TSL4233E1

Perkins 4016-E61TRS DIAGNOSTIC MANUAL Sixteen cylinder, turbocharged, gas engines

Publication TSL4233, Issue 1. © Proprietary information of Perkins Engines Company Limited, all rights reserved. The information is correct at the time of print. Published in May 2000 by Technical Publications, Perkins Engines Company Limited, Tixall Road, Stafford, ST16 3UB, England 1

This document has been printed from SPI². Not for Resale

This document has been printed from SPI². Not for Resale

Contents 1 Electronic system overview System overview . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 13 General introduction. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 13 Engine speed governing .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 13 Ignition control.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 13 Air-fuel ratio control.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 13 Start/Stop sequencing.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 14 Engine monitoring/protection ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 14 Service tools ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 15 Required service tools ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 15 TIPSS connections . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 16

3

This document has been printed from SPI². Not for Resale

2 Programming parameters Introduction... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21 Customer passwords ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21 Engine identification parameters . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21 Engine serial number ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21 Equipment ID ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21 Timing control parameters ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21 First desired base timing .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21 Second desired base timing . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21 Air fuel ratio control parameters .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21 Fuel quality ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21 Gas specific gravity .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22 Desired oxygen at full load ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22 Oxygen sensor override ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22 Oxygen feedback enabled status . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22 Air / Fuel proportional gain ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22 Air / Fuel integral gain... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22 Speed control parameters ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22 Low idle speed.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22 Engine accel. rate. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22 Governor type setting ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 23 Engine speed droop . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 23 Governor proportional gain... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 23 Governor integral gain .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 23 Governor derivative gain .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 23 Adjustment of governor gains... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 23 Start/Stop control parameters .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24

4

This document has been printed from SPI². Not for Resale

Driven equipment delay time ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24 Crank terminate speed. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24 Engine purge cycle time... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24 Engine cooldown duration ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24 Cycle crank time .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24 Overcrank time. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24 Engine speed drop time ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24 Engine pre-lube time out period... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24

3 Troubleshooting with an event code Introduction .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 25 Engine overspeed shutdown (E4) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 26 High jacket water temperature alarm (E16) High jacket water temperature shutdown (E17) .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 26 High oil temperature shutdown (E19) ‘A’ and ‘B’ banks High oil temperature alarm (E20) ‘A’ and ‘B’ banks ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 27 Raw water temperature shutdown (E251-1) Raw water temperature alarm (E251-3) .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 27 Low jacket water temperature start inhibit (E38) or low jacket water alarm (E37) .. ... ... . 28 Low oil pressure (E40, E100) .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 28 Abnormal battery voltage (E42, E43, E50) . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 29 High gas fuel temperature (E223) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 29 Closed circuit breather fault (E159) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 30 Low water level fault (E131) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 30 Low oil level fault (E171) . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 31 Turbine inlet temperature fault (E870-1) (E870-3) .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 31 High gas supply pressure (E267) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 32 Engine overcrank fault (E225) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 32 Customer fault stop requested (E269) or engine ESTOP pressed (E264) . ... ... ... ... ... . 33 5

This document has been printed from SPI². Not for Resale

Low gas pressure inhibit (E158) or low gas pressure shutdown request (E160) ... ... ... 33 Gas energy content setting low (E229) or gas energy content setting high (E230) or fuel quality out of range (E231) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 34 Detonation alarm (E401 cylinder #1 through E416 cylinder #16) or detonation shutdown (E421 cylinder #1 through E436 cylinder #16) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 35 Exhaust port temperature high (E801 cylinder A1 through E816 cylinder B8) ... ... ... ... 36 Exhaust port temperature deviating low (E841 cylinder A1 through E856 cylinder B8) .. 36

4 Troubleshooting with a diagnostic code Diagnostic codes . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 37 Active Diagnostic codes ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 37 Logged Diagnostic codes . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 37 Logged Events.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 38 Diagnostic Terminology ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 39 Quick Reference Sheet For ECM Diagnostic codes ... ... ... ... ... ... ... ... ... ... ... ... ... ... 40 Quick Reference Sheet For Temperature Sensing Module Diagnostic codes ... ... ... ... 42

5 Functional Tests P-501: Inspecting electrical connectors ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 43 P-503: Electrical power supply to the ECM . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 48 P-505: Analogue sensor open or short circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 53 P-506: PWM sensor circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 62 P-509A: Oxygen sensor buffer supply circuit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 67 P-509B: Oxygen sensor signal circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 72 P-511: Speed/Timing sensor ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 78 P-512: Detonation sensors .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 82 P-513: ECM Start/Stop output circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 91 P-514: Ignition primary circuit shorted or open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 98 6

This document has been printed from SPI². Not for Resale

P-515: Ignition transformer secondary and spark plugs . ... ... ... ... ... ... ... ... ... ... ... ... 105 P-517: ECM Status indicator output circuit test .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 108 P-521: +5V Sensor voltage supply circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 114 P-522: +8V Sensor voltage supply circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 119 P-524: Throttle actuator solenoid circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 126 P-525: Temperature sensing module (TSM) test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 130 P-526: Techjet gas valve ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 134

6 Calibrations P-602: Oxygen sensor calibration procedure .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 137 P-603: Speed/timing sensor calibration .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 141 P-604: Turbine inlet temperature interface module calibration ... ... ... ... ... ... ... ... ... ... 144

7 Glossary of terms 8 Wiring details P-801: Wiring layout ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 153 Wiring layout ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 154 ‘A’ Bank sensor rail layout ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 155 ‘A’ Bank sensor rail wiring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 156 ‘B’ Bank sensor rail layout ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 157 ‘B’ Bank sensor rail wiring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 158 ECM Enclosure layout ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 159 ECM Enclosure wiring . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 160 ECM Enclosure wiring 2 .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 161 ECM Enclosure terminal strip connections . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 162 Power and starter harness and wiring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 163 7

This document has been printed from SPI². Not for Resale

Throttle valve and manifold sensor harness and wiring .. ... ... ... ... ... ... ... ... ... ... ... .. 164 ‘A’ Bank ignition pipe layout and wiring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 165 ‘B’ Bank ignition pipe layout and wiring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 166 Exhaust thermocouple harness and wiring .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 167 ITSM to ECM Enclosure harness and wiring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 168 OEM Connection details .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 169 ECM Enclosure connector pinouts ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 170 Communications connector .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 170 OEM Connector ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 170 Ignition connector ‘A’ bank ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 171 Ignition connector ‘B’ bank ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 171 Power and starter connector ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 172 Sensor connector ‘A’ bank ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 172 ITSM Connector ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 173 Sensor connector ‘B’ bank ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 173 Throttle valve and manifold sensor connector.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 174 CAN Bus connector .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 174 Connection details - J1 . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 175 Connection details - J2 . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 176

8

This document has been printed from SPI². Not for Resale

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

Diagnostic type and description Procedure No. Fuel Shutoff Valve Open Circuit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-513 Fuel Shutoff Valve Short To Ground ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-513 Fuel Shutoff Valve Faulty ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-513 +8 VDC Power Supply Shorted High... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-522 +8 VDC Power Supply Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-522 Inlet Manifold Pressure Signal Invalid . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-506 Inlet Manifold Pressure Signal Noisy... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-506 Jacket Water Outlet Pressure Signal Open Or Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... .P-506 Jacket Water Outlet Pressure Signal Noisy. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-506 Jacket Water Temperature Sensor Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505 Jacket Water Temperature Sensor Short To Ground.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505 Intermittent Battery Power To The ECM.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-503 Inlet Manifold Temperature Sensor Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505 Inlet Manifold Temperature Sensor Short To Ground . ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505 Oil Temperature Sensor Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505 Oil Temperature Sensor Short To Ground .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505 Timing Calibration Required ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-603 +5 VDC Supply Shorted High.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-521 +5 VDC Supply Below Normal ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-521 Cylinder A1 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A1 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B1 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B1 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A3 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A3 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B3 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B3 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A7 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A7 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B7 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B7 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A5 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A5 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B5 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B5 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A8 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A8 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B8 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B8 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A6 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A6 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B6 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B6 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A2 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A2 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B2 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B2 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A4 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A4 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B4 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B4 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Speed/Timing Sensor Open Or Shorted.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-511 Speed/Timing Sensor Noisy ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-511 Engine Shutdown Lamp Driver Shorted High.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-517 Engine Warning Lamp Driver Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-517 Continued

4016-E61TRS Diagnostic Manual, May 2000

9

This document has been printed from SPI². Not for Resale

336-02 338-05 338-06 443-03 444-05 444-06 445-03 542-03 542-04 1086-09 1086-12 1087-03 1087-08 1088-05 1088-06 1440-05 1440-06 1501-03 1501-04 1502-03 1502-04 1505-03 1505-04 1506-03 1506-04 1509-03 1509-04 1510-03 1510-04 1513-03 1513-04 1514-03 1514-04 1528-05 1528-06

10

Engine Control Switch Fault .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-503 Prelubrication Output Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-513 Prelubrication Output Short To Ground . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-513 Crank Terminate Relay Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-517 Starter Motor Relay Open Circuit... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-513 Starter Motor Relay Shorted Low .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-513 Engine Run Relay Driver Shorted High . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-517 Oil Pressure Sensor Open . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505 Oil Pressure Sensor Short To Ground ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505 Oxygen Sensor Element Not Connected ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... P-509B Oxygen Sensor Element Failed . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-602 Oxygen Buffer Signal Open Or Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... P-509B Oxygen Buffer Signal Noisy ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... P-509B Oxygen Buffer Power Driver Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... P-509A Oxygen Buffer Power Driver Shorted Low . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... P-509A Throttle Actuator Output Driver Open Circuit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-524 Throttle Actuator Output Driver Short Circuit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-524 Detonation Sensor #1 Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #1 Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #2 Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #2 Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #3 Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #3 Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #4 Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #4 Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #5 Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #5 Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #6 Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #6 Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #7 Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #7 Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #8 Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #8 Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Turbine Inlet Temperature Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505 Turbine Inlet Temperature Shorted low . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

Quick Reference Sheet For Temperature Sensing Module Diagnostic codes CID-FMI 591-12 1201-03 1201-04 1201-05 1202-03 1202-04 1202-05 1203-03 1203-04 1203-05 1204-03 1204-04 1204-05 1205-03 1205-04 1205-05 1206-03 1206-04 1206-05 1207-03 1207-04 1207-05 1208-03 1208-04 1208-05 1209-03 1209-04 1209-05 1210-03 1210-04 1210-05 1211-03 1211-04 1211-05 1212-03 1212-04 1212-05 1213-03 1213-04 1213-05 1214-03 1214-04 1214-05 1215-03 1215-04 1215-05 1216-03 1216-04 1216-05 1221-03 1221-04 1221-05

Diagnostic type and description Procedure No. Internal Temperature Sensing Module Failure ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A1 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A1 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A1 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B1 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B1 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B1 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A3 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A3 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A3 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B3 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B3 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B3 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A7 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A7 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A7Thermocouple Open . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B7 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B7 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B7 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A5 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A5 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A5 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B5 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B5 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B5 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A8Thermocouple Shorted High . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A8 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A8 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B8 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B8 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B8 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A6 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A6 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A6 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B6 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B6 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B6 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A2 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A2 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A2 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B2 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B2 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B2 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A4 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A4 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A4 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B4 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B4 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B4 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Turbocharger Inlet Thermocouple Shorted High . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Turbocharger Inlet Thermocouple Shorted Low .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Turbocharger Inlet Thermocouple Open . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525

4016-E61TRS Diagnostic Manual, May 2000

11

This document has been printed from SPI². Not for Resale

General information

This document has been printed from SPI². Not for Resale

1 Electronic system overview

1

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

4016-E61TRS Diagnostic Manual, May 2000

Detonation Sensors monitor the engine for excessive detonation. Every two cylinders is monitored by a separate sensor, for a total of eight Detonation Sensors. The vibration data generated by the sensors is processed by the ECM to determine detonation levels. When detonation reaches an unacceptable level, the ECM retards the ignition timing of the offending cylinder(s). If retarding the timing does not acceptably limit detonation, the engine is shut down. Extensive diagnostics for Ignition system electrical faults and spark plug maintenance are provided by the ECM. The ECM also provides an Ignition Timing Selection Switch to allow operation with an alternate fuel that requires a timing offset (such as propane). Air-fuel ratio control The ECM Air-Fuel ratio control provides control of the air-fuel mixture for performance and efficiency at low emission levels. The system consists of the mixture control unit (TecJet), the Exhaust Gas Oxygen Sensor, and ECM internal drivers and data maps. The ECM Air-Fuel ratio control compensates for changes in fuel BTU content to maintain desired emission levels. Basic operation is as follows: The ECM determines desired air and fuel volume flow rates based on desired and actual engine speed and calculated engine load. Next, desired air-fuel flow data is sent to the TecJet mixture control in the form of a PWM signal. Finally, the ECM monitors the resulting exhaust gas oxygen content and fine tunes the airfuel flow data signal to achieve desired exhaust oxygen content. This process is repeated continuously as the engine is operating.

13

This document has been printed from SPI². Not for Resale

1 Start/Stop sequencing The ECM contains the logic and outputs to control the prelubrication (optional), starting, and shutdown of the engine. ECM Start/Stop logic is customer programmable and responds to inputs from the Engine Control Switch, Emergency Stop Switch, Remote Start Switch, Data Link, and other inputs. The ECM provides +Battery voltage at the Prelubrication Motor Relay, Starting Motor Relay, and Gas Shutoff Valve outputs at the appropriate times to control the engine. The ECM supplies +Battery voltage to the Starting Motor Relay when the Start/Stop Logic determines it is necessary to crank the engine, and removes voltage when the engine has started or a customer programmable Cycle Crank Time has expired. The Gas Shutoff Valve for this engine is an energize to run type. The ECM supplies +Battery voltage to the Gas Shutoff Valve when the internal ECM Start/Stop logic determines that fuel is required to start or run the engine. Refer to Section 2: Programming Parameters for further details. Engine monitoring/protection The ECM monitors for problems in both the engine and the electronic system. Problems detected with the engine such as low oil pressure result in an Event Code. Refer to Section 3 for details on how to troubleshoot Event codes. A problem detected in the electronic system, such as an open circuit ECM input, results in a Diagnostic Code. Refer to Section 5 for Diagnostic Code troubleshooting procedures. Monitored parameters that can generate Event Codes include Oil Pressure, Oil and Jacket Water Temperature, Exhaust Port Temperatures, Detonation Level, Battery Voltage, Manifold Pressure, and Gas Supply Temperature. Depending on severity of an out of operating range parameter, the ECM may issue either a WARNING or SHUTDOWN.

14

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

1 Service tools

Part No.

Perkins Electronic Service Tools for the Electronic Control system are designed to help the service technician analyze and locate faults or problems within the system. They are required to perform some sensor calibrations electronically, and to read or change engine parameters. Perkins TIPPS requires a personal computer with the TIPPS software installed and a Communication Adapter to translate from the Data Link to the computer RS-232 port.

27610182

Description Harness repair tool kit top up Signal reading probes

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

Required service tools Part No.

Description IBM PC Compatible Minimum - Pentium 100 MHz processor or greater, 32 Mb RAM, 200 Mb of available hard disk space, VGA monitor or display, CD-ROM, 3.5 in 1.44 Mb diskette drive, Windows 95 or greater, Windows NT, RS232 port with 16550AF UART, Built in pointing device or mouse. Recommended - Pentium 200 MHz processor, 64 Mb RAM, 1Gb of available hard disk space, Super VGA monitor or display, 12X CDROM, 3.5 in 1.44 Mb diskette drive, Windows NT, Windows 95 or greater, RS232 port with 16550AF UART, Built in pointing device or mouse

27610172

Single User License for TIPPS (Main TIPPS Program)

27610164

Communication Adapter Group for use between TIPPS and ECM. (Includes 7X1701 Communication Adapter Tool, Case, Fuse, and cables.)

697/150

Timing Calibration Harness

838/22-A

Timing Calibration Probe

27610181

Harness repair tool kit

4016-E61TRS Diagnostic Manual, May 2000

15

This document has been printed from SPI². Not for Resale

1 TIPSS connections Key (A) )Engine mounted GECM box *PC adaptor harness + PC ,Interface module -Service tool harness

1

2

4

GECM connectors Key (B) )J1 *J2

3

5

A

1366.1

Engine cylinder arrangement Note: (C) The terms ‘A’ and ‘B’ bank apply when the engine is viewed from the front crankshaft damper / turbo end.

2

1

B

A2

A3

A4

A5

A6

A7

A8

B1

B2

B3

B4

B5

B6

B7

B8

16

A1

C

1365.1

1364.1

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

1 Component location Viewed on ‘A’ bank Key (A) )GECM unit *Raw coolant temperature sensor + Engine coolant temperature sensor ,Exhaust port temperature probes -Knock sensors .Ignition coils /Turbine inlet temperature probes 0 Oxygen sensor 1 Ignition wiring rail 2 Turbine inlet temperature convertor 3 Oxygen sensor interface box 4 Sensor wiring rail 5 Oil temperature sensor 6 Oil pressure sensor 7 Starter relay 8 Starter motors

1

2

3

5

4

6

7

8

9 10 11

16

15

A 4016-E61TRS Diagnostic Manual, May 2000

14

13

12 1367.1

17

This document has been printed from SPI². Not for Resale

1 Component location Viewed on ‘B’ bank Key (A) )Gas control valve *Ignition coil + Knock sensors ,Exhaust port temperature probes -GECM unit .Throttle valve and actuator /Ignition wiring rail 0 ITSM unit 1 Sensor wiring rail 2 Oil pressure sensor 3 Oil temperature sensor 4Manifold temperature sensor

18

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

1 Component location Viewed from rear (flywheel end) Key (A) )Throttle valve and actuator

*GECM unit +Manifold pressure sensor ,Ignition rail (‘A’ bank) -Sensor wiring rail (‘A’ bank) .Sensor wiring rail (‘B’ bank only) /Sensor wiring rail (‘B’ bank) 0 ISTM unit (‘B’ bank) 1 Ignition rail (‘B’ bank)

4016-E61TRS Diagnostic Manual, May 2000

19

This document has been printed from SPI². Not for Resale

1 Component location Viewed on front (crankshaft damper, turbo end) Speed / timing sensor and timing gear Key (A) )Speed timing sensor position in gear case *Sensor timing gear (inset in camshaft drive gear) + Camshaft drive gear ,Extra segment, start off ignition cycle

2

3

1

4

A 20

1370.1

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

2 Programming parameters

2

Introduction Programmable Parameters allow the engine to be configured to meet the application requirements. Programmable Configuration Parameters must be programmed at installation, before the engine is first started.

Customer password #2 This is a programmable parameter that can be used to protect certain Configuration Parameters from unauthorized changes.

Gas analysis data and an Engine Performance data sheet are required in order to determine the correct Ignition Timing, Exhaust Oxygen settings. Incorrect programming of parameters may lead to performance complaints or engine damage.

Total tattletale

Programmable Parameters can be classified into the following types: Engine Identification, Timing Control, Air Fuel Ratio Control, Speed Control, Start/Stop Control. If the ECM is replaced, the appropriate parameters must be copied from the old ECM with TIPPS “Copy Configuration” or on paper and programmed into the new module.

Timing control parameters

Displays the number of times the configuration parameters have been changed.

First desired base timing

Note: Parameters should only be changed while the engine is STOPPED.

First Desired Timing is determined using the Methane Number of the primary fuel to be used and the Fuel Usage Guide in the Engine Performance Specification Sheet. The ECM selects First Desired Timing when the Timing Selection Switch is in the open position.

Customer passwords

Second desired base timing

Certain Programmable Parameters may be protected with customer passwords. This feature is enabled by programming two customer passwords. If a Customer Password is not programmed, all parameters are unprotected. If the Customer Passwords are forgotten, Factory Passwords can be acquired by contacting Perkins.

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

Engine identification parameters

Air fuel ratio control parameters

Engine serial number The Engine Serial Number is factory programmed into the ECM and is available on the Engine Information Plate. Equipment ID The customer can assign an Equipment ID number for identification purposes. Customer password #1 This is a programmable parameter that can be used to protect certain Configuration Parameters from unauthorized changes.

4016-E61TRS Diagnostic Manual, May 2000

Fuel quality This parameter is programmed to the Lower Heating Value of the primary fuel. The ECM Air-Fuel Control will compensate for some inaccuracy in this setting and assume a corrected value that is equal to the customer programmed Fuel Quality multiplied by the Fuel Correction Factor displayed on TIPPS. Should the Fuel Correction Factor exceed a factory programmed limit, an event code is generated to indicate the need to reprogram this value. Continued

21

This document has been printed from SPI². Not for Resale

2 The ECM reverts to the customer programmed Fuel Quality during startup or when a problem is detected in the Oxygen Sensor Circuit. Therefore, an accurate customer programmed Fuel Quality value determined by laboratory analysis is recommended. The Fuel Quality parameter can also be used to Increase (Lean out) or Decrease (Richen up) Air/Fuel ratio to the engine when the engine is not operating in Oxygen Feedback. By design the engine is not operating in Oxygen Feedback from 0% to 25% load. The engine will not be operating in Oxygen Feedback when the parameter Oxygen Feedback Enable Status is set to Disabled. If the Fuel Quality parameter is changed when the Oxygen Feedback Enable Status is Enabled, engine operation will not change. The Fuel Correction Factor will automatically compensate. Gas specific gravity The TecJet mixture control unit requires a Specific Gravity input to precisely meter fuel to air ratio. Specific gravity can be obtained by laboratory analysis of the fuel. Desired oxygen at full load Program the Desired Oxygen at Full Load parameter to the exhaust oxygen percent content value stated in the Engine Performance Data sheet for your application. This parameter is used to trim the Oxygen Map that is preprogrammed in the ECM at the factory. If the Actual Measured Exhaust Oxygen or NOx emissions are not the required value, increase (or decrease) the Desired Oxygen at Full Load parameter in order to lean (or richen) the fuel air mixture. Oxygen sensor override This parameter allows the Oxygen Buffer and Oxygen Sensor to be energized while the engine is not running to aid in troubleshooting the sensor electrical circuit.

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

Speed control parameters Low idle speed Set the desired Low Idle rpm point with this parameter. Minimum engine high idle speed Set the minimum range of the external speed control with this parameter. Maximum engine high idle speed

The Oxygen Sensor Override parameter may also be used to verify or check Oxygen Sensor Calibration. Refer to P-602: Oxygen Sensor Calibration.

Set the maximum range of the external speed control with this parameter or set to 1500 rpm when no external speed control is required.

Oxygen feedback enabled status

Engine accel. rate

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

The Engine Accel. Rate parameter controls the rate at which the engine responds to a change in desired engine speed. For example, when the Idle/Rated switch is turned to the Rated position, the engine can be programmed to climb at 50 rpm per second.

22

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

2 Governor type setting

Auxiliary proportional gain

The engine governing mode can be set to Droop or Isochronous, depending on the application.

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

Engine speed droop If the Governor Type Setting parameter is set to Droop, the Engine Speed Droop programmable parameter allows precise droop control for applications such as load sharing. The Droop can be programmed between 0 - 10%. Governor proportional gain This parameter determines the OFF Grid governor throttle response to the magnitude of engine speed error. This parameter changes the governor reaction based on a proportional multiplier when the Engine Status Screen Group 6 Grid Status parameter is OFF. Changing this gain when the Grid Status is ON will result in no change to engine stability. This parameter should be changed on the Governor Gain screen utilizing the Graph feature on that screen. Using the Graph will provide for the best method to see how the adjustments made effect engine stability. If changing this gain causes no effect, check the Grid Status to make sure it is OFF. Governor integral gain This parameter determines the governor throttle response to time accumulated engine speed error. This parameter changes the governor reaction based on an integral multiplier when the Engine Status Screen Group 6 Grid Status parameter is OFF. Changing this gain when the Grid Status is ON will result in no change to engine stability. This parameter should be changed on the Governor Gain screen utilizing the Graph feature on that screen. Using the Graph will provide for the best method to see how the adjustments made effect engine stability. If changing this gain causes no effect, check the Grid Status to make sure it is OFF. Governor derivative gain This parameter determines the governor throttle response to the rate of change in engine speed error.

Auxiliary integral gain This parameter changes the governor reaction based on an integral multiplier when the Engine Status Screen Group 6 Grid Status parameter is ON. Changing this gain when the Grid Status is OFF will result in no change to engine stability. This parameter should be changed on the Governor Gain screen utilizing the Graph feature on that screen. Using the Graph will provide for the best method to see how the adjustments made effect engine stability. If changing this gain causes no effect, check the Grid Status to make sure it is ON. Auxiliary derivative gain This parameter changes the governor reaction based on a derivative multiplier when the Engine Status Screen Group 6 Grid Status parameter is ON. Changing this gain when the Grid Status is OFF will result in no change to engine stability. This parameter should be changed on the Governor Gain screen utilizing the Graph feature on that screen. Using the Graph will provide for the best method to see how the adjustments made effect engine stability. If changing this gain causes no effect, check the Grid Status to make sure it is ON. Adjustment of governor gains The default values programmed into the ECM should be sufficient for most, if not all applications. Always explore other causes of engine speed instability before adjusting governor gains. These causes include diagnostic codes, unstable gas supply pressure and incorrect full load throttle angle.

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

4016-E61TRS Diagnostic Manual, May 2000

23

This document has been printed from SPI². Not for Resale

2 Start/Stop control parameters Driven equipment delay time The ECM provides a Driven Equipment Switch Input to delay engine startup until driven equipment is ready. Once Prelubrication is completed, (if fitted) the ECM will not attempt to start the engine until the Driven Equipment Switch Input closes to ground. A driven equipment event code is generated if the programmed Driven Equipment Time elapses without closure of the Driven Equipment Switch Input. Programming Driven Equipment Time to zero disables this feature. The driven equipment switch on this engine is a low gas pressure switch. Crank terminate speed The ECM disengages the starting motor when the engine speed exceeds the programmed Crank Terminate Speed. The default value of 250 rpm should be sufficient for all applications. Engine purge cycle time Purge Cycle Time specifies the amount of time the engine is to be cranked without fuel prior to a crank cycle. This allows any unburned fuel to exit through the exhaust before firing the engine. Engine cooldown duration When the ECM receives a Stop request, the engine will continue to run (at low load) in the Cooldown Mode for the programmed Cooldown Time. Cooldown Mode is exited early if an Emergency Stop request is received by the ECM. Cycle crank time Crank Time determines the maximum amount of time the starter motor and gas shutoff valve are to be engaged for any given crank cycle. If the engine does not start within the specified crank time, the start attempt is suspended for a Rest Cycle that is equal to Cycle Crank Time.

24

Overcrank time Overcrank Time determines the total amount of time the ECM will attempt to start the engine. If the engine does not start within this period of time, an Overcrank Event is generated. Example settings: Purge Cycle Time = 10 seconds Cycle Crank Time = 30 seconds Overcrank Time = 280 seconds The engine will purge (crank) for 10 seconds with the fuel and ignition OFF. The engine will continue to crank for 30 seconds with the fuel and ignition enabled. If the engine does not start, ignition, fuel, and starter are disabled for a 30 second Rest Cycle. With these example settings it takes 70 seconds to complete a cycle (10 second purge, 30 second crank, 30 second rest). The 280 second Overcrank allows a maximum of 4 crank cycles. Engine speed drop time After Cooldown Time has elapsed, the ECM shuts off the Gas Shutoff Valve. Ignition continues until the engine speed drops below 40 rpm. If the engine rpm does not drop by at least 100 rpm within the programmed Drop Time, the ECM terminates ignition and issues an Emergency Stop. Engine pre-lube time out period The ECM can energize a prelubrication pump prior to cranking and monitor for acceptable prelubrication pressure with the Prelubrication Switch Input. If the ECM does not detect the Prelubrication Switch actuation within the Prelube Time-out, the ECM monitors the Oil Pressure Sensor to determine if prelubrication has occurred. If prelubrication does not occur, an Event Code is generated starting sequence is terminated. The pre-lubrication system is optional.

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

3 Troubleshooting with an event code

3

Introduction This section is to be used for troubleshooting problems that have Event Codes but do not have ACTIVE Diagnostic codes. Before using this section, be sure that you have gathered information about the complaint to adequately describe the symptoms, verified that the complaint is not due to normal engine operation, and repaired all ACTIVE Diagnostic codes. Refer to Section 4: Troubleshooting With A Diagnostic code. The basic philosophy of troubleshooting this engine is to follow the three steps listed below FIRST to diagnose a malfunctioning engine: 1 Gather Operator Information. Verify complaint is not due to normal engine operation. 2 Perform a visual inspection of engine. Check oil level, supply and/or condition. Check for visible wiring and connector problems or damaged components. 3 Check and repair all ACTIVE/LOGGED Diagnostic codes using the troubleshooting procedures in Section 4: Troubleshooting With A Diagnostic Code. If ALL three of these steps reveal no problems, identify probable causes using the procedure or procedures in this section that best describes the symptoms. Narrow the probable causes given in the procedure by considering operator information, operating conditions, and repair history of the engine.

4016-E61TRS Diagnostic Manual, May 2000

Operator information l l l l l

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

l What else occurred? l When did the symptoms begin (and what else happened at that time)?

Diagnostic codes l Do they correlate to probable causes? l Did they occur at the same time as the symptoms? l Are some codes Logged repeatedly? Other symptoms l Are they related to this symptom? l Do they have common probable causes? Finally, test each probable cause using the tests suggested by the procedure. Be sure to check connectors, especially on intermittent problems! Refer to Section 5: P-501: Inspecting Electrical Connectors for details.

25

This document has been printed from SPI². Not for Resale

3 Engine overspeed shutdown (E4)

Engine overspeed set point

High jacket water temperature alarm (E16) High jacket water temperature shutdown (E17)

Throttle actuator electrical driver circuit (ECM)

Probable root causes:

Throttle actuator binding

l High ambient temperature l Low coolant level/cooling system leaks l Insufficient air or cooling water flow through heat

Probable root causes:

l l l l l

Driven equipment motoring Slow governor response

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

exchanger or radiator

l l l l l l

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

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

26

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

3 High oil temperature shutdown (E19) ‘A’ and ‘B’ banks High oil temperature alarm (E20) ‘A’ and ‘B’ banks

Raw water temperature shutdown (E251-1) Raw water temperature alarm (E251-3) Probable root causes:

Probable root causes:

l Oil temperature sensor circuit l Insufficient coolant flow through oil cooler l Insufficient oil flow through oil cooler Perform the following tests: 1 Oil temperature sensor circuit Check the oil temperature reading on TIPPS and ensure it is reasonable and rises steadily as the engine is warmed. If the reading is not correct, troubleshoot the sensor circuit. 2 Insufficient coolant flow through oil cooler For jacket water oil coolers, troubleshoot high jacket water temperature events first. For separate circuit coolers, check the coolant inlet temperature and compare to regulated temperature. If OK, check oil cooler coolant outlet temperature. A high temperature difference between outlet and inlet temperature indicates insufficient flow rate.

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

3 Insufficient oil flow through oil cooler Determine the oil pressure inlet and pressure drop across the oil cooler while operating the engine at normal operating temperature.

4016-E61TRS Diagnostic Manual, May 2000

27

This document has been printed from SPI². Not for Resale

3 Low jacket water temperature start inhibit (E38) or low jacket water alarm (E37)

Low oil pressure (E40, E100) Probable root causes:

Probable root causes:

l Faulty standby jacket water heater (if equipped) l Faulty jacket water temperature sensor circuit Perform the following tests: 1 Faulty standby jacket water heater (if equipped) Determine if standby heaters are functioning properly. 2 Jacket water temperature sensor circuit Check the jacket water temperature reading on TIPPS and ensure it is reasonable. The jacket water temperature reading should rise steadily as the engine is warmed. If the reading is not correct, troubleshoot the sensor circuit.

l l l l l l

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

Perform the following tests: 1 Low oil level Check oil level and add oil as necessary. 2 High oil temperature/low viscosity If present, troubleshoot high oil temperature events (E19, E20). High oil temperature causes oil viscosity to be low which can cause low oil pressure. 3 Blocked oil filter Replace oil filters if there is any doubt as to their condition. 4 Oil pressure sensor circuit Troubleshoot the sensor circuit. 5 Blocked oil cooler An oil cooler restriction can cause low oil pressure and high oil temperature.

28

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

3 Abnormal battery voltage (E42, E43, E50)

High gas fuel temperature (E223)

Probable root causes:

Probable root causes:

l Faulty charging system, wiring, etc Perform the following tests:

l High gas temperature l Faulty gas temperature signal from the Tecjet

1 Refer to P-503: Electrical power supply to the ECM.

Perform the following tests: 1 High gas temperature Check for proper operation of gas pretreatment equipment, vaporizers, etc. (if equipped). 2 Faulty gas temperature signal from the Tecjet Measure actual gas temperature entering the Tecjet and compare to the gas temperature reading on TIPPS.

4016-E61TRS Diagnostic Manual, May 2000

29

This document has been printed from SPI². Not for Resale

3 Closed circuit breather fault (E159)

Low water level fault (E131)

Probable root causes:

Low water level fault is an option.

l Closed circuit breather filter blocked

The switch, if fitted, is supplied by the OEM who should be contacted in the event of a fault.

Perform the following tests: 1 Observe the filter telltale indicator on top of the filter housing on each bank. If indicator shows red, replace filter. If indicator is white, fault find closed circuit breather switch circuit.

30

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

3 Low oil level fault (E171)

Turbine inlet temperature fault (E870-1) (E870-3)

Low oil level fault is an option. The switch, if fitted, is supplied by the OEM who should be contacted in the event of a fault.

Probable root causes:

l Exhaust temperature high due to gas quality or engine fault

l Exhaust thermocouple interface module requires calibrating or is faulty - see section 6.4

4016-E61TRS Diagnostic Manual, May 2000

31

This document has been printed from SPI². Not for Resale

3 High gas supply pressure (E267)

Engine overcrank fault (E225)

Probable root causes

Probable root causes

l Gas pressure regulator setting l Gas pressure regulator defective

l l l l l l l

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

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

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

32

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

3 Customer fault stop requested (E269) or engine ESTOP pressed (E264)

Low gas pressure inhibit (E158) or low gas pressure shutdown request (E160)

Probable root causes:

Probable root causes:

l Engine shutdown requested by operator l Faulty shutdown electrical circuit l Emergency stop switch exposed to excessive

l Gas pressure below limit l Faulty electrical circuit

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

4016-E61TRS Diagnostic Manual, May 2000

Perform the following tests: 1 Gas pressure below limit Establish cause of low gas pressure into system. 2 Faulty electrical circuit The switch circuit must remain closed in order to allow the engine to run. Check wiring between the gas pressure switch and the ECM connector for damage or corrosion. Refer to P-500: Inspecting Electrical Connectors. Check pressure switch shutdown/start inhibit circuit resistance between P1 terminal-21 and 31. If greater than 5 Ohms, locate and repair source of excessive resistance. Check for excessive vibration at an emergency stop switch that could cause false shutdowns.

33

This document has been printed from SPI². Not for Resale

3 Gas energy content setting low (E229) or gas energy content setting high (E230) or fuel quality out of range (E231) Probable root causes:

l Gas BTU content or specific gravity significantly different than programmed value

l Inaccurate oxygen sensor l Gas condensation Perform the following tests: 1 Gas BTU content or specific gravity significantly different than programmed value Have gas analyzed to determine actual BTU content. If gas quality is not constant, analyze samples taken over a period of time and program to the average value. 2 Inaccurate oxygen sensor Perform an oxygen sensor calibration. Ensure relative humidity and ambient temperature is within acceptable limits Refer to P-601: Oxygen Sensor Calibration. If the calibration is not successful after several attempts, replace the oxygen sensor element. 3 Gas condensation Verify correct operation of gas vaporizers (if equipped).

34

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

3 Detonation alarm (E401 cylinder #1 through E416 cylinder #16) or detonation shutdown (E421 cylinder #1 through E436 cylinder #16) Probable root causes:

l l l l l l l l

Overload High inlet manifold temperature Incorrect base timing setting Timing selection switch circuit Changes in fuel quality wrong fuel/air ratio Timing calibration Faulty detonation sensor circuit Combustion chamber deposits

Perform the following tests: 1 Overload Verify the engine boost pressure under full load is not above maximum specifications as listed in the Engine Performance Data Sheet.

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

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

4016-E61TRS Diagnostic Manual, May 2000

35

This document has been printed from SPI². Not for Resale

3 Exhaust port temperature high (E801 cylinder A1 through E816 cylinder B8)

Exhaust port temperature deviating low (E841 cylinder A1 through E856 cylinder B8)

Probable root causes:

l l l l

High inlet manifold temperature Advanced (late) timing Exhaust system restriction Cylinder deposits or oil leak

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

Probable root causes:

l l l l l

Light load ITSM Module diagnostic code Faulty thermocouple Insufficient spark Compression

Perform the following tests: 1 Light load Operate the engine at or near idle to identify a misfire problem that can result in low exhaust temperature event codes. 2 ITSM Module diagnostic code Use TIPPS to check for thermocouple failure diagnostic codes. 3 Faulty thermocouple Check for ITSM Diagnostic codes. Temperature readings should normalize after the engine is shut down. It is possible to move a suspect thermocouple to a different cylinder. If the low temperature problem follows the thermocouple, replace the thermocouple. If the problem stays with the cylinder, investigate the cause for the misfire. 4 Insufficient spark Resolve all ignition system diagnostic codes. If no ignition system codes are present for the cylinder indicating low exhaust temperature, inspect ignition system components for the suspect cylinder. 5 Compression Measure cylinder pressure to check for compression related problems.

36

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

4 Troubleshooting with a diagnostic 4 code Diagnostic codes Diagnostic codes alert the operator that a problem exists and indicate the nature of the problem to the service technician. Diagnostic codes consist of three parts. The MID, CID and FMI. The MID or Module IDentifier indicates which electronic module generated the diagnostic code. The ECM is MID=24. The CID, or Component IDentifier, indicates which component in the system the diagnostic code is for. The FMI, or Failure Mode Identifier indicates what the failure mode is. Refer to Diagnostic Terminology later in this section for additional details. Diagnostic codes may be viewed on an Electronic Service Tool TIPPS or one of the various electronic display modules. On some Electronic Service Tools or display modules, the MID is not displayed because it is obvious which module you are reading the diagnostic codes from. To troubleshoot a diagnostic code, refer to the Quick Reference Sheet For Diagnostic codes in this section under the specific code number. The code number will direct you to a procedure in Section 5: Functional Tests. Do not confuse diagnostic codes with diagnostic events (refer to Logged Events in this section). Events can be logged in the ECM to track information about the engine. An example would be a low oil pressure event. An event is generated when the engine oil pressure is low but not out of range for the sensor. This does not indicate a problem with the sensor, rather it indicates a problem with the engine oil pressure. Refer to Logged Events later in this section for more information. Active Diagnostic codes An Active diagnostic code represents a problem with the electronic control system that should be investigated and corrected as soon as possible.

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

l Some diagnostic codes may be easily triggered and do not result in operator complaints. If the time the code was logged does not relate to a complaint, there may be nothing to fix.

l The most likely cause of an intermittent problem is a faulty connection or damaged wiring. Next likely is a component failure (sensor or switch). Least likely is failure of the ECM itself.

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

When an Active diagnostic code is generated, the Active Alarm warning indicator is activated to alert the operator. If the condition generating the diagnostic occurs only for a brief moment, the message will disappear and the diagnostic code will be Logged in the ECM memory.

4016-E61TRS Diagnostic Manual, May 2000

37

This document has been printed from SPI². Not for Resale

4 (A) Output Voltage from jacket water temperature sensor. Note: The diagram shown is for reference only and should not be used to troubleshoot the jacket water temperature sensor.

Sensor Diagnostic Generated (Electronic Problem) 4.8 V Logged Event, warning, derate, and shutdown occur if applicable.

Logged Events The GECM can log events. Events refer to engine operating conditions such as low oil pressure or high jacket water temperature. Logged events do not indicate an electronic system problem, but may indicate an engine system problem. The example diagram shown indicates the output voltage from a jacket water temperature sensor and how the GECM responds to that voltage.

4.2 V

107°C (225°F) Warm Mode Temperature Range 20 to 106°C (68 to 223°F)

Engine is too hot, but there is not an electronic problem

NORMAL ENGINE TEMPERATURE RANGE. 2.8 V

63°C (145°F) Cold Mode Temperature Range -40 to 20°C (-40 to 68°F)

0.2 V

A

38

Sensor Diagnostic Generated (Electronic Problem)

1376.1

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

4 Diagnostic Terminology Module Identifier (MID) - Two or three digit code which is assigned to each module or control system. Module ID

Description

024

Gas Engine Control Module (ECM)

6F

Integrated Temperature Sensing Module (ITSM)

Component Identifier (CID) - Two or three digit code which is assigned to each component or system. Failure Mode Identifier (FMI) - Type of failure the component experienced (adopted from SAE standard practice J1587 diagnostics). Failure Mode Identifier

Description

00

Data valid, but above normal operational range

01

Data valid, but below normal operational range

02

Data erratic, intermittent, or incorrect

03

Voltage above normal or shorted high

04

Voltage below normal or open circuit

05

Current below normal or open circuit

06

Current above normal or grounded circuit

07

Mechanical system not responding properly

08

Abnormal frequency, pulse width, or period

09

Abnormal update

10

Abnormal rate of change

11

Failure mode not identifiable

12

Faulty device or component

13

Uncalibrated device or component

14 - 31

Reserved for future assignment

Active Code - The MID, CID and FMI can be viewed on TIPPS. Logged Code - The diagnostic will be entered into the permanent memory (Diagnostic Log) when it becomes Active. The number of occurrences will be saved in the good to bad counter in the permanent memory (Diagnostic Log). First and last occurrence time (engine hours) will also be saved in the permanent memory (Diagnostic Log). This information is then available for display on TIPPS.

4016-E61TRS Diagnostic Manual, May 2000

39

This document has been printed from SPI². Not for Resale

4 Quick Reference Sheet For ECM Diagnostic codes CID-FMI 17-05 17-06 17-12 41-03 41-04 106-03 106-08 109-03 109-08 110-03 110-04 168-02 172-03 172-04 175-03 175-04 261-13 262-03 262-04 301-05 301-06 302-05 302-06 303-05 303-06 304-05 304-06 305-05 305-06 306-05 306-06 307-05 307-06 308-05 308-06 309-05 309-06 310-05 310-06 311-05 311-06 312-05 312-06 313-05 313-06 314-05 314-06 315-05 315-06 316-05 316-06 320-03 320-08 323-03 324-03 336-02 40

Diagnostic type and description Procedure No. Fuel Shutoff Valve Open Circuit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-513 Fuel Shutoff Valve Short To Ground.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-513 Fuel Shutoff Valve Faulty... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-513 +8 VDC Power Supply Shorted High . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-522 +8 VDC Power Supply Shorted Low.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-522 Inlet Manifold Pressure Signal Invalid ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-506 Inlet Manifold Pressure Signal Noisy . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-506 Jacket Water Outlet Pressure Signal Open Or Shorted. ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-506 Jacket Water Outlet Pressure Signal Noisy ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-506 Jacket Water Temperature Sensor Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505 Jacket Water Temperature Sensor Short To Ground ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505 Intermittent Battery Power To The ECM ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-503 Inlet Manifold Temperature Sensor Open.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505 Inlet Manifold Temperature Sensor Short To Ground ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505 Oil Temperature Sensor Open... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505 Oil Temperature Sensor Short To Ground. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505 Timing Calibration Required .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-603 +5 VDC Supply Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-521 +5 VDC Supply Below Normal... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-521 Cylinder A1 Ignition Primary Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder A1 Ignition Primary Shorted. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder B1 Ignition Primary Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder B1 Ignition Primary Shorted. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder A3 Ignition Primary Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder A3 Ignition Primary Shorted. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder B3 Ignition Primary Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder B3 Ignition Primary Shorted. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder A7 Ignition Primary Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder A7 Ignition Primary Shorted. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder B7 Ignition Primary Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder B7 Ignition Primary Shorted. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder A5 Ignition Primary Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder A5 Ignition Primary Shorted. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder B5 Ignition Primary Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder B5 Ignition Primary Shorted. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder A8 Ignition Primary Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder A8 Ignition Primary Shorted. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder B8 Ignition Primary Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder B8 Ignition Primary Shorted. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder A6 Ignition Primary Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder A6 Ignition Primary Shorted. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder B6 Ignition Primary Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder B6 Ignition Primary Shorted. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder A2 Ignition Primary Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder A2 Ignition Primary Shorted. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder B2 Ignition Primary Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder B2 Ignition Primary Shorted. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder A4 Ignition Primary Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder A4 Ignition Primary Shorted. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder B4 Ignition Primary Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Cylinder B4 Ignition Primary Shorted. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514 Speed/Timing Sensor Open Or Shorted ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-511 Speed/Timing Sensor Noisy .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-511 Engine Shutdown Lamp Driver Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-517 Engine Warning Lamp Driver Shorted High... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-517 Engine Control Switch Fault .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-503 4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

4 CID-FMI 338-05 338-06 443-03 444-05 444-06 445-03 542-03 542-04 1086-09 1086-12 1087-03 1087-08 1088-05 1088-06 1440-05 1440-06 1501-03 1501-04 1502-03 1502-04 1505-03 1505-04 1506-03 1506-04 1509-03 1509-04 1510-03 1510-04 1513-03 1513-04 1514-03 1514-04 1528-05 1528-06

Diagnostic type and description Procedure No. Prelubrication Output Open . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-513 Prelubrication Output Short To Ground ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-513 Crank Terminate Relay Shorted High.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-517 Starter Motor Relay Open Circuit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-513 Starter Motor Relay Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-513 Engine Run Relay Driver Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-517 Oil Pressure Sensor Open... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505 Oil Pressure Sensor Short To Ground. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505 Oxygen Sensor Element Not Connected. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-509B Oxygen Sensor Element Failed... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-602 Oxygen Buffer Signal Open Or Shorted High.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-509B Oxygen Buffer Signal Noisy. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-509B Oxygen Buffer Power Driver Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-509A Oxygen Buffer Power Driver Shorted Low... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-509A Throttle Actuator Output Driver Open Circuit... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-524 Throttle Actuator Output Driver Short Circuit... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-524 Detonation Sensor #1 Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-512 Detonation Sensor #1 Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-512 Detonation Sensor #2 Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-512 Detonation Sensor #2 Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-512 Detonation Sensor #3 Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-512 Detonation Sensor #3 Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-512 Detonation Sensor #4 Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-512 Detonation Sensor #4 Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-512 Detonation Sensor #5 Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-512 Detonation Sensor #5 Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-512 Detonation Sensor #6 Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-512 Detonation Sensor #6 Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-512 Detonation Sensor #7 Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-512 Detonation Sensor #7 Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-512 Detonation Sensor #8 Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-512 Detonation Sensor #8 Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-512 Turbine Inlet Temperature Open . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505 Turbine Inlet Temperature Shorted low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505

4016-E61TRS Diagnostic Manual, May 2000

41

This document has been printed from SPI². Not for Resale

4 Quick Reference Sheet For Temperature Sensing Module Diagnostic codes CID-FMI 591-12 1201-03 1201-04 1201-05 1202-03 1202-04 1202-05 1203-03 1203-04 1203-05 1204-03 1204-04 1204-05 1205-03 1205-04 1205-05 1206-03 1206-04 1206-05 1207-03 1207-04 1207-05 1208-03 1208-04 1208-05 1209-03 1209-04 1209-05 1210-03 1210-04 1210-05 1211-03 1211-04 1211-05 1212-03 1212-04 1212-05 1213-03 1213-04 1213-05 1214-03 1214-04 1214-05 1215-03 1215-04 1215-05 1216-03 1216-04 1216-05 1221-03 1221-04 1221-05

42

Diagnostic type and description Procedure No. Internal Temperature Sensing Module Failure .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder A1 Thermocouple Shorted High .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder A1 Thermocouple Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder A1 Thermocouple Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder A2 Thermocouple Shorted High .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder A2 Thermocouple Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder A2 Thermocouple Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder A3 Thermocouple Shorted High .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder A3 Thermocouple Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder A3 Thermocouple Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder A4 Thermocouple Shorted High .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder A4 Thermocouple Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder A4 Thermocouple Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder A5 Thermocouple Shorted High .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder A5 Thermocouple Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder A5 Thermocouple Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder A6 Thermocouple Shorted High .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder A6 Thermocouple Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder A6 Thermocouple Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder A7 Thermocouple Shorted High .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder A7 Thermocouple Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder A7 Thermocouple Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder A8 Thermocouple Shorted High .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder A8 Thermocouple Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder A8 Thermocouple Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder B1 Thermocouple Shorted High .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder B1 Thermocouple Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder B1 Thermocouple Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder B2 Thermocouple Shorted High .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder B2 Thermocouple Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder B2 Thermocouple Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder B3 Thermocouple Shorted High .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder B3 Thermocouple Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder B3 Thermocouple Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder B4 Thermocouple Shorted High .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder B4 Thermocouple Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder B4 Thermocouple Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder B5 Thermocouple Shorted High .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder B5 Thermocouple Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder B5 Thermocouple Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder B6 Thermocouple Shorted High .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder B6 Thermocouple Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder B6 Thermocouple Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder B7 Thermocouple Shorted High .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder B7 Thermocouple Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder B7 Thermocouple Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder B8 Thermocouple Shorted High .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder B8 Thermocouple Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Cylinder B8 Thermocouple Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Turbocharger Inlet Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Turbocharger Inlet Thermocouple Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525 Turbocharger Inlet Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 Functional Tests

5

P-501: Inspecting electrical connectors System operation

MS Connectors

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

Jack

Jack

A

Plug

Plug

Bb38fe01

(A) MS Connector view

MS Connectors - These connectors have a metal housing. The pins and sockets are soldered to the electrical wires. The solder connections are usually environmentally protected with a chemical potting which prevents access to the solder point. Deutsch Connectors - The connectors have a plastic housing. The pins and sockets are crimped onto the electrical wires. The connector has a locking mechanism to hold the pins and sockets. These connectors are repairable without cutting the wires.

4016-E61TRS Diagnostic Manual, May 2000

43

This document has been printed from SPI². Not for Resale

5 ECM Connectors

ECM AMP Connectors

13

1

23

14

31 39 47

24 32 40

57 70

48 58

1

2

3

4

5

6

8 >PEI<

14

31 36 47

40

1

23

14

31 39 47

24

57 70

48 58

57 65 66 67 68 69 70

Harness Side

1 14

2

3

4

5

6

8

9 10 11 12 13

>PEI<

23

24

32 40

31 36

40

47

48

57 58 59 60 61 62 63

ECM Side

47

48

Harness Connector P1

13

23

24

58 59 60 61 62 63

ECM Side

9 10 11 12 13

Harness Connector P2

A

65 66 67 68 69 70

Harness Side BB38ED02

Harness routing and sealing plug insertion

B 44

BB38F301

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 Functional test TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 1: Check Connector Mating • MS Style Connectors • Make sure the receptacle (jack) coupling is turned clockwise as much as possible and very little, if any, threading on the plug is visible. Make sure the connection is not cross threaded.

OK ⇒ Proceed to next step. NOT OK ⇒ Repair or replace as necessary. STOP.

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

OK ⇒ Proceed to next step. NOT OK ⇒ Repair or replace as necessary. STOP.

The ECM Connector is secure and the ECM Connector Bolt is properly torqued. Step 3: Perform 45 N (10 Pound) Pull Test On Each Terminal/Wire • Each terminal and connector should easily withstand 45 N (10 lb) of pull, and remain in the connector body. This test checks whether the wire was properly crimped in the terminal and whether the terminal was properly inserted into the connector. Note: Terminals should ALWAYS be crimped onto the wires using an appropriate tool (1U5804 Deutsch Crimp Tool recommended). Do not solder terminals.

OK ⇒ Proceed to next step. NOT OK ⇒ Repair or replace as necessary. STOP.

Each terminal and connector easily withstands 45 N (10 Pound) of pull, and remains in the connector body.

4016-E61TRS Diagnostic Manual, May 2000

45

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 4: Monitor Electronic Service Tool While Tugging On Wiring And Connectors Warning! There is a Strong Electrical Shock Hazard while the engine is turning. Do not touch wires associated with the Ignition Transformer circuit while the engine is cranking or running.

OK ⇒ Proceed to next step. NOT OK ⇒ Repair or replace as necessary STOP.

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

OK ⇒ Proceed to next step. NOT OK ⇒ Repair or replace as necessary. STOP.

• Check all harness hold down clamps to verify the harness is properly clamped and the clamp is not compressing the harness. Pull the harness sleeves away to check for flattened wires where the clamp holds the harness. The wires are free of abrasion, nicks, or cuts and the harness is properly clamped.

46

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 6: Check Connectors For Moisture Or Corrosion • Ensure the connector seals and white sealing plugs are in place. If any of the seals or plugs are missing, replace the seal, plug, or if necessary, the connector. • Check all wiring harnesses to verify the harness does not make a sharp bend out of a connector. This will deform the connector seal and create a moisture entry path. • Thoroughly inspect ECM Connectors J1/P1 and J2/P2 for evidence of moisture entry. Note: It is normal to see some minor seal abrasion on the ECM Connector seals. Minor seal abrasion will not allow moisture entry. • If moisture or corrosion is evident in the connector, the source of the moisture entry must be found and repaired or the problem will reoccur. Simply drying the connector will not fix the problem. Likely moisture entry paths are missing or improperly installed seals, nicks in exposed insulation, or unmated connectors. Moisture can also travel or “wick” from one connector through the inside of a wire to the ECM Connector. If moisture is found in the ECM connector, thoroughly check all connectors and wires on the harness that connect to the ECM. The ECM is not the source of the moisture. Do not replace an ECM if moisture is found in either ECM connector. Note: If corrosion is evident on pins, sockets or the connector itself, use only denatured alcohol to clean/remove the corrosion with a cotton swab or a soft brush. Do not use any cleaners that contain 1,1,1 trichloro-ethylene because it may damage the connector.

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

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

OK ⇒ Proceed to next step. NOT OK ⇒ Repair or replace as necessary. STOP.

Step 8: Check Individual Pin Retention Into The Socket • This is especially important for intermittent problems. Using a new pin, insert the pin into each socket (one at a time) to check for a good grip on the pin by the socket. Repeat for each pin on the mating side of the connector, using a new socket for the test. The terminal contact (pin or socket) should stay in place when the connector is held upside down.

OK ⇒ STOP. NOT OK ⇒ Repair or replace as necessary. STOP.

The pins and sockets appear to be OK.

4016-E61TRS Diagnostic Manual, May 2000

47

This document has been printed from SPI². Not for Resale

5 P-503: Electrical power supply to the ECM System Operation This procedure tests whether proper voltage is supplied to the ECM by the equipment wiring. Use this procedure if a 168-02 Low or Intermittent Battery Power To ECM Diagnostic codes are Logged, or anytime you suspect the ECM is not receiving battery supply voltage. The ECM input at Connector P1 terminal-70 (Switched +Battery) receives battery voltage from the Engine Control Switch (ECS) via a relay when the ECS is in the START, STOP, or AUTO position. When the ECM detects battery voltage at this input, the ECM will power up. When battery voltage is removed from this input, the ECM will power down after the engine has safely shut down. The cause of an intermittent power supply to the ECM can occur on either the positive (UNSWITCHED +BATTERY) or negative (-BATTERY) side. Both sides are routed from the ECM to the battery. The four Unswitched +Battery connections should be routed through a dedicated protection circuit.

48

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 ECM Electrical power supply schematic

J1

START STOP AUTO OFF

Engine Control Switch

Control Relay

Remote Start

Circuit Breaker

Starters Starter Relay

-

Battery 24V DC

63 65 67 69 52 53 55 57

- Battery - Battery - Battery - Battery

70

Switched + Battery

62 61 64

Start Stop Auto

J2 10

Starter

L K

- Battery Switched + Battery

B A

- Battery Switched + Battery

H A

- Battery Switched + Battery

ECM

Unswitched + Battery Unswitched + Battery Unswitched + Battery Unswitched + Battery

Techjet

ITSM

Throttle Valve

+

Note : Refer to the Wiring Drawings for full connection details

A 4016-E61TRS Diagnostic Manual, May 2000

P-503.2

49

This document has been printed from SPI². Not for Resale

5 Diagnostic codes CID-FMI Conditions which generate this code: 168-02

Intermittent Battery Power To The ECM Indicates the battery circuit to the ECM has either an intermittent or low battery condition while the engine is running. If battery voltage disappears without returning, the ECM will not Log this Diagnostic Code and the engine will shut down.

336-02

Engine Control Switch Fault The ECM detects an invalid combination on the Switched +Battery, Start, Stop, and Auto inputs, indicating a problem with the Engine Control Switch circuit.

Systems Response:

Troubleshooting

The engine may experience engine rpm burps, intermittent and/or complete engine shutdowns while the conditions causing this diagnostic code are present.

Proceed with P-503: Electrical Power Supply To The ECM

The engine will shutdown. This code will remain active until the Engine Control Switch is turned to the OFF position.

Proceed with P-503: Electrical Power Supply To The ECM

This diagnostic code remains Active until the Engine Control Switch is turned to the OFF position.

Functional test TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 1: Inspect Electrical Connectors And Wiring • Thoroughly inspect ECM Connector J1/P1, breaker and battery connections, and the connections to the Engine Control Switch. Refer Inspecting Electrical Connectors for details. • Perform 45 N (10 pound) pull test on each of the wires in the ECM Connector associated with the Unswitched +Battery (terminal-52, 53, 55, and 57), -Battery (terminal-63, 65, 67, and 69), and Switched +Battery (terminal-70) connections.

OK ⇒ Proceed to next step. NOT OK ⇒ Repair or replace wiring or connectors as necessary. Ensure all seals are properly in place and connectors completely mated. Verify the repair eliminates the problem. STOP.

• Check ECM Connector (Allen screw) for proper torque 6.0 N·m (4.4 lb-ft). • Check the harness and wiring for abrasion and pinch points from the battery to the ECM, and from the Ignition Key Switch to the ECM. See Figure P-503.3. All connectors/pins/sockets should be completely mated/inserted, and the harness/wiring should be free of corrosion, abrasion or pinch points.

50

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 ECM Terminal Connections

13 12 11 10

9

8

7

6

23 22 21 20 19

5

4

ECM Connector P1

1

2

3

18 17 16 15 14

31 30 29 28

27 26 25 24

Function

Pin Location

Unswitched +Battery

52

39 38 37 36

35 34 33 32

Unswitched +Battery

53

47 46 45 44

43 42 41 40

Unswitched +Battery

55

52 51 50 49 48

Unswitched +Battery

57

Switched + Battery

70

-Battery

63

-Battery

65

-Battery

67

-Battery

69

Start

62

Stop

61

Auto

64

57 56 55 54 53 69

70

68 67 66 65 64 63 62 61 60 59 58

Terminal Side 70 69 68 67 66 65

63 62 61 60 59 58

57

48

47

40 36 24

31 23

14

>PEI< 13 12 11 10

9

8

6

5

4

3

2

1

Wire Side A

4016-E61TRS Diagnostic Manual, May 2000

P503.3

51

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

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

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

Step 3: Check The Engine Control Switch Circuit • Measure the voltage at the ECM Start, Stop, and Auto inputs (P1 pin-62, 61, and 64) while the Engine Control Switch is each position. • Measure the voltage between P1 terminal-70 (SWITCHED +BATTERY) and P1 terminal-69 (-BATTERY) while the Engine Control Switch to the STOP, AUTO and START positions. See Figure P-503.2. Ground (less than 1 VDC) should appear only on the input corresponding to the switch position. +Battery should be present at P1 terminal-70 when the Engine Control Switch is in the STOP, AUTO and START positions.

52

OK ⇒ Correct voltages appear at the ECM connector P1. Remove power from the engine control system and disconnect J1/P1. Carefully examine J1 and P1 for damage or corrosion. Repair as necessary. Reconnect J1/P1 and retest. If problem is not resolved, replace the ECM. STOP. NOT OK ⇒ Disconnect the Start, Stop, and Auto wires from the Engine Control Switch and check the switch contacts in each position with an ohmmeter. Replace the switch if defective. If the problem is not resolved, repair or replace the harness. STOP.

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 P-505: Analogue sensor open or short circuit test System Operation Use this procedure to troubleshoot Open or Short circuit diagnostic codes for the Oil Pressure Sensor, Oil Temperature Sensor, Jacket Water Temperature Sensor, and Inlet Manifold Temperature Sensor. Note that the Jacket Water Temperature Sensor does not require +5 VDC supply voltage from the ECM. The troubleshooting procedures for each Sensor Open and Short circuit diagnostic code are identical. The ECM provides supply voltage from ECM Connector J1/P1 terminal-2 (+5VDC Supply) to the sensor connector terminal-A. The Sensor Return (ground) connection is also shared, provided from ECM Connector J1/P1 terminal-3 (Analogue Return) to each sensor connector terminal-B. The signal voltage from each sensor is supplied from the sensor connector terminal-C to the appropriate Sensor Signal Terminal at ECM Connector J1/P1. Refer to the Schematic for details.

4016-E61TRS Diagnostic Manual, May 2000

53

This document has been printed from SPI². Not for Resale

5 Analog sensor schematic

Inlet Manifold Temperature Sensor +5V Signal Return

J1/2 J1/14 J1/3

A C B

+5VDC Supply Inlet Manifold temperature Analogue Return

ECM

Raw Water Temperature Sensor +5V Signal Return

A C B

J1/15

Raw Water Temperature

J1/17

Oil Temperature 'A' Bank

J1/25

Oil Temperature 'B' Bank

J1/24

Oil Pressure 'A' Bank

J1/26

Oil Pressure 'B' Bank

J1/27 J2/21

Water Temperature Return

J1/36

Turbine Inlet Temperature

J1/37

-

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

A C B

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

A C B

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

A C B

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

A C B

Water Temperature Sensor Signal Return

C B

Turbine Inlet Temperature Sensor

Thermocouple

4-20mA Convertor

+24VDC Switched

-24VDC

Note : Refer to the Wiring Drawings for full connection details

A 54

P505.1

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 ECM Connector terminal locations

13 12 11 10

9

8

7

6

23 22 21 20 19

ECM Connector P1

5

3

4

2

18 17 16 15 14

31 30 29 28

27 26 25 24

39 38 37 36

35 34 33 32

47 46 45 44

43 42 41 40

57 56 55 54 53 69

70

Function

1

52 51 50 49 48

68 67 66 65 64 63 62 61 60 59 58

Terminal Side 70 69 68 67 66 65

63 62 61 60 59 58

57

48

47

Pin Location

+5 VDC Supply

2

Analog Return

3

Manifold Temperature

14

Jacket Water Temperature

27

Oil Temperature A Bank Oil Temperature B Bank

17 25

Oil Pressure A Bank

24

Oil Pressure B Bank Raw Water Temperature Turbine Inlet Temp + Turbine Inlet Temp -

26 15 36 37

40 36

31

24

23

14

>PEI< 13 12 11 10

9

8

6

5

4

3

2

1

Wire Side A

P505.2

Diagnostic codes CID-FMI Conditions which generate this code: 100-03

Systems Response:

‘A’ bank Oil Pressure Sensor Open Or Shorted High

The ECM assumes a default filtered oil pressure of 0 kPa (0 psi) gauge, and engine The Filtered Oil Pressure Sensor signal input protection monitoring for low or to the ECM is greater than 4.8 VDC, excessive oil pressure is indicating an open circuit or short to a disabled. positive voltage source This diagnostic code remains AND Active until the Engine Control A +5VDC Sensor Supply Diagnostic Code Switch is turned to the OFF (262-03 or 262-04) is NOT active. position.

Troubleshooting Proceed with P-505: Analogue Sensor Open Or Short Circuit Test

* Since engine protection is no longer available, the engine is shut down.

4016-E61TRS Diagnostic Manual, May 2000

55

This document has been printed from SPI². Not for Resale

5 CID-FMI Conditions which generate this code: 100-04

‘A’ bank Oil Pressure Sensor Short To Ground The Filtered Oil Pressure Sensor signal input to the ECM is less than 0.2 VDC, indicating a short to ground AND A +5VDC Sensor Supply Diagnostic Code (262-03 or 262-04) is NOT active.

Systems Response:

Troubleshooting

The ECM assumes a default filtered oil pressure of 0 kPa (0 psi) gauge, and engine protection monitoring for low or excessive oil pressure is disabled.

Proceed with P-505: Analogue Sensor Open Or Short Circuit Test

This diagnostic code remains Active until the Engine Control Switch is turned to the OFF position. * Since engine protection is no longer available, the engine is shut down.

110-03

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

The ECM assumes a default jacket water temperature of -40°C (-40°F), and engine protection monitoring for low or excessive jacket water temperature is disabled.

Proceed with P-505: Analogue Sensor Open Or Short Circuit Test

This diagnostic code remains Active until the Engine Control Switch is turned to the OFF position. * Since engine protection is no longer available, the engine is shut down. 110-04

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

The ECM assumes a default jacket water temperature of -40°C (-40°F), and engine protection monitoring for low or excessive jacket water temperature is disabled.

Proceed with P-505: Analogue Sensor Open Or Short Circuit Test

This diagnostic code remains Active until the Engine Control Switch is turned to the OFF position. * Since engine protection is no longer available, the engine is shut down. 172-03

Inlet Manifold Temperature Sensor Open The Inlet Manifold Temperature Sensor signal input to the ECM is greater than 4.8 VDC, indicating an open circuit or short to a positive voltage source AND A +5VDC Sensor Supply Diagnostic Code (262-03 or 262-04) is NOT active.

56

The ECM assumes a default inlet manifold temperature of 45°C (113°F). Engine protection monitoring for excessive inlet manifold temperature is disabled and the Air-Fuel Ratio Control no longer compensates for manifold temperature. Engine performance may be affected.

Proceed with P-505: Analogue Sensor Open Or Short Circuit Test

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 CID-FMI Conditions which generate this code: 175-03

Oil Temperature Sensor Open The Oil Temperature Sensor signal input to the ECM is greater than 4.8 VDC, indicating an open circuit or short to a positive voltage source AND A +5VDC Sensor Supply Diagnostic Code (262-03 or 262-04) is NOT active.

Systems Response:

Troubleshooting

The ECM assumes a default oil temperature of 85°C (185°F), and engine protection monitoring for high oil temperature and oil to jacket water differential is disabled.

Proceed with P-505: Analogue Sensor Open Or Short Circuit Test

This diagnostic code remains Active until the Engine Control Switch is turned to the OFF position. * Since engine protection is no longer available, the engine is shut down.

175-04

Engine Oil Temperature short to ground The Oil Temperature Sensor signal input to the ECM is less than 0.2 VDC, indicating a short to ground AND A +5VDC Sensor Supply Diagnostic Code (262-03 or 262-04) is NOT active.

The ECM assumes a default oil temperature of 85°C (185°F), and engine protection monitoring for high oil temperature and oil to jacket water differential is disabled.

Proceed with P-505: Analogue Sensor Open Or Short Circuit Test

This diagnostic code remains Active until the Engine Control Switch is turned to the OFF position. * Since engine protection is no longer available, the engine is shut down.

542-03

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

The ECM assumes a default unfiltered oil pressure of 0 kPa (0 psi) gauge, and engine protection monitoring for plugged oil filters is disabled.

Proceed with P-505: Analogue Sensor Open Or Short Circuit Test

The ECM assumes a default unfiltered oil pressure of 0 kPa (0 psi) gauge, and engine protection monitoring for plugged oil filters is disabled.

Proceed with P-505: Analogue Sensor Open Or Short Circuit Test

AND A +5VDC Sensor Supply Diagnostic Code (262-03 or 262-04) is NOT active. 542-04

‘B’ bank Oil Pressure Sensor Short To Ground The ‘B’ bank Oil Pressure Sensor signal input to the ECM is less than 0.2 VDC, indicating a short to ground AND A +5VDC Sensor Supply Diagnostic Code (262-03 or 262-04) is NOT active.

1528-05 Turbine Inlet Temperature Open The Turbine Inlet Temperature input is less than 4 mA indicating an open circuit

4016-E61TRS Diagnostic Manual, May 2000

Proceed with P-505: Analogue Sensor Open Or Short Circuit Test

57

This document has been printed from SPI². Not for Resale

5 CID-FMI Conditions which generate this code:

Systems Response:

Troubleshooting

1528-06 Turbine Inlet Temperature Short to Ground

Proceed with P-505: Analogue Sensor Open Or Short Circuit Test

The Turbine Inlet Temperature input is outside the 4-20 mA range 172-04

Inlet Manifold Temperature Sensor Short To Ground The Inlet Manifold Temperature Sensor signal input to the ECM is less than 0.2 VDC, indicating a short to ground AND A +5VDC Sensor Supply Diagnostic Code (262-03 or 262-04) is NOT active.

The ECM assumes a default inlet manifold temperature of 45°C (113°F). Engine protection monitoring for excessive inlet manifold temperature is disabled and the Air-Fuel Ratio Control no longer compensates for manifold temperature. Engine performance may be affected.

Proceed with P-505: Analogue Sensor Open Or Short Circuit Test

Functional test TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 1: Check For Active +5V Sensor Supply Codes • Connect Service Tool TIPPS at the Service Tool Connector. • Turn the Engine Control Switch to the STOP position. Wait at least 10 seconds for codes to become Active. • Verify if any of the following Diagnostic codes are Active: • - 262-03 5 Volt Supply Above Normal • - 262-04 5 Volt Supply Below Normal

YES ⇒ This procedure will not work if a sensor supply diagnostic code is active. Refer to P-521: +5V Sensor Voltage Supply Circuit Test. STOP. NO ⇒ Proceed to next step.

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

58

ACTIVE ⇒ A SHORT circuit SHORT diagnostic code is Active (FMI=04) at this time. Proceed to next step. ACTIVE OPEN ⇒ An OPEN circuit (FMI=03) diagnostic code is Active at this time. Proceed to Step 4. NO ⇒ If the codes listed are Logged only and the engine is currently NOT running properly, refer to Troubleshooting Without A Diagnostic Code. If the engine is running properly at this time, there may be an intermittent problem in the harness causing the Logged codes. Refer to P-501: Inspecting Electrical Connectors. STOP. 4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 3: Disconnect Sensor To Create An Open Circuit • Turn the Engine Control Switch to the OFF position. • Disconnect the sensor with the SHORT circuit diagnostic code. • Turn the Engine Control Switch to the STOP position. • Access the Active Diagnostic Code Screen of the Electronic Service Tool. Wait 10 seconds after turning the Engine Control Switch ON. Check for an Active OPEN circuit diagnostic code. • Measure the voltage between pin-A (+5 V) and pin-B (Return) on the engine harness sensor connector (Ignore this step if troubleshooting the Jacket Water Temperature Sensor). An OPEN circuit diagnostic code for the disconnected sensor is now Active.

OK ⇒ A SHORT circuit diagnostic code was Active before disconnecting the sensor. An OPEN circuit diagnostic code became Active after disconnecting the sensor. Temporarily reconnect the suspect sensor. If the sensor short circuit diagnostic code reappears, replace the sensor. Verify the diagnostic code is no longer Active with the new sensor installed. Clear all Logged diagnostic codes. STOP. NOT OK ⇒ There is a short circuit between the Sensor Harness Connector and the ECM. Leave the sensor disconnected. Refer to P-501: Inspecting Electrical Connectors. If NOT OK, proceed to Step 6. +5VDC ⇒ There is an open circuit in SUPPLY NOT the sensor supply. Refer OK to P-501: Inspecting Electrical Connectors. STOP.

Step 4: Verify Supply Voltage Is Present At The Sensor • Disconnect the suspect sensor. • Proceed to the next step if troubleshooting the Jacket Water Temperature Sensor (+5VDC supply not used). • Measure the voltage between pin-A (+5 V) and pin-B (Return) on the engine harness sensor connector. See Figure P-505.3. The voltage should measure between 4.5 and 5.5 VDC.

4016-E61TRS Diagnostic Manual, May 2000

OK ⇒ Supply voltage is present at the sensor. Proceed to next step. NOT OK ⇒ The +5V Sensor Supply voltage is not reaching the sensor. Most likely there is an OPEN circuit in either the Sensor Common or Sensor Supply wire in the Engine Harness between the ECM and the sensor. Refer to P-501: Inspecting Electrical Connectors. STOP.

59

This document has been printed from SPI². Not for Resale

5 HD Connector view

Deutsch HD Connectors (Terminal Side) A C

A

A

B

Jack

C

B

Plug P505.3

TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 5: Create Short Circuit Between Signal And Return Terminals At The Sensor Connector • Turn the Engine Control Switch to the OFF position. • Fabricate a jumper wire (100 to 150 mm, 4 to 6 inches long) with Deutsch Terminals on both ends. • Install the jumper wire (short circuit) between the Signal and Return inputs of the suspect sensor connector (engine harness side). • Turn the Engine Control Switch to the STOP position. Wait at least 10 seconds for the SHORT circuit diagnostic code to become Active. See Figure P-505.3. A Sensor SHORT circuit diagnostic code is Active with the jumper installed.

OK ⇒ The engine harness and ECM have checked OK. Thoroughly inspect the sensor connector. Refer to Inspecting Electrical Connectors. Reconnect the sensor. If the OPEN circuit diagnostic code reappears, temporarily replace the sensor (connect a new sensor to the harness, but do not install it into the engine). Ensure the diagnostic code is no longer Active. If the diagnostic code disappears when the new sensor is connected, replace the old sensor. Clear all Logged diagnostic codes. STOP. NOT OK ⇒ Most likely there is an OPEN circuit in either the Sensor Common or Sensor Signal wire in the Engine Harness between the ECM and the sensor. Remove the jumper. Refer to P-501: Inspecting Electrical Connectors. If NOT OK, proceed to next step.

60

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 6: Check ECM Operation By Creating Open And Short Circuits At ECM Connector • Remove power from the engine control system. Turn the Engine Control Switch to the OFF position and open the breaker in the Engine Mounted Panel. • Disconnect ECM Engine Harness Connector J1/P1. Thoroughly inspect both halves of the connector for signs of corrosion or moisture. Repair as necessary. • Reconnect J1/P1. • Use a Terminal Removal Tool to remove the signal wire for the circuit creating the Open or Short Circuit diagnostic code. • Restore power to the engine control system and turn the Engine Control Switch to the STOP position. • Monitor the TIPPS Active Diagnostic Code Screen. Wait at least 10 seconds for diagnostic codes to appear. • An OPEN circuit diagnostic code should be Active for the suspect sensor. • Turn the Engine Control Switch to the OFF position.

OK ⇒ The ECM is operating correctly. Repair or replace the defective wiring harness as necessary. Clear all diagnostic codes. Verify the repair eliminates the problem. STOP. NOT OK ⇒ Either the OPEN circuit diagnostic code is NOT Active with the harness disconnected (open circuit), or the SHORT circuit diagnostic code is NOT Active with the jumper wire (short circuit) installed. Replace the ECM. STOP.

• Fabricate a jumper wire with Deutsch Pins on both ends. • Insert the jumper wire between the suspect sensor input terminal (refer to diagram for signal terminals) and J1 terminal-19 (Unused ECM Ground). • Turn the engine Control Switch to the STOP position. • A SHORT circuit diagnostic code should be Active with the jumper wire installed. Wait at least 10 seconds for diagnostic codes to appear. See Figure P-505.3. See Figure P-505.2. OPEN circuit and SHORT circuit diagnostic codes are Active as indicated by the test procedure.

4016-E61TRS Diagnostic Manual, May 2000

61

This document has been printed from SPI². Not for Resale

5 P-506: PWM sensor circuit test System Operation Use this procedure to troubleshoot diagnostic codes for the Inlet Manifold Pressure Sensor. The troubleshooting procedure for each PWM sensor is identical. The ECM provides supply voltage to the Inlet Manifold Pressure Sensor from ECM Connector J1/P1 terminal-4 (+8VDC Supply) to sensor connector terminal-A. The Sensor Return (ground) connection is provided from ECM Connector J1/P1 terminal-5 (Return) to sensor connector terminal-B. The signal voltage from the sensor connector terminal-C to the appropriate Sensor Signal Terminal at ECM Connector J1/P1. Refer to the Schematic for details.

PWM Sensors schematic Inlet Manifold Pressure Sensor +8V Signal Return

A C B

4 10 5

ECM +8VDC Inlet Manifold Pressure Return

Note : Refer to the Wiring Drawings for full connection details

A 62

P506.1

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 Diagnostic codes CID-FMI Conditions which generate this code: 106-03

Inlet Manifold Pressure Signal Open or Shorted

Systems Response:

Troubleshooting

The engine is shut down.

Proceed with P-506: ECM PWM Sensor Circuit Test

The engine is shut down.

Proceed with P-506: ECM PWM Sensor Circuit Test

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

Inlet Manifold Pressure Signal Noisy The Inlet Manifold Pressure Sensor signal duty cycle or frequency is out of range AND An 8 VDC Supply diagnostic code is NOT active.

Functional test TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 1: Check For Active +8V Sensor Supply Codes

• - 41-03 8 Volt Supply Above Normal

YES ⇒ This procedure will not work if a sensor supply diagnostic code is active. Refer to P-522: +8V Sensor Voltage Supply Circuit Test. STOP.

• - 41-04 8 Volt Supply Below Normal

NO ⇒ Proceed to next step.

• Connect TIPPS at the Service Tool Connector. • Turn the Engine Control Switch to the STOP position. Wait at least 10 seconds for codes to become Active. • Verify if any of the following Diagnostic codes are Active:

Are any diagnostic codes listed above Active? Step 2: Check For Active PWM Sensor Diagnostic codes • Check if any of the following diagnostic codes are Active: 106-08 (Manifold Pressure Signal INVALID) or 109-08 (Jacket Water Outlet Pressure Sensor Signal INVALID). Note: Diagnostic Code 41-03 (8 Volt Supply Above Normal) or 41-04 (8 Volt Supply Below Normal) should not be Active. Are any diagnostic codes listed above Active?

4016-E61TRS Diagnostic Manual, May 2000

YES ⇒ An OPEN circuit diagnostic code is Active at this time. Proceed to next step. NO ⇒ If the codes listed are Logged only, attempt to make the code active by performing a pull test on wires and connectors associated with the circuit. Refer to P-501: Inspecting Electrical Connectors. STOP.

63

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 3: Verify Supply Voltage Is Present At The Sensor OK ⇒ Supply voltage is present at the sensor. Proceed to next step.

• Disconnect the suspect sensor. • Measure the voltage between pin-A (+8 V) and pin-B (Return) on the engine harness sensor connector.

NOT OK ⇒ The +8V Sensor Supply voltage is not reaching the sensor. Most likely there is an OPEN circuit in either the Sensor Common or Sensor Supply wire in the Engine Harness between the ECM and the sensor. Refer to P-501: Inspecting Electrical Connectors. STOP.

See Figure P-506.2. The voltage should measure between 7.5 and 8.5 VDC.

HD Connector view

Deutsch HD Connectors (Terminal Side) A C

A

64

A

B

Jack

C

B

Plug P506.2

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 4: Check Isolated Signal At The Sensor • Install a 3-Terminal Breakout-T at the suspect sensor connector. • Remove the signal wire from the harness side of the Breakout-T to isolate the sensor output. • Connect a multimeter capable of measuring frequency and duty cycle to pin-C (signal) and pin-B (return) of the Breakout T. • Turn the Engine Control Switch to the STOP position, if not already done. • Measure the suspect sensor signal duty cycle and frequency. The duty cycle should measure between 5 and 95 percent. The frequency should measure between 400 and 600 Hz.

OK ⇒ Proceed to next step. NOT OK ⇒ The sensor is receiving a correct supply voltage but is not producing a valid output signal. Thoroughly inspect the sensor connector. Refer to Inspecting Electrical Connectors. Retest the sensor. If the frequency or duty cycle is still incorrect, temporarily replace the sensor (connect a new sensor to the harness, but do not install it into the engine). Ensure the diagnostic code is no longer Active. If the diagnostic code disappears when the new sensor is connected, replace the old sensor. Clear all Logged diagnostic codes. STOP.

Step 5: Check Isolated Signal At The ECM • Remove power from the engine control system. Turn the Engine Control Switch to the OFF position and unplug the power connector on the Engine Mounted Panel. • Disconnect ECM Engine Harness Connector J1/P1. Thoroughly inspect both halves of the connector for signs of corrosion or moisture. Remove the signal wire from P1 terminal-10. • Reconnect all connectors and restore power to the engine control system. • Turn the Engine Control Switch to the STOP position. • Use a multimeter to measure the suspect sensor signal duty cycle and frequency. See Figure P-506.3. The duty cycle should measure between 5 and 95 percent. The frequency should measure between 400 and 600 Hz.

4016-E61TRS Diagnostic Manual, May 2000

OK ⇒ A valid signal exists at the ECM connector. Reinsert signal wire into the ECM connector and retest. Verify the ECM is receiving the correct battery voltage. If the problem is not resolved, temporarily connect a test ECM. If the problem disappears with the test ECM connected, reconnect the old ECM to verify the problem returns. If the test ECM works, and the old one does not, replace the ECM. STOP. NOT OK ⇒ A valid signal appears at the sensor but not at the ECM connector. Repair or replace the sensor harness as necessary. Refer to P-501: Inspecting Electrical Connectors. STOP.

65

This document has been printed from SPI². Not for Resale

5 ECM Connector terminal locations 13 12 11 10 9

8

7

6

23 22 21 20 19

5

ECM Connector P1

4

3

1

2

31 30 29 28

27 26 25 24

39 38 37 36

35 34 33 32

47 46 45 44

43 42 41 40 52 51 50 49 48

57 56 55 54 53 69

70

Function

18 17 16 15 14

68 67 66 65 64 63 62 61 60 59 58

Pin Location

Manifold Pressure Supply

4

Manifold Pressure Return

5

Manifold Pressure Signal

10

Terminal Side 70 69 68 67 66 65

63 62 61 60 59 58 48

57

40

47 36

24

31 23

14

>PEI< 13 12 11 10

9

8

6

5

4

3

2

1

Wire Side

A

66

P506.3

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 P-509A: Oxygen sensor buffer supply circuit

MS Connectors Jack

Plug

System Operation The Oxygen Sensor and Oxygen Buffer generate a PWM signal with a duty cycle proportional to percent oxygen concentration in the exhaust. The ECM uses the oxygen signal to correct for fuel BTU variations and to maintain desired emissions levels. If an incorrect oxygen signal is detected by the ECM, a diagnostic code is generated and fuel quality compensation is disabled. Problems with the oxygen signal circuit must be repaired as soon as possible since engine performance and emissions are affected.

Plug

Jack

A

P509A.1

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

Oxygen sensor circuit schematic Oxygen Sensor Buffer

ECM J2 P2 +Buffer Supply Oxygen Signal Return

13 67 23

B 4016-E61TRS Diagnostic Manual, May 2000

P651/ J651 A C B

VH+ VH+24 VDC IP+ PWM Out IPReturn VS+ VS-

Oxygen Sensor Element OR YL WH BR RD BK

A B C D E F

Heater + Heater Current Input + Output V+ Output V-

P509A.2

67

This document has been printed from SPI². Not for Resale

5 Diagnostic codes CID-FMI Conditions which generate this code:

Systems Response:

Troubleshooting

1088-05 Oxygen Buffer Power Driver Open

Fuel quality compensation is disabled. The diagnostic code remains active until a consistent oxygen signal is present for at least five seconds. Engine performance and emissions may be affected.

Proceed with P-509A: Oxygen Sensor Buffer Supply Circuit

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

Proceed with P-509A: Oxygen Sensor Buffer Supply Circuit

Power to the Oxygen Buffer is OFF, but the ECM still receives a signal from the buffer.

Functional test TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 1: Inspect Electrical Connectors And Wiring Warning! The Oxygen Sensor may reach temperatures in excess of 700°C (1300°F) during normal operation, diagnostic override testing, and calibration. Wear heat resistant gloves and do not handle the sensor element until it has sufficiently cooled.

OK ⇒ Proceed to next step. NOT OK ⇒ Repair or replace the harness as necessary. STOP.

• Thoroughly inspect ECM Connector J2/P2, the Oxygen Buffer, and Oxygen Sensor connections. Refer Inspecting Electrical Connectors for details. • Perform 45 N (10 pound) pull test on each of the wires associated with the Oxygen Sensor circuit. Refer to the schematic. • Check ECM Connector (Allen screw) for proper torque 6.0 N·m (4.4 lb-ft). • Check the harness and wiring for abrasion and pinch points from the Oxygen Buffer to the ECM. See Figure P-509A.2. See Figure P-509A.3. All connectors/pins/sockets should be completely mated/inserted, and the harness/wiring should be free of corrosion, abrasion or pinch points.

68

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 ECM Connector terminal locations 9

13 12 11 10

8

7

6

23 22 21 20 19

ECM Connector P2

5

4

3

18 17 16 15 14

13

35 34 33 32

Return

23

43 42 41 40

Oxygen Signal

67

27 26 25 24

39 38 37 36 47 46 45 44

52 51 50 49 48

57 56 55 54 53

Pin Location

+Buffer Supply

31 30 29 28

69

70

Function

1

2

68 67 66 65 64 63 62 61 60 59 58

Terminal Side 70 69 68 67 66 65

63 62 61 60 59 58 48

57

40

47 36

24

31 23 13 12 11 10

A

14

>PEI< 9

8

6

5

4

3

2

1

Wire Side P509A.3

TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 2: Check For Active Oxygen Buffer Supply Codes • Connect Service Tool TIPPS at the Service Tool Connector. • Turn the Engine Control Switch to the STOP position. Wait at least 10 seconds for codes to become Active. • Determine if a 1088-05 Oxygen Sensor Buffer Supply Open diagnostic code is Active. • Use the TIPPS Diagnostic Override in the Configuration Screen to turn the Oxygen Sensor Status to ON. • Determine if a 1088-06 Oxygen Sensor Buffer Supply Shorted Low diagnostic code is Active.

1088-05 ⇒ There is an open or short ACTIVE to +Battery in the buffer supply. Proceed to next step. 1088-06 ⇒ There is a short to ground ACTIVE in the buffer supply. Proceed to Step 4. NO ⇒ The buffer supply checks OK. STOP.

Is a 1088-05 or 1088-06 diagnostic code Active?

4016-E61TRS Diagnostic Manual, May 2000

69

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 3: Check Harness For A Short To +Battery • Turn the Engine Control Switch to the OFF position, then to the STOP position. • Disconnect the Oxygen Sensor from the Oxygen Sensor Buffer. • Measure the Oxygen Sensor heater supply voltage (VH+ to VH-) across socket-A and socket-B of the buffer side of the sensor connector. See Figure P-509A.2. The voltage should be less than 0.5 VDC.

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

Step 4: Disconnect Oxygen Sensor Buffer • Disconnect the buffer to ECM connector. • Turn the Engine Control Switch to the STOP position. Use the TIPPS Diagnostic Override in the Configuration Screen to turn the Oxygen Sensor Status to ON. • Determine if a 1088-06 Oxygen Buffer Supply Shorted Low diagnostic code is Active. Is a 1088-06 diagnostic code Active?

YES ⇒ The buffer supply is still shorted. Proceed to Step 6. NO ⇒ The buffer supply short is no longer active when the buffer is disconnected. Check the buffer connections for damage or corrosion. Repair as necessary. If the problem is not resolved, replace the buffer. STOP.

Step 5: Check Harness For An Open Circuit • Turn the Engine Control Switch to the OFF position. • Disconnect the ECM to Oxygen Sensor Buffer connector P651/J651. • Install a jumper wire with Deutsch pin terminals at each end into pin-A and pin-B of the Oxygen Sensor Buffer connector P651. • Turn the Engine Control Switch to the STOP position. • Determine if a 1088-05 Oxygen Buffer Supply Open diagnostic code is Active. Diagnostic code 1088-05 should be NOT be Active when the ECM Oxygen Sensor Buffer Supply circuit is shorted.

70

OK ⇒ The harness and ECM check OK. Check the buffer connections for damage or corrosion. Repair as necessary. If the problem is not resolved, replace the buffer. STOP. NOT OK ⇒ The ECM does not detect the jumper. Proceed to next step.

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 6: Check Oxygen Buffer Supply At ECM • Remove power from the engine control system. Turn the Engine Control Switch to the OFF position and unplug the power connector on the Engine Mounted Panel. • Disconnect ECM Engine Harness Connector J2/P2. Thoroughly inspect both halves of the connector for signs of corrosion or damage. • Reconnect J2/P2. • Use a terminal removal tool to remove wires from P2 terminal-13 (+Buffer Supply) and P2 terminal-23 (Return) in order to create an open circuit.

YES ⇒ The ECM Oxygen Sensor Buffer supply checks OK. Repair or replace the harness as necessary. STOP. NO ⇒ The ECM did not correctly detect an open or short circuit at P2. Replace the ECM. STOP.

• Restore power to the engine control system and turn the Engine Control Switch to the STOP position. • Monitor the TIPPS Active Diagnostic Code Screen. Wait at least 10 seconds for diagnostic codes to appear. • Connect a jumper with Deutsch terminals at each end into P2 terminal-13 (+Buffer Supply) and P2 terminal-23 (Return). • Use the TIPPS Diagnostic Override Screen to turn the Oxygen Sensor Status to ON. • Monitor the TIPPS Active Diagnostic Code Screen. Wait at least 10 seconds for diagnostic codes to appear. See Figure P-509A.3. Is a 1088-05 diagnostic code Active when the supply is open circuited, and is a 1088-06 diagnostic code Active after the jumper is installed?

4016-E61TRS Diagnostic Manual, May 2000

71

This document has been printed from SPI². Not for Resale

5 P-509B: Oxygen sensor signal circuit test

MS Connectors Jack

System Operation The Oxygen Sensor and Oxygen Buffer generate a PWM signal with a duty cycle proportional to percent oxygen concentration in the exhaust. The ECM uses the oxygen signal to correct for fuel BTU variations and to maintain desired emissions levels. If an incorrect oxygen signal is detected by the ECM, a diagnostic code is generated and fuel quality compensation is disabled. Problems with the oxygen signal circuit must be repaired as soon as possible since engine performance and emissions are affected.

Plug

Plug

Jack

A

P509B.1

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

Oxygen sensor circuit schematic Oxygen Sensor Buffer

ECM J2 P2 +Buffer Supply Oxygen Signal Return

13 67 23

P651/ J651 A C B

VH+ VH+24 VDC IP+ PWM Out IPReturn VS+ VS-

Oxygen Sensor Element OR YL WH BR RD BK

A B C D E F

B

Heater + Heater Current Input + Output V+ Output V-

P509B.2

Diagnostic codes CID-FMI Conditions which generate this code:

Systems Response:

Troubleshooting

1086-09 Oxygen Sensor Element Not Connected

Fuel quality compensation is disabled. The diagnostic code remains active until an oxygen signal duty cycle above 20 percent is present for at least 5 seconds. Engine performance and emissions may be affected.

Proceed with P-509B: Oxygen Sensor Signal Circuit Test

The Oxygen Buffer has been powered for at least 5 seconds and the oxygen signal duty cycle is between 10 and 20 percent. Note: This is the default output duty cycle when an Oxygen Sensor Heater load is NOT detected by the buffer. Check for a disconnected Oxygen Sensor or burned out Oxygen Sensor heater. 72

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 CID-FMI Conditions which generate this code:

Systems Response:

Troubleshooting

1087-08 Oxygen Buffer Signal Noisy

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

1087-03 Oxygen Buffer Signal Open Or Shorted High The ECM has been powered for at least 5 seconds and the PWM oxygen signal is not switching at the minimum rate and The Oxygen Buffer Supply diagnostic codes are NOT active.

Fuel quality compensation is disabled. The diagnostic code remains active until the Engine Control Switch is turned to the OFF position OR a valid oxygen signal is present for at least five seconds. Engine performance and emissions may be affected.

Proceed with P-509B: Oxygen Sensor Signal Circuit Test

Proceed with P-509B: Oxygen Sensor Signal Circuit Test

Functional test TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 1: Inspect Electrical Connectors And Wiring Warning! The Oxygen Sensor Operates at extremely high temperatures. Do not handle this sensor unless it has been allowed to sufficiently cool following engine operation, calibration, or diagnostic override testing.

OK ⇒ Proceed to next step. NOT OK ⇒ Repair or replace the harness as necessary. STOP.

• Thoroughly inspect ECM Connector J2/P2, the Oxygen Buffer, and Oxygen Sensor connections. Refer Inspecting Electrical Connectors for details. • Perform 45 N (10 pound) pull test on each of the wires associated with the Oxygen Sensor circuit. Refer to the schematic. • Check ECM Connector (Allen screw) for proper torque 6.0 N·m (4.4 lb-ft). • Check the harness and wiring for abrasion and pinch points from the Oxygen Buffer to the ECM. See Figure P-509B.3. See Figure P-509B.2. All connectors/pins/sockets should be completely mated/inserted, and the harness/wiring should be free of corrosion, abrasion or pinch points.

4016-E61TRS Diagnostic Manual, May 2000

73

This document has been printed from SPI². Not for Resale

5 ECM Connector terminal locations 9

13 12 11 10

8

7

6

23 22 21 20 19

ECM Connector P2

5

4

3

Function

1

2

18 17 16 15 14 27 26 25 24

31 30 29 28

Pin Location

+Buffer Supply

13

39 38 37 36

35 34 33 32

Return

23

47 46 45 44

43 42 41 40

Oxygen Signal

67

52 51 50 49 48

57 56 55 54 53 69

70

68 67 66 65 64 63 62 61 60 59 58

Terminal Side 70 69 68 67 66 65

63 62 61 60 59 58 48

57

40

47 36

24

31 23 13 12 11 10

A

14

>PEI< 9

8

6

5

4

3

2

1

Wire Side P509B.3

TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 2: Check Heater Supply Voltage To The Oxygen Sensor • Disconnect the Oxygen Sensor from the Oxygen Sensor Buffer. • Turn the Engine Control Switch to the STOP position and use the TIPPS Diagnostic Override in the Configuration Screen to turn the Oxygen Sensor Status to ON. • Measure the Oxygen Sensor Buffer Heater supply voltage (VH+ to VH-) across socket-A and socket-B of the buffer side of the sensor connector.

YES ⇒ Supply voltage is reaching the buffer. Proceed to next step. NO ⇒ Oxygen Sensor heater voltage is not present. Proceed to Step 4.

See Figure P-509B.4. The voltage should be greater than 9 VDC.

74

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 Oxygen sensor connector diagram

A TEST STEP

P509B.4

RESULT

DIAGNOSIS/ACTION

Step 3: Check For Active Oxygen Sensor Diagnostic codes • Turn the Engine Control Switch to the OFF position. • Reconnect all connectors. • Turn the Engine Control Switch to the STOP position and use the TIPPS Diagnostic Override in the Configuration Screen to turn the Oxygen Sensor Status to ON. • Check if a 1086-09, 1087-03 or 1087-08 diagnostic code is Active. Note: Diagnostic Code 1088-05 Oxygen Buffer Supply Shorted High or 1088-06 Oxygen Buffer Supply Shorted Low should not be Active. Is an Oxygen Signal diagnostic code Active?

1086-09 ⇒ A 1086-09 Oxygen ACTIVE Sensor Element Not Connected diagnostic code is Active. Check the Oxygen Buffer to Oxygen Sensor connectors for damage or corrosion. Refer to Inspecting Electrical Connectors. Replace the component with the faulty connector. If the connectors appear to be in good condition, replace and calibrate the Oxygen Sensor. If the problem is not resolved, replace the Oxygen Buffer. STOP. 1087-03 OR ⇒ The PWM Oxygen signal 1087-08 is noisy or absent. ACTIVE Proceed to Step 5. 1088-05 OR ⇒ There is a problem in the 1088-06 Oxygen Sensor Buffer ACTIVE Supply. Refer to P-509A: Oxygen Sensor Buffer Supply Circuit. STOP. NO ⇒ The Oxygen Sensor signal circuit checks OK. STOP.

4016-E61TRS Diagnostic Manual, May 2000

75

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 4: Check Supply Voltage To The Oxygen Sensor Buffer • Disconnect the ECM to Oxygen Sensor Buffer Connector. • Measure the voltage between terminal-A and terminal-B of the ECM side connector. The Oxygen Sensor Buffer supply voltage should be greater than 18 VDC.

OK ⇒ The buffer is receiving the correct supply voltage and not producing a heater voltage. Reconnect all connectors and retest. If problem is not resolved, replace the buffer. STOP. NOT OK ⇒ Proceed to Step 6.

Step 5: Check Harness For Opens Or Shorts • Remove power from the engine control system. Turn the Engine Control Switch to the OFF position and unplug the power connector on the Engine Mounted Panel. • Disconnect J2/P2 and J651/P651. Thoroughly inspect both halves of the connectors for signs of corrosion or moisture.

OK ⇒ Proceed to Step 7. NOT OK ⇒ There is a problem in the harness. Repair or replace the harness as necessary. STOP.

• Install a jumper wire with Deutsch pin terminals at each end into P651 pin-C (Signal) and P651 pin-B (Return). • Use an ohmmeter to check for continuity between P2 pin-23 and P2 pin-67. • Use an ohmmeter to check for shorts between P2 pin-67 and -Battery. • Use an ohmmeter to check for shorts between P2 pin-67 and the engine. • Use an ohmmeter to check for shorts between P2 pin-67 and P2 pin-13. • Use an ohmmeter to check for shorts between P2 pin-67 and all remaining pins in P2. See Figure P-509B.3. The resistance between P2 pin-23 and P2 pin-67 should be less than 2 Ohms. The ohmmeter readings for short circuit checks should be greater than 20k Ohms.

76

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 6: Check Oxygen Buffer Supply Voltage At ECM • Remove power from the engine control system. Turn the Engine Control Switch to the OFF position and unplug the power connector on the Engine Mounted Panel. • Disconnect ECM Engine Harness Connector J2/P2. Thoroughly inspect both halves of the connector for signs of corrosion or moisture. Repair as necessary. • Reconnect J2/P2. Use a wire removal tool to remove wires from P2 terminal-13 and P2 terminal-23.

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

• Restore power to the engine control system and turn the Engine Control Switch to the STOP position. • Use the TIPPS Diagnostic Override in the Configuration Screen to turn the Oxygen Sensor Status to ON. • Measure the Oxygen Buffer Supply voltage out of ECM at P2 terminal-13 and P2 terminal-23. See Figure P-509B.3. The Oxygen Sensor Buffer supply voltage should be greater than 18 VDC. Step 7: Check Isolated Oxygen Signal At ECM Connector • Reconnect the Oxygen Buffer connector J651/P651. • Use a wire removal tool to remove the oxygen signal wire from P2 terminal-67. • Reconnect J2/P2 and restore power to the engine control system. • Turn the Engine Control Switch to the STOP position and use the TIPPS Diagnostic Override in the Configuration Screen to turn the Oxygen Sensor Status to ON. • Use a multimeter capable of measuring duty cycle and frequency to measure the signal between the loose wire (P2 terminal-67) and -Battery. See Figure P-509B.3. The signal DUTY CYCLE should be between 20 and 90 percent. The signal FREQUENCY should be between 350 and 650 Hz.

4016-E61TRS Diagnostic Manual, May 2000

OK ⇒ A valid oxygen signal appears at P2. Turn the Engine Control Switch to the OFF position and reinstall the signal wire into P2. Energize the Oxygen Buffer and recheck for an Active 1087-03 or 1087-08 diagnostic code. If present, replace the ECM. STOP. NOT OK ⇒ The harness checks OK but a valid signal does not appear P2. replace the Oxygen Sensor Buffer. If buffer replacement does not resolve the problem, replace the Oxygen Sensor. STOP.

77

This document has been printed from SPI². Not for Resale

5 P-511: Speed/Timing sensor System Operation The Speed/Timing Sensor provides engine speed and engine crankshaft position information to the ECM. The sensor outputs a pulse train signal as the timing reference gear, mounted on the camshaft gear, rotates past the pickup of the Speed/Timing Sensor. The sensor pickup is located in the gearcase. The sensor will be damaged if installed improperly. Visually inspect the Timing Ring position below the mounting hole before inserting the Sensor. The Timing Ring teeth must be aligned with the sensor mounting hole when the sensor is installed. If necessary, turn the crankshaft to rotate the Timing Ring teeth to be immediately underneath the sensor. The sensor generates a signal waveform matching the timing gear tooth pattern. The Timing Gear provides a special gear tooth pattern that indicates rotation position and rotation direction. The gear consists of 36 teeth and 1 extra tooth in the outer diameter.

Speed/Timing Sensor Schematic Timing Pickup Signal Return

ECM 2 1

J1/32 J1/33

Pickup + Pickup -

Note : Refer to the Wiring Drawings for full connection details

A 78

P511.1

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 Diagnostic codes CID-FMI Conditions which generate this code: 320-03

Speed/Timing Sensor Open Or Shorted The ECM has been energized for 5 seconds AND The Speed/Timing signal is lost for more than 1 second after the engine has started or the signal is lost for 15 seconds while the engine is cranking.

320-08

Engine Speed/Timing Sensor Noisy The Speed/Timing signal is lost and returns within one second.

Systems Response:

Troubleshooting

The engine will not start or, if running, ignition is terminated due to loss of timing information. The shutdown lamp will be activated and the code may be viewed on the TIPPS.

Proceed with P-511A: Speed/Timing Sensor2

This diagnostic code remains Active until the Engine Control Switch is turned to the OFF position. Ignition is terminated due to loss of timing information and the engine is shut down. This diagnostic code remains Active until the Engine Control Switch is turned to the OFF position.

Proceed with P-511A: Speed/Timing Sensor2

Functional test TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 1: Check For Connector Damage • Turn the Engine Control Switch to the OFF position. • Thoroughly inspect ECM Connector J1/P1 and the Speed/Timing Sensor Connector. Refer to Inspecting Electrical Connectors for details. • Perform 45 N (10 pound) pull test on each of the wires in the ECM Connector associated with the Speed/Timing circuit. • Check ECM Connector (Allen screw) for proper torque 6.0 N·m (4.4 lb ft).

OK ⇒ The connectors are in good condition. Proceed to next step. NOT OK ⇒ Repair or replace the faulty connector. Reset Diagnostic codes on power up. Repair as required. STOP.

• Check the harness and wiring for abrasion and pinch points from the sensor back to the ECM. All connectors/pins/sockets are completely mated/inserted, and the harness/wiring is free of corrosion, abrasion or pinch points.

4016-E61TRS Diagnostic Manual, May 2000

79

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 2: Check Speed/Timing Sensor NOTICE Check that the Timing Gear is in a position that will allow the Speed/Timing Sensor to protrude onto one of the teeth of the Timing Gear. This is done visually with a flashlight prior to the installation of the Speed/Timing Sensor. Turn the crankshaft to rotate the Timing Gear, if necessary, to position the gear in a place that will allow the head to touch a tooth. If the sensor head does protrude into one of the slots, the head will be damaged as the gear begins to rotate. • Disconnect and remove the Speed/Timing Sensor. • Inspect the sensor tip for damage, clean if necessary. • Install Speed/Timing Sensor.

OK ⇒ The Speed/Timing Sensor is undamaged. Reinstall the sensor per instruction in the Engine Disassembly and Assembly Manual. Proceed to next step. NOT OK ⇒ The Speed/Timing Sensor is damaged. Replace and calibrate the Speed/Timing Sensor. Refer to P-603: Speed/Timing Sensor Calibration. If conditions are not resolved, proceed to next step.

Step 3: Check Engine RPM Reading Using TIPPS • Crank the engine while observing the engine rpm display on TIPPS. TIPPS should display a steady engine while cranking the engine. Note: Cranking speed must be greater then 100 rpm.

OK ⇒ The Speed/Timing Sensor is operating normally at this time. STOP. NOT OK ⇒ TIPPS does not display a correct engine RPM signal. Proceed to next step. READING ⇒ The engine will not start, OK/ENGINE but engine speed WILL NOT appears on Electronic START Service Tool display. The ECM is receiving and processing a valid signal. Refer to Section 3. Repair as required. STOP.

Step 4: Check Isolated Signal Voltage At Sensor • Reconnect all connectors. • Remove the pick-up connector. • Set a multimeter to read DC voltage using the 20 VDC, or closest to 20 VDC scale. • Measure the signal voltage between the pick-up terminals while cranking the engine. See Figure P-511.1. The voltage should be greater than 1 VAC during cranking.

80

OK ⇒ The sensor is producing an output signal. Proceed to Step 7. NOT OK ⇒ Replace and calibrate the Speed/Timing Sensor. Refer to P-603: Speed/Timing Sensor Calibration for details. STOP.

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 ECM Connector terminal locations ECM Connector P1

9

13 12 11 10

8

7

6

23 22 21 20 19

5

4

3

1

2

Function

18 17 16 15 14 27 26 25 24

31 30 29 28

Pin Location

39 38 37 36

35 34 33 32

Speed/Timing Signal +

32

47 46 45 44

43 42 41 40

Speed/Timing Signal -

33

52 51 50 49 48

57 56 55 54 53 69

70

68 67 66 65 64 63 62 61 60 59 58

Terminal Side 70 69 68 67 66 65

63 62 61 60 59 58 48

57

40

47 36

24

31 23 13 12 11 10

A

14

>PEI< 9

8

6

5

4

3

2

1

Wire Side

4016-E61TRS Diagnostic Manual, May 2000

P511.2

81

This document has been printed from SPI². Not for Resale

5 P-512: Detonation sensors System Operation The Detonation Sensors provide electrical signals to the ECM that indicate mechanical engine vibrations. The ECM monitors the detonation signals to determine the presence and severity of the combustion detonation and advances timing to limit detonation levels. Timing may be modified on each cylinder individually, or all cylinders as necessary. If timing advance does not sufficiently limit detonation, the engine is shut down. Detonation Sensors are located on the upper block between every two cylinders so that each sensor monitors two cylinders. The control can retard timing up to 6 degrees for severe detonation. The minimum allowed actual timing is 10 degrees BTC (5 degrees for propane operation). A Proportional Detonation Advance strategy is used for advancing out of detonation retard. The advance rate is based upon engine detonation (the heavier the detonation, the faster the advance rate). The fastest rate is 1 degrees per minute. The sensors are powered by the 8 VDC Sensor Supply from the ECM. The sensor outputs a filtered and amplified electrical signal of the engine’s mechanical vibrations. The electrical signal frequency is the same as the mechanical frequency and the electrical signal amplitude is proportional to the vibration intensity. The ECM will diagnose faults on each detonation sensor for a signal shorted to -Battery, +Battery or open. To avoid detecting non-detonation related vibrations, the ECM only monitors a Detonation Sensor while one of it’s cylinders is between Top Centre and 40 Degrees after Top Centre. Therefore, the Block Tap method of testing EIS Detonation Sensors does not work the same with this engine and a Detonation Input diagnosed by the ECM as Open Or Shorted High may measure 0 VDC on a voltmeter. The ECM also supports related event codes for Detonation Retarded Timing and Excessive Detonation Shutdown when the engine detonation levels warrant some control reaction. Detonation shutdown occurs when detonation levels remain high after maximum retard has been reached. Detonation protection is disabled at less than 40 percent of full load and at speeds less than 500 RPM.

82

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 Detonation sensors schematic ECM

Cylinder A1 & A2 Detonation Sensor

J2 P2 +8VDC Detonation Input A Return

56 36 54

A C B

+8V Signal Return Cylinder A3 & A4 Detonation Sensor

A C B

37

+8V Signal Return Cylinder A5 & A6 Detonation Sensor

A C B

Detonation Input C 38

+8V Signal Return Cylinder A7 & A8 Detonation Sensor

Detonation Input D 39

A C B

+8V Signal Return Cylinder B1 & B2 Detonation Sensor

+8VDC Detonation Input E Return

A C B

57 44 55

+8V Signal Return Cylinder B3 & B4 Detonation Sensor

A C B

Detonation Input F 45

+8V Signal Return Cylinder B5 & B6 Detonation Sensor

A C B

Detonation Input G 46

+8V Signal Return Cylinder B7 & B8 Detonation Sensor

Detonation Input H

A

47

A C B

+8V Signal Return

Note : Refer to the Wiring Drawings for full connection details

4016-E61TRS Diagnostic Manual, May 2000

P512.1

83

This document has been printed from SPI². Not for Resale

5 Diagnostic codes CID-FMI Conditions which generate this code:

Systems Response:

Troubleshooting

1501-03 Detonation Sensor #1 Open

The GECM will shut down the engine because detonation protection is lost.

Proceed with P-512: Detonation Sensors

1505-03 Detonation Sensor #3 Open 1509-03 Detonation Sensor #5 Open Detonation Sensor #7 Open 1513-03 Detonation Sensor #2 Open 1502-03 Detonation Sensor #9 Open 1506-03 Detonation Sensor #6 Open 1510-03 Detonation Sensor #8 Open 1514-03 The engine is turning

This diagnostic code remains Active until the Engine Control Switch is turned to the OFF position.

AND Cylinder A1 or A2 is between top center and 40 degrees past top center of the power stroke AND The GECM monitors a Cylinder A1 and A2 Detonation Sensor signal input greater than 7.0 VDC, indicating a possible open circuit or short to a positive voltage source AND A +8VDC Sensor Supply Diagnostic Code (41-03 or 41-04) is NOT active.

84

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 CID-FMI Conditions which generate this code:

Systems Response:

Troubleshooting

1501-04 Detonation Sensor #1 Shorted Low

The GECM will shut down the engine because detonation protection is lost.

Proceed with P-512: Detonation Sensors

1505-04 Detonation Sensor #3 Shorted Low 1509-04 Detonation Sensor #5 Shorted Low Detonation Sensor #7 Shorted Low 1513-04 Detonation Sensor #2 Shorted Low 1502-04 Detonation Sensor #4 Shorted Low 1506-04 Detonation Sensor #6 Shorted Low 1510-04 Detonation Sensor #8 Shorted Low 1514-04 The engine is turning

This diagnostic code remains Active until the Engine Control Switch is turned to the OFF position.

AND Cylinder A1 or A2 is between top center and 40 degrees past top center of the power stroke AND The GECM monitors a Cylinder A1 and A2 Detonation Sensor signal input less than 1 VDC, indicating a possible open circuit or short to a positive voltage source AND A +8VDC Sensor Supply Diagnostic Code (41-03 or 41-04) is NOT active. Functional test TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 1: Check For Active +8V Sensor Supply Codes

• - 41-03 8 Volt Supply Above Normal

YES ⇒ This procedure will not work if a sensor supply diagnostic code is active. Refer to P-522: +8V Sensor Voltage Supply Circuit Test. STOP.

• - 41-04 8 Volt Supply Below Normal

NO ⇒ Proceed to next step.

• Connect TIPPS at the Service Tool Connector. • Turn the Engine Control Switch to the STOP position. Wait at least 10 seconds for codes to become Active. • Verify if any of the following Diagnostic codes are Active:

Are any diagnostic codes listed above Active?

4016-E61TRS Diagnostic Manual, May 2000

85

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 2: Check For Active Detonation Sensor Diagnostic codes • Check if any of the following diagnostic codes are Active: ACTIVE ⇒ A SHORTED LOW 1501, 1505, 1509, 1513, 1502, 1506, 1510, 1514 (03 or SHORT diagnostic code is Active 04). (FMI=04) at this time. Proceed to Note: Diagnostic Code 41-04 (8 Volt Supply Above Normal) next step. or 41-04 (8 Volt Supply Below Normal) should not be Active. ACTIVE OPEN ⇒ An OPEN OR SHORTED (FMI=03) HIGH diagnostic code is Are any diagnostic codes listed above Active? Active at this time. Proceed to Step 4. NO ⇒ If the codes listed are Logged only and the engine is currently NOT running properly, refer to Troubleshooting Without A Diagnostic Code. If the engine is running properly at this time, there may be an intermittent problem in the harness causing the Logged codes. Refer to P-501: Inspecting Electrical Connectors. STOP. Step 3: Disconnect Sensor To Create An Open Circuit • Turn the Engine Control Switch to the OFF position. • Disconnect the sensor with the SHORT circuit diagnostic code. • Attempt to start the engine. Note: If the engine starts, it will normally shut down within 10 seconds due to the Detonation Sensor diagnostic code. If the engine will not start, crank the engine continuously for at least 10 seconds to allow the ECM to register Detonation Sensor Diagnostic codes. • Access the Active Diagnostic Code Screen of the Electronic Service Tool. Check for Active Detonation Sensor OPEN Circuit 1501-03, 1505-03, 1509-03, 1513-03, 1502-03, 1506-03, 1510-03, 1514-03 diagnostic codes. An OPEN circuit diagnostic code for the disconnected sensor is now Active.

OK ⇒ A SHORTED LOW diagnostic code was Active before disconnecting the sensor. An OPEN circuit diagnostic code became Active after disconnecting the sensor. Temporarily reconnect the suspect sensor. If the sensor short circuit diagnostic code reappears, replace the sensor. Verify the diagnostic code is no longer Active with the new sensor installed. Clear all Logged diagnostic codes. STOP. NOT OK ⇒ There is likely a short circuit between the Sensor Harness Connector and the ECM. Leave the sensor disconnected. Refer to P-501: Inspecting Electrical Connectors. If NOT OK, proceed to Step 6.

86

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 4: Verify Supply Voltage Is Present At The Sensor • Disconnect the suspect sensor. • Fabricate a jumper wire (100 to 150 mm, 4 to 6 inches long) with Deutsch Pin Terminals on both ends. • Monitor the Active Diagnostic Code Screen before and after installing the jumper wire (short circuit) between terminal-A (+8V) and terminal-B (Return) of the suspect sensor connector (engine harness side). Wait at least 10 seconds for the Sensor Supply SHORTED Low diagnostic 41-04 code to become Active. See Figure P-512.2. The Sensor Supply SHORT circuit diagnostic 41-04 code should become Active when the jumper is installed.

4016-E61TRS Diagnostic Manual, May 2000

OK ⇒ Supply voltage is present at the sensor. Remove the jumper. Proceed to next step. NOT OK ⇒ The +8V Sensor Supply voltage is not reaching the sensor. Most likely there is an OPEN circuit in either the Sensor Common or Sensor Supply wire in the Engine Harness between the ECM and the sensor. Refer to P-501: Inspecting Electrical Connectors. STOP.

87

This document has been printed from SPI². Not for Resale

5 HD Connector view

Deutsch HD Connectors (Terminal Side) A C

A

A

B

Jack

C

B

Plug P512.2

TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 5: Create Short Circuit Between Signal And Return Terminals At The Sensor Connector • Turn the Engine Control Switch to the STOP position. • Fabricate a jumper wire (100 to 150 mm, 4 to 6 inches long) with Deutsch Pin Terminals on both ends. Install the jumper wire (short circuit) between terminal-C (Signal) and terminal-B (Return) of the suspect detonation sensor connector (engine harness side). • Attempt to start the engine. Note: If the engine starts, it will normally shut down within 10 seconds due to the Detonation Sensor diagnostic code. If the engine will not start, crank the engine continuously for at least 10 seconds to allow the ECM to register Detonation Sensor Diagnostic codes. • Access the Active Diagnostic Code Screen of the Electronic Service Tool. Check for Active Detonation Sensor SHORTED LOW 1501-04, 1505-04, 1509-04, 1513-04, 1502-04, 1506-04, 1510-04, 1514-04 diagnostic codes. • Check for an Active 41-04 +8 VDC Sensor Supply Voltage Shorted Low diagnostic code. See Figure P-512.2. A Sensor SHORTED LOW diagnostic code should be Active with the jumper installed. A 41-04 +8 VDC Sensor Supply Voltage Shorted Low diagnostic code should NOT be active.

88

OK ⇒ The engine harness and ECM check OK. Thoroughly inspect the sensor connector. Refer to Inspecting Electrical Connectors. Reconnect the sensor. If the OPEN circuit diagnostic code reappears, replace the sensor. Clear all Logged diagnostic codes. STOP. NOT OK ⇒ Most likely there is an OPEN circuit in either the Sensor Common or Sensor Signal wire in the Engine Harness between the ECM and the sensor. Remove the jumper. Refer to P-501: Inspecting Electrical Connectors. If NOT OK, proceed to next step. 41-04 ACTIVE ⇒ A 41-04 diagnostic becomes active when the jumper is installed. There is likely a short circuit in the harness between the sensor signal and supply wires. Refer to P-501: Inspecting Electrical Connectors. If NOT OK, proceed to next step.

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 6: Check ECM Operation By Creating Open And Short Circuits At ECM Connector • Remove power from the engine control system. Turn the Engine Control Switch to the OFF position and remove the power connector on the Engine Mounted Panel. • Disconnect ECM Engine Harness Connector J2/P2. Thoroughly inspect both halves of the connector for signs of corrosion or moisture. Repair as necessary. • Use a wire removal tool to remove the suspect detonation signal wire from P2. • Restore power to the engine control system and attempt to start the engine. Crank the engine for a minimum of 10 seconds. • Check the TIPPS Active Diagnostic Code Screen. An OPEN circuit diagnostic code should become Active for the disconnected detonation sensor input.

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

• Turn the Engine Control Switch to the OFF position. • Insert a jumper wire with Deutsch Sockets on both ends between the suspect sensor input terminal of P2 (refer to diagram for signal terminals) and P1 terminal-19 (Unused Return). • Attempt to start the engine. Crank the engine for a minimum of 10 seconds. A SHORTED LOW diagnostic code should become Active with the jumper wire installed. See Figure P-512.3. See Figure P-512.2. OPEN circuit and SHORTED LOW diagnostic codes are Active as indicated by the test procedure.

4016-E61TRS Diagnostic Manual, May 2000

89

This document has been printed from SPI². Not for Resale

5 ECM Connector terminal locations ECM Connector P2 Function 9

13 12 11 10

8

7

6

23 22 21 20 19

5

4

3

1

2

18 17 16 15 14

Pin Location

Input A

36

31 30 29 28

27 26 25 24

Input B

37

39 38 37 36

35 34 33 32

Input C

38

47 46 45 44

43 42 41 40

Input D Input E

39

Input F

45

Input G

46

Input H

47

+8 VDC Supply

56, 57

52 51 50 49 48

57 56 55 54 53 69

70

68 67 66 65 64 63 62 61 60 59 58

Terminal Side 70 69 68 67 66 65

Return

63 62 61 60 59 58

44

54, 55

48

57

40

47 36

24

31 23

14

>PEI< 13 12 11 10

9

8

6

5

4

3

2

1

Wire Side

A

90

P512.3

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 P-513: ECM Start/Stop output circuit test System Operation The ECM contains the logic and outputs to control the prelubrication, starting, and shutdown of the engine. ECM Start/Stop logic is customer programmable and responds to inputs from the Engine Control Switch, Emergency Stop Switch, Remote Start Switch, Data Link, and other inputs. The ECM provides +Battery voltage at the Fuel Shutoff Solenoid, Starting Motor, and Prelubrication Motor outputs at the appropriate times to control the running of the engine.

The ECM supplies +Battery voltage to the Prelubrication Motor relay when the Customer Programmable Start/Stop Logic determines it is necessary. The Prelubrication System may also be programmed to perform a postlubrication operation during engine shutdown to ensure the turbocharger has adequate lubrication during coastdown.

The Fuel Shutoff Solenoid for this engine is the energize to run type. The ECM supplies +Battery voltage to the Fuel Shutoff Solenoid when the internal ECM Start/Stop logic determines that fuel is required to start or run the engine. The ECM supplies +Battery voltage to the Starting Motor relay when the Start/Stop Logic determines it is necessary and removes voltage when the engine has started or a customer programmable Overcrank Time has expired.

ECM Start/stop output circuit schematic

ECM Starting Motor Relay

J2 P2 Start Return

10 20

1 2

Supply+ SupplyPrelubrication Relay

Prelubrication Return

12 22

1 2

Supply+ Supply-

Fuel Shutoff Valve Fuel Shutoff Return

11 21

A 4016-E61TRS Diagnostic Manual, May 2000

1 2

Supply+ Supply-

P513.1

91

This document has been printed from SPI². Not for Resale

5 Diagnostic codes CID-FMI Conditions which generate this code: 17-05

Fuel Shutoff Valve Open Circuit An open circuit or short to +Battery is detected while the ECM Gas Shutoff Solenoid output is OFF. An internal voltage pull-up resistor floats to +Battery when no electrical load is present, indicating an open circuit in the harness or solenoid.

Systems Response:

Troubleshooting

The engine will likely be unable Proceed with to start due to the lack of fuel. P-513: ECM Start/Stop Output Circuit Test

Note: This code does NOT occur when the output is ON. 17-06

Fuel Shutoff Valve Short To Ground The ECM detects excessive output current on the Gas Shutoff output. This is likely caused by a short in the harness or an internally shorted Gas Shutoff Solenoid.

The ECM continue to retry to energize the solenoid.

Proceed with P-513: ECM Start/Stop The engine will likely be unable Output Circuit to start due to the lack of fuel. Test

Note: This code does not occur when the output is OFF. 17-12

Fuel Shutoff Valve Faulty The Gas Shutoff Valve driver in the ECM is OFF but the engine is still running, indicating a faulty Gas Shutoff Valve or a short to +Battery.

338-05

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

The ECM will disable the ignition system to shut down the engine. This diagnostic code remains Active until the Engine Control Switch is turned to the OFF position.

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

The engine will likely be without prelubrication.

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

The engine will likely be without prelubrication.

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

Note: This code does NOT occur when the output is ON. 338-06

Prelubrication Output Short To Ground The ECM detects excessive output current on the Prelubrication output, indicating a possible short to -Battery. Note: This code does NOT occur when the output is OFF.

444-05

Starter Motor Relay Open Circuit An open circuit or short to +Battery is detected while the ECM Start output is OFF. An internal voltage pull-up resistor floats to +Battery when no electrical load is present, indicating an open circuit in the harness or solenoid.

The engine will likely be unable Proceed with to crank. P-513: ECM Start/Stop Output Circuit Test

Note: This code does NOT occur when the output is ON.

92

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 CID-FMI Conditions which generate this code: 444-06

Starter Motor Relay Shorted Low The ECM detects excessive output current on the Start output, indicating a possible short to -Battery.

Systems Response:

Troubleshooting

The engine will likely be unable to crank.

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

Note: This code does NOT occur when the output is OFF. Functional test TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 1: Inspect Electrical Connectors And Wiring • Thoroughly inspect ECM Connector J2/P2, the Starting Motor Relay, Prelubrication Relay, and Fuel Shutoff Valve harness connections. Refer Inspecting Electrical Connectors for details.

OK ⇒ Proceed to next step. NOT OK ⇒ Repair or replace the harness as necessary. STOP.

• Perform 45 N (10 pound) pull test on each of the wires associated with the Start/Stop circuit. Refer to the schematic. • Check ECM Connector (Allen screw) for proper torque 6.0 N·m (4.4 lb-ft). • Check the harness and wiring for abrasion and pinch points from the Starting Motor Relay, Prelubrication Relay, and Fuel Shutoff Valve to the ECM. See Figure P-513.1. See Figure P-513.2. All connectors/pins/sockets should be completely mated/inserted, and the harness/wiring should be free of corrosion, abrasion or pinch points.

4016-E61TRS Diagnostic Manual, May 2000

93

This document has been printed from SPI². Not for Resale

5 ECM Connector terminal locations ECM Connector P2

9

13 12 11 10

8

7

6

23 22 21 20 19

5

4

3

18 17 16 15 14

31 30 29 28

27 26 25 24

39 38 37 36

35 34 33 32

47 46 45 44

43 42 41 40 52 51 50 49 48

57 56 55 54 53 69

70

Function

1

2

68 67 66 65 64 63 62 61 60 59 58

Pin Location

Fuel Shutoff

11

Return

21

Start

10

Return

20

Prelubrication

12

Return

22

Terminal Side 70 69 68 67 66 65

63 62 61 60 59 58 48

57

40

47 36

24

31 23 13 12 11 10

A

14

>PEI< 9

8

6

5

4

3

2

1

Wire Side TEST STEP

P513.2

RESULT

DIAGNOSIS/ACTION

Step 2: Check For An Open Circuit Diagnostic Code • Connect TIPPS at the Service Tool Connector. • Turn the Engine Control Switch to the STOP position. Wait at least 10 seconds for codes to become Active.

OK ⇒ Proceed to next step. NOT OK ⇒ Proceed to Step 4.

• Check for an Active 17-05, 338-05, or 444-05 diagnostic code on the TIPPS Active Diagnostic Code screen. Start/Stop Open Circuit Diagnostic codes should NOT be active.

94

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 3: Check For A Short To Ground Diagnostic Code • Attempt to start the engine. Allow the engine to complete a complete cranking cycle. • Check for an Active 17-06, 338-06, or 444-06 diagnostic code. • If the engine starts, turn the Engine Control Switch to the STOP position. • Check for an Active 17-12 diagnostic code. Diagnostic codes 17-06, 338-06, or 444-06 and 17-12 should NOT be Active.

OK ⇒ The Start/Stop output circuits are functioning properly. Refer to Inspecting Electrical Connectors if troubleshooting an intermittent problem. STOP. NOT OK ⇒ Diagnostic code 17-06, 338-06, or 444-06 is Active indicating a short circuit. Proceed to Step 5. 17-12 ACTIVE ⇒ The ECM has turned the Fuel Valve OFF but the engine continued to run (ignition is then disabled to shut down the engine). Replace the Fuel Shutoff Solenoid. STOP.

Step 4: Check Harness For A Short To +Battery • Turn the Engine Control Switch to the STOP position, if not already done. • Determine if the suspect relay or solenoid is energized. The ECM Start/Stop Outputs should be OFF when the Engine Control Switch is in the STOP position.

4016-E61TRS Diagnostic Manual, May 2000

OK ⇒ There are no shorts to +Battery. Proceed to Step 6. NOT OK ⇒ Disconnecting the suspect relay or solenoid creates an audible click, there is a short to +Battery or the ECM has a faulty driver. Use a wire removal tool to remove the suspect output wire from ECM connector P2. If the solenoid or relay is still energized, there is a short to +Battery in the harness. Repair as necessary. Otherwise, disconnect J2/P2 and check for damage or corrosion. If the problem is not resolved, replace the ECM. STOP.

95

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 5: Check Solenoid For Shorts • Turn the Engine Control Switch to the OFF position. • Disconnect the suspect relay or solenoid. • Attempt to start the engine with the suspect relay or solenoid disconnected. • Check for an Active 17-06, 338-06, or 444-06 diagnostic code. Diagnostic code 17-06, 338-06, or 444-06 should NOT be Active when the suspect solenoid or relay is disconnected.

OK ⇒ The short is present when the solenoid or relay is connected, and disappears when disconnected. Check the solenoid or relay connections for damage or corrosion. Repair as necessary. If the problem is not resolved, replace the suspect relay or solenoid. STOP. NOT OK ⇒ Diagnostic code 17-06, 338-06, or 444-06 is still Active when the suspect relay or solenoid disconnected. Proceed to Step 7.

Step 6: Check Harness For An Open Circuit Or Short To +Battery • Disconnect the suspect relay or solenoid. • Turn the Engine Control Switch to the STOP position, if not already done. • Short (connect) the harness wires of the suspect relay or solenoid. • Check for an Active 17-05, 338-05, or 444-05 diagnostic code. Open Circuit diagnostic code 17-06, 338-06, or 444-06 should NOT be Active when the suspect solenoid circuit is shorted.

OK ⇒ The harness and ECM check OK. Check the solenoid connections for damage or corrosion. Repair as necessary. If the problem is not resolved, replace the suspect relay or solenoid. STOP. NOT OK ⇒ Proceed to Step 8.

Step 7: Isolate Harness To Check ECM Operation • Turn the Engine Control Switch to the OFF position. • Use a wire removal tool to remove the +Battery supply wire for the shorted circuit (P2 terminal 10, 11, or 12). • Attempt to start the engine with the suspect relay or solenoid disconnected. • Check for an Active 17-06, 338-06, or 444-06 diagnostic code. See Figure P-513.2.

OK ⇒ The short circuit is in the harness. Repair or replace the harness as necessary. STOP. NOT OK ⇒ Diagnostic code 17-06, 338-06, or 444-06 is still Active when the harness is isolated from the ECM. Replace the ECM. STOP.

Diagnostic code 17-06, 338-06, or 444-06 should NOT be Active when the suspect solenoid circuit is isolated (disconnected) from the ECM.

96

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 8: Check ECM Output At J2 • Remove power from the engine control system. Turn the Engine Control Switch to the OFF position. • Disconnect J2/P2 and check for damaged or corroded terminals. Repair as necessary. • Reconnect J2/P2. Use a wire removal tool to remove the suspect solenoid driver and return wires at J2. • Install a jumper wire with Deutsch socket terminals at each end between the +Battery Supply (Start, Prelubrication, or Fuel Shutoff) and Return terminal of the suspect circuit at the Breakout-T.

OK ⇒ The ECM detects the jumper at P2 but not at the solenoid connector. Repair or replace the harness as necessary. STOP. NOT OK ⇒ The ECM does not detect the jumper at P2. Replace the ECM. STOP.

• Restore power to the engine control system and turn the Engine Control Switch to the STOP position. • Check for an Active 17-05, 338-05, or 444-05 diagnostic code. See Figure P-513.2. Open Circuit diagnostic code 17-06, 338-06, or 444-06 should NOT be Active when the suspect solenoid circuit is shorted.

4016-E61TRS Diagnostic Manual, May 2000

97

This document has been printed from SPI². Not for Resale

5 P-514: Ignition primary circuit shorted or open System Operation The Ignition Transformers receive primary current from the ECM and deliver high voltage (8000 to 32000 Volts) to the spark plugs. Certain Transformer Driver and Return circuits are combined inside the ECM. Therefore, If multiple primary ignition diagnostic codes are active, troubleshooting them one at a time is an effective way to finding the root cause. Transformer Primary Circuits Signals: ECM Transformer Drivers send a +108 volt signal to the high side of the ignition transformer primary circuits. Cylinders that are 360 degrees apart in firing order (both reach Top Centre simultaneously) share the same high side driver inside the ECM. This means that a high side short circuit on any cylinder will also affect the cylinder that is 360 degrees apart. ECM Transformer Returns provide a current limited return to ground path for each ignition transformer primary circuit. Transformer returns are diode coupled inside the ECM in groups of four to one low side driver. This means that a short to -Battery would affect only one cylinder and a short to +Battery could affect no more than 4 cylinders.

98

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 Ignition transformers schematic Ignition Transformer ECM

J2 P2

Cylinder A1 Transformer Driver Cylinder A1 Transformer Return

IGN01

1 2

2 IGN02

Cylinder B1 Transformer Driver Cylinder B1 Transformer Return

3 4

14 15

Cylinder B3 Transformer Driver Cylinder B3 Transformer Return

16 17

Cylinder A7 Transformer Driver Cylinder A7 Transformer Return

24 25

Cylinder B7 Transformer Driver Cylinder B7 Transformer Return

26 27

Cylinder A5 Transformer Driver Cylinder A5 Transformer Return

32 33

Cylinder B5 Transformer Driver Cylinder B5 Transformer Return

34 35

Cylinder A8 Transformer Driver Cylinder A8 Transformer Return

40 41

Cylinder B8 Transformer Driver Cylinder B8 Transformer Return

42 43

Cylinder A6 Transformer Driver Cylinder A6 Transformer Return

48 49

Cylinder B6 Transformer Driver Cylinder B6 Transformer Return

50 51

Cylinder A2 Transformer Driver Cylinder A2 Transformer Return

58 59

Cylinder B2 Transformer Driver Cylinder B2 Transformer Return

60 61

Cylinder A4 Transformer Driver Cylinder A4 Transformer Return

5 18

Cylinder B4 Transformer Driver Cylinder B4 Transformer Return

A

52 62

Note : Refer to the Wiring Drawings for full connection details

4016-E61TRS Diagnostic Manual, May 2000

Cylinder B2

1 2

IGN16

Cylinder A2

1 2

IGN15

Cylinder B6

1 2

IGN14

Cylinder A6

1 2

IGN13

Cylinder B8

1 2

IGN12

Cylinder A8

1 2

IGN11

Cylinder B5

1 2

IGN10

Cylinder A5

1 2

IGN09

Cylinder B7

1 2

IGN08

Cylinder A7

1 2

IGN07

Cylinder B3

1 2

IGN06

Cylinder A3

1 2

IGN05

Cylinder B1

1 2

IGN04

Cylinder A1

1 2

IGN03 Cylinder A3 Transformer Driver Cylinder A3 Transformer Return

1

Spark Plug

Cylinder A4

1 2

Cylinder B4 P514.1A

99

This document has been printed from SPI². Not for Resale

5 Diagnostic codes CID-FMI Conditions which generate this code: 301-05

Cylinder 1 to 16 Ignition Primary Open

to

The transformer primary circuit has been diagnosed to have an open circuit. The source of the open is:

316-05

A broken Transformer Driver or Transformer Return Wire, OR... A failure within the transformer primary winding, OR...

Systems Response:

Troubleshooting

The cylinder will misfire. The warning lamp will flash. The diagnostic code can be viewed on TIPPS.

Proceed with P-514b: Ignition Primary Circuit Shorted Or Open

The last two digits of the 300 (CID) number indicates the diagnosed cylinder, (312-05 indicates an open on cylinder 12).

An internal ECM Control Module failure. 301-06 Cylinder 1 to 16 Ignition Primary Shorted The cylinder will misfire. The warning lamp will flash. The The transformer driver path has been to diagnostic code can be viewed diagnosed to have a short due to: on TIPPS. 316-06 A short in the wiring from the Transformer The last two digits of the 300 Driver to the coil, OR... (CID) number indicates the diagnosed cylinder, (312-06 A short within the transformer, OR... indicates a short on cylinder An internal ECM Control Module failure. 12).

Proceed with P-514b: Ignition Primary Circuit Shorted Or Open

Functional test TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 1: Check Electrical Connectors And Wiring • Turn the Engine Control Switch to the OFF position. • Thoroughly inspect ECM Connector J2/P2 and the 37-Terminal Engine Bulkhead Connector. Refer to Inspecting Electrical Connectors for details. • Perform 45 N (10 pound) pull test on each of the wires in the ECM Connector associated with the Ignition Transformers circuit. • Check ECM Connector (Allen screw) for proper torque 6.0 N·m (4.4 lb ft). • Check the harness and wiring for abrasion and pinch points from the Engine Bulkhead Connector (EBC) back to the ECM. All connectors/pins/sockets are completely mated/inserted, and the harness/wiring is free of corrosion, abrasion or pinch points.

100

OK ⇒ J2/P2 and the Engine Bulkhead Connector are in good condition. Proceed to next step. NOT OK ⇒ Repair or replace wiring or connectors as necessary. Ensure all seals are properly in place and connectors completely mated. Verify the repair eliminates the problem. If conditions are not resolved, proceed to next step.

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 2: Check For Ignition Primary Open Or Short Circuit Diagnostic codes • Connect TIPPS at the Service Tool Connector. • Reconnect all connectors. • Attempt to start the engine and check if any of the following diagnostic codes are Active: 301-05 to 316-05, 301-06 to 316-06, or 301-12 to 316-12. Note: If a primary ignition circuit diagnostic is Logged but not currently Active, continue to run the engine to full operating temperature to try to recreate the problem. Does TIPPS indicate any of the above Diagnostic codes?

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

Step 3: Disconnect The Ignition Rail Connector And Crank The Engine Warning! There is a Strong Electrical Shock Hazard while the engine is turning. Do touch wires associated with the Ignition Transformer circuit wile the engine is cranking or running. NOTICE Turn the gas supply OFF before performing this step. Attempting to start the engine with the gas supply ON and the ignition system disabled can charge the exhaust system with unburned fuel that can ignite unexpectedly, causing possible damage.

YES ⇒ The short is probably located in the harness between P2 and the Ignition Rail Connector. Refer to P-501: Inspecting Electrical Connectors. If NOT OK, proceed to Step 6. NO ⇒ The short is located in the internal ignition harness. Proceed to Step 7.

• Turn the Engine Control Switch to the OFF position. • Disconnect the Ignition Rail Connector. • Attempt to start the engine while viewing Active diagnostic codes on TIPPS. • Note: Additional diagnostic codes (including all ignition primary circuit open circuit codes) will be generated. Concentrate only on the original code. Is the original short circuit diagnostic code still active with the Ignition Rail Connector disconnected?

4016-E61TRS Diagnostic Manual, May 2000

101

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 4: Jumper Ignition Transformer Connector Warning! Do not run the engine with the HT ground wire from the coil to the mounting bolt disconnected. There is a Strong Electrical Shock Hazard while the engine is turning. Do touch wires associated with the Ignition Transformer circuit wile the engine is cranking or running. • Turn the Engine Control Switch to the OFF position. • Visually inspect the Ignition Harness for corrosion or damage. • Inspect the Transformer Connector and primary terminals for corrosion or damage. • Fabricate a jumper wire (100 to 150 mm, 4 to 6 inches long) with Deutsch pin terminals on both ends. • Install the jumper (short circuit) between the Ignition Harness Transformer Connector terminals. • Attempt to start the engine and check if the original open circuit diagnostic code is still Active.

YES ⇒ The ECM does not detect the jumper. Proceed to next step. NO ⇒ TIPPS now displays a short circuit diagnostic code for the shorted cylinder. The harness and ECM check OK. Thoroughly inspect the Ignition Transformer connector. Refer to Inspecting Electrical Connectors. Reconnect the transformer and retest. If the OPEN circuit diagnostic code reappears, replace the Ignition Transformer and clear all Logged diagnostic codes. STOP.

Is the original open circuit diagnostic code still active? Step 5: Jumper Engine Bulkhead Connector Warning! There is a Strong Electrical Shock Hazard while the engine is turning. Do touch wires associated with the Ignition Transformer circuit wile the engine is cranking or running. NOTICE Turn the gas supply OFF before performing this step. Attempting to start the engine with the gas supply ON and the ignition system disabled can charge the exhaust system with unburned fuel that can ignite unexpectedly, causing possible damage.

OK ⇒ The Engine Harness and the ECM check OK. The open is in the Internal Ignition Harness. Repair or replace as necessary. STOP. NOT OK ⇒ The ECM is not detecting the jumper. The open is likely in the Engine Harness. Refer to P-501: Inspecting Electrical Connectors. If NOT OK, proceed to next step.

• Turn the Engine Control Switch to the OFF position. • Disconnect the Ignition Rail Connector (EBC). • Fabricate a jumper wire (100 to 150 mm, 4 to 6 inches long) with Deutsch pin terminals on both ends. • Install the jumper (short circuit) between the suspect cylinder primary circuit terminals of the Engine Harness side of the Ignition Rail Connector. • Attempt to start the engine and check if the original open circuit diagnostic code is still Active. See Figure P-514b.3. The original open circuit diagnostic code should no longer be active. TIPPS should now display a short circuit diagnostic code for the shorted cylinder.

102

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 6: Check ECM Operation By Creating Open And Short Circuits At ECM Connector Warning! There is a Strong Electrical Shock Hazard while the engine is turning. Do touch wires associated with the Ignition Transformer circuit wile the engine is cranking or running. • Remove power from the engine control system. Turn the Engine Control Switch to the OFF position and disconnect the power connector on the Engine Mounted Panel. • Disconnect ECM Engine Harness Connector J2/P2. Thoroughly inspect both halves of the connector for signs of corrosion or moisture. • If troubleshooting an Ignition Transformer Primary SHORT circuit diagnostic code, Use a Wire Removal Tool to remove the suspect Transformer Driver pin of the ECM Connector P2.

OK ⇒ The ECM is operating correctly. Repair or replace the engine harness as required. STOP. NOT OK ⇒ Either the OPEN circuit diagnostic code is NOT Active with the harness disconnected (open circuit), or the SHORT circuit diagnostic code is NOT Active with the jumper wire (short circuit) installed. Replace the ECM. STOP.

• If troubleshooting an Ignition Transformer Primary OPEN circuit diagnostic code, Use a Wire Removal Tool to remove the suspect Transformer Driver AND Transformer Return pins from ECM Connector P2. Insert a jumper wire with pin terminals at each end in place of the removed wires. • Reconnect all connectors. • Restore power to the engine control system and attempt to start the engine. • An OPEN circuit diagnostic code should be Active for the primary circuit with the Transformer Driver pin removed. • A SHORT circuit diagnostic code should be Active for the primary circuit with the jumper wire installed. See Figure P-514b.4. OPEN circuit and SHORT circuit diagnostic codes are Active as indicated by the test procedure.

4016-E61TRS Diagnostic Manual, May 2000

103

This document has been printed from SPI². Not for Resale

5 Ignition circuit ECM pin locations ECM Connector P2

9

13 12 11 10

8

7

6

23 22 21 20 19

5

4

3

18 17 16 15 14 27 26 25 24

31 30 29 28

Transformer Driver Pin

Transformer Return Pin

Cylinder A1

1

2

Engine Cylinder

1

2

39 38 37 36

35 34 33 32

Cylinder B1

3

4

47 46 45 44

43 42 41 40

Cylinder A3

14

15

Cylinder B3 Cylinder A7

16

17

24

25

Cylinder B7

26

27

Cylinder A5

32

33

Cylinder B5

34

35

Cylinder A8

40

41

Cylinder B8

42

43

Cylinder A6

48

49

Cylinder B6

50

51

24

Cylinder A2

58

59

14

Cylinder B2

60

61

Cylinder A4

5

18

Cylinder B4

52

62

52 51 50 49 48

57 56 55 54 53 69

70

68 67 66 65 64 63 62 61 60 59 58

Terminal Side 63 62 61 60 59 58

70 69 68 67 66 65 57

48

47

40 36

31 23

>PEI< 13 12 11 10

9

8

6

5

4

3

2

1

Wire Side

A

TEST STEP

P514.2

RESULT

DIAGNOSIS/ACTION

Step 7: Check Transformer For A Short Circuit Warning! • Visually inspect the Ignition Harness Transformer for corrosion or damage. • Disconnect and visually inspect the Transformer Connector for corrosion or damage. • Leave the Transformer disconnected and attempt to start the engine. • An OPEN circuit diagnostic code should be Active for disconnected primary circuit.

Is an OPEN circuit diagnostic code for the disconnected transformer now Active?

104

YES ⇒ Thoroughly inspect the Ignition Transformer connector. Refer to Inspecting Electrical Connectors. Reconnect the transformer and retest. If the SHORT circuit diagnostic code reappears, replace the Ignition Transformer and clear all Logged diagnostic codes. STOP. NO ⇒ The short is in the Ignition Harness. Repair or replace the Ignition Harness as necessary. STOP.

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 P-515: Ignition transformer secondary and spark plugs System Operation The Ignition Transformers provide high voltage to the spark plugs to initiate combustion and are located on top of the valve covers. The transformer secondary circuit positive output connection is made at the spark plug clip and the ground connection is made by the transformer ground wire to the mounting bolt. Typical transformer secondary resistance is between 8k and 25k Ohms. The transformer secondary outputs an initial 8000V to 32000V to the spark plug to ionize the plug gap. Once ionized, this voltage reduces to about 1000v with a duration of about 400 uS. The ECM can not diagnose faults on the Ignition Transformer Secondary circuit. Open and shorted secondary faults will not directly shut down the engine but may lead to misfire which could shut down the engine due to lug conditions. Low exhaust port temperatures on cylinders with faulty ignition components may also be observed (when individual exhaust port temperature sensors fitted).

4016-E61TRS Diagnostic Manual, May 2000

105

This document has been printed from SPI². Not for Resale

5 Functional test TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 1: Check The Transformer Secondary Hardware Warning! There is a Strong Electrical Shock Hazard unless the system power is disconnected. NOTICE DO NOT use a metal brush on the Teflon extender! • Remove power from the control system. Turn the Engine Control Switch (ECS) to the OFF/RESET position.

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

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

OK ⇒ The spark plug visually appears good. Proceed to next step. NOT OK ⇒ Replace and/or regap spark plug. Reset Diagnostic codes on power up. STOP.

• Visually inspect the plug for cracks in the ceramic insulator. The resistance should be less than 20k Ohms.

106

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 3: Check The Transformer Secondary For Opens NOTICE Perform the measurement away from large magnetic fields such as a generator or an engine that is running. Set the multimeter on the 200k Ohm scale and measure the resistance from the plug clip to the grounding wire. The resistance should be between 8k and 25k Ohms.

OK ⇒ The transformer electrically checks good. Proceed to next step. NOT OK ⇒ Replace the transformer. Reset Diagnostic codes on power up. STOP.

Step 4: Isolate Diagnostic code To Spark Plug Or Transformer • Reinstall spark plug. • Exchange transformer with one from adjacent cylinder. • Reset Diagnostic codes on power up. • Run the engine to replicate the fault code.

4016-E61TRS Diagnostic Manual, May 2000

CODE ⇒ Replace the transformer. FOLLOWS Reset Diagnostic codes TRANSFORM on power up. STOP. ER CODE ⇒ Replace the spark plug. REMAINS Reset Diagnostic codes WITH on power up. STOP. ORIGINAL CYLINDER

107

This document has been printed from SPI². Not for Resale

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

108

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 Diagnostic codes CID-FMI Conditions which generate this code: 443-03

Crank Terminate Relay Shorted High The ECM detects excessive CRANK TERMINATE output current, indicating a short to +Battery.

Systems Response:

Troubleshooting

The ECM will limit fault current to.3 Amps and the status display will not be correct.

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

The ECM will limit fault current to.3 Amps and the indicator status will not be correct.

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

The ECM will limit fault current to.3 Amps and the status display will not be correct.

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

The ECM will limit fault current to.3 Amps and the status display will not be correct.

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

Note: This code does not occur when the output is OFF. 445-03

Engine Run Relay Driver Shorted High The ECM detects excessive RUN output current, indicating a short to +Battery. Note: This code does not occur when the output is OFF.

323-03

Engine Shutdown Lamp Driver Shorted High The ECM detects excessive ENGINE SHUTDOWN LAMP output current, indicating a short to +Battery. Note: This code does not occur when the output is OFF.

324-03

Engine Warning Lamp Driver Shorted High The ECM detects excessive ENGINE WARNING LAMP output current, indicating a short to +Battery. Note: This code does not occur when the output is OFF.

4016-E61TRS Diagnostic Manual, May 2000

109

This document has been printed from SPI². Not for Resale

5 Functional test TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 1: Inspect Electrical Connectors And Wiring • Check and replace any burned out engine status indicator lamps (if equipped). Note: These outputs do not provide sufficient current to drive standard incandescent indicator lamps. Replace indicators with those specified in the Electrical System Schematic.

OK ⇒ Proceed to next step. NOT OK ⇒ Repair or replace the harness as necessary. STOP. STOP TEST ⇒ STOP.

• Check equipment wiring to determine if engine status indicators (RUN, CRANK TERMINATE, ENGINE SHUTDOWN, ENGINE WARNING) are present and directly controlled by the ECM status indicator circuit (P2 pins 28, 29, 30, and 31). Some indicator panels may obtain engine status over a data link. If status indicators are not directly controlled by the ECM, stop this test. • Thoroughly inspect ECM Connector J2/P2 and the RUN, CRANK TERMINATE, ENGINE SHUTDOWN, and ENGINE WARNING indicator circuit wiring and connectors. Refer Inspecting Electrical Connectors for details. • Perform 45 N (10 pound) pull test on each of the wires associated with the status indicator circuit. Refer to the schematic. • Check ECM Connector (Allen screw) for proper torque 6.0 N·m (4.4 lb-ft). • Check the harness and wiring for abrasion and pinch points from the status indicators back to the ECM. See Figure P-517.1. See Figure P-517.2. All connectors/pins/sockets should be completely mated/inserted, and the harness/wiring should be free of corrosion, abrasion or pinch points.

110

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 ECM Connector terminal locations ECM Connector P2

9

13 12 11 10

8

7

6

23 22 21 20 19

5

4

3

Function

1

2

18 17 16 15 14

Run

27 26 25 24

31 30 29 28

Pin Location 28

39 38 37 36

35 34 33 32

Crank Terminate

29

47 46 45 44

43 42 41 40

Engine Shutdown

30

Engine Warning

31

52 51 50 49 48

57 56 55 54 53 69

70

68 67 66 65 64 63 62 61 60 59 58

Terminal Side 70 69 68 67 66 65

63 62 61 60 59 58

57

48

47

40 36 24

31 23 13 12 11 10

A

14

>PEI< 9

8

6

5

4

3

2

1

Wire Side TEST STEP

P517.2

RESULT

DIAGNOSIS/ACTION

Step 2: Check For Active Status Indicator Diagnostic codes • Connect Service Tool TIPPS at the Service Tool Connector.

OK ⇒ Proceed to next step. NOT OK ⇒ Proceed to Step 4.

• Attempt to start the engine while viewing the status indicators. • Check for Active diagnostic codes. Diagnostic codes 323-03, 324-03, 443-03, or 445-03 should NOT be active.

4016-E61TRS Diagnostic Manual, May 2000

111

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 3: Check For Proper Engine Status Indicators Operation • Attempt to start the engine and determine if the RUN and CRANK TERMINATE indicators function properly (if not already done). Operate the engine under low load.

OK ⇒ The status indicators are working correctly. STOP. NOT OK ⇒ Proceed to Step 5.

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

OK ⇒ The short to +Battery is no longer present Repair or replace ECM driven indicator as necessary. STOP. NOT OK ⇒ Proceed to Step 6.

• Check for Active diagnostic codes. Diagnostic codes 323-03, 324-03, 443-03, or 445-03 should NOT be active. Step 5: Check Indicator Circuit Using A Jumper Wire • Turn the Engine Control Switch to the OFF position. • Disconnect ECM Connector J2/P2. • Turn the Engine Control Switch to the STOP position. • Observe the Engine Status Indicators while using a jumper wire with Deutsch Pins crimped on each end to connect between: • P2 pin-23 and P2 pin-28 (RUN) • P2 pin-23 and P2 pin-29 (CRANK TERMINATE) • P2 pin-23 and P2 pin-30 (ENGINE SHUTDOWN) • P2 pin-23 and P2 pin-31 (ENGINE WARNING) Each lamp should illuminate only when the appropriate jumper is inserted at the ECM Connector P2.

112

OK ⇒ The harness and indicators check OK. Reconnect all connectors and recheck ECM indicator operation. If the problem still exists, replace the ECM. STOP. NOT OK ⇒ There is a problem in the indicator circuit. Recheck electrical connections, wiring, etc., for damage, corrosion, or abrasion. Repair as required. STOP.

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 6: Check For Shorts In The Harness • Use a wire removal tool to disconnect the suspect CRANK TERMINATE, RUN, ENGINE WARNING, or ENGINE SHUTDOWN indicator control wire from the ECM connector. • Attempt to start the engine while viewing the status indicators. • Check for Active diagnostic codes. See Figure P-517.2. Diagnostic codes 323-03, 324-03, 443-03, or 445-03 should NOT be active.

4016-E61TRS Diagnostic Manual, May 2000

OK ⇒ The short to +Battery is in the harness. NOT OK ⇒ The short circuit diagnostic code is present when the circuit is disconnected from the ECM. Disconnect J2/P2 and check for damage or corrosion. Refer to Inspecting Electrical Connectors. If the problem is not resolved, replace the ECM. STOP.

113

This document has been printed from SPI². Not for Resale

5 P-521: +5V Sensor voltage supply circuit test System Operation Use this procedure to troubleshoot the system when there is an Active, or easily repeated 262-03 +5 Volt Supply Above Normal, or 262-04 +5 Volt Supply Below Normal or if directed here by another troubleshooting procedure. The Electronic Control Module (ECM) supplies +5 VDC to the Inlet Manifold Temperature, Jacket Water Temperature, Oil Temperature and Oil Pressure Sensors. The +5V Sensor Supply is routed from the ECM through ECM Engine Harness Connector J1/P1 terminal-2 to terminal-A of each +5 VDC sensor connector. The supply voltage is 5.0 ± 0.5 VDC. The +5V Short Circuit Diagnostic Code is most likely caused by a short or open circuit in the harness, next likely is a sensor, and least likely is the ECM.

Analog sensor schematic

A 114

P521.1

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 ECM Connector terminal locations ECM Connector P1

13 12 11 10

9

8

7

6

23 22 21 20 19

5

3

4

2

18 17 16 15 14

2

35 34 33 32

Analog Return

3

43 42 41 40

Manifold Temperature

27 26 25 24

39 38 37 36 47 46 45 44 57 56 55 54 53

52 51 50 49 48

68 67 66 65 64 63 62 61 60 59 58

69

Terminal Side 70 69 68 67 66 65

Pin Location

+5 VDC Supply

31 30 29 28

70

Function

1

Oil Temperature A Bank

14 17

Oil Temperature B Bank Oil Pressure A Bank

25 24

Oil Pressure B Bank

26

Raw Water Temperature

15

63 62 61 60 59 58

57

48

47

40 36

31

24

23

14

>PEI< 13 12 11 10

9

8

6

5

4

3

2

1

Wire Side

A

P521.2

Diagnostic codes CID-FMI Conditions which generate this code: 262-03

Systems Response:

+5 VDC Supply Shorted High

Electronic System Response All ECM 5 VDC analogue The ECM supply voltage for the Inlet sensor inputs assume default Manifold Temperature, Jacket Water values and all diagnostic codes Temperature, Oil Temperature and Oil for ECM 5 VDC analogue Pressure Sensors is exceeding normal level, sensors are disabled while this indicating a possible short to a positive Diagnostic Code is Active. voltage source. TIPPS may indicate DIAG next to the default value sensor Status to indicate the sensor is operating at the value shown due to an Active diagnostic code.

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

This diagnostic code remains Active until the Engine Control Switch is turned to the OFF position. * Since engine protection is no longer available, the engine is shut down.

4016-E61TRS Diagnostic Manual, May 2000

115

This document has been printed from SPI². Not for Resale

5 CID-FMI Conditions which generate this code: 262-04

+5 VDC Supply Below Normal The ECM supply voltage for the Inlet Manifold Temperature, Jacket Water Temperature, Oil Temperature, Filtered and Unfiltered Oil Pressure Sensors is below normal level, indicating a possible short to ground or short between sensor supply and return.

Systems Response:

Troubleshooting

Electronic System Response All ECM 5 VDC analogue sensor inputs assume default values and all diagnostic codes for ECM 5 VDC analogue sensors are disabled while this Diagnostic Code is Active.

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

TIPPS may indicate DIAG next to the default value sensor Status to indicate the sensor is operating at the value shown due to an Active diagnostic code. This diagnostic code remains Active until the Engine Control Switch is turned to the OFF position. * Since engine protection is no longer available, the engine is shut down.

Functional test TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 1: Connect An Electronic Service Tool And Note All Active Diagnostic codes • Connect TIPPS to the Service Tool Link Connector. • Turn the Engine Control Switch to the STOP position. • Access the TIPPS Active and Logged Diagnostic Code screen(s) (wait at least 15 seconds for Diagnostic codes to become Active). • Check for Active or Logged 262-03 +5 Volt Supply Above Normal, or 262-04 +5 Volt Supply Below Normal diagnostic code. Select the condition of code 262-03 or 262-04.

ACTIVE ⇒ A 262-03 or 262-04 diagnostic code is ACTIVE. Proceed to next step. LOGGED ⇒ A 262-03 or 262-04 ONLY diagnostic code is LOGGED but NOT active. Refer to P-501: Inspecting Electrical Connectors. If OK, proceed to Step 4. NOT ACTIVE ⇒ The +5 Volt Sensor OR LOGGED Supply is operating correctly at this time. STOP.

116

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 2: Disconnect +5V Sensors And Monitor Active Diagnostic codes • Access the Active Diagnostic Code Screen and verify there is an ACTIVE +5V Sensor Supply Diagnostic Code (262-03 or 262-04). • Disconnect the following sensors and turn the Engine Control Switch to the OFF position, then to the STOP position: Inlet Manifold Temperature, Jacket Water Temperature, Oil Temperature and Oil Pressure Sensors. Check the TIPPS screen after disconnecting each sensor to determine if disconnection of a specific sensor deactivates the +5V Diagnostic Code. Note: When the sensors are disconnected and the Engine Control Switch is in the STOP position, Open Circuit diagnostic codes will be Active/Logged when the +5V diagnostic codes are no longer Active. This is normal. Clear these diagnostic codes after this test step is completed. Is the original +5V Diagnostic Code (262-03 or 262-04) still Active?

YES ⇒ The +5V Diagnostic Code is still Active. Leave the sensors disconnected. Proceed to next step. NO ⇒ Disconnecting a specific sensor makes the +5V Diagnostic Code no longer Active. Reconnect the sensor suspected of causing the problem. If the problem reappears, and then disappears following disconnection, replace the sensor. Clear all diagnostic codes. Verify the repair eliminates the problem. STOP.

Step 3: Isolate The Sensor Supply Harness From The ECM • Remove power from the engine control system. Turn the Engine Control Switch to the OFF position and disconnect the power connector on the Engine Mounted Panel. • Disconnect J1/P1 and inspect for damage or corrosion. Repair as necessary. • Use a wire removal tool to remove the +5 VDC supply wire from ECM connector P1 terminal-2. Reconnect J1/P1. • Restore power to the engine control system and turn the Engine Control Switch to the STOP position. • Access the Active Diagnostic Code Screen and determine there is an ACTIVE +5V Sensor Supply Diagnostic Code (262-03 or 262-04).

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

Does the +5V Diagnostic Code remain Active with the Engine Harness isolated?

4016-E61TRS Diagnostic Manual, May 2000

117

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 4: Check The Engine Harness • Remove power from the engine control system. Turn the Engine Control Switch to the OFF position and disconnect the power connector on the Engine Mounted Panel. • Disconnect P1 and verify ALL of the +5V engine sensors attached to the P1 Engine Harness are disconnected (Inlet Manifold Temperature, Jacket Water Temperature, Oil Temperature, Filtered and Unfiltered Oil Pressure Sensors). • Set a multimeter to measure resistance on the range closest to, but not less than, 2k Ohms. Measure from P1 terminal-2 (+5VDC Supply) to each of the sensor signal terminals (P1 terminals-14, 17, 24, 26, and 27) and to P1 terminal-3 (Analogue Return). Wiggle the harness during measurement to reveal any intermittent short condition. • Measure the resistance from P1 terminal-2 (+5VDC Supply) to engine ground.

OK ⇒ The +5V line is not shorted in the Engine Harness. Reconnect all connectors. There does not appear to be a problem at this time. Clear all diagnostic codes. Continue to troubleshoot until the original condition is resolved. STOP. NOT OK ⇒ Repair the Engine Harness. Clear all logged diagnostic codes. Verify the repair eliminates the problem. STOP.

See Figure P-521.2. Each resistance measurement is more than 2k Ohms.

118

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 P-522: +8V Sensor voltage supply circuit test System Operation Use this procedure to troubleshoot the system when there is an Active, or easily repeated 41-03 +8 Volt Supply Above Normal, or 41-04 +8 Volt Supply Below Normal or if directed here by another troubleshooting procedure. The Electronic Control Module (ECM) supplies +8 VDC to the Inlet Manifold Pressure Sensor and the (8) Detonation Sensors. The supply voltage is regulated to 8.0 ± 0.8 VDC. The +8V Short Circuit Diagnostic Code is most likely caused by a short or open circuit in the harness, next likely is a sensor, and least likely is the ECM.

4016-E61TRS Diagnostic Manual, May 2000

119

This document has been printed from SPI². Not for Resale

5 +8V Sensor voltage supply schematic

ECM

Inlet Manifold Pressure Sensor

J1 P1

+8VDC Inlet Manifold Pressure Return

4 10 5

A C B

'B' Bank Detonation Sensors

J2 P2 +8VDC Detonation Input E Detonation Input F Detonation Input G Detonation Input H Return

57 44 45 46 47 55

+8V Signal Return

A C C C C B

+8V Cylinder 1 & 2 Cylinder 3 & 4 Cylinder 5 & 6 Cylinder 7 & 8 Return

'A' Bank Detonation Sensors

A 120

+8VDC Detonation Input A Detonation Input B Detonation Input C Detonation Input D

56 36 37 38 39

Return

54

A C C C C B

+8V Cylinder 1 & 2 Cylinder 3 & 4 Cylinder 5 & 6 Cylinder 7 & 8 Return

P522.1

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 ECM Connector terminal locations

ECM Connector P1

8

9

13 12 11 10

7

6

23 22 21 20 19

4

5

ECM Connector P2

3

1

2

9

13 12 11 10

8

7

6

23 22 21 20 19

18 17 16 15 14

5

4

3

1

2

18 17 16 15 14

31 30 29 28

27 26 25 24

31 30 29 28

27 26 25 24

39 38 37 36

35 34 33 32

39 38 37 36

35 34 33 32

43 42 41 40

47 46 45 44

69

70

70

68 67 66 65 64 63 62 61 60 59 58

68 67 66 65 64 63 62 61 60 59 58

Terminal Side

Terminal Side 70 69 68 67 66 65

70 69 68 67 66 65

63 62 61 60 59 58

57

48

57

47

40

47

40 36

31 >PEI< 13 12 11 10

9

63 62 61 60 59 58 48

36

23

43 42 41 40 52 51 50 49 48

57 56 55 54 53

52 51 50 49 48

57 56 55 54 53

69

47 46 45 44

8

6

5

4

3

2

24

31

14

23

1

24 14

>PEI< 13 12 11 10

9

8

6

5

4

3

2

1

Wire Side

Wire Side Pin Location

Function

Pin Location

+8 VDC Supply

4

Return

54

Return

5

Function

A 4016-E61TRS Diagnostic Manual, May 2000

Return

55

+8 VDC Supply

56

+8 VDC Supply

57

P522.2

121

This document has been printed from SPI². Not for Resale

5 Diagnostic codes CID-FMI Conditions which generate this code: 41-03

+8 VDC Power Supply Shorted High The ECM supply voltage for the Detonation Sensors and Inlet Manifold Pressure Sensor is exceeding normal level, indicating a possible short to a positive voltage source.

Systems Response:

Troubleshooting

Electronic System Response All ECM 8 VDC analogue sensor inputs assume default values and all diagnostic codes for ECM 8 VDC analogue sensors are disabled while this Diagnostic Code is Active.

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

TIPPS may indicate DIAG next to the default value sensor Status to indicate the sensor is operating at the value shown due to an Active diagnostic code. * Since engine protection is no longer available, the engine is shut down. 41-04

+8 VDC Power Supply Shorted Low The ECM supply voltage for the Detonation Sensors and Inlet Manifold Pressure Sensor is below normal level, indicating a possible short to ground.

Electronic System Response All ECM 8 VDC analogue sensor inputs assume default values and all diagnostic codes for ECM 8 VDC analogue sensors are disabled while this Diagnostic Code is Active.

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

TIPPS may indicate DIAG next to the default value sensor Status to indicate the sensor is operating at the value shown due to an Active diagnostic code. * Since engine protection is no longer available, the engine is shut down.

122

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 Functional test TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 1: Connect An Electronic Service Tool And Note All Active Diagnostic codes • Connect TIPPS to the Service Tool Link Connector. • Turn the Engine Control Switch to the STOP position. • Access the TIPPS Active and Logged Diagnostic Code screen(s) (wait at least 15 seconds for Diagnostic codes to become Active). • Check for Active or Logged 41-03 +8 Volt Supply Above Normal, or 41-04 +8 Volt Supply Below Normal diagnostic code. Select the condition of code 41-03 or 41-04.

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

Step 2: Disconnect +8V Sensors And Monitor Active Diagnostic codes • Access the Active Diagnostic Code Screen and verify there is an ACTIVE +8V Sensor Supply Diagnostic Code (41-03 or 41-04). • Disconnect the following sensors and turn the Engine Control Switch to the OFF position, then to the STOP position: Inlet Manifold Pressure and all Detonation Sensors. Check the TIPPS screen after disconnecting each sensor to determine if disconnection of a specific sensor deactivates the +8V Diagnostic Code. Note: When the sensors are disconnected and the Engine Control Switch is in the STOP position, Open Circuit diagnostic codes will be Active/Logged when the +8V diagnostic codes are no longer Active. This is normal. Clear these diagnostic codes after this test step is completed. Is the original +8V Diagnostic Code (41-03 or 41-04) still Active?

4016-E61TRS Diagnostic Manual, May 2000

YES ⇒ The +8V Diagnostic Code is still Active. Leave the sensors disconnected. Proceed to next step. NO ⇒ Disconnecting a specific sensor makes the +8V Diagnostic Code no longer Active. Reconnect the sensor suspected of causing the problem. If the problem reappears, and then disappears following disconnection, replace the sensor. Clear all diagnostic codes. Verify the repair eliminates the problem. STOP.

123

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 3: Isolate The Sensor Supply Harness From The ECM At J2/P2 • Remove power from the engine control system. Turn the Engine Control Switch to the OFF position and disconnect the battery. • Disconnect J2/P2. • Inspect for damage or corrosion. Repair as necessary. • Reconnect J2/P2. • Use a wire removal tool to remove the +8 VDC supply wires from P2 (terminal-56, terminal-57)

YES ⇒ Proceed to next step. NO ⇒ The +8V Diagnostic Code is no longer Active when the harness is isolated. There is a short circuit in the P2 harness. Refer to P-501: Inspecting Electrical Connectors. If OK, proceed to Step 5.

• Restore power to the engine control system and turn the Engine Control Switch to the STOP position. • Access the Active Diagnostic Code Screen and determine there is an ACTIVE +8V Sensor Supply Diagnostic Code (41-03 or 41-04). Does the +8V Diagnostic Code remain Active with the Engine Harness isolated? Step 4: Isolate The Sensor Supply Harness From The ECM At J1/P1 • Remove power from the engine control system. Turn the Engine Control Switch to the OFF position and disconnect the battery. • Disconnect J1/P1. • Inspect for damage or corrosion. Repair as necessary. • Reconnect J1/P1. • Use a wire removal tool to remove the +8 VDC supply wires from P1 terminal-4. • Restore power to the engine control system and turn the Engine Control Switch to the STOP position. • Access the Active Diagnostic Code Screen and determine there is an ACTIVE +8V Sensor Supply Diagnostic Code (41-03 or 41-04). Does the +8V Diagnostic Code remain Active with the Engine Harness isolated?

YES ⇒ Isolating the Engine Harness from the ECM does not eliminate the Active +8V Sensor Diagnostic Code. Temporarily connect a test ECM with the 70-Pin Breakout-T installed between J1 and P1. Recheck for an Active +8V Diagnostic codes. If the problem is resolved with the test ECM, install the old ECM to verify the problem returns. If the test ECM works and the old one does not, replace the ECM. STOP. NO ⇒ The +8V Diagnostic Code is no longer Active when the harness is isolated. There is a short circuit in the P1 harness. Refer to P-501: Inspecting Electrical Connectors. If OK, proceed to next step.

124

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

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

OK ⇒ The +8V line is not shorted in the Engine Harness. Reconnect all connectors. There does not appear to be a problem at this time. Clear all diagnostic codes. Continue to troubleshoot until the original condition is resolved. STOP. NOT OK ⇒ Repair or replace the Engine Harness. Clear all logged diagnostic codes. Verify the repair eliminates the problem. STOP.

• Measure from P2 terminal-56 (+8VDC Supply) to +Battery, -Battery, and engine ground. • Measure from P2 terminal-57 (+8VDC Supply) to each of the following sensor signal terminals (P2 terminals-36, 37, 38, 39, 44, 45, 46, 47, 55). Wiggle the harness during measurement to reveal any intermittent short condition. • Measure from P2 terminal-57 (+8VDC Supply) to +Battery, -Battery, and engine ground. See Figure P-522.2. Each resistance measurement is more than 2k Ohms.

4016-E61TRS Diagnostic Manual, May 2000

125

This document has been printed from SPI². Not for Resale

5 P-524: Throttle actuator solenoid circuit test System Operation The ECM controls the position of the throttle plate by adjusting current to the Throttle actuator. The Throttle actuator contains its own power driver, the signal from the ECM is 4 mA at zero throttle and 20 mA at full throttle

Throttle actuator solenoid schematic Throttle Valve

ECM C B

Setpoint + Setpoint -

J1/44 J1/45

4-20mA + 4-20mA -

Note : Refer to the Wiring Drawings for full connection details

A

P524.1

Diagnostic codes CID-FMI Conditions which generate this code:

Systems Response:

Troubleshooting

1440-02 Throttle Output Driver Open Circuit

The engine is shut down.

Proceed with P-524: Throttle Actuator Solenoid Circuit Test

The engine is shut down.

Proceed with P-524: Throttle Actuator Solenoid Circuit Test

The Throttle solenoid driver inside the ECM is energized and output current is below normal, indicating an open circuit. 1440-07 Throttle Output Driver Short Circuit The Throttle solenoid driver inside the ECM is energized and output current is above normal, indicating a shorted solenoid or short to ground.

126

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 Functional test TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 1: Inspect Electrical Connectors And Wiring OK ⇒ Proceed to next step.

• Thoroughly inspect ECM Connector J1/P1 and the Throttle Actuator connections. Refer Inspecting Electrical Connectors for details.

NOT OK ⇒ Repair or replace the harness as necessary. STOP.

• Perform 45 N (10 pound) pull test on each of the wires associated with the Throttle circuit. Refer to the schematic. • Check ECM Connector (Allen screw) for proper torque 6.0 N·m (4.4 lb-ft). • Check the harness and wiring for abrasion and pinch points from the Throttle Actuator to the ECM. See Figure P-524.1. See Figure P-524.2. All connectors/pins/sockets should be completely mated/inserted, and the harness/wiring should be free of corrosion, abrasion or pinch points.

ECM Connector terminal locations

ECM Connector P1

9

13 12 11 10

8

7

6

23 22 21 20 19

5

4

3

1

2

Function

18 17 16 15 14

Pin Location

31 30 29 28

27 26 25 24

39 38 37 36

35 34 33 32

Throttle Actuator +

44

47 46 45 44

43 42 41 40

Throttle Actuator -

45

52 51 50 49 48

57 56 55 54 53 69

70

68 67 66 65 64 63 62 61 60 59 58

Terminal Side 70 69 68 67 66 65

63 62 61 60 59 58 48

57

40

47 36

24

31 23 13 12 11 10

A

14

>PEI< 9

8

6

5

4

3

2

1

Wire Side

4016-E61TRS Diagnostic Manual, May 2000

P524.2

127

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 2: Check For An Active Short Circuit Diagnostic Code • Connect Electronic Technician TIPPS at the Service Tool Connector. • Turn the Engine Control Switch to the STOP position. Wait at least 10 seconds for codes to become Active. • Check for an Active 1440-05 or 1440-06 diagnostic code on the TIPPS Active Diagnostic Code screen. Diagnostic codes 1440-05 or 1440-06 should NOT be active.

OK ⇒ The Throttle circuit checks OK. Refer to Inspecting Electrical Connectors if troubleshooting an intermittent problem. STOP. ACTIVE ⇒ The ECM detects a short 1440-06 in the Throttle circuit. Proceed to next step. ACTIVE ⇒ The ECM detects an 1440-05 open in the Throttle circuit. Proceed to Step 4.

Step 3: Disconnect Solenoid And Check Active Codes • Turn the Engine Control Switch to the OFF position. • Disconnect the Throttle Solenoid. • Turn the Engine Control Switch to the STOP position. • Check for an Active 1440-06 diagnostic code on the TIPPS Active Diagnostic Code screen. Short Circuit Diagnostic Code 1440-06 should NOT be active when the solenoid is disconnected.

OK ⇒ A short circuit code is active when the solenoid is connected, and is not active when the solenoid is disconnected. Replace the Throttle solenoid. STOP. NOT OK ⇒ Proceed to Step 5.

Step 4: Install A Short Circuit At The Solenoid Connector And Check Active Codes • Turn the Engine Control Switch to the OFF position. • Disconnect the Throttle Solenoid. • Install a jumper wire with pin terminals at each end into the ECM Throttle Solenoid Connector. • Turn the Engine Control Switch to the STOP position. • Check for an Active 1440-06 diagnostic code on the TIPPS Active Diagnostic Code screen.

OK ⇒ The ECM and harness check OK. Replace the Throttle solenoid. STOP. NOT OK ⇒ The ECM does not detect the jumper wire. Proceed to Step 6.

Short circuit Diagnostic Code 1440-06 should be active when the solenoid input is shorted. Step 5: Disconnect The Harness From The ECM And Check Active Codes • Turn the Engine Control Switch to the OFF position. • Use a wire removal tool to remove wires from P1 terminal-44 and P2 terminal-45. • Turn the Engine Control Switch to the STOP position. • Check for an Active 1440-06 diagnostic code on the TIPPS Active Diagnostic Code screen. See Figure P-524.2.

OK ⇒ The ECM checks OK. Repair or replace the harness as necessary. STOP. NOT OK ⇒ The ECM indicates a short circuit when the circuit is open at P1. Replace the ECM. STOP.

Diagnostic Code 1440-06 should NOT be active.

128

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 6: Install A Short Circuit At The ECM Connector And Check Active Codes • Turn the Engine Control Switch to the OFF position. • Use a wire removal tool to remove wires from P1 terminal-44 and P1 terminal-45. • Install a jumper wire with socket terminals at each end into P1 terminal-44 and P2 terminal-45. • Turn the Engine Control Switch to the STOP position. • Check for an Active 1440-06 diagnostic code on the TIPPS Active Diagnostic Code screen.

OK ⇒ The ECM checks OK. Repair or replace the harness as necessary. STOP. NOT OK ⇒ The ECM does not detect the short circuit at P1. Replace the ECM. STOP.

Diagnostic Code 1440-06 should be active when the solenoid input is shorted.

4016-E61TRS Diagnostic Manual, May 2000

129

This document has been printed from SPI². Not for Resale

5 P-525: Temperature sensing module (TSM) test System Operation The Temperature Sensing Module (TSM) monitors type K thermocouples at each cylinder exhaust port. Thermocouple temperature readings are broadcast over the CAT and CAN Data links for use by other modules and can be viewed on TIPPS. The TSM calculates the average temperature for each bank (left and right), and generates Event Codes for each of the following conditions: above high limit, above average, and below average. A diagnostic code is generated by the TSM for any thermocouple that is open, shorted high, or shorted low.

130

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 TSM Schematic

ITSM J39

J40 P40

J N

CAT Data+ CAT Data-

Cylinder # A1 Thermocouple

r f

2 1

K M D

CAN Data+ CAN DataCAN Shield

Cylinder # B1 Thermocouple

R W

2 1

Cylinder # A2 Thermocouple

A B

+Battery -Battery

J E

2 1

Cylinder # B2 Thermocouple

k a

2 1

Cylinder # A3 Thermocouple

AC v

2 1

Cylinder # B3 Thermocouple

V M

2 1

Cylinder # A4 Thermocouple

q e

2 1

Cylinder # B4 Thermocouple

AE y

2 1

Cylinder # A5 Thermocouple

H B

2 1

Cylinder # B5 Thermocouple

Z P

2 1

Cylinder # A6 Thermocouple

u j

2 1

Cylinder # B6 Thermocouple

AG AA

2 1

Cylinder # A7 Thermocouple

AF z

2 1

Cylinder # B7 Thermocouple

t h

2 1

Cylinder # A8 Thermocouple

Y O

2 1

G A

2 1

Cylinder # B8 Thermocouple

NOTE : Pin 3 on each thermocouple plug is cable screen

A 4016-E61TRS Diagnostic Manual, May 2000

P525.1

131

This document has been printed from SPI². Not for Resale

5 Diagnostic codes CID-FMI Conditions which generate this code: 591-12

Internal ITSM Problem The ITSM detects a problem in it’s EPROM memory circuit.

1201-03 Cylinder A1 through Cylinder A8 and B1 through B8 Thermocouple Shorted High through The ITSM detects a Cylinder thermocouple 1216-03 input is shorted to +Battery. 1201-04 Cylinder A1 through Cylinder A8 and B1 through B8 Thermocouple Shorted Low through The ITSM detects a Cylinder thermocouple 1216-04 input is shorted to -Battery or ground.

Systems Response:

Troubleshooting

Exhaust temperature monitoring and protection is lost and a diagnostic code is generated.

Replace the ITSM.

Exhaust temperature monitoring and protection is lost and a diagnostic code is generated.

Proceed with P-525: Integrated Temperature Sensing Module (ITSM) Test

1201-05 Cylinder A1 through Cylinder A8 and B1 through B8 Thermocouple Open Circuit through The ITSM detects a Cylinder thermocouple 1216-05 input is open circuit. 1221-03 Turbo Inlet Thermocouple Shorted High 1221-04 Turbo Inlet Thermocouple Shorted Low 1221-05 Turbo Inlet Thermocouple Open Circuit

132

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 Functional test TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 1: Inspect Electrical Connectors And Wiring • Thoroughly inspect ECM Connector J1/P1, the TSM connector, and each thermocouple connection. Refer Inspecting Electrical Connectors for details. • Perform 45 N (10 pound) pull test on each of the wires associated with the TSM circuit. Refer to the schematic. • Check ECM Connector (Allen screw) for proper torque 6.0 N·m (4.4 lb-ft).

OK ⇒ Proceed to next step. NOT OK ⇒ Repair or replace the harness as necessary. Note that all thermocouple wiring must be k-type. STOP.

• Check the harness and wiring for abrasion and pinch points. See Figure P-525.1. All connectors/pins/sockets should be completely mated/inserted, and the harness/wiring should be free of corrosion, abrasion or pinch points. Step 2: Check TSM Communications With TIPPS • Connect TIPPS at the Service Tool Connector and access the TSM port temperature screen. A temperature reading or a diagnostic code should be present for each monitored port.

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

Step 3: Check Diagnostic codes • Connect TIPPS at the Service Tool Connector and access the TSM module diagnostic codes screen. • Check for Active Thermocouple Diagnostic codes CID = 1201 through 1216 and 1221 through 1224 (FMI 03 = Short High, FMI 04 = Short Low, FMI 05 = Open). Thermocouple diagnostic codes should NOT be active.

4016-E61TRS Diagnostic Manual, May 2000

OK ⇒ The TSM circuit checks OK. Refer to Inspecting Electrical Connectors if troubleshooting an intermittent problem. STOP. NOT OK ⇒ Disconnect the TSM connector J40/P40 and inspect for damage or corrosion. If the problem is not found, replace the suspect thermocouple. Use only type K thermocouple and wire and observe proper polarity. STOP.

133

This document has been printed from SPI². Not for Resale

5 P-526: Tecjet gas valve System Operation The Tecjet is an electronic gas injection valve for single point injection and has integrated sensors and electronics, which provides the correct gas flow in all circumstances. The ECM sends a PWM signal to the Tecjet which converts this ‘desired gas flow’ signal into a valve position (which corresponds to the desired gas flow), depending on the gas inlet pressure, the gas temperature and the pressure difference over the valve and the density of the gas. The ECM reads the gas pressures and temperature via a CAN bus. The Tecjet unit is not user serviceable.

Tecjet circuit schematic Tecjet Gas Valve CAN + CAN -

V N

Signal B+ B+ BCAN Hi-in CAN Hi-out

G K R L B S

50 34 42 58

CAN DL+ CAN DLCAN Shield

ECM

PWM Out 1

120R Resistor To 24V Power Supply Circuit

A 134

Note : Refer to the Wiring Drawings for full connection details

P526.1

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

5 Diagnostic codes No diagnostic codes are currently available.

ECM Connector terminal locations

ECM Connector P1

9

13 12 11 10

8

7

6

23 22 21 20 19

5

4

3

1

2

Function

18 17 16 15 14

Pin Location

31 30 29 28

27 26 25 24

39 38 37 36

35 34 33 32

PWM Output

58

47 46 45 44

43 42 41 40

CAN Bus +

50

52 51 50 49 48

CAN Bus -

34

57 56 55 54 53 69

70

68 67 66 65 64 63 62 61 60 59 58

Terminal Side 70 69 68 67 66 65

63 62 61 60 59 58 48

57

40

47 36

24

31 23 13 12 11 10

A

14

>PEI< 9

8

6

5

4

3

2

1

Wire Side

4016-E61TRS Diagnostic Manual, May 2000

P526.2

135

This document has been printed from SPI². Not for Resale

5 Functional test TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 1: Inspect Electrical Connectors And Wiring • Turn the mode control switch to OFF. Thoroughly inspect ECM connector J1 and the Tecjet connections. • Perform 45 N (10 pound) pull test on each of the wires associated with the Tecjet circuitry. Refer to the schematic.

OK ⇒ Proceed to next step. NOT OK ⇒ Repair or replace the harness as necessary. STOP.

• Check ECM Connector (Allen screw) for proper torque 6.0 N·m (4.4 lb-ft). • Check the harness and wiring damage. See Figure P-526.1. See Figure P-526.2. All connectors/pins/sockets should be completely mated/inserted, and the harness/wiring should be free of corrosion, abrasion or pinch points. Step 2: Check CAN bus communications • Connect TIPPS at the Service Tool Connector. Turn the engine control switch to STOP. View the measurements screen giving gas pressures and temperatures (Group 8). • Readings should be obtained for fuel temperature, fuel pressure and fuel valve differential.

OK ⇒ The CAN bus to the Tecjet is functioning proceed to Step 4. NOT OK ⇒ The CAN bus to the Tecjet is not functioning repair or replace the wiring as necessary. Proceed to next step.

Step 3: Check power supply to Tecjet • Turn engine control switch to OFF • Disconnect connector from Tecjet. • Turn engine control switch to STOP.

OK ⇒ Proceed to next step. NOT OK ⇒ Repair or replace wiring as necessary. STOP.

• Using multimeter check for 24 volt supply between pins K (+ve) and L and R (+ve) and L on the Tecjet connector. Step 4: Check PWM signal • If available, connect oscilloscope between pins G (+ve) and L on the Tecjet connector a PWM signal of nominal 500 Hz should be seen.

136

OK ⇒ Replace Tecjet unit. STOP. NOT OK ⇒ Repair or replace wiring as necessary. STOP.

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

6 Calibrations

6

P-602: Oxygen sensor calibration procedure System Operation Periodic Calibration of the Oxygen Sensor is required to ensure accurate readings and optimum engine performance. Refer to the Operation And Maintenance Manual for details. The engine must be stopped and the sensor must be removed and placed in uncontaminated air (free of exhaust system air) to calibrate the sensor. During the calibration, the ECM first establishes the zero percent oxygen reference point by reading the sensor after it has cooled for two minutes. Next, the ECM energizes the Oxygen Sensor internal heater for five minutes and then reads the surrounding air. The surrounding air is assumed to be clean (20.95% Oxygen). The calibration offset and span are determined from these two points.

4016-E61TRS Diagnostic Manual, May 2000

137

This document has been printed from SPI². Not for Resale

6 Diagnostic codes CID-FMI Conditions which generate this code:

Systems Response:

Troubleshooting

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

Fuel quality compensation is disabled. The diagnostic code remains active until an oxygen sensor calibration is successfully completed. Engine performance and emissions may be affected.

Proceed with P-602: Oxygen Sensor Calibration Procedure

Functional test TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 1: Inspect Electrical Connectors And Wiring • Thoroughly inspect ECM Connector J2/P2, the Oxygen Buffer, and Oxygen Sensor connections. Refer to Inspecting Electrical Connectors for details. • Perform 45 N (10 pound) pull test on each of the wires associated with the Oxygen Sensor circuit. Refer to the schematic.

OK ⇒ Proceed to next step. NOT OK ⇒ Repair or replace the harness as necessary. STOP.

• Check ECM Connector (Allen screw) for proper torque 6.0 N·m (4.4 lb-ft). • Check the harness and wiring for abrasion and pinch points from the Oxygen Buffer to the ECM. All connectors/pins/sockets should be completely mated/inserted, and the harness/wiring should be free of corrosion, abrasion or pinch points. Step 2: Check Atmospheric Conditions • Determine the local temperature, humidity, and barometric pressure. • Look up the maximum permissible relative humidity in the table below. See Figure P-602.1.

OK ⇒ Proceed to next step. NOT OK ⇒ Atmospheric conditions are NOT favourable for an Oxygen Sensor Calibration. STOP.

Relative humidity must be less than the value shown in the table.

138

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

6 Oxygen sensor calibration table

°C/°F)

Barometric Pressure

°C 12

14

16

18

20

22

24

26

28

30

32

34

36

38

°F

54

57

61

64

68

72

75

79

82

86

90

93

97

100

96

90

85

75

65

60

50

45

40

35

35

30

25

25

20

97

90

85

75

65

60

50

45

40

35

35

30

25

25

99

90

85

75

65

60

55

45

40

40

35

30

30

25

25 25

101

90

85

75

70

60

55

50

45

40

35

30

30

25

25

102

90

90

80

70

60

55

50

45

40

35

30

30

25

25

104

90

90

80

70

65

55

50

45

40

35

30

30

25

25

105

90

90

80

70

65

55

50

45

40

35

35

30

25

25

107

90

90

80

75

65

60

50

45

40

35

35

30

25

25

109

90

90

85

75

65

60

50

45

40

35

35

30

25

25

110

90

90

85

75

65

60

55

45

40

40

35

30

30

25

112

90

90

85

75

65

60

55

50

45

40

35

30

30

25

113

90

90

85

75

70

60

55

50

45

40

35

30

30

25

Guidelines For Calibrating The Oxygen Sensor 1. Find the crossing point using barometric pressure and ambient temperature at which calibration will take place. DO NOT calibrate the Oxygen Sensor if the relative humidity is greater than or equal to the value shown. 2. DO NOT Calibrate the Oxygen Sensor if the Ambient Temperature is above 38 °C (100 °F). 3. DO NOT Calibrate the Oxygen Sensor If the relative humidity is above 90 percent. 4. If temperature is less than 12 °C (54 °F), use the 12 °C (54 °F) column.

A 4016-E61TRS Diagnostic Manual, May 2000

P602.1

139

This document has been printed from SPI². Not for Resale

6 TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 3: Check For Active Oxygen Sensor Diagnostic codes • Turn the Engine Control Switch to the STOP position and use the TIPPS Diagnostic Override to energize the Oxygen Buffer.

RESULT 1 ⇒ The codes listed above are not Active. Proceed to next step.

• Check if a 1086-09, 1087-03, 1087-08, 1088-05, 1088-06 diagnostic code is Active.

RESULT 2 ⇒ 1088-05 Oxygen Buffer Supply Shorted High or 1088-06 Oxygen Buffer Supply Shorted Low diagnostic code is Active Refer to P-509A: Oxygen Sensor Buffer Supply Circuit. STOP.

Result 1: The diagnostic codes listed are NOT Active. Result 2: A 1088-05 or 1088-06 diagnostic code is Active. Result 3: A 1086-09, 1087-03, or 1087-08 diagnostic code is Active.

RESULT 3 ⇒ Refer to P-509B: Oxygen Sensor Signal Circuit Test. STOP. Step 4: Remove The Sensor And Start The Calibration Warning! The Oxygen Sensor may reach temperatures in excess of 700 DegC (1300 DegF) during normal operation, diagnostic override testing, and calibration. Wear heat resistant gloves and do not handle the sensor element until it has sufficiently cooled. • Turn the Engine Control Switch to the OFF position. • Remove the Oxygen Sensor element from the exhaust system after it has had time to cool sufficiently. • Ensure the Oxygen Sensor element is exposed to uncontaminated air. • Turn the Engine Control Switch to the STOP position and access the Calibrations, O2 Calibration Screen. • Begin the calibration. The calibration takes approximately twelve minutes to complete. TIPPS should indicate the calibration was successful.

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

Step 5: Verify Sensor Calibration • Turn the Oxygen Sensor Override parameter to ON. Verify the Oxygen Sensor Status (Screen 9) is now ON. • Monitor the Actual Oxygen on the TIPPS Status Screen.

OK ⇒ STOP. NOT OK ⇒ Repeat the calibration. STOP.

The Actual Oxygen reading should stabilize to 20.95 within approximately 30 seconds.

140

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

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

4016-E61TRS Diagnostic Manual, May 2000

141

This document has been printed from SPI². Not for Resale

6 Diagnostic codes CID-FMI Conditions which generate this code: 261-13

Engine Timing Calibration Required Timing Calibration has not been performed

Systems Response:

Troubleshooting

The Engine Warning Lamp will be illuminated.

Proceed with P-603: Speed/Timing Sensor Calibration

Functional test TEST STEP

RESULT

DIAGNOSIS/ACTION

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

142

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

6 Speed/timing sensor calibration diagram

A

P603.1

TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 2: Calibrate The Speed/Timing Sensors • Start and run the engine at a constant speed between 900 and 1200 rpm. • Access the Timing Calibration screen on TIPPS. • To calibrate the timing, press the “space” key on the Electronic Service Tool keyboard and wait until the Electronic Service Tool indicates the timing is CALIBRATED. Note: If the Electronic Service Tool display reads “COULD NOT CALIBRATE” timing, the electronic injection timing has not been set. Recheck the tool installation and tool operation and try again to calibrate electronic injection timing. If the crank and cam gears have been reassembled incorrectly (relative to each other), the engine will not calibrate. The Timing Calibration Procedure was completed successfully.

4016-E61TRS Diagnostic Manual, May 2000

YES ⇒ The Timing Calibration procedure was completed successfully. Disconnect the Timing Probe and Timing Calibration Harnesses. Remove the Calibration Probe and reinstall plug. STOP. NO ⇒ Verify that the engine rpm was stable (± 50 rpm) during testing. Verify that there are no Active Diagnostic codes preventing calibration. If all of the checks are OK but the timing still will not calibrate, check the Timing Probe Cable and Timing Probe to verify it is not bent. STOP.

143

This document has been printed from SPI². Not for Resale

6 P-604: Turbine inlet temperature interface module calibration System Operation The turbine inlet temperature interface module converts the ‘K’ type thermocouple signal into a 420mA signal which the ECM translates into temperature readings. Functional test Preparation for calibration TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 1: Remove Interface Module • Disconnect the engine starting battery.

CONTINUE ⇒ Proceed to next step.

• Referring to figure P604.1, unplug the thermocouple from the sensor rail at the front end of ‘A’ bank. • Remove the four self tapping screws from the end plate of the sensor rail and carefully remove the interface unit. • Disconnect the wiring from the interface unit.

A 144

P604.1

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

6 Connect to calibration equipment TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 2: Re-Calibration Connections • To re-calibrate the unit, a thermocouple simulator, 24 volt DC supply and an accurate milliammeter/DMM are required. Connect the equipment as shown in P604.2 Note that if a T/C simulator with automatic internal cold junction compensation is used, thermal equilibrium between the simulator and TC-HEAD must be established. In any case, the compensation applied to the simulator must be equal to the TC-HEAD input terminal temperature.

T/C SIMULATOR

5

+

+

T/C -

CONTINUE ⇒ Proceed to next step.

+ TC-HEAD

3

-

A 4016-E61TRS Diagnostic Manual, May 2000

-

1 LOOP

-

mA

+ 24V dc

2

P604.2

145

This document has been printed from SPI². Not for Resale

6 Calibrate TEST STEP

RESULT

DIAGNOSIS/ACTION

Step 3: Re-Calibration CONTINUE ⇒ Proceed to next step.

• Referring to figure P604.3, ensure that the selector switches are in the following positions: Switch A: 2 Switch B: 2 Switch C: 6 If configuration has been changed, coarse range potentiometer D must first be adjusted: i. Set input to full scale (800 deg.C.) ii. Turn Span potentiometer (Marked S on circuit board) Adjust D to give a nominal 20mA output. i. Set input to zero and adjust zero potentiometer (Marked Z on circuit board) to give 4mA ii. Set input to full scale and adjust span potentiometer (Marked S on circuit board) to give 20mA

OK ⇒ STOP.

• Repeat (i) and (ii) as necessary

NOT OK ⇒ Replace module. STOP.

4-20 mA LOOP

-

+ 1

Z

TEST -

2

S A B C D Z S

+ D

B

: Thermocouple Type : Wire Break Detection : Range : Range : Zero Adjust : Span

{

}

C

A 3

+ 4

5

THERMOCOUPLE

A 146

P604.3

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

6 NOTES:

4016-E61TRS Diagnostic Manual, May 2000

147

This document has been printed from SPI². Not for Resale

General information

This document has been printed from SPI². Not for Resale

7 Glossary of terms

7

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

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

A circuit (usually temporary) used as a substitute for an existing circuit, typically for test purposes.

This sensor measures the absolute crankcase pressure and sends a signal to the Electronic Control Module (ECM).

Calibration

Desired RPM

As used here, is an electronic adjustment of a sensor signal.

An input to the electronic governor control within the ECM. The electronic governor uses inputs from the Throttle Position Sensor and Speed/Timing Sensor to determine Desired RPM.

Data Link A two wire electrical connection for communication with other microprocessor based devices such as the electronic monitoring system. The data link is also the serial communication medium used for programming and troubleshooting with Perkins Electronic Service Tools.

4016-E61TRS Diagnostic Manual, May 2000

Diagnostic Code An indication of a problem or event in the electronic system.

149

This document has been printed from SPI². Not for Resale

7 Digital Sensors

Flash

Digital Sensors produce a Pulse Width Modulation of Duty Cycle type of signal. An example would be the Manifold Pressure Sensor.

A type of computer memory chip. Specifically a FLASH memory chip is similar to an EPROM but it can be programmed or downloaded without being removed from the Electronic Control Module.

Digital Sensor Supply The +8 VDC supply from the ECM used to power the Digital Sensors. Refer to P-522: Digital Sensor Supply. Digital Sensor Return The common line (ground) for the Digital Sensor Supply from the ECM used to power the digital (PWM) type sensors.

FLASH Downloading A way of programming or updating an ECM with an Electronic Service Tool over the data link instead of replacing components. Fuel Ratio Control (FRC)

A type of connector manufactured by Deutsch that is used on Perkins engines.

FRC Fuel Pos is a limit based on control of the fuel to air ratio that is used for emission control purposes. When the ECM senses a higher Turbocharger Compressor Outlet Pressure (more air into cylinder), it increases the FRC Fuel Pos limit (allows more fuel into cylinder).

Duty Cycle

Fuel Temperature Sensor

Refer to Pulse Width Modulation.

This sensor detects the fuel temperature. The ECM monitors the fuel temperature and adjusts calculated fuel rate accordingly.

DT, DT Connector, Deutsch DT

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

150

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

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

7 Open Circuit

Rated Fuel Limit

Condition where an electrical wire or connection is broken, that prevents the signal or the supply voltage from reaching its intended destination.

Indicates the maximum allowable fuel position. It will produce rated power for this engine configuration.

Parameter

Reference Voltage

A programmable value or limit which determines the characteristics or behaviour of the engine.

A regulated voltage supplied by the ECM to a sensor. The reference voltage is used by the sensor to generate a signal voltage.

Password

Sensor

A group of numeric or alphanumeric characters, designed to restrict access to parameters. The electronic system requires correct passwords in order to change certain engine specifications (Factory Passwords). Passwords are also required to clear certain diagnostic codes.

A device used to detect and convert a change in pressure, temperature, or mechanical movement into an electrical signal.

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

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

ON 50% Duty Cycle OFF ON 90% Duty Cycle OFF

Service Program Module (SPM)

A constant voltage supplied to a component to provide electrical power for its operation. It may be generated by the ECM, or it may be engine battery voltage supplied by the engine wiring.

TIME

Example of Pulse Width Modulation (PWM) Signals

4016-E61TRS Diagnostic Manual, May 2000

151

This document has been printed from SPI². Not for Resale

7 Throttle Position The ECM interpretation of the signal from the Throttle Position Sensor. Timing Calibration Sensor A magnetic pickup installed in the Top Center (TC) port. This sensor is used by the ECM to perform a timing calibration. TIPPS A software program that runs on a personal computer (PC), for programming and diagnostics. Top Center (TC) A reference to crankshaft position when the piston has reached the very top of its rotation during the compression stroke. Total Tattletale Total number of changes to all Programmable Parameters stored in the ECM. Manifold Sensor This sensor measures the manifold pressure and sends a signal to the ECM.

152

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

8 Wiring details

8

P-801: Wiring layout The engine wiring harness consists of rectangular section aluminium pipes, one for ignition wiring and one for sensor/actuator wiring, down each side of the engine. From these pipes are flexible connections to the various sensors, actuators etc. and the Engine Control Module enclosure. The ECM is mounted in an enclosure fitted to the engine behind the throttle valve. The ECM connectors J1 and J2 are wired to additional connectors on the enclosure. The ECM enclosure also contains power distribution terminals, a 24 volt circuit breaker and a relay. Connectors are also provided on the ECM enclosure for the service tool, OEM connectors and CAN bus for remote display module.

4016-E61TRS Diagnostic Manual, May 2000

153

This document has been printed from SPI². Not for Resale

8 Wiring layout

154

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

8 ‘A’ Bank sensor rail layout

4016-E61TRS Diagnostic Manual, May 2000

155

This document has been printed from SPI². Not for Resale

8 ‘A’ Bank sensor rail wiring

156

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

8 ‘B’ Bank sensor rail layout

4016-E61TRS Diagnostic Manual, May 2000

157

This document has been printed from SPI². Not for Resale

8 ‘B’ Bank sensor rail wiring

158

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

8 ECM Enclosure layout

4016-E61TRS Diagnostic Manual, May 2000

159

This document has been printed from SPI². Not for Resale

8 ECM Enclosure wiring

160

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

8 ECM Enclosure wiring 2

21 22 20

S6

S10

S14

19

S12 J1,58

J1,26 J1,25 S7

J2,45 J2,44

2

4

J2,47 J2,46

3

6

S16 S15

5

8

A BANK SENSOR PIN 10

7

10

S6

J1,22

J2,55 J2,57

P O N M

J2,17 J2,16

C B

D

J2,61 J2,60 J2,4 J2,3

J2,28 J2,22

S11

J1,35 J1,16

11 12 13 14 15

16 17

J1,18 J1,39 J1,38 A BANK SENSOR PIN 9 S5 S5 J1,66 J1,28

9 4

S10 J1,64

3

6

S1 S1

5

7

J1,23

8

10

OEM

18 19 20

J2,11 J1,56

J1,20

J1,61

J1,40

E

F

1

2

J1,62 RELAY COIL 2

S9 S8 J1,41

B

C

D

2

J2,12

2

J2,30 J2,29

J1,21

1.5mm BS6231 UL1015 BLACK

30 27 28 29

J2,31

0.5mm BS6231 UL1015 GREY

F D 31

J2,69 J2,70

26

S5 S3

23 24 25

B

S12

A

S13

C

E

S9 S8 S14

S5

A

COMMS

TWISTED

K H F

J2,52

E

J2,62

G

J

L

J2,50 J2,35 J2,34

A

IGNITION CONNECTOR 'B' BANK

J2,26 J2,51

21 22

ITSM

J2,43 J2,42 J2,27

G

DEUTSCH HDP24-24-23PE DEUTSCH HD10-9-1939PE DEUTSCH HDP24-24-31SE (BASE) (SUPPLIED WITH CONNECTING PLUG HDP26 24-31PE-L015 + CONDUIT FITTING)

DEUTSCH HD10-9-96P SUPPLIED WITH CAP HDC16-9

697/145 1MW GAS ENGINE J1 & J2 G4016 CONTROLLER INTERFACE

S4 S3

9

11 12 13 14 15 16

S13

17 18

J1,30

1

SENSOR CONNECTOR 'B' BANK

J1,14 S7

Q

DEUTSCH HDP24-24-31PE

23 24 25

ECM Enclosure wiring 2

S1

A 4016-E61TRS Diagnostic Manual, May 2000

P804.3B

161

This document has been printed from SPI². Not for Resale

8 ECM Enclosure terminal strip connections

162

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

8 Power and starter harness and wiring

4016-E61TRS Diagnostic Manual, May 2000

163

This document has been printed from SPI². Not for Resale

8 Throttle valve and manifold sensor harness and wiring

164

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

8 ‘A’ Bank ignition pipe layout and wiring

4016-E61TRS Diagnostic Manual, May 2000

165

This document has been printed from SPI². Not for Resale

8 ‘B’ Bank ignition pipe layout and wiring

166

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

8 Exhaust thermocouple harness and wiring

4016-E61TRS Diagnostic Manual, May 2000

167

This document has been printed from SPI². Not for Resale

8 ITSM to ECM Enclosure harness and wiring

168

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

8 OEM Connection details

OEM Connection details Start Stop Auto Off

OEM Wiring

Engine Wiring OEM Connector Deutsch 31 Pin

Mode Control Switch

1

Auto Start Contact

2 3 4 5 6

B + TO OEM Controls

7

Link if not required Link if not required

Timing Select

8

Fault Stop

9

Idle/Rated On/Off Grid

10 11 12

B - To OEM Controls

J1/70

ECM

J1/62 J1/61 J1/64 J1/31 B+ B+ J1/20 J1/23 J1/28 J1/66 B-

13 BEmergency Stop Link if not required 4-20 mA Optional Input

14 J1/22 15 16 17

J1/36 J1/37 J1/18

18

Speed Trim Potentiometer 5K 10 Turn

J1/16 19

Manual Pre-Lub

20 21

Gas Shutoff Valve Relay

Crank Terminate Engine Shutdown Engine Alarm

J2/22

26

J2/28 J2/29

27 J2/30 28

Low Gas Pressure Low water Level

30

Low Oil Level

31

4016-E61TRS Diagnostic Manual, May 2000

J2/12

24

29

A

J2/11 J2/21

25

Run Relay

J1/56

22 23

Pre-Lub Pump Relay (Optional)

J1/35

J2/31 J1/21 J2/70 J2/69 P811.1

169

This document has been printed from SPI². Not for Resale

8 ECM Enclosure connector pinouts Communications connector Note: ‘S’ Numbers relate to terminals in the ECM enclosure Communications Connector Deutsch HD10-9-96 P Connection From

Cable Type

Connector Pin No.

Circuit

S1

0.5 mm sq

A

Battery Supply

S5

0.5 mm sq

B

Battery Supply

J1, 41

0.5 mm sq

C

TMG Calibration -

S8

Twisted Pair

D

Datalink +

S9

Twisted Pair

E

Datalink -

J1, 40

0.5 mm sq

F

TMG Calibration +

G H J

OEM Connector OEM Connector - Deutsch HDP24 24-31PE Connection From

Cable Type

Connector Pin No.

Circuit

Relay Coil

0.5 mm sq

1

Selector Switch, Common

J1, 62

0.5 mm sq

2

Selector Switch, Start

J1, 61

0.5 mm sq

3

Selector Switch, Stop

J1, 64

0.5 mm sq

4

Selector Switch, Auto

S10

0.5 mm sq

5

Digital Return

S1

0.5 mm sq

6

Battery Supply

S1

1.5 mm sq

7

Battery Supply

J1, 20

0.5 mm sq

8

Timing Select

J1, 23

0.5 mm sq

9

Fault Stop Switch

J1, 28

0.5 mm sq

10

Idle/Rated Switch

J1, 66

0.5 mm sq

11

On/Off Grid Switch

S5

1.5 mm sq

12

Battery Supply

S5

1.5 mm sq

13

Battery Supply

Em. Stop Button

0.5 mm sq

14

Remote Emergency Stop

J1, 36

0.5 mm sq

15

4-20 mA

J1, 39

0.5 mm sq

16

4-20 mA

J1, 18

Twin Screened

17

+5 V Speed Trim Control

J1, 16

Twin Screened

18

Speed Trim Control

J1, 35

Screen

19

Ground, Speed Trim Control

J1, 56

0.5 mm sq

20

Manual Pre-Lub. Switch

J2, 11

0.5 mm sq

21

Gas Shutoff Valve Relay

S11

0.5 mm sq

22

Gas Shutoff Valve Relay

J2, 12

0.5 mm sq

23

Pre-Lub Pump Relay

J2, 22

0.5 mm sq

24

Pre-Lub Pump Relay

J2, 28

0.5 mm sq

25

Run Relay

J2, 29

0.5 mm sq

26

Crank Terminate Relay

J2, 30

0.5 mm sq

27

Engine Shutdown Indication

J2, 31

0.5 mm sq

28

Engine Alarm Indication

J1, 21

0.5 mm sq

29

Low Gas Pressure Switch

J2, 70

0.5 mm sq

30

Low Water Level Switch

J2, 69

0.5 mm sq

31

Low Oil Level Switch

170

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

8 Ignition connector ‘A’ bank Ignition Connector ‘A’ Bank Deutsch HDP24-24-21PE Connection From

Cable Type

Connector Pin No.

Circuit

J2, 1

1.5 mm sq

A

Ignition Coil 1A +

J2, 2

1.5 mm sq

B

Ignition Coil 1A -

J2, 58

1.5 mm sq

C

Ignition Coil 2A +

J2, 59

1.5 mm sq

D

Ignition Coil 2A -

J2, 14

1.5 mm sq

E

Ignition Coil 3A +

J2, 15

1.5 mm sq

F

Ignition Coil 3A -

J2, 5

1.5 mm sq

G

Ignition Coil 4A +

J2, 18

1.5 mm sq

H

Ignition Coil 4A -

J2, 32

1.5 mm sq

J

Ignition Coil 5A +

J2, 33

1.5 mm sq

K

Ignition Coil 5A -

J2, 48

1.5 mm sq

L

Ignition Coil 6A +

J2, 49

1.5 mm sq

M

Ignition Coil 6A -

J2, 24

1.5 mm sq

N

Ignition Coil 7A +

J2, 25

1.5 mm sq

P

Ignition Coil 7A -

J2, 40

1.5 mm sq

R

Ignition Coil 8A +

J2, 41

1.5 mm sq

S

Ignition Coil 8A -

T

Spare

U

Spare

V

Spare

Ignition connector ‘B’ bank Ignition Connector ‘B’ Bank Deutsch HDP24-24-23PE Connection From

Cable Type

J2, 3

1.5 mm sq

J2, 4 J2, 60

Connector Pin No.

Circuit

A

Ignition Coil 1B +

1.5 mm sq

B

Ignition Coil 1B -

1.5 mm sq

C

Ignition Coil 2B +

J2, 61

1.5 mm sq

D

Ignition Coil 2B -

J2, 16

1.5 mm sq

E

Ignition Coil 3B +

J2, 17

1.5 mm sq

F

Ignition Coil 3B -

J2, 52

1.5 mm sq

G

Ignition Coil 4B +

J2, 62

1.5 mm sq

H

Ignition Coil 4B -

J2, 34

1.5 mm sq

J

Ignition Coil 5B +

J2, 35

1.5 mm sq

K

Ignition Coil 5B -

J2, 50

1.5 mm sq

L

Ignition Coil 6B +

J2, 51

1.5 mm sq

M

Ignition Coil 6B -

J2, 26

1.5 mm sq

N

Ignition Coil 7B +

J2, 27

1.5 mm sq

P

Ignition Coil 7B -

J2, 42

1.5 mm sq

R

Ignition Coil 8B +

J2, 43

1.5 mm sq

S

Ignition Coil 8B -

T

Spare

U

Spare

V

Spare

4016-E61TRS Diagnostic Manual, May 2000

171

This document has been printed from SPI². Not for Resale

8 Power and starter connector Power and starter connector Connection From

Cable Type

Connector Pin No.

Circuit

S1

1.5 mm sq

A

Battery supply

S2

1.5 mm sq

B

Battery supply

S4

1.5 mm sq

C

Battery supply

S5

1.5 mm sq

D

Battery supply

J2, 10

1.5 mm sq

E

Starter Solenoid Relay Coil

Sensor connector ‘A’ bank Sensor Connector ‘A’ Bank 31 Way Deutsch Connection From J2, 56

Cable Type 0.5 mm sq

Connector Pin No. 1

Circuit Knock Sensor 8V Supply

J2, 54

0.5 mm sq

2

Knock Sensor 0V Supply

J2, 36

0.5 mm sq

3

Knock Sensor Signal 1A

J2, 37

0.5 mm sq

4

Knock Sensor Signal 2A

J2, 38

0.5 mm sq

5

Knock Sensor Signal 3A

J2, 39

0.5 mm sq

6

Knock Sensor Signal 4A

S15

0.5 mm sq

7

Closed Circuit Breather Switch

S16

0.5 mm sq

8

Closed Circuit Breather Switch

OEM14

0.5 mm sq

9

Emergency Stop

‘B’ Bank Rail

0.5 mm sq

10

Emergency Stop

S6

0.5 mm sq

11

Sensor Supply + 5V

S7

0.5 mm sq

12

Sensor Supply 0V

J1, 17

0.5 mm sq

13

Oil Temp Signal *

J1, 24

0.5 mm sq

14

Oil Pressure Signal *

J1, 15

0.5 mm sq

15

Raw Water Temp Signal *

J1, 27

0.5 mm sq

16

Water Temp Signal

S11

0.5 mm sq

17

Water Temp Return

J2, 13

0.5 mm sq

18

Oxygen Buffer Supply

J2, 23

0.5 mm sq

19

Oxygen Buffer 0V

J2, 67

0.5 mm sq

20

Oxygen PWM Signal

J1, 36

0.5 mm sq

21

Turbine Inlet Temp 4-20mA

S3

0.5 mm sq

22

Turbine Inlet Temp Supply

J1, 33

Twin Screened

23

Magnetic Pickup -

J1, 32

Twin Screened

24

Magnetic Pickup +

J1, 51

Screen

25

Magnetic Pickup Screen

26

Spare

27

Spare

28

Spare

29

Spare

30

Spare

31

Spare

172

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

8 ITSM Connector ITSM Connector Deutsch HD10-9-1939PE Connection From

Cable Type

Connector Pin No.

Circuit

S3

0.5 mm sq

A

Battery supply

S5

0.5 mm sq

B

Battery supply

S12

Twin Screened

C

CAN Bus +

S13

Twin Screened

D

CAN Bus -

S14

Screen

E

CAN Bus Screen

S8

Twisted Pair

F

CAT Data Link +

S9

Twisted Pair

G

CAT Data Link -

Sensor connector ‘B’ bank Sensor Connector ‘B’ Bank 31 Way Deutsch HDP24-24-31PE Connection From

Cable Type

Connector Pin No.

Circuit

J2, 57

0.5 mm sq

1

Knock Sensor 8V Supply

J2, 55

0.5 mm sq

2

Knock Sensor 0V Supply

J2, 44

0.5 mm sq

3

Knock Sensor Signal 1B

J2, 45

0.5 mm sq

4

Knock Sensor Signal 2B

J2, 46

0.5 mm sq

5

Knock Sensor Signal 3B

J2, 47

0.5 mm sq

6

Knock Sensor Signal 4B

S15

0.5 mm sq

7

Closed Circuit Breather Switch

S16

0.5 mm sq

8

Closed Circuit Breather Switch

J1, 22

0.5 mm sq

9

Emergency Stop Button

A Bank Switch

0.5 mm sq

10

Emergency Stop Button

S6

0.5 mm sq

11

Sensor Supply + 5V

S7

0.5 mm sq

12

Sensor Supply 0V

J1, 25

0.5 mm sq

13

Oil Temp Signal *

J1, 26

0.5 mm sq

14

Oil Pressure Signal *

S3

1.5 mm sq

15

Tecjet Supply

S4

1.5 mm sq

16

Tecjet Supply

J1, 58

0.5 mm sq

17

Tecjet Control PWM Signal

S12

Twin Screened

18

Tecjet CAN Bus +

S13

Twin Screened

19

Tecjet CAN Bus -

S14

Screen

20

Tecjet CAN Bus Screen

J1, 30

0.5 mm sq

21

Oil Pressure Switch (Optional)

S10

0.5 mm sq

22

Oil Pressure Switch (Optional)

S6

0.5 mm sq

23

Manifold Temperature

S7

0.5 mm sq

24

Manifold Temperature

J1, 14

0.5 mm sq

25

Manifold Temperature

27

Spare

28

Spare

29

Spare

30

Spare

31

Spare

4016-E61TRS Diagnostic Manual, May 2000

173

This document has been printed from SPI². Not for Resale

8 Throttle valve and manifold sensor connector Throttle Valve and Manifold Sensor Connector Deutsch HDP24-24-21PE Connection From

S3

Cable Type

1.5 mm sq

Connector Pin No.

Circuit

A

Spare

B

Spare

C

Spare

D

Spare

E

Spare

F

Spare

G

Spare

H

Throttle Valve Supply

S5

1.5 mm sq

J

Throttle Valve Supply

J1, 44

0.5 mm sq

K

Throttle Valve 4-20 mA +

J1, 45

0.5 mm sq

L

Throttle Valve 4-20 mA -

J1, 4

0.5 mm sq

M

Manifold Pressure Sensor +8V Supply

J1, 5

0.5 mm sq

N

Manifold Pressure Sensor 0V Supply

J1, 10

0.5 mm sq

P

Manifold Pressure PWM Signal

J1, 60

Screen

R

CAN Bus connector CAN Bus Connector Deutsch HD10-3-96P Connection From

Cable Type

S12

Twin Screened

S13 S14

174

Connector Pin No.

Circuit

A

CAN Bus +

Twin Screened

B

CAN Bus -

Screen

C

CAN Bus screen

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale

8 G4016 Controller Connection details - J1 Pin No 1

Function

Application

No Connection

Pin No 36

Function

Application

4-20 mA in 1 +

2

Analogue Power

+ 5 V To Sensors

37

4-20 mA in 1 -

3

Analogue Return

0 V To Sensors

38

4-20 mA in 2 +

Turbine Inlet Temp

4

Digital Power 8V

Man. Pres. Supply

39

4-20 mA in 2 -

Turbine Inlet Temp

5

Digital Return

Man. Pres. Return

40

Pass Speed 2 +

TMG Calibration

6

No Connection

41

Pass Speed 2 -

TMG Calibration

7

No Connection

42

J1939 Shield

CAN Bus Shield

8

HDSL +

CAT Data Link +

43

+ 12V S/T Power

9

HDSL -

CAT Data Link -

44

4-20 mA Out 1+

Throttle Actuator +

10

PWM in 1

Man. Pres. Signal

45

4-20 mA Out 1 -

Throttle Actuator -

11

PWM in 2

46

4-20 mA Out 2 +

12

PWM in 3

47

4-20 mA Out 2 -

13

PWM in 4

48

Dig Pulse Out 1

14

Analogue 1

Manifold Temp. Sig.

49

Dig Pulse Out 2

15

Analogue 2

Oil Temp B Bank ?

50

J1939 +

CAN Bus +

16

Analogue 3

Speed Pot. Input

51

Return

Screen ‘A’ Bank

17

Analogue 4

OIl Temp. A

52

+ Battery

Battery +

18

Analogue Power

+5 V Speed Pot.

53

+ Battery

Battery +

19

Return

54

No Connection

20

SW in 1 in

Timing Select Sw.

55

+ Battery

Battery +

21

SW in 2 in

Low Gas Pres. Sw.

56

SW in (+B)

Manual Pre-Lub Select

22

SW in 3 in

Emergency Stop Sw.

57

+ Battery

Battery +

23

SW in 4 in

Normal Stop Sw.

58

PWM V Out 1

Tecjet Signal

24

Analogue 5

Oil Pres. A Bank

59

PWM V Out 2

25

Analogue 6

Raw Water Temp.

60

Return

26

Analogue 7

Oil Pres. B Bank

61

SW in 8

Control Sw Stop

27

Analogue 8

Water Temp. Signal

62

SW in 9

Control Sw Start

28

SW in 5 in

Idle/Rated Switch

63

- Battery

Battery -

29

SW in 6 in

64

SW in 10

Control Sw Auto

30

SW in 7 in

Pre-Lub Pressure

65

- Battery

Battery -

31

Return in

Switch Returns

66

SW in 11

On/Off Grid

32

Pass Speed 1 +

Speed Pickup

67

- Battery

Battery -

33

Pass Speed 1 -

Speed Pickup

68

SW in 12

CCB Fault ?

34

J1939 -

CAN Bus -

69

- Battery

Battery -

35

Return

Speed Pot. 0 V

70

Key SW (+B)

Battery +

4016-E61TRS Diagnostic Manual, May 2000

175

This document has been printed from SPI². Not for Resale

8 G4016 Controller Connection details - J2 Pin No 1

176

Function

Application

Pin No

Function

Application

Inj 1 Hi Side

Ignition Coil 1 +

36

Detonate A

Knock Sensor Signal

2

Inj 1 Lo Side

Ignition Coil 1 -

37

Detonate B

Knock Sensor Signal

3

Inj 2 Hi Side

Ignition Coil 2 +

38

Detonate C

Knock Sensor Signal

4

Inj 2 Lo Side

Ignition Coil 2 -

39

Detonate D

Knock Sensor Signal

5

Inj 15 Hi Side

Ignition Coil 15 +

40

Inj 9 Hi Side

Ignition Coil 9 +

6

PWM Out 1 Hi

41

Inj 9 Lo Side

Ignition Coil 9 -

7

PWM Out 1 Lo

42

Inj 10 Hi Side

Ignition Coil 10 +

8

PWM Out 2 Hi

43

Inj 10 Lo Side

Ignition Coil 10 -

9

PWM Out 2 Lo

44

Detonate E

Knock Sensor Signal

10

1.5A Dout 1

Starter Solenoid

45

Detonate F

Knock Sensor Signal

11

1.5A Dout 2

Gas Valve

46

Detonate G

Knock Sensor Signal

12

1.5A Dout 3

Oil Pre-Lub.

47

Detonate H

Knock Sensor Signal

13

1.5A Dout 4

Oxy. Buffer Supply

48

Inj 11 Hi Side

Ignition Coil 11 +

14

Inj 3 Hi Side

Ignition Coil 3 +

49

Inj 11 Lo Side

Ignition Coil 11 -

15

Inj 3 Lo Side

Ignition Coil 3 -

50

Inj 12 Hi Side

Ignition Coil 12 +

16

Inj 4 Hi Side

Ignition Coil 4 +

51

Inj 12 Lo Side

Ignition Coil 12 -

17

Inj 4 Lo Side

Ignition Coil 4 -

52

Inj 16 Hi Side

Ignition Coil 16 +

18

Inj 15 Lo Side

Ignition Coil 15 -

19

No Connection

20

Return

55

Return

0V Knock Sensors E-H

21

Return

56

Digital Power 8V

To Knock Sensors A-D

53

Return

Knock Sensor Screen

54

Return

0V Knock Sensors A-D

22

Return

57

Digital Power 8V

To Knock Sensors E-H

23

Return

Oxygen Return

58

Inj 13 Hi Side

Ignition Coil 13 +

24

Inj 5 Hi Side

Ignition Coil 5 +

59

Inj 13 Lo Side

Ignition Coil 13 -

25

Inj 5 Lo Side

Ignition Coil 5 -

60

Inj 14 Hi Side

Ignition Coil 14 +

26

Inj 6 Hi Side

Ignition Coil 6 +

61

Inj 14 Lo Side

Ignition Coil 14 -

27

Inj 6 Lo Side

Ignition Coil 6 -

62

Inj 16 Lo Side

Ignition Coil 16 -

28

300mA Dout 5

Run Indication

63

PWM Out 3 Hi

29

300mA Dout 6

Crank Terminate Ind.

64

PWM Out 3 Lo

30

300mA Dout 7

Shutdown Indication

65

Digital Power 8V

31

300mA Dout 8

Alarm Indication

66

Return

32

Inj 7 Hi Side

Ignition Coil 7 +

67

PWM In 5

Oxygen Signal

33

Inj 7 Lo Side

Ignition Coil 7 -

68

PWM In 6

Closed cct Breather Sw

34

Inj 8 Hi Side

Ignition Coil 8 +

69

PWM In 7

Low Oil Level

35

Inj 8 Lo Side

Ignition Coil 8 -

70

PWM In 8

Low Water Level

4016-E61TRS Diagnostic Manual, May 2000

This document has been printed from SPI². Not for Resale