixture in order to determine if the misfiring is affected by the air/fuel ratio. To change the air/fuel ratio, operate the engine in the prechamber calibration mode. Use Cat ET to change the setting of the fuel's BTU. If the rate of misfiring changes, use an emissions analyzer and tune the engine according to Systems Operation/Testing and Adjusting, “BTU and Precombustion Chamber Adjustments”.

Needle Valve Check the needle valves for the precombustion chambers. If the needle valves are closed, no fuel is supplied to the precombustion chamber. If the needle valves are open too far, the air/fuel mixture will be too rich for combustion. If the adjustment of the needle valves is suspect, fully close all of the needle valves. Open the needle valves for four full turns. Adjust the needle valves according to Systems Operation/Testing and Adjusting, “BTU and Precombustion Chamber Adjustments”. Note: The recommended minimum position of the needle valve should not be less than two turns open. If adjustment of a needle valve does not affect operation, the needle valve may be faulty. Replace the needle valve. Make sure that the fuel lines for the needle valves are not clogged. Note: If the needle valve moves freely, the position of the needle valve may change during engine operation due to vibration. If this condition exists, replace the needle valve. If the needle valve replacement and subsequent adjustment does not change the burn time, inspect the precombustion chamber tip for nozzle erosion.

86 Troubleshooting Section

RENR5910-06

Spark Plug Extension

Valve Lash

Inspect the outside of the extension for oil and moisture. Look for holes that are burned through the extension's insulator. Inspect the extension's terminals for corrosion.

Check the valve lash. Refer to Systems Operation/Testing and Adjusting, “Engine Timing Procedures”.

Ignition Transformer Inspect the ignition transformers for loose connections, moisture, short circuits, and open circuits. Inspect the primary wiring and the secondary electrical connections. For information on troubleshooting the ignition system, refer to Troubleshooting, “Ignition Primary - Test” and Troubleshooting, “Ignition Secondary - Test”.

Gas Admission Valve Check the gas admission valve lash. Refer to Systems Operation/Testing and Adjusting, “Engine Timing Procedures”.

Precombustion Chamber Inspect the precombustion chamber. For instructions on removal and installation, refer to Disassembly and Assembly, “Prechamber Check Valve - Remove and Install”. The precombustion chamber's gasket and/or the ignition body's seals may have allowed coolant to enter the precombustion chamber. Inspect the spark plug and the precombustion chamber for evidence of coolant and residue of liquid crystalline material. If the gasket and/or the seals have leaked, clean the sealing surfaces and install a new gasket and seals. Also check for coolant leaks at the bottom of the cylinder head. Remove the combustion sensor and use a borescope to view the hole for the spark plug in the precombustion chamber. For a two-piece ignition body / precombustion chamber, the locating pins may be broken. This would allow the precombustion chamber to move and the hole for the spark plug could be misaligned. If this is the case, remove the ignition body and the precombustion chamber in order to make the necessary repairs.

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

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

Electrical Connection or Power Supply There may be an intermittent interruption of power. Check the wiring harnesses and the connectors. Inspect the connectors in the terminal box. Inspect the battery connections and the ground. Inspect the wiring from the battery to the Electronic Control Module (ECM). Inspect the wires and the power relay. Check the power and ground connections. Refer to Troubleshooting, “Electrical Power Supply - Test”.

Incorrect Connections to the ICSM If the wiring from the combustion sensors to the ICSM is not connected correctly, false misfire can be indicated. The exhaust temperatures will be normal but the combustion burn times can be excessive because the ICSM is not monitoring the correct firing order. Make sure that the wiring from the cylinders to the ICSM is correct.

Air Inlet Restriction The maximum allowable air inlet restriction is 3.75 kPa (15 inches of H2O). If the indication is higher than the maximum permissible restriction, clean the filter element or install a new filter element. Check the restriction again. If the restriction remains too high, inspect the air inlet piping for obstructions.

Electrohydraulic System Make sure that the hydraulic oil is not contaminated. Make sure that the electrohydraulic actuators are operating properly. During operation at a load that is less than 40 percent, observe the operation of the air choke actuator. During operation at a load that is greater than 40 percent, observe the operation of the wastegate actuator.

RENR5910-06

87 Troubleshooting Section

The governor gain may require adjustment. Refer to Systems Operation/Testing and Adjusting, “Governor Adjustment Procedure”.

Probable Causes

If a solenoid for an actuator is suspect, switch the solenoid for another solenoid that is known to be good. Obtain a new solenoid, if necessary.

• The programmed crank cycle time is insufficient.

Make sure that the linkage moves freely. If any rod ends are worn, replace the rod ends.

• There is a problem with the relay for the starting

If an actuator is suspect, inspect the actuator according to Operation and Maintenance Manual, “Electrohydraulic Actuator - Inspect”.

• The ignition system is not functioning.

• Excessive load

• The gas supply to the engine is insufficient. motor's solenoid.

• The quality of the gas does not match the “Fuel Quality” parameter.

Driven Equipment

• Cold engine

Make sure that the load is not excessive. Reduce the load. If necessary, disengage the driven equipment and test the engine. Variation of the load can cause instability. Make sure that the signal for the engine speed is not corrupted.

Coolant leak into Precombustion Chamber or Cylinder Leakage of the coolant mixture into the precombustion chamber or the cylinder can cause misfire. Use a borescope in order to check for evidence of leakage in the precombustion chamber or in the cylinder. Make necessary repairs. See the section on the precombustion chamber. i02905639

Engine Overcrank Occurrence SMCS Code: 1450-035; 1900-035 Use this procedure if the following event code is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip point for this code. Table 30

Event Code Description

E225(3) Engine Overcrank

Conditions which Activate the Code

System Response

The engine did not start within the programmed parameters for engine starting.

The fuel is shut off. Engine cranking is prevented. The code is logged.

Recommended Actions Excessive Load Make sure that the load is not excessive. Reduce the load. If necessary, disengage the driven equipment and test the engine.

Crank Cycle Note: A maximum of one crank cycle per overcrank is recommended. Make sure that the engine can be cranked for a sufficient amount of time. Use Cat ET to check the “Cycle Crank Time” and the “Overcrank Time” parameters. Remember that the purge cycle is part of the total crank cycle. Reprogram the parameters, if necessary. For instructions, refer to Systems Operation/Testing and Adjusting, “Electronic Control System Parameters”.

Check the Gas Supply to the Engine Check for low gas pressure. If the gas pressure is low, refer to Troubleshooting, “Fuel Pressure Problem”. If the gas shutoff valve is closed, refer to Operation and Maintenance Manual, “Gas Shutoff Valve Inspect”. Check the customer's gas shutoff valves for proper operation.

Check the Status of the Relay for the Starting Motor's Solenoid Attempt to start the engine while you observe the status of the relay for the starting motor's solenoid on the control panel's display.

88 Troubleshooting Section

If the status of the relay for the starting motor's solenoid indicates that the engine should crank but no cranking occurs, troubleshoot the starting circuit. Refer to Troubleshooting, “Starting - Test”. If the engine should crank and cranking occurs, check the engine rpm.

Check the Engine RPM The Electronic Control Module (ECM) must detect a minimum of 50 rpm before the gas and the ignition are supplied to the engine. Monitor the engine speed while you crank the engine. The minimum recommended cranking speed is 80 rpm. The maximum recommended cranking speed is 150 rpm.

Ignition System

RENR5910-06

i02905656

Engine Overloads SMCS Code: 1000-035; 1900-035 Use this procedure in order to troubleshoot an engine overload. Use this procedure if the following event code is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for this code. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for this code. Table 31

Event Code Description

E242(2) Engine Overload

Check for active diagnostic codes that relate to the ignition system. If there is at least one active diagnostic code that relates to the ignition system, troubleshoot the diagnostic code.

Check the Fuel Quality Compare the Low Heat Value (LHV) of the gas supply to the “Fuel Quality” parameter that is programmed by the customer into the ECM. The ECM uses the setting for start-up and for air/fuel ratio control at low loads. If the LHV of the fuel does not match the “Fuel Quality” parameter that is programmed into the ECM, program the ECM with the correct setting for the “Fuel Quality” parameter. If the LHV of the fuel does not match, use an emissions analyzer and tune the engine according to Systems Operation/Testing and Adjusting, “BTU and Precombustion Chamber Adjustments”.

Cold Engine Jacket water heaters are recommended for temperatures below 21° C (70° F) or in extremely humid conditions. Lube oil heaters are recommended for temperatures below 10° C (50° F).

Conditions which Activate the Code

System Response

The calculation by the Electronic Control Module (ECM) for the engine load is greater than 110 percent of the rated load.

The alarm output is activated. The code is logged. The engine power is reduced.

Probable Causes • Driven equipment • Misfire • The LHV of the gas or the specific gravity of the

gas is significantly different from the value that is programmed.

Recommended Actions Driven Equipment Make sure that the load is not excessive. Reduce the load.

Misfire A cold cylinder will cause the other cylinders to overload. Refer to Troubleshooting, “Engine Misfires, Runs Rough or Is Unstable”.

RENR5910-06

89 Troubleshooting Section

Obtain a Fuel Analysis and Program the Fuel Energy Content Obtain an analysis of the gas in order to determine the LHV. Program the correct LHV for the “Fuel Quality” configuration parameter. Use an emissions analyzer and tune the engine according to Systems Operation/Testing and Adjusting, “BTU and Precombustion Chamber Adjustments”. If the quality of the gas is not consistent, obtain several analyses over a period of time. Program the “Fuel Quality” configuration parameter to the average value of the LHV. i02905660

Engine Overspeeds SMCS Code: 1915-035 Use this procedure in order to troubleshoot an engine overspeed. Use this procedure if the following event code is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip point for this code. Table 32

Event Code Description

E004(3) Engine Overspeed Shutdown

Conditions which Activate the Code

System Response

The engine rpm has exceeded the trip point that is programmed into the Electronic Control Module (ECM) and the delay time has expired. The ECM has determined that the detected speed is accurate.

The gas shutoff valve and the ignition are shut off. The shutdown output is activated. The code is logged.

Probable Causes • Slow governor response • Low trip point for engine overspeed • Binding of the electrohydraulic actuator for the fuel • Energy of the driven equipment

Recommended Actions Check for Slow Governor Response If an engine overspeed occurs during start-up or when the load is reduced, the governor response may be slow. Observe the “Speed Governor Adjustment” screen on Cat ET. Look for the engine response to the worst cases for step-loading and unloading. Use the “Throttle Bump” feature of Cat ET in order to disturb the steady state engine operation. If the undershoot or the overshoot of the engine speed is excessive, adjust the governor's gain. Refer to Systems Operation/Testing and Adjusting, “Electronic Control System Parameters”. Note: The “Throttle Bump” feature should be used with caution. The reaction of the governor may be very erratic. This may cause an undesirable response that may result in an engine shutdown.

Check the Trip Point Note: Do not program the trip point for engine overspeed higher than the maximum ratings of the driven equipment. The trip point or engine overspeed may be too low. Verify that the trip point for the engine overspeed is properly programmed. This parameter requires a factory password in order to change the trip point. Change the trip point to an acceptable speed.

Check for Binding of the Electrohydraulic Actuator Slide the electrohydraulic actuator's rod in and out while you feel the motion. If the motion is sticky and/or rough, investigate the cause of the binding. Make the necessary repairs. Refer to Operation and Maintenance Manual, “Electrohydraulic Actuator Recondition”.

Check the Driven Equipment Determine if the driven equipment has additional inputs of energy that could drive the engine beyond the rated rpm. Make corrections to the installation in order to prevent the overspeed from recurring.

90 Troubleshooting Section

RENR5910-06

i02905700

excessive.

Engine Shutdown Is Intermittent

• The battery power to the Electronic Control Module (ECM) is lost.

SMCS Code: 1900-035

• High starting load

Use this procedure if the following event code is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for this code. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for this code. Table 33

Event Code Description

E268(3) Unexpected Engine Shutdown

Conditions which Activate the Code The crank terminate relay is set and the engine is running. The engine rpm is less than the programmed speed of the postlube cycle for 200 ms.

• The delay time for the driven equipment is

System Response The fuel is shut off. The shutdown output is activated. The code is logged.

Recommended Actions Check for Active Diagnostic or Event Codes Connect Cat ET and check for any active diagnostic or event codes. Repair any active diagnostic or event codes. Refer to Troubleshooting, “Diagnostic Trouble Codes” for a list of diagnostic codes and the applicable troubleshooting procedure to repair the code. Refer to Troubleshooting, “Event Codes” for a list of event codes and the applicable troubleshooting procedure to repair the code. If a problem is detected with any of the circuits for the following components the engine will be shutdown.

• GSOV • ECS • Relay for the prelube

Probable Causes

• Prelubrication pressure switch

• There is a problem with the Gas Shutoff Valve

• “Crank Terminate” relay

(GSOV).

• Incorrect input(s) to the Engine Control Switch (ECS)

• There is a problem with the relay for the prelube. • There is a problem with the switch for the prelube. • There is a problem with the “Crank Terminate” relay.

• There is a problem with the relay for the starting motor.

• A shutdown has been requested by the driven equipment.

• There is a problem with the “Run” relay. • The “Crank Terminate Speed” is incorrectly programmed.

• The “Cycle Crank Time” is incorrectly programmed. • The “Engine Overcrank Time” is incorrectly programmed.

• Relay for the starting motor • A shutdown has been requested by the driven equipment.

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

RENR5910-06

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

Check the “Engine Overcrank Time” The “Engine Overcrank Time” is a parameter that can be configured. This parameter determines the length of time for the crank cycle. If the engine does not start within the programmed “Engine Overcrank time”, the attempt to start is terminated. If the “Cycle Crank Time” is insufficient, the “Engine Overcrank Time” can elapse before the engine is able to start. Use Cat ET to check the “Engine Overcrank Time”. Use Cat ET to increase the “Engine Overcrank Time”, if necessary.

Check the “Driven Equipment Delay Time” The “Driven Equipment Delay Time” is a parameter that can be configured. The ECM provides a switch input for the driven equipment in order to delay engine start-up until the driven equipment is ready. The ECM will not attempt to start the engine until the switch input for the driven equipment closes to ground and the prelubrication (if equipped) is complete. An event code is generated if the “Driven Equipment Delay Time” elapses without closure of the switch input. To disable this feature, program the delay time to zero. If the programmed delay time is too long, the engine may not start. Use Cat ET to check the “Driven Equipment Delay Time”. Use Cat ET to program the delay time to a reasonable amount of time.

91 Troubleshooting Section

3. Inspect the ECM and the terminal box for proper installation of the connectors. 4. Check the circuit breaker for the ECM in the terminal box.

High Starting Load If the engine has a high load at start-up, this fault may occur. This is especially true if the engine is not warm. i02905688

Engine Shutdown Occurrence SMCS Code: 1900-035 Use this procedure if one of the following event codes is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for these codes. Table 34

Event Code Description

Conditions which Activate the Code

System Response

E264(3) Emergency Stop Activated

The “Emergency Stop” button is pressed.

The Electronic Control Module (ECM) commands the gas shutoff valve to close and the ECM terminates the ignition. The shutdown output is activated. The code is logged.

E269(3) Customer Shutdown Requested

The engine is either cranking or running. The input for the stop is set for 200 ms.

The fuel is shut off. The shutdown output is activated. The code is logged.

Probable Causes • The “Emergency Stop” button is pressed. • The customer's stop switch is pressed.

Battery Power to the ECM

• The circuit for the emergency stop or the

1. Refer to Troubleshooting, “Electrical Power Supply - Test”.

• Either switch is activated by excessive vibration.

2. Inspect the ground strap and the battery for connections that are loose and/or corroded.

customer's stop switch is faulty.

92 Troubleshooting Section

RENR5910-06

Recommended Actions

Table 35

Emergency Stop Shutdown or Customer Shutdown Ask the operator if the stop was intentional. Make sure that the reason for the stop has been corrected. Reset the control system. Resume normal operation.

Event Code Description

Conditions which Activate the Code

System Response

E226(3) Driven Equipment Not Ready

The engine is ready to start. However, the Electronic Control Module (ECM) has received a signal which indicates that the driven equipment is not ready for the engine to start.

The shutdown output is activated. Engine cranking is prevented. The code is logged.

E270(3) Driven Equipment Shutdown Requested

The crank terminate relay is set and the engine is running. The input requests a shutdown for 200 ms.

The fuel is shut off. The shutdown output is activated. The code is logged.

If the stop was accidental, reset the control system. Resume normal operation.

Check the Circuit for the Stop Switches Note: The circuit for the customer's stop switch and the circuit for the emergency stop switch must remain closed in order for the engine to run. The normal stop is not the customer's stop switch. Inspect the wiring between the switches and the connector of the ECM. Look for damage and/or for corrosion. Refer to Troubleshooting, “Electrical Connectors - Inspect”. Troubleshoot the engine control switch according to Troubleshooting, “Electrical Power Supply - Test”.

Inspect the Stop Switches Inspect the stop switches for evidence of damage that has been caused by vibration. Disassemble the switches. Inspect the components for looseness, cracks, and abrasion. Use an ohmmeter and toggle the switches in order to check for proper electrical operation.

Probable Causes • The ECM has received a “Start Inhibit” or a “Shutdown” signal.

• The circuit for the signal is faulty.

Recommended Actions Check the Driven Equipment

Replace any faulty components. i02905827

Engine Shutdown or Start Inhibit Initiated by Driven Equipment SMCS Code: 1900-035 Use this procedure if one of the following event codes is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for these codes.

Determine whether the driven equipment has generated a “Start Inhibit” or “Shutdown” request. Determine the cause for the request. Service the driven equipment according to the recommendations of the OEM of the equipment.

Check the Circuit for the Input The circuit for the input is routed to the ECM via one of the customer connectors in the terminal box. Either the 70-pin connector (J3) or the 47-pin connector (J4) can be used. Refer to the engine's electrical Schematic. Check the wiring between the driven equipment and the ECM for damage and/or corrosion. Refer to Troubleshooting, “Electrical Connectors - Inspect”. Repair the wiring, as needed. Check the resistance of the circuit. The correct resistance of the circuit is 5 Ohms or less. If the resistance is greater than 5 Ohms, locate the source of the excessive resistance. Make repairs, as needed.

RENR5910-06

93 Troubleshooting Section

i02906046

Engine Stalls Immediately After Starting SMCS Code: 1000-035; 1900-035

Probable Causes • Fuel supply • Electrical connectors or power supply • Engine speed/timing sensor • Ignition system • Excessive load

Engine Speed/Timing Sensor Make sure that the engine speed/timing sensor is installed correctly. Refer to Troubleshooting, “Speed/Timing - Test”. Make sure that the timing wheel is correctly installed.

Ignition System Inspect the ignition transformers for loose connections, moisture, short circuits, and open circuits. Inspect the primary wiring and the secondary electrical connections. Make sure that the correct transformers and spark plugs are installed. Inspect the extenders for signs or pin holes and arcing.

Recommended Actions

Maintain the spark plug according to the engine's Operation and Maintenance Manual.

Fuel Supply

Excessive Load

Make sure that fuel is supplied at a sufficient pressure that is stable. Make sure that the size of the fuel line is sufficient. Inspect the fuel system for leaks.

Make sure that the load is not excessive. Reduce the load. If necessary, disengage the driven equipment and test the engine.

The following conditions can cause the engine to malfunction:

• Low fuel pressure • High fuel pressure

i03368844

Engine Vibration Is Excessive SMCS Code: 1000-035; 1152-035; 3252-035

• Poor fuel quality

Probable Causes

Make sure that the fuel pressure is correct. When possible, interview the operator in order to determine if fuel quality is in question. Try to determine if the source of the fuel was changed.

Vibration Damper

Inspect the fuel system components: fuel filter, gas pressure regulator, gas shutoff valve, customer's fuel meter, and actuator for the fuel. Verify that the system's components are operating correctly. Replace the fuel filter, if necessary.

Electrical Connectors or Power Supply Check the wiring harnesses and the connectors. Inspect the connectors in the terminal box. Inspect the battery connections and the ground. Refer to Troubleshooting, “Electrical Connectors - Inspect”. Inspect the wiring from the battery to the Electronic Control Module (ECM). Refer to the engine's Electrical System Schematic. Inspect the wires and the power relay. Check the power and ground connections to the ECM. Refer to Troubleshooting, “Electrical Power Supply - Test” for more information.

• Inspect the vibration damper. Engine Mounts and Brackets • Engine supports • Driven equipment Engine Misfiring or Running Rough • Engine misfiring • Running rough

94 Troubleshooting Section

RENR5910-06

Recommended Actions

Recommended Actions

Inspect the Vibration Damper

Misfire

Check the vibration damper for damage. Install a new vibration damper, if necessary. Inspect the mounting bolts for damage and/or for wear. Replace any damaged bolts. Refer to the Disassembly and Assembly manual.

Although the fuel does not ignite, fuel is still supplied to a cold cylinder. The other cylinders must burn more fuel in order to maintain the load. This increases fuel consumption. Refer to Troubleshooting, “Engine Misfires, Runs Rough or Is Unstable”.

Engine Supports

Air/Fuel Ratio

Inspect the mounts and the brackets while you run the engine through the speed range. Look for mounts and brackets that are loose and/or broken. Tighten all of the mounting bolts. If necessary, replace any damaged components. Check the alignment of the following before operating the engine under load for any length of time:

If the setting for the fuel's LHV is too low, the air/fuel ratio will be too rich. Obtain a gas analysis. Enter the data into Caterpillar Software, LEKQ6378, “Methane Number Program”. Use Caterpillar Electronic Technician (ET) to program the results for the “Fuel Quality” and “Gas Specific Gravity” parameters. For more information, refer to Systems Operation/Testing and Adjusting, “Electronic Control System Parameters”.

• Mounts • Coupling

If the quality of the gas is inconsistent, obtain several analyses over a period of time. Program the “Fuel Quality” parameter to the average value of the LHV.

• Crankshaft deflection Driven Equipment Inspect the mounting bolts for the driven equipment. Inspect the alignment and the balance of the driven equipment. Inspect the coupling. If necessary, disconnect the driven equipment and test the engine.

Adjust the engine operation according to Systems Operation/Testing and Adjusting, “BTU and Precombustion Chamber Adjustments”.

Fuel System Leaks

Engine Misfiring or Running Rough

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

Refer to Troubleshooting, “Engine Misfires, Runs Rough or Is Unstable”.

Gas Admission Valve Lash

i02906262

Exhaust Emission and Fuel Consumption Are High SMCS Code: 1088-035; 1250-035

Probable Causes • Misfire • Incorrect air/fuel ratio • Fuel system leaks • Improper gas admission valve lash • A check valve is stuck in the open position. • Incorrect adjustments of the needle valves • Deposits in the combustion chamber

Adjust the gas admission valve lash according to Systems Operation/Testing and Adjusting, “Engine Timing Procedures”.

Check Valve The check valve may be stuck. The check valve must move freely in order to prevent fuel from continuously entering the precombustion chamber. Inspect the check valve. Clean the check valve with a nonflammable solvent that will not leave residue. Replace the check valve, if necessary.

Needle Valve Check the needle valves for the precombustion chambers. If the needle valves are open too far, the air/fuel mixture will be too rich. If the adjustment of the needle valves is suspect, fully close all of the needle valves. Open the needle valves for four full turns. Adjust the needle valves according to Systems Operation/Testing and Adjusting, “BTU and Precombustion Chamber Adjustments”.

RENR5910-06

95 Troubleshooting Section

Note: The recommended minimum position of the needle valve should not be less than two turns open. If adjustment of a needle valve does not affect operation, the needle valve may be faulty. Replace the needle valve. Make sure that the fuel lines for the needle valves are not clogged. Note: If the needle valve moves freely, the position of the needle valve may change during engine operation due to vibration. If this condition exists, replace the needle valve. If the needle valve replacement and subsequent adjustment does not change the burn time, inspect the precombustion chamber tip for nozzle erosion.

Deposits Deposits that are burned in the combustion chamber will increase the exhaust emissions. An internal leak of engine oil or coolant can be burned with the air and fuel. Inspect the combustion chambers according to Operation and Maintenance Manual, “Cylinders - Inspect”. Inspect the spark plug and the precombustion chamber for evidence of coolant and residue of liquid crystalline material. If the gasket and/or the seals have leaked, clean the sealing surfaces and install a new gasket and seals. Also check for coolant leaks at the bottom of the cylinder head. Excessive consumption of engine oil may indicate an internal leak. Inspect the cylinder heads for evidence of leaking engine oil. Inspect the turbocharger. Engine oil that leaks from a turbocharger can mix with the inlet air. Oil leaks in the turbocharger will coat the aftercooler core with an oil film. This may cause an air restriction. i02906270

Exhaust Temperature Is High SMCS Code: 1088-035-TA; 7498-035 Use this procedure if one of the following event codes is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for these codes.

96 Troubleshooting Section

RENR5910-06

Table 36

Event Code Description E801(1) Cylinder #1 High Exhaust Port Temp E801(3) Cylinder #1 High Exhaust Port Temp E802(1) Cylinder #2 High Exhaust Port Temp

Conditions which Activate the Code

System Response

The cylinder exhaust temperature has exceeded the trip point and the delay time has expired.

The alarm output is activated. The code is logged. The shutdown output is activated. The code is logged. The engine is shut down. The alarm output is activated. The code is logged.

E802(3) Cylinder #2 High Exhaust Port Temp

The shutdown output is activated. The code is logged. The engine is shut down.

E803(1) Cylinder #3 High Exhaust Port Temp

The alarm output is activated. The code is logged.

E803(3) Cylinder #3 High Exhaust Port Temp

The shutdown output is activated. The code is logged. The engine is shut down.

E804(1) Cylinder #4 High Exhaust Port Temp

The alarm output is activated. The code is logged.

E804(3) Cylinder #4 High Exhaust Port Temp

The shutdown output is activated. The code is logged. The engine is shut down.

E805(1) Cylinder #5 High Exhaust Port Temp

The alarm output is activated. The code is logged.

E805 (3) Cylinder #5 High Exhaust Port Temp

The shutdown output is activated. The code is logged. The engine is shut down.

E806(1) Cylinder #6 High Exhaust Port Temp

The alarm output is activated. The code is logged.

E806(3) Cylinder #6 High Exhaust Port Temp

The shutdown output is activated. The code is logged. The engine is shut down.

E807(1) Cylinder #7 High Exhaust Port Temp

The alarm output is activated. The code is logged.

E807(3) Cylinder #7 High Exhaust Port Temp

The shutdown output is activated. The code is logged. The engine is shut down.

E808(1) Cylinder #8 High Exhaust Port Temp

The alarm output is activated. The code is logged.

E808(3) Cylinder #8 High Exhaust Port Temp

The shutdown output is activated. The code is logged. The engine is shut down.

E809(1) Cylinder #9 High Exhaust Port Temp

The alarm output is activated. The code is logged.

E809(3) Cylinder #9 High Exhaust Port Temp

The shutdown output is activated. The code is logged. The engine is shut down.

E810(1) Cylinder #10 High Exhaust Port Temp

The alarm output is activated. The code is logged.

E810(3) Cylinder #10 High Exhaust Port Temp

The shutdown output is activated. The code is logged. The engine is shut down. (continued)

RENR5910-06

97 Troubleshooting Section

(Table 36, contd)

Event Code Description E811(1) Cylinder #11 High Exhaust Port Temp E811(3) Cylinder #11 High Exhaust Port Temp E812(1) Cylinder #12 High Exhaust Port Temp

Conditions which Activate the Code

System Response

The cylinder exhaust temperature has exceeded the trip point and the delay time has expired.

The alarm output is activated. The code is logged. The shutdown output is activated. The code is logged. The engine is shut down. The alarm output is activated. The code is logged.

E812(3) Cylinder #12 High Exhaust Port Temp

The shutdown output is activated. The code is logged. The engine is shut down.

E813(1) Cylinder #13 High Exhaust Port Temp

The alarm output is activated. The code is logged.

E813(3) Cylinder #13 High Exhaust Port Temp

The shutdown output is activated. The code is logged. The engine is shut down.

E814(1) Cylinder #14 High Exhaust Port Temp

The alarm output is activated. The code is logged.

E814(3) Cylinder #14 High Exhaust Port Temp

The shutdown output is activated. The code is logged. The engine is shut down.

E815(1) Cylinder #15 High Exhaust Port Temp

The alarm output is activated. The code is logged.

E815(3) Cylinder #15 High Exhaust Port Temp

The shutdown output is activated. The code is logged. The engine is shut down.

E816(1) Cylinder #16 High Exhaust Port Temp

The alarm output is activated. The code is logged.

E816(3) Cylinder #16 High Exhaust Port Temp

The shutdown output is activated. The code is logged. The engine is shut down. (continued)

98 Troubleshooting Section

RENR5910-06

(Table 36, contd)

Event Code Description E821(1) Cyl #1 Exhaust Port Temp Deviating High E821(3) Cyl #1 Exhaust Port Temp Deviating High E822(1) Cyl #2 Exhaust Port Temp Deviating High E822(3) Cyl #2 Exhaust Port Temp Deviating High E823(1) Cyl #3 Exhaust Port Temp Deviating High

Conditions which Activate the Code

System Response

The cylinder exhaust temperature is higher than the average temperature for all of the cylinders. The amount of deviation has exceeded the trip point and the delay time has expired.

The alarm output is activated. The code is logged. The shutdown output is activated. The code is logged. The engine is shut down. The alarm output is activated. The code is logged. The shutdown output is activated. The code is logged. The engine is shut down. The alarm output is activated. The code is logged.

E823(3) Cyl #3 Exhaust Port Temp Deviating High

The shutdown output is activated. The code is logged. The engine is shut down.

E824(1) Cyl #4 Exhaust Port Temp Deviating High

The alarm output is activated. The code is logged.

E824(3) Cyl #4 Exhaust Port Temp Deviating High

The shutdown output is activated. The code is logged. The engine is shut down.

E825(1) Cyl #5 Exhaust Port Temp Deviating High

The alarm output is activated. The code is logged.

E825(3) Cyl #5 Exhaust Port Temp Deviating High

The shutdown output is activated. The code is logged. The engine is shut down.

E826(1) Cyl #6 Exhaust Port Temp Deviating High

The alarm output is activated. The code is logged.

E826(3) Cyl #6 Exhaust Port Temp Deviating High

The shutdown output is activated. The code is logged. The engine is shut down.

E827(1) Cyl #7 Exhaust Port Temp Deviating High

The alarm output is activated. The code is logged.

E827(3) Cyl #7 Exhaust Port Temp Deviating High

The shutdown output is activated. The code is logged. The engine is shut down.

E828(1) Cyl #8 Exhaust Port Temp Deviating High

The alarm output is activated. The code is logged.

E828(3) Cyl #8 Exhaust Port Temp Deviating High

The shutdown output is activated. The code is logged. The engine is shut down.

E829(1) Cyl #9 Exhaust Port Temp Deviating High

The alarm output is activated. The code is logged.

E829(3) Cyl #9 Exhaust Port Temp Deviating High

The shutdown output is activated. The code is logged. The engine is shut down.

E830(1) Cyl #10 Exhaust Port Temp Deviating High

The alarm output is activated. The code is logged.

E830(3) Cyl #10 Exhaust Port Temp Deviating High

The shutdown output is activated. The code is logged. The engine is shut down. (continued)

RENR5910-06

99 Troubleshooting Section

(Table 36, contd)

Event Code Description E831(1) Cyl #11 Exhaust Port Temp Deviating High E831(3) Cyl #11 Exhaust Port Temp Deviating High E832(1) Cyl #12 Exhaust Port Temp Deviating High E832(3) Cyl #12 Exhaust Port Temp Deviating High E833(1) Cyl #13 Exhaust Port Temp Deviating High

Conditions which Activate the Code

System Response

The cylinder exhaust temperature is higher than the average temperature for all of the cylinders. The amount of deviation has exceeded the trip point and the delay time has expired.

The alarm output is activated. The code is logged. The shutdown output is activated. The code is logged. The engine is shut down. The alarm output is activated. The code is logged. The shutdown output is activated. The code is logged. The engine is shut down. The alarm output is activated. The code is logged.

E833(3) Cyl #13 Exhaust Port Temp Deviating High

The shutdown output is activated. The code is logged. The engine is shut down.

E834(1) Cyl #14 Exhaust Port Temp Deviating High

The alarm output is activated. The code is logged.

E834(3) Cyl #14 Exhaust Port Temp Deviating High

The shutdown output is activated. The code is logged. The engine is shut down.

E835(1) Cyl #15 Exhaust Port Temp Deviating High

The alarm output is activated. The code is logged.

E835(3) Cyl #15 Exhaust Port Temp Deviating High

The shutdown output is activated. The code is logged. The engine is shut down.

E836(1) Cyl #16 Exhaust Port Temp Deviating High

The alarm output is activated. The code is logged.

E836(3) Cyl #16 Exhaust Port Temp Deviating High

The shutdown output is activated. The code is logged. The engine is shut down.

Probable Causes • Problem with a thermocouple • Incorrect gas admission valve lash • Air/Fuel ratio • Excessive load • Exhaust restriction • A buildup of deposits in the cylinder or internal oil leaks

• Problem with exhaust valves • Missing retainer for a gas admission valve • High ambient air temperature

Recommended Actions Check for Suspect Thermocouples Observe the temperatures from the thermocouples after the engine is shut off.

When the engine is operating properly, the temperatures from similar locations are reduced at a similar rate. Also, the temperatures from similar locations are comparable. If any discrepancies are found, switch the suspect thermocouple for another thermocouple. If the temperature problem follows the thermocouple, replace the thermocouple. If the temperature problem stays at the original location of the suspect thermocouple, investigate the cause of the high temperature.

Gas Admission Valve Lash Adjust the gas admission valve lash according to Systems Operation/Testing and Adjusting, “Engine Timing Procedures”.

Air/Fuel Ratio An air/fuel mixture that is too rich will increase the exhaust temperature. A change in the fuel energy content will change the air/fuel ratio.

100 Troubleshooting Section

RENR5910-06

If the setting for the fuel's LHV is too low, the air/fuel ratio will be too rich. Obtain a gas analysis. Enter the data into Caterpillar Software, LEKQ6378, “Methane Number Program”. Use Cat ET to program the results for the “Fuel Quality” and “Gas Specific Gravity” parameters. For more information, refer to Systems Operation/Testing and Adjusting, “Electronic Control System Parameters”.

Check the Exhaust Valves

If the quality of the gas is inconsistent, obtain several analyses over a period of time. Program the “Fuel Quality” parameter to the average value of the LHV.

If the retainer is missing from the gas admission valve's support assembly, the air/fuel mixture will be too rich. High exhaust temperatures will result. Make sure that the retainer for the gas admission valve's support assembly is installed.

Adjust the engine operation according to Systems Operation/Testing and Adjusting, “BTU and Precombustion Chamber Adjustments”.

Excessive Load Make sure that the load is not excessive. Reduce the load. If necessary, disengage the driven equipment and test the engine.

Measure the Exhaust Restriction Measure the exhaust restriction during engine operation with a load. For data that is specific to the engine, refer to the Technical Marketing Information.

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

Gas Admission Valve

High Ambient Air Temperature A high ambient air temperature raises the inlet air temperature. This may trigger a diagnostic code for high inlet air temperature. The high inlet air temperature will raise the temperature of combustion. If the application is marginal and the engine is running with heavy load on a hot day, this could happen. It may be necessary to reduce the load on the engine. Verify that the engine is not being operated above the limit for the ambient temperature rating of the engine. i02906372

Investigate the cause of the exhaust restriction. Perform adjustments and/or make repairs, as needed.

Exhaust Temperature Is Low

Check for Deposits in the Cylinder and Check for Internal Oil Leaks

Use this procedure if one of the following event codes is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for these codes.

Use a borescope to inspect the cylinders. Look for the following conditions:

• Deposits on the valve seats • Deposits on the valve faces • Deposits on the cylinder walls that are above the upper limit of the piston stroke

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

SMCS Code: 1088-035-TA; 7498-035

RENR5910-06

101 Troubleshooting Section

Table 37

Event Code Description

Conditions which Activate the Code

System Response

E841(1) Cyl #1 Exhaust Port Temp Deviating Low

The cylinder exhaust temperature is less than the average temperature for all of the cylinders. The amount of deviation has exceeded the trip point and the delay time has expired.

The alarm output is activated. The code is logged.

E841(3) Cyl #1 Exhaust Port Temp Deviating Low E842(1) Cyl #2 Exhaust Port Temp Deviating Low E842(3) Cyl #2 Exhaust Port Temp Deviating Low

The shutdown output is activated. The code is logged. The engine is shut down. The alarm output is activated. The code is logged. The shutdown output is activated. The code is logged. The engine is shut down.

E843(1) Cyl #3 Exhaust Port Temp Deviating Low

The alarm output is activated. The code is logged.

E843(3) Cyl #3 Exhaust Port Temp Deviating Low

The shutdown output is activated. The code is logged. The engine is shut down.

E844(1) Cyl #4 Exhaust Port Temp Deviating Low

The alarm output is activated. The code is logged.

E844(3) Cyl #4 Exhaust Port Temp Deviating Low

The shutdown output is activated. The code is logged. The engine is shut down.

E845(1) Cyl #5 Exhaust Port Temp Deviating Low

The alarm output is activated. The code is logged.

E845(3) Cyl #5 Exhaust Port Temp Deviating Low

The shutdown output is activated. The code is logged. The engine is shut down.

E846(1) Cyl #6 Exhaust Port Temp Deviating Low

The alarm output is activated. The code is logged.

E846(3) Cyl #6 Exhaust Port Temp Deviating Low

The shutdown output is activated. The code is logged. The engine is shut down.

E847(1) Cyl #7 Exhaust Port Temp Deviating Low

The alarm output is activated. The code is logged.

E847(3) Cyl #7 Exhaust Port Temp Deviating Low

The shutdown output is activated. The code is logged. The engine is shut down.

E848(1) Cyl #8 Exhaust Port Temp Deviating Low

The alarm output is activated. The code is logged.

E848(3) Cyl #8 Exhaust Port Temp Deviating Low

The shutdown output is activated. The code is logged. The engine is shut down.

E849(1) Cyl #9 Exhaust Port Temp Deviating Low

The alarm output is activated. The code is logged.

E849(3) Cyl #9 Exhaust Port Temp Deviating Low

The shutdown output is activated. The code is logged. The engine is shut down. (continued)

102 Troubleshooting Section

RENR5910-06

(Table 37, contd)

Event Code Description E850(1) Cyl #10 Exhaust Port Temp Deviating Low E850(3) Cyl #10 Exhaust Port Temp Deviating Low E851(1) Cyl #11 Exhaust Port Temp Deviating Low E851(3) Cyl #11 Exhaust Port Temp Deviating Low

Conditions which Activate the Code

System Response

The cylinder exhaust temperature is less than the average temperature for all of the cylinders. The amount of deviation has exceeded the trip point and the delay time has expired.

The alarm output is activated. The code is logged. The shutdown output is activated. The code is logged. The engine is shut down. The alarm output is activated. The code is logged. The shutdown output is activated. The code is logged. The engine is shut down.

E852(1) Cyl #12 Exhaust Port Temp Deviating Low

The alarm output is activated. The code is logged.

E852(3) Cyl #12 Exhaust Port Temp Deviating Low

The shutdown output is activated. The code is logged. The engine is shut down.

E853(1) Cyl #13 Exhaust Port Temp Deviating Low

The alarm output is activated. The code is logged.

E853(3) Cyl #13 Exhaust Port Temp Deviating Low

The shutdown output is activated. The code is logged. The engine is shut down.

E854(1) Cyl #14 Exhaust Port Temp Deviating Low

The alarm output is activated. The code is logged.

E854(3) Cyl #14 Exhaust Port Temp Deviating Low

The shutdown output is activated. The code is logged. The engine is shut down.

E855(1) Cyl #15 Exhaust Port Temp Deviating Low

The alarm output is activated. The code is logged.

E855(3) Cyl #15 Exhaust Port Temp Deviating Low

The shutdown output is activated. The code is logged. The engine is shut down.

E856(1) Cyl #16 Exhaust Port Temp Deviating Low

The alarm output is activated. The code is logged.

E856(3) Cyl #16 Exhaust Port Temp Deviating Low

The shutdown output is activated. The code is logged. The engine is shut down.

Probable Causes

Check for Suspect Thermocouples

• Misfire

Observe the temperatures from the thermocouples after the engine is shut off.

• Problem with a thermocouple • Incorrect gas admission valve lash • Low cylinder compression

When the engine is operating properly, the temperatures from similar locations are reduced at a similar rate. Also, the temperatures from similar locations are comparable.

Check for Misfire

If any discrepancies are found, switch the suspect thermocouple for another thermocouple. If the temperature problem follows the thermocouple, replace the thermocouple.

Operation with a low load can result in low exhaust temperatures. Operate the engine at low idle or near low idle in order to identify a misfire problem.

If the temperature problem stays at the original location of the suspect thermocouple, investigate the cause for the low temperature.

Recommended Repairs

Troubleshoot the cause of the misfire. Refer to Troubleshooting, “Engine Misfires, Runs Rough or Is Unstable”.

RENR5910-06

103 Troubleshooting Section

Gas Admission Valve Lash Adjust the gas admission valve lash according to Systems Operation/Testing and Adjusting, “Engine Timing Procedures”.

Check the Cylinder Compression Measure the cylinder pressures of the suspect bank in order to check for problems that are related to compression. If low compression is found, investigate the cause of the low compression. Make repairs, as needed. i02906443

Fuel Energy Content Problem SMCS Code: 1250-035 Use this procedure if any of the following event codes are active or logged. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for these codes.

104 Troubleshooting Section

RENR5910-06

Table 38

Event Code Description

Conditions which Activate the Code

System Response

E231(3) Fuel Quality Out of Range

The crank terminate relay is set and the engine has been running for at least 30 seconds. The Low Heat Value (LHV) of the fuel is less than the trip point OR the LHV of the fuel is greater than the trip point for 20 seconds.

The shutdown output is activated. The code is logged. The engine is shut down.

E884(1) Fuel Correction Factor Upper Limit Reached

The engine is operating in the exhaust temperature feedback mode. The engine is operating at less than 50 percent load. The engine has been above the crank terminate speed for 30 seconds. The fuel correction factor has been greater than 117 percent for five seconds.

The warning output is activated. The code is logged.

E884(3) Fuel Correction Factor Upper Limit Reached

The engine is operating in the combustion feedback mode. The engine is operating at more than 50 percent load. The engine has been above the crank terminate speed for 30 seconds. The fuel correction factor has been equal to or greater than 120 percent for five seconds.

The shutdown output is activated. The code is logged. The engine is shut down.

E885(1) Fuel Correction Factor Lower Limit Reached

The engine is operating in the exhaust temperature feedback mode. The engine is operating at less than 50 percent load. The engine has been above the crank terminate speed for 30 seconds. The fuel correction factor is less than 83 percent for five seconds.

The warning output is activated. The code is logged.

E885(3) Fuel Correction Factor Lower Limit Reached

The engine is operating in the combustion feedback mode. The engine is operating at more than 50 percent load. The engine has been above the crank terminate speed for 30 seconds. The fuel correction factor is less than or equal to 80 percent for 30 seconds.

The shutdown output is activated. The code is logged. The engine is shut down.

Probable Causes E231(3) Fuel Quality Out of Range

• The LHV of the gas or the specific gravity of the

gas is significantly different from the value that is programmed into the Electronic Control Module (ECM).

• Some type of condensation is forming in the gas.

• The value for the specific gravity of the fuel that

was entered in Cat ET has changed. This value does not represent the correct value for specific gravity of the fuel.

• The air/fuel pressure module is reading incorrect

air pressure or incorrect differential fuel pressure.

• In the combustion feedback mode, the combustion sensors are reading an incorrect burn time.

E884(1) Fuel Correction Factor Upper Limit Reached or E884(3) Fuel Correction Factor Upper Limit Reached

• In the exhaust port temperature feedback mode,

• The value for the BTU content of the fuel has

• One or more cylinders may have a cylinder misfire

changed to a higher value than the value in Cat ET.

the exhaust port thermocouples are reading incorrect temperatures.

that is not bad enough to trigger a E201-E216 Intermittent Misfire Event or a E601-E616 Continuous Misfire Event.

RENR5910-06

105 Troubleshooting Section

E885(1) Fuel Correction Factor Lower Limit Reached or E885(3) Fuel Correction Factor Lower Limit Reached

Inspect the Components for Proper Operation

• The value for the BTU content of the fuel has

The air/fuel pressure module is reading incorrect air pressure or incorrect differential fuel pressure. Refer to Troubleshooting, “Air/Fuel Pressure Module - Test”.

changed to a lower value than the value in Cat ET.

• The value for the specific gravity of the fuel that

was entered in Cat ET has changed. This value does not represent the correct value for specific gravity of the fuel.

• The air/fuel pressure module is reading incorrect

air pressure or incorrect differential fuel pressure.

• In the combustion feedback mode, the combustion sensors are reading an incorrect burn time.

• In the exhaust port temperature feedback mode, the exhaust port thermocouples are reading incorrect temperatures.

In the combustion feedback mode, the combustion sensors are reading an incorrect burn time. Refer to Troubleshooting, “Cylinder Combustion - Test”. In the exhaust port temperature feedback mode, the exhaust port thermocouples are reading incorrect temperatures. Refer to Troubleshooting, “Exhaust Temperature - Test”. One or more cylinders may have a cylinder misfire that is not bad enough to trigger a E201-E216 Intermittent Misfire Event or a E601-E616 Continuous Misfire Event. Refer to Troubleshooting, “Engine Misfires, Runs Rough, or Is Unstable”.

• One or more cylinders may have a cylinder misfire that is not bad enough to trigger a E201-E216 Intermittent Misfire Event or a E601-E616 Continuous Misfire Event.

Recommended Actions Obtain a Gas Analysis and Program the “Fuel Quality” Parameter Obtain a gas analysis. Enter the data into Caterpillar Software, LEKQ6378, “Methane Number Program”. Use the Cat ET to program the results for the ECM “Fuel Quality” and “Gas Specific gravity” parameters. For more information, refer to Systems Operation/Testing and Adjusting, “Electronic Control System Parameters”. If the quality of the gas is inconsistent, obtain several analyses over a period of time. Program the “Fuel Quality” parameter to the average value of the LHV. Adjust the engine operation according to Systems Operation/Testing and Adjusting, “BTU and Precombustion Chamber Adjustments”.

Check the Equipment that Treats the Gas Check the equipment that treats the gas before the gas is delivered to the engine. Any kind of condensation in the gas will change the fuel energy content. Make sure that the filter and the dryer for the gas operate properly. Replace parts and repair the equipment, if necessary. Refer to the service literature that is provided by the OEM of the equipment.

i02906939

Fuel Pressure Problem SMCS Code: 1250-035 Use this procedure if one of the following event codes is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for these codes. Table 39

Event Code Description

Conditions which Activate the Code

System Response

E096(1) High Fuel Pressure

The fuel pressure is higher than the trip point and the delay time has expired.

The alarm output is activated. The code is logged.

E864 Low Gas Fuel Differential Pressure

The fuel pressure is lower than the trip point and the delay time has expired.

E865 High Gas Fuel Differential Pressure

The fuel pressure is higher than the trip point and the delay time has expired.

Probable Causes • Problem with the air/fuel pressure module

106 Troubleshooting Section

• Plugged fuel filter • Fuel system leaks

RENR5910-06

Inspect the electrohydraulic actuator for the fuel according to Operation and Maintenance Manual, “Electrohydraulic Actuator - Inspect”.

• Incorrect setting of the gas pressure regulator

i02907321

• Problem with a fuel system component

Fuel Temperature Is High

Recommended Actions

SMCS Code: 1250-035

Air/Fuel Pressure Module

Use this procedure if the following event code is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip point for this code. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip point for this code.

The Electronic Control Module (ECM) will verify that the calibration value for fuel pressure is within the range of −3 to 3 kPa (± 0.4351 psi). A valid calibration value is required in order to operate the engine. If a 94-13 Fuel Delivery Pressure Sensor calibration required is active, perform the calibration procedure Troubleshooting, “Air/Fuel Pressure Module - Calibrate”.

Table 40

Event Code Description

Conditions which Activate the Code

System Response

E223(1) High Gas Temperature

The crank terminate relay is set and the engine has been running for at least 30 seconds. The temperature of the gas has exceeded the trip point and the delay timer has expired. There are no active codes for the fuel temperature sensor.

The alarm output is activated. The code is logged. The engine operation is not immediately affected. However, if the fuel temperature continues to increase, the air/fuel ratio and the inlet air temperature can be affected.

Fuel Filter Measure the fuel filter's differential pressure according to Operation and Maintenance Manual, “Fuel System Fuel Filter Differential Pressure Check”. Replace the filter element, if necessary.

Fuel System Leaks Always use a gas detector to determine the presence of gaseous fuel. If a leak is found, contact your local provider of gas immediately for assistance.

Adjust the Gas Pressure Regulator Make sure that fuel is supplied at a sufficient pressure that is stable. For the correct pressures, refer to Systems Operation/Testing and Adjusting, “Fuel System”. If the gas pressure regulator cannot be adjusted to the correct setting, repair the regulator or replace the regulator.

Fuel System Make sure that the size of the fuel supply line is sufficient. Inspect the fuel system components: fuel supply line, fuel filter, gas pressure regulator, gas shutoff valve, and electrohydraulic actuator for the fuel. Observe the fuel pressure and strike the gas pressure regulator with a soft hammer. If the fuel pressure changes, inspect the internal parts of the regulator for wear. Inspect the diaphragm for leaks. Make sure that the valve moves freely. The valve must seat correctly.

Probable Causes • Problem with the equipment that treats the gas • Problem with the fuel temperature sensor

Recommended Actions Inspect the Equipment Check for proper operation of the equipment that treats the gas prior to the engine. Repair the equipment, as needed. Refer to the service information that is provided by the OEM of the equipment.

RENR5910-06

107 Troubleshooting Section

Check the Fuel Temperature Sensor Allow the fuel temperature sensor to cool and remove the sensor. Check the reading for the sensor on the control panel's display. If the sensor is OK, the reading on the control panel's display and the ambient temperature will be approximately equal. If the reading is not correct, switch the suspect sensor with a sensor that is known to be good. Verify that the problem is solved.

Table 41

Event Code Description

Conditions which Activate the Code

System Response

E384(1) Left Air Inlet Restriction

The switch for the air filter's inlet air restriction is activated.

The alarm output is activated. The code is logged. The engine may have low power due to the lack of inlet air. The engine may shut down because of excessive inlet air restriction.

i02907404

Inlet Air Is Restricted SMCS Code: 1087-035 Use this procedure if one of the following event codes is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. You must access the engine monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for these codes.

E384(3) Left Air Inlet Restriction

The shutdown output is activated. The code is logged.

E385(1) Right Air Inlet Restriction

The alarm output is activated. The code is logged. The engine may have low power due to the lack of inlet air. The engine may shut down because of excessive inlet air restriction.

E385(3) Right Air Inlet Restriction

The shutdown output is activated. The code is logged.

E1045(1) Low Intake Manifold Pressure

The control system for inlet air cannot provide sufficient inlet air to the engine. The commands to the choke and the wastegate are at 0 percent for ten seconds. An alarm will activate when the control system for air flow cannot provide the air flow that is required.

A warning will appear on the display on the control panel. The code is logged. The event code will deactivate if the command to the wastegate is above 0 percent for five seconds.

Note: Some flash files do not have the shutdown E384(3) and E385(3) event codes. For flash files that have the shutdown E384(3) and E385(3) event codes, the feature must be activated by the customer. The customer must access the engine monitoring system with Cat ET in order to enable the shutdown level of the event codes. The default setting is a warning for E384(1) and E385(1).

108 Troubleshooting Section

Probable Causes E384 Left Air Inlet Restriction or E385 Right Air Inlet Restriction • Inlet air restriction • Problem with an electrical connection or with the wiring

• Problem with the switch for the inlet air restriction E1045(1) Low Intake Manifold Pressure This event code indicates that there may be a mechanical problem with the wastegate or with the choke. The engine may shut down because of a fuel correction factor or the engine may shut down because of a temperature problem.

Recommended Actions E384 Left Air Inlet Restriction or E385 Right Air Inlet Restriction

RENR5910-06

Continue to monitor the ohmmeter and apply a vacuum pressure of 5 ± 0.6 kPa (20 ± 2.30 inches of H2O) to the switch. The correct continuity for the closed switch is less than 5 Ohms. If the correct results are not obtained or if the switch does not close for the specified vacuum pressure, replace the switch. If the correct results are obtained, there may be a short circuit in an electrical connection or in the wiring. Use the ohmmeter to measure the resistance of the wiring. Refer to the engine's electrical Schematic. Make repairs, if necessary.

E1045(1) Low Intake Manifold Pressure Check for active diagnostic codes or logged diagnostic codes on the electronic service tool. Troubleshoot any codes before continuing with this procedure. Check the air inlet and exhaust system for restrictions and/or leaks. Refer to Systems Operation/Testing and Adjusting.

Inlet Air Restriction

Inspect the air choke for cleanliness or for damage. If the air choke is faulty, replace the air choke.

Excessive inlet air restriction is usually caused by a clogged air filter.

Inspect the wastegate for damage. If the wastegate actuator is faulty, replace the wastegate actuator.

For optimum operation, replace the air filter elements when the inlet air restriction reaches 2.5 kPa (10 inches of H2O). The maximum allowable inlet air restriction is 3.75 kPa (15 inches of H2O).

Inspect the turbocharger for cleanliness or for damage. If the turbocharger is faulty, replace the turbocharger.

If the inlet air restriction is excessive, determine the cause of the restriction and correct the condition. Replace the air filter element, if necessary.

Inlet Air Temperature Is High

Electrical Connections or Wiring

SMCS Code: 1087-035-TA

There may be a problem with an electrical connection or with the wiring. Inspect the electrical connectors and all of the wiring for the switch. Refer to Troubleshooting, “Electrical Connectors - Inspect” and refer to the engine's electrical Schematic. Make repairs, if necessary.

Use this procedure if one of the following event codes is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for these codes.

Test the Switch The switch is normally open. Excessive inlet air restriction causes vacuum pressure to close the switch. Disconnect the switch for the inlet air restriction and remove the switch. Connect an ohmmeter to terminals “A” and “B” on the switch's connector and measure the continuity. The correct continuity for the normally open switch is greater than 20,000 Ohms.

i02908595

RENR5910-06

109 Troubleshooting Section

Check for High Inlet Air Restriction and/or High Altitude

Table 42

Event Code Description

E027(1) High Inlet Air Temperature Warning E026(3) High Inlet Air Temperature Shutdown

Conditions which Activate the Code

System Response

The crank terminate relay is set and the engine has been running for at least 30 seconds. The inlet air temperature has exceeded the trip point and the delay time has expired. No other codes for the inlet air temperature are active.

The alarm output is activated. The code is logged. The shutdown output is activated. The code is logged.

When inlet air pressure is low, the turbocharger works harder in order to achieve the desired inlet manifold pressure. This increases inlet air temperature. Measure the inlet air pressure while the engine is operating under load. For specific data, refer to the Technical Marketing Information for the engine. Inlet Air Restriction Check for plugged air filters. Check for obstructions to the air inlet. Replace the air filters and/or remove the obstruction from the air inlet. High Altitude

Probable Causes

Make sure that the settings for the engine are correct for the altitude.

• High ambient air temperature

Make sure that the load rating is correct for the altitude.

• High temperature of the coolant for the separate circuit

• Lean operation • High inlet air restriction and/or high altitude • Faulty inlet air temperature sensor and/or circuit • Insufficient flow of cooling water through the aftercooler

Recommended Actions High Ambient Air Temperature Determine if the ambient air temperature is within the design specifications for the cooling system. Determine the cause of the high air temperature. Make corrections, when possible.

Coolant Temperature Refer to Troubleshooting, “Coolant Temperature Is High”.

Lean Operation If the air/fuel mixture is too lean, compression of the higher volume of air through the turbocharger will increase the temperature. Correct the air/fuel ratio.

Check the Temperature Sensor and/or the Circuit Allow the sensor to cool and remove the sensor. Check the reading for the inlet air temperature. If the sensor is OK, the reading and the ambient temperature are approximately equal. If the reading is not correct, switch the sensor with a sensor that is known to be good. Verify that the problem is solved.

Check for Sufficient Flow of Cooling Water through the Aftercooler Check the inlet temperature of the coolant for the aftercooler. Compare the reading to the regulated temperature. If the temperature is OK, check the outlet temperature of the coolant. A high temperature differential indicates an insufficient flow rate. Make sure that the performance of the radiator or the heat exchanger is correct. If there is a high differential between the inlet temperature and the outlet temperature of the coolant for the aftercooler, perform the following procedures:

• Check the water circuit of the aftercooler for obstructions.

• Make sure that the water temperature regulators are operating properly.

• Check the water pump for proper operation.

110 Troubleshooting Section

RENR5910-06

External Leak

• Make repairs, if necessary. i02908610

Oil Consumption Is Excessive SMCS Code: 1348-035

Probable Causes • Incorrect engine oil level • External leak • Internal leak • Worn components

Check for leakage at the seals at each end of the crankshaft. Look for leakage at the gasket for the engine oil pan and all lubrication system connections. Look for any leaking from the crankcase breather. This can be caused by combustion gas leakage around the pistons. A dirty crankcase breather will cause high pressure in the crankcase. A dirty crankcase breather will cause the gaskets and the seals to leak. Measure the crankcase blowby according to the engine's Operation and Maintenance Manual, “Crankcase Blowby - Measure/Record”.

Internal Leak

• Extended operation at low loads

There are several possible ways for engine oil to leak into the combustion chambers:

• Excessive crankcase ventilation (bio-gas)

• Leakage between worn valve guides and valve

Recommended Repairs Incorrect Engine Oil Level Overfilling the crankcase will increase the consumption of engine oil. Make sure that the engine oil level is correct.

stems

• Worn components or damaged components

(pistons, piston rings, or dirty passages for engine oil)

• Incorrect installation of the compression ring and/or the intermediate ring

When the engine crankcase is full, engine oil will be initially consumed at a relatively rapid rate. The rate of consumption is reduced as the engine oil level decreases. A crankcase that is always maintained at the full level will have a faster rate of consumption.

• Leakage past the seal rings in the turbocharger

If the engine has a system for automatically filling the crankcase with engine oil, check the level for the system. Adjust the system in order to provide engine oil to a level that is less than the full level. Refer to the Application and Installation Guide, LEBW4957, “Lubrication Systems” for adjustment information. Make sure that the supply of engine oil is adequate.

Signs of internal leaks include high consumption of engine oil, blue smoke, and excessive detonation.

Extended Operation with Low Loads

Worn Components

Extended operation at low idle or extended operation at a reduced load will cause increased oil consumption and carbon buildup in the cylinders. This will occur if the engine is usually operated at a torque that is significantly below the rated power.

Excessively worn engine components and damaged engine components can result from the following conditions:

The engine can be operated at a low load. However, engine operation at a low load is limited. For information on operation with a low load, refer to the engine's Operation and Maintenance Manual, “Engine Operation”. Also refer to the Performance Data Sheet, GERP-LERW4485.

• Incorrect fuel system settings

• Overfilling of the crankcase • Incorrect dipstick or guide tube

If the pistons are suspected, check the cylinder compression. Refer to the engine's Operation and Maintenance Manual, “Cylinder Pressure Measure/Record”.

• Contaminated engine oil

• Contamination from the inlet air Inspect the suspect system. Make the necessary repairs.

RENR5910-06

111 Troubleshooting Section

Probable Causes

Check the Crankcase Ventilation (Bio-Gas) For engines that use bio-gas, the crankcase ventilation may be excessive. This will draw some of the engine oil out of the crankcase into the atmosphere. Reduce the ventilation. Refer to the Application and Installation Guide, LEBW4958, “Crankcase Ventilation”. i02908645

An indication of high engine oil filter differential pressure will be caused by either of the following conditions:

• Plugged engine oil filter element • Faulty engine oil pressure sensor • Cold engine oil

Oil Filter Differential Pressure Problem

An indication of low engine oil filter differential pressure will be caused by either of the following conditions:

SMCS Code: 1308-035-PX

• An engine oil filter element is missing or an element is damaged.

Use this procedure if one of the following event codes is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for these codes. Table 43

Event Code Description

E127(1) Engine Oil Filter Diff Pressure Low Warning E128(3) Engine Oil Filter Diff Pressure Low Shutdown

E129(1) Engine Oil Filter Diff Pressure High Warning E130(3) Engine Oil Filter Diff Pressure High Shutdown

Conditions which Activate the Code

System Response

The crank terminate relay is set and the engine has been running for at least 30 seconds. The engine oil filter differential pressure is less than the trip point and the delay time has expired. There are no active codes for the oil pressure sensors.

The alarm output is activated. The code is logged.

The crank terminate relay is set and the engine has been running for at least 30 seconds. The engine oil filter differential pressure is greater than the trip point and the delay time has expired. There are no active codes for the oil pressure sensors.

The alarm output is activated. The code is logged.

The shutdown output is activated. The code is logged.

• Faulty engine oil pressure sensor

Recommended Actions Engine Oil Filter Element As the engine oil filter elements become plugged, the engine oil filter differential pressure rises. Replace the engine oil filters when the engine oil filter differential pressure reaches 100 kPa (15 psi). If an engine oil filter element is missing or the element is damaged, the unfiltered engine oil will cause low engine oil filter differential pressure. Make sure that elements are installed in the engine oil filter housings. Inspect the engine oil filter elements for good condition. Replace any suspect filter element.

Engine Oil Pressure Sensors Use Cat ET to compare the readings for the filtered engine oil pressure and the unfiltered engine oil pressure while the engine is OFF. If the readings are not approximately zero for both of the sensors, there is a problem with a sensor. Replace the sensor.

The shutdown output is activated. The code is logged.

i02908685

Oil Level Is Low SMCS Code: 1348-035-LO Use this procedure if one of the following event codes is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for these codes.

112 Troubleshooting Section

RENR5910-06

Test the Switch

Table 44

Event Code Description

E386(1) Low Engine Coolant or Engine Oil Level E386(3) Low Engine Coolant or Engine Oil Level

Conditions which Activate the Code

System Response

The switch input for the engine coolant level or for the engine oil level is activated.

The code is logged. If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated.

Probable Causes • Low engine oil level • Problem with an electrical connection or with the wiring

• Problem with the coolant level switch Note: In a application for gas compression, the low coolant level and the low engine oil level are usually monitored by the control panel of the driven equipment. Caterpillar devices do not usually monitor the devices.

Recommended Actions Low Engine Oil Level Check the engine oil level. Add engine oil, if necessary. If you suspect that the engine is consuming an excessive amount of engine oil, refer to Troubleshooting, “Oil Consumption Is Excessive”. If the engine has a system for automatically filling the crankcase with engine oil, check the system's supply. Make sure that the supply of engine oil is adequate. Make sure that the system is operating correctly. Make repairs, if necessary.

Electrical Connections or Wiring There may be a problem with an electrical connection or with the wiring. Thoroughly inspect the electrical connectors and all of the wiring for the switch. Refer to Troubleshooting, “Electrical Connectors - Inspect” and refer to the engine's electrical Schematic. Make repairs, if necessary.

The engine oil level switch must be closed in order for the engine to operate. The switch is normally open. The switch must be submerged in fluid in order to become closed. Disconnect the switch and remove the switch. Connect an ohmmeter to the switch's terminals and measure the continuity. The correct continuity for the normally open switch is greater than 20,000 Ohms. Continue to monitor the ohmmeter and submerge the switch in water. The correct continuity for the closed switch is less than 5 Ohms. If the correct results are not obtained or if the switch does not close, replace the switch. If the correct results are obtained, there may be an open circuit in an electrical connection or in the wiring. Use the ohmmeter to measure the resistance of the wiring. Refer to the engine's electrical Schematic. Make repairs, if necessary. i02915208

Oil Pressure Is High SMCS Code: 1348-035-PX Use this procedure if one of the following event codes is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for these codes. Table 45

Event Code Description

E125(1) Engine Oil Pressure High Warning E126(3) Engine Oil Pressure High Shutdown

Conditions which Activate the Code

System Response

The engine oil pressure is greater than the trip point and the delay time has expired.

The alarm output is activated. The code is logged. The shutdown output is activated. The code is logged. The engine is shut down.

Probable Causes • An oil line or an oil passage is restricted. • Faulty oil pressure relief valve

RENR5910-06

113 Troubleshooting Section

Recommended Actions

Recommended Actions

Blocked Oil Passage or Oil Line

Low Engine Oil Level

Use various pressure taps in order to determine if an oil passage or oil line is restricted.

Check the oil level. Add oil, as needed.

Contaminated Engine Oil

Faulty Oil Pressure Relief Valve Inspect the oil pressure relief valve. Replace parts, if necessary. i02908690

Oil Pressure Is Low SMCS Code: 1348-035-PX

Incorrect Viscosity

Use this procedure if one of the following event codes is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for these codes. Table 46

Event Code Description

E100(1) Low Engine Oil Pressure Warning E040(3) Low Engine Oil Pressure Shutdown

Conditions which Activate the Code

System Response

The crank terminate relay is set and the engine has been running for at least ten seconds. The engine oil pressure is less than the trip point and the delay time has expired. There are no active codes for the engine oil pressure sensor.

The alarm output is activated. The code is logged. Fuel injection is disabled. The code is logged. The engine is shut down.

Probable Causes • Low engine oil level • Contaminated engine oil • Incorrect viscosity • Faulty oil pressure sensors • Improper circulation of the engine oil • Worn components

Engine oil that is contaminated with another liquid will cause low engine oil pressure. High engine oil level can be an indication of contamination. Obtain an analysis of the engine oil. Determine the reason for contamination of the engine oil and make the necessary repairs. Change the engine oil and the engine oil filter. For the correct engine oil to use, refer to the Operation and Maintenance Manual.

Make sure that the engine is supplied with the correct engine oil. For the correct engine oil to use, refer to the Operation and Maintenance Manual.

Faulty Engine Oil Pressure Sensors Use Cat ET to compare the readings of the filtered engine oil pressure and the unfiltered engine oil pressure while the engine is OFF. Both readings should be close to zero pressure. If a reading is significantly different from zero, refer to Troubleshooting, “Sensor Signal (Analog, Active) Test”.

Improper Circulation of the Engine Oil Several factors could cause improper circulation of the engine oil:

• The engine oil filter is clogged. Replace the engine oil filter.

• An engine oil line or a passage for engine oil is disconnected or broken.

• The engine oil cooler is clogged. Thoroughly clean the engine oil cooler.

• There is a problem with a piston cooling jet.

Breakage, a restriction, or incorrect installation of a piston cooling jet will cause seizure of the piston.

• The inlet screen of the suction tube for the engine

oil pump can have a restriction. This restriction will cause cavitation and a loss of engine oil pressure. Check the inlet screen on the suction tube and remove any material that may be restricting engine oil flow.

• The suction tube is drawing in air. Check the joints

of the tube for cracks or for a damaged O-ring seal.

114 Troubleshooting Section

RENR5910-06

• There is a problem with the engine oil pump. Check the gears of the engine oil pump for excessive wear. Engine oil pressure is reduced by gears that have too much wear.

• The engine oil pump's pressure regulating valve or a bypass valve is stuck in the open position. Clean the valve. Replace parts, if necessary.

Worn Components Excessive clearance at the crankshaft or camshaft bearings will cause low engine oil pressure. Also, inspect the clearance between the rocker arm shafts and the rocker arms. Check the engine components for excessive clearance. Obtain an analysis of the engine oil. Check the analysis for the level of wear metals in the engine oil. i02908791

Oil Temperature Is High Use this procedure in order to troubleshoot a high oil temperature. Use this procedure if one of the following event codes is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for these codes. Table 47

Event Code

E020(1) High Engine Oil Temperature Warning E019(3) High Engine Oil Temperature Shutdown

• Problem with the circuit for the aftercooler and engine oil cooler

• Insufficient flow of coolant or engine oil through the engine oil cooler

• Mechanical friction

Recommended Actions Contaminated Engine Oil Engine oil that is contaminated with another liquid can cause low engine oil temperature. High engine oil level can be an indication of contamination. Obtain an analysis of the engine oil. Determine the reason for contamination of the engine oil and make the necessary repairs. Change the engine oil and the engine oil filter. For the correct engine oil to use, refer to Operation and Maintenance Manual, “Engine Oil”.

Check the Engine Oil Temperature Regulators

SMCS Code: 1348-035-TA

Description

• Problem with the engine oil temperature sensor

Conditions which Activate the Code

System Response

The crank terminate relay is set and the engine has been running for at least 30 seconds. The engine oil temperature has exceeded the trip point and the delay time has expired. No other codes for the engine oil temperature are active.

The alarm output is activated. The code is logged. The fuel is shut off. The shutdown output is activated. The code is logged.

Probable Causes • Contaminated engine oil • Problem with the engine oil temperature regulators

Make sure that the engine oil temperature regulators open according to the correct values. Refer to Specifications, “Engine Oil Temperature Regulators”.

Check the Engine Oil Temperature Sensor Check the reading of the engine oil temperature on Cat ET. Compare the reading to a reading from a separate device. The temperature should rise steadily as the engine is warmed. If the reading on Cat ET for the engine oil temperature is not reasonable, replace the engine oil temperature sensor.

Check the Cooling System Make sure that the heat exchanger for the engine oil cooler and the aftercooler is operating properly. The heat exchanger must be properly sized for the ambient conditions. Check the plumbing for obstructions.

Check the Flow through the Engine Oil Cooler Run the engine at normal operating temperature. Determine the pressure differential for the coolant and for the engine oil between the inlet and the outlet of the engine oil cooler. For comparative data, refer to the Technical Marketing Information for the engine.

RENR5910-06

115 Troubleshooting Section

If the pressure differential between the inlet and the outlet of the engine oil cooler exceeds the data that is published for the engine, there is an insufficient flow of coolant or of engine oil through the engine oil cooler. Clean the engine oil cooler.

Friction of gears and/or of bearings will raise the engine oil temperature. Measure the engine oil temperature at various locations in order to locate the hot spot. Obtain an analysis of the engine oil. Make the necessary repairs. i02908799

Prelubrication Pressure Is Low Use this procedure if the following event code is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip point for this code. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip point for this code. Table 48

Event Code

E233(3) Low Engine Pre-Lube Pressure

The prelube oil pressure is less than the trip point and the delay time has expired.

System Response The shutdown output is activated. Starting of the engine is prevented. The signal driver for the prelube pump remains activated. The code is logged. The engine will not start.

Probable Causes • Low air supply pressure • Low level of lubricant in the lubricator • Restriction of the prelube pump's exhaust • Problem with the supply of engine oil • Electrical problem • Problem with the prelube pump's pressure switch • Problem with the pump

Recommended Actions

For a prelube pump that operates with pressurized air, make sure that the air supply pressure is adequate. Inspect the system for leaks.

Check the Lubricator For a prelube pump that operates with pressurized air, make sure that the lubricator is adequately filled with the correct lubricant.

Check the Exhaust

SMCS Code: 1319-035-PX

Conditions which Activate the Code

temperature

Check the Air Supply Pressure

Mechanical Friction

Description

• Problem with the regulators for the engine oil

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

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

Check the Power Source for the Prelube Pump Make sure that the output for the prelube pump is activated. Refer to Troubleshooting, “Prelubrication Test”.

Check the Prelube Pump's Pressure Switch The prelube pump's pressure switch must close before the starting motor relay will be energized. Make sure that the switch operates correctly. Refer to Troubleshooting, “Prelubrication - Test”.

Inspect the Prelube Pump The prelube pump may have a mechanical problem. Inspect the prelube pump. For instructions on removal and disassembly, refer to Disassembly and Assembly, SENR5535.

116 Troubleshooting Section

RENR5910-06

Check the Regulators for the Engine Oil Temperature Make sure that the regulators for the engine oil temperature open according to the correct values. Refer to Specifications, “Engine Oil Temperature Regulators”. i02908806

Spark Plug Life Is Short SMCS Code: 1555-035

Contamination of the Air/Fuel Mixture Make sure that the equipment that treats the fuel prior to the engine is operating properly. Refer to the service information that is provided by the OEM of the equipment. Make sure that the air and the fuel are properly filtered. There must be no leaks that allow contamination to enter the systems. If a turbocharger is leaking engine oil, the engine oil can contaminate the inlet air. Inspect the turbocharger for leaks.

Probable Causes

i02908814

• Incorrect spark plug

Temperature Ratio of Coolant to Oil Is Low

• Incorrect air/fuel ratio

SMCS Code: 1348-035-TA; 1395-035-TA

• Incorrect spark plug gap

Use this procedure if one of the following event codes is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for these codes.

• Faulty spark plug

• Excessive load • Contamination of the air/fuel mixture

Recommended Actions Faulty Spark Plug Inspect the spark plug for wear. Look for evidence of combustion leaks above the gasket. Check the insulator for cracks. If the spark plug is worn and/or damaged, install a new spark plug.

Incorrect Spark Plug Install the spark plug that is listed in the engine's Parts Manual, “Ignition Gp - Gas Engine”.

Table 49

Event Code Description

E337(1) High Engine Oil to Engine Coolant Diff Temp E337(3) High Engine Oil to Engine Coolant Diff Temp

Incorrect Air/Fuel Ratio Adjust the engine according to Systems Operation/Testing and Adjusting, “BTU and Precombustion Chamber Adjustments”.

Incorrect Spark Plug Gap Set the spark plug gap according to Specifications, “Gas Engine Ignition”.

Excessive Load Higher loads reduce the service life of spark plugs. Determine whether the engine has been operating beyond the recommended rated load.

Conditions which Activate the Code

System Response

The engine oil temperature is too high or the engine coolant temperature is too low. The differential between the engine oil temperature and the engine coolant temperature has exceeded the trip point and the delay time has expired.

The alarm output is activated. The code is logged. The shutdown output is activated. The code is logged.

Note: The cylinder liner and the piston assembly can be damaged by this condition.

Probable Causes • High engine oil temperature or low engine coolant temperature

• Faulty temperature sensor(s)

RENR5910-06

117 Troubleshooting Section

• Faulty water temperature regulators

Table 50

Event Code

Recommended Actions Check the Engine Oil Temperature and the Engine Coolant Temperature Observe the temperature of the engine oil and the engine coolant on the control panel's display. If the engine oil temperature is high, refer to Troubleshooting, “Oil Temperature Is High”. If the temperature of the engine coolant is low, refer to Troubleshooting, “Coolant Temperature Is Low”.

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

Check the Water Temperature Regulators The water temperature regulators should not begin to open until jacket water reaches opening temperature for the regulators. Allow the engine to cool and then start the engine. Check the tube at the outlet for the jacket water. If the tube is warm and normal operating temperature is not achieved yet, a regulator may be stuck open. Check the water temperature regulators according to Systems Operation/Testing and Adjusting, “Cooling System”. Replace the water temperature regulators, if necessary. i02908836

Turbocharger Turbine Temperature Is High SMCS Code: 1052-035-TA Use this procedure if one of the following event codes is active. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for these codes.

Description

Conditions which Activate the Code

System Response

E243(1) High Left Turbo Turbine Outlet Temperature

The temperature at the outlet for the left turbocharger turbine has exceeded the trip point and the delay time has expired.

The alarm output is activated. The code is logged.

E243(3) High Left Turbo Turbine Outlet Temperature

E244(1) High Right Turbo Turbine Outlet Temperature E244(3) High Right Turbo Turbine Outlet Temperature

E245(1) High Right Turbo Turbine Inlet Temperature E245(3) High Right Turbo Turbine Inlet Temperature

E246(1) High Left Turbo Turbine Inlet Temperature E246(3) High Left Turbo Turbine Inlet Temperature

The shutdown output is activated. The code is logged. The engine is shut down.

The temperature at the outlet for the right turbocharger turbine has exceeded the trip point and the delay time has expired.

The alarm output is activated. The code is logged.

The temperature at the inlet for the right turbocharger turbine has exceeded the trip point and the delay time has expired.

The alarm output is activated. The code is logged.

The temperature at the inlet for the left turbocharger turbine has exceeded the trip point and the delay time has expired.

Probable Causes • Low load • Excessive load • High inlet manifold temperature • Incorrect air/fuel ratio • Exhaust restriction

The shutdown output is activated. The code is logged. The engine is shut down.

The fuel is shut off. The shutdown output is activated. The code is logged. The engine is shut down. The alarm output is activated. The code is logged. The fuel is shut off. The shutdown output is activated. The code is logged. The engine is shut down.

118 Troubleshooting Section

RENR5910-06

• Problem with a valve

Problem with a Valve

Recommended Repairs

Make sure that the inlet valves, the exhaust valves, and the gas admission valves are in good condition. Check the cylinder compression. Refer to Operation and Maintenance Manual, “Cylinder Pressure Measure/Record”.

Low Load At loads that are less than 50 percent, the inlet air is controlled by the air choke actuator. If the air/fuel mixture is too lean, compression of the higher volume of air through the turbocharger will increase the temperature. Correct the air/fuel ratio.

Excessive Load Make sure that the load is not excessive. Reduce the load. If necessary, disengage the driven equipment and test the engine.

Check for Event Codes for High Inlet Manifold Air Temperature Use the control panel's display to check for the following event codes:

• E026 (3) High Inlet Air Temperature (shutdown) • E027 (1) High Inlet Air Temperature (warning) If one or more of the codes is active, refer to Troubleshooting, “Inlet Air Temperature Is High”.

Air/Fuel Ratio An air/fuel mixture that is too rich will increase the exhaust temperature. A change in the fuel energy content will change the air/fuel ratio. Obtain a fuel analysis. The fuel supply pressure must be adequate and stable. Adjust the engine according to Systems Operation/Testing and Adjusting, “BTU and Precombustion Chamber Adjustments”. Verify that the exhaust emissions are correct.

Measure the Exhaust Restriction Measure the exhaust restriction during engine operation with a load. For data that is specific to the engine, refer to the Technical Marketing Information. Also refer to the Application and Installation Guide, LEBW4970, “Exhaust Systems”. Investigate the cause of the exhaust restriction. Perform adjustments and/or make repairs, as needed.

RENR5910-06

119 Troubleshooting Section

Circuit Tests i03168840

Air/Fuel Pressure Module Test SMCS Code: 1278-038; 1900-038 System Operation Description: Use this procedure to troubleshoot the electrical system if a problem is suspected with the air/fuel pressure module or if any one of the diagnostic codes in Table 51 is active or easily repeated. Table 51

Diagnostic Codes Table Code and Description 94-3 Fuel Delivery Pressure Sensor : Voltage Above Normal 94-8 Fuel Delivery Pressure Sensor : Abnormal Frequency, Pulse Width, or Period

Conditions which Generate this Code The duty cycle of the pressure sensor is outside the range of the sensor. The frequency of the pressure sensor is outside the range of the sensor.

106-3 Air Inlet Pressure Sensor : Voltage Above Normal 106-8 Air Inlet Pressure Sensor : Abnormal Frequency, Pulse Width, or Period

Tubes that connect the air/fuel pressure module to the inlet air manifold and to the fuel manifold enable the module to sense the absolute inlet manifold air pressure and fuel pressure. The module calculates the differential pressure between the fuel manifold and the inlet air manifold. This fuel differential pressure is the value of the fuel pressure minus the value of the inlet manifold air pressure. Pulse Width Modulation (PWM) – This is a digital signal. The frequency is constant: the percent on time versus the period is called a duty cycle. If the signal is on for 50 percent of the period as an example, the duty cycle is 50 percent. This provides a more accurate status for a parameter than a signal that can only be ON or OFF.

System Response The code is logged. The engine is shutdown.

120 Troubleshooting Section

Illustration 32

RENR5910-06

g01435459

Sample duty cycles that are low, medium, and high.

The air/fuel pressure module sends PWM signals that represent the inlet manifold air pressure and the fuel differential pressure to the Electronic Control Module (ECM). The ECM uses the information to help calculate the fuel flow. The most likely causes of the diagnostic code are a poor connection or a problem in a wiring harness. The next likely cause is a problem with the module. The least likely cause is a problem with the ECM. Logged diagnostic codes provide a historical record. Before you begin this procedure, use Caterpillar Electronic Technician (ET) to print the logged codes to a file. The troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.

RENR5910-06

121 Troubleshooting Section

g01439944

Illustration 33 Schematic for the air/fuel pressure module on the in-line engines and the vee engines The air/fuel pressure module is connected to the ECM via the J6/P6 connectors on the terminal box.

Test Step 1. Inspect the Electrical Connectors and Wiring

• ECM J1/P1 connectors • Terminal box J6/P6 connectors • Harness connectors for the air/fuel pressure module

a. Check the torque of the allen head screws for each of the ECM connectors. Refer to Troubleshooting, “Electrical Connectors Inspect” for the correct torque values.

Illustration 34

g01431198

Terminal Box (1) ECM connector J2/P2 (2) ECM connector J1/P1 (3) 16 amp circuit breaker (4) Connectors J3/P3 for the customer's connector (5) Connectors J4/P4 for the optional control panel (if equipped) or for a customer's connector (6) J5/P5 connectors for the harness from the sensors (7) J6/P6 connectors for the harness from the sensors

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM to the OFF position. Note: For the following steps, refer to Troubleshooting, “Electrical Connectors Inspect”. B. Thoroughly inspect each of the following connectors:

122 Troubleshooting Section

RENR5910-06

Illustration 36

g01439954

Harness side of the terminal box P6 connector for the air/fuel pressure module on the vee engines

Illustration 35

g01439949

P1 ECM connector for the air/fuel pressure module on the in-line engines and the vee engines (10) PWM signal for the inlet manifold air pressure (11) PWM signal for the fuel differential pressure (69) -Battery (70) Keyswitch +Battery

(11) Keyswitch +Battery (21) -Battery (22) PWM signal for the fuel differential pressure (30) PWM signal for the inlet manifold air pressure

RENR5910-06

123 Troubleshooting Section

Repair: Perform the necessary repairs and/or replace parts, if necessary. STOP.

Test Step 2. Check for Diagnostic Codes A. Switch the 16 amp circuit breaker for the ECM to the ON position. Turn the engine control switch to the STOP position. B. Observe the “Active Diagnostic” screen on Cat ET. Wait at least 30 seconds so that any codes may become activated. Look for these codes:

• 94-3 Fuel Delivery Pressure Sensor voltage above normal

• 94-8 Fuel Delivery Pressure Sensor abnormal frequency, pulse width, or period

• 106-3 Air Inlet Pressure Sensor voltage above normal

• 106-8 Air Inlet Pressure Sensor abnormal frequency, pulse width, or period

Illustration 37

g01439952

Harness side of the terminal box P6 connector for the air/fuel pressure module on the in-line engines (37) (38) (45) (46)

-Battery PWM signal for the fuel differential pressure Keyswitch +Battery PWM signal for the inlet manifold air pressure

b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the air/fuel pressure module. c. Check the harnesses and wiring for abrasion and for pinch points from the air/fuel pressure module to the ECM. Expected Result: All connectors, pins, and sockets are connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. Results:

• OK – All connectors, pins, and sockets are

connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. The components are in good condition with proper connections. Proceed to Test Step 2.

• Not OK – At least one of the connectors, pins, or sockets is not connected properly. At least one connector or wire has corrosion, abrasion, and/or pinch points.

C. Determine whether any of the same codes are logged. Expected Result: None of the above diagnostic codes are active. Results:

• OK (No active codes) – There are no active

diagnostic codes for the air/fuel pressure module. However, there is a logged code for the air/fuel pressure module. Repair: There may be a problem with the wiring and/or with a connector. Attempt to activate the code by performing another pull test on the wires that are associated with the air/fuel pressure module. Refer to Troubleshooting, “Electrical Connectors - Inspect”. If any of the codes are logged and the engine is not operating properly, troubleshoot the symptom. Refer to Troubleshooting, “Symptom Troubleshooting”. STOP.

• Not OK (Active code) – There is an active

diagnostic code for the air/fuel pressure module. Proceed to Test Step 3.

124 Troubleshooting Section

RENR5910-06

Test Step 3. Verify the Supply Voltage to the Module A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM to the OFF position.

1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM to the OFF position. 2. Disconnect connectors (J6/P6). 3. Switch the 16 amp circuit breaker for the ECM to the ON position. Turn the engine control switch to the STOP position. 4. Measure the voltage between the terminals at the J6 connector that supply the voltage to the air/fuel pressure module. Refer to Illustration 33 in order to identify the terminals. Wiggle the harness in the terminal box in order to check for an intermittent problem. The correct voltage between the terminals is approximately 24 VDC.

Illustration 38

g00844095

Harness connector for the air/fuel pressure module (A) Keyswitch +Battery (B) -Battery (C) PWM signal for the differential pressure of the fuel manifold and the inlet air manifold (D) PWM signal for the inlet manifold air pressure

B. Disconnect the harness connector from the air/fuel pressure module. C. Switch the 16 amp circuit breaker for the ECM to the ON position. Turn the engine control switch to the STOP position. D. Measure the voltage between terminals “A” and “B” on the harness connector for the air/fuel pressure module. Wiggle the harness in order to check for an intermittent problem. Expected Result: The voltage between terminals “A” and “B” on the harness connector for the air/fuel pressure module is approximately 24 VDC. Results:

• OK – The voltage between terminals “A” and “B”

on the harness connector for the air/fuel pressure module is approximately 24 VDC. Proceed to Test Step 4.

• Not OK – The voltage between terminals “A”

and “B” on the harness connector for the air/fuel pressure module is not approximately 24 VDC. Repair: Use the following procedure to verify the supply voltage at the terminal box.

If the correct voltage is found on the J6 connector, there is a problem in the wiring harness between the P6 connector and the air/fuel pressure module. Repair the harness or replace the harness. If the correct voltage is not found on the J6 connector, there may be a problem in the terminal box. Verify the voltage from the ECM. a. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM to the OFF position. b. Disconnect the ECM J1/P1 connectors. c. Switch the 16 amp circuit breaker for the ECM to the ON position. Turn the engine control switch to the STOP position. d. Measure the voltage between ECM terminals (P1-69) and (P1-70). The correct voltage between terminals (P1-69) and (P1-70) is approximately 24 VDC. If the correct voltage is found on the ECM P1 connector, there is a problem with the terminal box's wiring. Repair the wiring or replace the wiring. If the correct voltage is not found on the ECM P1 connector, there may be a problem with the electrical power supply. For further information on troubleshooting the electrical power supply, refer to Troubleshooting, “Electrical Power Supply - Test”. STOP.

RENR5910-06

125 Troubleshooting Section

Test Step 4. Check for a Signal from the Module A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM to the OFF position. B. Verify that the fuel shutoff valve is closed. C. Disconnect the air lines and the fuel lines from the air/fuel pressure module.

The duty cycle of the atmospheric pressure is between 24.0 percent and 43.3 percent when both ports of the module are vented to atmospheric pressure. The frequency of the signal is between 450 and 600 Hz. Note: The duty cycle for the atmospheric sensor is wider since the engine can be operated at elevations below sea level and at higher elevations in mountainous terrain. Results:

• OK – The duty cycle and the frequency of the

suspect signal is correct. The module is operating correctly. Leave the air lines and the fuel lines disconnected from the air/fuel pressure module. Proceed to Test Step 5.

• Not OK – The duty cycle and/or the frequency of the suspect signal is not correct. The module is not operating correctly.

Illustration 39

g00844095

Harness connector for the air/fuel pressure module (A) Keyswitch +Battery (B) -Battery (C) PWM signal for the fuel differential pressure (D) PWM signal for the inlet manifold air pressure

D. Connect a jumper wire with the appropriate connectors on the ends between terminal “A” on the harness connector for the air/fuel pressure module and terminal “A” on the module's receptacle. Connect another jumper wire between terminal “B” on the harness connector for the air/fuel pressure module and terminal “B” on the module's receptacle. E. Use a multimeter to measure the duty cycle and the frequency of the suspect signal. a. Switch the 16 amp circuit breaker for the ECM to the ON position. Turn the engine control switch to the STOP position. b. Measure the duty cycle and the frequency between terminals “B” and “C” on the module's receptacle. c. Measure the duty cycle and the frequency between terminals “B” and “D” on the module's receptacle. Expected Result: The duty cycle of the fuel differential pressure is between 15.9 percent and 18.7 percent when both ports of the module are vented to atmospheric pressure.

Repair: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM to the OFF position. Remove the jumper wires from the connectors for the air/fuel pressure module. Replace the air/fuel pressure module. STOP.

Test Step 5. Check for a Signal to the Terminal Box A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM to the OFF position. B. Remove the jumper wires from the connectors for the air/fuel pressure module. Reconnect the engine harness to the air/fuel pressure module. C. Use a 151-6320 Wire Removal Tool to remove the signal wires from the P6 connector on the terminal box. Refer to Illustration 33 in order to identify the terminals. D. Use a multimeter to check the duty cycle and the frequency between the wires and the −Battery terminal on the P6 connector. a. Switch the 16 amp circuit breaker for the ECM to the ON position. Turn the engine control switch to the STOP position. b. Use a multimeter to check the signals from the wires. Wiggle the harness in order to check for an intermittent problem.

126 Troubleshooting Section

Expected Result: The duty cycle of the fuel differential pressure is between 15.9 percent and 18.7 percent when both ports of the module are vented to atmospheric pressure. The duty cycle of the atmospheric pressure is between 24.0 percent and 43.3 percent when both ports of the module are vented to atmospheric pressure. The frequency of the signal is between 450 and 600 Hz. Note: The duty cycle for the atmospheric sensor is wider since the engine can be operated at elevations below sea level and at higher elevations in mountainous terrain. Results:

• OK – The duty cycle and the frequency of the

suspect signal is correct. The module is operating correctly and the harness between the module and the terminal box P6 connector is OK. There may be a problem in the terminal box. Repair: Remove the 7X-1710 Multimeter Probe. Reinstall the disconnected wires. Pull on the wires in order to verify proper installation. Leave the air lines and the fuel lines disconnected from the air/fuel pressure module. Proceed to Test Step 6.

• Not OK – The duty cycle and the frequency of

the suspect signal is not correct. The module is operating correctly but there is a problem with a connection and/or the wiring in the engine harness between the terminal box and the connector for the air/fuel pressure module. Repair: Remove the 7X-1710 Multimeter Probe. Reinstall the disconnected wires. Pull on the wires in order to verify proper installation. Reconnect the air lines and the fuel lines to the air/fuel pressure module. Repair the harness, when possible. Replace the harness, if necessary. STOP.

Test Step 6. Check for a Signal at the ECM A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM to the OFF position. B. Use a 151-6320 Wire Removal Tool to remove terminals (P1-10) and (P1-11) from the harness side of the ECM P1 connector. Label the wires.

RENR5910-06

C. Use a multimeter to check the signals from the removed terminals. a. Switch the 16 amp circuit breaker for the ECM to the ON position. Turn the engine control switch to the STOP position. b. Insert a 7X-1710 Multimeter Probe into terminal (P1-69). Measure the duty cycle and the frequency between terminals (P1-69) and (P1-10). Wiggle the harness in the terminal box in order to check for an intermittent problem. c. Measure the duty cycle and the frequency between terminals (P1-69) and (P1-11). Wiggle the harness in the terminal box in order to check for an intermittent problem. D. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM to the OFF position. Remove the 7X-1710 Multimeter Probe. Reinstall the terminals into the P1 connector. Pull on the wires in order to verify proper installation. Reconnect the air lines and the fuel lines to the air/fuel pressure module. Expected Result: The duty cycle of the fuel differential pressure is between 15.9 percent and 18.7 percent when both ports of the module are vented to atmospheric pressure. The duty cycle of the atmospheric pressure is between 24.0 percent and 43.3 percent when both ports of the module are vented to atmospheric pressure. The frequency of the signal is between 450 and 600 Hz. Note: The duty cycle for the atmospheric sensor is wider since the engine can be operated at elevations below sea level and at higher elevations in mountainous terrain. Results:

• OK – The duty cycle and the frequency of the

suspect signal is correct. The ECM is receiving a valid signal. However, a diagnostic code is activated for the air/fuel pressure module. There may be a problem with the ECM. Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the condition is not resolved, temporarily install a new ECM. Refer to Troubleshooting, “ECM Replace” for details.

RENR5910-06

127 Troubleshooting Section

If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Verify that the original problem has been resolved. STOP.

• Not OK – The duty cycle and the frequency of

the suspect signal is not correct. The module is operating correctly and the engine harness is OK. However, the ECM is not receiving a valid signal. There is a problem with the wiring in the terminal box. Repair: Repair the connector(s) and/or the wiring, when possible. Replace the connector(s) and/or the wiring, if necessary. STOP. i02890408

Choke Actuator - Test SMCS Code: 1087-038-AQ; 5479-038 System Operation Description: Use this procedure to troubleshoot the electrical system if a problem is suspected with the air choke actuator's solenoid or if one of the diagnostic codes in Table 52 is active. Table 52

Diagnostic Codes Table Code

Conditions which Generate this Code

System Response

525-5 Choke Actuator : Current Below Normal

The circuit driver for the electrohydraulic actuator's solenoid is energized. The Electronic Control Module (ECM) detects no current from the actuator or a current that is less than the normal level.

The shutdown output is activated. The code is logged.

525-6 Choke Actuator : Current Above Normal

The circuit driver for the electrohydraulic actuator's solenoid is energized. The ECM detects a current from the actuator that is greater than the normal level.

The ECM controls the air choke actuator by adjusting current flow through the actuator's solenoid. The diagnostic code is probably caused by a problem in a harness or by a problem with an electrical connector. The next likely cause is a problem inside the actuator solenoid. The least likely cause is a problem with the ECM. Logged diagnostic codes provide a historical record. Before you begin this procedure, use Caterpillar Electronic Technician (ET) to print the logged codes to a file.

This troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.

128 Troubleshooting Section

RENR5910-06

g01439374

Illustration 40 Schematic of the circuit for the air choke actuator

Test Step 1. Inspect the Electrical Connectors and Wiring Note: This step is important for troubleshooting a problem with instability.

Illustration 41

g01431198

Terminal Box (1) ECM connector J2/P2 (2) ECM connector J1/P1 (3) 16 amp circuit breaker (4) Connectors J3/P3 for the customer's connector (5) Connectors J4/P4 for the optional control panel (if equipped) or for a customer's connector (6) J5/P5 connectors for the harness (7) J6/P6 connectors for the harness

A. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM to the OFF position. Note: For the following steps, refer to Troubleshooting, “Electrical Connectors Inspect”.

Illustration 42

g01439397

P2 ECM terminals that are used by the air choke actuator's solenoid on in-line engines and vee engines (P2-63) Air choke actuator's circuit driver (P2-64) Return

RENR5910-06

Illustration 43

129 Troubleshooting Section

g01439394

Terminal locations on the P6 connector that are used by the air choke actuator's solenoid on in-line engines and on vee engines (P6-12) (P6-22) (P6-44) (P6-45)

Return (in-line engines) Air choke actuator's circuit driver (in-line engines) Return (vee engines) Air choke actuator's circuit driver (vee engines) Illustration 44

g01439378

Air choke actuator (AA) Solenoid's connector (A) Air choke actuator's circuit driver (B) Return (8) Engine harness connectors for the air choke actuator (in-line engines) (9) Air choke actuator (in-line engines)

130 Troubleshooting Section

RENR5910-06

Results:

• OK – All connectors, pins, and sockets are

connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. The components are in good condition with proper connections. Proceed to Test Step 2.

• Not OK – At least one of the connectors, pins,

or sockets is not connected properly. At least one connector or wire has corrosion, abrasion, and/or pinch points. The components are not in good condition and/or at least one connection is improper. Repair: Perform the necessary repairs and/or replace parts, if necessary. STOP.

Test Step 2. Check for Active Diagnostic Codes A. Connect Cat ET to the service tool connector. B. Switch the 16 amp circuit breaker for the ECM ON. Illustration 45

g01439379

C. If a 525-5 and/or 525-6 diagnostic code is logged, clear the code.

Air choke actuator (10) Air choke actuator (vee engines) (11) Engine harness connectors for the air choke actuator (vee engines)

D. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes.

B. Thoroughly inspect each of the following connectors:

E. Observe the “Active Diagnostic” screen on Cat ET. Check and record any active diagnostic codes.

• ECM J2/P2 connectors • J6/P6 connectors on the terminal box • Connectors for the air choke actuator a. Check the allen head screw on each of the ECM connectors for the proper torque. Refer to Troubleshooting, “Electrical Connectors Inspect” for the correct torque values. b. Perform a 45 N (10 lb) pull test on the wires that are associated with the circuit for the air choke actuator. c. Thoroughly inspect the connectors for the air choke actuator for moisture and for corrosion. Check the harness and wiring for abrasion and for pinch points from the air choke actuator to the ECM. Expected Result: All connectors, pins, and sockets are connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points.

F. Determine if the problem is related to an open circuit diagnostic code (-5) or a short circuit diagnostic code (-6). G. Turn the engine control switch to the STOP position. Expected Result: No diagnostic codes are active. Results:

• OK – No diagnostic codes are active. Repair: The problem may have been related to a faulty connection in the harness. Carefully inspect the connectors and wiring. Refer to Troubleshooting, “Electrical Connectors - Inspect”. STOP.

• Not OK – A short circuit diagnostic code (-6) is active at this time. Proceed to Test Step 3.

RENR5910-06

• Not OK – An open circuit diagnostic code (-5) is active at this time. Proceed to Test Step 5.

Test Step 3. Disconnect the Connector for the Air Choke Actuator's Solenoid in Order to Create an Open Circuit A. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM to the OFF position. B. Disconnect the connector for the air choke actuator's solenoid. C. Switch the 16 amp circuit breaker for the ECM ON. D. If a 525-5 and/or 525-6 diagnostic code is logged, clear the code. E. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes.

131 Troubleshooting Section

Test Step 4. Disconnect the Connector for the Air Choke Actuator's Solenoid at the Terminal Box in Order to Create an Open Circuit A. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM to the OFF position. B. Disconnect the P6 connector at the terminal box. Determine the correct wire terminals for your application. Refer to Illustration 40. C. Remove the wires for the air choke actuator's solenoid from the connector on the terminal box in order to create an open circuit. D. Switch the 16 amp circuit breaker for the ECM ON. E. If a 525-5 and/or 525-6 diagnostic code is logged, clear the code.

F. Observe the “Active Diagnostic” screen on Cat ET. Check and record any active diagnostic codes.

F. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes.

G. Turn the engine control switch to the STOP position.

G. Observe the “Active Diagnostic” screen on Cat ET. Check and record any active diagnostic codes.

H. Return all the wiring to the original configuration.

H. Turn the engine control switch to the STOP position.

Expected Result: An open circuit diagnostic code (-5) is now active for the air choke actuator's solenoid. Results:

• OK – A short circuit diagnostic code (-6) was

active before disconnecting the connector. An open circuit diagnostic code (-5) became active after disconnecting the connector. The ECM detected the open circuit. The engine harness and the ECM are OK. Repair: Temporarily connect a new air choke actuator's solenoid to the harness, but do not install the new air choke actuator's solenoid. Verify that there are no active diagnostic codes for the air choke actuator's solenoid. If there are no active diagnostic codes for the solenoid, permanently install the new solenoid. Clear any logged diagnostic codes. STOP.

• Not OK – A short circuit diagnostic code (-6) remains active when the connector for the air choke actuator's solenoid is disconnected. There is a short circuit between the harness connector for the solenoid and the ECM. Proceed to Test Step 4.

I. Return all the wiring to the original configuration. Expected Result: An open circuit diagnostic code (-5) is now active for the air choke actuator's solenoid. Results:

• OK – A short circuit diagnostic code (-6) was

active before disconnecting the connector. An open circuit diagnostic code (-5) became active after disconnecting the connector. The ECM detected the open circuit. The engine harness between the terminal box and the ECM is OK. Repair: Repair the wiring between the terminal box and the connector for the air choke actuator's connector. Clear any logged diagnostic codes. STOP.

• Not OK – A short circuit diagnostic code (-6)

remains active when the connector on the terminal box for the air choke actuator's solenoid is disconnected. There is a short circuit between the terminal box and the ECM. Proceed to Test Step 7.

132 Troubleshooting Section

Test Step 5. Create a Short at the Connector for the Air Choke Actuator's Solenoid A. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM to the OFF position. B. Fabricate a jumper wire that is long enough to create a short between the terminals of the connector for the air choke actuator's solenoid. Crimp connector pins to each end of the jumper wire. C. Install the jumper wire between terminal A (air choke actuator solenoid) and terminal B (solenoid return) on the harness side of the connector. D. Switch the 16 amp circuit breaker for the ECM ON. E. If a 525-5 and/or 525-6 diagnostic code is logged, clear the code. F. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes. G. Observe the “Active Diagnostic” screen on Cat ET. Check and record any active diagnostic codes.

RENR5910-06

• Not OK – The open circuit diagnostic code (-5)

remains active with the jumper in place. The open circuit is between the ECM and the connector for the air choke actuator's solenoid. There may be a problem with the ECM. Proceed to Test Step 6.

Test Step 6. Create a Short at the Connector on the Terminal Box for the Air Choke Actuator's Solenoid A. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM to the OFF position. B. Fabricate a jumper wire that is long enough to create a short between the terminals of the connector for the air choke actuator's solenoid on the terminal box. Crimp connector pins to each end of the jumper wire. C. Disconnect the P6 connector at the terminal box. Determine the correct wire terminals for your application. Refer to Illustration 40. D. Remove the wires for the air choke actuator's solenoid from the connector on the terminal box. Install the jumper wire between the circuit driver for the air choke actuator's solenoid and the return for the air choke actuator's solenoid on the ECM side of the connector.

H. Turn the engine control switch to the STOP position.

E. Reconnect the connector.

I. Return all the wiring to the original configuration.

F. Switch the 16 amp circuit breaker for the ECM ON.

Expected Result:

G. If a 525-5 and/or 525-6 diagnostic code is logged, clear the code.

A short circuit diagnostic code (-6) is active when the jumper wire is installed. An open circuit diagnostic code (-5) is active when the jumper wire is removed. Results:

• OK – A short circuit diagnostic code (-6) is active

when the jumper wire is installed. An open circuit diagnostic code (-5) is active when the jumper wire is removed. The ECM detected the short circuit. The engine harness and the ECM are OK. Repair: Temporarily connect a new solenoid for the air choke actuator to the harness, but do not install the new solenoid. Verify that there are no active diagnostic codes for the solenoid. If there are no active diagnostic codes for the solenoid, permanently install the new solenoid. Clear any logged diagnostic codes. STOP.

H. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes. I. Observe the “Active Diagnostic” screen on Cat ET. Check and record any active diagnostic codes. J. Turn the engine control switch to the STOP position. K. Return all the wiring to the original configuration. Expected Result: A short circuit diagnostic code (-6) is active when the jumper wire is installed. An open circuit diagnostic code (-5) is active when the jumper wire is removed.

RENR5910-06

Results:

• OK – A short circuit diagnostic code (-6) is active

when the jumper wire is installed. An open circuit diagnostic code (-5) is active when the jumper wire is removed. The ECM detected the short circuit. The engine harness between the terminal box and the ECM is OK.

133 Troubleshooting Section

e. Observe the “Active Diagnostic” screen on Cat ET. Check and record any active diagnostic codes. f. Turn the engine control switch to the STOP position. H. Create a short at the ECM:

Repair: Repair the wiring between the terminal box and the connector for the air choke actuator's connector. Clear any logged diagnostic codes.

a. Create a short between the jumper wires for the air choke actuator's solenoid at the ECM connector.

STOP.

b. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes.

• Not OK – The open circuit diagnostic code (-5)

remains active with the jumper in place. The open circuit is between the ECM and the connector on the terminal box. There may be a problem with the ECM. Proceed to Test Step 7.

Test Step 7. Check the Operation of the ECM A. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM to the OFF position. B. Disconnect the J2/P2 ECM connector. C. Fabricate two jumper wires that are long enough to create a short between two terminals of the ECM connector. Crimp connector sockets to one end of each of the jumper wires. D. Remove the wire from terminal location P2-63 (air choke actuator solenoid) at the ECM connector. Install one of the jumper wires into this terminal location. E. Remove the wire from terminal location P2-64 (solenoid return) at the ECM connector. Install the other jumper wire into this terminal location. F. Connect the J2/P2 ECM connector. G. Create an open at the ECM: a. In order to ensure that an open circuit condition exists, do not allow the loose ends of the jumper wires to connect to each other or to engine ground. b. Switch the 16 amp circuit breaker for the ECM ON. c. If a 525-5 and/or 525-6 diagnostic code is logged, clear the code. d. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes.

c. Observe the “Active Diagnostic” screen on Cat ET. Check and record any active diagnostic codes. d. Turn the engine control switch to the STOP position. I. Restore all wiring to the original configuration. Expected Result: An open circuit diagnostic code (-5) is active when the jumper wires create an open circuit. A short circuit diagnostic code (-6) is active when the jumper wires for the air choke actuator's solenoid are shorted together. Results:

• OK – An open circuit diagnostic code (-5) is active when the jumper wires create an open circuit. A short circuit diagnostic code -6 is active when the jumper wires are shorted together.

Repair: The ECM is operating properly. The problem is in the harness wiring between the ECM and the J6/P6 connector on the terminal box. There may be a problem in one of the connectors. Repair the connectors or wiring and/or replace the connectors or wiring. STOP.

• Not OK – One of the following conditions exists:

The open circuit diagnostic code (-5) is not active when the jumper wires create an open circuit. The short circuit diagnostic code (-6) is not active when the wire jumpers are shorted together. Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following procedure: Temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace”.

134 Troubleshooting Section

RENR5910-06

If the problem is resolved with a new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. STOP. i02892114

Cylinder Combustion - Test SMCS Code: 1223-038; 1563-038 System Operation Description: Use this procedure to troubleshoot a suspected problem with a combustion sensor or use this procedure if one of the diagnostic codes in Table 53 or Table 54 are active or easily repeated. Table 53

Diagnostic Codes Table Code

Conditions which Generate this Code

System Response

1101-2 Cylinder #1 Combustion Probe : Erratic, Intermittent, or Incorrect 1102-2 Cylinder #2 Combustion Probe : Erratic, Intermittent, or Incorrect 1103-2 Cylinder #3 Combustion Probe : Erratic, Intermittent, or Incorrect 1104-2 Cylinder #4 Combustion Probe : Erratic, Intermittent, or Incorrect 1105-2 Cylinder #5 Combustion Probe : Erratic, Intermittent, or Incorrect 1106-2 Cylinder #6 Combustion Probe : Erratic, Intermittent, or Incorrect 1107-2 Cylinder #7 Combustion Probe : Erratic, Intermittent, or Incorrect 1108-2 Cylinder #8 Combustion Probe : Erratic, Intermittent, or Incorrect 1109-2 Cylinder #9 Combustion Probe : Erratic, Intermittent, or Incorrect 1110-2 Cylinder #10 Combustion Probe : Erratic, Intermittent, or Incorrect 1111-2 Cylinder #11 Combustion Probe : Erratic, Intermittent, or Incorrect 1112-2 Cylinder #12 Combustion Probe : Erratic, Intermittent, or Incorrect 1113-2 Cylinder #13 Combustion Probe : Erratic, Intermittent, or Incorrect 1114-2 Cylinder #14 Combustion Probe : Erratic, Intermittent, or Incorrect 1115-2 Cylinder #15 Combustion Probe : Erratic, Intermittent, or Incorrect 1116-2 Cylinder #16 Combustion Probe : Erratic, Intermittent, or Incorrect

With the engine on, the Integrated Combustion Sensing Module (ITSM) detects a signal from the combustion sensor before combustion or the signal from the combustion sensor is received within 1.8 millisecond of the signal for ignition.

The combustion burn time for the cylinder is excluded from the average combustion burn time and from the calculation for the fuel correction factor. Diagnostics for the cylinder misfire are not available. The code is logged.

RENR5910-06

135 Troubleshooting Section

Table 54

Diagnostic Codes Table Code 1101-4 Cylinder #1 Combustion Probe : Voltage Below Normal 1102-4 Cylinder #2 Combustion Probe : Voltage Below Normal 1103-4 Cylinder #3 Combustion Probe : Voltage Below Normal 1104-4 Cylinder #4 Combustion Probe : Voltage Below Normal 1105-4 Cylinder #5 Combustion Probe : Voltage Below Normal 1106-4 Cylinder #6 Combustion Probe : Voltage Below Normal 1107-4 Cylinder #7 Combustion Probe : Voltage Below Normal 1108-4 Cylinder #8 Combustion Probe : Voltage Below Normal 1109-4 Cylinder #9 Combustion Probe : Voltage Below Normal 1110-4 Cylinder #10 Combustion Probe : Voltage Below Normal 1111-4 Cylinder #11 Combustion Probe : Voltage Below Normal 1112-4 Cylinder #12 Combustion Probe : Voltage Below Normal 1113-4 Cylinder #13 Combustion Probe : Voltage Below Normal 1114-4 Cylinder #14 Combustion Probe : Voltage Below Normal 1115-4 Cylinder #15 Combustion Probe : Voltage Below Normal 1116-4 Cylinder #16 Combustion Probe : Voltage Below Normal

Conditions which Generate this Code The signal from the combustion sensor to the ICSM is less than the minimum acceptable value.

Each cylinder has a combustion sensor that is positioned on the edge of the cylinder. When the engine control switch is in the STOP position, in the START position, or in the AUTO position, the ICSM provides +80 VDC to the combustion sensors. When the flame front reaches the sensor, the sensor briefly outputs a low voltage signal that is approximately −80 millivolts. The sensor's low voltage signal is detected by the ICSM. The ICSM measures the length of time from the all cylinders firing signal to the combustion sensor's signal. The ICSM determines the combustion burn time for the cylinder. Each combustion sensor has a single terminal that is connected to a signal wire. The signal wire from each sensor is shielded. Use this procedure to troubleshoot the system only when there is an active noisy diagnostic code or an active short circuit diagnostic code that is associated with a combustion sensor. A noisy diagnostic code indicates that the signal from the sensor is noisy or connected to the wrong cylinder.

System Response The combustion burn time for the cylinder is excluded from the average combustion burn time and from the calculation for the fuel correction factor. Diagnostics for the cylinder misfire are not available. The code is logged.

Note: If the harness from the sensor is not routed to the proper connector, the combustion burn time will be incorrect. False misfire will be indicated. The short to ground diagnostic code indicates that the sensor's signal has a short circuit or the signal is below the acceptable range. Logged diagnostic codes provide a historical record. Before you begin this procedure, use the Caterpillar Electronic Technician (ET) to print the logged codes to a file. This troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.

136 Troubleshooting Section

Illustration 46 Schematic for the circuit of the combustion sensors for the 16 cylinder engine

RENR5910-06

g01440236

RENR5910-06

Illustration 47 Schematic for the circuit of the combustion sensors for the 12 cylinder engine

137 Troubleshooting Section

g01440561

138 Troubleshooting Section

Illustration 48

RENR5910-06

g01440562

Schematic for the circuit of the combustion sensors for the 8 cylinder engine

Illustration 49 Schematic for the circuit of the combustion sensors for the 6 cylinder engine

g01440563

RENR5910-06

Illustration 50

139 Troubleshooting Section

g01431198

Illustration 51

Terminal Box

Typical view of an engine mounted ICSM

(1) ECM connector J2/P2 (2) ECM connector J1/P1 (3) 16 amp circuit breaker (4) Connectors J3/P3 for the customer's connector (5) Connectors J4/P4 for the optional control panel (if equipped) or for a customer's connector (6) J5/P5 connectors for the harness (7) J6/P6 connectors for the harness

(8) ICSM (9) Connectors for the combustion sensors

g01440570

Test Step 1. Inspect the Electrical Connectors and Wiring A. Turn the engine control switch to the OFF/RESET position. Switch OFF the 16 amp circuit breaker for the Electronic Control Module (ECM). Note: For the following steps, refer to Troubleshooting, “Electrical Connectors Inspect”.

Illustration 52

g01440571

Section view of a cylinder head with a combustion sensor (10) Harness connector (11) Seal (12) Extension (13) Sensor

B. Thoroughly inspect the suspect connector (10) at the ICSM for corrosion and for moisture.

140 Troubleshooting Section

C. Thoroughly check the suspect harness for abrasion and for pinch points from the sensor to the ICSM.

RENR5910-06

Test Step 2. Replace the Harness

D. Verify that the suspect harness has the proper length in order to reach from the sensor to the ICSM. E. Verify that the suspect harness is connected to the correct connector on the ICSM. For a 16 cylinder engine, refer to Illustration 46 for the proper connections. For a 12 cylinder engine, refer to Illustration 47 for the proper connections. For a 8 cylinder engine, refer to Illustration 48 for the proper connections. For a 6 cylinder engine, refer to Illustration 49 for the proper connections. Expected Result: All connectors, pins, and sockets are connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. The sensors are connected to the correct connector on the ICSM. Results:

• OK – All connectors, pins, and sockets are

connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. The components are in good condition with proper connections. If you are troubleshooting a -2 diagnostic code, proceed to Test Step 2. If you are troubleshooting a -4 diagnostic code for a short circuit, proceed to Test Step 4.

• Not OK – At least one of the connectors, pins, or

sockets is not connected properly. At least one connector or wire has corrosion, abrasion, and/or pinch points. The components are not in good condition and/or at least one of the connections are improper. Repair: Perform the necessary repairs and/or replace parts, if necessary. STOP.

Illustration 53

g01440571

Section view of a cylinder head with a combustion sensor (10) Harness connector (11) Seal (12) Extension (13) Sensor

A. Temporarily exchange the suspect harness with a harness that is known to be good. The new harness must be long enough to reach from the sensor to the ICSM. Verify that seal (11) is installed in connector (10) on the new harness. Ensure that connectors are clean, dry, and properly connected. Do not install the new harness onto the engine. B. Start the engine. Use Cat ET to place the engine in the prechamber calibration mode. C. Observe the “Active Diagnostics” screen on Cat ET. The engine must be in the prechamber calibration mode for at least 30 seconds in order for the -2 diagnostic code to become activated. Look for an active -2 diagnostic code. Expected Result: The -2 code is not active. Results:

• No -2 code – Before the suspect harness was

replaced, there was a -2 diagnostic code. After the suspect harness was replaced, there was no -2 diagnostic code. The suspect harness is faulty.

RENR5910-06

Repair: Completely install the new harness onto the engine. Resume normal operation. STOP.

• Active -2 code – Before the harness was replaced, there was a -2 diagnostic code. After the harness was replaced, the -2 diagnostic code remained. Repair: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Remove the new harness and install the original harness. Proceed to Test Step 3.

141 Troubleshooting Section

If the problem is resolved with a new ICSM, install the original ICSM and verify that the problem returns. If the new ICSM operates correctly and the original ICSM does not operate correctly, replace the original ICSM. STOP.

Test Step 4. Disconnect the Combustion Sensor A. Verify that the engine control switch is in the OFF/RESET position. Verify that the 16 amp circuit breaker for the ECM is OFF.

Test Step 3. Inspect the Extension and the Combustion Sensor A. Inspect the combustion sensor and clean the sensor, if necessary. Refer to Operation and Maintenance Manual, “Combustion Sensor Clean/Inspect/Replace”. B. Start the engine. Use Cat ET to place the engine in the prechamber calibration mode. C. Observe the “Active Diagnostics” screen on Cat ET. The engine must be in the prechamber calibration mode for at least 30 seconds in order for the -2 diagnostic code to become activated. Look for an active -2 diagnostic code. Expected Result: The -2 diagnostic code is not active. Results:

• No -2 code – Before the sensor and extension

were serviced, there was a -2 diagnostic code. After the sensor and extension were serviced, there was no -2 diagnostic code. Resume normal operation. STOP.

• Active -2 code – Before the sensor and extension were serviced, there was a -2 diagnostic code. After the sensor and extension were serviced, the noisy diagnostic code remained. The ICSM may have a problem.

Illustration 54

g01440571

Section view of a cylinder head with a combustion sensor (10) Harness connector (11) Seal (12) Extension (13) Sensor

B. Disconnect harness connector (10) for the suspect sensor.

Repair: It is unlikely that the ICSM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following steps:

C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.

Temporarily install a new ICSM. Refer to Troubleshooting, “Control Module - Replace (ICSM)”.

D. Observe the “Active Diagnostics” screen on Cat ET. Wait at least 30 seconds so that any codes may become activated. Look for an active -4 short circuit diagnostic code.

142 Troubleshooting Section

RENR5910-06

The -4 diagnostic code is not active.

D. Observe the “Active Diagnostics” screen on Cat ET. Wait at least 30 seconds so that any codes may become activated. Look for an active -4 code.

Results:

Expected Result:

• OK - No active -4 code – Before the harness

The -4 diagnostic code is not active.

Expected Result:

connector was disconnected, there was a -4 diagnostic code. After the harness connector was disconnected, there was no -4 diagnostic code. There is a problem with the extension or with the sensor. Repair: Perform the following steps: 1. Thoroughly inspect harness connector (10) for moisture. Inspect O-ring seal (11) in the harness connector. Refer to Operation and Maintenance Manual, “Combustion Sensor Clean/Inspect/Replace”. 2. Reconnect harness connector (10). 3. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Observe the “Active Diagnostics” screen on Cat ET. Wait at least 30 seconds so that any codes may become activated. Verify that the problem is resolved. STOP.

• Not OK - Active -4 code – Before the harness

was disconnected at the sensor there was a -4 diagnostic code. After the harness was disconnected the -4 diagnostic code remained. There is a problem with the harness or with the ICSM. Proceed to Test Step 5.

Test Step 5. Disconnect the Harness at the ICSM A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect the suspect connector from the ICSM. For a 16 cylinder engine, refer to Illustration 46 for the proper connections. For a 12 cylinder engine, refer to Illustration 47 for the proper connections. For a 8 cylinder engine, refer to Illustration 48 for the proper connections. For a 6 cylinder engine, refer to Illustration 49 for the proper connections. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.

Results:

• OK - No active -4 code – Before the harness

was disconnected from the ICSM, there was a -4 diagnostic code. Disconnecting the harness from the ICSM cleared the -4 diagnostic code. The harness is faulty. Repair: Replace the harness. Verify that the original condition is resolved. STOP.

• Not OK - Active -4 code – Before the harness was disconnected from the ICSM, there was a -4 diagnostic code. After the harness was disconnected from the ICSM, the -4 code remained. The ICSM may have a problem.

Repair: It is unlikely that the ICSM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following steps: Temporarily install a new ICSM. Refer to Troubleshooting, “Control Module - Replace (ICSM)”. If the problem is resolved with a new ICSM, install the original ICSM and verify that the problem returns. If the new ICSM operates correctly and the original ICSM does not operate correctly, replace the original ICSM. STOP. i02894619

Cylinder Firing Signal - Test SMCS Code: 1223-038; 1900-038 System Operation Description: Use this procedure to troubleshoot cylinder firing signals that have diagnostic codes which are active or easily repeated. Use this procedure if one of the diagnostic codes in Table 55 are active or easily repeated.

RENR5910-06

143 Troubleshooting Section

Table 55

Diagnostic Codes Table Code

Conditions which Generate this Code

System Response

1043-2 Cylinder #1 Firing Signal noisy 1044-2 All Cylinders Firing Signal noisy

The integrated combustion sensing module (ICSM) detects electrical noise on the conductor that carries the cylinder firing signal or the frequency of the cylinder firing signal is not within the specified limits.

Monitoring of the combustion burn time for the cylinder is lost. The alarm output is activated. The code is logged. The exhaust emissions are not controlled by the engine control system.

1043-3 Cylinder #1 Firing Signal : Voltage Above Normal 1044-3 All Cylinders Firing Signal : Voltage Above Normal

During normal operation, the ICSM continuously sends a signal of 13 V. The Electronic Control Module (ECM) grounds the 13 V signal for the duration of ignition. The ICSM interprets the grounding of the signal as the firing signal. If the 13 V signal is not grounded, the ICSM does not receive the firing signal and the ICSM generates the diagnostic code.

Monitoring of the combustion burn time is lost. The alarm output is activated. The code is logged. The exhaust emissions are not controlled by the engine control system.

1043-4 Cylinder #1 Firing Signal : Voltage Below Normal 1044-4 All Cylinders Firing Signal : Voltage Below Normal

During normal operation, the ICSM continuously sends a signal of 13 V. The ECM grounds the 13 V signal for the duration of ignition. The ICSM interprets the grounding of the signal as the firing signal. When the 13 V signal returns to the high side, the ICSM starts the timer for the combustion burn time. If the 13 V signal remains grounded, the ICSM cannot interpret the firing signal and the ICSM generates the diagnostic code.

Monitoring of the combustion burn time is lost. The alarm output is activated. The code is logged. The exhaust emissions are not controlled by the engine control system.

1043-8 Cylinder #1 Firing Signal : Abnormal Frequency, Pulse Width, or Period

The “Cylinder #1 Firing Signal” represents the ignition of the first cylinder in the engine. The “All Cylinders Firing Signal” represents the ignitions of the remaining cylinders in the engine. The “Cylinder #1 Firing Signal” is a reference for the “All Cylinders Firing Signal”. If the input for the “Cylinder #1 Firing Signal” is switched with the input for the “All Cylinders Firing Signal”, the “Cylinder #1 Firing Signal” is too frequent. The ICSM generates the diagnostic code.

Monitoring of the combustion burn time is lost. The alarm output is activated. The code is logged. The exhaust emissions are not controlled by the engine control system.

There are two different types of cylinder firing signals. The number one cylinder firing signal indicates that the ECM is commanding the spark plug in the number one cylinder to fire. The all cylinders firing signal indicates that the ECM is commanding the spark plug in each cylinder to fire. Each signal is developed on a wire that connects the ECM to the ICSM.

The all cylinders firing signal is also created by the ICSM and by the ECM. The modules maintain the signal wire at +13 volts. The ECM pulls the signal wire to ground potential whenever a spark plug is commanded to fire. The ECM maintains the wire at ground potential for approximately 300 microseconds.

The number one cylinder firing signal is created by the ICSM and by the ECM. The modules maintain the signal wire at +13 volts. The ECM pulls the signal wire to ground potential whenever the number one cylinder is commanded to fire. The ECM maintains the wire at ground potential for approximately 200 microseconds.

The 1043-8 diagnostic code is caused if the number one cylinder firing signal and the all cylinders firing signal are connected to the opposite terminals somewhere in the circuit. A -2, -3, and -4 diagnostic code is probably caused by a problem with a harness connector or with the wiring. The next likely cause is a faulty electronic component.

144 Troubleshooting Section

RENR5910-06

Logged diagnostic codes provide a historical record. Before you begin this procedure, use the Caterpillar Electronic Technician (ET) to print the logged codes to a file. This troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.

Illustration 55

g01440763

Schematic of the circuit for the cylinder firing signals on in-line engines

RENR5910-06

145 Troubleshooting Section

g01440764

Illustration 56 Schematic of the circuit for the cylinder firing signals on vee engines

Test Step 1. Inspect the Electrical Connectors and Wiring A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Note: For the following steps, refer to Troubleshooting, “Electrical Connectors Inspect”.

Illustration 57

g01431198

Terminal Box (1) (2) (3) (4) (5)

ECM connector J2/P2 ECM connector J1/P1 16 amp circuit breaker Connectors J3/P3 for the customer's connector Connectors J4/P4 for the optional control panel (if equipped) or for a customer's connector (6) J5/P5 connectors for the harness (7) J6/P6 connectors for the harness

146 Troubleshooting Section

RENR5910-06

Repair: Perform the necessary repairs and/or replace parts, if necessary. STOP.

Test Step 2. Verify that the Diagnostic Codes are Still Active A. To prevent the engine from starting, shut the main gas supply OFF. B. Connect Cat ET to the service tool connector. C. Switch the 16 amp circuit breaker for the ECM ON. Illustration 58

g01440765

Typical view of an engine mounted ICSM

D. Crank the engine for ten seconds. Look for the codes that are listed in Table 56:

(8) ICSM (9) Engine harness connectors for the ICSM

Table 56

B. Thoroughly inspect the following connectors:

Diagnostic Codes for the Cylinder Firing Signal 1043-2

Cylinder #1 Firing Signal noisy

1043-3

Cylinder #1 Firing Signal voltage above normal

1043-4

Cylinder #1 Firing Signal voltage below normal

1043-8

Cylinder #1 Firing Signal abnormal frequency, pulse width, or period

C. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the cylinder firing signals.

1044-2

All Cylinders Firing Signal noisy

1044-3

All Cylinders Firing Signal voltage above normal

D. Check the harnesses and wiring for abrasion and for pinch points from the connector for each module to the terminal box.

1044-4

All Cylinders Firing Signal voltage below normal

• ECM J1/P1 • Terminal box's J5/P5 • Terminal box's J6/P6 on vee engines • Engine harness connectors for the ICSM

Expected Result:

E. Check the wiring inside the terminal box for moisture, for abrasion, and for pinch points.

There are no active codes or logged codes.

Expected Result:

Results:

All connectors, pins, and sockets are connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points.

• OK - no codes – The problem seems to be

Results:

• OK – All connectors, pins, and sockets are

connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. The components are in good condition with proper connections. Proceed to Test Step 2.

• Not OK – At least one of the connectors, pins,

or sockets is not connected properly. At least one connector or wire has corrosion, abrasion, and/or pinch points. The components are not in good condition and/or at least one connection is improper.

resolved. There are no active codes or logged codes. The cylinder firing signals are operating correctly at this time. Repair: The initial diagnostic code was probably caused by a poor electrical connection in one of the harness connectors or terminals. Resume normal operation. STOP.

• Not OK - Active -2 code – There is an active

diagnostic code for a noisy cylinder firing signal. Proceed to Test Step 6.

• Not OK - Active -3 code – There is an active code for a cylinder firing signal that has an open circuit, or a short circuit to a positive voltage source. Proceed to Test Step 3.

RENR5910-06

147 Troubleshooting Section

• Not OK - Active -4 code – There is an active

code for a cylinder firing signal that has a short to ground. Proceed to Test Step 6.

• Not OK - Active -8 code – A cylinder firing signal is abnormal. Proceed to Test Step 3.

Test Step 3. Check the Terminal Box's Wiring for an Open Circuit or a Short Circuit to a Positive Voltage Source

Illustration 59

g01431198

Terminal Box (1) ECM connector J2/P2 (2) ECM connector J1/P1 (3) 16 amp circuit breaker (4) Connectors J3/P3 for the customer's connector (5) Connectors J4/P4 for the optional control panel (if equipped) or for a customer's connector (6) J5/P5 connectors for the harness (7) J6/P6 connectors for the harness

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

Illustration 60 ECM connector P1 (P1-49) (P1-53) (P1-58) (P1-69)

All cylinders firing signal +Battery Number one cylinder firing signal -Battery

g01440774

148 Troubleshooting Section

Illustration 61

RENR5910-06

g01441462

Terminal locations at the P5 connector on the terminal box that are used for the cylinder firing signals on the in-line engines (P5-10) All cylinder firing signal (P5-20) Number one cylinder firing signal (P5-21) -Battery

Illustration 62

g01441464

Terminal locations at the P5 connector on the terminal box that are used for the cylinder firing signals on the vee engines (right side ICSM) (P5-9) All cylinder firing signal (P5-19) Number one cylinder firing signal (P5-20) -Battery

RENR5910-06

149 Troubleshooting Section

The correct resistance measurements for Table 57 are less than 5 Ohms. If the resistance measurements are incorrect, there is an open circuit. C. Check for an open circuit on a vee engine. a. Isolate the wiring inside the terminal box.

• Disconnect the ECM connector P1. • Disconnect the connector P5 from the terminal box.

• Disconnect the connector P6 from the terminal box.

b. Measure the resistance between the terminals that are listed in Table 58. During each measurement, wiggle the harness in order to check for an intermittent problem. Be sure to wiggle the harness near each of the connectors. Table 58

Points for the Measurement of Resistance g01441466

Illustration 63

Connector and Terminal

Connector and Terminal

P1-58

J6-19

Terminal locations at the P6 connector on the terminal box that are used for the cylinder firing signals on the vee engines (left side ICSM)

J5-19 P1-49

(P6-9) All cylinder firing signal (P6-19) Number one cylinder firing signal (P6-20) -Battery

J6-9 J5-9

B. Check for an open circuit on an in-line engine. a. Isolate the wiring inside the terminal box.

• Disconnect the ECM connector P1. • Disconnect the connector P5 from the terminal box.

b. Measure the resistance between the terminals that are listed in Table 57. During each measurement, wiggle the harness in order to check for an intermittent problem. Be sure to wiggle the harness near each of the connectors.

The correct resistance measurements for Table 58 are less than 5 ohms. If the resistance measurements are incorrect, there is an open circuit. D. Check for a short circuit. a. Measure the resistance between the terminals that are listed in Table 59. During each measurement, wiggle the harness in order to check for an intermittent problem with the harness. Be sure to wiggle the harness near each of the connectors. Table 59

Points for the Measurement of Resistance Table 57

Points for the Measurement of Resistance Connector and Terminal

Connector and Terminal

P1-58

J5-20

P1-49

J5-10

Connector and Terminal

Connector and Terminal

P1-53

P1-58 P1-49

The correct resistance measurements for Table 59 are greater than 20,000 Ohms. If the resistance measurements are incorrect, there is a short circuit to a positive voltage source.

150 Troubleshooting Section

RENR5910-06

Expected Result: All of the resistance checks are within the specifications. Results:

• OK – All of the resistance checks are within the

specifications. The wires for the cylinder firing signals inside the terminal box do not have an open circuit or a short circuit to a positive voltage source. Proceed to Test Step 4.

• Not OK – At least one of the resistance checks

is not within the specifications. There is an open circuit in the wiring inside the terminal box or there is a short circuit to a positive voltage source. There may be a problem with a connector. Repair: Repair the harness or the connector, when possible. Replace the harness or the connector, if necessary. STOP.

Test Step 4. Check the Engine Harness for an Open Circuit or a Short Circuit to a Positive Voltage Source A. Reconnect the connector(s) to the terminal box. B. Disconnect the engine harness connector from the ICSM(s). Illustration 64

g01440774

ECM connector P1 (P1-49) (P1-53) (P1-58) (P1-69)

All cylinders firing signal +Battery Number one cylinder firing signal -Battery

C. Fabricate a jumper wire that is the appropriate length with the appropriate terminals on the ends. Connect the jumper wire between terminals P1-49 and P1-58.

RENR5910-06

Illustration 65

151 Troubleshooting Section

g01441367

Engine harness connector for the ICSM(s) (B) -Battery (E) Number one cylinder firing signal (H) All cylinder firing signal

D. Measure the resistance between terminals E and H on the engine harness connector for the ICSM(s). During the measurement, wiggle the harness in order to check for an intermittent problem with the harness. Be sure to wiggle the harness near the connector. The correct resistance measurement is less than 5 Ohms. E. At the P1 connector, connect the jumper wire between terminals P1-49 and P1-69. F. Measure the resistance between terminals B and H on the engine harness connector for the ICSM(s). The correct resistance measurement is less than 5 Ohms.

g01440774

Illustration 66 ECM connector P1 (P1-49) (P1-53) (P1-58) (P1-69)

All cylinders firing signal +Battery Number one cylinder firing signal -Battery

H. Measure the resistance between the terminals that are listed in Table 60. During each measurement, wiggle the harness in order to check for an intermittent problem with the harness. Be sure to wiggle the harness near each of the connectors. Table 60

Points for the Measurement of Resistance Connector and Terminal

Connector and Terminal

P1-53

P1-58 P1-49

G. Remove the jumper wire from the P1 connector.

The correct resistance measurements for Table 60 are greater than 20,000 Ohms. Expected Result: The resistance checks are within the specifications.

152 Troubleshooting Section

Results:

• OK – All of the resistance checks are within the

specifications. The wires for the cylinder firing signals inside the engine harness do not have an open circuit or a short circuit to a positive voltage source. The wires for the cylinder firing signals are not switched. Proceed to Test Step 5.

• Not OK – At least one of the resistance checks

is not within the specifications. There is an open circuit in the wiring inside the engine harness or there is a short circuit to a positive voltage source. There may be a problem with a connector.

RENR5910-06

Repair: The initial diagnostic code was probably caused by a poor electrical connection in one of the harness connectors or terminals. Resume normal operation. STOP.

• Active code – At least one of the diagnostic codes is active. Proceed to Test Step 11.

Test Step 6. Check for +13 V at the ECM

Repair: Repair the harness or the connector, when possible. Replace the harness or the connector, if necessary. STOP.

Test Step 5. Verify that the Diagnostic Code is still Active A. To prevent the engine from starting, shut the main gas supply OFF. B. Reconnect the P1 connector to the ECM. Reconnect the engine harness connector to the ICSM(s). C. Switch the 16 amp circuit breaker for the ECM ON. D. Crank the engine for ten seconds. Look for the codes that are listed in Table 61: Table 61

Diagnostic Codes for the Cylinder Firing Signal 1043-3

Cylinder #1 Firing Signal voltage above normal

1043-8

Cylinder #1 Firing Signal abnormal frequency, pulse width, or period

1044-3

All Cylinders Firing Signal voltage above normal Illustration 67

Expected Result:

ECM connector P1

The codes that are listed in Table 61 are not active or logged.

(P1-49) (P1-53) (P1-58) (P1-69)

Results:

• No codes – The problem seems to be resolved.

The cylinder firing signals are operating correctly at this time.

g01440774

All cylinders firing signal +Battery Number one cylinder firing signal -Battery

A. At the harness side of the P1 connector, insert two 7X-1710 Multimeter Probes. Insert the first probe into terminal 69. If you are troubleshooting a problem with the signal for the number one cylinder firing signal, insert the second probe into terminal 58. If you are troubleshooting a problem with the all cylinders firing signal, insert the second probe into terminal 49.

RENR5910-06

153 Troubleshooting Section

B. Connect a voltmeter to the probes and measure the voltage.

• Not OK - Code – At least one of the diagnostic

Expected Result:

Test Step 8. Disconnect the ECM from the Circuit and Check for Voltage

The voltage at the P1 connector is 13 ± 3 VDC. Results:

• OK – The voltage at the P1 connector is 13 ± 3

codes is active or logged. Proceed to Test Step 12.

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

VDC. The voltage appears to be OK. The ECM does not have an internal short circuit. Remove the probes from the P1 connector. Proceed to Test Step 7.

• Not OK – The voltage at the P1 connector is

not 13 ± 3 VDC. The voltage is not within the specification. The ICSM or the ECM may have a problem. Do not remove the probe from terminal 69. Remove the probe from terminal 49 or terminal 58. Proceed to Test Step 8.

Test Step 7. Crank the Engine and Check for Diagnostic Codes A. To prevent the engine from starting, shut the main gas supply OFF. B. Crank the engine for ten seconds. Look for the codes that are listed in Table Table 62

Diagnostic Codes for the Cylinder Firing Signal 1043-2

Cylinder #1 Firing Signal noisy

1043-4

Cylinder #1 Firing Signal voltage below normal

1043-8

Cylinder #1 Firing Signal abnormal frequency, pulse width, or period

1044-2

All Cylinders Firing Signal noisy

1044-4

All Cylinders Firing Signal voltage below normal Illustration 68

Expected Result:

ECM connector P1

None of the codes are active or logged.

(P1-49) (P1-53) (P1-58) (P1-69)

Results:

• OK - No codes – None of the codes are active

or logged. The problem seems to be resolved. The cylinder firing signals appear to be operating correctly at this time. Repair: The initial diagnostic code was probably caused by a poor electrical connection. Resume normal operation. STOP.

g01440774

All cylinders firing signal +Battery Number one cylinder firing signal -Battery

B. Use a 151-6320 Wire Removal Tool to remove terminal 58 or 49 from ECM connector P1. If you are troubleshooting a problem with the number one cylinder firing signal, remove terminal 58. If you are troubleshooting a problem with the all cylinders firing signal, remove terminal 49. C. Connect one voltmeter lead to the probe that is inserted into terminal 69. Connect the other voltmeter lead to the terminal that has been removed from P1.

154 Troubleshooting Section

RENR5910-06

D. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. E. Measure the voltage on the wire that was removed from the P1 connector. Expected Result: The voltage is 13 ± 3 VDC. Results:

• OK – The voltage on the wire that was removed

from the ECM is 13 ± 3 VDC. The voltage appears to be OK. When the ECM is connected to the circuit, the voltage is not OK. There may be a problem with the ECM. Repair: It is unlikely that the ECM has failed. Perform the following steps: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Remove the probe from terminal 69. Insert terminal 49 or 58 into the P1 connector. Pull on the wire in order to verify that the terminal is fully inserted into the connector. Exit this procedure and perform this procedure again. If the problem is not resolved, temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace”. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. STOP.

• Not OK – The voltage on the wire that was

removed from the ECM is not 13 ± 3 VDC. There may be a problem with an ICSM. Proceed to Test Step 9.

Test Step 9. Check the ICSM(s) for a Short Circuit A. Switch the 16 amp circuit breaker for the ECM OFF. Turn the engine control switch to the OFF/RESET position.

g01441367

Illustration 69 Engine harness connector for the ICSM (B) -Battery (E) Number one cylinder firing signal (H) All cylinder firing signal

B. Disconnect the engine harness connector from the ICSM(s). C. Measure the resistance between the terminals on the ICSM(s) that are listed in Table 63 according to the corresponding diagnostic code: Table 63

Points for the Measurement of Resistance Diagnostic Code

Terminals on the ICSM(s)

1043-2 1043-4

E and B

1044-2 1044-4

H and B

Expected Result: The resistance check is greater than 20,000 Ohms. Results:

• OK – The resistance check is greater than 20,000 Ohms. The ICSM does not have a short circuit. Proceed to Test Step 10.

• Not OK – The resistance check is less than 20,000 Ohms. There may be a problem with the ICSM.

RENR5910-06

155 Troubleshooting Section

Repair: It is unlikely that the ICSM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following steps: Install a known good ICSM according to Troubleshooting, “Control Module - Replace”. If the problem is resolved with the new ICSM, install the original ICSM and verify that the problem returns.

B. Measure the resistance between the terminals on the engine harness connector that are listed in Table 64: Table 64

Points for the Measurement of Resistance on the Engine Harness Connector for the ICSM Terminal

Terminals on the Engine Harness Connector for the ICSM

E

A B D H J K M N

H

A B D E J K M N

If the new ICSM operates correctly and the original ICSM does not operate correctly, replace the original ICSM. STOP.

Test Step 10. Check the Wiring for the ICSM A. Verify the status of the following connectors:

• The engine harness is disconnected from the ICSM.

• Connector P5 is connected to the junction box. • Connector P6 is connected to the junction box. • Connector P1 is disconnected from the ECM.

Expected Result: All of the resistance checks are greater than 20,000 Ohms. Results:

• OK – All of the resistance checks are greater than 20,000 Ohms. The wiring for the modules appears to be OK. Proceed to Test Step 12.

• Not OK – At least one of the resistance checks is

less than 20,000 Ohms. There is a problem with a connector and/or with the wiring for the modules. Repair: Repair the connector and/or wiring, when possible. Replace the connector and/or wiring, if necessary. STOP.

Test Step 11. Check the Modules for the Correct Configuration A. Use Cat ET to verify that the engine configuration is correct for the ECM and for the ICSM. The configuration must match the type of engine. “G3606” is an example of a configuration. Expected Result: Illustration 70 Engine harness connector for the ICSM

g01441697

The configuration of the modules matches the type of engine.

156 Troubleshooting Section

RENR5910-06

Results:

• OK – The engine configuration is correct for both modules. Proceed to Test Step 12.

• Not OK – The engine configuration is not correct for a module.

Repair: Change the configuration parameters to the correct values. Verify that the diagnostic codes are no longer active. If the original diagnostic codes are still active, proceed to Test Step 12.

Test Step 12. Use an Oscilloscope to View the Cylinder Firing Signals Note: This step is recommended. A. Connect a dual trace oscilloscope by performing the following steps:

Illustration 71 ECM connector P1 (P1-49) (P1-53) (P1-58) (P1-69)

All cylinders firing signal +Battery Number one cylinder firing signal -Battery

g01440774

a. At the harness side of the P1 connector, insert three 7X-1710 Multimeter Probes. Insert the first probe into terminal 49. Insert the second probe into terminal 58. Insert the third probe into terminal 5. b. Connect one trace of the oscilloscope to the probe on terminal 49. Connect the other trace of the oscilloscope to the probe on terminal 58. c. Use the probe that is connected to terminal 5 as a ground connection. B. Adjust the settings of the oscilloscope to two volts for each vertical division and to ten milliseconds for each horizontal division. C. Start the engine and run the engine.

RENR5910-06

157 Troubleshooting Section

g01440771

Illustration 72 Display for the oscilloscope (10) All cylinder firing signal

(11) Number one cylinder firing signal

D. Compare the display on the oscilloscope with Illustration 72. E. Adjust the oscilloscope for one millisecond for each horizontal division.

158 Troubleshooting Section

RENR5910-06

g00863309

Illustration 73 Display for the oscilloscope (A) 300 microseconds ±100 microseconds

(B) 200 microseconds ±100 microseconds

F. Compare the display on the oscilloscope with Illustration 73. Expected Result: The signals are within the specification. Results:

• OK – The signals are within the specification.

If a diagnostic code is still active, consult with Caterpillar customer service for large gas engines. STOP.

• Not OK – The signals are not within the

specification. Consult with Caterpillar customer service for large gas engines. STOP.

i02896803

Detonation - Test SMCS Code: 1223-038; 1559-038 System Operation Description: Use this procedure to troubleshoot a suspected problem with a detonation sensor or use this procedure if one of the diagnostic codes in Table 65 or Table 66 are active or easily repeated.

RENR5910-06

159 Troubleshooting Section

Table 65

Diagnostic Codes Table Code

Conditions which Generate this Code

1501-3 Cylinder #1 Detonation Sensor : Voltage Above Normal 1502-3 Cylinder #2 Detonation Sensor : Voltage Above Normal 1503-3 Cylinder #3 Detonation Sensor : Voltage Above Normal 1505-3 Cylinder #5 Detonation Sensor : Voltage Above Normal 1506-3 Cylinder #6 Detonation Sensor : Voltage Above Normal 1507-3 Cylinder #7 Detonation Sensor : Voltage Above Normal 1509-3 Cylinder #9 Detonation Sensor : Voltage Above Normal 1510-3 Cylinder #10 Detonation Sensor : Voltage Above Normal 1513-3 Cylinder #13 Detonation Sensor : Voltage Above Normal 1514-3 Cylinder #14 Detonation Sensor : Voltage Above Normal

The run relay and the crank terminate relay are energized. The input of a signal from a detonation sensor to the Electronic Control Module (ECM) is greater than 4.8 VDC for ten seconds.

System Response The shutdown output is activated. The code is logged. The engine is shut down.

Table 66

Diagnostic Codes Table Code 1501-4 Cylinder #1 Detonation Sensor : Voltage Below Normal 1502-4 Cylinder #2 Detonation Sensor : Voltage Below Normal 1503-4 Cylinder #3 Detonation Sensor : Voltage Below Normal 1505-4 Cylinder #5 Detonation Sensor : Voltage Below Normal 1506-4 Cylinder #6 Detonation Sensor : Voltage Below Normal 1507-4 Cylinder #7 Detonation Sensor : Voltage Below Normal 1509-4 Cylinder #9 Detonation Sensor : Voltage Below Normal 1510-4 Cylinder #10 Detonation Sensor : Voltage Below Normal 1513-4 Cylinder #13 Detonation Sensor : Voltage Below Normal 1514-4 Cylinder #14 Detonation Sensor : Voltage Below Normal 1515-4 Cylinder #15 Detonation Sensor : Voltage Below Normal 1516-4 Cylinder #16 Detonation Sensor : Voltage Below Normal

Conditions which Generate this Code The run relay and the crank terminate relay are energized. The input of the signal from the detonation sensor to the ECM is less than 1.0 VDC for ten seconds.

Detonation sensors are located on the upper cylinder block between every two cylinders. Each sensor monitors two adjacent cylinders. For example, one sensor monitors cylinders 1 and 3.

System Response The shutdown output is activated. The code is logged. The engine is shut down.

The ECM supplies 8 VDC in order to power the sensors. The detonation sensors provide electrical signals to the ECM that indicate mechanical engine vibrations. Each sensor outputs an electrical signal that is filtered and the signal is amplified. The frequency of the signal corresponds to the mechanical frequency of the vibrations. The amplitude of the signal is proportional to the intensity of the vibrations.

160 Troubleshooting Section

The ECM monitors the signals in order to determine the presence and the severity of the detonation. The ECM retards the timing in order to limit detonation levels. The timing may be retarded for a single cylinder or for all of the cylinders, if necessary. If retardation of the timing does not sufficiently limit the detonation, the engine is shut down. The ECM can retard timing by as few as three degrees for light detonation levels. The timing can be retarded up to six degrees for severe detonation. For most applications, the minimum allowable actual timing is ten degrees Before Top Center (BTC). A proportional strategy is used for advancing the timing after the timing has been retarded. The rate of advance is based upon the level of detonation. The rate is faster for lighter detonation. The fastest rate of advance is one degree per minute. The ECM will diagnose the detonation sensor's signal for a short circuit to the −Battery side, for a short circuit to the +Battery side, and for an open circuit. To avoid detecting vibrations that are not related to detonation, the ECM only monitors a detonation sensor when one of the sensor's cylinders is between top center and 40 degrees after top center. An input from a detonation sensor that is diagnosed by the ECM as “short to ground” may actually indicate an open circuit. The ECM also supports event codes when the levels of detonation warrant a reaction from the ECM. If the timing has been retarded by the maximum amount and the level of detonation remains high, the ECM will shut down the engine. Logged diagnostic codes provide a historical record. Before you begin this procedure, use Caterpillar Electronic Technician (ET) to print the logged codes to a file. The most likely causes of the diagnostic code are a poor connection or a problem in a wiring harness. The next likely cause is a problem with a sensor. The least likely cause is a problem with the ECM. The troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.

RENR5910-06

RENR5910-06

Illustration 74

161 Troubleshooting Section

g01442392

Schematic for the detonation sensors on vee engines The wiring for the detonation sensors is routed through rails on each side of the engine. Each detonation sensor has a 3-pin connector that is connected to a receptacle on the rail. Each rail has a 6-pin connector for a wiring harness that connects the detonation sensors to the terminal box.

162 Troubleshooting Section

Illustration 75

RENR5910-06

g01442393

Schematic for the detonation sensors on in-line engines The wiring for the detonation sensors is routed through a rail on the side of the engine. Each detonation sensor has a 3-pin connector that is connected to a receptacle on the rail. The rail has a 6-pin connector for a wiring harness that connects the detonation sensors to the terminal box.

RENR5910-06

163 Troubleshooting Section

Test Step 1. Inspect the Electrical Connectors and Wiring

Illustration 77

g01442541

Connectors on the rail for in-line engines Illustration 76

g01431198

Terminal Box (1) ECM connector J2/P2 (2) ECM connector J1/P1 (3) 16 amp circuit breaker (4) Connectors J3/P3 for the customer's connector (5) Connectors J4/P4 for the optional control panel (if equipped) or for a customer's connector (6) J5/P5 connectors for the harness (7) J6/P6 connectors for the harness

(8) Rail on the right side of the engine (9) 6-pin connectors J675/P675 for the engine harness (10) Connectors on the rail for the detonation sensor (11) Detonation sensor

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Note: For the following steps, refer to Troubleshooting, “Electrical Connectors Inspect”.

Illustration 78 Connectors on the right rail for vee engines (12) (13) (14) (15)

Rail on the right side of the engine for vee engines 6-pin connectors J675/P675 for the engine harness Connectors on the rail for the detonation sensor Detonation sensor

g01442656

164 Troubleshooting Section

RENR5910-06

E. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the detonation sensor. Refer to the schematic. F. Check the harnesses and wiring for abrasion and for pinch points from the suspect detonation sensor to the ECM. G. Make sure that the detonation sensors are properly installed according to the torque in Specifications, “Detonation Sensors”. Expected Result: All connectors, pins, and sockets are connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. Results:

Illustration 79

g01442658

Connectors on the left rail for vee engines (16) Rail on the left side of the engine for vee engines (17) 6-pin connectors J676/P676 for the engine harness (18) Connectors on the rail for the detonation sensor (19) Detonation sensor

B. Thoroughly inspect the following connectors if you are troubleshooting a vee engine:

• ECM J2/P2 connectors • The suspect detonation sensor's connectors • For a diagnostic code on the right side of the

engine, inspect terminal box's J5/P5 connectors and the 6-pin connectors J675/P675 on the right side rail.

• For a diagnostic code on the left side of the

engine, inspect terminal box's J6/P6 connectors and the 6-pin connectors J676/P676 on the left side rail.

C. Thoroughly inspect the following connectors if you are troubleshooting an in-line engine:

• ECM J2/P2 connectors • The suspect detonation sensor's connectors • Inspect terminal box's J5/P5 connectors and the 6-pin connectors on the rail.

D. Check the torque of the Allen head screws for the ECM P2 connector and for the terminal box's P5 or P6 connector. Refer to Troubleshooting, “Electrical Connectors - Inspect” for the correct torque values.

• OK – All connectors, pins, and sockets are

connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. The components are in good condition with proper connections. Proceed to Test Step 2.

• Not OK – At least one of the connectors, pins,

or sockets is not connected properly. At least one connector or wire has corrosion, abrasion, and/or pinch points. The components are not in good condition and/or at least one connection is improper. Repair: Perform the necessary repairs and/or replace parts, if necessary. STOP.

Test Step 2. Check for Active Diagnostic Codes for the Detonation Sensors Note: The run relay and the crank terminate relay must be energized before a diagnostic code for a detonation sensor can be generated. Therefore, the engine must be running. The engine will shut down soon after the diagnostic code is activated. A. Start the engine and run the engine. Allow a minimum of 30 seconds for any diagnostic codes to become active. Observe the “Active Diagnostic” screen of Cat ET. B. Diagnostic codes that are listed in Table 67 are for vee engines:

RENR5910-06

165 Troubleshooting Section

Table 67

Code

Table 68

Description

1501-03

Cylinder #1 Detonation Sensor short to +batt

1501-04

Cylinder #1 Detonation Sensor short to ground

1502-03

Cylinder #2 Detonation Sensor short to +batt

1502-04

Cylinder #2 Detonation Sensor short to ground

1505-03

Cylinder #5 Detonation Sensor short to +batt

1505-04

Cylinder #5 Detonation Sensor short to ground

1506-03

Cylinder #6 Detonation Sensor short to +batt

1506-04

Cylinder #6 Detonation Sensor short to ground

1509-03

Cylinder #9 Detonation Sensor short to +batt

1509-04

Cylinder #9 Detonation Sensor short to ground

1510-03

Cylinder #10 Detonation Sensor short to +batt

1510-04

Cylinder #10 Detonation Sensor short to ground

1513-03

Cylinder #13 Detonation Sensor short to +batt

1513-04

Cylinder #13 Detonation Sensor short to ground

1514-03

Cylinder #14 Detonation Sensor short to +batt

1514-04

Cylinder #14 Detonation Sensor short to ground

Cylinders

1 and 3

2 and 4

5 and 7

6 and 8

9 and 11

Description

Code 1501-03

Cylinder #1 Detonation Sensor short to +batt

1501-04

Cylinder #1 Detonation Sensor short to ground

1503-03

Cylinder #3 Detonation Sensor short to +batt

1503-04

Cylinder #3 Detonation Sensor short to ground

1505-03

Cylinder #5 Detonation Sensor short to +batt

1505-04

Cylinder #5 Detonation Sensor short to ground

1507-03

Cylinder #7 Detonation Sensor short to +batt

1507-04

Cylinder #7 Detonation Sensor short to ground

Cylinders

1 and 2

3 and 4

5 and 6

7 and 8

Note: A “short to ground” diagnostic code can indicate either an actual short to ground or an open circuit. Expected Result:

10 and 12

None of the above diagnostic codes are active. Results:

13 and 15

14 and 16

C. Diagnostic codes that are listed in Table 68 are for in-line engines:

• OK (No active codes) – None of the above codes

are active at this time. The problem seems to be resolved. The original diagnostic code was probably caused by a poor electrical connection in one of the harness connectors. Repair: If any of the above codes are logged and the engine is not running properly, refer to Troubleshooting, “Symptom Troubleshooting”. If any of the above codes are logged and the engine is running properly, there may be an intermittent problem in a connector or a wiring harness. Refer to Troubleshooting, “Electrical Connectors - Inspect”. STOP.

• Not OK (Active Code) – A “short to +batt” or “short to ground” diagnostic code was activated. Proceed to Test Step 3.

Test Step 3. Verify the Presence of the Supply Voltage to the Sensor A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

166 Troubleshooting Section

Illustration 80

RENR5910-06

g00857709

(AA) View of the rail's receptacle for the sensor's connector (A) +8 V supply (B) Return (C) Signal

B. Disconnect the suspect sensor's 3-pin connector from the rail. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Measure the voltage between terminals (A) and (B) on the rail's receptacle for the sensor's connector. Expected Result: The voltage is between 7.6 VDC and 8.4 VDC. Results:

• OK – The voltage is between 7.6 VDC and 8.4

VDC. The correct voltage is available to the sensor. Do not reconnect the sensor. Proceed to Test Step 4.

• Not OK – The voltage is not between 7.6 VDC and

8.4 VDC. The correct voltage is not available to the sensor. There is probably an open circuit in the +8 volt supply or in the return for the sensor. Repair: The open circuit may be caused by a poor electrical connection or by a wiring problem between the ECM and the connector for the sensor. Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Disconnect the 6-pin connector on the rail for the suspect sensor. 3. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.

Illustration 81

g00858454

6-pin connector on the engine harness

4. Use a voltmeter to measure the voltage between terminals “A” and “B” on the 6-pin connector to the rail. If the voltage is between 7.6 VDC and 8.4 VDC, the open circuit is in the rail. Repair the electrical connection and/or the wiring, when possible. Replace the rail, if necessary. If the voltage is not between 7.6 VDC and 8.4 VDC, the open circuit may be in the engine harness. Proceed to the next Step. 5. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 6. Disconnect the appropriate harness from the terminal box. If you are troubleshooting a vee engine, disconnect either the J5/P5 connector or the J6/P6 connector from the terminal box. If you are troubleshooting an in-line engine, disconnect the J5/P5 connector from the terminal box. 7. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. 8. Measure the voltage between the terminals for the detonation sensors' supply and the return at the connectors on the terminal box. If the voltage is between 7.6 VDC and 8.4 VDC, the open circuit is in the engine harness. Repair the electrical connection and/or the wiring, when possible. Replace the harness, if necessary. If the voltage is not between 7.6 VDC and 8.4 VDC, the open circuit is in the terminal box between the ECM P2 connector and the engine harness connector on the terminal box.

RENR5910-06

167 Troubleshooting Section

Repair the electrical connection and/or the wiring, when possible. Replace the components, if necessary. STOP.

Test Step 4. Measure the Voltage of the Signal Wire at the Rail A. Ensure that the 16 amp circuit breaker for the ECM is ON and that the engine control is in the STOP position.

• Not OK – The voltage is not between 0.4 VDC and 0.6 VDC. If the voltage is less than 0.4 VDC, there is probably a short to ground or an open circuit between the rail's connector for the detonation sensor and the ECM. If the voltage is greater than 4.8 VDC, there is probably a short circuit to a +Battery source between the rail's connector for the detonation sensor and the ECM. Proceed to Test Step 5.

Test Step 5. Measure the Voltage of the Suspect Signal Terminal at the ECM A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

Illustration 82

g00857709

(AA) View of the rail's receptacle for the sensor's connector (A) +8 V supply (B) Return (C) Signal

B. Measure the voltage between terminals B and C on the rail's receptacle for the sensor's connector. Expected Result: The voltage is between 0.4 VDC and 0.6 VDC. Results:

• OK – The voltage is between 0.4 VDC and 0.6 VDC.

Repair: Reconnect the suspect sensor. Start the engine again and check for the diagnostic code. If the diagnostic code recurs, replace the detonation sensor with a known good detonation sensor. Tighten the detonation sensor according to Specifications, “Detonation Sensor”. Verify that the problem is resolved. STOP.

Illustration 83

g01442568

Terminal locations at the P2 ECM connector that are for the in-line engines (P2-36) (P2-37) (P2-38) (P2-39) (P2-54) (P2-56)

Detonation input A (Cylinders 1 and 2)“” Detonation input B (Cylinders 3 and 4) Detonation input G (Cylinders 5 and 6) Detonation input D (Cylinders 7 and 8) Return for the 8 volt detonation sensors 8 volt supply for the detonation sensors

168 Troubleshooting Section

RENR5910-06

E. Connect the leads of a voltmeter to the 7X-1710 Multimeter Probe and to the loose end of the jumper wire. F. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. G. Use the voltmeter to measure the voltage. Expected Result: The voltage is between 0.4 VDC and 0.6 VDC. Results:

• OK – The voltage is between 0.4 VDC and 0.6

VDC. The ECM is OK. There is a problem with a connection and/or with the wiring between the ECM and the rail's connector for the detonation sensor. If you suspect that there is a short circuit to a +Battery source, proceed to Test Step 6. If you suspect that there is an open circuit, proceed to Test Step 8. If you suspect that there is a short to ground, proceed to Test Step 7.

• Not OK – The voltage is not between 0.4 VDC and 0.6 VDC. There is a problem with the ECM.

Repair: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

Illustration 84

g01442562

Terminal locations at the P2 ECM connector that are for the vee engines (P2-36) (P2-37) (P2-38) (P2-39) (P2-44) (P2-45) (P2-46) (P2-47) (P2-54) (P2-55) (P2-56) (P2-57)

Detonation input A (Cylinders 1 and 3) Detonation input B (Cylinders 5 and 7) Detonation input C (Cylinders 9 and 11) Detonation input D (Cylinders 13 and 15) Detonation input E (Cylinders 2 and 4) Detonation input F (Cylinders 6 and 8) Detonation input G (Cylinders 10 and 12) Detonation input H (Cylinders 14 and 16) Return for the 8 volt detonation sensors (right rail) Return for the 8 volt detonation sensors (left rail) 8 volt supply for the detonation sensors (right rail) 8 volt supply for the detonation sensors (left rail)

B. Use a 151-6320 Wire Removal Tool to remove the suspect signal wire from ECM P2 connector. C. Install one end of jumper wire with the appropriate connectors on the ends into the terminal for the suspect signal wire. Leave the other end of the jumper wire unconnected. Pull on the jumper wire in order to verify that the jumper wire is properly connected. D. Insert a lead of a 7X-1710 Multimeter Probe into the terminal for the corresponding return wire.

Use a 151-6320 Wire Removal Tool to remove the jumper wire from ECM P2 connector. Reinstall the original signal wire into the P2 connector. Pull on the wire in order to verify that the terminal is secure. Perform the following procedure: 1. Temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace” for details. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. STOP.

Test Step 6. Monitor the Voltage and Isolate the Short Circuit A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

RENR5910-06

169 Troubleshooting Section

B. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the ECM P2 connector. Reinstall the removed suspect signal wire into the terminal. Pull on the wire in order to verify proper installation.

Illustration 86

g01442562

Terminal locations at the P2 ECM connector that are for the vee engines

Illustration 85

g01442568

Terminal locations at the P2 ECM connector that are for the in-line engines (P2-36) (P2-37) (P2-38) (P2-39) (P2-54) (P2-56)

Detonation input A (Cylinders 1 and 2) Detonation input B (Cylinders 3 and 4) Detonation input G (Cylinders 5 and 6) Detonation input D (Cylinders 7 and 8) Return for the 8 volt detonation sensors 8 volt supply for the detonation sensors

(P2-36) Detonation input A (Cylinders 1 and 3) (P2-37) Detonation input B (Cylinders 5 and 7) (P2-38) Detonation input C (Cylinders 9 and 11) (P2-39) Detonation input D (Cylinders 13 and 15) (P2-44) Detonation input E (Cylinders 2 and 4) (P2-45) Detonation input F (Cylinders 6 and 8) (P2-46) Detonation input G (Cylinders 10 and 12) (P2-47) Detonation input H (Cylinders 14 and 16) (P2-54) Return for the 8 volt detonation sensors (right rail) (P2-55) Return for the 8 volt detonation sensors (left rail) (P2-56) 8 volt supply for the detonation sensors (right rail) (P2-57) 8 volt supply for the detonation sensors (left rail)

C. Insert the lead of a 7X-1710 Multimeter Probe into the terminal for the suspect sensor's signal wire in the harness side of the ECM P2 connector. D. Verify that the voltmeter is properly connected to the leads of the 7X-1710 Multimeter Probes. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. E. Measure the voltage.

170 Troubleshooting Section

Because a short circuit to a +Battery source is suspected, the expected voltage is greater than 4.8 VDC. F. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. G. Disconnect the 6-pin connector from the rail on the suspect sensor's side of the engine. H. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. I. Use the voltmeter to measure the voltage again. Compare the voltage to the previously noted voltage.

RENR5910-06

Results:

• OK – Before the harness was disconnected,

the voltage was greater than 4.8 VDC. After the harness was disconnected, the voltage was between 0.4 VDC and 0.6 VDC. There is a problem in the engine harness. Repair: The problem is probably caused by a poor electrical connection and/or by a wiring problem in the harness. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Repair the harness, when possible. Replace the harness, if necessary. STOP.

If the voltage is between 0.4 VDC and 0.6 VDC, there is a short circuit in the rail on the suspect sensor's side of the engine. Repair the electrical connection and/or the wiring, when possible. Replace the rail, if necessary.

• Not OK – Before the harness was disconnected,

If the voltage is still greater than 4.8 VDC, the rail is probably OK. Continue with this procedure.

Repair: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Repair the connector and/or wiring, when possible. Replace the connector and/or wiring, if necessary.

J. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. K. Disconnect the appropriate harness from the terminal box. If you are troubleshooting a vee engine, disconnect either the J5/P5 connector or the J6/P6 connector from the terminal box. If you are troubleshooting an in-line engine, disconnect the J5/P5 connector from the terminal box. L. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. M. Use the voltmeter to measure the voltage again. Compare the voltage to the previously noted voltage. Expected Result: Before the harness was disconnected, the voltage was greater than 4.8 VDC. After the harness was disconnected, the voltage was between 0.4 VDC and 0.6 VDC.

the voltage was greater than 4.8 VDC. After the harness was disconnected, the voltage was still greater than 4.8 VDC. There is a problem in the terminal box.

STOP.

Test Step 7. Check the Engine Harness for a Short Circuit to Ground A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the ECM P2 connector. Reinstall the suspect signal wire into the P2 connector. Pull on the wire in order to verify that the terminal is secure. Leave the P2 connector disconnected. C. Disconnect the appropriate 6-pin connector from the rail. If you are troubleshooting a vee engine, refer to Illustration 74 for a schematic of the circuit. If you are troubleshooting an in-line engine, refer to Illustration 75 for a schematic of the circuit.

RENR5910-06

171 Troubleshooting Section

If you are troubleshooting a vee engine, disconnect either the J5/P5 connector or the J6/P6 connector from the terminal box. If you are troubleshooting an in-line engine, disconnect the J5/P5 connector from the terminal box.

Illustration 87

g00858454

6-pin connector on the engine harness

Illustration 88

g00858460

Ground strap for the Integrated Combustion Sensing Module (ICSM)

D. Measure the resistance between the ground strap for the ICSM and the terminal for the suspect signal wire on the 6-pin connector. If the resistance is greater than 20,000 Ohms, the signal wire from the engine harness to the ECM is OK. The signal wire is probably shorted to ground in the rail. Verify that the short circuit is in the rail. Reconnect the 6-pin connector to the rail's receptacle. Measure the resistance between the ground strap for the ICSM and the terminal for the suspect signal wire on the rail's 3-pin connector for the detonation sensor. If the resistance is less than 5 Ohms, the short circuit is in the rail. The short circuit is caused by a poor electrical connection and/or by a wiring problem in the rail. Repair the connector and/or the wiring, when possible. Replace the rail, if necessary. E. Ensure that the engine control switch is in the OFF/RESET position. Ensure that the 16 amp circuit breaker for the ECM is OFF. F. Disconnect the appropriate harness from the terminal box.

Illustration 89

g01442553

Terminal locations at the P5 connector on the terminal box that are for the in-line engines (P5-44) (P5-45) (P5-46) (P5-47) (P5-56) (P5-57)

Detonation input D (Cylinders 7 and 8) Detonation input G (Cylinders 5 and 6) Detonation input B (Cylinders 3 and 4) Detonation input A (Cylinders 1 and 2) Return for the detonation sensors +8 V supply for the detonation sensors

172 Troubleshooting Section

Illustration 90

RENR5910-06

g01442550

Illustration 91

g01442551

Terminal locations at the P5 connector on the terminal box that are for the vee engines

Terminal locations at the P6 connector on the terminal box that are for the 8 volt supply circuit on vee engines

(P5-23) (P5-31) (P5-38) (P5-30) (P5-22) (P5-12)

(P6-54) Return for the left side detonation sensors (P6-67) +8 V supply for the left side detonation sensors (P6-63) Detonation input H (Cylinders 14 and 16) (P6-64) Detonation input G (Cylinders 10 and 12) (P6-65) Detonation input F (Cylinders 6 and 8) (P6-66) Detonation input E (Cylinders 2 and 4)

Return for the right side detonation sensors +8 V supply for the right side detonation sensors Detonation input A (Cylinders 1 and 3) Detonation input B (Cylinders 5 and 7) Detonation input D (Cylinders 13 and 15) Signal for cylinders 13 and 15

G. Measure the resistance between the ground strap for the ECM and the terminal for the suspect signal wire on connector J6 or J5. Expected Result: The resistance is greater than 20,000 Ohms. Results:

• OK – The resistance is greater than 20,000 Ohms. The signal wire from the terminal box's connector to the ECM is OK. The signal wire is probably shorted to ground in the engine harness.

Repair: Verify that the short circuit is in the engine harness. Reconnect the engine harness to the terminal box. Measure the resistance between the ground strap for the ICSM and the terminal for the suspect signal wire on the 6-pin connector for the detonation sensors. If the resistance is less than 5 Ohms, the short circuit is in the engine harness.

RENR5910-06

The short circuit is caused by a poor electrical connection or by a wiring problem in the harness. Repair the connector and/or the wiring, when possible. Replace the harness, if necessary. STOP.

• Not OK – The resistance is less than 5 Ohms. The short circuit is in the terminal box.

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

Test Step 8. Isolate the Open Circuit A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the ECM P2 connector. Reinstall the suspect signal wire into the P2 connector. Pull on the wire in order to verify that the terminal is secure. Leave the P2 connector disconnected. C. Disconnect the appropriate 6-pin connector from the rail. If you are troubleshooting a vee engine, refer to Illustration 74 for a schematic of the circuit. If you are troubleshooting an in-line engine, refer to Illustration 75 for a schematic of the circuit. D. Use a jumper wire with the appropriate terminals on the ends. Install the jumper wire onto the terminals for the suspect signal wire and the voltage supply wire on the rail's 3-pin connector for the detonation sensor. E. Measure the resistance between the terminals for the suspect signal wire and the voltage supply on the rail's 6-pin connector. If the resistance is greater than 20,000 Ohms, there is an open circuit in the rail. The open circuit is probably caused by a poor electrical connection and/or by a broken wire. Repair the electrical connection and/or the wiring, when possible. Replace the rail, if necessary. If the resistance is less than 5 Ohms, the rail is OK. There is probably an open circuit between the ECM and the rail. Proceed to the next Step.

173 Troubleshooting Section

F. Make sure that the engine control switch is in the OFF/RESET position and that the 16 amp circuit breaker for the ECM is OFF. G. Disconnect the appropriate engine harness connector from the terminal box. If you are troubleshooting a vee engine, disconnect either the J5/P5 connector or the J6/P6 connector from the terminal box. If you are troubleshooting an in-line engine, disconnect the J5/P5 connector from the terminal box. H. Install a jumper wire into the terminals for the suspect signal wire and the voltage supply on the 6-pin connector for the detonation sensors. If you are troubleshooting a vee engine, refer to Illustration 74 for a schematic of the circuit. If you are troubleshooting an in-line engine, refer to Illustration 75 for a schematic of the circuit. I. Measure the resistance between the corresponding terminals for the suspect signal wire and the voltage supply on the engine harness connector for the terminal box. Expected Result: The resistance is less than 5 Ohms. Results:

• OK – The resistance is less than 5 Ohms. The

engine harness is OK. There is a problem with a connector for the signal wire or the wire in the terminal box is broken. Repair: Repair the connector and/or the wire, when possible. Replace the connector and/or the wire, if necessary. STOP.

• Not OK – The resistance is greater than 5 Ohms. There is an open circuit in the engine harness.

Repair: The open circuit is probably caused by a poor electrical connection and/or by broken wire in the engine harness. Repair the connector and/or the wiring, when possible. Replace the engine harness, if necessary. STOP.

174 Troubleshooting Section

RENR5910-06

i02889493

Electrical Power Supply - Test SMCS Code: 1401-038 System Operation Description: Use this procedure to troubleshoot the electrical system if one of the diagnostic or event codes in Table 69 is active or easily repeated. Refer to Troubleshooting, “Event Codes” for information about event codes and the default trip points for these codes. You must access the monitoring system on Caterpillar Electronic Technician (ET) in order to view the current trip points for these codes. Table 69

Diagnostic Codes Table Code

Conditions which Generate this Code

System Response

The voltage is less than the trip point and the delay time has expired. No other codes for the system voltage are present.

The shutdown output is activated. The code is logged.

168-2 Electrical System Voltage : Erratic, Intermittent, or Incorrect

The Electronic Control Module (ECM) has been powered for at least five seconds. The engine is running. The battery voltage is less than 6 VDC for a minimum of 0.060 seconds and the voltage returns to the normal range within 0.015 seconds. There are three voltage readings of less than 6 VDC within seven seconds.

The code is logged. If battery voltage is lost and the voltage does not return, the ECM will not log this diagnostic code. The alarm output is activated. The intermittent problem may not affect engine operation. However, the engine may experience speed burps, intermittent shutdowns, and/or complete shutdowns.

336-2 Engine Control Switch : Erratic, Intermittent, or Incorrect

The ECM detects an invalid combination of the inputs from the engine control switch to the ECM. This indicates a problem with the engine control switch.

The shutdown output is activated. The code is logged.

E042(3) Low System Voltage Shutdown E043(1) Low System Voltage Warning E050(1) High System Voltage Warning

Electrical power is supplied to the ECM, to the Integrated Combustion Sensing Module (ICSM), and to the air/fuel pressure module. The cause of an intermittent power supply can occur on either the positive side or on the negative side of the power supply. The 24 VDC power supply for the ECM can be provided by a battery or by an electrical power supply. The minimum requirement for the power supply is 22 VDC at 16 amperes. The 24 VDC power supply can be connected to the terminal box or to the control panel. Route the power supply through a dedicated fuse or through a dedicated circuit breaker.

The alarm output is activated. The code is logged.

The ECM input at terminal 70 of the P1 connector (“Switched +Battery”) receives battery voltage from the engine control switch when the switch is in the START position, in the STOP position, or in the AUTO position. When the ECM detects battery voltage at this input, the ECM will power up. When battery voltage is removed from this input, the ECM will power down after the engine has shut down. The “168-02” diagnostic code indicates that the voltage of the power supply is intermittent or low while the engine is running. If the supply voltage drops to zero and stays at zero, the ECM will not log this code. The engine will shut down. The “336-02” diagnostic code indicates that the ECM has detected a problem with the circuit for the engine control switch.

RENR5910-06

Logged diagnostic codes provide a historical record. Before you begin this procedure, use Cat ET to print the logged codes to a file. This procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.

175 Troubleshooting Section

176 Troubleshooting Section

Illustration 92 Schematic for the electrical power source for in-line engines

RENR5910-06

g01438756

RENR5910-06

Illustration 93 Schematic for the electrical power source for vee engines

177 Troubleshooting Section

g01438757

178 Troubleshooting Section

RENR5910-06

Test Step 1. Inspect the Electrical Connectors and Wiring A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Note: For the following steps, refer to Troubleshooting, “Electrical Connectors Inspect”.

Illustration 94

g01431198

Terminal Box (1) ECM connector J2/P2 (2) ECM connector J1/P1 (3) 16 amp circuit breaker (4) Connectors J3/P3 for the customer's connector (5) Connectors J4/P4 for the optional control panel (if equipped) or for a customer's connector (6) J5/P5 connectors for the harness from the sensors (7) J6/P6 connectors for the harness from the sensors

B. Disconnect the J1/P1 connectors. Verify that the connectors do not have damage, corrosion, or moisture. C. Check the torque of the allen head screws for each of the ECM connectors. Refer to Troubleshooting, “Electrical Connectors - Inspect” for the correct torque values. D. Thoroughly inspect the following connections:

Illustration 95

g01438764

Terminal locations at the P1 ECM connector for the electrical supply on the in-line engines and the vee engines (P1-52) (P1-53) (P1-55) (P1-57) (P1-63) (P1-65) (P1-67) (P1-69) (P1-70)

+24 VDC +24 VDC +24 VDC +24 VDC −Battery −Battery −Battery −Battery Keyswitch

a. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the electrical power supply:

• Unswitched +Battery terminals 52, 53, 55, and 57

• Connectors for the circuit breaker

• −Battery terminals 63, 65, 67, and 69

• Connectors for the 24 VDC power supply

• Switched +Battery terminal 70

• Connectors for the engine control switch

b. Check the harness and wiring for abrasion and for pinch points from the power supply to the ECM and from the engine control switch to the ECM.

RENR5910-06

179 Troubleshooting Section

Expected Result:

Expected Result:

All connectors, pins, and sockets are connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points.

The voltage that is measured at the terminals for the power supply is at least 22 VDC. The voltage that is measured at the P1 connector is within 2 VDC of the voltage that was measured at the terminals for the power supply. The voltage measurements are constant.

Results:

• OK – All connectors, pins, and sockets are

connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. The components are in good condition with proper connections. Proceed to Test Step 2.

• Not OK – At least one of the connectors, pins,

or sockets is not connected properly. At least one connector or wire has corrosion, abrasion, and/or pinch points. The components are not in good condition and/or at least one connection is improper. Repair: Perform the necessary repairs and/or replace parts, if necessary. Ensure that all of the seals are properly installed. Make sure that the connectors are properly fastened. Verify that the repair has eliminated the problem. STOP.

Test Step 2. Check the Voltage at the Power Supply and at the ECM A. Make sure that the engine will not crank during this procedure. Make sure that the pressurized air supply is OFF. Make sure that the air is purged from the system. Note: If a power supply is used instead of batteries, the minimum voltage for the power supply is 22 VDC at 16 amperes. B. Measure the voltage at the terminals for the power supply. Record the voltage. C. Insert two 7X-1710 Multimeter Probes into the harness side of the P1 connector. Insert the first probe into terminal 52. Insert the second probe into terminal 63. Connect a multimeter to the probes.

Results:

• OK – The ECM is receiving the correct voltage at the P1 connector.

Repair: Perform the following procedure: Switch the 16 amp circuit breaker for the ECM OFF. Remove the probes from connector P1. Proceed to Test Step 3.

• Not OK – The ECM is not receiving the correct voltage at the P1 connector.

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

Test Step 3. Check the Engine Control Switch A. Make sure that the engine will not crank during this procedure. Make sure that the pressurized air supply is OFF. Make sure that the air is purged from the system.

D. Switch the 16 amp circuit breaker for the ECM ON.

B. Connect Cat ET to the service tool connector.

E. Measure the power supply voltage at the P1 connector. During the measurement, wiggle the harness in order to check for an intermittent problem. Be sure to wiggle the harness near each of the connections.

C. Switch the 16 amp circuit breaker for the ECM ON. Note: An “E225 Engine Overcrank” and/or an “E233 Low Engine Prelube Pressure” event code may be generated during this step. After you have completed this step, clear the events from the “Logged Events” screen of Cat ET.

180 Troubleshooting Section

D. Observe the “Active Diagnostic” screen on Cat ET and turn the engine control switch to the STOP position, to the START position, and to the AUTO position. Look for an active “336-02 Incorrect ECS Switch inputs” diagnostic code. Repeat this step several times. Expected Result: A “336-02 Incorrect ECS Switch inputs” diagnostic code was not activated when the engine control switch was turned to the STOP position, the START position, and the AUTO position. Results:

• OK – A “336-02 Incorrect ECS Switch inputs”

diagnostic code was not activated. The inputs to the engine control switch are correct. The problem seems to be resolved. Repair: The problem may be intermittent. Refer to Troubleshooting, “Electrical Connectors - Inspect”.

RENR5910-06

E. Turn the engine control switch to the STOP position and measure the voltage between terminal 31 and terminal 61 of the P1 connector. The correct voltage measurement is less than one volt. F. Remove the probe from terminal 61 and insert the probe into terminal 62. G. Turn the engine control switch to the START position and measure the voltage between terminal 31 and terminal 62 of the P1 connector. The correct voltage measurement is less than one volt. H. Remove the probe from terminal 62 and insert the probe into terminal 64. I. Turn the engine control switch to the AUTO position and measure the voltage between terminal 31 and terminal 64 of the P1 connector. The correct voltage measurement is less than one volt.

• Not OK – A “336-02 Incorrect ECS Switch inputs”

J. Remove the probe from terminal 31 and insert the probe into terminal 69. Remove the probe from terminal 64 and insert the probe into terminal 70.

Test Step 4. Check the Circuit of the Engine Control Switch

K. Turn the engine control switch to the STOP position and measure the voltage between terminal 69 and terminal 70 of the P1 connector. The correct voltage measurement is at least 20 VDC.

STOP. diagnostic code was activated. The ECM has detected an invalid pattern for the input to the engine control switch. Proceed to Test Step 4.

A. Make sure that the engine will not crank during this procedure. Make sure that the pressurized air supply is OFF. Make sure that the air is purged from the system. B. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. C. Insert two 7X-1710 Multimeter Probes into the harness side of the P1 connector. Insert the first probe into terminal 31. Insert the second probe into terminal 61. Connect a multimeter to the probes. D. Switch the 16 amp circuit breaker for the ECM ON. Note: An “E225 Engine Overcrank” and/or an “E233 Low Engine Prelube Pressure” event code may be generated during the test. After you have completed the test, clear the events from the “Logged Events” screen of Cat ET. Note: During these measurements, wiggle the harness in order to check for an intermittent problem. Be sure to wiggle the harness near each of the connections.

L. Turn the engine control switch to the START position and measure the voltage between terminal 69 and terminal 70 of the P1 connector. The correct voltage measurement is at least +20 VDC. M. Turn the engine control switch to the AUTO position and measure the voltage between terminal 69 and terminal 70 of the P1 connector. The correct voltage measurement is at least +20 VDC. Expected Result: The voltage checks are within the specifications. Results:

• OK – The voltage checks are within the

specifications. Remove the probes from the P1 connector. Start the engine and run the engine. If the original problem is not resolved, the ECM may have a problem. Repair: It is unlikely that the ECM has failed. Perform the following procedure: Temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace”.

RENR5910-06

181 Troubleshooting Section

If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the ECM. STOP.

• Not OK – The P1 connector does not have the correct voltage.

Repair: Perform the following steps: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Disconnect the wires for the STOP, START, and AUTO positions from the engine control switch. 3. Use an ohmmeter to check continuity across the contacts of the switch. Check the continuity of the contacts in the open and in the closed positions. Turn the switch to each position in order to check the contacts. 4. If the engine control switch is faulty, replace the switch. If the problem is not resolved, repair the harness, when possible. Replace the harness, if necessary. STOP. i02900824

Exhaust Temperature - Test SMCS Code: 1088-038-TA; 7498-038 System Operation Description: Use this procedure to troubleshoot a suspected problem with a thermocouple or use this procedure if one of the diagnostic codes in the following tables are active or easily repeated.

182 Troubleshooting Section

RENR5910-06

Table 70

Diagnostic Codes Table Code

Conditions which Generate this Code

System Response

1489-3 Left Turbo Turbine Outlet Temperature Sensor : Voltage Above Normal 1490-3 Right Turbo Turbine Outlet Temperature Sensor : Voltage Above Normal 1491-3 Right Turbo Turbine Inlet Temperature Sensor : Voltage Above Normal 1492-3 Left Turbo Turbine Inlet Temperature Sensor : Voltage Above Normal 1531-3 Engine Cylinder #1 Exhaust Port Temperature Sensor : Voltage Above Normal 1532-3 Engine Cylinder #2 Exhaust Port Temperature Sensor : Voltage Above Normal 1533-3 Engine Cylinder #3 Exhaust Port Temperature Sensor : Voltage Above Normal 1534-3 Engine Cylinder #4 Exhaust Port Temperature Sensor : Voltage Above Normal 1535-3 Engine Cylinder #5 Exhaust Port Temperature Sensor : Voltage Above Normal 1536-3 Engine Cylinder #6 Exhaust Port Temperature Sensor : Voltage Above Normal 1537-3 Engine Cylinder #7 Exhaust Port Temperature Sensor : Voltage Above Normal 1538-3 Engine Cylinder #8 Exhaust Port Temperature Sensor : Voltage Above Normal 1539-3 Engine Cylinder #9 Exhaust Port Temperature Sensor : Voltage Above Normal 1540-3 Engine Cylinder #10 Exhaust Port Temperature Sensor : Voltage Above Normal 1541-3 Engine Cylinder #11 Exhaust Port Temperature Sensor : Voltage Above Normal 1542-3 Engine Cylinder #12 Exhaust Port Temperature Sensor : Voltage Above Normal 1543-3 Engine Cylinder #13 Exhaust Port Temperature Sensor : Voltage Above Normal 1544-3 Engine Cylinder #14 Exhaust Port Temperature Sensor : Voltage Above Normal 1545-3 Engine Cylinder #15 Exhaust Port Temperature Sensor : Voltage Above Normal 1546-3 Engine Cylinder #16 Exhaust Port Temperature Sensor : Voltage Above Normal

The voltage of the signal from the thermocouple to the Integrated Combustion Sensing Module (ICSM) is greater than the maximum acceptable value. This indicates a short circuit to the +Battery side.

Monitoring of the port's exhaust temperature is lost. Also, protection for the port is lost. The code is logged. Engine operation is not affected.

RENR5910-06

183 Troubleshooting Section

Table 71

Diagnostic Codes Table Code

Conditions which Generate this Code

System Response

1489-4 Left Turbo Turbine Outlet Temperature Sensor : Voltage Below Normal 1490-4 Right Turbo Turbine Outlet Temperature Sensor : Voltage Below Normal 1491-4 Right Turbo Turbine Inlet Temperature Sensor : Voltage Below Normal 1492-4 Left Turbo Turbine Inlet Temperature Sensor : Voltage Below Normal 1531-4 Engine Cylinder #1 Exhaust Port Temperature Sensor : Voltage Below Normal 1532-4 Engine Cylinder #2 Exhaust Port Temperature Sensor : Voltage Below Normal 1533-4 Engine Cylinder #3 Exhaust Port Temperature Sensor : Voltage Below Normal 1534-4 Engine Cylinder #4 Exhaust Port Temperature Sensor : Voltage Below Normal 1535-4 Engine Cylinder #5 Exhaust Port Temperature Sensor : Voltage Below Normal 1536-4 Engine Cylinder #6 Exhaust Port Temperature Sensor : Voltage Below Normal 1537-4 Engine Cylinder #7 Exhaust Port Temperature Sensor : Voltage Below Normal 1538-4 Engine Cylinder #8 Exhaust Port Temperature Sensor : Voltage Below Normal 1539-4 Engine Cylinder #9 Exhaust Port Temperature Sensor : Voltage Below Normal 1540-4 Engine Cylinder #10 Exhaust Port Temperature Sensor : Voltage Below Normal 1541-4 Engine Cylinder #11 Exhaust Port Temperature Sensor : Voltage Below Normal 1542-4 Engine Cylinder #12 Exhaust Port Temperature Sensor : Voltage Below Normal 1543-4 Engine Cylinder #13 Exhaust Port Temperature Sensor : Voltage Below Normal 1544-4 Engine Cylinder #14 Exhaust Port Temperature Sensor : Voltage Below Normal 1545-4 Engine Cylinder #15 Exhaust Port Temperature Sensor : Voltage Below Normal 1546-4 Engine Cylinder #16 Exhaust Port Temperature Sensor : Voltage Below Normal

The voltage of the signal from the thermocouple to the ICSM is less than the minimum acceptable value. This code can be caused by a short circuit to the −Battery or a short circuit to ground.

Monitoring of the port's temperature is lost. Also, protection for the port is lost. The code is logged. Engine operation is not affected.

184 Troubleshooting Section

RENR5910-06

Table 72

Diagnostic Codes Table Description 1489-5 Left Turbo Turbine Outlet Temperature Sensor current below normal 1490-5 Right Turbo Turbine Outlet Temperature Sensor current below normal 1491-5 Right Turbo Turbine Inlet Temperature Sensor current below normal 1492-5 Left Turbo Turbine Inlet Temperature Sensor current below normal 1531-5 Engine Cylinder #1 Exhaust Port Temperature Sensor current below normal 1532-5 Engine Cylinder #2 Exhaust Port Temperature Sensor current below normal 1533-5 Engine Cylinder #3 Exhaust Port Temperature Sensor current below normal 1534-5 Engine Cylinder #4 Exhaust Port Temperature Sensor current below normal 1535-5 Engine Cylinder #5 Exhaust Port Temperature Sensor current below normal 1536-5 Engine Cylinder #6 Exhaust Port Temperature Sensor current below normal 1537-5 Engine Cylinder #7 Exhaust Port Temperature Sensor current below normal 1538-5 Engine Cylinder #8 Exhaust Port Temperature Sensor current below normal 1539-5 Engine Cylinder #9 Exhaust Port Temperature Sensor current below normal 1540-5 Engine Cylinder #10 Exhaust Port Temperature Sensor current below normal 1541-5 Engine Cylinder #11 Exhaust Port Temperature Sensor current below normal 1542-5 Engine Cylinder #12 Exhaust Port Temperature Sensor current below normal 1543-5 Engine Cylinder #13 Exhaust Port Temperature Sensor current below normal 1544-5 Engine Cylinder #14 Exhaust Port Temperature Sensor current below normal 1545-5 Engine Cylinder #15 Exhaust Port Temperature Sensor current below normal 1546-5 Engine Cylinder #16 Exhaust Port Temperature Sensor current below normal

Conditions which Generate this Code The current of the signal from the thermocouple to the ICSM is less than the minimum acceptable value. This indicates an open circuit.

System Response Monitoring of the port's temperature is lost. Also, protection for the port is lost. The code is logged. Engine operation is not affected.

RENR5910-06

A type K thermocouple is installed into the exhaust port of each engine cylinder, into the inlet for each turbocharger turbine, and into the outlet for each turbocharger turbine. The thermocouples do not require a supply voltage from the ICSM. Each thermocouple has two wires. Each thermocouple develops a low voltage signal that is detected by the ICSM. A -3 diagnostic code may be caused by a thermocouple wire that has a short circuit to a high voltage. A -3 diagnostic code may also occur if the thermocouple's voltage is above an acceptable range. A -4 diagnostic code may be caused by a thermocouple wire that has a short circuit to a low voltage. A -4 diagnostic code may also occur if the thermocouple has a short to ground. A -5 diagnostic code may be caused by a thermocouple's circuit that has a low current flow. A -5 diagnostic code may also occur if there is an open circuit. A diagnostic code is probably caused by a problem with a harness connector or by a wiring problem. The next likely cause is a faulty thermocouple. The least likely cause is a problem with the ICSM. Logged diagnostic codes provide a historical record. Before you begin this procedure, use the Caterpillar Electronic Technician (ET) to print the logged codes to a file. This troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.

185 Troubleshooting Section

186 Troubleshooting Section

Illustration 96

RENR5910-06

g01444342

Schematic for the circuit of the thermocouples for the 6 cylinder engine

Illustration 97 Schematic for the circuit of the thermocouples for the 8 cylinder engine

g01444341

RENR5910-06

Illustration 98 Schematic for the circuit of the thermocouples for the 12 cylinder engine

187 Troubleshooting Section

g01444339

188 Troubleshooting Section

RENR5910-06

g01444282

Illustration 99 Schematic for the circuit of the thermocouples for the 16 cylinder engine

Test Step 1. Inspect the Electrical Connectors and Wiring A. Turn the engine control switch to the OFF/RESET position. Switch OFF the 16 amp circuit breaker for the Electronic Control Module (ECM).

Note: For the following steps, refer to Troubleshooting, “Electrical Connectors Inspect”.

RENR5910-06

Illustration 100

189 Troubleshooting Section

g01444364

Typical view of an engine mounted ICSM (1) ICSM (2) 20-pin connector for the thermocouples

Illustration 102

g01444368

Typical view of the locations of thermocouples on vee engines (6) Thermocouple for the outlet of the turbocharger turbine (7) Thermocouple for the inlet of the turbocharger turbine (8) Thermocouple for the exhaust port of a cylinder (9) Connector for the thermocouple for the exhaust port of a cylinder

B. Thoroughly inspect the following connectors for moisture, for corrosion, and for contamination:

• 20-pin connectors on the ICSM(s) Illustration 101

g01444366

Typical view of the locations of thermocouples on in-line engines (3) Thermocouple for the outlet of the turbocharger turbine (4) Thermocouple for the inlet of the turbocharger turbine (5) Thermocouple for the exhaust port of a cylinder

• Connectors for the thermocouples C. Verify that all of the connectors are completely connected. Verify that terminals in the suspect thermocouple's connector are completely inserted into the connector. D. Check the harness and wiring for abrasion and for pinch points from the suspect thermocouple to the ICSM.

190 Troubleshooting Section

Expected Result: All of the connectors do not have moisture, corrosion or contamination. All of the connectors are completely connected. The terminals in the suspect thermocouple's connector are completely inserted into the connector. The harness and wiring do not have corrosion, abrasion or pinch points. Results:

RENR5910-06

Table 73

Diagnostic Code 1489-3

“Left Turbo Turbine Outlet Temperature Sensor voltage above normal”

1489-4

“Left Turbo Turbine Outlet Temperature Sensor voltage below normal”

1489-5

“Left Turbo Turbine Outlet Temperature Sensor current below normal”

1490-3

“Right Turbo Turbine Outlet Temperature Sensor voltage above normal”

1490-4

“Right Turbo Turbine Outlet Temperature Sensor voltage below normal”

1490-5

“Right Turbo Turbine Outlet Temperature Sensor current below normal”

1491-3

“Right Turbo Turbine Inlet Temperature Sensor voltage above normal”

1491-4

“Right Turbo Turbine Inlet Temperature Sensor voltage below normal”

1491-5

“Right Turbo Turbine Inlet Temperature Sensor current below normal”

1492-3

“Left Turbo Turbine Inlet Temperature Sensor voltage above normal”

1492-4

“Left Turbo Turbine Inlet Temperature Sensor voltage below normal”

1492-5

“Left Turbo Turbine Inlet Temperature Sensor current below normal”

1531-3 through 1546-3

“Engine Cylinder #1 Exhaust Port Temperature Sensor voltage above normal” through “Engine Cylinder #16 Exhaust Port Temperature Sensor voltage above normal”

1531-4 through 1546-4

“Engine Cylinder #1 Exhaust Port Temperature Sensor voltage below normal” through “Engine Cylinder #16 Exhaust Port Temperature Sensor voltage below normal”

1531-5 through 1546-5

“Engine Cylinder #1 Exhaust Port Temperature Sensor current below normal” through “Engine Cylinder #16 Exhaust Port Temperature Sensor current below normal”

• OK – The components are in good condition with proper connections. Proceed to Test Step 2.

• Not OK – The components are not in good condition and/or at least one connection is improper.

Repair: Perform the necessary repairs and/or replace parts, if necessary. Verify that the repair eliminates the problem. STOP.

Test Step 2. Check for Diagnostic Codes A. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. B. Observe the “Active Diagnostic” screen on Cat ET. Wait at least 30 seconds so that any codes may become activated. Look for the codes that are listed in Table 73:

Description

Expected Result: None of the above codes are active.

RENR5910-06

Results:

• No active codes – The problem seems to

be resolved. There are no active codes. The thermocouples are operating correctly at this time. Repair: The initial diagnostic code was probably caused by a poor electrical connection in one of the harness connectors. Resume normal operation. STOP.

• Active -3 – There is an active -3 diagnostic code. Proceed to Test Step 3.

• Active -4 – There is an active -4 diagnostic code. Proceed to Test Step 3.

• Active -5 – There is an active -5 diagnostic code. Proceed to Test Step 4.

Test Step 3. Disconnect the Sensor in Order to Create an Open Circuit A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect the thermocouple that has the short circuit diagnostic code. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Observe the “Active Diagnostic” screen on Cat ET. Wait at least 30 seconds so that any codes may become activated. Expected Result: An open circuit diagnostic code was generated for the suspect thermocouple. Results:

• OK – Before the suspect thermocouple was

disconnected, there was an active “short circuit” diagnostic code. After the thermocouple was disconnected, there was an active “open circuit” diagnostic code. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Thoroughly inspect the thermocouple's connectors for moisture. Inspect the seals for the connectors. 3. Reconnect the thermocouple to the harness.

191 Troubleshooting Section

4. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. 5. Observe the “Active Diagnostic” screen on Cat ET. Wait at least 30 seconds so that any codes may become activated. If the active “short circuit” diagnostic code recurs, the thermocouple is the source of the problem. 6. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 7. Temporarily connect a new thermocouple to the harness. Do not install the thermocouple onto the engine. 8. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. 9. Observe the “Active Diagnostic” screen on Cat ET. Wait at least 30 seconds so that any codes may become activated. If the active “short circuit” diagnostic code does not recur, replace the thermocouple. Clear all of the logged diagnostic codes. Verify that the problem is resolved. STOP.

• Not OK – Before the suspect thermocouple was

disconnected, there was an active “short circuit” diagnostic code. After the thermocouple was disconnected, the active “short circuit” diagnostic code remained. Proceed to Test Step 5.

Test Step 4. Create a Short Circuit at the Connector for the Thermocouple A. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. B. Fabricate a jumper wire with the appropriate terminals on each end. Note: Observe the “Active Diagnostic” screen on Cat ET before installing the jumper wire and after installing the jumper wire.

192 Troubleshooting Section

RENR5910-06

• Not OK – A “short circuit” diagnostic code is not

active when the jumper wire is connected. The “open circuit” diagnostic code remains active at all times. The engine harness or the ICSM appears to have a problem. Proceed to Test Step 5.

Test Step 5. Check the Operation of the ICSM A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

Illustration 103

g01444369

Harness connectors for the thermocouples (Terminal 2) Negative wire for the turbocharger's thermocouple (Terminal 1) Positive wire for the turbocharger's thermocouple (Terminal A) Negative wire for the exhaust port's thermocouple (Terminal B) Positive wire for the exhaust port's thermocouple (Terminal C) This terminal is not used.

C. Create a short circuit by inserting the jumper wire into the harness connector for the suspect thermocouple. If the connector has two terminals, insert one end of the jumper wire into each terminal. If the connector has three terminals, insert one end of the jumper wire into terminal “A” and insert the other end of the jumper wire into terminal “B”. The jumper wire must remain connected in this manner for at least 30 seconds. D. Remove the jumper wire from the engine harness. The jumper wire must be removed for at least 30 seconds. Expected Result: A “short circuit” diagnostic code becomes active when the jumper wire is connected to the engine harness for 30 seconds. An “open circuit” diagnostic code becomes active when the jumper wire is removed from the engine harness for 30 seconds. Results:

• OK – A “short circuit” diagnostic code becomes

active when the jumper wire is connected. An “open circuit” diagnostic code becomes active when the jumper wire is removed. The engine harness and the ICSM appear to be functioning properly. Repair: To verify that the thermocouple is faulty, reconnect the suspect thermocouple for at least 30 seconds. If the “open circuit” diagnostic code returns, replace the thermocouple. Verify that the new thermocouple does not create a diagnostic code. STOP.

B. Disconnect the connector for the thermocouples from the suspect ICSM. Thoroughly inspect the connectors for moisture, for corrosion, and for contamination. Note: When the connector is disconnected from the suspect ICSM, numerous “open circuit” codes for the thermocouples will become active. Keep your mind on the diagnostic code for the suspect thermocouple. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Wait at least 30 seconds so that any codes may become activated. “Open circuit” diagnostic codes for the thermocouples should activate. An “open circuit” diagnostic code for the suspect thermocouple should also be activated. D. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. E. Determine the positive terminal and the negative terminal for the suspect thermocouple from the illustrations that are at the beginning of this test.

RENR5910-06

193 Troubleshooting Section

Results:

• OK – Active diagnostic codes are created

according to the above steps. The ICSM appears to be working properly. There appears to be a problem with the harness for the thermocouples. Repair: Repair any faulty wiring and/or connectors, when possible. Replace any faulty wiring and/or connectors, if necessary. Clear any diagnostic codes. Verify that the condition is resolved. STOP.

• Not OK – Active diagnostic codes are not created

according to the above steps. The ICSM does not respond properly when the connector for the thermocouples is removed and when the jumper wire is connected. The ICSM may have a problem. Repair: It is unlikely that the ICSM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following procedure: Temporarily install a new ICSM. Refer to Troubleshooting, “Control Module - Replace (ICSM)”. If the problem is resolved with a new ICSM, install the original ICSM and verify that the problem returns. If the new ICSM operates correctly and the original ICSM does not work correctly, replace the original ICSM.

Illustration 104

g01444371

20-pin connector for the thermocouples

F. Connect one end of a jumper wire to the appropriate positive terminal on the connector for the thermocouples. Connect the other end of the jumper wire to the appropriate negative terminal. G. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Wait at least 30 seconds so that any codes may become activated. A “short circuit” diagnostic code for the suspect thermocouple should be activated. Expected Result: An “open circuit” diagnostic code for the suspect thermocouple is activated when the connector for the thermocouples is disconnected from the ICSM. A “short circuit” diagnostic code becomes active when the jumper wire is connected for at least 30 seconds.

STOP. i03467423

Fuel Actuator - Test SMCS Code: 1716-038 System Operation Description: Use this procedure to troubleshoot the electrical system if a problem is suspected with the fuel actuator's solenoid or if one of the diagnostic codes in Table 74 is active.

194 Troubleshooting Section

RENR5910-06

Table 74

Diagnostic Codes Table Code

Conditions which Generate this Code

System Response

1844-5 Fuel Actuator : Current Below Normal

The circuit driver for the electrohydraulic actuator's solenoid is energized. The Electronic Control Module (ECM) detects no current from the actuator or a current that is less than the normal level.

The shutdown output is activated. The code is logged.

1844-6 Fuel Actuator : Current Above Normal

The circuit driver for the electrohydraulic actuator's solenoid is energized. The ECM detects a current from the actuator that is greater than the normal level.

The ECM controls the fuel actuator by adjusting current flow through the actuator's solenoid. The diagnostic code is probably caused by a short circuit in a harness or by a problem with an electrical connector. The next likely cause is a short circuit inside the actuator solenoid. The least likely cause is a problem with the ECM. Logged diagnostic codes provide a historical record. Before you begin this procedure, use the Caterpillar Electronic Technician (ET) to print the logged codes to a file. This troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.

Illustration 105 Schematic of the circuit for the fuel actuator on in-line engines and vee engines

Test Step 1. Inspect the Electrical Connectors and Wiring Note: This step is important for troubleshooting a problem with instability.

g01439060

RENR5910-06

Illustration 106

195 Troubleshooting Section

g01431198

Terminal Box (1) ECM connector J2/P2 (2) ECM connector J1/P1 (3) 16 amp circuit breaker (4) Connectors J3/P3 for the customer's connector (5) Connectors J4/P4 for the optional control panel (if equipped) or for a customer's connector (6) J5/P5 connectors for the harness (7) J6/P6 connectors for the harness

A. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM to the OFF position. Note: For the following steps, refer to Troubleshooting, “Electrical Connectors Inspect”.

Illustration 107

g01439063

P2 ECM terminals that are used by the fuel actuator's solenoid on in-line engines and vee engines (P2-6) Fuel actuator's circuit driver (P2-7) Return

196 Troubleshooting Section

Illustration 108

RENR5910-06

g01809013

Illustration 109

g01439067

Terminal locations at the P6 connector on the terminal box that are used by the fuel actuator's solenoid on in-line engines

Terminal locations at the P5 connector on the terminal box that are used by the fuel actuator's solenoid on vee engines

(P6-55) Return (P6-68) Fuel actuator's circuit driver

(P5-57) Return (P5-70) Fuel actuator's circuit driver

Illustration 110 Fuel actuator (AA) Solenoid's connector (A) Fuel actuator's circuit driver (B) Return

B. Thoroughly inspect each of the following connectors:

g00899691

RENR5910-06

• ECM J2/P2 connectors • J5/P5 connectors on the terminal box • J6/P6 connectors on the terminal box • Connectors for the fuel actuator a. Check the allen head screw on each of the ECM connectors for the proper torque. Refer to Troubleshooting, “Electrical Connectors Inspect” for the correct torque values. b. Perform a 45 N (10 lb) pull test on the wires that are associated with the circuit for the fuel actuator. c. Thoroughly inspect the connectors for the fuel actuator for moisture and for corrosion. Check the harness and wiring for abrasion and for pinch points from the fuel actuator to the ECM. Expected Result: All connectors, pins, and sockets are connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. Results:

• OK – All connectors, pins, and sockets are

connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. The components are in good condition with proper connections. Proceed to Test Step 2.

• Not OK – At least one of the connectors, pins,

or sockets is not connected properly. At least one connector or wire has corrosion, abrasion, and/or pinch points. The components are not in good condition and/or at least one connection is improper. Repair: Perform the necessary repairs and/or replace parts, if necessary. STOP.

197 Troubleshooting Section

E. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes. F. Observe the “Active Diagnostic” screen on Cat ET. Check and record any active diagnostic codes. G. Determine if the problem is related to an open circuit diagnostic code (-5) or a short circuit diagnostic code (-6). H. Turn the engine control switch to the STOP position. Expected Result: No diagnostic codes are active. Results:

• OK – No diagnostic codes are active. Repair: The problem may have been related to a faulty connection in the harness. Carefully inspect the connectors and wiring. Refer to Troubleshooting, “Electrical Connectors - Inspect”. STOP.

• Not OK – A short circuit diagnostic code (-6) is active at this time. Proceed to Test Step 3.

• Not OK – An open circuit diagnostic code (-5) is active at this time. Proceed to Test Step 5.

Test Step 3. Disconnect the Connector for the Fuel Actuator's Solenoid in Order to Create an Open Circuit A. Prevent fuel from entering the engine. Verify that the gas supply to the engine is OFF. B. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM to the OFF position. C. Disconnect the connector for the fuel actuator's solenoid.

Test Step 2. Check for Active Diagnostic Codes

D. Switch the 16 amp circuit breaker for the ECM ON.

A. Prevent fuel from entering the engine. Verify that the gas supply to the engine is OFF.

E. If an 1844-5 and/or 1844-6 diagnostic code is logged, clear the code.

B. Connect Cat ET to the service tool connector. C. Switch the 16 amp circuit breaker for the ECM ON.

F. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes.

D. If an 1844-5 and/or 1844-6 diagnostic code is logged, clear the code.

G. Observe the “Active Diagnostic” screen on Cat ET. Check and record any active diagnostic codes. H. Turn the engine control switch to the STOP position.

198 Troubleshooting Section

I. Return all the wiring to the original configuration. Expected Result: An open circuit diagnostic code (-5) is now active for the fuel actuator's solenoid. Results:

• OK – A short circuit diagnostic code (-6) was

active before disconnecting the connector. An open circuit diagnostic code (-5) became active after disconnecting the connector. The ECM detected the open circuit. The engine harness and the ECM are OK. Repair: Temporarily connect a new fuel actuator's solenoid to the harness, but do not install the new fuel actuator's solenoid. Verify that there are no active diagnostic codes for the fuel actuator's solenoid. If there are no active diagnostic codes for the solenoid, permanently install the new solenoid. Clear any logged diagnostic codes. STOP.

• Not OK – A short circuit diagnostic code (-6)

remains active when the connector for the fuel actuator's solenoid is disconnected. There is a short circuit between the harness connector for the solenoid and the ECM. Proceed to Test Step 4.

Test Step 4. Disconnect the Connector for the Fuel Actuator's Solenoid at the Terminal Box in Order to Create an Open Circuit A. Prevent fuel from entering the engine. Verify that the gas supply to the engine is OFF. B. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM to the OFF position. C. Disconnect either the P5 connector or the P6 connector at the terminal box. Determine the correct connector for your application. Refer to Illustration 105. D. Remove the wires for the fuel actuator's solenoid from the connector on the terminal box in order to create an open circuit. E. Switch the 16 amp circuit breaker for the ECM ON. F. If an 1844-5 and/or 1844-6 diagnostic code is logged, clear the code. G. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes.

RENR5910-06

H. Observe the “Active Diagnostic” screen on Cat ET. Check and record any active diagnostic codes. I. Turn the engine control switch to the STOP position. J. Return all the wiring to the original configuration. Expected Result: An open circuit diagnostic code (-5) is now active for the fuel actuator's solenoid. Results:

• OK – A short circuit diagnostic code (-6) was

active before disconnecting the connector. An open circuit diagnostic code (-5) became active after disconnecting the connector. The ECM detected the open circuit. The engine harness between the terminal box and the ECM is OK. Repair: Repair the wiring between the terminal box and the connector for the fuel actuator's connector. Clear any logged diagnostic codes. STOP.

• Not OK – A short circuit diagnostic code (-6)

remains active when the connector on the terminal box for the fuel actuator's solenoid is disconnected. There is a short circuit between the terminal box and the ECM. Proceed to Test Step 7.

Test Step 5. Create a Short at the Connector for the Fuel Actuator's Solenoid A. Prevent fuel from entering the engine. Verify that the gas supply to the engine is OFF. B. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM to the OFF position. C. Fabricate a jumper wire that is long enough to create a short between the terminals of the connector for the fuel actuator's solenoid. Crimp connector pins to each end of the jumper wire. D. Install the jumper wire between terminal A (fuel actuator solenoid) and terminal B (solenoid return) on the harness side of the connector. E. Switch the 16 amp circuit breaker for the ECM ON. F. If an 1844-5 and/or 1844-6 diagnostic code is logged, clear the code. G. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes.

RENR5910-06

H. Observe the “Active Diagnostic” screen on Cat ET. Check and record any active diagnostic codes. I. Turn the engine control switch to the STOP position. J. Return all the wiring to the original configuration. Expected Result: A short circuit diagnostic code (-6) is active when the jumper wire is installed. An open circuit diagnostic code (-5) is active when the jumper wire is removed. Results:

• OK – A short circuit diagnostic code (-6) is active

when the jumper wire is installed. An open circuit diagnostic code (-5) is active when the jumper wire is removed. The ECM detected the short circuit. The engine harness and the ECM are OK.

Repair: Temporarily connect a new solenoid for the fuel actuator to the harness, but do not install the new solenoid. Verify that there are no active diagnostic codes for the solenoid. If there are no active diagnostic codes for the solenoid, permanently install the new solenoid. Clear any logged diagnostic codes. STOP.

• Not OK – The open circuit diagnostic code (-5)

remains active with the jumper in place. The open circuit is between the ECM and the connector for the fuel actuator's solenoid. There may be a problem with the ECM. Proceed to Test Step 6.

Test Step 6. Create a Short at the Connector on the Terminal Box for the Fuel Actuator's Solenoid A. Prevent fuel from entering the engine. Verify that the gas supply to the engine is OFF. B. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM to the OFF position. C. Fabricate a jumper wire that is long enough to create a short between the terminals of the connector for the fuel actuator's solenoid on the terminal box. Crimp connector pins to each end of the jumper wire. D. Disconnect either the P5 connector or the P6 connector at the terminal box. Determine the correct connector for your application. Refer to Illustration 105.

199 Troubleshooting Section

E. Remove the wires for the fuel actuator's solenoid from the connector on the terminal box. Install the jumper wire between the circuit driver for the fuel actuator's solenoid and the return for the fuel actuator's solenoid on the ECM side of the connector. F. Reconnect the connector. G. Switch the 16 amp circuit breaker for the ECM ON. H. If an 1844-5 and/or 1844-6 diagnostic code is logged, clear the code. I. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes. J. Observe the “Active Diagnostic” screen on Cat ET. Check and record any active diagnostic codes. K. Turn the engine control switch to the STOP position. L. Return all the wiring to the original configuration. Expected Result: A short circuit diagnostic code (-6) is active when the jumper wire is installed. An open circuit diagnostic code (-5) is active when the jumper wire is removed. Results:

• OK – A short circuit diagnostic code (-6) is active

when the jumper wire is installed. An open circuit diagnostic code (-5) is active when the jumper wire is removed. The ECM detected the short circuit. The engine harness between the terminal box and the ECM is OK. Repair: Repair the wiring between the terminal box and the connector for the fuel actuator's connector. Clear any logged diagnostic codes. STOP.

• Not OK – The open circuit diagnostic code (-5)

remains active with the jumper in place. The open circuit is between the ECM and the connector on the terminal box. There may be a problem with the ECM. Proceed to Test Step 7.

Test Step 7. Check the Operation of the ECM A. Prevent fuel from entering the engine. Verify that the gas supply to the engine is OFF. B. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM to the OFF position.

200 Troubleshooting Section

RENR5910-06

C. Disconnect the J2/P2 ECM connector.

Expected Result:

D. Fabricate two jumper wires that can be used to create a short between two terminals of the ECM connector. Crimp connector sockets to one end of each of the jumper wires.

An open circuit diagnostic code (-5) is active when the jumper wires create an open circuit. A short circuit diagnostic code (-6) is active when the jumper wires for the fuel actuator's solenoid are shorted together.

E. Remove the wire from terminal location P2-6 (fuel actuator solenoid) at the ECM connector. Install one of the jumper wires into this terminal location.

Results:

F. Remove the wire from terminal location P2-7 (solenoid return) at the ECM connector. Install the other jumper wire into this terminal location. G. Connect the J2/P2 ECM connector. H. Create an open at the ECM: a. In order to ensure that an open circuit condition exists, do not allow the loose ends of the jumper wires to connect to each other or to engine ground. b. Switch the 16 amp circuit breaker for the ECM ON. c. If an 1844-5 and/or 1844-6 diagnostic code is logged, clear the code. d. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes. e. Observe the “Active Diagnostic” screen on Cat ET. Check and record any active diagnostic codes. f. Turn the engine control switch to the STOP position. I. Create a short at the ECM: a. Create a short between the jumper wires for the fuel actuator's solenoid at the ECM connector. b. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes. c. Observe the “Active Diagnostic” screen on Cat ET. Check and record any active diagnostic codes. d. Turn the engine control switch to the STOP position. J. Restore all wiring to the original configuration.

• OK – An open circuit diagnostic code (-5) is active when the jumper wires create an open circuit. A short circuit diagnostic code -6 is active when the jumper wires are shorted together.

Repair: The ECM is operating properly. The problem is in the harness wiring between the ECM and the connector on the terminal box. There may be a problem in one of the connectors. Repair the connectors or wiring and/or replace the connectors or wiring. STOP.

• Not OK – One of the following conditions exists:

The open circuit diagnostic code (-5) is not active when the jumper wires create an open circuit. The short circuit diagnostic code (-6) is not active when the wire jumpers are shorted together. Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following procedure: Temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace”. If the problem is resolved with a new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. STOP. i02884141

Fuel Control - Test SMCS Code: 1264-038 System Operation Description: Use this procedure to troubleshoot the electrical system if a problem is suspected with the Gas Shutoff Valve (GSOV) or if one of the diagnostic codes in Table 75 is active or easily repeated.

RENR5910-06

201 Troubleshooting Section

Table 75

Diagnostic Codes Table Description

Conditions which Generate this Code

System Response

17-5 Fuel Shutoff Valve : Current Below Normal

While the output driver is off for five seconds, the Electronic Control Module (ECM) detects an open in the circuit for the fuel control relay for more than five seconds.

Fuel is cut off to the engine. The engine will not start. The code is logged. The alarm output is activated.

17-6 Fuel Shutoff Valve : Current Above Normal

While the output driver is on for five seconds, the ECM detects a short in the circuit for the fuel control relay for more than five seconds.

The code is logged. The alarm output is activated. The output driver automatically resets and the output driver continues to try to activate the circuit component.

17-12 Fuel Shutoff Valve : Failure

The engine control is placed in the STOP position. The ECM has shut off the GSOV, but the engine rpm does not drop at a rate that is within 100 rpm of the programmed “Engine Speed Drop Time”.

The code is logged. The alarm output is activated. The power to the GSOV remains in the de-energized state and the ECM removes ignition power from the engine.

The ECM contains the logic and the outputs that control the engine's prelubrication, start-up, and shutdown. The logic for starting and for stopping is customer programmable. The logic responds to inputs from the following components: engine control switch, emergency stop switch, remote start switch, data link, and other inputs. The GSOV is energize-to-run. To enable fuel flow to the engine, the solenoid for the GSOV must be energized. The ECM provides +Battery voltage to the solenoid for the GSOV when the logic determines that fuel is required for engine operation. For engine shutdown, the ECM removes the voltage from the solenoid for the GSOV. This stops the fuel flow. Logged diagnostics provide a historical record. Before you begin this procedure, use Caterpillar Electronic Technician (ET) to print the logged codes to a file. The most likely causes of the diagnostic code are a poor electrical connection or a problem in a wiring harness. The next likely cause is a problem with the solenoid for the GSOV. The least likely cause is a problem with the ECM. The troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.

202 Troubleshooting Section

Illustration 111 Schematic of the circuit for the solenoid for the GSOV on the in-line engines and the vee engines

RENR5910-06

g01435836

RENR5910-06

Illustration 112

203 Troubleshooting Section

g01431198

Terminal Box (1) ECM connector J2/P2 (2) ECM connector J1/P1 (3) 16 amp circuit breaker (4) Connectors J3/P3 for the customer's connector (5) Connectors J4/P4 for the optional control panel (if equipped) or for a customer's connector (6) J5/P5 connectors for the harness (7) J6/P6 connectors for the harness

Test Step 1. Inspect the Electrical Connectors and the Wiring A. Set the engine control to the OFF/RESET position. Remove the electrical power from the engine. B. Thoroughly inspect the following connectors and the wiring harnesses for the connectors:

• ECM J2/P2 connectors • Terminal box's J6/P6 connectors • 70-pin connector J3 (customer connector) • Control panel's 47-pin connector J4 • Terminal strip in the control panel (if equipped) • Connector for the solenoid for the GSOV

Illustration 113

g01415749

P2 ECM terminals that are used by the solenoid for the GSOV on in-line engines and vee engines (P2-11) Solenoid for the GSOV (P2-21) Return

204 Troubleshooting Section

Illustration 114

RENR5910-06

g01435844

Illustration 115

g01435851

Terminal locations at the P6 connector on the terminal box that are for the solenoid for the GSOV on the in-line engines

Terminal locations at the P6 connector on the terminal box that are for the solenoid for the GSOV on the vee engines

(P6-56) Return (P6-69) Solenoid for the GSOV

(P6-57) Return (P6-70) Solenoid for the GSOV

Illustration 116

g01415822

Terminal locations at the connector for the solenoid for the GSOV (Terminal A) Solenoid for the GSOV (Terminal B) Return

C. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the solenoid for the GSOV. D. Check the allen head screw for each of the ECM connectors and for the customer connector for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for the correct torque values. E. Check the wiring harnesses for abrasion, for corrosion and for pinch points.

RENR5910-06

Expected Result: All connectors, pins and sockets are completely coupled and/or inserted. The harness and wiring are free of corrosion, of abrasion and of pinch points. Results:

• OK – The harness and wiring appear to be OK. Proceed to Test Step 2.

• Not OK – There is a problem in the wiring harness. Repair: Repair the connectors and/or the wiring. Replace parts, if necessary. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled. Verify that the problem is resolved. STOP.

Test Step 2. Check for Diagnostic Codes A. Switch the 16 amp circuit breaker for the ECM ON. Switch the 6 amp circuit breaker ON. Turn the engine control switch to the STOP position. Note: The “17-5 Fuel Shutoff Valve current below normal” diagnostic code can only be detected when the output for the solenoid for the GSOV is OFF. The output is OFF when the engine control switch is in the STOP position and the engine is not running. B. Wait for 30 seconds and use Cat ET to check for an active “17-5 Fuel Shutoff Valve current below normal” diagnostic code. If there is an active “17-5 Fuel Shutoff Valve current below normal” diagnostic code, proceed to the “Results” for this Test Step. Otherwise, continue this procedure. C. Use Cat ET to check the logged diagnostic codes. If there is a “17-6 Fuel Shutoff Valve current above normal” or a “17-12 Fuel Shutoff Valve failure” diagnostic code, clear the code. D. To prevent the engine from starting, shut the gas supply OFF. Note: To provide the output for the solenoid for the GSOV, the sequence for engine start-up must be initiated. Otherwise, a “17-6 Fuel Shutoff Valve current above normal” or a “17-12 Fuel Shutoff Valve failure” diagnostic code cannot be generated. Note: The ECM will not provide output for the solenoid for the GSOV unless the pressure switch for the prelube system is closed. Make sure that the prelube system is operating properly.

205 Troubleshooting Section

E. Turn the engine control switch to the START position. Allow the prelube system to complete the prelube cycle. Ensure that the pressure switch for the prelube system has closed. Leave the engine control switch in the START position for another 30 seconds. Then turn the engine control switch to the STOP position. F. Use Cat ET to look for a logged “17-6 Fuel Shutoff Valve current above normal” or a “17-12 Fuel Shutoff Valve failure” diagnostic code again. Expected Result: When the engine control switch was in the STOP position, there was no active “17-5 Fuel Shutoff Valve current below normal” diagnostic code. After the engine was cranked, there was no logged “17-6 Fuel Shutoff Valve current above normal” or “17-12 Fuel Shutoff Valve failure” diagnostic code. Results:

• OK – No diagnostic codes were generated. The

output for the solenoid for the GSOV seems to be OK at this time. The initial diagnostic code was probably caused by a poor electrical connection. Repair: If there is an intermittent problem that is causing the codes to be logged, refer to Troubleshooting, “Electrical Connectors - Inspect”. STOP.

• Not OK (“17-5 Fuel Shutoff Valve current below

normal” diagnostic code) – A “17-5 Fuel Shutoff Valve current below normal” diagnostic code was activated. This can be caused by an actual open circuit or by a short circuit to the +Battery side. Proceed to Test Step 3.

• Not OK (“17-6 Fuel Shutoff Valve current above

normal” diagnostic code) – After the engine was cranked, a “17-6 Fuel Shutoff Valve current above normal” diagnostic code was generated. Proceed to Test Step 8.

• Not OK (“17-12 Fuel Shutoff Valve failure”

diagnostic code) – After the engine was cranked, a “17-12 Fuel Shutoff Valve failure” diagnostic code was generated. The ECM disabled the ignition. Repair: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Replace the solenoid for the GSOV. STOP.

206 Troubleshooting Section

RENR5910-06

Test Step 3. Check for a Short Circuit to the +Battery Side

• Not OK – There is an audible click and/or vibration

Gaseous fuel is present. Personal Injury or Death can result from an open flame or spark igniting the gaseous fuel causing an explosion and/or fire. Always use a gas detector to determine the presence of gaseous fuel when maintaining and servicing. Contact your local gas provider immediately for assistance in the event of a leak.

Test Step 4. Determine the Cause of the Energized Solenoid for the GSOV

Note: Open sparks can be generated during this test. A. Make sure that no combustible gas is present in the surrounding atmosphere. B. Ensure that the engine control switch is in the STOP position.

when the solenoid is disconnected and connected. The solenoid is receiving power when the engine control switch is in the STOP position. There is probably a short circuit to the +Battery side in a connector or a wiring harness. Proceed to Test Step 4.

Gaseous fuel is present. Personal Injury or Death can result from an open flame or spark igniting the gaseous fuel causing an explosion and/or fire. Always use a gas detector to determine the presence of gaseous fuel when maintaining and servicing. Contact your local gas provider immediately for assistance in the event of a leak. Note: Open sparks can be generated during this test. A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

Illustration 117

g01415822

Terminal locations at the connector for the solenoid for the GSOV (Terminal A) Solenoid for the GSOV (Terminal B) Return

C. Disconnect the connector from the solenoid for the GSOV. Then reconnect the connector. Listen for an audible click from the solenoid. If the ambient noise is too loud, touch the solenoid when the solenoid is reconnected in order to feel the vibration. The solenoid will vibrate when the solenoid is de-energized and energized. Expected Result: There is no audible click and/or vibration when the solenoid is disconnected and reconnected. The solenoid is not energized when the engine control switch is in the STOP position. Results:

• OK – There is no audible click and/or vibration

when the solenoid is disconnected and connected. There is no short circuit to the +Battery side. There is an open circuit. Proceed to Test Step 5.

Illustration 118

g01435844

Terminal locations at the P6 connector on the terminal box that are for the solenoid for the GSOV on the in-line engines (P6-56) Return (P6-69) Solenoid for the GSOV

RENR5910-06

207 Troubleshooting Section

Results:

• OK – There is no audible click and/or vibration

when the solenoid is disconnected and reconnected. The solenoid is not energized when the circuit driver for the solenoid is disconnected from the P6 connector. Repair: Use the following procedure to determine whether the circuit driver for the solenoid is faulty:

Gaseous fuel is present. Personal Injury or Death can result from an open flame or spark igniting the gaseous fuel causing an explosion and/or fire. Always use a gas detector to determine the presence of gaseous fuel when maintaining and servicing. Contact your local gas provider immediately for assistance in the event of a leak. Note: Open sparks can be generated during this test. 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Illustration 119

g01435851

Terminal locations at the P6 connector on the terminal box that are for the solenoid for the GSOV on the vee engines (P6-57) Return (P6-70) Solenoid for the GSOV

B. Use a 151-6320 Wire Removal Tool in order to remove the supply wire for the solenoid for the GSOV from the P6 connector on the terminal box. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Disconnect the connector from the solenoid for the GSOV. Then reconnect the connector. Listen for an audible click from the solenoid. If the ambient noise is too loud, touch the solenoid when the solenoid is reconnected in order to feel the vibration. The solenoid will vibrate when the solenoid is de-energized and energized. Expected Result: There is no audible click and/or vibration when the solenoid is disconnected and reconnected. The solenoid is not energized when the circuit driver for the solenoid is disconnected from the P6 connector.

2. Reinstall the removed wire into the P6 connector. Pull on the wire in order to verify that the terminal is properly installed.

208 Troubleshooting Section

RENR5910-06

If the solenoid is not energized, there may be a problem with the ECM. Continue with this procedure. 6. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 7. Reinstall the wire that was removed from P2-11. Pull on the wire in order to verify proper installation of the terminal. 8. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. 9. Disconnect the connector from the solenoid for the GSOV. Then reconnect the connector. Listen for an audible click from the solenoid. If the ambient noise is too loud, touch the solenoid when the solenoid is reconnected in order to feel the vibration. The solenoid will vibrate when the solenoid is de-energized and energized. If the solenoid is not energized, there is an intermittent problem with a connector and/or with the wiring. Refer to Troubleshooting, “Electrical Connectors - Inspect”.

Illustration 120

g01415749

P2 ECM terminals that are used by the solenoid for the GSOV on in-line engines and vee engines (P2-11) Solenoid for the GSOV (P2-21) Return

3. Use a 151-6320 Wire Removal Tool to remove the supply wire for the solenoid for the GSOV from P2-11. 4. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. 5. Disconnect the connector from the solenoid for the GSOV. Then reconnect the connector. Listen for an audible click from the solenoid. If the ambient noise is too loud, touch the solenoid when the solenoid is reconnected in order to feel the vibration. The solenoid will vibrate when the solenoid is de-energized and energized. If the solenoid is energized, there is a problem with a connector and/or with the wiring in the terminal box. Repair the wiring and/or the connector, when possible. Replace parts, if necessary.

If the solenoid is energized, there is a problem with the ECM. Temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace” for details. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Verify that the original problem has been resolved. STOP.

• Not OK – There is an audible click and/or

vibration when the solenoid is disconnected and reconnected. The solenoid is energized when the circuit driver for the solenoid is disconnected from the terminal box P6 connector. There is a short circuit to the +Battery side in the engine harness. Repair: Repair the connector and/or wiring in the engine harness, when possible. Replace the engine harness, if necessary. STOP.

RENR5910-06

209 Troubleshooting Section

Test Step 5. Create a Short Circuit in order to Check for an Open Circuit

3. Verify that the connectors do not have damage, moisture, or corrosion.

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

4. Make repairs, as needed.

B. Disconnect the connector for the solenoid for the GSOV.

STOP.

If the problem is not resolved, replace the solenoid.

• Not OK – A “17-5 Fuel Shutoff Valve current below normal” diagnostic code was generated when the jumper wire was installed. There may be an open circuit in the engine harness. Proceed to Test Step 6.

Test Step 6. Check the Engine Harness Illustration 121

g01415822

Terminal locations at the connector for the solenoid for the GSOV (Terminal A) Solenoid for the GSOV (Terminal B) Return

C. Install a jumper wire with the appropriate connectors on the ends into terminals “A” and “B” of the solenoid's connector.

A. Ensure that the engine control switch is in the OFF/RESET position and that the 16 amp circuit breaker for the ECM is OFF. B. Disconnect the P6 connector from the terminal box. Verify that the P6 and J6 connectors do not have damage, moisture, or corrosion. Make repairs, if necessary.

D. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Note: The “17-5 Fuel Shutoff Valve current below normal” diagnostic code can only be detected when the output for the solenoid for the GSOV is OFF. The output is OFF when the engine control switch is in the STOP position and the engine is not running. E. Wait for 30 seconds and use the “Active Diagnostic” screen of Cat ET to look for a “17-5 Fuel Shutoff Valve current below normal” diagnostic code. Expected Result: A “17-5 Fuel Shutoff Valve current below normal” diagnostic code was not generated when the jumper wire was installed. Results:

• OK – A “17-5 Fuel Shutoff Valve current below

normal” diagnostic code was not generated when the jumper wire was installed. The harness and the ECM are OK. There is a problem with the solenoid.

Illustration 122

g01435844

Repair: Perform the following procedure:

Terminal locations at the P6 connector on the terminal box that are for the solenoid for the GSOV on the in-line engines

1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

(P6-56) Return (P6-69) Solenoid for the GSOV

2. Remove the jumper wire from the solenoid's connector.

210 Troubleshooting Section

RENR5910-06

Expected Result: There is no active “17-5 Fuel Shutoff Valve current below normal” diagnostic code. Results:

• OK – When the jumper wire was installed, there

was no active “17-5 Fuel Shutoff Valve current below normal” diagnostic code. There is a problem in the engine harness between the P6 connector and the connector for the solenoid for the GSOV. Repair: Repair the engine harness, when possible. Replace the engine harness, if necessary. STOP.

• Not OK – When the jumper wire was installed, a

“17-5 Fuel Shutoff Valve current below normal” diagnostic code was activated. The ECM did not detect the jumper wire in the P6 connector. There is a problem in the terminal box. Proceed to test Step 7.

Test Step 7. Check the ECM Illustration 123

g01435851

Terminal locations at the P6 connector on the terminal box that are for the solenoid for the GSOV on the vee engines

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

(P6-57) Return (P6-70) Solenoid for the GSOV

B. Use a 151-6320 Wire Removal Tool to remove the jumper wires from the P6 connector.

C. Use a 151-6320 Wire Removal Tool in order to remove the supply wire and the return wire for the solenoid for the GSOV from the P6 connector on the terminal box.

C. Reinstall the wires for the solenoid for the GSOV into the P6 connector. Make sure that the wires are installed into the correct locations. Pull on the wires in order to verify proper installation of the terminals.

D. Install a jumper wire with the appropriate connectors on the ends into the terminal locations on the P6 connector for the solenoid for the GSOV. Pull on the jumper wire in order to verify proper installation. E. Reconnect the J6/P6 connector. F. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Note: The “17-5 Fuel Shutoff Valve current below normal” diagnostic code can only be detected when the output for the solenoid for the GSOV is OFF. The output is OFF when the engine control switch is in the STOP position and the engine is not running. G. Wait for 30 seconds and use Cat ET to check for an active “17-5 Fuel Shutoff Valve current below normal” diagnostic code.

D. Disconnect the ECM J2/P2 connectors. Verify that the connectors do not have damage, moisture, or corrosion. Make repairs, if necessary.

RENR5910-06

211 Troubleshooting Section

Expected Result: There is no active “17-5 Fuel Shutoff Valve current below normal” diagnostic code. Results:

• OK – When the jumper wire was installed, there

was no active “17-5 Fuel Shutoff Valve current below normal” diagnostic code. The ECM detects the jumper wire at the P2 connector. However, the ECM did not detect the jumper wire at the P6 connector. There is a problem between the ECM P2 connector and the terminal box P6 connector. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P2 connector. 3. Reinstall the wires into P2-11 and P2-21. Make sure that the wires are installed into the correct locations. Pull on the wires in order to verify proper installation of the terminals. 4. Disconnect the ECM J2/P2 connectors. Verify that the connectors do not have damage, moisture, or corrosion.

Illustration 124

g01415749

P2 ECM terminals that are used by the solenoid for the GSOV on in-line engines and vee engines (P2-11) Solenoid for the GSOV (P2-21) Return

E. Use the 151-6320 Wire Removal Tool to remove terminals P2-11 and P2-21. Label the terminals. F. Reconnect the ECM J2/P2 connectors. G. Install the jumper wire into terminals P2-11 and P2-21. Pull on the jumper wire in order to verify proper installation. H. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Note: The “17-5 Fuel Shutoff Valve current below normal” diagnostic code can only be detected when the output for the solenoid for the GSOV is OFF. The output is OFF when the engine control switch is in the STOP position and the engine is not running. I. Wait for 30 seconds and use the “Active Diagnostic” screen of Cat ET to look for an active “17-5 Fuel Shutoff Valve current below normal” diagnostic code.

5. Thoroughly inspect the terminal box J6 connector for the engine harness. 6. Use an ohmmeter to measure the continuity of the wires for the fuel control relay between the P2 connector and the J6 connector. If the resistance is less than 5 ohms, the circuit has good continuity. Otherwise, there is an open circuit. Make repairs, if necessary. STOP.

• Not OK – When the jumper wire was installed, a

“17-5 Fuel Shutoff Valve current below normal” diagnostic code was activated. The ECM did not detect the jumper wire. There is a problem with the ECM. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P2 connector.

212 Troubleshooting Section

3. Reinstall the wires for the solenoid for the GSOV into P2-11 and P2-21. Make sure that the wires are installed into the correct locations. Pull on the wires in order to verify proper installation of the terminals. 4. Temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace” for details. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Verify that the original problem has been resolved. STOP.

Test Step 8. Create an Open Circuit in order to Check for a Short Circuit to Ground A. Turn the engine control switch to the OFF/RESET position. B. Disconnect the connector for the solenoid for the GSOV. C. Turn the engine control switch to the STOP position. D. Use Cat ET to clear the logged “17-6 Fuel Shutoff Valve current above normal” diagnostic code. E. To prevent the engine from starting, shut OFF the main gas supply. Note: To provide the output for the solenoid for the GSOV, the sequence for engine start-up must be initiated. Otherwise, a “17-6 Fuel Shutoff Valve current above normal” diagnostic code cannot be generated. Note: The ECM will not provide output for the solenoid for the GSOV unless the pressure switch for the prelube system is closed. Make sure that the prelube system is operating properly. F. Turn the engine control switch to the START position. Allow the prelube system to complete the prelube cycle. Ensure that the pressure switch for the prelube system has closed. Leave the engine control switch in the START position for another 30 seconds. Then turn the engine control switch to the STOP position. G. Use Cat ET to look for a logged “17-6 Fuel Shutoff Valve current above normal” diagnostic code again.

RENR5910-06

Expected Result: A “17-6 Fuel Shutoff Valve current above normal” was not generated. Results:

• OK – When the solenoid was connected, a “short

to ground” diagnostic code was generated. When the solenoid was disconnected, no “short to ground” diagnostic code was generated. There is a problem with the solenoid. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Inspect the solenoid's connectors for damage and/or for corrosion. 3. Make repairs, as needed. If the problem is not resolved, replace the solenoid. STOP.

• Not OK – A “short to ground” diagnostic code was generated when the solenoid was disconnected. Proceed to Test Step 9.

Test Step 9. Create an Open Circuit at the Terminal Box A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

RENR5910-06

Illustration 125

213 Troubleshooting Section

g01435844

Illustration 126

g01435851

Terminal locations at the P6 connector on the terminal box that are for the solenoid for the GSOV on the in-line engines

Terminal locations at the P6 connector on the terminal box that are for the solenoid for the GSOV on the vee engines

(P6-56) Return (P6-69) Solenoid for the GSOV

(P6-57) Return (P6-70) Solenoid for the GSOV

B. Use a 151-6320 Wire Removal Tool in order to remove the supply wire and the return wire for the solenoid for the GSOV from the P6 connector on the terminal box. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Use Cat ET to clear the logged “17-6 Fuel Shutoff Valve current above normal” diagnostic code. E. To prevent the engine from starting, shut OFF the main gas supply. Note: To provide the output for the solenoid for the GSOV, the sequence for engine start-up must be initiated. Otherwise, a “17-6 Fuel Shutoff Valve current above normal” diagnostic code cannot be generated. Note: The ECM will not provide output for the solenoid for the GSOV unless the pressure switch for the prelube system is closed. Make sure that the prelube system is operating properly.

214 Troubleshooting Section

RENR5910-06

F. Turn the engine control switch to the START position. Allow the prelube system to complete the prelube cycle. Ensure that the pressure switch for the prelube system has closed. Leave the engine control switch in the START position for another 30 seconds. Then turn the engine control switch to the STOP position. G. Use Cat ET to look for a logged “17-6 Fuel Shutoff Valve current above normal” diagnostic code again. Expected Result: A “17-6 Fuel Shutoff Valve current above normal” was not generated. Results:

• OK – A “17-6 Fuel Shutoff Valve current above

normal” diagnostic code was not generated when the output to the solenoid was disconnected from the terminal box P6 connector. There is a short in the harness between the P6 connector and the connector for the solenoid for the GSOV. Repair: Repair the harness, when possible. Replace the harness, if necessary. STOP.

• Not OK – A “17-6 Fuel Shutoff Valve current above normal” diagnostic code was generated when the output to the solenoid was disconnected from the terminal box P6 connector. There is probably a short circuit to ground in the terminal box.

Repair: Reinstall the wires for the solenoid for the GSOV that were removed from the P6 connector. Pull on the wires in order to verify proper installation of the wires. Proceed to Test Step 10.

Test Step 10. Check the ECM A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

Illustration 127

g01415749

P2 ECM terminals that are used by the solenoid for the GSOV on in-line engines and vee engines (P2-11) Solenoid for the GSOV (P2-21) Return

B. Use the 151-6320 Wire Removal Tool to remove terminal P2-11. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Use Cat ET to clear the logged “17-6 Fuel Shutoff Valve current above normal” diagnostic code. E. To prevent the engine from starting, shut OFF the main gas supply. Note: To provide the output for the solenoid for the GSOV, the sequence for engine start-up must be initiated. Otherwise, a “17-6 Fuel Shutoff Valve current above normal” diagnostic code cannot be generated. Note: The ECM will not provide output for the solenoid for the GSOV unless the pressure switch for the prelube system is closed. Make sure that the prelube system is operating properly.

RENR5910-06

F. Turn the engine control switch to the START position. Allow the prelube system to complete the prelube cycle. Ensure that the pressure switch for the prelube system has closed. Leave the engine control switch in the START position for another 30 seconds. Then turn the engine control switch to the STOP position. G. Use Cat ET to look for a logged “17-6 Fuel Shutoff Valve current above normal” diagnostic code again. Expected Result: The “17-6 Fuel Shutoff Valve current above normal” diagnostic code was not generated. Results:

• OK – When the output to the solenoid was

disconnected from the ECM P2 connector, the “17-6 Fuel Shutoff Valve current above normal” diagnostic code was not generated. However, a “short to ground” diagnostic code was generated when the output to the solenoid was disconnected from the terminal box P6 connector. There is a problem in the terminal box between the ECM connector and the terminal box P6 connector. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the terminal that was removed from P2-11. Pull on the wire in order to verify proper installation of the terminal. 3. Repair the harness, when possible. Replace the harness, if necessary. STOP.

• Not OK – A “17-6 Fuel Shutoff Valve current above normal” diagnostic code was generated when the output to the solenoid was disconnected from the ECM P2 connector. There seems to be a problem with the ECM. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the terminal that was removed from P2-11. Pull on the wire in order to verify proper installation of the terminal. 3. Temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace” for details.

215 Troubleshooting Section

If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Verify that the original problem has been resolved. STOP. i02888499

Ignition Primary - Test SMCS Code: 1561-038-PY System Operation Description: Use this procedure to troubleshoot a suspected problem with an ignition transformer or use this procedure if one of the diagnostic codes in Table 76 or Table 77 are active or easily repeated.

216 Troubleshooting Section

RENR5910-06

Table 76

Diagnostic Codes Table Code

Conditions which Generate this Code

System Response

301-5 Ignition Transformer Primary #1 : Current Below Normal 302-5 Ignition Transformer Primary #2 : Current Below Normal 303-5 Ignition Transformer Primary #3 : Current Below Normal 304-5 Ignition Transformer Primary #4 : Current Below Normal 305-5 Ignition Transformer Primary #5 : Current Below Normal 306-5 Ignition Transformer Primary #6 : Current Below Normal 307-5 Ignition Transformer Primary #7 : Current Below Normal 308-5 Ignition Transformer Primary #8 : Current Below Normal 309-5 Ignition Transformer Primary #9 : Current Below Normal 310-5 Ignition Transformer Primary #10 : Current Below Normal 311-5 Ignition Transformer Primary #11 : Current Below Normal 312-5 Ignition Transformer Primary #12 : Current Below Normal 313-5 Ignition Transformer Primary #13 : Current Below Normal 314-5 Ignition Transformer Primary #14 : Current Below Normal 315-5 Ignition Transformer Primary #15 : Current Below Normal 316-5 Ignition Transformer Primary #16 : Current Below Normal

With the engine cranking, the Electronic Control Module (ECM) detects a low current flow in the primary circuit for the ignition transformer.

The code is logged. The alarm output is activated.

RENR5910-06

217 Troubleshooting Section

Table 77

Diagnostic Codes Table Code 301-6 Ignition Transformer Primary #1 : Current Above Normal 302-6 Ignition Transformer Primary #2 : Current Above Normal 303-6 Ignition Transformer Primary #3 : Current Above Normal 304-6 Ignition Transformer Primary #4 : Current Above Normal 305-6 Ignition Transformer Primary #5 : Current Above Normal 306-6 Ignition Transformer Primary #6 : Current Above Normal 307-6 Ignition Transformer Primary #7 : Current Above Normal 308-6 Ignition Transformer Primary #8 : Current Above Normal 309-6 Ignition Transformer Primary #9 : Current Above Normal 310-6 Ignition Transformer Primary #10 : Current Above Normal 311-6 Ignition Transformer Primary #11 : Current Above Normal 312-6 Ignition Transformer Primary #12 : Current Above Normal 313-6 Ignition Transformer Primary #13 : Current Above Normal 314-6 Ignition Transformer Primary #14 : Current Above Normal 315-6 Ignition Transformer Primary #15 : Current Above Normal 316-6 Ignition Transformer Primary #16 : Current Above Normal

Conditions which Generate this Code With the engine cranking, the ECM detects an excessive current flow in the primary circuit for the ignition transformer.

The ECM has internal circuit drivers for the transformers. The circuit drivers send a signal of +108 volts to the high side of the ignition transformers' primary circuits. The transformers deliver high voltage (8000 to 37,000 volts) to the spark plugs. The ignition wiring is continuous from the ECM P2 connector to the connectors for the transformers. The ignition wiring is routed through a rail on the side of the engine. A single problem with a primary circuit will generate one diagnostic code or multiple codes. Circuit Driver's Side Internally, the ECM has an individual circuit driver for each transformer. These circuits are wired individually from the ECM J2/P2 connectors to each transformer. If any cylinder's circuit driver's side has a problem, only that cylinder is affected. Return Side The current for the return to ground is limited to a single transformer. This means that a return short circuit to the −Battery side or an open circuit will affect only one cylinder.

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

The ECM has internal returns for the transformers. These returns consist of groups of terminals that are connected via diodes inside the ECM. This means that a return short circuit to the +Battery side will simultaneously affect all of the cylinders that are grouped. Recommendation If multiple diagnostic codes are active for the primary ignition, troubleshoot the affected circuits one at a time in order to find the root cause. For the combinations of cylinders that can be affected in 6 cylinder engines, refer to Table 78. Illustration 128 is a schematic that includes the internal circuitry for a 6 cylinder engine's ECM.

218 Troubleshooting Section

RENR5910-06

Table 78

6 Cylinder Engine Diagnostic Conditions and the Combinations of Cylinders that are Affected Condition Circuit driver's side open Circuit driver's side Short to +Battery

Cylinders Only one cylinder is affected.

Circuit driver's side Short to ground Return side open Return side short to ground Return side Short to +Battery

1, 2, and 3 4, 5, and 6

Illustration 128 Schematic of a 6 cylinder engine's ignition system

g01438037

RENR5910-06

219 Troubleshooting Section

Table 79

8 Cylinder Engine Diagnostic Conditions and the Combinations of Cylinders that are Affected Condition Circuit driver's side open Circuit driver's side Short to +Battery

Cylinders Only one cylinder is affected.

Circuit driver's side Short to ground Return side open Return side short to ground Return side Short to +Battery

Illustration 129

g01438047

Harness side of the ECM P2 connector (G3606 Engine) (P2-1) Number 1 transformer's circuit driver (P2-2) Number 1 transformer's return (P2-24) Number 2 transformer's circuit driver (P2-25) Number 2 transformer's return (P2-14) Number 3 transformer's circuit driver (P2-15) Number 3 transformer's return (P2-26) Number 4 transformer's circuit driver (P2-27) Number 4 transformer's return (P2-3) Number 5 transformer's circuit driver (P2-4) Number 5 transformer's return (P2-16) Number 6 transformer's circuit driver (P2-17) Number 6 transformer's return

For the combinations of cylinders that can be affected in 8 cylinder engines, refer to Table 79. Illustration 130 is a schematic that includes the internal circuitry for an 8 cylinder engine's ECM.

1, 2, 7, and 8 3, 4, 5, and 6

220 Troubleshooting Section

Illustration 130 Schematic of an 8 cylinder engine's ignition system

RENR5910-06

g01438038

RENR5910-06

221 Troubleshooting Section

Table 80

12 Cylinder Engine Diagnostic Conditions and the Combinations of Cylinders that are Affected Condition Circuit driver's side open Return side open

Cylinders Only one cylinder is affected.

Return side short to ground Circuit driver's side Short to +Battery Short to ground

1 and 11 2 and 12 3 and 9 4 and 10 5 and 7 6 and 8

Return side Short to +Battery

1, 5, and 9 2, 6, and 10 3, 7, and 11 4, 8, and 12

Illustration 131

g01438048

Harness side of the ECM P2 connector (G3608 Engine) (P2-1) Number 1 transformer's circuit driver (P2-2) Number 1 transformer's return (P2-14) Number 2 transformer's circuit driver (P2-15) Number 2 transformer's return (P2-26) Number 3 transformer's circuit driver (P2-27) Number 3 transformer's return (P2-34) Number 4 transformer's circuit driver (P2-35) Number 4 transformer's return (P2-16) Number 5 transformer's circuit driver (P2-17) Number 5 transformer's return (P2-3) Number 6 transformer's circuit driver (P2-4) Number 6 transformer's return (P2-32) Number 7 transformer's circuit driver (P2-33) Number 7 transformer's return (P2-24) Number 8 transformer's circuit driver (P2-25) Number 8 transformer's return

For the combinations of cylinders that can be affected in 12 cylinder engines, refer to Table 80. Illustration 132 is a schematic that includes the internal circuitry for a 12 cylinder engine's ECM.

222 Troubleshooting Section

Illustration 132 Schematic of an 12 cylinder engine's ignition system

RENR5910-06

g01438041

RENR5910-06

223 Troubleshooting Section

Table 81

16 Cylinder Engine Diagnostic Conditions and the Combinations of Cylinders that are Affected Condition Circuit driver's side open Return side open

Cylinders Only one cylinder is affected.

Return side short to ground Circuit driver's side Short to +Battery Short to ground

1 and 15 2 and 16 3 and 13 4 and 14 5 and 11 6 and 12 7 and 9 8 and 10

Return side Short to +Battery

1, 3, 5, and 9 2, 4, 6, and 10 7, 11, 13, and 15 8, 12, 14, and 16

Illustration 133

g01438050

Terminals for the ignition wiring on the harness side of the ECM P2 connector (G3612 Engine) (P2-1) Number 1 transformer's circuit driver (P2-2) Number 1 transformer's return (P2-42) Number 2 transformer's circuit driver (P2-43) Number 2 transformer's return (P2-48) Number 3 transformer's circuit driver (P2-49) Number 3 transformer's return (P2-16) Number 4 transformer's circuit driver (P2-17) Number 4 transformer's return (P2-24) Number 5 transformer's circuit driver (P2-25) Number 5 transformer's return (P2-60) Number 6 transformer's circuit driver (P2-61) Number 6 transformer's return (P2-58) Number 7 transformer's circuit driver (P2-59) Number 7 transformer's return (P2-26) Number 8 transformer's circuit driver (P2-27) Number 8 transformer's return (P2-14) Number 9 transformer's circuit driver (P2-15) Number 9 transformer's return (P2-50) Number 10 transformer's circuit driver (P2-51) Number 10 transformer's return (P2-40) Number 11 transformer's circuit driver (P2-41) Number 11 transformer's return (P2-3) Number 12 transformer's circuit driver (P2-4) Number 12 transformer's return

For the combinations of cylinders that can be affected in 16 cylinder engines, refer to Table 81. Illustration 134 is a schematic that includes the internal circuitry for an 16 cylinder engine's ECM.

224 Troubleshooting Section

Illustration 134 Schematic of an 16 cylinder engine's ignition system

RENR5910-06

g01438043

RENR5910-06

225 Troubleshooting Section

(P2-43) Number 16 transformer's return

Logged diagnostic codes provide a historical record. Before you begin this procedure, use the Caterpillar Electronic Technician (ET) to print the logged codes to a file. The most likely causes of the diagnostic code are a poor electrical connection or a problem in a wiring harness. The next likely cause is a problem with an ignition transformer. The least likely cause is a problem with the ECM.

Test Step 1. Inspect the Electrical Connectors and Wiring

Illustration 135

g01438051

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

Illustration 136

g01431198

Terminal Box (1) (2) (3) (4) (5)

ECM connector J2/P2 ECM connector J1/P1 16 amp circuit breaker Connectors J3/P3 for the customer's connector Connectors J4/P4 for the optional control panel (if equipped) or for a customer's connector (6) J5/P5 connectors for the harness (7) J6/P6 connectors for the harness

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Note: For the following steps, refer to Troubleshooting, “Electrical Connectors Inspect”. B. Thoroughly inspect the ECM J2/P2 connectors. a. Check the torque of the allen head screws for each of the ECM connectors. Refer to Troubleshooting, “Electrical Connectors Inspect” for the correct torque values.

226 Troubleshooting Section

b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit of the ignition system. The terminals for G3606 Engines are identified in Illustration 129. The terminals for G3608 Engines are identified in Illustration 131. The terminals for G3612 Engines are identified in Illustration 133. The terminals for G3616 Engines are identified in Illustration 135. c. Check the ignition harness and wiring for abrasion and for pinch points from the transformer's connector to the rail and check from the rail to the ECM. Expected Result:

RENR5910-06

Note: If a diagnostic code for the primary circuit is logged but not currently active, attempt to repeat the condition that generated the code. Run the engine to full operating temperature. Expected Result: None of the above diagnostic codes are active. Note: If more than one diagnostic code is active for the ignition transformers, refer to the previous tables for an indication of the condition that could cause the same diagnostic code on two or more ignition transformers. Results:

• OK (Logged only) – None of the above diagnostic

codes are active. The original diagnostic code was probably caused by a poor electrical connection. There may be an intermittent problem with the ignition wiring.

Results:

Repair: Make sure that the connectors and the wiring are in good condition. Inspect the connectors for damage and/or for corrosion. Make sure that the connections are secure. Refer to Troubleshooting, “Electrical Connectors - Inspect”.

• OK – All connectors, pins, and sockets are

STOP.

All connectors, pins, and sockets are connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points.

connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. The components are in good condition with proper connections. Proceed to Test Step 2.

• Not OK – At least one of the connectors, pins,

or sockets is not connected properly. At least one connector or wire has corrosion, abrasion, and/or pinch points. The components are not in good condition and/or at least one connection is improper. Repair: Perform the necessary repairs and/or replace parts, if necessary. Ensure that all of the seals are properly installed. Make sure that the connections are properly fastened. Verify that the repair has eliminated the problem. If the condition is not resolved, proceed to Test Step 2.

Test Step 2. Check for Diagnostic Codes for the Primary Circuit A. Connect Cat ET to the service tool connector on the terminal box. Switch the 16 amp circuit breaker for the ECM ON. B. Attempt to start the engine. Use Cat ET to determine if a -5 current low code or a -6 current high code is active or logged for any of the ignition transformers.

• Not OK (-5 code) – There is an open in the primary circuit. Proceed to Test Step 3.

• Not OK (-6 code) – There is a short in the primary circuit. Proceed to Test Step 3.

RENR5910-06

227 Troubleshooting Section

Test Step 3. Check the Primary Circuit and the Secondary Circuit

Illustration 138

g01438062

Section view of an ignition transformer and front view of the transformer's connector (8) Mounting flange (9) Terminal for the spark plug's extension (A) Transformer's circuit driver (B) Transformer's return (C) Unused

D. Use a multimeter to check the primary circuit and the secondary circuits.

Illustration 137

g01438044

Schematic for the primary circuit and for the secondary circuit

There is a strong electrical shock hazard when the crankshaft is rotating. Do not touch the wires that are associated with the ignition system when the engine is cranking or when the engine is running. A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect the transformer. Visually inspect the connectors for dirt, for moisture, and for corrosion. Make sure that the pins and sockets are not loose. C. Remove the transformer.

Illustration 139

g00754013

Symbol for a diode

a. Measure the primary circuit by checking the voltage of the blocking diode. Set the multimeter to the diode scale. Connect the multimeter leads to the terminals (A) and (B) of the transformer's connector. The polarity of the leads is not important. Measure the voltage between the terminals. Record the measurement. b. Reverse the polarity of the probes and measure the voltage between terminals (A) and (B) again. Record the measurement. Note: The resistance of the secondary coil will vary with the temperature. Illustration 140 demonstrates the relationship between the secondary coil's resistance and the temperature. A reading that is within ± 1000 Ohms is acceptable. For example, if the transformer's temperature is 60 °C (140 °F), the correct resistance is 22,000 ± 1000 ohms.

228 Troubleshooting Section

RENR5910-06

If the problem stays with the suspect cylinder, continue to troubleshoot the problem according to the type of original diagnostic code. If the original diagnostic code is a “-5 open circuit”, proceed to Test Step 4. If the original diagnostic code is a “-6 short”, proceed to Test Step 5.

Test Step 4. Check the Ignition Harness for an Open Circuit A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Illustration 140

g00863850

Resistance versus temperature (Y) Resistance in ohms (X) Temperature in degrees Celsius (degrees Fahrenheit)

c. Measure the resistance of the secondary circuit. Set the multimeter to the 40,000 ohm scale. Measure the resistance between mounting flange (1) and terminal (2) for the spark plug's extension. Expected Result: For the primary circuit, one of the voltage measurements is approximately 0.450 VDC. The other voltage measurement is an open circuit. For the secondary circuit, the resistance between the mounting flange and the terminal for the spark plug's extension is within the acceptable tolerance. Results:

Illustration 141

g00861936

Typical harness connectors for the transformers

B. Disconnect the suspect ignition harness from the transformer. Inspect the connectors of the harness and of the transformer for damage and/or for corrosion.

• Not OK – At least one of the measurements is

incorrect. There is a problem with the transformer. Repair: Replace the transformer. STOP.

• OK – Both of the measurements are correct. Repair: Perform the following steps: 1. Switch the suspect transformer with a transformer from a different cylinder that is known to be good. Install the transformers.

Illustration 142

g00861968

Harness connector for the ignition transformer

2. Reset the control system. Clear any logged codes. 3. Restart the engine. Operate the engine. Check for a recurrence of the problem. If the problem stays with the suspect transformer, replace the transformer.

(A) Transformer's circuit driver (B) Transformer's return (C) Unused

C. Install a jumper wire with the appropriate connectors onto terminals (A) and (B) of the connector for the suspect ignition transformer.

RENR5910-06

D. Remove the P2 connector from the ECM. Identify the correct terminals for the suspect ignition harness on the P2 connector. The terminals for G3606 Engines are identified in Illustration 129.

229 Troubleshooting Section

Test Step 5. Check the Ignition Harness for a Short Circuit A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

The terminals for G3608 Engines are identified in Illustration 131. The terminals for G3612 Engines are identified in Illustration 133. The terminals for G3616 Engines are identified in Illustration 135. E. Use an ohmmeter to measure the resistance between the terminals for the suspect ignition harness on the P2 connector. F. Remove the jumper wire that is between terminal A and terminal B on the connector for the suspect ignition transformer. Expected Result: The resistance is less than 5 Ohms. Results:

• OK – The resistance is less than 5 Ohms. The

ignition harness is OK. There may be a problem with the ECM. Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, temporarily install a new ECM. Refer to Troubleshooting, “ECM Replace” for details. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Verify that the original problem has been resolved. STOP.

• Not OK – The resistance is greater than 5 Ohms. There is a problem in the ignition harness.

Repair: The problem is caused by a poor electrical connection and/or a broken wire in the ignition harness. Repair the connection and/or the wiring, when possible. Replace the ignition harness, if necessary. STOP.

Illustration 143

g00861936

Typical harness connectors for the transformers

B. Disconnect the suspect ignition harness from the transformer. Inspect the connectors of the harness and of the transformer for damage and/or for corrosion. C. Remove the P2 connector from the ECM. Identify the correct terminals for the suspect ignition harness on the P2 connector. The terminals for G3606 Engines are identified in Illustration 129. The terminals for G3608 Engines are identified in Illustration 131. The terminals for G3612 Engines are identified in Illustration 133. The terminals for G3616 Engines are identified in Illustration 135. D. Use an ohmmeter to measure the resistance of the suspect terminals that were removed from the ECM P2 connector. a. Measure the resistance between the P2 terminal for transformer's circuit driver and every terminal on the P1 ECM connector and the P2 ECM connector. b. Measure the resistance between the terminal for the transformer's circuit driver and engine ground. c. Measure the resistance between the terminal for the transformer's return and every terminal on the P1 and P2 ECM connectors.

230 Troubleshooting Section

RENR5910-06

d. Measure the resistance between the terminal for the transformer's return and engine ground. Expected Result: The resistance is greater than 20,000 Ohms. Results:

• OK – The resistance is greater than 20,000 Ohms. The ignition harness is OK. There may be a problem with the ECM.

Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, temporarily install a new ECM. Refer to Troubleshooting, “ECM Replace” for details. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Verify that the original problem has been resolved. STOP.

• Not OK – The resistance is less than 20,000

Ohms. There is a problem in the ignition harness. Repair: There is a short and/or a wiring problem in the ignition harness. Repair the connection and/or the wiring, when possible. Replace the ignition harness, if necessary. STOP. i03630368

Ignition Secondary - Test SMCS Code: 1555-038; 1561-038-SE System Operation Description: Use this procedure to troubleshoot a suspected problem with an ignition transformer or use this procedure if one of the diagnostic codes in Table 82 or Table 83 are active or easily repeated.

RENR5910-06

231 Troubleshooting Section

Table 82

Diagnostic Codes Table Code 401-5 Ignition Transformer Secondary #1 : Current Below Normal 402-5 Ignition Transformer Secondary #2 : Current Below Normal 403-5 Ignition Transformer Secondary #3 : Current Below Normal 404-5 Ignition Transformer Secondary #4 : Current Below Normal 405-5 Ignition Transformer Secondary #5 : Current Below Normal 406-5 Ignition Transformer Secondary #6 : Current Below Normal 407-5 Ignition Transformer Secondary #7 : Current Below Normal 408-5 Ignition Transformer Secondary #8 : Current Below Normal 409-5 Ignition Transformer Secondary #9 : Current Below Normal 410-5 Ignition Transformer Secondary #10 : Current Below Normal 411-5 Ignition Transformer Secondary #11 : Current Below Normal 412-5 Ignition Transformer Secondary #12 : Current Below Normal 413-5 Ignition Transformer Secondary #13 : Current Below Normal 414-5 Ignition Transformer Secondary #14 : Current Below Normal 415-5 Ignition Transformer Secondary #15 : Current Below Normal 416-5 Ignition Transformer Secondary #16 : Current Below Normal

Conditions which Generate this Code

System Response

With the engine cranking, the Electronic Control Module (ECM) detects a low current flow in the secondary circuit for the ignition transformer. There is a problem with the transformer's ground. An open circuit in the secondary winding of the transformer There is a problem with the connection to the spark plug's terminal post. The spark plug has internal damage or an open circuit. The spark plug gap is too wide.

The status of the transformer's secondary output is set to 120 percent. The alarm output is activated. The code is logged.

232 Troubleshooting Section

RENR5910-06

Table 83

Diagnostic Codes Table Code 401-6 Ignition Transformer Secondary #1 : Current Above Normal 402-6 Ignition Transformer Secondary #2 : Current Above Normal 403-6 Ignition Transformer Secondary #3 : Current Above Normal 404-6 Ignition Transformer Secondary #4 : Current Above Normal 405-6 Ignition Transformer Secondary #5 : Current Above Normal 406-6 Ignition Transformer Secondary #6 : Current Above Normal 407-6 Ignition Transformer Secondary #7 : Current Above Normal 408-6 Ignition Transformer Secondary #8 : Current Above Normal 409-6 Ignition Transformer Secondary #9 : Current Above Normal 410-6 Ignition Transformer Secondary #10 : Current Above Normal 411-6 Ignition Transformer Secondary #11 : Current Above Normal 412-6 Ignition Transformer Secondary #12 : Current Above Normal 413-6 Ignition Transformer Secondary #13 : Current Above Normal 414-6 Ignition Transformer Secondary #14 : Current Above Normal 415-6 Ignition Transformer Secondary #15 : Current Above Normal 416-6 Ignition Transformer Secondary #16 : Current Above Normal

Conditions which Generate this Code With the engine cranking, the ECM detects a high current flow in the secondary circuit for the ignition transformer. A short circuit in the secondary winding of the transformer The spark plug is fouled. The spark plug gap is too close.

The transformers are located on the covers for the valve lifters. Each transformer is grounded to a cover via the transformer's mounting flange. The transformers initiate combustion by providing high voltage to the spark plugs. The positive output from the transformer's secondary circuit is delivered to the connection for the spark plug.

System Response The status of the transformer's secondary output is set to zero percent. The alarm output is activated. The code is logged.

RENR5910-06

233 Troubleshooting Section

The most likely cause of the diagnostic code is a problem with the spark plug. The next likely cause is a poor electrical connection or a problem with the extension. The least likely cause is a problem with an ignition transformer.

Test Step 1. Check the Status Screen of Cat ET for the Outputs of the Transformers' Secondary Circuits A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Connect Cat ET to the service tool connector on the terminal box. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Illustration 144

g01438616

Ignition transformer and spark plug (1) (2) (3) (4) (5) (6) (7)

Connector for the ignition harness Mounting flange (ground) Ignition transformer Extension Secondary connection Spark plug O-ring seal

The secondary circuit of the transformer provides an initial 8,000 to 37,000 V to the spark plug via the extension. This voltage ionizes the spark plug gap. This voltage is then reduced to about 1000 V. The total duration of the spark is approximately 400 µ seconds. The ECM can diagnose the secondary circuit of the ignition transformers for open circuits and/or for short circuits by monitoring the primary circuit of the ignition transformers. Secondary open circuits and short circuits will not directly shut down the engine. However, these conditions may lead to misfire which can cause lugging of the engine. Lugging of the engine can cause a shutdown. Caterpillar spark plugs are high voltage devices with internal resistors. The spark plugs operate at a voltage that is greater than 5,000 volts. Most ignition systems are not affected by resistance in the secondary circuit. If a measurement of the resistance is desired, a megohmmeter must be used. A low voltage multimeter will not provide a reliable reading of the resistance because oxidation of the spark plug's internal components will affect the readings of those meters. Logged diagnostic codes provide a historical record. Before you begin this procedure, use the Caterpillar Electronic Technician (ET) to print the logged codes to a file.

D. Use Cat ET to view the status screens for the ignition's secondary voltage. The status screens must be built by the user. Use the tools that are in Cat ET in order to create the screens for the ignition's secondary voltage. Examples of the status screens are shown in Table 84: Table 84

Status Screens on Cat ET Screen 1 Group 8

Screen 2 Group 9

“Cylinder #1 Transformer Secondary Output Voltage Percentage”

“Cylinder #2 Transformer Secondary Output Voltage Percentage”

“Cylinder #3 Transformer Secondary Output Voltage Percentage”

“Cylinder #4 Transformer Secondary Output Voltage Percentage”

“Cylinder #5 Transformer Secondary Output Voltage Percentage”

“Cylinder #6 Transformer Secondary Output Voltage Percentage”

“Cylinder #7 Transformer Secondary Output Voltage Percentage”

“Cylinder #8 Transformer Secondary Output Voltage Percentage”

“Cylinder #9 Transformer Secondary Output Voltage Percentage”

“Cylinder #10 Transformer Secondary Output Voltage Percentage”

“Cylinder #11 Transformer Secondary Output Voltage Percentage”

“Cylinder #12 Transformer Secondary Output Voltage Percentage”

“Cylinder #13 Transformer Secondary Output Voltage Percentage”

“Cylinder #14 Transformer Secondary Output Voltage Percentage”

“Cylinder #15 Transformer Secondary Output Voltage Percentage”

“Cylinder #16 Transformer Secondary Output Voltage Percentage”

234 Troubleshooting Section

RENR5910-06

E. Start the engine. Apply the normal load at rated speed. Allow the engine to warm up to normal operating temperature. F. Observe the value of the output for the secondary circuit of each transformer. Expected Result: The displayed value of the output for the secondary circuit of each transformer is between 0 and 90 percent. Results:

• OK – The value for the secondary circuit of each

transformer is between 0 and 90 percent. The ignition system components are operating properly.

Repair: Investigate other possible root causes of the problem. Troubleshoot the symptom. Refer to Troubleshooting, “Symptom Troubleshooting”. STOP.

• Not OK – At least one of the outputs displayed a

value that is greater than 90 percent. The ignition system components require maintenance. Proceed to Test Step 2.

Test Step 2. Inspect the Transformer and the Extension

There is a strong electrical shock hazard when the crankshaft is rotating. Do not touch the wires that are associated with the ignition system when the engine is cranking or when the engine is running.

Illustration 145

g01438616

Ignition transformer and spark plug (1) (2) (3) (4) (5) (6) (7)

Connector for the ignition harness Mounting flange (ground) Ignition transformer Extension Secondary connection Spark plug O-ring seal

B. Disconnect the ignition harness (1) from the transformer's connector. Verify that the connectors do not have dirt, moisture, or corrosion. Make sure that the pins and sockets are not loose. C. Remove the four bolts from the mounting flange (2) in order to remove the transformer (3) and extension (4) as a unit. D. Inspect the transformer's body and the mounting flange for corrosion and/or for damage.

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

E. Unscrew the extension from the transformer. Inspect the internal threads of the transformer and the external threads of the extension for corrosion and/or for damage.

NOTICE Pulling on the wiring harness may break the wires. Do not pull on the wiring harness.

F. Inspect the extension's spark plug connector for corrosion and/or for damage. Inspect O-ring seal (7) inside the extension for damage. G. Use an extra spark plug to check for a secure connection between the extension and the spark plug. Note: Punch through is caused by misfire in the engine that does not generate a diagnostic code. H. Check the extension near the spacer for signs of punch through (pin holes) and/or arcing.

RENR5910-06

NOTICE The extension can be scratched and damaged with a wire brush. Do not use a wire brush on the extension. I. Clean any deposits from the inside of the extension. Use a 6V-7093 Brush with isopropyl alcohol. Clean the internal threads of the transformer and the external threads of the extension. Expected Result: The transformer and the extension are in good condition. Results:

• OK – The transformer and the extension appear to be in good condition. Proceed to Test Step 3.

• Not OK – An inspection found a problem with the transformer and/or with the extension.

Repair: Repair the components, when possible. Replace the components, if necessary. Resume normal operation. STOP.

Test Step 3. Check the Spark Plug A. Make sure that the engine control switch is in the OFF/RESET position and that the 16 amp circuit breaker for the ECM is OFF. B. Perform the following procedures according to the instructions in Operation and Maintenance Manual, “Ignition System Spark Plugs Check/Adjust”. a. Remove the spark plug. b. Inspect the spark plug. c. Clean the spark plug. C. Measure the spark plug's resistance after the spark plug has been cleaned. Note: A standard ohmmeter cannot be used for measuring the resistance of a used spark plug. a. Use the 142-5055 Insulation Testing Gp (Electrical) to measure the resistance of the spark plug. Follow the warnings and instructions that are provided with the tool.

235 Troubleshooting Section

b. Connect the red lead of the tester to the terminal post. Because the ground strap is close to the center electrode, you will need to connect a smaller lead to the center electrode. Then connect the black lead of the tester to the smaller lead. c. Use the tester's “20 KΩ” scale. Expected Result: The spark plug is in good condition. The resistance is less than 10,000 Ohms. Results:

• OK – The spark plug is in good condition. The resistance is less than 10,000 Ohms.

Repair: Install the spark plug according to the Operation and Maintenance Manual, “Ignition System Spark Plugs - Check/Adjust”. Proceed to Test Step 4.

• Not OK – The spark plug is not in good condition

and/or the resistance is not within the specification. Repair: Discard the spark plug. Install a new spark plug according to the instructions in Operation and Maintenance Manual, “Ignition System Spark Plugs - Check/Adjust”. Reset the control system. Restart the engine. Clear the logged codes. STOP.

236 Troubleshooting Section

RENR5910-06

Test Step 4. Check the Primary Circuit and the Secondary Circuit

Illustration 147

g01438062

Section view of an ignition transformer and front view of the transformer's connector (8) Mounting flange (9) Terminal for the spark plug's extension (A) Transformer's circuit driver (B) Transformer's return (C) Unused

D. Use a multimeter to check the primary circuit and the secondary circuits.

Illustration 146

g01438044

Schematic for the primary circuit and for the secondary circuit

There is a strong electrical shock hazard when the crankshaft is rotating. Do not touch the wires that are associated with the ignition system when the engine is cranking or when the engine is running. A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect the transformer. Visually inspect the connectors for dirt, for moisture, and for corrosion. Make sure that the pins and sockets are not loose. C. Remove the transformer.

Illustration 148

g00754013

Symbol for a diode

a. Measure the primary circuit by checking the voltage of the blocking diode. Set the multimeter to the diode scale. Connect the multimeter leads to the terminals (A) and (B) of the transformer's connector. The polarity of the leads is not important. Measure the voltage between the terminals. Record the measurement. b. Reverse the polarity of the probes and measure the voltage between terminals (A) and (B) again. Record the measurement. Note: The resistance of the secondary coil will vary with the temperature. Illustration 149 demonstrates the relationship between the secondary coil's resistance and the temperature. A reading that is within ± 1000 Ohms is acceptable. For example, if the transformer's temperature is 60 °C (140 °F), the correct resistance is 22,000 ± 1000 Ohms.

RENR5910-06

237 Troubleshooting Section

If the problem stays with the suspect cylinder, replace the spark plug according to the Operation and Maintenance Manual, “Ignition System Spark Plugs - Check/Adjust”. STOP. i02902452

Indicator Lamp - Test SMCS Code: 7431-038 System Operation Description: Illustration 149

g00863850

Resistance versus temperature (Y) Resistance in Ohms (X) Temperature in degrees Celsius (degrees Fahrenheit)

c. Measure the resistance of the secondary circuit. Set the multimeter to the 40,000 Ohm scale. Measure the resistance between mounting flange (1) and terminal (2) for the spark plug's extension. Expected Result: For the primary circuit, one of the voltage measurements is approximately 0.450 VDC. The other voltage measurement is an open circuit. For the secondary circuit, the resistance between the mounting flange and the terminal for the spark plug's extension is within the acceptable tolerance. Results:

• Not OK – At least one of the measurements is

incorrect. There is a problem with the transformer. Repair: Replace the transformer. STOP.

• OK – Both of the measurements are correct. Repair: Perform the following steps: 1. Switch the suspect transformer with a transformer from a different cylinder that is known to be good. Install the transformers. 2. Reset the control system. Clear any logged codes. 3. Restart the engine. Operate the engine. Check for a recurrence of the problem. If the problem stays with the suspect transformer, replace the transformer.

Use this procedure to troubleshoot a suspected problem with one of the circuits that are for the indicator lamps or use this procedure if one of the diagnostic codes in Table 85 is active or easily repeated.

238 Troubleshooting Section

RENR5910-06

Table 85

Diagnostic Codes Table Code

Conditions which Generate this Code

323-3 Engine Shutdown Lamp : Voltage Above Normal

While the output for the engine shutdown lamp is activated, the Electronic Control Module (ECM) detects a short circuit or a short to the +Battery in the circuit that is for the engine shutdown lamp.

324-3 Warning Lamp (Action) : Voltage Above Normal

While the output for the warning lamp is activated, the ECM detects a short circuit or a short to the +Battery in the circuit that is for the warning lamp.

443-3 Crank Terminate Relay : Voltage Below Normal

While the output for the crank terminate relay is activated, the ECM detects a short circuit or a short to the +Battery in the circuit that is for the crank terminate relay.

445-3 Run Relay : Voltage Above Normal

While the output for the run relay is activated, the ECM detects a short circuit or a short to the +Battery in the circuit that is for the run relay.

The ECM has four outputs that are used to indicate the status of engine operation: “Run Relay”, “Crank Terminate”, “Active Alarm”, and “Engine Failure”. These outputs can be used to energize indicator lamps or the outputs can be used to interface with other controls. The ECM opens an internal circuit in order to turn off the output. The ECM closes the circuit in order to turn on the output. When the circuit is closed and the output is on, the ECM allows a maximum current of 0.3 amperes to flow through the circuit to a ground circuit that is inside the ECM. If excessive current flows through the circuit, a diagnostic code is generated. A short circuit to the +Battery side will also activate a diagnostic code. Note: These circuits do not sink enough current for illumination of standard incandescent lamps. If a lamp is burned out, replace the lamp with the correct part number that is specified in the engine's Parts Manual. “Run Relay” – This output indicates that the engine is in the “Run” status. The engine will start soon or the engine is running. “Crank Terminate” – This output indicates that the engine rpm is greater than the programmed engine speed that is required for disengagement of the starting motor. “Active Alarm” – This is the alarm output. This output indicates that the ECM has detected an electrical problem or an abnormal operating condition.

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

“Engine Failure” – This is the shutdown output. This output indicates that a potentially damaging operating condition was detected by the ECM. The ECM has shut down the engine. Note: While any of these output drivers are on, a short circuit to a positive voltage source or excessive current through the circuit will cause a diagnostic code to become activated. The ECM cannot diagnose the circuit while the output driver is off. A 323-3 Engine Shutdown Lamp : Voltage Above Normal or 324-3 Warning Lamp (Action) : Voltage Above Normal can only be generated if a shutdown condition or an alarm condition is active. Failure to correct a serious condition with the engine can result in engine damage. Use Caterpillar Electronic Technician (ET) to determine if an event code or a diagnostic code that corresponds to the 323-3 or 324-3 diagnostic code is active. You must troubleshoot other event codes and/or diagnostic codes before you troubleshoot a 323-3 or 324-3 diagnostic code. Refer to Troubleshooting, “Event Codes” or Troubleshooting, “Diagnostic Trouble Codes” for the correct test procedure. The most likely causes of a diagnostic code for a status indicator is a poor electrical connection, a problem in a wiring harness, or the lamp. The next likely cause is a problem with the lamp socket assembly. The least likely cause is a problem with the ECM.

RENR5910-06

239 Troubleshooting Section

g01444831

Illustration 150 Schematic for the status indicators

Test Step 1. Inspect the Electrical Connectors and Wiring

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Note: Some indicators may obtain the status of the engine via a data link. If all of the status indicators are not directly controlled by the ECM, do not proceed with this test.

Illustration 151

g01431198

Terminal Box (1) ECM connector J2/P2 (2) ECM connector J1/P1 (3) 16 amp circuit breaker (4) Connectors J3/P3 for the customer's connector (5) Connectors J4/P4 for the optional control panel (if equipped) or for a customer's connector (6) J5/P5 connectors for the harness (7) J6/P6 connectors for the harness

240 Troubleshooting Section

Illustration 152

RENR5910-06

g01444872

Inside of the control panel (8) “Engine Failure” indicator (9) “Active Alarm” indicator (10) “Engine On” indicator (11) Terminal strip

B. Check the wiring of the equipment in order to determine if the indicators for the engine status are present. Determine whether the circuit for the status indicators is directly controlled by the ECM. Note: For the following steps, refer to Troubleshooting, “Electrical Connectors Inspect”.

Illustration 153

g01423887

Location of the output wires for the status indicators on the P2 connector (P2-28) (P2-29) (P2-30) (P2-31)

Run Relay Crank Terminate Engine Failure Active Alarm

RENR5910-06

241 Troubleshooting Section

C. Thoroughly inspect the ECM J2/P2 connectors. Inspect the customer connectors (J3) and (P3) (if equipped). Inspect connectors (J4) and (P4) for the control panel (if equipped). Inspect the wiring and the connections for the circuit of the status indicators. a. Check the allen head screw for each of the ECM connectors and for the customer connector for the proper torque. Refer to Troubleshooting, “Electrical Connectors Inspect” for the correct torque values. b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the status indicators. Note: These outputs do not provide enough current for illumination of standard incandescent lights. If a lamp is burned out, replace the lamp with the lamp that is specified in the engine's Parts Manual. Illustration 154

g00863317

c. Inspect the wiring and the receptacles for the status indicators.

Terminal box's side of the 47-pin connector (P4) (P4-C) “Crank Terminate” (P4-H) “Active Alarm” (P4-P) “Engine Failure” (P4-Z) “Run Relay”

d. Check the harness and wiring for abrasion and for pinch points from the status indicators to the ECM. e. Inspect the terminal strip in the control panel (if equipped) for the following conditions: loose wires, frayed wires, foreign objects, and corrosion. Expected Result: All connectors, pins, and sockets are connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. Results:

• OK – All connectors, pins, and sockets are

connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. The components are in good condition with proper connections. Proceed to Test Step 2.

• Not OK – At least one of the connectors, pins,

or sockets is not connected properly. At least one connector or wire has corrosion, abrasion, and/or pinch points. The components are not in good condition and/or at least one connection is improper.

Illustration 155 Customer connector J3 (J3-7) Crank terminate (J3-8) Active alarm (J3-9) Engine failure (J3-19) Run relay

g01423888

Repair: Perform the necessary repairs and/or replace parts, if necessary. STOP.

Test Step 2. Check for Diagnostic Codes A. Switch the 16 amp circuit breaker for the ECM ON.

242 Troubleshooting Section

RENR5910-06

B. Attempt to start the engine and observe the status indicators. Allow a minimum of 30 seconds for any diagnostic codes to activate. Use the “Active Diagnostic” screen on Cat ET to look for the codes that are listed in Table 86: Table 86

Diagnostic Codes and Descriptions with Corresponding ECM Outputs Code

Description

ECM Output

323-03

Engine Shutdown Lamp : Voltage Above Normal

“Engine Failure”

324-03

Warning Lamp (Action) : Voltage Above Normal

“Active Alarm”

443-03

Crank Terminate Relay : Voltage Below Normal

“Crank Terminate”

445-03

Run Relay : Voltage Above Normal

“Run Relay”

Expected Result: There are no active diagnostic codes. The “Engine On” indicator and the “Crank Terminate” indicator (if equipped) illuminated normally. The “Active Alarm” indicator and the “Engine Failure” indicator did not illuminate. Results:

• OK - Original 443-3 or 445-3 Diagnostic Code –

The original diagnostic code was “443-3 Crank Terminate Relay : Voltage Below Normal” or “445-3 Run Relay : Voltage Above Normal”. When the engine was started, the “Engine On” indicator and the “Crank Terminate” indicator (if equipped) illuminated normally. The “Active Alarm” indicator and the “Engine Failure” indicator did not illuminate. There are no active diagnostic codes. Repair: The outputs for the status indicators seem to be operating correctly at this time. The original diagnostic code was probably caused by a poor electrical connection. If there is an intermittent problem that is causing the codes to be logged, refer to Troubleshooting, “Electrical Connectors - Inspect”. STOP.

• OK - Original 323-3 or 324-3 Diagnostic Code –

The original diagnostic code was “323-3 Engine Shutdown Lamp : Voltage Above Normal” or “324-3 Warning Lamp (Action) : Voltage Above Normal”. When the engine was started, the “Engine On” indicator and the “Crank Terminate” indicator (if equipped) illuminated normally. The “Active Alarm” indicator and the “Engine Failure” indicator did not illuminate. There are no active diagnostic codes.

Repair: The 323-3 and 324-3 diagnostic codes can only be activated when the corresponding indicator is activated. There may still be a problem with the output for the alarm indicator or the shutdown indicator. The alarm and/or the shutdown must be activated. Allow the engine operation to continue. Proceed to Test Step 3.

• Not OK - Active 323-3 or 324-3 Diagnostic Code – There is an active “323-3 Engine Shutdown Lamp : Voltage Above Normal” or “324-3 Warning Lamp (Action) : Voltage Above Normal”. There must be a shutdown condition before a 323-3 diagnostic code can be generated. There must be an alarm condition before a 324-3 diagnostic code can be generated. Both of these conditions are serious.

Repair: Use Cat ET to determine the event code or the diagnostic code that corresponds to the 323-3 or 324-3 diagnostic code. Troubleshoot that event code or that diagnostic code before you troubleshoot the 323-3 or 324-3 diagnostic code. Refer to Troubleshooting, “Event Codes” or Troubleshooting, “Diagnostic Trouble Codes” for the correct test procedure. Exit this procedure. After you have resolved the condition, return to this procedure in order to troubleshoot the 323-3 and/or 324-3 diagnostic code, if necessary. STOP.

• Not OK - Active 443-3 or 445-3 Diagnostic Code – When the engine was started, the “Engine On” indicator and/or the “Crank Terminate” indicator (if equipped) did not illuminate. The “Active Alarm” indicator and the “Engine Failure” indicator did not illuminate. A 443-3 or 445-3 diagnostic code was activated. There is a problem with the output for the “Engine On” indicator and/or with the “Crank Terminate” indicator (if equipped). Proceed to Test Step 4.

Test Step 3. Check for Proper Operation of the Status Indicators for the Alarm and Shutdown Allow the engine operation to continue for this procedure.

RENR5910-06

243 Troubleshooting Section

Expected Result: The “Active Alarm” indicator illuminated and a “542-3 Engine Oil Pressure Sensor - Before Oil Filter : Voltage Above Normal” diagnostic code was activated when the unfiltered engine oil pressure sensor is disconnected. The “Engine Failure” indicator illuminated and a “100-3 Engine Oil Pressure Sensor : Voltage Above Normal” diagnostic code was activated when the filtered engine oil pressure sensor is disconnected. The engine was shut down. Results:

• OK – The indicators, diagnostic codes, and

shutdown were activated according to the “Expected Result”. The outputs for the status indicators seem to be operating correctly at this time. The original problem seems to be resolved. Repair: The original diagnostic code was probably caused by a poor electrical connection. If there is an intermittent problem that is causing the codes to be logged, refer to Troubleshooting, “Electrical Connectors - Inspect”. STOP.

• Not OK – The “Active Alarm” indicator and/or Illustration 156

g01444881

Sensor locations (12) Unfiltered oil pressure sensor (13) Filtered oil pressure sensor

A. During engine operation, disconnect connector (12) for the unfiltered oil pressure sensor. Observe the “Active Alarm” indicator on the control panel (if equipped). Wait for 30 seconds and use Cat ET to check for active diagnostic codes. If you are only troubleshooting a “324-3 Warning Lamp (Action) : Voltage Above Normal”, proceed to the “Expected Result”.

the “Engine Faiure” indicator did not illuminate normally when the sensors were disconnected. A “323-3 Engine Shutdown Lamp : Voltage Above Normal” and/or a “324-3 Warning Lamp (Action) : Voltage Above Normal” diagnostic code was generated. There is a problem with the output for the status indicators. The “542-3” and the “100-3” diagnostic codes were generated. The engine was shut down. Proceed to Test Step 4.

Test Step 4. Measure the Voltage of the Suspect Indicator at the ECM P2 Connector A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

Note: When the filtered engine oil pressure sensor is disconnected, the engine will shut down.

B. Insert a 7X-1710 Multimeter Probe into the suspect control terminal in the ECM P2 connector.

B. Disconnect connector (13) for the filtered engine oil pressure sensor. Observe the “Engine Failure” indicator on the control panel (if equipped). Wait for 30 seconds and use Cat ET to check for active diagnostic codes.

C. Connect the other lead of the 7X-1710 Multimeter Probe to the positive lead of a voltmeter. Connect the voltmeter's negative lead to the ground strap on the ECM. D. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. E. Note the voltage that is displayed on the voltmeter.

244 Troubleshooting Section

RENR5910-06

F. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

Repair: The problem could be caused by one of the following conditions: poor electrical connection, damaged wire, and damaged component in the panel. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Thoroughly inspect all of the wiring and the connectors in the panel. Refer to Troubleshooting, “Electrical Connectors - Inspect”. If you suspect that the indicator has an internal short circuit, switch a known good indicator for the suspect indicator. Test the indicator. Verify that the problem is resolved.

Illustration 157

g00863378

Terminal strip in the control panel (Terminal (Terminal (Terminal (Terminal

14) 15) 16) 17)

“Engine On” “Crank Terminate” “Active Alarm” “Engine Failure”

Make the necessary repairs, when possible. Replace parts, if necessary. STOP.

• Not OK – Before the suspect indicator was

G. Disconnect the suspect control wire from the terminal strip in the control panel (if equipped). Disconnect the wire from the indicator's side of the terminal strip.

disconnected from the terminal strip, voltage was displayed on the voltmeter. After the suspect indicator was disconnected, the voltage was still displayed on the voltmeter. The problem is between the indicator's terminal strip and the ECM.

If the customer has equipment for the status indicators, disconnect the output wire of the suspect indicator.

Repair: Do not disconnect the voltmeter. Perform the following procedure:

Tape the end of the disconnected wire in order to ensure that the wire is isolated. H. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. I. Note the voltage that is displayed on the voltmeter.

1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Disconnect customer connector (P3) (if equipped) from terminal box's connector (J3). 2. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Observe the reading on the voltmeter.

Expected Result:

Results

Before the suspect indicator was disconnected, voltage was displayed on the voltmeter. After the suspect indicator was disconnected, the voltmeter displayed approximately zero volts.

The voltage is approximately zero. – After customer connector (P3) was disconnected, the reading on the voltmeter was approximately zero. There is a problem with a connection and/or the wiring between customer connector (P3) and the indicator in the customer's panel. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Repair the connection and/or the wiring, when possible. Replace parts, if necessary. Stop

Results:

• OK – Before the suspect indicator was

disconnected from the terminal strip, voltage was displayed on the voltmeter. After the suspect indicator was disconnected, the voltmeter displayed approximately zero volts. There is a problem in the control panel (if equipped) or in the customer's panel.

The voltage remained. – After customer connector (P3) was disconnected, voltage was still displayed on the voltmeter. Proceed to the next Step.

RENR5910-06

3. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Disconnect connector (P4) (if equipped) from terminal box's connector (J4). 4. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Observe the reading on the voltmeter. Results The voltage is approximately zero. – After connector (P4) was disconnected, the reading on the voltmeter was approximately zero. There is a problem with a connection and/or with the wiring between connector (P4) and the terminal strip in the control panel. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Repair the connection and/or the wiring, when possible. Replace parts, if necessary. Stop The voltage remained. – After customer connector (P4) was disconnected, voltage was still displayed on the voltmeter. Continue with this procedure. 5. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Remove the 7X-1710 Multimeter Probe from the suspect control terminal in the ECM P2 connector. 6. Use a 151-6320 Wire Removal Tool to remove the suspect terminal from the ECM P2 connector. Tape the terminal in order to isolate the terminal. 7. Insert the 7X-1710 Multimeter Probe into the suspect control terminal in the ECM P2 connector. Use the voltmeter to measure the voltage between the suspect terminal in the ECM and the ground strap on the ECM. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Observe the reading on the voltmeter. Results The voltage is approximately zero. – After the suspect terminal was removed from connector (P2), the reading on the voltmeter was approximately zero. There is a problem with a connection and/or with the wiring in the terminal box. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Repair the connection and/or the wiring, when possible. Replace parts, if necessary. Stop

245 Troubleshooting Section

The voltage remained. – After the suspect terminal was removed from connector (P2), voltage was still displayed on the voltmeter. There is a problem with the ECM. Temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace” for details. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. STOP. i02898717

Integrated Combustion Sensing Module - Test SMCS Code: 1563-038; 1901-038 System Operation Description: The diagnostic code that is listed in Table 87 is for the in-line engines. The diagnostic codes that are listed in Table 88 are for the vee engines.

246 Troubleshooting Section

RENR5910-06

Table 87

Diagnostic Codes Table Code 1040-9 ICSM #1 : Abnormal Update Rate

Conditions which Generate this Code

System Response

The Electronic Control Module (ECM) and the ICSM have been powered for at least five seconds and the ICSM is not communicating on the data link.

The shutdown output is activated. The code is logged. The engine is shut down.

Table 88

Diagnostic Codes Table Code

Conditions which Generate this Code

1040-9 ICSM #1 : Abnormal Update Rate

The ECM and the ICSM(s) have been powered for at least five seconds and the left side ICSM did not receive ten consecutive messages from the right side ICSM.

1041-9 ICSM #2 : Abnormal Update Rate

The ECM and the ICSM(s) have been powered for at least five seconds and the right side ICSM did not receive ten consecutive messages from the left side ICSM.

An ICSM monitors the combustion sensors and the thermocouples on the engine. The in-line engines have one ICSM and the vee engines have two ICSM(s). The vee engines have one ICSM for each bank of cylinders. Each ICSM performs calculations in order to optimize the engine's operation. Each ICSM broadcasts the following information:

• Fuel correction factor • Actual combustion burn time for each cylinder • Average combustion burn time for each bank of cylinders

• Actual exhaust port temperature of each cylinder • Average exhaust port temperature for each bank of cylinders

• The temperature of the exhaust at the inlet and at the outlet of each turbocharger

Information from an ICSM travels across the Cat Data Link. The ICSM must be programmed in order to communicate across the Cat Data Link. The Cat Data Link must be in good condition so that the ICSM can transmit the information. An ICSM may be able to communicate with Caterpillar Electronic Technician (ET) even though communication with the ECM is not possible. The diagnostic code is probably caused by a problem with an electrical connector. The next likely cause is a problem with the wiring. The least likely cause is a problem with the ICSM.

System Response The shutdown output is activated. The code is logged. The engine is shut down.

Logged diagnostic codes provide a historical record. Before you begin this procedure, use Cat ET to print the logged codes to a file. This troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.

RENR5910-06

Illustration 158 Schematic of the Cat Data Link for the ICSM(s) on the in-line engines and on the vee engines

247 Troubleshooting Section

g01443510

248 Troubleshooting Section

RENR5910-06

Test Step 1. Inspect the Electrical Connectors and Wiring

B. Thoroughly inspect each of the following connectors:

• ECM J1/P1 connectors • Service tool connector • Terminal box J5/P5 and J6/P6 connectors for the engine harnesses

• Connector for the left side ICSM • Connector for the right side ICSM C. Check the allen head screw on each of the ECM connectors for the proper torque. Refer to Troubleshooting, “Electrical Connectors - Inspect” for the correct torque values. D. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the Cat Data Link for the ICSM. Illustration 159

g01431198

Terminal Box

E. Check the harness and wiring for abrasion and pinch points from each ICSM to the terminal box.

(1) ECM connector J2/P2 (2) ECM connector J1/P1 (3) 16 amp circuit breaker (4) Connectors J3/P3 for the customer's connector (5) Connectors J4/P4 for the optional control panel (if equipped) or for a customer's connector (6) J5/P5 connectors for the harness (7) J6/P6 connectors for the harness

Expected Result:

A. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM OFF.

• OK – All connectors, pins, and sockets are

Note: For the following steps, refer to Troubleshooting, “Electrical Connectors Inspect”.

All connectors, pins, and sockets are connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. Results: connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. The components are in good condition with proper connections. Proceed to Test Step 2.

• Not OK – At least one of the connectors, pins,

Note: Illustration 160 shows one side of the engine. The other side is similar.

or sockets is not connected properly. At least one connector or wire has corrosion, abrasion, and/or pinch points. The components are not in good condition and/or at least one connection is improper. Repair: Perform the necessary repairs and/or replace parts, if necessary. STOP.

Test Step 2. Verify that the Diagnostic Code is Active A. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Illustration 160 Typical view of an engine mounted ICSM (8) ICSM (9) Engine harness connectors for the ICSM

g01440765

RENR5910-06

249 Troubleshooting Section

B. The ECM must operate for at least five seconds in order for these codes to become activated. Use Cat ET to look for the codes that are listed in Table 87 if you are working on an in-line engine. If you are working on a vee engine, look for the codes that are listed in Table 88. Expected Result: There are no active codes. Results:

• No codes – The problem seems to be resolved.

There are no active codes. The modules appear to be operating correctly at this time. Repair: The initial diagnostic code was probably caused by a poor electrical connection. Resume normal operation. STOP.

• 1040-9 – The right side ICSM is not communicating with the ECM. Proceed to Test Step 3.

• 1041-9 – The left side ICSM is not communicating with the ECM. Proceed to Test Step 4.

Test Step 3. Check the Right Side Cat Data Link for Continuity A. Turn the engine control to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect Cat ET from the service tool connector. C. Disconnect connector P1 and the connector for the right side ICSM.

Illustration 161

g01443514

ECM connector P1 (P1-8) Cat Data Link + (P1-9) Cat Data Link − (P1-63) -Battery

D. Fabricate a jumper wire that is the appropriate length with the appropriate terminals on the ends. Connect the jumper wire between terminals P1-8 and P1-9.

250 Troubleshooting Section

Illustration 162

RENR5910-06

g01443513

Engine harness connector for the ICSM(s) (J) Cat Data Link + (N) Cat Data Link −

E. Measure the resistance between terminals J and N at the connector for the right side ICSM. During the measurement, wiggle the harness in order to check for an intermittent problem. Be sure to wiggle the harness near each of the connectors. The correct resistance measurement is less than 5 Ohms. F. Remove the jumper wire from connector P1.

g01443514

Illustration 163 P1 ECM connector (P1-8) Cat Data Link + (P1-9) Cat Data Link − (P1-63) -Battery

G. Check for a short circuit to ground in the wiring harness. Measure the resistance between the terminals that are listed in Table 89. During each measurement, wiggle the harness in order to check for an intermittent problem with the harness. Be sure to wiggle the harness near each of the connectors. Table 89

Points for the Measurement of Resistance Connector and Terminal

Connector and Terminal

P1-63

P1-8 P1-9

The correct resistances for the terminals in Table 89 are greater than 20,000 Ohms.

RENR5910-06

251 Troubleshooting Section

Expected Result: The resistance checks are within the specifications. Results:

• OK – All of the resistance checks are within the

specifications. The wiring for the Cat Data Link does not have an open circuit or a short circuit to ground. Repair: Perform the following steps: 1. Verify that the suspect ICSM is receiving the proper supply voltage. Refer to Troubleshooting, “Electrical Power Supply - Test”. 2. If the suspect ICSM is receiving the correct supply voltage and the original diagnostic code is still active, there may be a problem with the ICSM. It is unlikely that the ICSM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following procedure: Temporarily install a known good ICSM according to Troubleshooting, “Control Module - Replace (ICSM)”. If the problem is resolved with the new ICSM, install the original ICSM and verify that the problem returns. If the new ICSM operates correctly and the original ICSM does not operate correctly, replace the original ICSM. STOP.

• Not OK – At least one of the resistance checks is

not within the specifications. The wiring for the Cat Data Link has an open circuit or a short circuit to ground. There may be a problem with a connector. Repair: Repair the harness or the connector, when possible. Replace the harness or the connector, if necessary. STOP.

Test Step 4. Check the Left Side Cat Data Link (vee engines) for Continuity A. Turn the engine control to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect Cat ET from the service tool connector. C. Disconnect connector P1 and the connector for the suspect ICSM.

Illustration 164

g01443514

ECM connector P1 (P1-8) Cat Data Link + (P1-9) Cat Data Link − (P1-63) -Battery

D. Fabricate a jumper wire that is the appropriate length with the appropriate terminals on the ends. Connect the jumper wire between terminals P1-8 and P1-9.

252 Troubleshooting Section

Illustration 165

RENR5910-06

g01443513

Engine harness connector for the ICSM(s) (J) Cat Data Link + (N) Cat Data Link −

E. Measure the resistance between terminals J and N at the connector for the suspect ICSM. During the measurement, wiggle the harness in order to check for an intermittent problem. Be sure to wiggle the harness near each of the connectors. The correct resistance is less than 5 Ohms. F. Remove the jumper wire from connector P1.

g01443514

Illustration 166 P1 ECM connector (P1-8) Cat Data Link + (P1-9) Cat Data Link − (P1-63) -Battery

G. Measure the resistance between the terminals that are listed in Table 90. During each measurement, wiggle the harness in order to check for an intermittent problem with the harness. Be sure to wiggle the harness near each of the connectors. Table 90

Points for the Measurement of Resistance Connector and Terminal

Connector and Terminal

P1-63

P1-8 P1-9

The correct resistances for the terminals in Table 90 are greater than 20,000 Ohms. Expected Result: The resistance checks are within the specifications.

RENR5910-06

253 Troubleshooting Section

Results:

• OK – All of the resistance checks are within the

specifications. The wiring for the Cat Data Link does not have an open circuit or a short circuit to ground. Repair: Perform the following steps: 1. Verify that the suspect ICSM is receiving the proper supply voltage. Refer to Troubleshooting, “Electrical Power Supply - Test”. 2. If the suspect ICSM is receiving the correct supply voltage and the original diagnostic code is still active, there may be a problem with the ICSM. It is unlikely that the ICSM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following procedure: Temporarily install a known good ICSM according to Troubleshooting, “Control Module - Replace (ICSM)”. If the problem is resolved with the new ICSM, install the original ICSM. Verify that the problem returns. If the new ICSM operates correctly and the original ICSM does not operate correctly, replace the original ICSM. STOP.

• Not OK – At least one of the resistance checks is

not within the specifications. The wiring for the Cat Data Link has an open circuit or a short circuit to ground. There may be a problem with a connector. Repair: Repair the harness or the connector, when possible. Replace the harness or the connector, if necessary. STOP. i02884775

Prelubrication - Test SMCS Code: 1319-038 System Operation Description: Use this procedure to troubleshoot the electrical system if a problem is suspected with the circuit for the prelube pump or if one of the diagnostic codes in Table 91 is active or easily repeated.

254 Troubleshooting Section

RENR5910-06

Table 91

Diagnostic Codes Table Code

Conditions which Generate this Code

System Response

338-5 Engine Pre-Lube Pump Relay : Current Below Normal

While the output driver is off for five seconds, the Electronic Control Module (ECM) detects an open in the circuit for the prelube pump's solenoid for more than five seconds.

The code is logged. The alarm output is activated.

338-6 Engine Pre-Lube Pump Relay : Current Above Normal

While the output driver is on for five seconds, the ECM detects a short in the circuit for the prelube pump's solenoid for more than five seconds.

The code is logged. The alarm output is activated.

339-5 Engine Pre-Lube Pressure Switch : Current Below Normal

The prelube pump pressure switch is OPEN. The oil pressure that is measured from the engine oil pressure sensor is greater than 50 kPa (7.25 psi).

The ECM normally monitors the prelube pump pressure switch. In this case, the engine oil pressure sensor will be monitored. This determines if the prelube pump is supplying oil to the engine. The alarm output is activated. The code is logged. The output to the prelube relay remains energized until the engine control switch is turned to the STOP position.

The ECM contains the logic and the outputs that control the engine's prelubrication, start-up, and shutdown. The logic for starting and for stopping is customer programmable. The logic responds to inputs from the following components: engine control switch, emergency stop switch, remote start switch, data link, and other inputs.

If the ECM does not detect closure of the pressure switch within the time that is designated in the parameter “Prelube Time Out”, an “E233 Low Engine Prelube Pressure” event code is generated. The “Prelube Time Out” is configurable. If the prelubrication does not occur, the starting sequence is terminated.

The prelube pump will not operate if the emergency stop button is activated or if the engine speed is greater than 0 rpm.

At shutdown, the pressure switch opens when the engine oil pressure is reduced to 9 ± 3 kPa (1.3 ± 0.4 psi).

When the conditions permit operation and the logic determines that lubrication is required, the ECM provides +Battery voltage to the prelube pump's solenoid. After activation, the prelube pump will operate until one of the following occurrences:

The prelube pump can also be operated with a manual switch. When the switch is closed, a +Battery signal is sent to the ECM. The ECM provides +Battery voltage to the prelube pump's solenoid until the switch is released or until the prelubrication pressure switch closes.

• The programmable “Prelube Time” expires. • The emergency stop button is pressed. The ECM monitors the prelube pump pressure switch in order to verify lubrication of the engine prior to start-up. The pressure switch is normally open. Before start-up, the pressure switch closes when the prelube pump raises the engine oil pressure to 9 ± 3 kPa (1.3 ± 0.4 psi). After the pressure switch closes, the prelube pump operates for the programmable “Prelube Time”. The engine starting sequence continues.

The prelubrication system also operates after shutdown. This ensures that the turbocharger has adequate lubrication during engine shutdown. When the engine reaches 0 rpm, the output for the prelube pump will operate for three minutes. Note: On some engines, the flash file allows the time interval to be programmed for a longer period of time. When +Battery voltage is supplied to the prelube pump's solenoid, the ECM also provides +Battery voltage to the “Prelube Active” indicator in the control panel (if equipped).

RENR5910-06

Before you troubleshoot the prelubrication system, make sure that the ECM is programmed properly. The “Prelube Time Out” must be programmed to a value between 30 and 300 seconds. Make sure that the hardware is installed: prelube pump, solenoid for the pump, prelubrication pressure switch, and manual prelube switch. Make sure that the wiring is installed. Refer to the engine's electrical Schematic. Logged diagnostics provide a historical record. Before you begin this procedure, use Caterpillar Electronic Technician (ET) to print the logged codes to a file. The most likely causes of the diagnostic code are a poor electrical connection or a problem in a wiring harness. The next likely cause is a problem with the prelube pump's solenoid. The least likely cause is a problem with the ECM. The troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.

255 Troubleshooting Section

256 Troubleshooting Section

Illustration 167 Schematic of the circuit for the prelube pump on the in-line engines and the vee engines

RENR5910-06

g01436333

RENR5910-06

257 Troubleshooting Section

Test Step 1. Inspect the Electrical Connectors and Wiring

Illustration 168

g01431198

Terminal Box (1) ECM connector J2/P2 (2) ECM connector J1/P1 (3) 16 amp circuit breaker (4) Connectors J3/P3 for the customer's connector (5) Connectors J4/P4 for the optional control panel (if equipped) or for a customer's connector (6) J5/P5 connectors for the harness (7) J6/P6 connectors for the harness

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Switch the 6 amp circuit breaker OFF. Note: For the following steps, refer to Troubleshooting, “Electrical Connectors Inspect”.

Illustration 169

Illustration 170

P2 ECM terminals that are used by the circuit for the prelube pump on in-line engines and vee engines (P2-12) Circuit driver for the prelube pump's solenoid (P2-22) Return

g01436339

Inside of the control panel (if equipped) (8) “Manual Prelube” switch and “Prelube Active” indicator (9) Terminal strip

g01436341

258 Troubleshooting Section

Illustration 171

RENR5910-06

g01436344

Illustration 172

g01443882

Terminal locations at the P5 connector on the terminal box that are for the prelube pump's solenoid and prelube pump pressure switch on the in-line engines

Terminal locations at the P5 connector on the terminal box that are for the prelube pump's solenoid and prelube pump pressure switch on the vee engines

(P5-12) (P5-13) (P5-69) (P5-70)

(P5-56) Digital return (P5-69) Prelube pump pressure switch

Return Circuit driver for the prelube pump's solenoid Digital return Prelube pump pressure switch

RENR5910-06

Illustration 173

259 Troubleshooting Section

g01436351

Illustration 175

g01436387

Terminal locations at the P6 connector on the terminal box that are for the prelube pump's solenoid on the vee engines

Terminal locations at the P3 connector on the terminal box that are for the circuit for the prelube pump's solenoid (customer connector)

(P6-28) Return (P6-36) Circuit driver for the prelube pump's solenoid

(J3-58) Input signal for the manual prelube (J3-59) Circuit driver for the prelube pump's solenoid

Illustration 174

g01436385

Terminal locations at the P4 connector on the terminal box that are for the circuit for the prelube pump's solenoid (P4-T) Input signal for the manual prelube (P4-c) Circuit driver for the prelube pump's solenoid

260 Troubleshooting Section

RENR5910-06

a. Check the torque of the allen head screws for each of the ECM connectors. Refer to Troubleshooting, “Electrical Connectors Inspect” for the correct torque values. b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the prelube pump's solenoid. c. Check the harness and wiring for abrasion and for pinch points from the ECM to the prelube pump's solenoid. d. Inspect the terminal strip in the control panel (if equipped) for the following conditions: loose wires, frayed wires, foreign material, and corrosion. Expected Result: All connectors, pins, and sockets are connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. Results:

• OK – All connectors, pins, and sockets are

connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. The components are in good condition with proper connections. Proceed to Test Step 2.

• Not OK – At least one of the connectors, pins, Illustration 176

g01436390

ECM connector P1 (P1-56) Input signal for the manual prelube (P1-30) Prelube pump pressure switch (P1-31) Digital return

B. Thoroughly inspect the following connectors and the wiring harnesses for the connectors:

• ECM J1/P1 connectors • ECM J2/P2 connectors • Terminal box's J5/P5 connectors • Terminal box's J6/P6 connectors • 70-pin connector J3 (customer connector) • Control panel's 47-pin connector J4 • Terminal strip in the control panel (if equipped) • “Manual Prelube” switch and “Prelube Active” indicator in the control panel (if equipped)

• Connector for the prelube pump's solenoid

or sockets is not connected properly. At least one connector or wire has corrosion, abrasion, and/or pinch points. The components are not in good condition and/or at least one connection is improper. Repair: Perform the necessary repairs, when possible. Replace parts, if necessary. STOP.

Test Step 2. Check for Diagnostic Codes A. Switch the 16 amp circuit breaker for the ECM ON. Switch the 6 amp circuit breaker ON. Turn the engine control switch to the STOP position. Note: The “338-5 Engine Pre-Lube Pump Relay : Current Below Normal” diagnostic code can only be detected when the ECM output for the prelube pump's solenoid is OFF. The output is normally OFF when the engine control switch is in the STOP position and when the prelube pump pressure switch is closed. B. Wait for 30 seconds and use Cat ET to check for an active “338-5 Engine Pre-Lube Pump Relay : Current Below Normal” diagnostic code.

RENR5910-06

If there is an active “338-5 Engine Pre-Lube Pump Relay : Current Below Normal” diagnostic code, proceed to the “Results” for this Test Step. Otherwise, continue this procedure. C. Use Cat ET to check the logged diagnostic codes. If there is a “338-6 Engine Pre-Lube Pump Relay : Current Above Normal” diagnostic code, clear the code. Note: The “338-6 Engine Pre-Lube Pump Relay : Current Above Normal” diagnostic code can only be detected when the ECM output for the prelube pump's solenoid is ON. The output is normally ON when the engine control switch is in the START position and the prelube pump pressure switch is open. D. Activate the manual prelube switch for at least 30 seconds. Then release the switch. E. Use Cat ET to look for a logged “338-6 Engine Pre-Lube Pump Relay : Current Above Normal” diagnostic code again. Expected Result: When the engine control switch was in the STOP position, there was no active “338-5 Engine Pre-Lube Pump Relay : Current Below Normal” diagnostic code.

261 Troubleshooting Section

• Not OK (“339-5 Engine Pre-Lube Pressure Switch

: Current Below Normal” diagnostic code) – There is a logged “339-5 Engine Pre-Lube Pressure Switch : Current Below Normal” diagnostic code. Proceed to Test Step 11.

Test Step 3. Check for a Short Circuit to the +Battery Side

Gaseous fuel is present. Personal Injury or Death can result from an open flame or spark igniting the gaseous fuel causing an explosion and/or fire. Always use a gas detector to determine the presence of gaseous fuel when maintaining and servicing. Contact your local gas provider immediately for assistance in the event of a leak. Note: Open sparks can be generated during this test. A. Make sure that no combustible gas is present in the surrounding atmosphere. B. Ensure that the engine control switch is in the STOP position.

After the manual prelube switch was operated, there was no logged “338-6 Engine Pre-Lube Pump Relay : Current Above Normal” diagnostic code. Results:

• OK – No diagnostic codes were generated. The

output for the prelube pump's solenoid seems to be OK at this time. The initial diagnostic code was probably caused by a poor electrical connection. Repair: If there is an intermittent problem that is causing the codes to be logged, refer to Troubleshooting, “Electrical Connectors - Inspect”. STOP.

• Not OK (“338-5 Engine Pre-Lube Pump Relay

: Current Below Normal” diagnostic code) – A “338-5 Engine Pre-Lube Pump Relay : Current Below Normal” diagnostic code was activated. This can be caused by an actual open circuit or by a short circuit to the +Battery side. Proceed to Test Step 3.

• Not OK (“338-6 Engine Pre-Lube Pump Relay :

Current Above Normal” diagnostic code) – After the manual prelube switch was operated, a “338-6 Engine Pre-Lube Pump Relay : Current Above Normal” diagnostic code was generated. Proceed to Test Step 8.

Illustration 177

g00859796

Typical connector for a solenoid

C. Disconnect the connector from the prelube pump's solenoid. Then reconnect the connector. Listen for an audible click from the solenoid. If the ambient noise is too loud, touch the solenoid when the solenoid is reconnected in order to feel the vibration. The solenoid will vibrate when the solenoid is de-energized and energized. Expected Result: There is no audible click and/or vibration when the solenoid is disconnected and reconnected. The solenoid is not energized when the engine control switch is in the STOP position.

262 Troubleshooting Section

RENR5910-06

Results:

• OK – There is no audible click and/or vibration

when the solenoid is disconnected and connected. There is no short circuit to the +Battery side. There is an open in the circuit. Proceed to Test Step 5.

• Not OK – There is an audible click and/or vibration when the solenoid is disconnected and connected. The solenoid is receiving power when the engine control switch is in the STOP position. There is probably a short circuit to the +Battery side in a connector or a wiring harness. Proceed to Test Step 4.

Test Step 4. Determine the Cause of the Energized Solenoid

Gaseous fuel is present. Personal Injury or Death can result from an open flame or spark igniting the gaseous fuel causing an explosion and/or fire. Always use a gas detector to determine the presence of gaseous fuel when maintaining and servicing. Contact your local gas provider immediately for assistance in the event of a leak. Illustration 178

g01665613

Note: Open sparks can be generated during this test.

Terminal locations at the P5 connector on the terminal box that are for the prelube pump's solenoid on the in-line engines

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

(P5-12) Return (P5-13) Circuit driver for the prelube pump's solenoid

RENR5910-06

263 Troubleshooting Section

If the ambient noise is too loud, touch the solenoid when the solenoid is reconnected in order to feel the vibration. The solenoid will vibrate when the solenoid is de-energized and energized. Expected Result: There is no audible click and/or vibration when the solenoid is disconnected and reconnected. The solenoid is not energized when the circuit driver for the solenoid is disconnected from the connector on the terminal box. Results:

• OK – There is no audible click and/or vibration

when the solenoid is disconnected and reconnected. The solenoid is not energized when the circuit driver for the solenoid is disconnected from the connector on the terminal box. Repair: Use the following procedure to determine whether the circuit driver for the solenoid is faulty:

Illustration 179

g01436351

Terminal locations at the P6 connector on the terminal box that are for the prelube pump's solenoid on the vee engines (P6-28) Return (P6-36) Circuit driver for the prelube pump's solenoid

B. Use a 151-6320 Wire Removal Tool to remove the circuit driver for the prelube pump's solenoid from either the P5 or P6 connector on the terminal box. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.

Illustration 180

g00859796

Typical connector for a solenoid

D. Disconnect the connector from the prelube pump's solenoid. Then reconnect the connector. Listen for an audible click from the solenoid.

Gaseous fuel is present. Personal Injury or Death can result from an open flame or spark igniting the gaseous fuel causing an explosion and/or fire. Always use a gas detector to determine the presence of gaseous fuel when maintaining and servicing. Contact your local gas provider immediately for assistance in the event of a leak. Note: Open sparks can be generated during this test. 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the removed wire from the connector on the terminal box. Pull on the wire in order to verify that the terminal is properly installed.

264 Troubleshooting Section

RENR5910-06

If the solenoid is energized, verify that voltage is not present at the customer connector or at the connector J4/P4 on the terminal box. If voltage is not present from outside of the terminal box, there is a short in a connector and/or in the wiring in the terminal box. Repair the wiring and/or the connector, when possible. Replace parts, if necessary. If the solenoid is not energized, there may be a problem with the ECM. Continue with this procedure. 6. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 7. Reinstall the terminal that was removed from terminal P2-12. Pull on the wire in order to verify proper installation of the terminal. 8. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. 9. Disconnect the connector from the prelube pump's solenoid. Then reconnect the connector. Listen for an audible click from the solenoid. If the ambient noise is too loud, touch the solenoid when the solenoid is reconnected in order to feel the vibration. The solenoid will vibrate when the solenoid is de-energized and energized. Illustration 181

g01436341

P2 ECM terminals that are used by the circuit for the prelube pump on in-line engines and vee engines (P2-12) Circuit driver for the prelube pump's solenoid (P2-22) Return

3. Use a 151-6320 Wire Removal Tool to remove terminal P2-12. 4. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. 5. Disconnect the connector from the prelube pump's solenoid. Then reconnect the connector. Listen for an audible click from the solenoid. If the ambient noise is too loud, touch the solenoid when the solenoid is reconnected in order to feel the vibration. The solenoid will vibrate when the solenoid is de-energized and energized.

If the solenoid is not energized, there is an intermittent problem with a connector and/or with the wiring. Refer to Troubleshooting, “Electrical Connectors - Inspect”. If the solenoid is energized, there is a problem with the ECM. Temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace” for details. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Verify that the original problem has been resolved. STOP.

• Not OK – There is an audible click and/or

vibration when the solenoid is disconnected and reconnected. The solenoid is energized when the circuit driver for the solenoid is disconnected from the connector on the terminal box. There is a short circuit to the +Battery side in the engine harness between the connector for the solenoid and the terminal box.

RENR5910-06

265 Troubleshooting Section

Repair: Repair the connector and/or wiring in the engine harness, when possible. Replace the engine harness, if necessary. STOP.

Test Step 5. Create a Short Circuit in order to Check for an Open Circuit A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect the connector for the prelube pump's solenoid.

Results:

• OK – A “338-5 Engine Pre-Lube Pump Relay :

Current Below Normal” diagnostic code was not generated when the jumper wire was installed. The ECM detected the short at the connector for the prelube pump's solenoid. The harness and the ECM are OK. There is a problem with the solenoid. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Remove the jumper wire from the solenoid's connector. 3. Verify that the solenoid's connectors do not have damage, moisture, or corrosion. 4. Make repairs, as needed. If the problem is not resolved, replace the solenoid. STOP.

• Not OK – A “338-5 Engine Pre-Lube Pump Relay Illustration 182

g00859796

Typical connector for a solenoid

C. Install a jumper wire with the appropriate connectors on the ends into terminals “A” and “B” of the solenoid's connector. D. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Note: The “338-5 Engine Pre-Lube Pump Relay : Current Below Normal” diagnostic code can only be detected when the ECM output for the prelube pump's solenoid is OFF. The output is normally OFF when the engine control switch is in the STOP position and when the prelube pump pressure switch is closed. E. Wait for 30 seconds and use the “Active Diagnostic” screen of Cat ET to look for a “338-5 Engine Pre-Lube Pump Relay : Current Below Normal” diagnostic code. Expected Result: A “338-5 Engine Pre-Lube Pump Relay : Current Below Normal” diagnostic code was not generated when the jumper wire was installed.

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

Test Step 6. Check the Engine Harness A. Ensure that the engine control switch is in the OFF/RESET position and that the 16 amp circuit breaker for the ECM is OFF. B. Disconnect either the P5 or P6 connector on the terminal box. Refer to Illustration 167 for a schematic of the circuit. Verify that the connectors do not have damage, moisture, or corrosion. Make repairs, if necessary.

266 Troubleshooting Section

Illustration 183

RENR5910-06

g01665613

Illustration 184

g01436351

Terminal locations at the P5 connector on the terminal box that are for the prelube pump's solenoid on the in-line engines

Terminal locations at the P6 connector on the terminal box that are for the prelube pump's solenoid on the vee engines

(P5-12) Return (P5-13) Circuit driver for the prelube pump's solenoid

(P6-28) Return (P6-36) Circuit driver for the prelube pump's solenoid

C. Reconnect the P5 or P6 connector to the terminal box. D. Use a 151-6320 Wire Removal Tool to remove the circuit driver and return for the prelube pump's solenoid from either the P5 or P6 connector on the terminal box. Refer to Illustration 167 for a schematic of the circuit. E. Install a jumper wire with the appropriate connectors on the ends into the terminals in order to create a short in the circuit. Pull on the jumper wire in order to verify proper installation. F. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Note: The “338-5 Engine Pre-Lube Pump Relay : Current Below Normal” diagnostic code can only be detected when the ECM output for the prelube pump's solenoid is OFF. The output is normally OFF when the engine control switch is in the STOP position and when the prelube pump pressure switch is closed. G. Wait for 30 seconds and use Cat ET to check for an active “338-5 Engine Pre-Lube Pump Relay : Current Below Normal” diagnostic code.

RENR5910-06

267 Troubleshooting Section

Expected Result: There is no active “338-5 Engine Pre-Lube Pump Relay : Current Below Normal” diagnostic code. Results:

• OK – When the jumper wire was installed, there

was no active “338-5 Engine Pre-Lube Pump Relay : Current Below Normal” diagnostic code. There is an open in the harness between the connectors on the terminal box and the connector for the prelube pump's solenoid. Repair: Repair the engine harness, when possible. Replace the engine harness, if necessary. STOP.

• Not OK – When the jumper wire was installed,

a “338-5 Engine Pre-Lube Pump Relay : Current Below Normal” diagnostic code was activated. The ECM did not detect the jumper wire in the connector on the terminal box. There is a problem in the terminal box. Proceed to test Step 7.

Test Step 7. Check the ECM A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the connector on the terminal box. C. Reinstall the terminals into the connector for the terminal box. Make sure that the terminals are installed into the correct locations. Pull on the wires in order to verify proper installation of the terminals. D. Disconnect the ECM J2/P2 connectors. Verify that the connectors do not have damage, moisture, or corrosion. Make repairs, if necessary.

Illustration 185

g01436341

P2 ECM terminals that are used by the circuit for the prelube pump on in-line engines and vee engines (P2-12) Circuit driver for the prelube pump's solenoid (P2-22) Return

E. Use the 151-6320 Wire Removal Tool to remove terminals P2-12 and P2-22. Label the terminals. F. Reconnect the ECM J2/P2 connectors. G. Install the jumper wire into terminals P2-12 and P2-22. Pull on the jumper wire in order to verify proper installation. H. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Note: The “338-5 Engine Pre-Lube Pump Relay : Current Below Normal” diagnostic code can only be detected when the ECM output for the prelube pump's solenoid is OFF. The output is normally OFF when the engine control switch is in the STOP position and when the prelube pump pressure switch is closed.

268 Troubleshooting Section

I. Wait for 30 seconds and use the “Active Diagnostic” screen of Cat ET to look for an active “338-5 Engine Pre-Lube Pump Relay : Current Below Normal” diagnostic code. Expected Result: There is no active “338-5 Engine Pre-Lube Pump Relay : Current Below Normal” diagnostic code. Results:

• OK – When the jumper wire was installed, there

was no active “338-5 Engine Pre-Lube Pump Relay : Current Below Normal” diagnostic code. The ECM detects the jumper wire at the P2 connector. However, the ECM did not detect the jumper wire at the connector on the terminal box. There is a problem between the ECM P2 connector and the connector on the terminal box. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P2 connector.

3. Reinstall the terminals into P2-12 and P2-22. Make sure that the terminals are installed into the correct locations. Pull on the wires in order to verify proper installation of the terminals. 4. Disconnect the ECM J2/P2 connectors. Verify that the connectors do not have damage, moisture, or corrosion. 5. Thoroughly inspect the connectors on the terminal box. 6. Use an ohmmeter to measure the continuity of the wires for the solenoid for the prelube pump between the P2 connector and the connector on the terminal box. If the resistance is less than 5 Ohms, the circuit has good continuity. Otherwise, there is an open circuit. Make repairs, if necessary. STOP.

• No – When the jumper wire was installed, a “338-5 Engine Pre-Lube Pump Relay : Current Below Normal” diagnostic code was activated. The ECM did not detect the jumper wire. There is a problem with the ECM. Repair: Perform the following procedure:

RENR5910-06

1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P2 connector. 3. Reinstall the terminals into P2-12 and P2-22. Make sure that the terminals are installed into the correct locations. Pull on the wires in order to verify proper installation of the terminals. 4. Temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace” for details. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Verify that the original problem has been resolved. STOP.

Test Step 8. Create an Open Circuit in order to Check for a Short Circuit to Ground A. Turn the engine control switch to the OFF/RESET position. B. Disconnect the prelube pump's solenoid. C. Turn the engine control switch to the STOP position. D. Use Cat ET to clear the logged “338-6 Engine Pre-Lube Pump Relay : Current Above Normal” diagnostic code. Note: The “338-6 Engine Pre-Lube Pump Relay : Current Above Normal” diagnostic code can only be detected when the ECM output for the prelube pump's solenoid is ON. The output is normally ON when the engine control switch is in the START position and the prelube pump pressure switch is open. E. Activate the manual prelube switch for at least 30 seconds. Then release the switch. F. Use Cat ET to look for a logged “338-6 Engine Pre-Lube Pump Relay : Current Above Normal” diagnostic code again. Expected Result: After the manual prelube switch was operated, there was no logged “338-6 Engine Pre-Lube Pump Relay : Current Above Normal” diagnostic code.

RENR5910-06

269 Troubleshooting Section

Results:

• OK – When the solenoid was connected, a “short

to ground” diagnostic code was generated. When the solenoid was disconnected, no “short to ground” diagnostic code was generated. There is a problem with the solenoid. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Inspect the connections of the solenoid for damage and/or for corrosion. 3. Make repairs, as needed. If the problem is not resolved, replace the solenoid. STOP.

• Not OK – After the manual prelube switch was

operated, a “338-6 Engine Pre-Lube Pump Relay : Current Above Normal” diagnostic code was logged. Proceed to Test Step 9.

Test Step 9. Create an Open Circuit at the Terminal Box

Illustration 186

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

(P5-12) Return (P5-13) Circuit driver for the prelube pump's solenoid

g01665613

Terminal locations at the P5 connector on the terminal box that are for the prelube pump's solenoid on the in-line engines

270 Troubleshooting Section

RENR5910-06

Expected Result: A “338-6 Engine Pre-Lube Pump Relay : Current Above Normal” was not generated. Results:

• OK – A “338-6 Engine Pre-Lube Pump Relay :

Current Above Normal” diagnostic code was not generated when the output to the solenoid was disconnected from the terminal box. There is a short in the harness between the terminal box and the connector for the prelube pump's solenoid. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the terminal that was removed from the connector on the terminal box. Pull on the wire in order to verify proper installation of the terminal. 3. Repair the harness, when possible. Replace the harness, if necessary.

Illustration 187

g01436351

Terminal locations at the P6 connector on the terminal box that are for the prelube pump's solenoid on the vee engines (P6-28) Return (P6-36) Circuit driver for the prelube pump's solenoid

B. Use a 151-6320 Wire Removal Tool to remove the circuit driver and return for the prelube pump's solenoid from either the P5 or P6 connector on the terminal box. Refer to Illustration 167 for a schematic of the circuit. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Use Cat ET to clear the logged “338-6 Engine Pre-Lube Pump Relay : Current Above Normal” diagnostic code. Note: The “338-6 Engine Pre-Lube Pump Relay : Current Above Normal” diagnostic code can only be detected when the ECM output for the prelube pump's solenoid is ON. The output is normally ON when the engine control switch is in the START position and the prelube pump pressure switch is open. E. Activate the manual prelube switch for at least 30 seconds. Then release the switch. F. Use Cat ET to look for a logged “338-6 Engine Pre-Lube Pump Relay : Current Above Normal” diagnostic code again.

STOP.

• Not OK – A “338-6 Engine Pre-Lube Pump Relay : Current Above Normal” diagnostic code was generated when the output to the solenoid was disconnected from the connector on the terminal box. There is probably a short circuit to ground in the terminal box.

Repair: Reinstall the terminal that was removed from the connector on the terminal box. Pull on the wire in order to verify proper installation of the terminal. Proceed to Test Step 10.

Test Step 10. Check the ECM A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

RENR5910-06

271 Troubleshooting Section

F. Use Cat ET to look for a logged “338-6 Engine Pre-Lube Pump Relay : Current Above Normal” diagnostic code again. Expected Result: The “338-6 Engine Pre-Lube Pump Relay : Current Above Normal” diagnostic code was not generated. Results:

• OK – When the output to the solenoid was

disconnected from the ECM P2 connector, the “338-6 Engine Pre-Lube Pump Relay : Current Above Normal” diagnostic code was not generated. However, a “short to ground” diagnostic code was generated when the output to the solenoid was disconnected from the connector on the terminal box. There is a short in the terminal box between the ECM connector and the connector on the terminal box . Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the terminal that was removed from P2-12. Pull on the wire in order to verify proper installation of the terminal. 3. Repair the harness, when possible. Replace the harness, if necessary.

Illustration 188

g01436341

P2 ECM terminals that are used by the circuit for the prelube pump on in-line engines and vee engines (P2-12) Circuit driver for the prelube pump's solenoid (P2-22) Return

B. Use the 151-6320 Wire Removal Tool to remove terminal P2-12. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Use Cat ET to clear the logged “338-6 Engine Pre-Lube Pump Relay : Current Above Normal” diagnostic code. Note: The “338-6 Engine Pre-Lube Pump Relay : Current Above Normal” diagnostic code can only be detected when the ECM output for the prelube pump's solenoid is ON. The output is normally ON when the engine control switch is in the START position and the prelube pump pressure switch is open. E. Activate the manual prelube switch for at least 30 seconds. Then release the switch.

STOP.

• Not OK – A “338-6 Engine Pre-Lube Pump Relay : Current Above Normal” diagnostic code was generated when the output to the solenoid was disconnected from the ECM P2 connector. There seems to be a problem with the ECM. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the terminal that was removed from P2-12. Pull on the wire in order to verify proper installation of the terminal. 3. Temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace” for details.

272 Troubleshooting Section

RENR5910-06

If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Verify that the original problem has been resolved. STOP.

Test Step 11. Check the Prelube Pump Pressure Switch A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

Illustration 190

g01443901

Location of the prelube pump pressure switch on a vee engine (11) Prelube pump pressure switch (AA) Connector for the prelube pump pressure switch (A) Switch input (B) Return (C) Unused

B. Disconnect the prelube pump pressure switch from the engine harness. Remove the prelube pump pressure switch from the cylinder block. C. Install a tee that has 1/4-18 NPTF threads into the cylinder block's port for the pressure switch. Illustration 189

g01443916

Location of the prelube pump pressure switch on an in-line engine (10) Prelube pump pressure switch (AA) Connector for the prelube pump pressure switch (A) Switch input (B) Return (C) Unused

If a tee cannot be installed into the port, install a flexible hose that has the appropriate fitting into the port and attach the tee to the hose. Install the pressure switch into one side of the tee. Attach a pressure gauge to the other side of the tee. D. Connect an ohmmeter between terminals (A) and (B) on the pressure switch's connector. Measure the resistance between terminals (A) and (B) on the pressure switch's connector. Wiggle the switch's harness as you measure the resistance in order to check for an intermittent problem with the harness. E. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Manually operate the prelube pump. Press the “Manual Prelube” switch on the control panel (if equipped). Make sure that the prelube pump operates.

RENR5910-06

F. Observe the pressure gauge. Look for a rise in the engine oil pressure. When the engine oil pressure rises to 9 ± 3 kPa (1.3 ± 0.4 psi), measure the resistance between terminals (A) and (B) on the pressure switch's connector. Wiggle the switch's harness as you measure the resistance in order to check for an intermittent problem with the harness. G. Turn OFF the prelube pump. Expected Result: When the prelube pump was OFF, the resistance was greater than 20,000 Ohms. When the prelube pump was ON and the engine oil pressure rose to 9 ± 3 kPa (1.3 ± 0.4 psi), the resistance was less than 5 Ohms. Results:

• OK – When the prelube pump was OFF, the

resistance was greater than 20,000 Ohms. When the prelube pump was ON and the engine oil pressure rose to 9 ± 3 kPa (1.3 ± 0.4 psi), the resistance was less than 5 Ohms. The pressure switch is operating properly. There may be a problem in the engine harness. Repair: Turn the engine control switch to the OFF/RESET position. Switch the circuit breaker for the ECM OFF.

273 Troubleshooting Section

• No – The engine oil pressure did not rise to

9 ± 3 kPa (1.3 ± 0.4 psi) when the prelube pump was ON. The engine oil is blocked from the passages to the port for the pressure switch. Repair: Turn the engine control switch to the OFF/RESET position. Switch the circuit breaker for the ECM OFF. Determine the cause of the obstruction in the passages for the engine oil. Make the necessary repairs. STOP.

Test Step 12. Check the Engine Harness A. Make sure that the engine control switch is in the OFF/RESET position and that the 16 amp circuit breaker for the ECM is OFF. B. Disconnect the terminal box P5 connector. C. Install a jumper wire with the appropriate terminals into terminals “A” and “B” of the engine harness connector for the prelube pump pressure switch. D. Use an ohmmeter to measure the resistance between the P5 terminals for the prelube pump pressure switch. Wiggle the engine harness as you measure the resistance in order to check for an intermittent problem. Be sure to wiggle the harness near the connectors. In order to determine the correct P5 terminals for your application, refer to Illustration 167.

Remove the pressure switch and the pressure gauge from the tee. Remove the tee from the cylinder block's port. Install the pressure switch into the cylinder block's port. Tighten the pressure switch according to Specifications, “Prelube Pressure Switch”.

Expected Result:

Proceed to Test Step 12.

The resistance is less than 5 Ohms.

• No – At least one of the resistance measurements is not correct. The contacts of the prelube pump pressure switch are stuck in the closed position or in the open position. Repair: Turn the engine control switch to the OFF/RESET position. Switch the circuit breaker for the ECM OFF. Remove the pressure switch and the pressure gauge from the tee. Remove the tee from the cylinder block's port. Install a new prelube pump pressure switch. Tighten the pressure switch according to Specifications, “Prelube Pressure Switch”. Connect the engine harness to the switch. STOP.

Results:

• OK – The resistance is less than 5 Ohms. The

engine harness seems to be OK. There may be a problem in the terminal box. Proceed to Test Step 13.

• Not OK – The resistance is greater than 5 Ohms.

There is a problem with a connection or with the wiring in the engine harness between the P5 connector and the connector for the prelube pump pressure switch. Repair: Repair the connector(s) and/or the wiring, when possible. Replace the harness, if necessary. STOP.

Test Step 13. Check the Terminal Box A. Make sure that the engine control switch is in the OFF/RESET position and that the 16 amp circuit breaker for the ECM is OFF.

274 Troubleshooting Section

B. Reconnect the engine harness P5 connector to the terminal box. C. Disconnect the ECM P1 connector.

RENR5910-06

i02875039

Sensor Signal (Analog, Active) - Test

D. Install a jumper wire with the appropriate terminals into terminals “A” and “B” of the engine harness connector for the prelube pump pressure switch.

SMCS Code: 1439-038

E. Use an ohmmeter to measure the resistance between the terminals P1-30 and P1-31 for the prelube pump pressure switch. Wiggle the engine harness as you measure the resistance in order to check for an intermittent problem. Be sure to wiggle the harness near the connectors.

Use this procedure to troubleshoot the electrical system if a problem is suspected with the circuit for one of the analog sensors or if one of the diagnostic codes in Table 92 is active or easily repeated.

Expected Result: The resistance is less than 5 Ohms. Results:

• OK – The resistance is less than 5 Ohms. The

prelube pump pressure switch, the engine harness, and the wiring in the terminal box seem to be OK. There may be a problem with the ECM. Repair: It is unlikely that the ECM has failed. Reconnect the P1 connector to the ECM. Reconnect the prelube pump pressure switch to the engine harness. Exit this procedure and perform this procedure again. If the condition is not resolved, temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace”. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. STOP.

• Not OK – The continuity for one or both of the

measurements is greater than 5 Ohms. There is a problem with a connector or with the wiring between the P1 connector and the J5 connector. Repair: Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM OFF. Repair the connector(s) and/or the wiring, when possible. Replace the connector(s) and/or the wiring, if necessary. STOP.

System Operation Description:

RENR5910-06

275 Troubleshooting Section

Table 92

Diagnostic Codes Table Code

Conditions which Generate this Code

100-3 Engine Oil Pressure Sensor : Voltage Above Normal

The Electronic Control Module (ECM) has detected a voltage on the sensor's signal wire that is greater than 4.8 volts for 5 seconds.

100-4 Engine Oil Pressure Sensor : Voltage Below Normal

The ECM has detected a voltage on the sensor's signal wire that is less than 0.2 volts for 5 seconds.

101-3 Crankcase Air Pressure Sensor : Voltage Above Normal

The ECM has detected a voltage on the sensor's signal wire that is greater than 4.5 volts for 5 seconds.

101-4 Crankcase Air Pressure Sensor : Voltage Below Normal

The ECM has detected a voltage on the sensor's signal wire that is less than 0.5 volts for 5 seconds.

172-3 Intake Manifold Air Temperature Sensor : Voltage Above Normal

The ECM has detected a voltage on the sensor's signal wire that is greater than 4.8 volts for 5 seconds.

172-4 Intake Manifold Air Temperature Sensor : Voltage Below Normal

The ECM has detected a voltage on the sensor's signal wire that is less than 0.2 volts for 5 seconds.

174-3 Fuel Temperature Sensor : Voltage Above Normal

The ECM has detected a voltage on the sensor's signal wire that is greater than 4.5 volts for 5 seconds.

174-4 Fuel Temperature Sensor : Voltage Below Normal

The ECM has detected a voltage on the sensor's signal wire that is less than 0.5 volts for 5 seconds.

175-3 Engine Oil Temperature Sensor : Voltage Above Normal

The ECM has detected a voltage on the sensor's signal wire that is greater than 4.8 volts for 5 seconds.

175-4 Engine Oil Temperature Sensor : Voltage Below Normal

The ECM has detected a voltage on the sensor's signal wire that is less than 0.2 volts for 5 seconds.

542-3 Engine Oil Pressure Sensor Before Oil Filter : Voltage Above Normal

The ECM has detected a voltage on the sensor's signal wire that is greater than 4.8 volts for 5 seconds.

542-4 Engine Oil Pressure Sensor Before Oil Filter : Voltage Below Normal

The ECM has detected a voltage on the sensor's signal wire that is less than 0.2 volts for 5 seconds.

The following analog sensors are used by these engines. Refer to Troubleshooting, “Component Location” for graphics that show the location of the sensor's on the in-line engines and on the vee engines.

• Filtered engine oil pressure • Crankcase pressure • Inlet air temperature • Fuel temperature • Engine oil temperature

System Response

The ECM assumes the last valid value for the suspect sensor. The monitoring of the engine condition by the ECM is disabled. This disables the engine protection for the engine condition. The fuel is shut off. The shutdown output is activated. The code is logged. Since the engine protection is disabled, the engine is shut down. The alarm output is activated.

Engine operation is not affected. The value of the parameter is set to the last value from the sensor that is valid. Monitoring for restriction of the oil filters is disabled. The alarm output is activated. The code is logged.

• Unfiltered engine oil pressure Background Information The ECM continuously creates a pull-up voltage on the signal wire for each sensor. The ECM uses this pull-up voltage in order to detect a problem in the signal circuit. When the ECM detects voltage that is above a threshold on the signal wire, the ECM activates a high voltage -3 diagnostic code. When the ECM detects voltage that is below a threshold on the signal wire, the ECM activates a low voltage -4 diagnostic code.

276 Troubleshooting Section

Note: There may be a delay of 30 seconds or more in order for Caterpillar Electronic Technician (ET) to display an active diagnostic code. When you check for a diagnostic code, be sure to wait at least 30 seconds. The following components can cause these codes:

• Electrical connector or wiring • Sensor • ECM The most likely cause of a code is a problem with an electrical connector or wiring. The least likely cause of a code is the ECM. The ECM can be configured for one of these types of speed control:

• 0 to 5 V potentiometer • 4 to 20 mA The “DESIRED SPEED” potentiometer (if equipped) must be supplied with +5 VDC from the ECM. If the “DESIRED SPEED” potentiometer has a short circuit or the potentiometer's wiring has a short circuit, a 262-03 or 262-04 diagnostic code may be activated. There are no diagnostic codes for the circuit of the “DESIRED SPEED” potentiometer.

RENR5910-06

RENR5910-06

Illustration 191 Schematic for the in-line engines and the vee engines

277 Troubleshooting Section

g01665733

278 Troubleshooting Section

RENR5910-06

Illustration 193

g01431198

Terminal Box (1) (2) (3) (4) (5)

ECM connector J2/P2 ECM connector J1/P1 16 amp circuit breaker Connectors J3/P3 for the customer's connector Connectors J4/P4 for the optional control panel (if equipped) or for a customer's connector (6) J5/P5 connectors for the harness from the sensors (7) J6/P6 connectors for the harness from the sensors

Illustration 192

g01431172

P1 ECM connector (2) 5 V supply (3) Analog return (14) Inlet manifold air temperature (15) Fuel temperature (16) Desired engine speed (17) Engine oil temperature (18) 5 V supply (24) Filtered engine oil pressure (25) Crankcase pressure (35) Analog return

Illustration 194 Terminal strip in the control panel

g01431200

RENR5910-06

Illustration 195

279 Troubleshooting Section

g01431233

Illustration 196

P5 terminals on bottom of terminal box for an in-line engine

P5 terminals on bottom of terminal box for a vee engine

(P5-15) (P5-16) (P5-17) (P5-25) (P5-26) (P5-27) (P5-33) (P5-34) (P5-35) (P6-37) (P5-38) (P6-39) (P5-54) (P5-59) (P5-60) (P5-61) (P5-66) (P5-67)

(P5-15) Return for the engine oil temperature sensor (P5-16) Engine oil temperature (P5-17) +5 VDC for the engine oil temperature sensor (P5-25) Return for the unfiltered oil pressure sensor (P5-26) Unfiltered engine oil pressure (P5-27) +5 VDC for the unfiltered oil pressure sensor (P5-33) Return for the filtered oil pressure sensor (P5-34) Filtered engine oil pressure (P5-35) +5 VDC for the filtered oil pressure sensor (P5-49) Return for the crankcase pressure sensor (P5-50) Crankcase pressure (P5-51) +5 VDC for the crankcase pressure sensor (P5-59) Return for the inlet air temperature sensor (P5-60) Inlet air temperature (P5-61) +5 VDC for the inlet air temperature sensor

Return for the filtered oil pressure sensor Filtered engine oil pressure +5 VDC for the filtered oil pressure sensor Return for the unfiltered oil pressure sensor Unfiltered engine oil pressure +5 VDC for the unfiltered oil pressure sensor Return for the engine oil temperature sensor Engine oil temperature +5 VDC for the engine oil temperature sensor Return for the fuel temperature sensor Fuel temperature +5 VDC for the fuel temperature sensor Return for the crankcase pressure sensor Return for the inlet air temperature sensor Inlet air temperature +5 VDC for the inlet air temperature sensor Crankcase pressure +5 VDC for the crankcase pressure sensor

g01431234

280 Troubleshooting Section

RENR5910-06

Test Step 1. Determine if the Code is Logged or Active A. Connect Cat ET to the service tool connector. B. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. C. Clear any logged diagnostic codes. D. Monitor the active diagnostic code and the logged diagnostic codes on Cat ET. Note: Wait at least 30 seconds in order for diagnostic codes to become active. Identify the diagnostic code. Results:

• Logged code Repair: Do not troubleshoot a logged code unless the code relates to an operator complaint. If the code is logged and the code does not relate to an operator complaint, clear the code. Illustration 197

g01436909

P6 terminals on bottom of terminal box for a vee engine (P6-56) Fuel temperature (P6-68) Return for the fuel temperature sensor (P6-69) +5 VDC for the fuel temperature sensor

If the code is logged and the code relates to an operator complaint, proceed to Test Step 2.

• Active code – There is an active code for one of the analog sensors. Proceed to Test Step 3.

Test Step 2. Check the Integrity of the Connections at the Connectors A. Install a 7X-1708 Multimeter Probe (RED) and a 7X-1709 Multimeter Probe (BLACK) onto the test leads of a multimeter. Note: Ensure that the multimeter probes are in good repair. Bent probes may contact other terminals inside the connector. B. Check for an intermittent problem in the power supply: Note: Do not disconnect any harness connectors in order to perform this procedure. a. Carefully install the spoons (multimeter probes) into terminal locations P1-2 (sensor supply) and the P1-3 (analog return) at the ECM connector. Illustration 198 Harness connectors for the various sensors (A) 5 V supply (B) Return (C) Signal

g01431259

b. While you observe the voltage reading on the multimeter, wiggle the wires and pull on the wires at the connector for the suspect sensor. The voltage reading will not vary more than 0.5 volts for a solid electrical connection.

RENR5910-06

c. Remove the spoons (multimeter probes) from the connector. d. Carefully install the spoons (multimeter probes) into terminal locations A (sensor supply) and B (analog return) on the sensor side of the connector for the suspect sensor. e. While you observe the voltage reading on the multimeter, wiggle the wires and pull on the wires for the sensor supply and the analog return at the ECM connector. The voltage reading will not vary more than 0.5 volts for a solid electrical connection. f. Remove the spoons (multimeter probes) from the connector. C. Check for an intermittent signal: Note: Do not disconnect any harness connectors in order to perform this procedure. a. Carefully install the spoons (multimeter probes) into the terminal location for the signal wire of the suspect sensor at the ECM connector and the P1-3 (analog return). b. While you observe the voltage reading from the suspect sensor on the multimeter, wiggle the wires and pull on the wires at the connector for the suspect sensor. c. Remove the spoons (multimeter probes) from the connector. d. Carefully install the spoons (multimeter probes) into terminal locations C (signal) and B (analog return) on the sensor side of the connector for the suspect sensor. e. While you observe the signal on the multimeter, wiggle the wires and pull on the wires for the sensor supply and the analog return at the ECM connector. f. Remove the spoons (multimeter probes) from the connector. D. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Expected Result: The voltage reading did not vary more than 0.5 volts during either test. The signal was present and stable during either test.

281 Troubleshooting Section

Results:

• OK – The voltage reading did not vary more than

0.5 volts during either test. The signal was present and stable during either test. Repair: The connections are OK at the connectors. There does not appear to be an intermittent problem in the circuit at this time. Return the engine to service. STOP.

• Not OK – The voltage reading varied more than 0.5 volts during the test or the signal was not present or stable during the test.

Repair: Disconnect the suspect connector and inspect the connector and the terminals for moisture, damage, and corrosion. Repair the connectors and/or the terminals. Return the engine to service. STOP.

Test Step 3. Check the Supply Voltage at the Sensor Connector A. Disconnect the harness connector for the suspect sensor. B. Measure the voltage between terminal A (sensor supply) and terminal B (analog return) at the harness connector for the suspect sensor. Expected Result: The voltage is between 4.5 VDC and 5.5 VDC. Results:

• OK – The voltage is between 4.5 VDC and

5.5 VDC. The supply voltage is reaching the sensor connector. If you are troubleshooting a -3 diagnostic code, proceed to Test Step 4. If you are troubleshooting a -4 diagnostic code, proceed to Test Step 7.

• Not OK – The voltage is less than 4.5 VDC or the voltage is greater than 5.5 VDC.

Repair: The supply voltage at the sensor connector is incorrect. There appears to be a problem in the wiring harness or in a connector. There may be a problem with the power supply at the ECM. Perform the following procedure: 1. Disconnect the J1/P1 ECM connector. 2. Fabricate two jumper wires that are long enough to be used to create test circuits at the ECM connector. Crimp connector sockets to one end of each of the jumper wires.

282 Troubleshooting Section

3. Remove the wires from terminal locations P1-2 (sensor supply) and P1-3 (analog return). Install a jumper wire into each of these terminal locations. 4. Connect the J1/P1 ECM connector. 5. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. 6. Measure the voltage between the jumper wire in P1-2 (sensor supply) and P1-3 (analog return). 7. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 8. Restore the wiring to the original configuration. If the supply voltage between the jumper wires at the ECM is between 4.5 VDC and 5.5 VDC, the ECM is OK. There is a problem in the harness or in a connector. Repair the wiring harness. Verify that the repair resolved the original problem. If the supply voltage at the ECM is not between 4.5 VDC and 5.5 VDC, there is a problem with the ECM. Temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace”. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Verify that the repair resolved the original problem. STOP.

Test Step 4. Check for Battery Voltage on the Signal Wire Measure the voltage between terminals C (sensor signal) and B (analog return) on the harness connector for the suspect sensor. Expected Result: The voltage measurement is less than the +Battery voltage. Results:

• OK – The voltage measurement is less than the +Battery voltage. The signal wire is not shorted to the +Battery. Proceed to Test Step 5. • Not OK – The voltage measurement is

approximately equal to the +Battery voltage. The signal wire is shorted to the +Battery.

RENR5910-06

Repair: Repair the wiring, when possible. Replace parts, if necessary. Verify that the problem is resolved. STOP.

Test Step 5. Check the Signal Wire for an Open Circuit A. Disconnect the sensor that relates to the diagnostic code. B. Connect a jumper wire between the signal terminal and the return terminal on the harness connector for the suspect sensor. This will replace the sensor with a short circuit. C. Check that the -3 diagnostic code becomes a -4 diagnostic code with the jumper wire in place. Expected Result: The -3 code does not change to a -4 code when the jumper wire is connected. Results:

• OK – The -3 code does not change to a -4 code

when the jumper wire is connected. Connect the sensor. There is a problem with the wiring harness or with the ECM. Proceed to Test Step 6.

• Not OK – The -3 code changes to a -4 code when the jumper wire is connected. The wiring harness and the ECM are OK. Repair: Perform the following procedure: 1. Remove the jumper wire. 2. Connect a new sensor to the engine harness. Do not install the sensor into the engine. 3. Verify that the active -3 diagnostic code does not recur. 4. Install the sensor into the engine. 5. Clear all logged diagnostic codes and return the engine to service. STOP.

Test Step 6. Check the ECM for Proper Operation A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

RENR5910-06

B. Fabricate a jumper wire that is long enough to create a test circuit across the ECM connector. Crimp connector sockets to each end of the jumper wire. C. Determine the terminal location at the P1 ECM connector for the signal wire and the return wire of the suspect sensor.

283 Troubleshooting Section

Test Step 7. Check the Signal Wire for a Short Circuit A. Disconnect the connector for the suspect sensor with the -4 diagnostic code. B. Use Cat ET to check that a -3 diagnostic code becomes active.

D. Remove the signal terminal and the return terminal from the ECM connector.

C. Connect the sensor and check that the -4 diagnostic code recurs.

E. Install the jumper wire between the terminal locations for the signal and the return at the ECM connector. This will effectively replace the engine wiring with a short circuit.

Expected Result:

F. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.

Results:

G. Use Cat ET to check for a -4 diagnostic code. Expected Result: A -4 code is active when the jumper wire is installed. Results:

• OK – A -4 code is active when the jumper wire is

When the sensor is disconnected, the -4 code remains active.

• OK – When the sensor is disconnected, the -4

code remains active. Connect the sensor. There is a problem with the wiring harness or with the ECM. Proceed to Test Step 8.

• Not OK – When the sensor is disconnected, the -4 code changes to a -3 code. The harness and the ECM are OK. There is a problem with the sensor. Repair: Perform the following procedure:

installed. The ECM detected the jumper wire at the ECM connector. However, the ECM did not detect the jumper wire at the harness connector for the sensor. There is an open circuit in the wiring harness.

1. Connect a new sensor to the engine harness. Do not install the sensor into the engine.

Repair: Repair the wiring harness, when possible. Replace parts, if necessary. Verify that the problem is resolved.

3. Install the sensor into the engine.

STOP.

• Not OK – A -4 code is not active when the jumper wire is installed.

Repair: The ECM does not detect the short circuit at the ECM connector. There is a problem with the ECM. Perform the following procedure: Temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace”. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. STOP.

2. Verify that the active -4 diagnostic code does not recur.

4. Clear all logged diagnostic codes and return the engine to service. STOP.

Test Step 8. Check the ECM for Proper Operation A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Determine the terminal location at the P1 ECM connector for the signal wire of the suspect sensor. C. Remove the signal wire from the ECM connector. D. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. E. Check if the -4 diagnostic code becomes an active -3 active code.

284 Troubleshooting Section

RENR5910-06

Expected Result: A -3 code is active when the signal wire is disconnected from the ECM connector. Results:

• OK – A -3 code becomes active when the signal wire is removed from the ECM connector.

Repair: The ECM detected the open circuit at the ECM connector. However, the ECM did not detect the open circuit at the harness connector for the sensor. There is a problem with the wiring between the ECM connector and the harness connector for the sensor. There may be a problem with a connector. Repair the wiring or the connector, when possible. Replace parts, if necessary. Verify that the problem is resolved. STOP.

• Not OK – A -3 code is not active when the signal wire is disconnected from the ECM connector.

Repair: The ECM did not detect the open circuit at the ECM connector. There is a problem with the ECM. The ECM does not detect the open circuit at the ECM connector. There is a problem with the ECM. Perform the following procedure: Temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace”. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. STOP. i02876644

Sensor Signal (Analog, Passive) - Test SMCS Code: 1439-038 System Operation Description: Use this procedure to troubleshoot the electrical system if a problem is suspected with the coolant temperature sensor or if any one of the diagnostic codes in Table 93 is active or easily repeated.

RENR5910-06

285 Troubleshooting Section

Table 93

Diagnostic Codes Table Code and Description

Conditions which Generate this Code

110-3 Engine Coolant Temperature Sensor voltage above normal

The Electronic Control Module (ECM) detects a signal voltage that is more than 4.8 VDC for five seconds.

110-4 Engine Coolant Temperature Sensor voltage below normal

The ECM detects a signal voltage that is less than 0.2 VDC for five seconds.

System Operation Use this procedure to troubleshoot any suspect problems with the engine's coolant temperature sensor. Refer to Troubleshooting, “Component Location” for graphics that show the location of the sensor on the in-line engines and on the vee engines. The sensor signal for the passive sensor is routed from the ECM to terminal 1 of the sensor connector. The sensor return for the passive sensors is routed from the ECM to terminal 2 of the sensor connector. The ECM continuously creates a pull-up voltage on the signal wire for each sensor. The ECM uses this pull-up voltage in order to detect a problem in the signal circuit. When the ECM detects voltage that is above a threshold on the signal wire, the ECM activates a high voltage -3 diagnostic code. When the ECM detects voltage that is below a threshold on the signal wire, the ECM activates a low voltage -4 diagnostic code. Note: There may be a delay of 30 seconds or more in order for Caterpillar Electronic Technician (ET) to display an active diagnostic code. When you check for a diagnostic code, be sure to wait at least 30 seconds. The following components can cause these codes:

• Electrical connector or wiring • Sensor • ECM The most likely cause of a code is a problem with an electrical connector or wiring. The least likely cause of a code is the ECM.

System Response The ECM assumes the last valid value for the engine coolant temperature. The monitoring of the coolant temperature is disabled. This disables the engine protection for low coolant temperature and high coolant temperature. The fuel is shut off. The shutdown output is activated. The code is logged. Since the engine protection is disabled, the engine is shut down. The alarm output is activated.

286 Troubleshooting Section

RENR5910-06

g01431487

Illustration 199 Schematic for the passive analog sensor

Illustration 201

g01155187

Terminal locations at the connector for the passive analog sensor (Terminal 1) Sensor signal (Terminal 2) Analog sensor return

Illustration 200

g01420865

Terminal locations at the P1 ECM connector for the passive analog sensors (P1-3) Analog return (P1-27) Engine coolant temperature Illustration 202

g01431495

P5 terminals on bottom of terminal box for an in-line engine (P5-50) Engine coolant temperature (P5-49) Analog return

RENR5910-06

287 Troubleshooting Section

Test Step 1. Check for “Active” or “Logged” Diagnostic Codes A. Connect Cat ET to the service tool connector. B. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. C. Monitor the diagnostic codes on Cat ET. Check and record any diagnostic codes. Note: Wait at least 30 seconds in order for the diagnostic codes to become active. D. Determine if a diagnostic code has occurred several times. Note: A diagnostic code that is logged several times is an indication of an intermittent problem. Most intermittent problems are the result of a poor connection between a socket and a pin in a connector or of a poor connection between a wire and a terminal.

Illustration 203

g01431502

E. Determine if the problem is active and related to one of the following failure modes for the analog passive sensor:

P5 terminals on bottom of terminal box for a vee engine

• -3

(P5-41) Analog return (P5-42) Engine coolant temperature

• -4 Expected Result: A diagnostic code is not active. Results:

• OK – A diagnostic code is not active. Repair: There may be an intermittent electrical problem in the harness or in a connector. If an intermittent electrical problem is suspected, refer to Troubleshooting, “Electrical Connectors - Inspect” for information that is related to troubleshooting these problems. STOP.

• Active -3 – An active -3 diagnostic code is present. The ECM detects an open in the circuit for the sensor. Proceed to Test Step 2.

Illustration 204

g01431198

Terminal Box (1) ECM connector J2/P2 (2) ECM connector J1/P1 (3) 16 amp circuit breaker (4) Connectors J3/P3 for the customer's connector (5) Connectors J4/P4 for the optional control panel (if equipped) or for a customer's connector (6) J5/P5 connectors for the harness from the sensors (7) J6/P6 connectors for the harness from the sensors

• Active -4 – An active -4 diagnostic code is present. Proceed to Test Step 4.

Test Step 2. Check for Battery Voltage on the Signal Wire A. Measure the voltage on the harness side of the sensor connector between pin 1 and engine ground for the coolant temperature sensor.

288 Troubleshooting Section

Expected Result: The signal voltage is less than battery voltage. Results:

• OK – The signal voltage is less than battery

voltage. The circuit for the signal is not shorted to the +Battery. Proceed to Test Step 3.

• Not OK – The signal voltage is equal to battery voltage.

Repair: There is a short circuit to the +Battery in the harness. Repair the wiring harness or replace the wiring harness. Verify that the repair has resolved the original problem. STOP.

Test Step 3. Create a Short Circuit at the Connector for the Coolant Temperature Sensor A. Disconnect the harness connector for the coolant temperature sensor. B. Fabricate a jumper wire that is long enough to create a test circuit across the harness side of the sensor connector. Crimp connector pins to each end of the jumper wire. C. Install the jumper wire between terminal 1 (sensor signal) and terminal 2 (sensor return) at the sensor connector. D. Access the “Active Diagnostic Code” screen on Cat ET. Check for an active -4 diagnostic code for the coolant temperature sensor. Wait at least 30 seconds in order for the diagnostic codes to become active. E. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Expected Result: A -4 diagnostic code is now active for the coolant temperature sensor. Results:

• OK – A -4 diagnostic code became active with the jumper wire in place.

Repair: A -3 diagnostic code was active before creating the short at the sensor connector. A -4 diagnostic code became active after creating the short at the sensor connector. The wiring between the ECM and the sensor connector is OK. Perform the following procedure:

RENR5910-06

Temporarily connect a new sensor to the harness, but do not install the new sensor in the engine. Verify that there are no active diagnostic codes for the sensor. If there are no active diagnostic codes for the sensor, permanently install the new sensor. Clear any logged diagnostic codes. STOP.

• Not OK – A -3 diagnostic code is still active for

the coolant temperature sensor. There is an open circuit between the sensor connector and the ECM. There may be a problem with the ECM. Leave the sensor disconnected. Proceed to Test Step 5.

Test Step 4. Create an Open Circuit at the Connector for the Coolant Temperature Sensor A. Disconnect the sensor connector for the coolant temperature sensor. B. Access the “Active Diagnostic Code” screen on Cat ET. Check for an active -3 diagnostic code. Wait at least 30 seconds in order for the diagnostic codes to become active. C. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Expected Result: A -3 diagnostic code is now active for the coolant temperature sensor. Results:

• OK – A -3 diagnostic code becomes active while the sensor connector is disconnected.

Repair: A -4 diagnostic code was active before disconnecting the sensor. A -3 diagnostic code became active after disconnecting the sensor. The wiring between the ECM and the sensor connector is OK. Perform the following procedure: Temporarily connect a new sensor to the harness, but do not install the new sensor in the engine. Verify that there are no active diagnostic codes for the sensor. If there are no active diagnostic codes for the sensor, permanently install the new sensor. Clear any logged diagnostic codes. STOP.

• Not OK – A -4 diagnostic code is still active for

the coolant temperature sensor. There is a short circuit between the sensor connector and the ECM. There may be a problem with the ECM. Proceed to Test Step 5.

RENR5910-06

Test Step 5. Check for Proper Operation of the ECM A. Fabricate a jumper wire that is long enough to create a test circuit between the ECM connector and the negative battery connection. Crimp a connector socket to one end of the jumper wire. B. Disconnect the J1/P1 ECM connectors. C. Use a wire removal tool to remove the wire from terminal location P1-27 at the ECM connector. D. Install the socket end of the jumper wire into this terminal location. E. Connect the J1/P1 ECM connectors. F. Check the operation of the ECM by creating an open circuit at the ECM. a. During this portion of the test, be sure to hold the loose end of the jumper wire away from any ground source in order to create an open circuit condition. b. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. c. Monitor the “Active Diagnostic Code” screen on Cat ET. Wait at least 30 seconds for activation of the code. An open circuit diagnostic code -3 should be active for the coolant temperature sensor. G. Check the operation of the ECM by creating a short at the ECM. a. Install the loose end of the jumper wire that is for the signal wire to the ECM ground strap. Ensure that a good connection is made to the engine ground. b. Monitor the “Active Diagnostic Code” screen on Cat ET. Wait at least 30 seconds for activation of the code. A -4 diagnostic code should be active when the wire jumper is connected to engine ground. c. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. d. Remove the jumper wire. Restore the wiring to the original configuration.

289 Troubleshooting Section

Expected Result: A -3 diagnostic code is active while the jumper wire is not grounded to engine ground. A -4 diagnostic code is active while the jumper wire is connected to the engine ground. Results:

• OK – The correct diagnostic codes became active during the test procedure.

Repair: The ECM is operating properly. The problem is in the wiring between the ECM and the connector for the sensor. The problem is most likely in the signal wire for the sensor. Repair the signal wire for the sensor. Verify that the original condition has been resolved. STOP.

• Not OK – One of the following conditions exists:

The -3 diagnostic code is not active when the open circuit condition is present on the signal wire of the coolant temperature sensor. The -4 diagnostic code is not active when the signal wire for the coolant temperature sensor is connected to engine ground. Repair: The ECM is not operating properly. Perform the following procedure: Temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace”. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. STOP. i02883580

Sensor Signal (PWM) - Test SMCS Code: 1439-038 System Operation Description: Use this procedure to troubleshoot the electrical system if a problem is suspected with one of the circuit for the coolant pressure sensor or if any one of the diagnostic codes in Table 94 is active or easily repeated.

290 Troubleshooting Section

RENR5910-06

Table 94

Diagnostic Codes Table Code 109-3 Engine Coolant Outlet Pressure Sensor : Voltage Above Normal

Conditions which Generate this Code The duty cycle of the pressure sensor is outside the range of the sensor.

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

109-8 Engine Coolant Outlet Pressure Sensor : Abnormal Frequency, Pulse Width, or Period

Refer to Troubleshooting, “Component Location” for graphics that show the location of the sensor's on the in-line engines and on the vee engines. The engine coolant pressure sensor is a Pulse Width Modulated sensor (PWM). Pulse Width Modulation (PWM) – This is a digital signal. The frequency is constant: the percent on time versus the period is called a duty cycle. If the signal is on for 50 percent of the period as an example, the duty cycle is 50 percent. This provides a more accurate status for a parameter than a signal that can only be ON or OFF.

Note: Excessive pressure can generate false “noisy signal” diagnostic codes. If the actual engine coolant pressure is greater than approximately 444 kPa (64 psi), a “109-08 Engine Coolant Outlet Pressure Sensor noisy signal” diagnostic code will be generated. Although there is not a problem with the sensor, the code will be generated. If a “109-08” diagnostic code is generated, measure the absolute pressure with a pressure gauge before you troubleshoot the sensor. If the pressure is actually too high, reduce the pressure in order to avoid the false diagnostic codes from being activated. The “109-03” diagnostic code is probably caused by a problem with an electrical connector or with a harness. The next likely cause is a problem with a sensor. The least likely cause is a problem with the Electronic Control Module (ECM). Logged diagnostic codes provide a historical record. Before you begin this procedure, use Caterpillar Electronic Technician (ET) to print the logged codes to a file. This troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.

Illustration 205 Sample duty cycles that are low, medium, and high.

g01435459

RENR5910-06

291 Troubleshooting Section

g01435426

Illustration 206 Schematic of the circuit for the PWM sensor on the in-line engines and the vee engines The PWM sensor is connected to the ECM via the J5/P5 connectors on the terminal box.

Test Step 1. Inspect the Electrical Connectors and Wiring

• J2/P2 connectors for the ECM

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM to the OFF position.

• Engine harness connectors for the sensor

Note: For the following steps, refer to Troubleshooting, “Electrical Connectors Inspect”.

Illustration 207

g01431198

Terminal Box (1) ECM connector J2/P2 (2) ECM connector J1/P1 (3) 16 amp circuit breaker (4) Connectors J3/P3 for the customer's connector (5) Connectors J4/P4 for the optional control panel (if equipped) or for a customer's connector (6) J5/P5 connectors for the harness from the sensors (7) J6/P6 connectors for the harness from the sensors

B. Thoroughly inspect each of the following connectors:

• J5/P5 connectors on the terminal box

a. Check the torque of the allen head screws for each of the ECM connectors. Refer to Troubleshooting, “Electrical Connectors Inspect” for the correct torque values.

292 Troubleshooting Section

RENR5910-06

Illustration 209

g01435436

Terminal locations at the P5 connector on the terminal box that are for the circuit of the coolant pressure sensor on in-line engines

Illustration 208

g01435431

Terminal locations on the ECM P2 connector for the coolant pressure sensor on the in-line engines and the vee engines (P2-65) +8 Volt supply (P2-66) Sensor return (P2-68) Signal for the engine coolant pressure

(P5-40) (P5-41) (P5-42) (P5-43)

Shield Sensor return Signal for the engine coolant pressure +8 Volt supply

RENR5910-06

293 Troubleshooting Section

• Not OK – At least one of the connectors, pins,

or sockets is not connected properly. At least one connector or wire has corrosion, abrasion, and/or pinch points. The components are not in good condition and/or at least one connection is improper. Repair: Perform the necessary repairs and/or replace parts, if necessary. STOP.

Test Step 2. Check for Active Diagnostic Codes for the PWM Sensor A. Turn on the “Active Diagnostic” screen on Cat ET. Determine if either of these diagnostic codes are active:

• 109-03 Coolant Outlet Pressure open/short to +batt

• 109-08 Engine Coolant Outlet Pressure noisy signal

Expected Result: Illustration 210

g01435442

Neither of the codes are active.

Terminal locations at the P5 connector on the terminal box that are for the circuit of the coolant pressure sensor on vee engines

Results:

(P5-11) Shield (P5-21) Sensor return (P5-29) Signal for the engine coolant pressure (P5-37) +8 Volt supply

• OK – Neither of the codes are active.

b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the PWM sensor. c. Thoroughly check the harness and wiring for abrasion and for pinch points from the sensor to the ECM. Expected Result: All connectors, pins, and sockets are connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. Results:

• OK – All connectors, pins, and sockets are

connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. The components are in good condition with proper connections. Proceed to Test Step 2.

Repair: If any of the above codes are logged and the engine is not running properly, refer to Troubleshooting, “Symptom Troubleshooting”. If the engine is running properly at this time, there may be an intermittent problem in the harness that is causing the codes to be logged. Refer to Troubleshooting, “Electrical Connectors - Inspect”. STOP.

• Not OK – At least one of the above diagnostic codes is active. Proceed to Test Step 3.

Test Step 3. Check the Supply Voltage at the Sensor A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect the engine harness connector from the engine coolant pressure sensor. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.

294 Troubleshooting Section

Illustration 211

RENR5910-06

g00852837

Illustration 212

g00852837

Engine harness connector for the engine coolant pressure sensor

Engine harness connector for the engine coolant pressure sensor

(A) +8 V supply (B) Sensor return (C) Signal

(A) +8 V supply (B) Sensor return (C) Signal

D. Measure the voltage between terminals “A” and “B” on the engine harness connector for the engine coolant pressure sensor.

C. Use a multimeter that is capable of measuring both the duty cycle and the frequency. Connect the multimeter to the wire from terminal C and terminal B (Sensor return) of the sensor connector.

Expected Result: The voltage is 8.0 ± 0.8 VDC. Results:

• OK – The voltage is within the specification. The

correct voltage is available to the sensor. Proceed to Test Step 4.

• Not OK – The voltage is not within the specification. The correct supply voltage is not available to the sensor. There is probably an open circuit between the ECM and the sensor. Proceed to Test Step 7.

Test Step 4. Check the Sensor Signal at the Sensor A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Remove the signal wire for the engine coolant pressure sensor from terminal C of the sensor connector.

D. Turn the engine control switch to the STOP position. Switch the 16 amp circuit breaker for the ECM ON. E. Measure the duty cycle and the frequency of the sensor. Record the values. Expected Result: The frequency is between 400 and 600 Hz. The duty cycle is between 5 and 95 percent. Results:

• OK – The frequency and the duty cycle are

within the specifications. The sensor is creating a valid signal. Return the wiring to the original configuration. Proceed to Test Step 5.

• Not OK – The sensor signal is not within the

specifications. The sensor is receiving the correct supply voltage but the sensor is not producing a valid signal. Repair: Perform the following procedure: 1. Verify that the connectors for the engine coolant pressure sensor do not have moisture or corrosion. Refer to Troubleshooting, “Electrical Connectors - Inspect”. 2. Check the frequency and the duty cycle of the sensor signal again.

RENR5910-06

295 Troubleshooting Section

3. If the frequency and the duty cycle of the sensor signal are incorrect, disconnect the sensor. Connect a sensor that is known to be good. Do not install the new sensor into the engine yet. 4. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. 5. Check for an active diagnostic code for the PWM sensor. If the code is not active for the new sensor, install the sensor into the engine. Clear any logged diagnostic codes. Verify that the problem is resolved. STOP.

Test Step 5. Check the Sensor's Signal at the Terminal Box

Illustration 214

g01435442

Terminal locations at the P5 connector on the terminal box that are for the circuit of the coolant pressure sensor on vee engines (P5-11) Shield (P5-21) Sensor return (P5-29) Signal for the engine coolant pressure (P5-37) +8 Volt supply

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Remove the signal wire for the coolant pressure sensor from the P5 connector at the terminal box.

Illustration 213

g01435436

Terminal locations at the P5 connector on the terminal box that are for the circuit of the coolant pressure sensor on in-line engines (P5-40) (P5-41) (P5-42) (P5-43)

Shield Sensor return Signal for the engine coolant pressure +8 Volt supply

C. Use a multimeter that is capable of measuring both the duty cycle and the frequency. Connect the multimeter between the signal wire from the P5 connector and the sensor's return wire at the P5 connector. D. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. E. Measure the duty cycle and the frequency of the sensor. Record the values. Expected Result: The frequency is between 400 and 600 Hz. The duty cycle is between 5 and 95 percent.

296 Troubleshooting Section

The frequency and the duty cycle are approximately equal to the values that were recorded for the previous Test Step.

RENR5910-06

Test Step 6. Check the Sensor's Signal at the ECM

Results:

• OK – The frequency and the duty cycle of the

signal are within the specifications. The signal that is developed by the sensor is present at the terminal box. The engine harness appears to be OK. There may be a problem with a connector or with the harness inside the terminal box. Proceed to Test Step 6.

• Not OK – The frequency or the duty cycle of the

signal are not within the specifications. The signal that is developed by the sensor is not present at the terminal box. The signal wire in the engine harness has a problem. There may be a problem with a connector. Repair: Repair the harness or the connector, when possible. Replace the harness, if necessary. STOP.

Illustration 215

g01435431

Harness side of the ECM P2 connector (P2-65) +8 Volt supply (P2-66) Sensor return (P2-68) Signal for the engine coolant pressure

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Remove the signal wire from terminal P2-68 at ECM connector P2. Use a multimeter that is capable of measuring both the duty cycle and the frequency. Connect the multimeter between the signal wire from the P2 connector and the sensor's return wire at terminal P2-66. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Measure the frequency and the duty cycle of the signal.

RENR5910-06

Expected Result: The frequency is between 400 and 600 Hz.

297 Troubleshooting Section

Test Step 7. Check the Sensor Supply Voltage at the Terminal Box

The duty cycle is between 5 and 95 percent. The frequency and the duty cycle are approximately equal to the values that were previously recorded. Results:

• OK – The frequency and the duty cycle of the

signal are within the specifications. The signal that is developed by the sensor is present at the ECM. The connectors and the harness inside the terminal box appear to be OK. There may be a problem with the ECM. Repair: It is unlikely that the ECM has failed. Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Return all wiring to the original configuration.

Exit this procedure and perform this procedure again. If the problem is not resolved, temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace”. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Refer to Troubleshooting, “ECM - Replace”. Clear any logged diagnostic codes. Verify that the problem is resolved. STOP.

• Not OK – The frequency or the duty cycle of the

signal are not within the specifications. The signal that is developed by the sensor is not present at the ECM. There is a problem with the harness inside the terminal box. There may be a problem with a connector. Repair: Repair the harness or the connector, when possible. Replace the harness, if necessary. STOP.

Illustration 216

g01435436

Terminal locations at the P5 connector on the terminal box that are for the circuit of the coolant pressure sensor on in-line engines (P5-40) (P5-41) (P5-42) (P5-43)

Shield Sensor return Signal for the engine coolant pressure +8 Volt supply

298 Troubleshooting Section

RENR5910-06

Results:

• OK – The 8 volt supply voltage is present at the

J5 connector in the terminal box. The voltage supply was not available at the sensor. The engine harness between the J5 connector and the sensor connector appears to have a problem. There may be a problem with a connector. Repair: Repair the engine harness or the connector, when possible. Replace the harness, if necessary. STOP.

• Not OK – The sensor voltage supply is not present

at the terminal box. The harness inside the terminal box appears to have a problem or there may be a problem with the ECM. Proceed to Test Step 8.

Test Step 8. Check the 8 Volt Supply Voltage at the ECM A. Disconnect the J2/P2 ECM connector.

Illustration 217

g01435442

Terminal locations at the P5 connector on the terminal box that are for the circuit of the coolant pressure sensor on vee engines (P5-11) Shield (P5-21) Sensor return (P5-29) Signal for the engine coolant pressure (P5-37) +8 Volt supply

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Remove the wires from the J5 connector in the terminal box for the 8 volt supply wire and the sensor's return wire. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Measure the voltage between the 8 volt supply wire and the sensor's return wire. E. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. F. Return all wires to the original configuration. Expected Result: The voltage is 8.0 ± 0.8 VDC.

B. Fabricate two jumper wires that are long enough to be used to measure the supply voltage at the ECM connector. Crimp connector sockets to one end of each jumper wire. C. Remove the wires from terminal locations P2-65 (8 V sensor supply) and P2-66 (sensor return). Install a jumper wire into each of these terminal locations. D. Connect the J2/P2 ECM connector. E. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. F. Measure the voltage between the jumper wire in P2-65 (8 V sensor supply)(8 V sensor supply) and P2-66 (sensor return). G. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. H. Return all wires to the original configuration. Expected Result: The voltage is 8.0 ± 0.8 VDC. Results:

• OK – The voltage measurement is 8.0 ± 0.8 VDC. The ECM is operating correctly.

RENR5910-06

299 Troubleshooting Section

Repair: The supply wire or the sensor's return wire has an open circuit. Repair the wire. STOP.

• Not OK – The voltage measurement is not 8.0 ± 0.8 VDC.

Repair: Replace the ECM. Perform the following procedure: 1. Temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace” for details. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. STOP. i02876864

Sensor Supply - Test SMCS Code: 1439-038 System Operation Description: Use this procedure to troubleshoot the electrical system if a problem is suspected with one of the supply circuits or if any one of the diagnostic codes in Table 95 is active or easily repeated. Table 95

Diagnostic Codes Table Code

Conditions which Generate this Code

41-3 8 Volt DC Supply : Voltage Above Normal

The 8 volt power supply is above normal for two seconds.

41-4 8 Volt DC Supply : Voltage Below Normal

The 8 volt power supply is below normal for two seconds.

262-3 5 Volt Sensor DC Power Supply : Voltage Above Normal

The 5 volt power supply is above normal for two seconds.

262-4 5 Volt Sensor DC Power Supply : Voltage Below Normal

The 5 volt power supply is below normal for two seconds.

System Response The code is logged. The alarm output is activated. The shutdown output is activated. The engine is shut down.

Refer to Troubleshooting, “Component Location” for graphics that show the location of the sensor's on the in-line engines and on the vee engines.

• Inlet air temperature

5 Volt Power Supply

• Engine oil temperature

The Electronic Control Module (ECM) supplies 5.0 ± 0.5 VDC to these sensors:

• Unfiltered engine oil pressure

• Filtered engine oil pressure • Crankcase pressure

• Fuel temperature

• Desired speed potentiometer The ECM can be configured for one of these types of speed control:

300 Troubleshooting Section

RENR5910-06

• 0 to 5 V potentiometer • 4 to 20 mA The desired speed potentiometer (if equipped) must be supplied with +5 VDC from the ECM. If the desired speed potentiometer has a short circuit or the potentiometer's wiring has a short circuit, a 262-03 or 262-04 diagnostic code may be activated. There are no diagnostic codes for the circuit of the desired speed potentiometer.

Illustration 219

g01442990

Terminal Box (2) (3) (4) (5) (6)

ECM connector J2/P2 ECM connector J1/P1 16 amp circuit breaker Connectors J3/P3 for the customer's connector Connectors J4/P4 for the optional control panel (if equipped) or for a customer's connector (7) J5/P5 connectors for the harness from the sensors (8) J6/P6 connectors for the harness from the sensors

8 Volt Power Supply Illustration 218

g01442989

Control Panel (if equipped) (1) Desired speed potentiometer

The internal circuits for J2-2 (sensor supply) and J2-18 (speed control supply) are wired to the same voltage source inside the ECM. A short circuit on one of these terminals will cause a short circuit on the other terminal. A 262-4 5 Volt Sensor DC Power Supply voltage below normal will be activated if the following conditions occur:

• The desired speed signal wire is shorted to ground. • The speed control potentiometer is near the

maximum desired speed or at the maximum desired speed.

A diagnostic code for the 5 volt power supply is probably caused by a short circuit or by an open circuit in a harness. The next likely cause is a sensor problem. The least likely cause is a problem with the ECM.

The ECM supplies 8.0 ± 0.8 VDC to these sensors:

• Engine coolant pressure sensor • All of the detonation sensors The internal circuits for J2-56, J2-57 and J2-65 are wired to the same voltage source inside the ECM. A short circuit on one of these terminals will cause a short circuit on the other terminals. A diagnostic code for the 8 volt sensor supply is probably caused by a short circuit or by an open circuit in a harness. The next likely cause is a sensor problem. The least likely cause is a problem with the ECM.

Test Step 1. Inspect the Electrical Connectors and the Wiring A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Thoroughly inspect the condition of the connectors that are for the sensors. Inspect the condition of connectors that are located at the terminal box for the ECM. Refer to Troubleshooting, “Electrical Connectors - Inspect”.

RENR5910-06

C. Perform a 45 N (10 lb) pull test on each of the wires in each of the circuits. D. Check the torque of the allen head screws for each of the ECM connectors. Refer to Troubleshooting, “Electrical Connectors - Inspect” for the correct torque values. E. Check the harness and the wiring for abrasion and for pinch points from the sensors to the appropriate connector on the terminal box. Expected Result: All connectors, pins, and sockets are connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. All of the sensors are properly installed. Results:

• OK – All connectors, pins, and sockets are

connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. The components are in good condition with proper connections. Proceed to Test Step 2.

• Not OK – At least one of the connectors, pins, and sockets are not connected properly. At least one of the connectors and/or the wiring has corrosion, abrasion, and/or pinch points. Repair: Perform the necessary repairs and/or replace parts, if necessary. STOP.

Test Step 2. Check for Diagnostic Codes A. Connect Caterpillar Electronic Technician (ET) to the service tool connector. Refer to Troubleshooting, “Electronic Service Tools”. B. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. C. Use the “Active Diagnostic” screen on Cat ET. Check for the following active diagnostic codes:

• 41-3 8 Volt DC Supply short to +batt • 41-4 8 Volt DC Supply short to ground • 262-3 5 Volt Sensor DC Power Supply voltage above normal

• 262-4 5 Volt Sensor DC Power Supply voltage below normal

301 Troubleshooting Section

Note: Monitor the active diagnostic code and the logged diagnostic codes on Cat ET. Wait at least 30 seconds in order for diagnostic codes to become active. D. Adjust the potentiometer from the maximum speed setting to the minimum speed setting while you check for active diagnostic codes. Ensure that the adjustment of the speed potentiometer is not the cause of the active diagnostic code. Expected Result: None of the diagnostic codes that are listed above are active. Results:

• OK – None of the diagnostic codes for the sensor supply are active at this time.

Repair: Use the “Logged Diagnostic” screen on Cat ET to check for logged codes. Look for the same codes that are listed above. If any of the above codes are logged and the engine is running properly, there may be an intermittent electrical problem in a connector or on a wiring harness. If an intermittent electrical problem is suspected, refer to Troubleshooting, “Electrical Connectors Inspect” for troubleshooting information. STOP.

• Active 262-3 or 262-4 Code – A 262-3 or 262-4 diagnostic code is active at this time. There is a problem with one of the 5 volt supply circuits. Proceed to Test Step 3.

• Active 41-3 or 41-4 Code – A 41-3 or 41-4

diagnostic code is active at this time. There is a problem with one of the 8 volt supply circuits. Proceed to Test Step 6.

Test Step 3. Disconnect the 5 Volt Sensors and the Speed Potentiometer while you Monitor the Active Diagnostic Codes

302 Troubleshooting Section

Illustration 220 Schematic for the 5 volt sensors on the in-line engines and the vee engines

RENR5910-06

g01665733

RENR5910-06

A. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.

303 Troubleshooting Section

Test Step 4. Disconnect the 5 Volt Supply to the Components at the P5 and P6 Connectors on the Terminal Box

B. Monitor the active diagnostic code screen on Cat ET while you disconnect each 5 volt sensor at the sensor connector. Also, disconnect the wiring for the desired speed potentiometer at the potentiometer. Check for an active 262-3 code or an active 262-4 code after you disconnect each of the components. Note: Wait at least 30 seconds in order for the diagnostic codes to become active. C. Disconnect the following sensors one at a time:

• Filtered engine oil pressure • Crankcase pressure • Inlet air temperature • Fuel temperature • Engine oil temperature • Unfiltered engine oil pressure • Desired speed potentiometer D. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Expected Result: The diagnostic code deactivates when a particular sensor or the speed potentiometer is disconnected. Results:

• OK – The diagnostic code deactivates when a

particular sensor or the speed potentiometer is disconnected.

Repair: Connect the suspect component. If the code returns, replace the component. Return all wiring to the original configuration. Verify that the problem is resolved. STOP.

• Not OK – The diagnostic code remains active after all of the 5 volt components are disconnected. Leave all of the components disconnected. The 5 volt components are not the cause of the diagnostic code. Proceed to Test Step 4.

Illustration 221

g01432049

Terminal locations at the P5 connector on the terminal box that are for the 5 volt supply circuit on vee engines (P5-15) Return for the engine oil temperature sensor (P5-17) +5 VDC for the engine oil temperature sensor (P5-25) Return for the unfiltered oil pressure sensor (P5-27) +5 VDC for the unfiltered oil pressure sensor (P5-33) Return for the filtered oil pressure sensor (P5-35) +5 VDC for the filtered oil pressure sensor (P5-49) Return for the crankcase pressure sensor (P5-51) +5 VDC for the crankcase pressure sensor (P5-59) Return for the inlet air temperature sensor (P5-61) +5 VDC for the inlet air temperature sensor

304 Troubleshooting Section

Illustration 222

RENR5910-06

g01432055

Illustration 223

g01432056

Terminal locations at the P6 connector on the terminal box that are for the 5 volt supply circuit on vee engines

Terminal locations at the P5 connector on the terminal box that are for the 5 volt supply circuit on in-line engines

(P6-68) Return for the fuel temperature sensor (P6-69) +5 VDC for the fuel temperature sensor

(P5-15) Return for the filtered oil pressure sensor (P5-17) +5 VDC for the filtered oil pressure sensor (P5-25) Return for the unfiltered oil pressure sensor (P5-27) +5 VDC for the unfiltered oil pressure sensor (P5-33) Return for the engine oil temperature sensor (P5-35) +5 VDC for the engine oil temperature sensor (P6-37) Return for the fuel temperature sensor (P6-39) +5 VDC for the fuel temperature sensor (P5-54) Return for the crankcase pressure sensor (P5-67) +5 VDC for the crankcase pressure sensor (P5-59) Return for the inlet air temperature sensor (P5-61) +5 VDC for the inlet air temperature sensor

RENR5910-06

305 Troubleshooting Section

Repair: Reconnect the wire. If the code returns, the wire between the connectors on the terminal box and the connectors for the components is shorted to ground or shorted to another wire in the harness. Repair the wire. Return all wiring to the original configuration. Verify that the problem is resolved. STOP.

• Not OK – The diagnostic code remains active after all of the supply wires to the 5 volt components are disconnected. Leave all of the wires disconnected. The supply wires to the 5 volt components are not the cause of the diagnostic code. Proceed to Test Step 5.

Test Step 5. Measure the Voltage of the 5 Volt Supplies at the ECM

Illustration 224

g01667078

Terminal locations at the P4 connector on the terminal box that are for the circuit for the desired speed potentiometer (P4-N) 5 volt supply for the desired speed potentiometer (P4-p) Return for the desired speed potentiometer (P4-g) Return for the desired speed potentiometer (P4-X) Desired speed signal

A. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. B. Monitor the active diagnostic code screen on Cat ET while you remove the supply wire to each 5 volt sensor at the connectors on the terminal box. Also, disconnect the supply wire for the desired speed potentiometer at the P4 connector on the terminal box. Refer to Illustrations 221, 222, 223, and 224 for terminal locations. Check for an active 262-3 code or an active 262-4 code after you disconnect each of the wires. Note: Wait at least 30 seconds in order for the diagnostic codes to become active. C. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Expected Result: The diagnostic code deactivates when a particular wire to a component is disconnected.

Illustration 225

Results:

Terminal locations at the P1 ECM connector for the 5 volt supply on the in-line engines and the vee engines

• OK – The diagnostic code deactivates when a

particular wire to a component is disconnected.

(P1-2) 5 V Analog sensor supply (P1-3) Analog return (P1-18) 5 V supply for the engine speed potentiometer (P1-35) Analog return

A. Disconnect the J1/P1 ECM connector.

g01431738

306 Troubleshooting Section

B. Fabricate four jumper wires that are long enough to be used to create test circuits at the ECM connector. Crimp connector sockets to one end of each of the jumper wires. C. Remove the wires from terminal locations P1-2 (5 volt sensor supply) and P1-3 (return). Install a jumper wire into each of these terminal locations. Refer to Illustration 225 for terminal locations. D. Remove the wires from terminal locations P1-18 (5 volt supply) and P1-35 (return). Install a jumper wire into each of these terminal locations. E. Connect the J1/P1 ECM connector. F. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. G. Measure the voltage between the jumper wire in P1-2 (5 volt sensor supply) and P1-3 (return). H. Measure the voltage between the jumper wire in P1-18 (5 volt supply) and P1-35 (return). I. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Expected Result: Each voltage measurement is 5.0 ± 0.2 VDC. Results:

• OK – The voltage measurements are 5.0 ± 0.2 VDC. The ECM is operating correctly.

Repair: There is a supply wire that is shorted to another wire in the harness or there is a supply wire that is shorted to engine ground. The problem is between the P1 ECM connector and the connectors on the terminal box. Repair the harness, when possible. Replace the harness, if necessary. Return all wiring to the original configuration. Verify that the original problem has been resolved. STOP.

• Not OK – The voltage measurements are not 5.0 ± 0.2 VDC.

Repair: The ECM is not generating the correct supply voltage. There is a problem with the ECM. Perform the following steps: Temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace”.

RENR5910-06

If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. STOP.

RENR5910-06

307 Troubleshooting Section

Test Step 6. Disconnect the 8 Volt Sensors while you Monitor the Active Diagnostic Codes

Illustration 226 Schematic for the 8 volt sensors on the vee engines

g01431675

308 Troubleshooting Section

RENR5910-06

g01431727

Illustration 227 Schematic for the 8 volt sensors on the in-line engines

A. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. B. Monitor the active diagnostic code screen on Cat ET while you disconnect each of the 8 volt sensors at the sensor connector. Check for an active 41-3 code or an active 41-4 code. Note: Wait at least 30 seconds in order for the diagnostic codes to become active. C. Disconnect the following sensors one at a time:

• Engine coolant pressure sensor • Each of the detonation sensors D. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

Expected Result: The diagnostic code deactivates when a particular sensor is disconnected. Results:

• OK – The 41-3 or 41-4 diagnostic code deactivates when one of the 8 volt sensors is disconnected.

Repair: Connect the sensor. Check for the code. If the code returns, replace the suspect sensor. Return all wiring to the original configuration. Verify that the problem is resolved. STOP.

• Not OK – The 41-3 or 41-4 diagnostic code

remains active after all of the 8 volt sensors are disconnected. A sensor is not the cause of the diagnostic code. Leave the sensors disconnected. Proceed to Test Step 7.

RENR5910-06

309 Troubleshooting Section

Test Step 7. Disconnect the 8 Volt Supply to the Sensors at the Rail Connector(s)

Illustration 230

g01434187

Connectors on the left rail for vee engines Illustration 228

g01434185

Connectors on the rail for in-line engines

(13) 6 pin connector for the detonation sensors (14) Connector for a detonation sensor to the rail

(9) 6 pin connector for the detonation sensors (10) Connector for a detonation sensor to the rail

Illustration 231

g01433954

Typical connector for the “ignition/detonation rail” Illustration 229 Connectors on the right rail for vee engines (11) 6 pin connector for the detonation sensors (12) Connector for a detonation sensor to the rail

g01434186

(Terminal A) 8 volt supply (Terminal B) Return

A. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. B. Monitor the active diagnostic code screen on Cat ET while you remove the 8 volt supply wire to terminal A at the connector(s) for the rail. Check for an active 41-3 code or an active 41-4 code after you disconnect each of the wire(s).

310 Troubleshooting Section

Note: Wait at least 30 seconds in order for the diagnostic codes to become active. C. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

RENR5910-06

Test Step 8. Disconnect the 8 Volt Supply to the Sensors at the P5 and/or P6 Connectors on the Terminal Box

Expected Result: The diagnostic code deactivates when a particular 8 volt supply wire to the connector for the rail is disconnected. Results:

• OK – The diagnostic code deactivates when a

8 volt supply wire to the connector for the rail is disconnected.

Repair: Reconnect the wire. If the code returns, the wire between the connector for the rail and the detonation sensors is shorted to ground or shorted to another wire in the harness. Repair the wire. Return all wiring to the original configuration. Verify that the problem is resolved. STOP.

• Not OK – The diagnostic code remains active after the supply wires to the connectors for the rails are disconnected. Leave all of the wires disconnected. Proceed to Test Step 8.

Illustration 232

g01432041

Terminal locations at the P5 connector on the terminal box that are for the 8 volt supply circuit on vee engines (P5-11) Shield for the engine coolant pressure sensor (P5-13) Shield for the right side detonation sensors (P5-21) Return for the engine coolant pressure sensor (P5-23) Return for the right side detonation sensors (P5-31) +8 V supply for the right side detonation sensors (P5-37) +8 V supply for the engine coolant pressure sensor

RENR5910-06

Illustration 233

311 Troubleshooting Section

g01432046

Illustration 234

g01667097

Terminal locations at the P6 connector on the terminal box that are for the 8 volt supply circuit on vee engines

Terminal locations at the P5 connector on the terminal box that are for the 8 volt supply circuit on in-line engines

(P6-53) Shield for the left side detonation sensors (P6-54) Return for the left side detonation sensors (P6-67) +8 V supply for the left side detonation sensors

(P5-40) Shield for the engine coolant pressure sensor (P5-41) Return for the engine coolant pressure sensor (P5-43) +8 V supply for the engine coolant pressure sensor (P5-55) Shield for the detonation sensors (P5-56) Return for the detonation sensors (P5-57) +8 V supply for the detonation sensors

A. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. B. Monitor the active diagnostic code screen on Cat ET while you remove the supply wire to each 8 volt sensor at the connectors on the terminal box. Refer to Illustrations 232, 233, and 234 for terminal locations. Check for an active 41-3 code or an active 41-4 code after you disconnect each of the wires. Note: Wait at least 30 seconds in order for the diagnostic codes to become active. C. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Expected Result: The diagnostic code deactivates when a particular wire to a sensor is disconnected.

312 Troubleshooting Section

RENR5910-06

Results:

• OK – The diagnostic code deactivates when a particular wire to a sensor is disconnected.

Repair: Reconnect the wire. If the code returns, the wire between the connectors on the terminal box and the connectors for the sensors is shorted to ground or shorted to another wire in the harness. Repair the wire. Return all wiring to the original configuration. Verify that the problem is resolved. STOP.

• Not OK – The diagnostic code remains active

after all of the supply wires to the sensors are disconnected. Leave all of the wires disconnected. The supply wires to the sensors are not the cause of the diagnostic code. Proceed to Test Step 9.

Test Step 9. Check the Voltage of the 8 Volt Supplies at the ECM

Illustration 236

g01431681

Terminal locations at the P2 ECM connector that are for the 8 volt supply circuit on vee engines (P2-54) Return for the right side detonation sensors (P2-55) Return for the left side detonation sensors (P2-56) 8 volt supply for the right side detonation sensors (P2-57) 8 volt supply for the left side detonation sensors (P2-65) 8 volt supply for the coolant pressure sensor (P2-66) Return for the coolant pressure sensor

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect the J2/P2 ECM connector. C. Fabricate six jumper wires that are long enough to be used to create test circuits at the ECM connector. Crimp connector sockets to one end of each of the jumper wires.

Illustration 235

g01431677

Terminal locations at the P2 ECM connector that are for the 8 volt supply circuit on in-line engines (P2-54) (P2-56) (P2-65) (P2-66)

Return for the 8 volt detonation sensors 8 volt supply for the detonation sensors 8 volt supply for the coolant pressure sensor Return for the coolant pressure sensor

D. Remove the wires from terminal locations P2-56 (8 volt sensor supply) and P2-54 (return). Install a jumper wire into each of these terminal locations. E. Remove the wires from terminal locations P2-57 (8 volt sensor supply) and P2-55 (return). Install a jumper wire into each of these terminal locations.

RENR5910-06

F. If a coolant pressure sensor is installed, remove the wires from terminal locations P2-65 (8 volt sensor supply) and P2-66 (return). Install a jumper wire into each of these terminal locations. G. Connect the J2/P2 ECM connector. H. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. I. Measure the voltage between the jumper wire in P2-56 (8 volt sensor supply) and P2-54 (return). J. Measure the voltage between the jumper wire in P2-57 (8 volt sensor supply) and P2-55 (return). K. Measure the voltage between the jumper wire in P2-65 (8 volt sensor supply) and P2-66 (return). L. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Expected Result: The voltage measurements are 8.0 ± 0.4 VDC. Results:

• OK – The voltage measurements are 8.0 ± 0.4 VDC.

Repair: The ECM is operating correctly. There is a supply wire that is shorted to another wire in the harness or there is a supply wire that is shorted to engine ground. The problem is between the P2 ECM connector and the connectors on the terminal box. Repair the harness, when possible. Replace the harness, if necessary. Return all wiring to the original configuration. Verify that the original problem has been resolved. STOP.

• Not OK – The voltage measurement is not 8.0 ± 0.4 VDC.

Repair: The ECM is not generating the correct supply voltage. There is a problem with the ECM. Perform the following steps: Temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace”. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. STOP.

313 Troubleshooting Section

i02896266

Speed Control (Switch) - Test SMCS Code: 1915-038; 7332-038-VF System Operation Description: Use this procedure to troubleshoot the electrical system if a problem is suspected with the desired speed input or if one of the diagnostic codes in Table 96 is active.

314 Troubleshooting Section

RENR5910-06

Table 96

Diagnostic Codes Table Code

Conditions which Generate this Code

System Response

524-3 Desired Engine Speed Sensor : Voltage Above Normal

The Electronic Control Module (ECM) has been powered up for at least five seconds. The current to the ECM for the desired speed input is greater than 22 mA for more than five seconds.

524-4 Desired Engine Speed Sensor : Voltage Below Normal

The ECM has been powered up for at least five seconds. The current to the ECM for the desired speed input is less than 2 mA for more than five seconds.

When the “Idle/Rated” switch is in the “Rated” position, the ECM assumes a default value for the desired engine speed. The default value for the desired engine speed is equal to the “Minimum Engine High Idle Speed” that is programmed on the “Service/Configuration” screen of Caterpillar Electronic Technician (ET). The alarm output is activated. The code is logged.

Note: For this troubleshooting procedure, the “Desired Speed Input” configuration parameter must be set to “4-20 mA Input” in the “Service/Configuration” screen of Cat ET. The selection of this setting requires a 4 to 20 mA signal for regulation of the desired engine speed. If the “Desired Speed Input” is set to “0-5 VDC Input”, do not use this procedure to troubleshoot the circuit. When the desired speed input is correspondingly configured, the ECM controls the engine speed according to the 4 to 20 mA current.

Logged diagnostic codes provide a historical record. Before you begin this procedure, use Cat ET to print the logged codes to a file. The troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.

The value of the current corresponds to a range of desired engine speeds between minimum high idle and maximum high idle. The “Minimum Engine High Idle Speed” and the “Maximum Engine High Idle Speed” are set with the “Service/Configuration” screen of Cat ET. For more information, refer to Systems Operation/Testing and Adjusting, “Electronic Control System Parameters”. When the “Idle/Rated” switch is in the Rated position, a current value of 4.0 mA corresponds to the programmed “Minimum Engine High Idle Speed”. A current value of 20.0 mA corresponds to “Maximum Engine High Idle Speed”. Current values within this range will vary the desired engine speed in a linear fashion between “Minimum Engine High Idle Speed” and “Maximum Engine High Idle Speed”. The ECM will generate a diagnostic code in response to current outside of the range of 4 to 20 mA. Current values that are greater than 22 mA will activate the “524-3 Desired Engine Speed Sensor short to +batt” diagnostic code. Current values that are less than 2 mA will activate the “524-4 Desired Engine Speed Sensor short to ground” diagnostic code. The most likely causes of the diagnostic code are a poor connection or a problem in a wiring harness. The next likely cause is a problem with a component. The least likely cause is a problem with the ECM.

Illustration 237 Schematic of the 4 to 20 mA desired speed input

g01442077

RENR5910-06

315 Troubleshooting Section

Test Step 1. Inspect the Electrical Connectors and Wiring

Illustration 238

g01431198

Terminal Box (1) ECM connector J2/P2 (2) ECM connector J1/P1 (3) 16 amp circuit breaker (4) Connectors J3/P3 for the customer's connector (5) Connectors J4/P4 for the optional control panel (if equipped) or for a customer's connector (6) J5/P5 connectors for the harness (7) J6/P6 connectors for the harness

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Note: For the following steps, refer to Troubleshooting, “Electrical Connectors Inspect”. B. Thoroughly inspect the following components:

• ECM J1/P1 connectors • Customer connectors J3/P3 (if equipped) • Terminal box's J4/P4 connector for the control panel (if equipped)

• Terminal strip in the control panel (if equipped) • Wiring and the connections between the

terminal box and the device that supplies the 4 to 20 mA signal

a. Check the allen head screw on each of the ECM connectors for the proper torque. Refer to Troubleshooting, “Electrical Connectors Inspect” for the correct torque values.

Illustration 239

g01442148

Harness side of the ECM P1 connector (P1-36) + Signal (P1-37) − Signal (P1-70) +Battery(keyswitch)

b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the 4 to 20 mA circuit. c. Inspect the terminal strip in the control panel (if equipped) for the following conditions: loose wires, frayed wires, foreign objects, and corrosion. d. Check the harness and wiring for abrasion and for pinch points between the device that supplies the 4 to 20 mA signal and the ECM. Expected Result: All connectors, pins, and sockets are connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points.

316 Troubleshooting Section

Results:

• OK – All connectors, pins, and sockets are

connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. The components are in good condition with proper connections. If you are troubleshooting a 524-3 diagnostic code, proceed to Test Step 2. If you are troubleshooting a 524-4 diagnostic code, proceed to Test Step 4.

• Not OK – At least one of the connectors, pins,

or sockets is not connected properly. At least one connector or wire has corrosion, abrasion, and/or pinch points. The components are not in good condition and/or at least one connection is improper. Repair: Perform the necessary repairs and/or replace parts, if necessary. STOP.

Test Step 2. Check for a Short Circuit to the +Battery Side at the ECM P1 Terminal 36 A. Verify that the engine control switch is in the OFF/RESET position and the 16 amp circuit breaker for the ECM OFF. B. Make sure that there is no electrical power to the device that provides the 4 to 20 mA signal. C. Remove the two wires (“+” and “-”) for the 4 to 20 mA signal from the device that supplies the 4 to 20 mA signal. Tape the leads in order to ensure that the leads do not contact any object. D. Disconnect the ECM P1 connector. E. Use an ohmmeter to measure the resistance between terminals P1-36 and P1-70. Expected Result: The resistance is greater than 20,000 Ohms. Results:

• OK – The resistance is greater than 20,000 Ohms. The wiring from terminal P1-36 is not shorted to the +Battery side. Do not reconnect any connectors. Proceed to Test Step 3.

• Not OK – The resistance is less than 20,000

Ohms. There is a problem with a connection and/or with the wiring from terminal P1-36.

RENR5910-06

Repair: The problem may be between the ECM P1 connector and the J3 or J4 connector. Alternatively, the problem may be between the P3 or P4 connector and the device that provides the 4 to 20 mA signal. Repair the connection and/or the wire, when possible. Replace parts, if necessary. Verify that the problem is resolved. STOP.

Test Step 3. Check for a Short to Ground at the ECM P1 Terminal 37 A. Verify that the engine control switch is in the OFF/RESET position and the 16 amp circuit breaker for the ECM OFF. B. Make sure that the leads of the wires for the 4 to 20 mA signal do not contact any object. C. Use an ohmmeter to measure the resistance between terminal P1-37 and the ECM ground strap. Expected Result: The resistance is greater than 20,000 Ohms. Results:

• OK – The resistance is greater than 20,000 Ohms. The wiring from terminal P1-37 appears to be OK.

Repair: Reconnect the ECM P1 connector. Reconnect the two wires (“+” and “-”) for the 4 to 20 mA signal to the device that supplies the 4 to 20 mA signal. Proceed to Test Step 7.

• Not OK – The resistance for at least one of the

measurements is less than 20,000 Ohms. There is a problem with a connection and/or with the wiring that is connected to P1-37. Repair: The problem may be between the ECM P1 connector and the J3 or J4 connector. Alternatively, the problem may be between the J3 or J4 connector and the device that provides the 4 to 20 mA signal. Locate the wire with the short circuit and replace the wire. Verify that the problem is resolved. STOP.

RENR5910-06

317 Troubleshooting Section

Test Step 4. Check for a Short Circuit to the +Battery Side at the ECM P1 Terminal 37

Expected Result:

A. Verify that the engine control switch is in the OFF/RESET position and the 16 amp circuit breaker for the ECM OFF.

Results:

B. Make sure that there is no electrical power to the device that provides the 4 to 20 mA signal. C. Remove the two wires (“+” and “-”) for the 4 to 20 mA signal from the device that supplies the 4 to 20 mA signal. Tape the leads in order to ensure that the leads do not contact any object. D. Disconnect the ECM P1 connector. E. Use an ohmmeter to measure the resistance between terminals P1-37 and P1-70.

The resistance is greater than 20,000 Ohms.

• OK – The resistance is greater than 20,000 Ohms. The wiring from terminal P1-36 appears to be OK. Do not reconnect any connectors. Proceed to Test Step 6.

• Not OK – The resistance is less than 20,000

Ohms. There is a problem with a connection and/or with the wiring from terminal P1-36. Repair: The problem may be between the ECM P1 connector and the J3 or J4 connector. Alternatively, the problem may be between the P3 or P4 connector and the device that provides the 4 to 20 mA signal.

The resistance is greater than 20,000 Ohms.

Repair the connection and/or the wire, when possible. Replace parts, if necessary. Verify that the problem is resolved.

Results:

STOP.

Expected Result:

• OK – The resistance is greater than 20,000 Ohms. The wiring from terminal P1-37 is not shorted to the +Battery side. Do not reconnect any connectors. Proceed to Test Step 5.

• Not OK – The resistance is less than 20,000

Ohms. There is a problem with a connection and/or with the wiring from terminal P1-37. Repair: The problem may be between the ECM P1 connector and the J3 or J4 connector. Alternatively, the problem may be between the P3 or P4 connector and the device that provides the 4 to 20 mA signal. Repair the connection and/or the wire, when possible. Replace parts, if necessary. Verify that the problem is resolved. STOP.

Test Step 5. Check for a Short Circuit to Ground at the ECM P1 Terminal 36 A. Verify that the engine control switch is in the OFF/RESET position and the 16 amp circuit breaker for the ECM OFF. B. Make sure that the ends of the wires for the 4 to 20 mA signal do not contact any object. C. Use an ohmmeter to measure the resistance between terminal P1-36 and the ECM ground strap.

Test Step 6. Check for an Open Circuit A. Install a jumper wire between the two wires (“+” and “-”) that were removed from the device that supplies the 4 to 20 mA signal. B. Use an ohmmeter to measure the resistance between terminals P1-36 and P1-37 on the ECM side of the P1 connector. Expected Result: The resistance is less than 5 Ohms. Results:

• OK – The resistance is less than 5 Ohms. The circuit is not open.

Repair: Remove the jumper wire. Reconnect the two wires (“+” and “-”) for the 4 to 20 mA signal to the device that supplies the 4 to 20 mA signal. Reconnect the ECM P1 connector. Proceed to Test Step 7.

• Not OK – The resistance is greater than 5 Ohms. There is a problem with a connector and/or with the wiring from the P1 connector.

Repair: The problem may be between the ECM P1 connector and the J3 or J4 connector. Alternatively, the problem may be between the P3 or P4 connector and the device that provides the 4 to 20 mA signal.

318 Troubleshooting Section

RENR5910-06

Repair the connection and/or the wire, when possible. Replace parts, if necessary. Verify that the problem is resolved.

Speed/Timing - Test

STOP.

SMCS Code: 1912-038

Test Step 7. Check the Device that Provides the 4 to 20 mA Signal Measure the 4 to 20 mA signal according to the literature that is provided by the OEM of the device that provides the 4 to 20 mA signal. Verify that the correct signal is provided to the ECM. Verify that the 4 to 20 mA signal is present on terminals P1-36 and P1-37. Expected Result: The correct 4 to 20 mA signal is provided to the ECM. Results:

• OK – The correct 4 to 20 mA signal is provided

to the ECM. However, the ECM is not responding correctly to the signal. There may be a problem with the ECM. Repair: It is unlikely that the ECM is faulty. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following procedure: 1. Verify that the engine control switch is in the OFF/RESET position and the 16 amp circuit breaker for the ECM OFF.

2. Temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace” for details. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Verify that the original problem has been resolved. STOP.

• Not OK – The ECM is not receiving the correct 4

to 20 mA signal. There is probably a problem with the device that provides the 4 to 20 mA. Repair: Service the device that provides the 4 to 20 mA according to the literature that is provided by the OEM of the device. Verify that the problem is resolved. STOP.

i02897955

System Operation Description: Use this procedure to troubleshoot the electrical system if a problem is suspected with the circuit for the engine speed/timing sensor or if one of the diagnostic codes in Table 97 is active or easily repeated.

RENR5910-06

319 Troubleshooting Section

Table 97

Diagnostic Codes Table Code

Conditions which Generate this Code

System Response

190-2 Engine Speed Sensor : Erratic, Intermittent, or Incorrect

The crankshaft is rotating faster than the cranking speed and the signal from the engine speed/timing sensor is lost for at least one second.

190-8 Engine Speed Sensor : Abnormal Frequency, Pulse Width, or Period

The crankshaft is rotating faster than the cranking speed. The signal from the engine speed/timing sensor is lost but the signal returns within one second.

The shutdown output is activated. The code is logged. If the engine is not running, the engine will not start. If the engine is running, the engine is shut down.

The engine speed/timing sensor provides information about engine speed and about the position of the crankshaft to the Electronic Control Module (ECM). The sensor monitors the rotation of a speed-timing wheel. The passive sensor has a coil around a permanent magnet which generates voltage as the teeth of the speed-timing wheel pass through the magnetic field. The speed-timing wheel is installed on the rear of the right camshaft. The engine speed/timing sensor generates a signal that matches the pattern of the speed-timing wheel's teeth. The ECM monitors the speed of the signal pulses in order to determine the engine rpm. The speed-timing wheel has a special tooth pattern that indicates the position of the camshaft. The speed-timing wheel has 36 teeth that are evenly spaced and one extra tooth. The number one cylinder is at the top center position on the compression stroke when the centerline of the first tooth after the extra tooth aligns with the centerline of the sensor. All 37 teeth pass the sensor during one revolution of the camshaft or two revolutions of the crankshaft. With the information from the engine speed/timing sensor, the ECM is able to calculate the positions of the pistons in the cylinders. The ECM determines the desired ignition timing according to the engine speed and to the load. If detonation is detected in any of the cylinders, the ECM retards the timing of the affected cylinders. The ECM sends voltage pulses to the ignition transformers for firing the spark plugs according to the desired timing. If the ECM detects a problem with the engine speed/timing sensor's signal, the ECM will shut down the engine. If there is a problem with the engine speed/timing sensor's signal during start-up, the ECM will not initiate the ignition. The engine will not start. The corresponding diagnostic code is generated. If the engine speed/timing sensor is replaced, the sensor does not require calibration and the speed-timing wheel does not require adjustment.

The most likely causes of the diagnostic code are a poor electrical connection or a problem in a wiring harness. The next likely cause is a problem with the engine speed/timing sensor. The least likely cause is a problem with the ECM. Logged diagnostic codes provide a historical record. Before you begin this procedure, use Caterpillar Electronic Technician (ET) to print the logged codes to a file. The troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.

320 Troubleshooting Section

RENR5910-06

g01443100

Illustration 240 Schematic for the circuit of the engine speed/timing sensor on in-line engines and on vee engines The ECM is connected to the engine speed/timing sensor via the J6/P6 connectors on the terminal box.

Test Step 1. Inspect the Electrical Connectors and Wiring

Illustration 241

g01443104

Terminal Box (1) ECM connector J2/P2 (2) ECM connector J1/P1 (3) 16 amp circuit breaker (4) Connectors J3/P3 for the customer's connector (5) Connectors J4/P4 for the optional control panel (if equipped) or for a customer's connector (6) J5/P5 connectors for the harness from the sensors (7) J6/P6 connectors for the harness from the sensors

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM to the OFF position.

Illustration 242

Note: For the following steps, refer to Troubleshooting, “Electrical Connectors Inspect”.

(P1-32) + Signal (P1-33) − Signal (P1-51) Shield

g01443232

Terminal locations at the P1 connector on the ECM that are for the engine speed/timing sensor on the vee and in-line engines

B. Thoroughly inspect the ECM J1/P1 connectors, the terminal box J6/P6 connectors, and the connectors for the engine speed/timing sensor.

RENR5910-06

Illustration 243

321 Troubleshooting Section

g01443105

Illustration 244

g01443107

Terminal locations at the P6 connector on the terminal box that are for the engine speed/timing sensor on the vee engines

Terminal locations at the P6 connector on the terminal box that are for the engine speed/timing sensor on the in-line engines

(P6-13) Shield (P6-23) − Signal (P6-31) + Signal

(P6-47) Shield (P6-57) − Signal (P6-70) + Signal

a. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the engine speed/timing sensor. b. Check the torque of the Allen head screw for the ECM P1 connector and the terminal box's P6 connector. Refer to Troubleshooting, “Electrical Connectors - Inspect” for the correct torque values. c. Check the harness and wiring for abrasion and for pinch points from the engine speed/timing sensor to the ECM. Expected Result: All connectors, pins, and sockets are connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. Results:

• OK – All connectors, pins, and sockets are

connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. The components are in good condition with proper connections. Proceed to Test Step 2.

322 Troubleshooting Section

RENR5910-06

• Not OK – At least one of the connectors, pins,

or sockets is not connected properly. At least one connector or wire has corrosion, abrasion, and/or pinch points. The components are not in good condition and/or at least one connection is improper. Repair: Perform the necessary repairs and/or replace parts, if necessary. STOP.

Test Step 2. Check the Sensor

Illustration 246

g01443184

(14) Cover

Illustration 245

g01443111

Engine speed/timing sensor (8) Bracket (9) O-ring seal (10) Sensor (11) Integral connector on the sensor (12) Terminal for the + signal (13) Terminal for the - signal

A. Disconnect the engine harness from connector (11). Remove the bolt from bracket (8) and remove sensor (10) and the bracket as a unit. B. Inspect the sensor for damage. Inspect O-ring seal (9). If the O-ring seal is damaged, obtain a new O-ring seal for assembly.

Illustration 247

g01443226

(15) Speed-timing wheel

E. Remove cover (14) and inspect the speed-timing wheel for damage.

C. Clean the tip of the sensor, the sensor's mounting flange and the counterbore for the sensor in the rear housing.

Expected Result:

D. Use an ohmmeter to measure the resistance between terminals (12) and (13) in connector (11).

The resistance between terminals (12) and (13) is between 75 and 230 Ohms.

The sensor appears to be in good condition.

Note: At a temperature of 25 °C (77 °F), the resistance is between 110 and 200 Ohms. The speed-timing wheel is in good condition.

RENR5910-06

Results:

• OK – The sensor appears to be in good condition. The resistance is within the specifications. The speed-timing wheel is in good condition. There may be a problem with a connector and/or with the wiring in the engine harness. Install the cover. Reconnect the sensor to the engine harness. Do not install the sensor yet. Proceed to Test Step 3.

• Not OK – The sensor is damaged and/or the

323 Troubleshooting Section

Repair: Repair the connector(s) and/or the wiring, when possible. Replace the engine harness, if necessary. STOP.

Test Step 4. Measure the Sensor's Resistance from the ECM P1 Connector A. Disconnect the ECM P1 connector.

sensor's resistance is not within the specifications. The speed-timing wheel's teeth are damaged.

B. Measure the resistance between terminals P1-32 and P1-33 on the ECM side of the connector.

Repair: Obtain a new sensor or timing wheel.

C. Wiggle the wiring harness as you measure the resistance in order to check for an intermittent problem with the harness.

STOP.

Test Step 3. Measure the Sensor's Resistance from the Terminal Box P6 Connector

Expected Result:

A. Disconnect the terminal box P6 connector.

Note: At a temperature of 25 °C (77 °F), the resistance is between 110 and 200 Ohms.

B. Refer to Illustration 240 in order to identify the terminals on the P6 connector that are for your application. C. Measure the resistance between the + signal terminal and the − signal terminal for the engine speed/timing sensor on the terminal box's side of the P6 connector. D. Wiggle the engine harness as you measure the resistance in order to check for an intermittent problem with the harness. Be sure to wiggle the harness near the sensor's connector. Expected Result: The resistance is between 75 and 230 Ohms. Note: At a temperature of 25 °C (77 °F), the resistance is between 110 and 200 Ohms.

The resistance is between 75 and 230 Ohms.

Results:

• OK – The resistance is within the specifications.

The sensor, the engine harness, and the wiring in the terminal box seem to be OK. However, it is possible that there is still a problem with the sensor. Reconnect the ECM P1 connector to the ECM J1 connector. Proceed to Test Step 5.

• Not OK – The resistance is not within the

specifications. The resistance through the engine harness and through the sensor was OK. When the resistance through the wiring harness in the terminal box was added, the result was not correct. There is a problem with a connector or with the wiring between the P1 connector and the J6 connector.

Results:

Repair: Repair the connector(s) and/or the wiring, when possible. Replace the connector(s) and/or the wiring, if necessary.

• OK – The resistance is within the specifications.

STOP.

The circuit between the P6 connector and the sensor seems to be OK. There may be a problem with a connection and/or with the wiring in the terminal box. Reconnect the P6 connector to the J6 connector on the terminal box. Proceed to Test Step 4.

• Not OK – The resistance is not within the

specifications. There is a problem with a connection and/or with the wiring in the engine harness between the P6 connector and the connector for the engine speed/timing sensor.

Test Step 5. Verify the Engine Operation A. Install the sensor: a. Lubricate the sensor's O-ring seal with clean engine oil. b. Install the sensor into the counterbore in the rear housing. Make sure that the sensor is properly seated and that the bracket is flush with the mounting surface. Use the bolt to secure the bracket to the rear housing.

324 Troubleshooting Section

c. Make sure that the connector on the engine harness is in good condition. Connect the engine harness to the sensor's connector. Make sure that the mating of the connection is secure. Note: It is possible that a diagnostic code is generated for the engine speed/timing sensor only when the engine runs at normal operating temperature. B. Start the engine. Run the engine at normal operating temperature.

RENR5910-06

D. Prepare to use the “Status - Gas Engine Group 1” screen of Cat ET for observation of the engine speed. E. Shut OFF the main fuel supply to the engine. F. Observe the status of the engine speed and turn the engine control switch to the START position. G. After the engine speed stabilizes at the normal cranking speed, turn the engine control switch to the STOP position.

Expected Result:

H. Use the “Diagnostics” screen of Cat ET to check for active diagnostic codes.

The engine operates normally.

Expected Result:

Results:

When the engine control switch was turned to the START position, the engine speed accelerated from “0” rpm to an approximate speed of “60” rpm. The engine speed gradually increased to the normal cranking speed. When the engine control switch was turned to the STOP position, the engine speed returned to “0” rpm when the crankshaft stopped rotating.

• OK – The engine operates normally. The initial

diagnostic code was probably caused by a poor electrical connection in one of the harness connectors. Resume normal operation. STOP.

• Not OK (No Start-Up) – The engine did not operate normally. The engine did not start. A 190-2 or 190-8 diagnostic code was activated. Proceed to Test Step 6.

• Not OK (Shutdown After Warm-Up) – The engine

was shut down after normal operating temperature was achieved. A 190-2 or 190-8 diagnostic code was activated. Proceed to Test Step 6.

Test Step 6. Switch the Sensor A. Make sure that the engine control switch is in the OFF/RESET position and that the 16 amp circuit breaker for the ECM is OFF. B. Remove the original engine speed/timing sensor. Install an engine speed/timing sensor that is known to be good. Use the following procedure:

No 190-2 or 190-8 diagnostic code was activated. Results:

• OK – The correct engine speed was displayed.

The ECM is receiving a good signal from the engine speed/timing sensor. No 190-2 or 190-8 diagnostic code was activated. Switching the sensor resolved the problem. Resume normal operation. STOP.

• Not OK – The correct engine speed was not

displayed. A 190-2 or 190-8 diagnostic code was activated. The wiring and the sensor are apparently OK. There may be a problem with the ECM.

a. Lubricate the sensor's O-ring seal with clean engine oil.

Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the condition is not resolved, temporarily install a new ECM. Refer to Troubleshooting, “ECM Replace” for details.

b. Install the sensor into the counterbore in the rear housing. Make sure that the sensor is properly seated and that the bracket is flush with the mounting surface. Use the bolt to secure the bracket to the rear housing.

If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM.

c. Make sure that the connector on the engine harness is in good condition. Connect the engine harness to the sensor's connector. Make sure that the mating of the connection is secure.

STOP.

C. Switch the 16 amp circuit breaker for the ECM to the ON position.

RENR5910-06

325 Troubleshooting Section

i02885947

Starting - Test SMCS Code: 1451-038; 1453-038 System Operation Description: Use this procedure to troubleshoot the electrical system if a problem is suspected with the circuit for the prelube pump or if one of the diagnostic codes in Table 98 is active or easily repeated. Table 98

Diagnostic Codes Table Code

Conditions which Generate this Code

444-5 Starter Motor Relay : Current Below Normal

While the output driver is off for five seconds, the Electronic Control Module (ECM) detects an open in the circuit for the starting solenoid for more than five seconds.

444-6 Starter Motor Relay : Current Above Normal

While the output driver is on for five seconds, the ECM detects a short in the circuit for the starting solenoid for more than five seconds.

The ECM contains the logic and the outputs that control the engine's prelubrication, start-up, and shutdown. The logic for starting and for stopping is customer programmable. The logic responds to inputs from the following components: engine control switch, emergency stop switch, remote start switch, data link, and other inputs. The ECM supplies +Battery voltage to the starting motor's solenoid when the logic determines that it is necessary. The ECM removes the voltage when the crank terminate relay is energized. The voltage is also removed if the customer programmable “Overcrank Time” has expired. Logged diagnostics provide a historical record. Before you begin this procedure, use Caterpillar Electronic Technician (ET) to print the logged codes to a file. The most likely causes of the diagnostic code are a poor electrical connection or a problem in a wiring harness. The next likely cause is a problem with the starting motor's solenoid. The least likely cause is a problem with the ECM. The troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.

System Response The code is logged. The engine will not crank.

326 Troubleshooting Section

RENR5910-06

Test Step 1. Inspect the Electrical Connectors and Wiring

Illustration 249

g01431198

Terminal Box (1) (2) (3) (4) (5)

ECM connector J2/P2 ECM connector J1/P1 16 amp circuit breaker Connectors J3/P3 for the customer's connector Connectors J4/P4 for the optional control panel (if equipped) or for a customer's connector (6) J5/P5 connectors for the harness (7) J6/P6 connectors for the harness

Illustration 248

g01436710

Schematic for the starting motor's solenoid on the in-line engines and the vee engines

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Note: For the following steps, refer to Troubleshooting, “Electrical Connectors Inspect”.

RENR5910-06

327 Troubleshooting Section

Illustration 251

g01436716

Terminal locations at the P5 connector on the terminal box that are for the starting circuit on the in-line engines (P5-22) Return (P5-23) Circuit driver for the starting motor's solenoid

Illustration 250

g01436714

P2 ECM terminals that are used by the start circuit on in-line engines and vee engines (P2-10) Circuit driver for the starting motor's solenoid (P2-20) Return

328 Troubleshooting Section

RENR5910-06

Results:

• OK – All connectors, pins, and sockets are

connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. The components are in good condition with proper connections. Proceed to Test Step 2.

• Not OK – At least one of the connectors, pins,

or sockets is not connected properly. At least one connector or wire has corrosion, abrasion, and/or pinch points. The components are not in good condition and/or at least one connection is improper. Repair: Perform the necessary repairs, when possible. Replace parts, if necessary. STOP.

Test Step 2. Check for Diagnostic Codes A. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.

Illustration 252

g01436717

Terminal locations at the P6 connector on the terminal box that are for the starting circuit on the vee engines (P6-29) Return (P6-37) Circuit driver for the starting motor's solenoid

B. Thoroughly inspect the following connectors and the wiring harnesses for the connectors:

• ECM J2/P2 connectors • Terminal box J5/P5 connectors • Terminal box J6/P6 connectors • Connector to the starting solenoid a. Check the torque of the allen head screws for each of the ECM connectors. Refer to Troubleshooting, “Electrical Connectors Inspect” for the correct torque values. b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the starting motor's solenoid. c. Check the harness and wiring for abrasion and for pinch points from the ECM to the starting motor's solenoid. Expected Result: All connectors, pins, and sockets are connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points.

B. Wait for 30 seconds and use Cat ET to check for an active “444-5 Starter Motor Relay : Current Below Normal”diagnostic code. Note: The “444-5 Starter Motor Relay : Current Below Normal” diagnostic code can only be detected when the ECM output for the starting solenoid is OFF. The output is normally OFF when the engine control switch is in the STOP position. If there is an active “444-5 Starter Motor Relay : Current Below Normal” diagnostic code, proceed to the “Results” for this Test Step. Otherwise, continue this procedure. C. Use Cat ET to check the logged diagnostic codes. If there is a “444-6 Starter Motor Relay : Current Above Normal” code, clear the code. Note: To provide the output for the starting motor's solenoid, the sequence for engine start-up must be initiated. Otherwise, a “444-6 Starter Motor Relay : Current Above Normal” diagnostic code cannot be generated. D. To prevent the engine from starting, shut the gas supply OFF. E. Turn the engine control switch to the START position for at least 30 seconds. Then turn the engine control switch to the STOP position. F. Use Cat ET to look for a logged “444-6 Starter Motor Relay : Current Above Normal” diagnostic code again.

RENR5910-06

329 Troubleshooting Section

Expected Result: When the engine control switch was in the STOP position, there was no active “444-5 Starter Motor Relay : Current Below Normal” diagnostic code. After the engine was cranked, there was no logged “444-6 Starter Motor Relay : Current Above Normal” diagnostic code. Results:

• OK – No diagnostic codes were generated. The

output for the starting motor's solenoid seems to be OK at this time. The initial diagnostic code was probably caused by a poor electrical connection.

Illustration 253

g00859796

Typical connector for a solenoid

Repair: If there is an intermittent problem that is causing the codes to be logged, refer to Troubleshooting, “Electrical Connectors - Inspect”. STOP.

• Not OK (“444-5 Starter Motor Relay : Current Below Normal” diagnostic code) – A “444-5 Starter Motor Relay : Current Below Normal” diagnostic code was activated. This can be caused by an actual open circuit or by a short circuit to the +Battery side. Proceed to Test Step 3. • Not OK (“444-6 Starter Motor Relay : Current

Above Normal” diagnostic code) – After the engine was cranked, a “444-6 Starter Motor Relay : Current Above Normal” diagnostic code was generated. Proceed to Test Step 8.

Test Step 3. Check for a Short Circuit to the +Battery Side

Gaseous fuel is present. Personal Injury or Death can result from an open flame or spark igniting the gaseous fuel causing an explosion and/or fire. Always use a gas detector to determine the presence of gaseous fuel when maintaining and servicing. Contact your local gas provider immediately for assistance in the event of a leak. Note: Open sparks can be generated during this test.

C. Disconnect the connector from the starting motor's solenoid. Then reconnect the connector. Listen for an audible click from the solenoid. If the ambient noise is too loud, touch the solenoid when the solenoid is reconnected in order to feel the vibration. The solenoid will vibrate when the solenoid is de-energized and energized. Expected Result: There is no audible click and/or vibration when the solenoid is disconnected and reconnected. The solenoid is not energized when the engine control switch is in the STOP position. Results:

• OK – There is no audible click and/or vibration

when the solenoid is disconnected and connected. There is no short circuit to the +Battery side. There is an open circuit. Proceed to Test Step 5.

• Not OK – There is an audible click and/or vibration when the solenoid is disconnected and connected. The solenoid is receiving power when the engine control switch is in the STOP position. There is probably a short circuit to the +Battery side in a connector or a wiring harness. Proceed to Test Step 4.

Test Step 4. Determine the Cause of the Energized Solenoid

A. Make sure that no combustible gas is present in the surrounding atmosphere. B. Ensure that the engine control switch is in the STOP position.

Gaseous fuel is present. Personal Injury or Death can result from an open flame or spark igniting the gaseous fuel causing an explosion and/or fire. Always use a gas detector to determine the presence of gaseous fuel when maintaining and servicing. Contact your local gas provider immediately for assistance in the event of a leak.

330 Troubleshooting Section

RENR5910-06

Note: Open sparks can be generated during this test. A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

Illustration 255

g01436717

Terminal locations at the P6 connector on the terminal box that are for the starting circuit on the vee engines

Illustration 254

g01436716

Terminal locations at the P5 connector on the terminal box that are for the starting circuit on the in-line engines (P5-22) Return (P5-23) Circuit driver for the starting motor's solenoid

(P6-29) Return (P6-37) Circuit driver for the starting motor's solenoid

B. Use a 151-6320 Wire Removal Tool to remove the circuit driver for the starting solenoid from either the P5 or P6 connector on the terminal box. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.

Illustration 256

g00859796

Typical connector for a solenoid

D. Disconnect the connector from the starting motor's solenoid. Then reconnect the connector. Listen for an audible click from the solenoid.

RENR5910-06

331 Troubleshooting Section

If the ambient noise is too loud, touch the solenoid when the solenoid is reconnected in order to feel the vibration. The solenoid will vibrate when the solenoid is de-energized and energized. Expected Result: There is no audible click and/or vibration when the solenoid is disconnected and reconnected. The solenoid is not energized when the circuit driver for the solenoid is disconnected from either the P5 or the P6 connector on the terminal box. Results:

• OK – There is no audible click and/or vibration

when the solenoid is disconnected and reconnected. The solenoid is not energized when the circuit driver for the solenoid is disconnected from either the P5 or P6 connector on the terminal box. Repair: Use the following procedure to determine whether the circuit driver for the solenoid is faulty:

Gaseous fuel is present. Personal Injury or Death can result from an open flame or spark igniting the gaseous fuel causing an explosion and/or fire. Always use a gas detector to determine the presence of gaseous fuel when maintaining and servicing. Contact your local gas provider immediately for assistance in the event of a leak. Note: Open sparks can be generated during this test. 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the removed wire from the connector on the terminal box. Pull on the wire in order to verify that the terminal is properly installed.

Illustration 257

g01436714

P2 ECM terminals that are used by the start circuit on in-line engines and vee engines (P2-10) Circuit driver for the starting motor's solenoid (P2-20) Return

3. Use a 151-6320 Wire Removal Tool to remove terminal P2-10. 4. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. 5. Disconnect the connector from the starting motor's solenoid. Then reconnect the connector. Listen for an audible click from the solenoid. If the ambient noise is too loud, touch the solenoid when the solenoid is reconnected in order to feel the vibration. The solenoid will vibrate when the solenoid is de-energized and energized. If the solenoid is energized, there is a short in a connector and/or in the wiring in the terminal box. Repair the wiring and/or the connector, when possible. Replace parts, if necessary.

332 Troubleshooting Section

If the solenoid is not energized, there may be a problem with the ECM. Continue with this procedure. 6. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 7. Reinstall the terminal that was removed from P2-10. Pull on the wire in order to verify proper installation of the terminal.

RENR5910-06

Test Step 5. Create a Short Circuit in order to Check for an Open Circuit A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect the starting motor's solenoid.

8. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. 9. Disconnect the connector from the starting motor's solenoid. Then reconnect the connector. Listen for an audible click from the solenoid. If the ambient noise is too loud, touch the solenoid when the solenoid is reconnected in order to feel the vibration. The solenoid will vibrate when the solenoid is de-energized and energized.

Illustration 258

g00859796

Typical connector for a solenoid

If the solenoid is not energized, there is an intermittent problem with a connector and/or with the wiring. Refer to Troubleshooting, “Electrical Connectors - Inspect”.

C. Install a jumper wire with the appropriate connectors on the ends into terminals “A” and “B” of the solenoid's connector.

If the solenoid is energized, there is a problem with the ECM. Perform the following procedure:

D. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.

10. Temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace” for details. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. STOP.

• Not OK – There is an audible click and/or

vibration when the solenoid is disconnected and reconnected. The solenoid is energized when the circuit driver for the solenoid is disconnected from the connector on the terminal box. There is a short circuit to the +Battery side in the engine harness between the connector for the solenoid and the terminal box. Repair: Repair the connector and/or wiring in the engine harness, when possible. Replace the engine harness, if necessary. STOP.

Note: The “444-5 Starter Motor Relay : Current Below Normal” diagnostic code can only be detected when the ECM output for the starting solenoid is OFF. The output is normally OFF when the engine control switch is in the STOP position. E. Wait for 30 seconds and use the “Active Diagnostic” screen of Cat ET to look for a “444-5 Starter Motor Relay : Current Below Normal” diagnostic code. Expected Result: A “444-5 Starter Motor Relay : Current Below Normal” diagnostic code was not generated when the jumper wire was installed. Results:

• OK – A “444-5 Starter Motor Relay : Current Below Normal” diagnostic code was not generated when the jumper wire was installed. The ECM detected the short at the connector for the starting solenoid. The harness and the ECM are OK. There is a problem with the solenoid. Repair: Perform the following procedure:

RENR5910-06

333 Troubleshooting Section

1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Remove the jumper wire from the solenoid's connector. 3. Verify that the solenoid's connectors do not have damage, moisture, or corrosion. 4. Make repairs, as needed. If the problem is not resolved, replace the solenoid. STOP.

• Not OK – A “444-5 Starter Motor Relay : Current

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

Test Step 6. Check the Engine Harness A. Ensure that the engine control switch is in the OFF/RESET position and that the 16 amp circuit breaker for the ECM is OFF. B. Disconnect either the P5 or P6 connector on the terminal box. Refer to Illustration 248 for a schematic of the circuit. Verify that the P5 or P6 connector does not have damage, moisture, or corrosion. Make repairs, if necessary.

Illustration 259

g01436716

Terminal locations at the P5 connector on the terminal box that are for the starting circuit on the in-line engines (P5-22) Return (P5-23) Circuit driver for the starting motor's solenoid

334 Troubleshooting Section

RENR5910-06

Results:

• OK – When the jumper wire was installed, there

was no active “444-5 Starter Motor Relay : Current Below Normal” diagnostic code. There is an open in the harness between the connectors on the terminal box and the connector for the starting solenoid. Repair: Repair the engine harness, when possible. Replace the engine harness, if necessary. STOP.

• Not OK – When the jumper wire was installed,

a “444-5 Starter Motor Relay : Current Below Normal” diagnostic code was activated. The ECM did not detect the jumper wire in the connector on the terminal box. There is a problem in the terminal box. Proceed to test Step 7.

Test Step 7. Check the ECM A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Illustration 260

g01436717

Terminal locations at the P6 connector on the terminal box that are for the starting circuit on the vee engines (P6-29) Return (P6-37) Circuit driver for the starting motor's solenoid

C. Reconnect the P5 or P6 connector to the terminal box. D. Use a 151-6320 Wire Removal Tool to remove the circuit driver and return for the starting solenoid from either the P5 or P6 connector on the terminal box. Refer to Illustration 248 for a schematic of the circuit. E. Install a jumper wire with the appropriate connectors on the ends into the terminals in order to create a short in the circuit. Pull on the jumper wire in order to verify proper installation. F. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. G. Wait for 30 seconds and use Cat ET to check for an active “444-5 Starter Motor Relay : Current Below Normal” diagnostic code. Expected Result: There is no active “444-5 Starter Motor Relay : Current Below Normal” diagnostic code.

B. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the connector on the terminal box. C. Reinstall the terminals into the connector for the terminal box. Make sure that the terminals are installed into the correct locations. Pull on the wires in order to verify proper installation of the terminals. D. Disconnect the ECM J2/P2 connectors. Verify that the connectors do not have damage, moisture, or corrosion. Make repairs, if necessary.

RENR5910-06

335 Troubleshooting Section

Results:

• OK – When the jumper wire was installed, there

was no active “444-5 Starter Motor Relay : Current Below Normal” diagnostic code. The ECM detects the jumper wire at the P2 connector. However, the ECM did not detect the jumper wire at the connector on the terminal box. There is an open circuit between the ECM P2 connector and the connector on the terminal box. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P2 connector. 3. Reinstall the terminals into P2-10 and P2-20. Make sure that the terminals are installed into the correct locations. Pull on the wires in order to verify proper installation of the terminals. 4. Disconnect the ECM J2/P2 connectors. Verify that the connectors do not have damage, moisture, or corrosion. 5. Thoroughly inspect the connectors on the terminal box.

Illustration 261

g01436714

P2 ECM terminals that are used by the start circuit on in-line engines and vee engines

6. Use an ohmmeter to measure the continuity of the wires for the starting solenoid between the P2 connector and the connector on the terminal box.

(P2-10) Circuit driver for the starting motor's solenoid (P2-20) Return

If the resistance is less than 5 ohms, the circuit has good continuity. Otherwise, there is an open circuit.

E. Use the 151-6320 Wire Removal Tool to remove terminals P2-10 and P2-20. Label the terminals.

Make repairs, if necessary.

F. Reconnect the ECM J2/P2 connectors. G. Install the jumper wire into terminals P2-10 and P2-20. Pull on the jumper wire in order to verify proper installation. H. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. I. Wait for 30 seconds and use the “Active Diagnostic” screen of Cat ET to look for an active “444-5 Starter Motor Relay : Current Below Normal” diagnostic code. Expected Result: There is no active “444-5 Starter Motor Relay : Current Below Normal” diagnostic code.

STOP.

• Not OK – When the jumper wire was installed,

a “444-5 Starter Motor Relay : Current Below Normal” diagnostic code was activated. The ECM did not detect the jumper wire. There is a problem with the ECM. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P2 connector.

336 Troubleshooting Section

3. Reinstall the terminals into P2-10 and P2-20. Make sure that the terminals are installed into the correct locations. Pull on the wires in order to verify proper installation of the terminals. 4. Temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace” for details. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. STOP.

Test Step 8. Create an Open Circuit in order to Check for a Short Circuit to Ground A. Turn the engine control switch to the OFF/RESET position.

RENR5910-06

Results:

• OK – When the solenoid was connected, a “444-6

Starter Motor Relay : Current Above Normal” diagnostic code was generated. When the solenoid was disconnected, no “444-6 Starter Motor Relay : Current Above Normal” diagnostic code was generated. The ECM detected the open at the connector for the starting solenoid. The wiring and the ECM are OK. There is a problem with the solenoid. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Verify that the solenoid's connectors do not have damage and/or corrosion. 3. Make repairs, as needed.

B. Disconnect the starting motor's solenoid.

If the problem is not resolved, replace the solenoid.

C. Turn the engine control switch to the STOP position.

STOP.

D. Use Cat ET to clear the logged “444-6 Starter Motor Relay : Current Above Normal” diagnostic code. Note: To provide the output for the starting motor's solenoid, the sequence for engine start-up must be initiated. Otherwise, a “444-6 Starter Motor Relay : Current Above Normal” diagnostic code cannot be generated. E. To prevent the engine from starting, shut OFF the main gas supply. F. Turn the engine control switch to the START position for at least 30 seconds. Then turn the engine control switch to the STOP position. G. Use Cat ET to look for a logged “444-6 Starter Motor Relay : Current Above Normal” diagnostic code again. Expected Result: A “444-6 Starter Motor Relay : Current Above Normal” was not generated.

• Not OK – A “short to ground” diagnostic code was generated when the solenoid was disconnected. Proceed to Test Step 9.

Test Step 9. Create an Open Circuit at the Terminal Box A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

RENR5910-06

Illustration 262

337 Troubleshooting Section

g01436716

Illustration 263

g01436717

Terminal locations at the P5 connector on the terminal box that are for the starting circuit on the in-line engines

Terminal locations at the P6 connector on the terminal box that are for the starting circuit on the vee engines

(P5-22) Return (P5-23) Circuit driver for the starting motor's solenoid

(P6-29) Return (P6-37) Circuit driver for the starting motor's solenoid

B. Use a 151-6320 Wire Removal Tool to remove the circuit driver and return for the starting solenoid from either the P5 or P6 connector on the terminal box. Refer to Illustration 248 for a schematic of the circuit. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Use Cat ET to clear the logged “444-6 Starter Motor Relay : Current Above Normal” diagnostic code. Note: To provide the output for the starting motor's solenoid, the sequence for engine start-up must be initiated. Otherwise, a “444-6 Starter Motor Relay : Current Above Normal” diagnostic code cannot be generated. E. To prevent the engine from starting, shut OFF the main gas supply. F. Turn the engine control switch to the START position for at least 30 seconds. Then turn the engine control switch to the STOP position.

338 Troubleshooting Section

RENR5910-06

G. Use Cat ET to look for a logged “444-6 Starter Motor Relay : Current Above Normal” diagnostic code again. Expected Result: A “444-6 Starter Motor Relay : Current Above Normal” was not generated. Results:

• OK – A “444-6 Starter Motor Relay : Current Above Normal” diagnostic code was not generated when the output to the solenoid was disconnected from the terminal box. There is a short in the harness between the terminal box and the connector for the starting solenoid. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the terminal that was removed from the connector on the terminal box. Pull on the wire in order to verify proper installation of the terminal. 3. Repair the harness, when possible. Replace the harness, if necessary. STOP.

• Not OK – A “short to ground” diagnostic code was generated when the output to the solenoid was disconnected from the connector on the terminal box. There is probably a short circuit to ground in the terminal box.

Repair: Reinstall the terminal that was removed from the connector on the terminal box. Pull on the wire in order to verify proper installation of the terminal. Proceed to Test Step 10.

Test Step 10. Check the ECM A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

Illustration 264

g01436714

P2 ECM terminals that are used by the start circuit on in-line engines and vee engines (P2-10) Circuit driver for the starting motor's solenoid (P2-20) Return

B. Use the 151-6320 Wire Removal Tool to remove terminal P2-10. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Use Cat ET to clear the logged “444-6 Starter Motor Relay : Current Above Normal” diagnostic code. Note: To provide the output for the starting motor's solenoid, the sequence for engine start-up must be initiated. Otherwise, a “444-6 Starter Motor Relay : Current Above Normal” diagnostic code cannot be generated. E. To prevent the engine from starting, shut OFF the main gas supply. F. Turn the engine control switch to the START position for at least 30 seconds. Then turn the engine control switch to the STOP position.

RENR5910-06

339 Troubleshooting Section

G. Use Cat ET to look for a logged “444-6 Starter Motor Relay : Current Above Normal” diagnostic code again.

Wastegate - Test

Expected Result:

SMCS Code: 1057-038

The “444-6 Starter Motor Relay : Current Above Normal” diagnostic code was not generated.

System Operation Description:

Results:

• OK – When the output to the solenoid was

disconnected from the ECM P2 connector, the “444-6 Starter Motor Relay : Current Above Normal” diagnostic code was not generated. However, a “short to ground” diagnostic code was generated when the output to the solenoid was disconnected from the connector on the terminal box. There is a short in the terminal box between the ECM connector and the connector on the terminal box . Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the terminal that was removed into P2-10. Pull on the wire in order to verify proper installation of the terminal. 3. Repair the harness, when possible. Replace the harness, if necessary. STOP.

• Not OK – A “444-6 Starter Motor Relay : Current

Above Normal” diagnostic code was generated when the output to the solenoid was disconnected from the ECM P2 connector. There seems to be a problem with the ECM. Repair: Perform the following procedure:

1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the terminal that was removed into P2-10. Pull on the wire in order to verify proper installation of the terminal. 3. Temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace” for details. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. STOP.

i02901618

Use this procedure to troubleshoot the electrical system if a problem is suspected with the wastegate's solenoid or if one of the diagnostic codes in Table 99 is active.

340 Troubleshooting Section

RENR5910-06

Table 99

Diagnostic Codes Table Code

Conditions which Generate this Code

526-5 Turbo Wastegate Drive : Current Below Normal

The circuit driver for the electrohydraulic actuator's solenoid is energized. The Electronic Control Module (ECM) detects no current from the actuator or a current that is less than the normal level.

526-6 Turbo Wastegate Drive : Current Above Normal

The circuit driver for the electrohydraulic actuator's solenoid is energized. The ECM detects a current from the actuator that is greater than the normal level.

System Response The shutdown output is activated. The code is logged. The engine is shut down.

The ECM controls the wastegate actuator by adjusting the current flow through the actuator's solenoid. The diagnostic code is probably caused by a problem with an electrical connector or with the wiring. The next likely cause is a problem inside the actuator solenoid. The least likely cause is a problem with the ECM. Logged diagnostic codes provide a historical record. Before you begin this procedure, use Caterpillar Electronic Technician (ET) to print the logged codes to a file. This troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.

Illustration 265 Schematic of the circuit for the wastegate actuator

Test Step 1. Inspect the Electrical Connectors and Wiring Note: This step is important for troubleshooting a problem with instability.

g01444497

RENR5910-06

Illustration 266

341 Troubleshooting Section

g01431198

Terminal Box (1) ECM connector J2/P2 (2) ECM connector J1/P1 (3) 16 amp circuit breaker (4) Connectors J3/P3 for the customer's connector (5) Connectors J4/P4 for the optional control panel (if equipped) or for a customer's connector (6) J5/P5 connectors for the harness (7) J6/P6 connectors for the harness

A. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM OFF. Note: For the following steps, refer to Troubleshooting, “Electrical Connectors Inspect”.

Illustration 267

g01444485

P2 ECM terminals that are used by the solenoid for the wastegate on in-line engines and vee engines (P2-8) Wastegate actuator's circuit driver (P2-9) Return

342 Troubleshooting Section

Illustration 268

RENR5910-06

g01444489

Illustration 269

g01444487

Terminal locations on the P5 connector that are used by the solenoid for the wastegate on vee engines

Terminal locations on the P6 connector that are used by the solenoid for the wastegate on in-line engines

(P5-39) Return (P5-47) Wastegate actuator's circuit driver

(P6-13) Return (P6-23) Wastegate actuator's circuit driver

RENR5910-06

343 Troubleshooting Section

Illustration 271

g01444494

Typical view of the wastegate that is mounted on an in-line engine (10) Wastegate actuator (AA) Connectors for the wastegate actuator (A) Wastegate actuator's circuit driver (B) Return

B. Thoroughly inspect each of the following connectors:

• ECM J2/P2 connectors • J5/P5 connectors on the terminal box Illustration 270

g01444582

Typical view of the wastegate that is mounted on a vee engine (8) Solenoid for the wastegate actuator (9) Solenoid's connector (A) Wastegate actuator's circuit driver (B) Return

• J6/P6 connectors on the terminal box • Connectors for the wastegate actuator a. Check the torque of the Allen head screw for the ECM connector and for the connectors on the terminal box. Refer to Troubleshooting, “Electrical Connectors - Inspect” for the correct torque values. b. Perform a 45 N (10 lb) pull test on the wires that are associated with the circuit for the wastegate actuator. c. Thoroughly inspect the connectors for the wastegate actuator for moisture and for contamination. Check the harness and wiring for abrasion and for pinch points from the wastegate actuator to the ECM. Expected Result: All connectors, pins, and sockets are connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points.

344 Troubleshooting Section

Results:

• OK – All connectors, pins, and sockets are

connected properly. The connectors and the wiring do not have corrosion, abrasion, or pinch points. The components are in good condition with proper connections. Proceed to Test Step 2.

• Not OK – At least one of the connectors, pins,

or sockets is not connected properly. At least one connector or wire has corrosion, abrasion, and/or pinch points. The components are not in good condition and/or at least one connection is improper. Repair: Perform the necessary repairs and/or replace parts, if necessary. STOP.

Test Step 2. Check for Active Diagnostic Codes A. Prevent fuel from entering the engine. Verify that the gas supply to the engine is OFF. B. Connect Cat ET to the service tool connector. C. Switch the 16 amp circuit breaker for the ECM ON. D. If a 526-5 and/or 526-6 diagnostic code is logged, clear the code. E. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes. F. Observe the “Active Diagnostic” screen on Cat ET. Check and record any active diagnostic codes. G. Determine if the problem is related to an open circuit diagnostic code (-5) or a short circuit diagnostic code (-6). H. Turn the engine control switch to the STOP position. Expected Result: No diagnostic codes are active. Results:

RENR5910-06

• Not OK – A short circuit diagnostic code (-6) is active at this time. Proceed to Test Step 3.

• Not OK – An open circuit diagnostic code (-5) is active at this time. Proceed to Test Step 5.

Test Step 3. Disconnect the Connector for the Wastegate Actuator's Solenoid in Order to Create an Open Circuit A. Prevent fuel from entering the engine. Verify that the gas supply to the engine is OFF. B. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM to the OFF position. C. Disconnect the connector for the wastegate actuator's solenoid. D. Switch the 16 amp circuit breaker for the ECM ON. E. If a 526-5 and/or 526-6 diagnostic code is logged, clear the code. F. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes. G. Observe the “Active Diagnostic” screen on Cat ET. Check and record any active diagnostic codes. H. Turn the engine control switch to the STOP position. I. Return all the wiring to the original configuration. Expected Result: An open circuit diagnostic code (-5) is now active for the wastegate actuator's solenoid. Results:

• OK – A short circuit diagnostic code (-6) was

active before disconnecting the connector. An open circuit diagnostic code (-5) became active after disconnecting the connector. The ECM detected the open circuit. The engine harness and the ECM are OK.

Repair: The problem may have been related to a faulty connection in the harness. Carefully inspect the connectors and wiring. Refer to Troubleshooting, “Electrical Connectors - Inspect”.

Repair: Temporarily connect a new wastegate actuator's solenoid to the harness, but do not install the new wastegate actuator's solenoid. Verify that there are no active diagnostic codes for the wastegate actuator's solenoid. If there are no active diagnostic codes for the solenoid, permanently install the new solenoid. Clear any logged diagnostic codes.

STOP.

STOP.

• OK – No diagnostic codes are active.

RENR5910-06

• Not OK – A short circuit diagnostic code (-6)

remains active when the connector for the wastegate actuator's solenoid is disconnected. There is a short circuit between the harness connector for the solenoid and the ECM. Proceed to Test Step 4.

Test Step 4. Disconnect the Connector for the Wastegate Actuator's Solenoid at the Terminal Box in Order to Create an Open Circuit A. Prevent fuel from entering the engine. Verify that the gas supply to the engine is OFF. B. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM to the OFF position. C. Disconnect the connector for the wastegate actuator's solenoid at the terminal box. Determine the correct wire terminals for your application. Refer to Illustration 265. D. Remove the wires for the wastegate actuator's solenoid from the connector on the terminal box in order to create an open circuit. E. Switch the 16 amp circuit breaker for the ECM ON. F. If a 526-5 and/or 526-6 diagnostic code is logged, clear the code. G. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes. H. Observe the “Active Diagnostic” screen on Cat ET. Check and record any active diagnostic codes. I. Turn the engine control switch to the STOP position. J. Return all the wiring to the original configuration. Expected Result: An open circuit diagnostic code (-5) is now active for the wastegate actuator's solenoid. Results:

• OK – A short circuit diagnostic code (-6) was

active before disconnecting the connector. An open circuit diagnostic code (-5) became active after disconnecting the connector. The ECM detected the open circuit. The engine harness between the terminal box and the ECM is OK.

345 Troubleshooting Section

Repair: Repair the wiring between the terminal box and the connector for the wastegate actuator's connector. Clear any logged diagnostic codes. STOP.

• Not OK – A short circuit diagnostic code (-6)

remains active when the connector on the terminal box for the wastegate actuator's solenoid is disconnected. There is a short circuit between the terminal box and the ECM. Proceed to Test Step 7.

Test Step 5. Create a Short at the Connector for the Wastegate Actuator's Solenoid A. Prevent fuel from entering the engine. Verify that the gas supply to the engine is OFF. B. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM to the OFF position. C. Fabricate a jumper wire that is long enough to create a short between the terminals of the connector for the wastegate actuator's solenoid. Crimp connector pins to each end of the jumper wire. D. Install the jumper wire between terminal A (wastegate actuator's solenoid) and terminal B (solenoid return) on the harness side of the connector. E. Switch the 16 amp circuit breaker for the ECM ON. F. If a 526-5 and/or 526-6 diagnostic code is logged, clear the code. G. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes. H. Observe the “Active Diagnostic” screen on Cat ET. Check and record any active diagnostic codes. I. Turn the engine control switch to the STOP position. J. Return all the wiring to the original configuration. Expected Result: A short circuit diagnostic code (-6) is active when the jumper wire is installed. An open circuit diagnostic code (-5) is active when the jumper wire is removed.

346 Troubleshooting Section

Results:

• OK – A short circuit diagnostic code (-6) is active

RENR5910-06

J. Observe the “Active Diagnostic” screen on Cat ET. Check and record any active diagnostic codes.

when the jumper wire is installed. An open circuit diagnostic code (-5) is active when the jumper wire is removed. The ECM detected the short circuit. The engine harness and the ECM are OK.

K. Turn the engine control switch to the STOP position.

Repair: Temporarily connect a new solenoid for the wastegate actuator to the harness, but do not install the new solenoid. Verify that there are no active diagnostic codes for the solenoid. If there are no active diagnostic codes for the solenoid, permanently install the new solenoid. Clear any logged diagnostic codes.

Expected Result:

STOP.

• OK – A short circuit diagnostic code (-6) is active

• Not OK – The open circuit diagnostic code (-5)

remains active with the jumper in place. The open circuit is between the ECM and the connector for the wastegate actuator's solenoid. There may be a problem with the ECM. Proceed to Test Step 6.

Test Step 6. Create a Short at the Connector on the Terminal Box for the Wastegate Actuator's Solenoid A. Prevent fuel from entering the engine. Verify that the gas supply to the engine is OFF. B. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM to the OFF position.

L. Return all the wiring to the original configuration.

A short circuit diagnostic code (-6) is active when the jumper wire is installed. An open circuit diagnostic code (-5) is active when the jumper wire is removed. Results: when the jumper wire is installed. An open circuit diagnostic code (-5) is active when the jumper wire is removed. The ECM detected the short circuit. The engine harness between the terminal box and the ECM is OK. Repair: Repair the wiring between the terminal box and the connector for the wastegate actuator's connector. Clear any logged diagnostic codes. STOP.

• Not OK – The open circuit diagnostic code (-5)

remains active with the jumper in place. The open circuit is between the ECM and the connector on the terminal box. There may be a problem with the ECM. Proceed to Test Step 7.

C. Fabricate a jumper wire that is long enough to create a short between the terminals of the connector for the wastegate actuator's solenoid on the terminal box. Crimp connector pins to each end of the jumper wire.

Test Step 7. Check the Operation of the ECM

D. Disconnect the connector at the terminal box for the wastegate actuator's solenoid. Determine the correct wire terminals for your application. Refer to Illustration 265.

B. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM to the OFF position.

E. Remove the wires for the wastegate actuator's solenoid from the connector on the terminal box. Install the jumper wire between the circuit driver for the wastegate actuator's solenoid and the return for the wastegate actuator's solenoid on the ECM side of the connector. F. Reconnect the connector. G. Switch the 16 amp circuit breaker for the ECM ON. H. If a 526-5 and/or 526-6 diagnostic code is logged, clear the code. I. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes.

A. Prevent fuel from entering the engine. Verify that the gas supply to the engine is OFF.

C. Disconnect the J2/P2 ECM connector. D. Fabricate two jumper wires that are long enough to create a short between two terminals of the ECM connector. Crimp connector sockets to one end of each of the jumper wires. E. Remove the wire from terminal location P2-8 (wastegate actuator solenoid) at the ECM connector. Install one of the jumper wires into this terminal location. F. Remove the wire from terminal location P2-9 (solenoid return) at the ECM connector. Install the other jumper wire into this terminal location. G. Connect the J2/P2 ECM connector.

RENR5910-06

H. Create an open at the ECM: a. In order to ensure that an open circuit condition exists, do not allow the loose ends of the jumper wires to connect to each other or to engine ground. b. Switch the 16 amp circuit breaker for the ECM ON. c. If a 526-5 and/or 526-6 diagnostic code is logged, clear the code. d. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes. e. Observe the “Active Diagnostic” screen on Cat ET. Check and record any active diagnostic codes. f. Turn the engine control switch to the STOP position. I. Create a short at the ECM: a. Create a short between the jumper wires for the wastegate actuator's solenoid at the ECM connector. b. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes. c. Observe the “Active Diagnostic” screen on Cat ET. Check and record any active diagnostic codes. d. Turn the engine control switch to the STOP position. J. Restore all wiring to the original configuration. Expected Result: An open circuit diagnostic code (-5) is active when the jumper wires create an open circuit. A short circuit diagnostic code (-6) is active when the jumper wires for the wastegate actuator's solenoid are shorted together. Results:

• OK – An open circuit diagnostic code (-5) is active when the jumper wires create an open circuit. A short circuit diagnostic code -6 is active when the jumper wires are shorted together.

347 Troubleshooting Section

Repair: The ECM is operating properly. The problem is in the harness wiring between the ECM and the connectors on the terminal box. There may be a problem in one of the connectors. Repair the connectors or wiring and/or replace the connectors or wiring. STOP.

• Not OK – One of the following conditions exists:

The open circuit diagnostic code (-5) is not active when the jumper wires create an open circuit. The short circuit diagnostic code (-6) is not active when the wire jumpers are shorted together. Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following procedure: Temporarily install a new ECM. Refer to Troubleshooting, “ECM - Replace”. If the problem is resolved with a new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. STOP.

348 Troubleshooting Section

RENR5910-06

Service i02477528

Customer Passwords SMCS Code: 0785; 1900 Certain monitoring system parameters and system configuration parameters may be protected with customer passwords. Use of the passwords helps to prevent free access to the modification of the parameters. If the customer passwords are not programmed, all of the parameters are unprotected. The customer passwords can be changed, if necessary. The customer passwords or a factory password is needed in order to change the customer passwords. If the customer passwords are forgotten, factory passwords can be acquired from Caterpillar. After the customer passwords are entered, the passwords are required in order to change certain parameters. Once the passwords are entered successfully, the passwords are not requested again until another screen is accessed or the data link is interrupted. This feature is enabled by programming two customer passwords. Use the following procedure to program the passwords. The same procedure is used to change the passwords: 1. Access the “Service/Configuration” screen of the Caterpillar Electronic Technician (ET). 2. Highlight the “Customer Password #1” parameter. Click on the “Change” button in the lower right corner of the screen. Note: Be sure to record the customer passwords. Store the passwords securely. The passwords can have a maximum of eight characters. Alphanumeric characters may be used. The passwords are case sensitive. 3. Enter the password in the “Change Parameter Value” dialog box and click on the “OK” button. 4. Highlight the “Customer Password #2” parameter. Click on the “Change” button in the lower right corner of the screen. 5. Enter the password in the “Change Parameter Value” dialog box and click on the “OK” button. The passwords are now programmed into the memory of the Electronic Control Module (ECM). Make a copy of Illustration 272 and record your passwords. Store the passwords securely.

Illustration 272

g01237282

i03924612

Factory Passwords SMCS Code: 0785; 1900 Note: Factory passwords are only available to service technicians from an authorized Caterpillar Dealership. Customers of Caterpillar do not have access to the Caterpillar Feature Protection System (FPS). Factory passwords are necessary to authorize access to certain screens in Caterpillar Electronic Technician (ET). Factory passwords are also used to access specific configuration parameters in the Electronic Control Module (ECM). If you change parameters that require factory passwords, the “Enter Factory Passwords” dialog box will automatically be displayed. This dialog box indicates that a factory password must be obtained before the change can be made. A hyperlink is available at the bottom of the dialog box that will simplify the entry of ECM information into the FPS. In order to use this hyperlink, the Personal Computer (PC) that is running Cat ET must be connected to the Internet. When the hyperlink is selected, the ECM information will automatically be transferred to the entry screen on the Caterpillar FPS. If the PC that is running Cat ET is not connected to the Internet, you may save the ECM information to a file. This file can be opened when the PC is connected to the Internet and a hyperlink will be displayed. When you select the hyperlink, the ECM information will automatically be transferred to the entry screen that is on the Caterpillar FPS. Factory passwords may be required to perform each of the following functions in Cat ET: ECM Replacement – When an ECM is replaced, the system configuration parameters must be programmed into the new ECM. The new ECM will allow specific parameters to be programmed once without the use of factory passwords. Parameters that are protected by factory passwords may require that you obtain factory passwords during an ECM replacement.

RENR5910-06

349 Troubleshooting Section

Rerate Engine Power – An engine power rerate may require changing the interlock code, which is protected by factory passwords. Software Enabled Attachments – Your application may have special features that can be enabled with Cat ET. This customized software is available to provide enhanced operation for your application. These features may also require the installation of additional hardware on the application. A cost may be associated with these software enabled attachments. Factory passwords are necessary to enable this software. Customer passwords – Factory passwords are required in order to restore customer passwords and factory passwords are required in order to reset customer passwords. Set Configuration parameters – Factory passwords are required in order to modify specific configuration parameters. Refer to Troubleshooting, “Configuration Parameters” for details that are related to the parameters for your application. If factory passwords are needed in order to change a parameter, Cat ET will prompt you for the password when the change is attempted. Newer versions of Cat ET display an icon of a padlock that is used to indicate that a parameter requires a factory password for modification. Clear engine events and certain diagnostic codes – Some engine events require factory passwords in order to clear the code from ECM memory. For example, factory passwords must be obtained in order to clear a code that is related to an engine overspeed condition. Clear these codes only when you are certain that the problem has been corrected. i02826488

ECM Will Not Accept Factory Passwords SMCS Code: 0785; 1901

Probable Causes One of the following items may not be recorded correctly on the Caterpillar Electronic Technician (ET):

Recommended Actions 1. Verify that the correct passwords were entered. Check every character in each password. Remove the electrical power from the engine for 30 seconds and then retry. 2. Verify that Cat ET is displaying the “Enter Factory Passwords” dialog box. 3. Use Cat ET to verify that the following information has been entered correctly:

• Engine serial number • Serial number for the electronic control module • Serial number for Cat ET • Total tattletale • Reason code For additional information, refer to Troubleshooting, “Factory Passwords”. i02916572

Electronic Service Tool Does Not Communicate SMCS Code: 0785; 1900 System Operation Description: Use this procedure to solve communication problems between Caterpillar Electronic Technician (ET) and the Electronic Control Module (ECM). Cat ET must communicate with the ECM in order to fully service the engine. There is a “Power” indicator on the communication adapter that indicates that the communication adapter is receiving power. An indicator on the communication adapter indicates that communication is occurring on the data link. Cat ET displays a message if Cat ET can not communicate with the data link. The following conditions can cause a communication problem:

• Cat ET

• Passwords

• Communication adapter and/or cables

• Serial numbers

• Configuration for the communications adapter

• Total tattletale

• Electrical power supply to the service tool

• Reason code

connector

• Cat Data Link

350 Troubleshooting Section

RENR5910-06

This procedure determines the root cause of failure to communicate on the data link.

Test Step 3. Verify that Cat ET is Configured Correctly

Test Step 1. Verify that the Newest Version of Cat ET is Being Used

Cat ET must be configured correctly in order to communicate. Perform the following procedure:

Check the version of Cat ET. Cat ET must be the newest version.

A. Click on the “Utilities” menu.

Expected Result: Cat ET is the most current version. Results:

B. Click on the “Preferences” menu. C. Select the “Communications” tab. D. Verify that “Caterpillar Communications Adapter II (Serial IP)” is selected.

• OK – Cat ET is the most current version. Attempt

If “Caterpillar Communications Adapter II (Serial IP)” is not an option for selection, the firmware for the communications adapter must be updated. Perform the following procedure:

• Not OK – Cat ET is an old version.

Update the communication adapter's firmware by using the “Comm Adapter II Toolkit”. Then, select the “Caterpillar Communications Adapter II (Serial IP)” option.

to establish communication. Continue with this procedure if the communication adapter does not communicate.

Repair: Download the newest version of Cat ET. Attempt to establish communication. Continue with this procedure if the communication adapter does not communicate.

Test Step 2. Verify that the Correct Communication Adapter and Cables are Being Used

Continue with this procedure. E. Check for any hardware that is utilizing the same port as the communications adapter. If any devices are configured to use the same port, exit or close the software programs for that device.

Refer to Troubleshooting, “Electronic Service Tools” in order to determine the correct communication adapter and cables.

Note: The most commonly used port is “COM 1”.

Expected Result:

Results:

Note: Cat ET must reconnect in order for any changes to be used. Electronically disconnect Cat ET if changes were made to any of the settings for communications. Electronically connect Cat ET. Attempt to establish communication. Observe the indicator on the communications adapter.

• OK – The correct communication adapter and

Expected Result:

The correct communication adapter and cables are used.

cables are being used. Attempt to establish communication. Continue with this procedure if the communication adapter does not communicate on the data link.

• Not OK – An incorrect communication adapter or cable was being used.

Repair: Connect the correct communication adapter or cable. Refer to Troubleshooting, “Electronic Service Tools”, if necessary. Attempt to establish communication. Continue with this procedure if the communication adapter does not communicate on the data link.

F. Click “OK”.

Cat ET communicates. Results:

• OK – Cat ET communicates. STOP. • Not OK – Cat ET does not communicate. The

“Power” indicator is not illuminated. Proceed to Test Step 4.

• Not OK – Cat ET does not communicate. The

“Power” indicator is illuminated. Proceed to Test Step 5.

RENR5910-06

351 Troubleshooting Section

Test Step 4. Check the Electrical Power to the Communications Adapter

Test Step 5. Check the Service Tool Connector A. Perform a visual inspection of the wiring to the service tool connector. Look for these problems:

• Harness damage that is caused by chafing • Harness damage that is caused by excessive heat

B. Inspect the service tool connector. Pull on each wire that is associated with the data link. This verifies that each wire is properly attached to the terminal and that the terminal is properly inserted into the connector. Illustration 273

g01350067

Power terminals on the service tool connectors. (A) +Battery (B) −Battery

A. Refer to Illustration 273. Check for battery voltage at the service tool connector. Expected Result: Battery voltage is not present at the service tool connector. Results:

Repair any wiring problems. Attempt to establish communication after the wiring has been repaired. Expected Result: The harness for the service tool is OK. Results:

• OK – The harness for the data link is OK. Repair: Test the circuit for the Cat Data Link. STOP.

• OK – Battery voltage is not present at the service tool connector.

Repair: Inspect the wiring and fuses. Determine the cause of the missing voltage. Make the necessary repairs. Attempt to establish communication after the electrical power is at the service tool connector. Proceed to Test Step 5 if the service tool does not communicate.

i04031976

ECM Software - Install SMCS Code: 1901-591; 7620-012 Use this procedure to troubleshoot the electrical system if the diagnostic code in 100 is active. Table 100

Diagnostic Codes Table

• Not OK – Battery voltage is present at the service tool connector.

Repair: Verify that the cable between the service tool connector and the communication adapter is OK. Replace the cable, if necessary. Replace the communication adapter if the following conditions are true:

• There is power at the cable's “Data Link” connector.

• The communication adapter's “Power” indicator is not illuminated.

STOP.

CDL Code 253-2 Personality Module : Erratic, Intermittent, or Incorrect

Conditions which Generate this Code The flash file is for a different engine family or for a different engine application.

System Response The engine will not start. Clearing this diagnostic code requires factory passwords. The personality module code must be reset to zero.

Procedure Program the correct flash file.

352 Troubleshooting Section

Flash Programming – A method of programming or updating the flash file in an engine Electronic Control Module (ECM). Caterpillar Electronic Technician (ET) is used to flash program a file into the memory of the engine ECM. Note: Customer versions of Cat ET do not have the capability for flash programming. Contact your Caterpillar Dealer for assistance.

RENR5910-06

“WinFlash” Error Messages If you receive any error messages during flash programming, click on the “Cancel” button in order to stop the process. Access the information about the “ECM Summary” under the “Information” menu. Ensure that you are programming the ECM with the correct file for your engine. i02916593

If you do not have the flash file, use the “Flash File Search” tool on the Service Technician Workbench (STW) to obtain the flash file for your engine. Alternatively, use the “Service Software Files” feature on SIS Web to obtain the flash file for your engine. You must have the engine serial number in order to search for the flash file. After locating the correct flash file, download the flash file to your PC. Write down the name of the flash file for future reference.

ECM - Replace

Installing a Flash File

Verify that the suspect ECM is the cause of the problem. Install a test ECM in place of the suspect ECM. Transfer the software from the suspect ECM to the test ECM. Program all the parameters for the test ECM in order to match the parameters of the suspect ECM. The parameters must match. Refer to the following test steps for details on programming the parameters.

1. Establish communication between Cat ET and the engine ECM. 2. Select “WinFlash” from the “Utilities” menu on Cat ET. Note: If “WinFlash” will not communicate with the ECM, refer to Troubleshooting, “Electronic Service Tool Does Not Communicate”. 3. Program the flash file into the ECM.

SMCS Code: 1901-510 The Electronic Control Module (ECM) contains no moving parts. Failure of the ECM is unlikely. Before you replace an ECM, follow the troubleshooting procedures in this manual in order to be sure that replacement of the ECM will correct the problem.

If the test ECM resolves the problem, reconnect the suspect ECM. Verify that the problem recurs. If the problem recurs, replace the suspect ECM with the test ECM.

a. Select the engine ECM under the “Detected ECMs”.

Note: If the parameters cannot be read from the suspect ECM, the parameters must be obtained from records or from the factory.

b. Press the “Browse” button in order to select the name of the flash file that will be programmed into the ECM.

Perform the following procedure to replace the ECM.

c. When the correct flash file is selected, press the “Open” button. d. Verify that the “File Values” match the application. If the “File Values” do not match the application, obtain the correct flash file. e. When the correct flash file is selected, press the “Begin Flash” button. f. Cat ET will indicate when flash programming has been successfully completed. 4. Start the engine and check for proper operation. Troubleshoot any active diagnostic or event codes. Perform any necessary repairs.

1. Use the “Service/Copy Configuration/ECM Replacement” function of Caterpillar Electronic Technician (ET). Save the file. You can select “Load from ECM”. You may also select the “Print” function in order to obtain a paper copy of the parameter settings. Note: Before you replace an ECM, record all of the logged events. a. Connect Cat ET with the communications adapter. Select the “Service/Copy Configuration/ECM Replacement” screen from the pull-down menu. Cat ET will load the configuration parameters and the monitoring system parameters of the suspect ECM.

RENR5910-06

353 Troubleshooting Section

b. Select “Load from ECM” from the Cat ET screen. Select the suspect ECM and select “OK”. After the loading is complete, Cat ET will display this message: “The data has been successfully loaded from the ECM”. Select “OK”. c. Select “File/Disconnect F8” from the pull-down menu. Note: Do not terminate Cat ET. 2. Replace the ECM.

3. Install the replacement ECM. a. Use the mounting hardware to install the new ECM. Use a mounting nut to fasten the ground strap for the ECM to the upper left mounting stud. Then install the other three mounting nuts. Check the mounting hardware and the ECM for correct installation. A correctly installed ECM will move slightly on the rubber grommets. If the ECM cannot move slightly on the grommets, check that the washers, spacers, and grommets are positioned correctly. b. Use a 4 mm Allen wrench to connect the P1 and P2 connectors to the ECM. Tighten the screws to a torque of 6 ± 1 N·m (55 ± 9 lb in).

a. Turn the engine control switch to the “OFF/RESET” position.

4. Program the configuration parameters and the monitoring system parameters into the replacement ECM. a. Switch circuit breaker (3) to the ON position. b. Turn the engine control switch to the “STOP” position. c. Select “File/Select ECM” from the pull-down menu. d. Select the replacement ECM and click “OK”. e. Select “Service/Copy Configuration/ECM Replacement” from the pull-down menu. Click “OK” on the window.

Illustration 274 (1) (2) (3) (4) (5)

g00842215

ECM Connector P2 ECM Connector P1 16 Amp Circuit Breaker Mounting nut Ground Strap

b. Switch the 16 amp circuit breaker (3) for the ECM to the OFF position. c. Use a 4 mm Allen wrench to disconnect connectors (P1) and (P2). d. Remove mounting nut (4) in order to disconnect the ground strap (5). Remove the three remaining mounting nuts. Note: Rubber grommets behind the ECM are held in place by the mounting studs. The grommets help to reduce vibration. The grommets may fall when the ECM is removed. Be sure not to lose the grommets. e. Remove the ECM from the terminal box.

f. Select “Program ECM” from the screen. Select the replacement ECM and click “OK”. If the correct ECM is shown, select “Yes”. g. After the loading is complete, a window with the message “Programming Conflict Warning” will appear. Select “OK”. h. A window with the message “Program ECM Results” will appear. Select “OK”. Note: When you program a new ECM, factory passwords are not required for the first six hours of operation. After six hours, factory passwords are required for changing the parameters that are normally protected with factory passwords.

354 Troubleshooting Section

RENR5910-06

i02894597

Control Module - Replace (ICSM) SMCS Code: 1901-510 The diagnostic code that is listed in Table 101 is for the in-line engines. The diagnostic codes that are listed in Table 102 are for the vee engines. Table 101

Diagnostic Codes Table Code 591-12 EEPROM checksum fault or ECM not programmed

Conditions which Generate this Code

System Response

The Integrated Combustion Sensing Module (ICSM) detects a problem within the EPROM circuit.

The shutdown output is activated. The code is logged. The ICSM may not function. If the ICSM does not function, the engine is shut down.

Table 102

Diagnostic Codes Table Code

Conditions which Generate this Code

System Response

253-2 Personality Module : Erratic, Intermittent, or Incorrect

The software in the right side ICSM does not match the software in the left side ICSM.

The shutdown output is activated. The code is logged. The engine is shut down.

591-12 EEPROM checksum fault or ECM not programmed

An ICSM detects a problem within the EPROM circuit.

The shutdown output is activated. The code is logged. An ICSM may not function. If an ICSM does not function, the engine is shut down.

Note: The ICSM contains no moving parts. Failure of the ICSM is unlikely. Before you replace an ICSM, load the flash file for the ICSM in order to be sure that the flash file is not the problem. Use the following guidelines to verify that the suspect ICSM is the cause of the problem:

1. Use the “Service/Copy Configuration/ECM Replacement” function of Caterpillar Electronic Technician (ET) in order to transfer the software from the suspect ICSM. You may also select the “Print” function in order to obtain a paper copy of the parameter settings.

Install a test ICSM in place of the suspect ICSM. Transfer the software from the suspect ICSM to the test ICSM. Program all the parameters for the test ICSM in order to match the parameters of the suspect ICSM. The parameters must match. Refer to the following steps for details on programming the parameters.

Note: Before you replace an ICSM, record all of the logged events.

If the test ICSM resolves the problem, reconnect the suspect ICSM. Verify that the problem recurs. If the problem recurs, replace the suspect ICSM with the test ICSM.

Cat ET will load the configuration parameters and the monitoring parameters from the ECM.

Use the following procedure to replace the ICSM: Note: If the parameters cannot be read from the suspect ICSM, the parameters must be obtained from records or from the factory.

a. Connect Cat ET with the communications adapter. Select “Service/Copy Configuration/ECM Replacement” from the pull-down menu.

b. Select “Load from ECM” in the lower left corner of the screen. Select the suspect ICSM and select “OK”. After the loading is complete, Cat ET will display this message: “The data has been successfully loaded from the ECM”. Select “OK”.

RENR5910-06

355 Troubleshooting Section

c. Select “File/Disconnect F8” from the pull-down menu. Note: Do not exit from Cat ET. 2. Replace the ICSM. a. Turn the engine control switch to the “OFF/RESET” position.

Illustration 277

g00842267

(4) Connectors for the sensors (5) Mounting bolts (6) Ground strap

d. Disconnect connectors (4) for the sensors from the ICSM. Remove four mounting bolts (5). Detach ground strap (6). Illustration 275

g00842289

16 amp circuit breaker for the ECM

b. Switch the 16 amp circuit breaker for the ECM to the OFF position.

3. Install the replacement ICSM. Orient the 20 pin connector to the upward position. a. Use the mounting hardware to install the new ICSM. Be sure to install ground strap (6). Check the mounting hardware and the ICSM for correct installation. A properly installed ICSM will move slightly on the rubber grommets. If the ICSM cannot move slightly on the grommets, check that the washers and grommets are positioned correctly. b. Connect connectors (4) for the sensors to the ICSM. c. Connect the 20 pin connector (1) and the 14 pin connector (2) to the ICSM. d. Install the cover and four bolts (3).

Illustration 276

g00842252

(1) 20 pin connector for the thermocouples (2) 14 pinconnector to the terminal box (3) Bolt

c. Disconnect the 20 pin connector (1) and the 14 pin connector (2) from the ICSM. Remove four bolts (3) in order to remove the cover. Note: Rubber grommets for the ICSM are held in place on the mounting studs. The grommets help to reduce vibration. The grommets may fall when the ICSM is removed. Be sure not to lose the grommets. Note: A ground strap is connected with one of the mounting bolts.

4. Program the configuration parameters and the monitoring system parameters into the replacement ICSM. a. Switch the 16 amp circuit breaker for the ECM ON. b. Turn the engine control switch to the “STOP” position. c. Select “File/Select ECM” from the pull-down menu of Cat ET. d. Select the “Replacement ICSM” and click “OK”. e. Select “Service/Copy Configuration/ECM Replacement” from the pull-down menu. Click “OK” on the window.

356 Troubleshooting Section

RENR5910-06

f. Select “Program ECM” from the lower left corner of the screen. Select the replacement ICSM and click “OK”. g. After the loading is complete, a window with the message “Programming Complete” will appear. Select “OK”. Note: When you program a new ICSM, factory passwords are not required. Also, the ICSM does not require calibration. i02614068

Electrical Connectors - Inspect SMCS Code: 7553-040-WW Most electrical problems are caused by poor connections. The following procedure will assist in detecting problems with connectors and with wiring. If a problem is found correct the condition and verify that the problem is resolved. Intermittent electrical problems are sometimes resolved by disconnecting and reconnecting connectors. It is very important to check for diagnostic codes immediately before disconnecting a connector. Also check for diagnostic codes after reconnecting the connector. If the status of a diagnostic code is changed due to disconnecting and reconnecting a connector, there are several possible reasons. The likely reasons are loose terminals, improperly crimped terminals, moisture, corrosion, and inadequate mating of a connection.

The connection of any electrical equipment and the disconnection of any electrical equipment may cause an explosion hazard which may result in injury or death. Do not connect any electrical equipment or disconnect any electrical equipment in an explosive atmosphere. 1. Determine If The Problem Is Intermittent. If the problem is intermittent, attempt to test the circuit before you disconnect any electrical connectors. This helps identify the root cause of intermittent problems. The “Wiggle Test” on the Caterpillar Electronic Technician (ET) may be able to test the circuit. Refer to the documentation that accompanies Cat ET. Perform the wiggle test on the circuit, when possible. Otherwise, continue with this procedure. 2. Check the Connectors for Moisture and For Corrosion.

Follow these guidelines:

• Always use a 1U-5804 Crimp Tool to service

Deutsch HD and DT connectors. Never solder the terminals onto the wires. Refer to “SEHS9615, Servicing Deutsch HD and DT Style Connectors”.

• Always use a 147-6456 Wedge Removal Tool

in order to remove wedges from DT connectors. Never use a screwdriver to pry a wedge from a connector.

• Always use a breakout harness for a voltmeter

probe or a test light. Never break the insulation of a wire in order to access to a circuit for measurements.

• If a wire is cut, always install a new terminal for the repair.

Illustration 278

g01131211

Leaky seal at the connector (typical example)

a. Inspect all wiring harnesses. Ensure that the routing of the wiring harness allows the wires to enter the face of each connector at a perpendicular angle. Otherwise, the wire will deform the seal bore. Refer to Illustration 278. This will create a path for the entrance of moisture. Verify that the seals for the wires are sealing correctly.

RENR5910-06

Illustration 279

357 Troubleshooting Section

g01131276

Diagram for the installation of a connector plug (typical example) (1) Electronic Control Module (ECM) connector (2) Correctly inserted plug (3) Incorrectly inserted plug

b. Ensure that the sealing plugs are in place. If any of the plugs are missing, replace the plug. Ensure that the plugs are inserted correctly into the connector. Refer to Illustration 279.

Illustration 281

g01131165

Seal for ECM connector (typical example)

c. Disconnect the suspect connector and inspect the connector seal. Ensure that the seals are in good condition. If necessary, replace the connector. d. Thoroughly inspect the connectors for evidence of moisture entry. Note: It is normal to see some minor seal abrasion on connector seals. Minor seal abrasion will not allow the entry of moisture. If moisture or corrosion is evident in the connector, the source of the moisture entry must be found and the source of the moisture entry must be repaired. If the source of the moisture entry is not repaired, the problem will recur. Simply drying the connector will not fix the problem. Check the following items for the possible moisture entry path:

Illustration 280 Seal for a three-pin connector (typical example)

g01131019

• Missing seals • Improperly installed seals • Nicks in exposed insulation • Improperly mated connectors Moisture can also travel to a connector through the inside of a wire. If moisture is found in a connector, thoroughly check the connector's harness for damage. Also check other connectors that share the harness for moisture. Note: The ECM is a sealed unit. If moisture is found in an ECM connector, the ECM is not the source of the moisture. Do not replace the ECM.

358 Troubleshooting Section

RENR5910-06

3. Check the Wires for Damage to the Insulation. a. Carefully inspect each wire for signs of abrasion, of nicks, and of cuts. Inspect the wires for the following conditions:

• Exposed insulation • Rubbing of a wire against the engine

b. Perform the 45 N (10 lb) pull test on each wire. Each terminal and each connector should easily withstand 45 N (10 lb) of tension and each wire should remain in the connector body. This test checks whether the wire was properly crimped in the terminal and whether the terminal was properly inserted into the connector. 6. Check Individual Pin Retention into the Socket.

• Rubbing of a wire against a sharp point b. Check all of the wiring harness fasteners in order to verify that the harness is properly secured. Also check all of the fasteners in order to verify that the harness is not compressed. Pull back the harness sleeves in order to check for a flattened portion of wire. A fastener that has been overtightened flattens the harness. This damages the wires that are inside the harness. 4. Inspect the Connector Terminals. Visually inspect each terminal in the connector. Verify that the terminals are not damaged. Verify that the terminals are properly aligned in the connector and verify that the terminals are properly located in the connector. 5. Perform a Pull Test on Each Wire Terminal Connection.

Illustration 283

g01131604

Diagram for testing pin retention (typical example)

a. Verify that the sockets provide good retention for the pins. Insert a new pin into each socket one at a time in order to check for a good grip on the pin by the socket. 7. Check the Locking Mechanism of the Connectors. a. Ensure that the connectors lock properly. After locking the connectors, ensure that the two halves cannot be pulled apart. b. Verify that the latch tab of the connector is properly latched. Also verify that the latch tab of the connector returns to the locked position. 8. Check the Allen Head Screws on the Connectors.

Illustration 282

g01131435

Receptacle lock wedge (typical example)

a. Ensure that the locking wedge for the connector is installed properly. Terminals cannot be retained inside the connector if the locking wedge is not installed properly.

Visually inspect the allen head screws for the ECM connectors. Ensure that the threads on each allen head screw are not damaged. a. Connect the ECM connectors.

RENR5910-06

Illustration 284

359 Troubleshooting Section

g01132827

Allen head screw for the 120 pin ECM connector (typical example)

b. Torque the allen head bolt for the 120 pin ECM connector to 7.0 ± 0.5 N·m (60 ± 4 lb in).

Illustration 287

g01133047

Allen head screw for the 40 pin customer connector and the 70 pin customer connector (typical example)

f. Torque the allen head screw for the 40 pin customer connector and the 70 pin customer connector to 2.25 ± 0.25 N·m (20 ± 2 lb in). i02511119

Unburned Gas - Purge SMCS Code: 1088-542 The following events cause unburned gas to remain in the air inlet and in the exhaust manifold:

• Emergency stop Illustration 285

g01132849

Allen head screw for the 70 pin ECM connector (typical example)

c. Torque the allen head screw for the 70 pin ECM connector to 6.0 + 1.5 - 1.0 N·m (55 + 13 - 9 lb in).

• Engine overspeed • The gas shutoff valve is commanded to close and the gas shutoff valve does not close.

• Unsuccessful successive attempts to start the engine

Unburned gas may remain in the air inlet and exhaust system after several unsuccessful attempts to start the engine. The unburned gas may increase to a concentration that may ignite during a successive attempt to start the engine. Perform the following procedure in order to purge the unburned gas: 1. If the Caterpillar Electronic Technician (ET) is not connected to the engine, connect Cat ET to the engine. Illustration 286

g01132863

Allen head screw for the 40 pin ECM connector (typical example)

d. Torque the allen head screw for the 40 pin ECM connector to 2.25 ± 0.25 N·m (20 ± 2 lb in). e. Connect the customer connector.

2. Verify that the value of the “Engine Purge Cycle” parameter is equal to ten seconds less than the value of the “Crank Cycle” parameter.

360 Troubleshooting Section

RENR5910-06

3. Set the engine control to the START mode. The engine will crank for the “Engine Purge Cycle Time”. Then, the gas shutoff valve will be energized and the ignition will be enabled. The engine will start. 4. Continue with your previous procedure. i02916707

Air/Fuel Pressure Module Calibrate SMCS Code: 1278-524; 1900-524 Perform this procedure if the following diagnostic code is active. Table 103

Diagnostic Codes Table Code 94-13 Fuel Delivery Pressure Sensor : Calibration Required

Conditions which Generate this Code

System Response

The calibration offset value for the fuel pressure is outside the acceptable range for the sensor.

The engine will not start. The code is logged.

Systems Operation When the engine control is powered up the Electronic Control Module (ECM) will verify that the calibration offset value is within the accepted range of −3 to 3 kPa (± 0.4351 psi). If the calibration offset value for the fuel pressure is outside the accepted range, the diagnostic code 94-13 will be activated and the engine will not start. The diagnostic code is logged. The ECM does not need to be reset in order to clear the code. A valid calibration value will be required in order to operate the engine. The 94-13 code will be cleared upon valid calibration.

Procedure for Calibration of the “Air/Fuel Pressure Module” 1. Verify that the fuel shutoff valve is closed. 2. Turn the engine control switch to the STOP position. 3. Access the “Air Pressure Module Calibration” procedure in Caterpillar Electronic Technician (ET). This is located under the “Service” pull-down menu under “Calibrations”. 4. Open the ports to the air/fuel pressure module by disconnecting the air lines and the fuel lines from the pressure module. Ensure that the ports are open to atmospheric pressure. 5. Press the OK button in order to continue.

6. Press the next button in order to start the calibration procedure. Note: You must wait for the next window in order to continue the calibration procedure. a. The engine control switch must be in the STOP position. b. The engine speed must be 0 rpm. 7. Enter the “Atmospheric Pressure Sensor Calibration Value”. This value is the “Actual Air Pressure” that is shown on the Cat ET screen. 8. Press the OK button in order to continue. 9. If the calibration is a success, press the “Finish” button in order to complete the calibration procedure. Reconnect the air lines and the fuel lines to the pressure module and resume normal operation. Note: The ECM will perform the required measurement of the pressure in order to calculate the calibration offset value. This calibration offset value will be subtracted from all subsequent readings of the fuel differential pressure. If this value is greater than 3 kPa (0.4351 psi) or less than −3 kPa (−0.4351 psi) the calibration will fail and the ECM will not clear the 94-13 active diagnostic code.

RENR5910-06

10. If the calibration fails, verify that both the air and the fuel ports of the pressure module are open to atmospheric pressure and repeat the calibration procedure. If the pressure module cannot be calibrated within the specification after three calibration attempts, the module must be replaced.

361 Troubleshooting Section

362 Index Section

RENR5910-06

Index A Air Starting Motor Problem .................................... 67 Probable Causes ............................................... 67 Recommended Actions...................................... 67 Air/Fuel Pressure Module - Calibrate .................. 360 Systems Operation .......................................... 360 Air/Fuel Pressure Module - Test ........................... 119 C Choke Actuator - Test .......................................... 127 Circuit Tests .......................................................... 119 Component Location ............................................. 18 Configuration Parameters...................................... 30 Air/Fuel Ratio Control......................................... 32 Configuration Parameters .................................. 30 Default Settings of the Configuration Parameters....................................................... 36 Governing of the Air/Fuel Ratio Control and of the Engine Speed................................................... 31 Information for the ECM..................................... 36 Speed Control .................................................... 33 Start/Stop Control Parameters........................... 35 Control Module - Replace (ICSM) ....................... 354 Coolant Flow Is Low .............................................. 68 Probable Causes ............................................... 68 Recommended Actions...................................... 68 Coolant Level Is Low ............................................. 69 Probable Causes ............................................... 69 Recommended Actions...................................... 69 Coolant Pressure Is High....................................... 69 Probable Causes ............................................... 70 Recommended Actions...................................... 70 Coolant Pressure Is Low ....................................... 70 Probable Causes ............................................... 71 Recommended Actions...................................... 71 Coolant Temperature Is High................................. 71 Probable Causes ............................................... 72 Recommended Actions...................................... 72 Coolant Temperature Is Low.................................. 73 Probable Causes ............................................... 74 Recommended Actions...................................... 74 Crankcase Pressure Is High.................................. 74 Probable Causes ............................................... 74 Recommended Actions...................................... 75 Customer Passwords .......................................... 348 Cylinder Combustion - Test ................................. 134 Cylinder Firing Signal - Test................................. 142 Cylinder Is Noisy.................................................... 75 Probable Causes ............................................... 75 Recommended Actions...................................... 75 D Detonation - Test ................................................. 158

Detonation Occurrence.......................................... Probable Causes ............................................... Recommended Repairs ..................................... Diagnostic Capabilities .......................................... Diagnostic Codes............................................... Diagnostic Trouble Codes ..................................... Active Diagnostic Codes .................................... Diagnostic Codes............................................... Logged Diagnostic Codes..................................

76 77 77 25 25 39 49 48 50

E ECM - Replace .................................................... 352 ECM Software - Install......................................... 351 Installing a Flash File ....................................... 352 ECM Will Not Accept Factory Passwords............ 349 Probable Causes ............................................. 349 Recommended Actions.................................... 349 Electrical Connectors............................................. 26 Terminal Box ...................................................... 26 Electrical Connectors - Inspect............................ 356 Electrical Power Supply - Test ............................. 174 Electrohydraulic System Oil Pressure Is Low........ 78 Probable Causes ............................................... 79 Recommended Actions...................................... 79 Electronic Service Tool Does Not Communicate.. 349 Electronic Service Tools .......................................... 4 Caterpillar Electronic Technician (ET).................. 5 Optional Service Tools ......................................... 5 PL1000E Communication ECM (If Equipped)...... 8 Service Tools........................................................ 4 Electronic System Overview................................... 11 Engine Cranks but Does Not Start ........................ 80 Probable Causes ............................................... 80 Recommended Actions...................................... 80 Engine Has Mechanical Noise (Knock) ................. 82 Probable Causes ............................................... 82 Recommended Actions...................................... 82 Engine Misfires, Runs Rough or Is Unstable......... 83 Probable Causes ............................................... 84 Recommended Actions...................................... 85 Engine Monitoring System..................................... 24 Viewing or Changing the Settings of the Monitoring System ............................................................. 24 Engine Overcrank Occurrence .............................. 87 Probable Causes ............................................... 87 Recommended Actions...................................... 87 Engine Overloads .................................................. 88 Probable Causes ............................................... 88 Recommended Actions...................................... 88 Engine Overspeeds ............................................... 89 Probable Causes ............................................... 89 Recommended Actions...................................... 89 Engine Shutdown Is Intermittent............................ 90 Probable Causes ............................................... 90 Recommended Actions...................................... 90 Engine Shutdown Occurrence............................... 91 Probable Causes ............................................... 91 Recommended Actions...................................... 92

RENR5910-06

363 Index Section

Engine Shutdown or Start Inhibit Initiated by Driven Equipment............................................................ 92 Probable Causes ............................................... 92 Recommended Actions...................................... 92 Engine Stalls Immediately After Starting ............... 93 Probable Causes ............................................... 93 Recommended Actions...................................... 93 Engine Vibration Is Excessive ............................... 93 Probable Causes ............................................... 93 Recommended Actions...................................... 94 Event Codes .......................................................... 51 Cross-Reference Information for Event Codes .. 51 Engine Monitoring .............................................. 51 Integrated Combustion Sensing Module (ICSM).............................................................. 65 Parameter Settings of the Engine Monitoring System ............................................................. 59 Parts of the Event Code..................................... 57 Troubleshooting ................................................. 58 Exhaust Emission and Fuel Consumption Are High ..................................................................... 94 Probable Causes ............................................... 94 Recommended Actions...................................... 94 Exhaust Temperature - Test................................. 181 Exhaust Temperature Is High ................................ 95 Probable Causes ............................................... 99 Recommended Actions...................................... 99 Exhaust Temperature Is Low ............................... 100 Probable Causes ............................................. 102 Recommended Repairs ................................... 102 F Factory Passwords .............................................. Fuel Actuator - Test ............................................. Fuel Control - Test ............................................... Fuel Energy Content Problem ............................. Probable Causes ............................................. Recommended Actions.................................... Fuel Pressure Problem........................................ Probable Causes ............................................. Recommended Actions.................................... Fuel Temperature Is High .................................... Probable Causes ............................................. Recommended Actions....................................

348 193 200 103 104 105 105 105 106 106 106 106

G General Information................................................. 4 I Ignition Primary - Test.......................................... 215 Ignition Secondary - Test ..................................... 230 Important Safety Information ................................... 2 Indicator Lamp - Test ........................................... 237 Inlet Air Is Restricted ........................................... 107 Probable Causes ............................................. 108 Recommended Actions.................................... 108

Inlet Air Temperature Is High ............................... 108 Probable Causes ............................................. 109 Recommended Actions.................................... 109 Integrated Combustion Sensing Module - Test.... 245 Introduction.............................................................. 4 O Oil Consumption Is Excessive .............................. 110 Probable Causes .............................................. 110 Recommended Repairs .................................... 110 Oil Filter Differential Pressure Problem ................ 111 Probable Causes .............................................. 111 Recommended Actions..................................... 111 Oil Level Is Low .................................................... 111 Probable Causes .............................................. 112 Recommended Actions..................................... 112 Oil Pressure Is High.............................................. 112 Probable Causes .............................................. 112 Recommended Actions..................................... 113 Oil Pressure Is Low .............................................. 113 Probable Causes .............................................. 113 Recommended Actions..................................... 113 Oil Temperature Is High........................................ 114 Probable Causes .............................................. 114 Recommended Actions..................................... 114 P Prelubrication - Test............................................. 253 Prelubrication Pressure Is Low............................. 115 Probable Causes .............................................. 115 Recommended Actions..................................... 115 Programmable Parameters ................................... 25 S Sensor Signal (Analog, Active) - Test .................. 274 Sensor Signal (Analog, Passive) - Test ............... 284 Sensor Signal (PWM) - Test ................................ 289 Sensor Supply - Test ........................................... 299 Service................................................................. 348 Spark Plug Life Is Short........................................ 116 Probable Causes .............................................. 116 Recommended Actions..................................... 116 Speed Control (Switch) - Test.............................. 313 Speed/Timing - Test............................................. 318 Starting - Test ...................................................... 325 Symptom Troubleshooting..................................... 67 Follow the Procedures ....................................... 67 Gather Information ............................................. 67 Narrow the List of Possible Causes ................... 67 Provide Feedback to Caterpillar......................... 67 Verify the Problem.............................................. 67 System Overview.................................................... 11 Control System ................................................... 11

T Table of Contents..................................................... 3 Temperature Ratio of Coolant to Oil Is Low.......... 116 Probable Causes .............................................. 116 Recommended Actions..................................... 117 Troubleshooting Data Sheet.................................... 8 Report the Service Information .......................... 10 Troubleshooting Section.......................................... 4 Turbocharger Turbine Temperature Is High.......... 117 Probable Causes .............................................. 117 Recommended Repairs .................................... 118 U Unburned Gas - Purge ........................................ 359 W Wastegate - Test.................................................. 339 Welding Precaution ................................................. 4

©2010 Caterpillar All Rights Reserved

Cat, Caterpillar, their respective logos, “Caterpillar Yellow” and the Power edge trade dress, as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.

Printed in U.S.A.