Troubleshooting G3600 Có thể search mã lỗi PDF

PATCDDIIIAD' SENR6510-05
U&R CnriLLMn January 2002
G3600 Engines
3XF1-UP
4WF1-UP
1YG1-UP
4CG1-UP
Important Safety Information
Most accidents that involve product operation, maintenance and repair are caused by failure to
observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially
hazardous situations before an accident occurs. A person must be alert to potential hazards. This
person should also have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard
warnings are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the "Safety Alert Symbol" and followed by a "Signal Word" such as
"DANGER", "WARNING" or "CAUTION". The Safety Alert "WARNING" label is shown below.
A WARNING
The meaning of this safety alert symbol is as follows:
Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or
pictorially presented.
Operations that may cause product damage are identified by "NOTICE" labels on the product and in
this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The
warnings in this publication and on the product are, therefore, not all inclusive. If a tool, procedure,
work method or operating technique that is not specifically recommended by Caterpillar is used,
you must satisfy yourself that it is safe for you and for others. You should also ensure that the
product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before
you start any job. Caterpillar dealers have the most current information available. For a list of the most
current publication form numbers available, see the Service Manual Contents Microfiche, REG1139F
A WARNING
When replacement parts are required for this
product Caterpillar recommends using Caterpil¬
lar replacement parts or parts with equivalent
specifications including, but not limited to, phys¬
ical dimensions, type, strength and material.
Failure to heed this warning can lead to prema¬

ture failures, product damage, personal injury or
death.
How To Use This Manual
C>
GATHER
Talk to the operator directly, if possible.

What happened and in what order (be specific)
Under what operating conditions does the

problem occur?
What are the operational symptoms and when
did they begin?
Check the engine repair history.
Is the control system performing as expected?

VERIFY
PROPER
OPERATION
K Section 1: System Overview
Are there any control module diagnostics?
Can the conditions and problems be repeated?
Determine all of the diagnostic codes that are present
O
GATHER (refer to Accessing Diagnostic Codes)
DIAGNOSTIC RECORD DIAGNOSTIC CODES (in order of
INFORMATION
occurrence) BEFORE THEY ARE CLEARED
AND/OR THE SYSTEM IS RESET!
o
Repair all Diagnostic Code problems immediately!
DETERMINE See Section 4: Troubleshooting with a Diagnostic
SYSTEM Code. If
DIAGNOSTICS There is an LED flashing on the CMS.
There is a diagnostic code on the ECM.
There is an LED illuminated on the TCM.
There is an LED illuminated or a dlAG code on the
SCM.
There is a problem with the Digital Diagnostic Tool.
i§Kf\ES
S1LIST
c> Use operator information gathered above.

Check for LOGGED diagnostic codes.
If more than one symptom, are there any common
causes?
TEST
SUBSYSTEM
o AVOID PRE-CONCEIVED IDEAS!
Test the most likely cause first.
Perform a visual inspection of the engine components.
Use the troubleshooting procedures in this manual.
Connector checks are extremely important, check
every pin and wire in the connector.
G3600 Engine Supervisory System Troubleshooting

Section 1: Electronic System Overview
ESS System Overview

Controlsand Functions
Engine Monitoring and Protection System
Engine Supervisory System (ESS) Panel
ESS Panel
Engine Control Module (ECM)
Timing Control Module (TCM)
Ignition Systems
Engine Sensors
Diagnostic Overview
Caterpillar Ignition System
(For "B" Series Engines)
Timing System Signal Interaction Diagram
Computerized Monitoring System Module
CMS Gauge Module (Gauge Set 1)
CMS Guage Module (Guage Set 2)
Status Control Module (SCM)
Pyrometers
Detonation Mixing Control System Overview
DMS Diagnostic Overview
Sensor and Connector Locations (Front View)
Sensor and Connector Locations (Rear View)
Sensor and Connector Locations (Left View)
Sensor and Connector Locations (Right Side)
Service Tools
7X1400 Digital Diagnostic Tool (DDT) Group
Interpreting PWM Signals
Section 2: Programming Parameters
Status Control Module (SCM)
Programming Parameters
SCM Memory
Set Point Descriptions
Program the Status Control Module
CIS Secondary Spark Diagnostics
Spark Reference Number
Personality Module Programmable Features
Replacing The Personality Module
G3600 Engine Supervisory System

.
Table Of Contents
1-1
1-1
1-1
1-2
1-3
1-3
1-4
1-5
1-5
1-6
1-7
1-9
1-10
1-11
1-11
1-12
1-13
1-14
1-15
1-16
1-17
1-18
1-19
1-20
1-20
1-21
2-1
2-1
2-1
2-3
2-3
2-5
2-8
2-10
4
Section 3: Troubleshooting without A
Diagnostic Code
Engine Prelube Pump Inoperative
Or Slow
Engine Prelubes, But Engine
Does Not Crank
Air Starting Motor Does Not Turn
Electric Starting Motor Does Not Turn
Elecric Starting Motor Pinion Does
Not Engage With The Flywheel
Starting Motor Runs Pinion Engages,
But Does Turn The Flywheel
Engine Will Crank But Will Not Start
CMS Panel Display
Engine Package Shutdown
Heinzmann Actuators Have High Frequency, Low
Amplitude Oscillation
Short Spark Plug Life
Ignition Timing Unstable
Engine Speed Limited To 550 rpm/
Engine Will Not Accelerate
Engine Lugs When Operating In "Magneto"
Calibration Mode
Engine Stalls At Low Load Or
rpm/Poor Load Acceptance
Ignition Misfire
Intermittent Misfire, Engine
Running Rough
Engine Unstable, Sudden
Changes In Engine Speed (rpm)
Exhaust Port Temperature Is Too High
Exhaust Stack temperature Is Too High
Exhaust Emissions Too High, Fuel
Consumption Too High
Loud Noise (Clicking) From Under Cylinder
Head Cover (Valve Area)
Mechanical Noise (Knock) In Engine
Too Much Engine Vibration
Engine Is Experiencing Early Wear
Engine Has High Oil Pressure
Engine Has Low Oil Pressure
3-3
3-3
3-4
3-5
3-5
3-6
3-7
3-8
3-8
3-9
3-9
3-10
3-11
3-1 1
3-12
3-13
3-13
3-14
3-15
3-15
3-16
3-16
3-17
3-17
3-18
3-18
3-18
Troubleshooting
Table Of Contents
Too Much Oil Consumption, Blue Smoke Section 4: System Functional Tests
In The Exhaust 3-19 4-1
How To Use Tests
White Smoke In Crankcase BlowBy Fumes, 4-3
Inspecting Electrical Connectors
Coolant In Lubrication System 3-20
DDT Troubleshooting 4-8
Oil In Cooling System 3-21
SCM Speed Sensor 4-13
Engine Oil Temperature Is Too High 3-21
Oil Pressure/Temperature Module 4-17
Engine Coolant Temperature Is Too High 3-21
Mode Control Switch (MCS) 4-22
Poor Coolant Flow 3-22
SCM Program Mismatch 4-25
SCM Will Not Reset 3-22
3-23 Engine Shutdown 4-27
Engine Shutdown With SCM LED Active
Improper Load Indication 3-24 SCM Voltage Supply 4-31
Coolant Leak Into Combustion Chamber 3-24 SCM Temperature Probe 4-34
SCM Oil Pressure Probe 4-37
Troubleshooting With A Diagnostic Code Battery Voltage Low 4-40

Gas Shutoff Valve (GSOV) Failure 4-44
Status Control Module 3-25
Fuel Temperature Sensor 4-48
Engine Supervisory System 3-25
Exhaust Temperature Input 4-52
Diagnostic Code Introduction 3-25
Crank Angle Sensor 4-56
Diagnostic Indicators and Displays 3-26
3-26 Jacket Water Temperature Sensor 4-63
CMS Gage Module
Engine Control Module (ECM) 3-26 Engine Is Overloaded 4-70
Detonation Mixing Control Diagnostic Codes 3-27 Flywheel Sensor 4-71

Caterpillar Ignition System Ignition Timing 4-77
Diagnostic Messages 3-27 Inlet Manifold Air Temperature Sensor 4-84
Accessing Diagnostic Codes 3-28 Personality Module 4-90
Diagnostic Codes Clear and Rest 3-28 Coolant Inlet Pressure High 4-92
Failure Mode Identifiers (FMI) 3-30 Coolant Outlet Pressure Sensor 4-96
ESS Component Identifiers (CID) 3-31 Manifold Air Pressure Sensor 4-101
Diagnostic Code Cross Reference Pressure Module Failure 4-108
By CMS Module Fault Lamp 3-32
Crankcase Pressure Sensor 4-113
Diagnostic Code Cross Reference
Starting Air Pressure Sensor 4-119
By ECM Code 3-32
Fuel Pressure Sensor 4-123
Diagnostic Code Cross Reference Chart 3-33 - 38
Oil Pressure Sensors 4-129
Status Control Module Diagnostic Codes 3-39
Oil Pressure Prelubrication Switch 4-136
SCM dlAG Code Reference
3-39 Fuel (Quality) Energy Content Input 4-140
Diagnostic Procedure
Caterpillar Ignition System Diagnostic Messages... .3-39 Fuel (Quality) Energy Content 4-144
CIS Diagnostic Message Cross Reference Chart... .3-39 ECM Speed Sensor 4-150
Wire Color Codes 3-40 Desired Speed Input 4-157

Wire Identification Codes 3-41 Idle/Rated Input Failure 4-163
Shutdown Input Failure 4-166
On-Grid (Utility Parallel) Input Failure 4-169

Oil Level Low 4-172 Section 5: Detonation Analysis
Coolant Level Low 4-176
Detonation Analysis 5-1
Air Restriction 4-180
Scope Probe Connections 5-6
Driven Equipment Input 4-188
Time Delay Values For Cylinder Location 5-6
DMC Flywheel Teeth Sensor 4-192
Time Delay Procedure For Fluke 90 Series 5-7
Detonation Sensor 4-198
G3606 Time Delay Values 5-8
Detonation Sensor Power Supply 4-206
Cylinder Detonation Sensor 4-210
Detonation Shutdown Retarded/Timing 4-213
Cylinder Ignition 4-223
Fluke Operation 5-12
Engine Type Programming 4-238 5-12
External Triggering
Cylinder #1 Ignition Signal 4-240 Detonation Sensor Signal Analysis 5-13
Timing Control Communication
False Detonation Signals And Valve Noise 5-14
(Data Link) Failure 4-244 5-15
G3606 Camshaft Events
DMC Communication Failure 4-247
G3608 Camshaft Events 5-16
CAT Data Link (Failure) 4-250
G3612 Right Bank Camshaft Events 5-17
Magneto Out Of Calibration 4-253
G3612 Left Bank Camshaft Events 5-18
GT Signal Fault 4-260
G3616 Right Bank Camshaft Events 5-19
Hall Reset Fault (No Pulses) 4-266
G3616 Left Bank Camshaft Events 5-20
TCM Rest Fault (Missing No-Sy nc) 4-272 5-21
Cylinder Ignition Schematics
Ignition System Failure 4-275
CIS Failure 4-278
Hydrax Pressure Switch 4-280
Hydrax Fuel Actuator 4-284
Hydrax Choke Actuator 4-297
Hydrax Wastegate Actuator 4-309
Heinzmann Fuel Actuator 4-321
Heinzmann Choke Actuator 4-330
Heinzmann Wastegate Actuator 4-338
G3600 Engine Supervisory System 6 Troubleshooting

Section 1: Electronic System Overview
ESS System Overview An Emergency Stop Push Button (ESPB) is located on
the front of the ESS panel. When this button is
The Caterpillar Engine Supervisory System (ESS) is depressed, the fuel is shut OFF, the engine ignition is
designed to provide total control over the operation of the turned OFF, and there is no postlube.
G3600 engine. This includes start/stop control, engine
monitoring and protection, governing and air to fuel ratio NOTICE: The Emergency Stop Button (ESPB)
control, and an intergrated self-diagnostic system. should not be used for normal engine shutdowns.
The Engine Supervisory System consists of a control To avoid possible engine damage use the Mode
panel (ESS Panel), engine junction box, switches, Control Switch (MCS) for normal engine shutdown
operation.
potentiometers, sensors, actuators, solenoids and
associated wiring. To restart the engine
Clear the condition that required the emergency stop
pus hbutton to be used
Controls and Functions • Turn MCS to "OFF/RESET1
Reset ESPB
The ESS System consists of three interactive systems: * Turn MCS to Either "Start" or "Auto"
Start/Stop/Prelube System, Engine Monitoring and
Protection System, Engine Control System.
Engine Monitoring and Protection System
Start/Stop/Prelube System
The Engine Monitoring and Protection system provides
The Start/Stop/Prelube system controls the prelube engine protection for vital parameters, displays engine
pump operation, engine starting system and engine parameters , generates alarms (audible and/or visual)
stopping system. when one or more parameters are outside acceptable
The Mode Control Switch (MCS) has four positions- limits.This systemhasthe ability to cause an engine
Off/Reset, Auto, Start and Stop. shutdown or inhibit starting if certain parameters are
In the Automatic position <1 2 o'clock) ,the engine will start outside acceptable limits.
automatically whenever the initiate contact is c losed and
prelube is complete. The engine will shut down after the Engine Control System
initiate contact opens . An adjustable cooldown time can The Engine Control system provides engine governing,
be programmed to give a 0 to 30 minute cooldown period air-to-fuel ratio control, and power limiting.
before the engine shutsdown.Cat recommends 0 minute
cooldown on G3600's.
In the Start position (3 o'clock) , the engine will prelube,
start and run as long as the MCS is in this position and a
shutdown does not occur.
In the Stop position (6 o'clock), the fuel solenoid shuts
the engine down immediately, unless a cool-down c ycle
is programmed into the Status Control Module (SCM). If
a cool-down time is programmed into the SCM, the
engine will immediately shutdown after the programmed
time has elapsed. This position also supplies power to
the ESS system without starting the engine.
In the Off/Reset position (9 o'clock), the engine begins
shutdown sequence and the diagnostic lamps are reset.
The power will be removed from the ESS when the
postlube cycle is complete.
G3600 Engine Supervisory System 1-1 Troubleshooting

Electronic System Overview
Engine Supervisory System (ESS) Panel
Figure 1.1 - ESS Panel

(1) Tachometer Display. (2) Computerized Monitoring System. (3) CMS Gage Module. (4) Fault Indicators. (5) LED
Indicators for the Timing Control Module. (6) Timing Control Module. (7) Display for the Engine Control Module.
(8) DISPLAY SELECT Switch. (9) Engine Control Module. (10) GAGE GROUP SELECT Switch. (11) Fuel Energy
Content Potentiometer. (12) Speed Control Potentiometer. (13) Mode Control Switch. (14) Dimmer Switch.
(15) GAGE DATA SELECT Switch. (16) Digital Diagnostic Tool (DDT) Connection. (17) Manual Prelube Switch.
(18) EMERGENCY STOP Button. (19) Status Control Module. (20) Exhaust Pyrometer.

ESS Panel Engine Control Module (ECM)

jo- o o / o-Gl
The ESS panel houses the control modules and
associated switches and potentiometers required to
'
provide the functions described previously. J2
The panel contains the following modules:
• Engine Control Module (ECM)

• Timing Control Module (TCM)
• Computerized Monitoring System (CMS) J3
• Status Control Module (SCM)
• Exhaust Pyrometers
Figure 1.2 - Engine Control Module

The panel also contains the following switches and
Potentiometers:
The primary function of the ECM is to govern engine
• Gage Group Select Switch speed and to control the air-to-fuel ratio. The ECM also
• Gage Data Select Switch performs the role of system coordinator. Nearly all of the
• Dimmer Switch functions of the ESS are routed through the ECM. The
ECM Personality Module contains many of the protection
• Display Select Switch
• Mode Control Switch (MCS)
system set points and it controls most of the ESS
operations.
• Manual Prelube Button
• Emergency Stop Push-button ( ESPB) The ECM provides status and diagnostic information
• Desired Engine Speed Potentiometer through light emitting diodes (LED's) and an
• Fuel (Quality) Energy Content Potentiometer alphanumeric display. The ECM indicates the type of
information displayed on the alphanumeric panel by
The following is a brief description of the function of lighting one of the eight LED's located next to the
each of the control nodes. display. If an LED is ON continuously, it indicates the
type of information being displayed. If an LED is
flashing, it indicates there is information of that type
available, but not presently displayed.
For example, if the ECM is indicating a continuously

green Status Mode, but the red Sensor Fault LED is
flashing, it indicates there is a sensor related fault
present, but not currently displayed. The display select
switch needs to be toggled to show the diagnostic code.
Control of the ECM displayed information is provided by

the display select switch on the front of the ESS panel.
When the switch is toggled, it causes the display to move
to the next parameter. The order of display is shown
below.
• Desired Engine Speed (DRPM)
ÿ
Fuel Energy Content (BTU)
• Diagnostic Codes in Order Of Occurrence

The alphanumeric display will normally indicate either Timing Control Module (TCM)
Desired Engine Speed or Fuel Energy Content,
depending on the last parameter selected. If diagnostic
codes are present, the display will indicate the presence
of these conditions by illuminating the appropriate LED
next to the alphanumeric display, and turning ON the
appropriate F1 through F12 lamp on the CMS. Toggling
the Display Select switch will cause the display to
indicate other diagnostics in order of occurrence. After a
diagnostic code is displayed, it will be cleared upon
toggling of the display select switch, unless the diagnostic
code is still active.
Other Display Indications Timing Control Module
If the ECM shuts down the engine as a result of a Figure 1.3 - Timing Control Module
detected diagnostic, the condition which caused the
shutdown will be indicated by a FLASHING diagnostic The Caterpillar Detonation sensitive Timing Control
code. Diagnostic codes which do not cause engine Module (TCM) provides detonation protection for the
shutdowns (Alarm codes) will be indicated by a solid ON engine and electronic adjustment of ignition timing.
(not flashing) diagnostic code. This ignition system consists of the TCM and the Magneto/
A "RST REQD" diagnostic will also be present on the MIB, or the CIS. The TCM determines ignition timing
ECM to indicate the system must be reset before and communicates ignition timing with the Ignition
restarting. Turn the Mode Control Switch to the System. It also displays, and provides to the ECM,
OFF/RESET position to clear the diagnostic code and other system diagnostics.
reset the system to allow the engine to be restarted.
Engine timing, controlled by the TCM, is based on the
SHUT DN- Normal Engine Shutdown desired timing, determined by the ECM personality
module. Timing automatically adjusts according to the
engine operating conditions. Engine speed, load and
This display indicates the engine has completed a normal
detonation are used to determine desired timing. Ignition
shutdown sequence initiated by an external input or the
timing is controlled by three signals sent from the TCM to
Mode Control Switch is in the STOP position. The SCM
the Ignition System. The Ignition System sends a signal
performs the shutdown sequence when an external
to the TCM indicating spark plug firing. The TCM uses
shutdown signal is received and passes a signal from
this signal to calculate actual engine timing.
the Run Relay to the ECM. The ECM will display
"SHUT DN" when the signal from the SCM is recieved. The TCM uses sensors to monitor timing components for
The ECM does not require a reset before the engine problems. If a component or harness failure occurs, the
may be restarted after a normal shutdown. This code TCM will sense the problem, illuminate an LED and
will automatically clear when the engine is started.
annunciate a diagnostic code.
If the shutdown input (from the SCM) is still requesting

shutdown after diagnostic acknowledge, the yellow
caution LED will flash and the shutdown indication will
appear during a scroll or the alphanumeric displays until
the shutdown input is removed.
PC CAL- Prechamber Calibration Mode

This code indicates that the system is in the prechamber
needle valve calibration mode or Magneto Calibration
Mode.

Caterpillar Magneto Ignition Systems Detonation Sensors are used to monitor the engine for
excessive detonation. The output is a filtered and
Magneto Systems amplified electrical signal representing engine
mechanical vibrations. Vibration signals are processed
The Magneto Interface Box (MIB) receives three signals
by the TCM to determine the engine detonation level and
from the TCM which define the desired engine timing.
adjust ignition timing to control detonation while
The MIB then closes the connection between pin-A and
maintaining the best operational performance.
pin-B or pin-E and pin-F (on the magneto) at the time the
magneto is to fire the spark plug. The magneto capacitor Interaction of the Engine Timing Control Module
discharges are monitored by the MIB. The MIB converts (TCM) and Ignition System
the capacitor discharges into a low voltage equivalent
signal and sends the signal to the TCM. When operating The TCM provides three signals to the Magneto Interface
in Magneto Calibration Mode (MAG CAL) the connections Box (MIB), or the CIS, depending on the type of ignition
between pin-A and pin-B and pin-E and pin-F are system installed on the engine, to communicate the
continuously connected. desired ignition timing. These signals are the Ignition
Interface Clock, the Reset Pulse signal, and the Manual
Variable Timing Magneto
Override signal. The MIB, or CIS, returns the Magneto
Interface Ignition Pulses signal (Ignition Pulses) to the
Fixed timing magnetos discharge the ignition capacitor TCM. The TCM calculates Actual Engine Timing and
to the ignition transformer as soon as the rotor enters performs some ignition diagnostics from this signal.
the magnetic field of a stationary pole. For the variable
timing magnetos, the ignition capacitor will discharge at
any position while the rotor is within the timing window
and an external switch (in the MIB) is closed. To retard Ignition Interface Clock Signal
timing, the external switch is closed further into the timing
window. To operate the variable timing magneto like a The Ignition Interface Clock signal is a square wave
fixed timing magneto, the external switches are held version of the TCMPU sensor signal. This signal
closed. This is accomplished by placing the magneto in provides a timing clock for the MIB or CIS controls.
manual override using the DDT in the MAG CAL Mode.
Engine Sensors
Reset Pulse Signal
The Timing Control Module uses two sensor signals for
the ignition timing control and a Detonation Sensor for The Reset Pulse indicates to the MIB, or CIS, the desired
detonation protection. The Crank Angle Sensor (CAS) ignition timing requested by the TCM. The pulse is sent once
and the Timing Control Magnetic Pickup (TCMPU) for every complete fire cycle of the engine (two crankshaft
provides cylinder #1 Top Center location and rotation revolutions), beginning with the firing of Cylinder #1 .
position needed to control timing. Detonation Sensors
produce an electrical signal from the mechanical engine
vibrations used to calculate detonation levels.
NOTE: Refer to Timing System Signal Interaction

The Crank Angle Sensor (CAS) is a passive magnetic
Diagram on page 1-9 of this manual.
pickup sensor used to indicate crankshaft angle to the
TCM. It indicates the Top Center (TC) of Cylinder #1 , and
is used to control timing to calculate actual timing, and to
calculate engine speed. The signal is generated when the
TC hole in the flywheel passes by the pickup.
The Timing Control Magnetic Pickup (TCMPU) is a

passive magnetic pickup sensor used to indicate engine
speed to the TCM and provide fine resolution for
crankshaft angle. It produces a signal whenever a ring
gear tooth on the flywheel passes by. The signal is used
to calculate engine speed, monitor crankshaft angle
between TC pulses and create the clock signal to the
Magneto Interface Box or the Caterpillar Ignition System
electronics.

Ignition Interface Pulses Diagnostic Overview

The Ignition Interface Pulse signal is derived from the
odd bank firing. Its waveform indicates the firing of the The Timing Control Module provides diagnostics to the
odd bank capacitor and the firing of the odd cylinders. ECM to assist the customer in troubleshooting system
One pulse is shown for each odd bank cylinder. This faults. The Timing Control Module has a display window
signal is used by the TCM to calculate ignition timing and with ten LED's to indicate system faults or status
some ignition diagnostics. conditions.
When the TCM detects a fault, one of the red LED's will
be turned ON and a diagnostic code is generated on the
ECM display and can be retrieved by toggling the Display
Manual Override Signal Select switch. The diagnostic is logged (saved) in
memory until the Timing Control Module is powered down
The Manual Override signal tells the MIB, to control
the timing in electronic timing mode or manual mode. or the diagnostic code is acknowledged with the Display
Select switch.
NOTE: The diagnostics are reset through the Display

Select switch.
Interaction of the Timing Interface Signals
When the manual override signal is held below 1 volt,
the ignition system is in variable timing mode. When
the override signal is above 1 volt the ignition system
is in the MAG CAL (fixed timing) mode.
The Timing Control Module (TCM) generates a clock

signal by squaring the Timing Control Magnetic
Pickup (TCMPU) signal. This clock signal is used by
the ignition system to track crankshaft position relative
to top dead center (TDC).
When the ignition system receives the reset pulse

from the TCM, it counts nine (9) clock signal edges
and then fires cylinder number one. The ignition
system continues to count clock signal edges and fire
the remaining cylinders in proper sequence.
Ignition timing is calculated by, comparing the offset

between the crank angle sensor (CAS) signal, and
cylinder number one ignition interface pulse. Ignition
timing is calculated by the same method when the
ignition system is in fixed timing mode (Mag Cal
mode).


The Caterpillar Ignition System (CIS) has been designed in conjunction with the Timing Control Module (TCM) for use
on natural gas fueled engines. This system is designed to replace both the magneto and the magneto Interface Box.
An additional sensor is also added to determine camshaft position. New features include advanced spark control.
primary diagnostics, spark diagnostics, self-diagnostics, pickup diagnostic and serial communication. The system
consists of two main parts: and engine mounted Ignition Module and an optional user interface display module.
MAG CAL
Switch
Memory Chip
CATERPILLAR IGNITION SYSTEM
Altronic Inc.
]
LED
Indicators
Fuses
Ignition
Harness
Connector
Display Hall Effect Power TCM
Module
Com
inÿctor
Sensor
Connector
Connection Connector
ÿ ÿ /

Caterpillar Ignition System control to Engine timing Display Module

control switch
A 16 position rotary switch located inside the CIS The Display Module serves as the customer interface
box, is used to match the CIS timing reference to module for the CIS system. An RS-485 serial
the Hall Effect sensor located on the camshaft of communications port is used to connect the Display
Module to the Ignition Module.
the engine. The timing is calibrated the first time
the engine is started at the factory; therefore, no NOTE: For further information concerning the CIS
changes are needed, unless ignition system module refer to the Systems Operation Testing and
components are replaced. Adjusting manual for your engine.
To set the timing, the engine must be started with

the DDT in MAG CAL mode, (DDT screen 40), and
the engine RPM must be at or above 550 rpm.
While observing the displayed timing on the DDT,
move the 16 position switch one position at a time,
until the displayed timing is as close to 28 degrees
as possible. The final MAG CAL timing calibration
value should be about 27.8 to 28.4 degrees.
After the timing switch is set, move from DDT

screen 40 (out of Mag Cal), to DDT screen 11 to
0 |lWM J | |
PiAG
m
view the running engine timing. If the timing is JsETUpj jrtMIHcj [hEXT j m
stable and matches the desired timing on the DDT,
close and properly tighten the cover on the CIS
Module. ED 0 |reset| | esc |
LED Indicators I " | | " | |TcT] |e"TEr|
Five LED's in the CIS module indicate CIS status.
Four are red and the fifth LED is green
Power LED
When the unit is powered this red LED is
illuminated.
TX LED
When the unit is transmitting data on the RS-485
serial link this red LED will flash, if the Display
Module is connected and working properly.
RX LED
When the unit is receiving data on the RS-485
serial link this red LED will flash, if the Display
Module is connected and working properly.
Alarm LED
This red LED is illuminated to indicate an alarm or
fault has occurred.
H.E. P/U LED

When the Hall Effect Pickup is near the magnet
this green LED is illuminated.
Interface Connector
One RS-485 serial port is provided at the bottom of
the CIS Module, it is the spin connector at the far
left. This port is most often used to communicate.

Timing System Signal Interaction Diagram
0.7 Degrees
Per Tooth Edge
"Mag"
Clock •
Reset Pulse Controls

n
16 when the Ignition will occur
Reset 1 I
i
(9 Clock Edges Later)
9 Mag Clock Edges

IIgnition Firing |
"Magneto" Interface Pulses
Timing Angle is calcuated

using Speed and Time between
the CIS and the CAS pulses.
Crank Angle Sensor (CAS) u

Manual Maximum
Override Timing Electronic Advance Maximum
Electronic Retard
6 Degrees 14 Degrees

Computerized Monitoring System Module
" ÿ " ÿ [j F>
«0 » 0
188 -0 "0 -0
W 8880 no Q ni Q F12 Q
©I SI §1 -<g>
<5>
GAGE GROUP SELECT GAGE DATA SELECT DIMMER
1. AIR TEMPERATURE 7. OIL FILTER DIFFERENTIAL F1 CHECK GAGES

•c kPa F2 CHECK FLUID LEVELS
Si 2 COOLANT TEMPERATURE 'C 8. AIR RESTRICTION LEFT

kPa/10
F3
F4
AUXILIARY EQUIPMENT
FUEL SUPPLY SYSTEM
F5 AIR INLET SYSTEM
Qj 3. FUEL CORRECTION 9. CRANKCASE PRESSURE
kPa/10
F6 EXHAUST SYSTEM
F7 MODULE WIRING
4. AIR INLET PRESSURE
kPa
ÿ 10.COOLANT OUTLET PRESSURE
F9
F8 COMBUSTION FEEDBACK SYSTEM
IGNITION SYSTEM
F10 SENSOR/DEVICES
5. ENGINE OIL PRESSURE 11.AIR RESTRICTION RIGHT
ÿÿkPa kPa/10 F11 STARTING SYSTEM
F12 DETONATION SYSTEM
si ENGINE LOAD ÿ©> 12.STARTING AIR PRESSURE
kPa
13.ENGINE SPEED
RPM
-
Figure 1.8 CMS Display Panel
The primary function of the CMS is to display important engine operating data. The CMS also reads sensor
information and communicates the information to the ECM.
Engine parameters are provided as solidly illuminated digital gages and a digital readout. The film below the
display indicates (appropriate ISO symbols) the information displayed by each of the six small gages.
The single large gage always indicates engine speed. The digital readout immediately below the large gage
indicates which gage is displayed by the number in the upper portion and the data value in the lower portion.
NOTE: The units of the displayed value are indicated in the film area.

CMS Gage Module (Group 1) Gage 6 (Engine Load)

This display indicates the percentage of available engine
To view these gages the Group Select switch must be torque as indicated by fuel flow. To display the engine
in the Jeft position. load on the digital readout, toggle the Gage Data Select
switch until the upper readout indicates 6.
Gage 1 (Inlet Manifold Air Temperature)
This display indicates the inlet manifold air temperature CMS Gage Module (Group 2)
°C (°F). To display the temperature on the digital readout,
toggle the Gage Data Select switch until the upper To view these gages the Group Select switch must be
readout indicates 1. in the right position.
Gage 2 (Coolant Temperature) Gage 7 (Oil Filter Differential Pressure)

This display indicates the engine coolant temperature in This display indicates the differential pressure across the
°C (°F). To display the temperature on the digital oil filter in kPa (psi). To display this pressure on the
readout, toggle the Gage Data Select switch until the digital readout, toggle the Gage Data Select switch until
upper readout indicates 2. the upper readout indicates 7.
Gage 3 (Fuel Correction Factor) Gage 8- Air Restriction (Left or Inline)

This display indicates the correction factor that the This display indicates the pressure drop in kPa/10
air-to-fuel ratio control system is applying. Indications to (inches of H2O/10) between atmospheric pressure and
the left of center (or digital value less than 100) means the inlet to the left or inline turbocharger. To display the
the control system is observing that the fuel has pressure on the digital readout, toggle the Gage Data
combustion characteristics of a fuel of lower energy Select switch until the upper readout indicates 8.
content than is indicated by the Fuel Energy Content
Input. Gage 9 (Crankcase Pressure)
Indications to the right of center (or digital value greater This display indicated the crankcase pressure in kPa/10
than 100) means that the control system is observing that (inches of Hÿ0/10). To display the pressure on the digital
the fuel has combustion characteristics of a fuel of higher readout, toggle the Gage Data Select switch until the
energy content than is indicated by the Fuel Energy upper readout indicates 9.
Content input to the control system.
To display the correction factor on the digital readout, Not Used (Pressure)
Toggle the Data Select switch until the upper readout This display (10) is normally blank.
indicates 3. Some applications have the gage display Coolant
Outlet Pressure in kPa (psi). To display this pressure
NOTE: If the red rings are ON, the engine is in on the digital readout, toggle the Gage Data Select
feedback operation. If the red rings are OFF, the switch until the upper readout indicates 10.
engine is in PC-CAL operation.
Gage 11 (Air Restriction Right) (Vee Oniy)
Gage 4 (Inlet Manifold Air Pressure) This display indicates the pressure drop in kPa/10
This display indicates the absolute inlet manifold air (inches of HÿD/10) between atm ospheric pressure and
pressure in kPa (psi). To display the pressure on the the inlet to the right turbocharger. To display the
digital readout, toggle the Gage Data Select switch pressure on the digital readout, toggle the Gage Data
until the upper readout indicates 4. Select switch until the upper readout indicates 11. On
inline engines this display will be blank.
Gage 5 (Engine Oil Pressure)
Gage 12 (Starting Air Pressure)
This display indicates the engine oil pressure in kPa (psi).
In addition the green bar above this gage is used to This display indicates the air pressure in kPa (psi)
indicate if prelube level is present (when the Mode available to the air starting system. To display the
Control Switch is in the AUTO or START positions). To pressure on the digital readout, toggle the Gage Data
display the pressure on the digital readout, toggle the Select switch until the upper readout indicates 12.
Gage Data Select switch until the upper readout
indicates 5.

Status Control Module (SCM) Engine Speed (RPM)

This display is indicated when the pointer at the bottom of
the LCD display points to the ISO symbol for the engine
speed.
System Battery Voltage

the LCD display points to the ISO symbol for system
voltage.
QHJ Engine Oil Pressure

This display indicates lube oil pressure in kPa or (psi).
o® ~ o the LCD display points to the ISO symbol for engine oil
pressure.
o oa Engine Oil Temperature
o©K» o This display indicates engine oil temperature in °C or (°F).
the LCD display points to the ISO symbol for oil
temperature.
SCM Display Select Switch

Figure 1.9 - Status Control Module The display scrolls from one parameter to the next
The SCM provides basic engine protection as well as automatically. To latch the display from scrolling to the
Start/Stop Control. The Status Control Module displays next parameter, press the display select switch on the
Status, Diagnostic and Shutdown information on an LCD SCM once. To start scrolling, press the switch again.
display and six LED indicators.
Diagnostic (Fault) Indications
Status Indication A diagnostic indication means that the system has
detected the failure of components associated with the
The status indicators are designed to provide status module. Diagnostic (fault) indications are displayed on the
information and to assist in troubleshooting engine same display as the status information. When a
problems. Status information is provided as a digital diagnostic code is displayed, the arrow that indicates
display with the appropriate ISO symbol. which of the parameters are displayed will be missing and
a flashing DIAG will be displayed. If several diagnostic's
Hour Meter are present, the diagnostic codes will be displayed in
sequence.
This display indicates engine service hours. This display
is indicated when the pointer at the bottom of the LCD
display points to the ISO symbol for service hours. Shutdown Indication
A shutdown indication means the module has shut the
engine down due to a detected problem. Shutdown
information is provided by six LED indicator lamps.
• Over Crank
• Over Speed
• High Oil Temperature
• Low Oil Pressure
• Emergency Stop
• Auxiliary Shutdown

Pyrometers
The 179-9001 Pyrometer (Main) is an electronic

EXHAUST
TENfPERAIURE scanner for exhaust temperatures. The scanner
can motor 24 points via standard type K
thermocouples. An LCD displays the number of
the channel and the temperature in °C or °F. The
scanner has two switches that can be wired to
alarms or relays. The scanner can provide readings,
monitoring, and alarms for the temperatures of 20
cylinder exhaust ports and four turbocharger inlets
and/or outlets.
The scanner has a microprocessor for processing

Figure 1.10 - Pyrometer the input signals. The microprocessor has
non-volatile memory for storing programmable
The digital Pyrometer, with alarm, is an electronic parameters and othe data. The user interface is
instrument designed to monitor temperature using a keypad. The following functions are among the
industry standard thermocouple probes. uses of the keypad:
This device allows the readout of up to nine engine exhaust
temperature locations. Two digital Pyrometers are used on
Change the display of the temperatures to °C or
engines with more than eight cylinders.
°F.
A front panel push button switch allows the selection of the
desired exhaust port thermocouple. The location selected Select automatic display or manual display for
and the monitored temperature are displayed continuously the scan.
on the LCD display.
Display a history of channels which have
Channel "0" is used to measure exhaust stack exceeded the setpoints.
temperature. The channel "0" thermocouple input is
continuously compared against a high limit setpoint while Change the filter forj the display in order
providing readout and monitoring of high limit protection to stabilize the readings for a signal that is
for the exhaust stack on channel "0" fluctuating.
The high limit setpoint input is set by the operator from the Program the temperature setpoints.
front of the instrument. If the setpoint is exceeded, the
pyrometer will close an output switch to ground indicating to Lock the keypad in order to help prevent
the ECM to shutdown the engine. changing of the non-volatile memory.
Calibrate the scanner.
The scanner can monitor temperatures from

179-9001 Pyrometer 0 to 850 °C (32 to 1562 °F). Six temperature
setpoints for the alarms can be programmed with
the keypad. If an alarm occurs, the scanner has
two output switches that can provide a signal to an
indicator, a switch, or a relay.
The range for the input voltage is 10 to 32 VDC. A

power supply of 12 or 24 VDC can be used.
CH.
30 If you have the 179-9001 Pyrometer, refer to

RENR4911 for programming and service.
00
Illustration 1 g00763451
179-9001 Pyrometer (meter)

Detonation Mixing Control System

Overview
The number of Detonation Sensors and their location on
The Caterpillar Detonation Mixing Control (DMC) is the engine is based upon the engine type. The system is
designed to expand the detonation protection capabilities designed with one Detonation Sensor for every two
of engines equipped with the Timing Control Module cylinders. Each Detonation Sensor measures the
TCM). The early protection system monitor detonation structural vibrations for the two closest cylinders. The
levels using up to two detonation sensors (one per bank). engine configuration, engine family and number of
The Detonation Mixing Control will expand this protection, cylinders, is passed over the CAT Data Link from the
allowing the protection systems to monitor the detonation ECM.
levels using up to eight detonation sensor (for a 16
cylinder engine or one for every two cylinders). If a component failure occurs, the control will sense the
problem and notify the operator by creating a diagnostic
code.
Control Module Operation Engine Sensor and Signals
The DMC Module controls which detonation sensor The DMC uses information from the TCM Magnetic Speed
signal is passed to the Timing Control module and Pickup and the Cylinder #1 Combustion Buffer to control
provides operation diagnostics. which detonation sensor signals will be passed to the
Timing Control Module(TCM).
The DMC operation is similar to having two 1-4 selection
switch devices (one for left bank and one for the right The Speed Sensor signal provides incremental
bank) to control which detonation sensor signal is crankshaft rotational movement for the control module.
passed to the Timing Control Module TCM). The DMC The gear teeth around the flywheel provide the signal
uses each of these switches to continuously pass one of pattern detected by the sensor. The control determines
the input detonation sensor signals to the DMC engine speed and crankshaft rotation position from this
detonation signal output in the proper firing order for the sensor signal. This sensor signal is shared with the
engine cylinders. The DMC does not process or analyze timing DMC speed sensor input and the status control
the detonation sensor signals. speed sensor input.
The Timing Control module receives two detonation The Cylinder #1 Combustion Buffer provides a
sensor signals which it processes to determine the reference point in the firing order to the control module.
detonation level of the engine. With the Detonation The cylinder #1 combustion buffer signal indicates when
Mixing Control, the two detonation signals processed by cylinder #1 ignition occurs. This information is processed
the Timing Control are composed of pieces of the by the DMC module to determine cycle rotation, the
detonation signals from all of the Detonation Sensors. switching timing and diagnostics.
The pieces of the detonation sensor signal passed to the
Timing Control Module are determined by the firing order. The Detonation Sensors monitor the engine for
The DMC System will pass the detonation signal from the detonation. One sensor is mounted between each pair of
Detonation Sensor closest to an igniting cylinder. The cylinders on each engine bank and monitors the engine
DMC begins passing a detonation sensor signal to the vibrations for those two cylinders. The vibration data is
TCM just before the ignition of the cylinder. The DMC passed through the DMC control module and is
continues to pass this, signal until just before the next processed by the Timing Control module (TCM) to
cylinder is about to be ignited. determine detonation levels.

DMC Diagnostics Overview Diagnostic Codes
The DMC control has the ability to diagnose existing Diagnostic Codes are used by the DMC System to alert
system problems. When a problem is detected, the DMC the operator of a system problem and indicate its nature.
sends a code to the ECM where it is displayed. The diagnostic codes may indicate a warning or
shutdown condition.
The diagnostics for the Detonation Sensors and signals If a problem is indicated by a diagnostic code, it should
are performed by the Timing Control Module (TCM) and be investigated and corrected as soon as possible.
DMC. Should the system lose a sensor or signal, the
Diagnostic conditions on the DMC are sent to the ECM
TCM will diagnose the condition and take the appropriate
where they are displayed.
action. If there is a sensor or harness problem that leads
to an abnormal voltage on a detonation sensor signal
Detonation Sensor Diagnostics
wire, the DMC will diagnose it, and send a code to the
ECM.
The No Detonation Sensor Diagnostics (318-12 and
319-12) are reported by ESS System
The DMC diagnostics are also performed on the input
control signals, flywheel teeth signal, and cylinder #1
ignition signal. The diagnostic code may indicate a
warning or shutdown condition.

Sensor and Connector Locations

an w
y
B-- B B
Figure 1.11 - Front View

(1) CMS Unfiltered Engine Oil Pressure Sensor. (2) SCM Engine Oil Temperature Sensor. (3)
SCM Filtered Engine Oil Pressure Sensor. (4) CMS Filtered Engine Oil Pressure Sensor.

r* (si®
Figure 1.12- Rear View In Line

(5) Fuel Actuator. (6) Air/Fuel Pressure Module. (7) FuelActuator Position Sensor. (8) Wastegate Position Sensor. (9)
Wastegate Actuator. (10) Hydrax Pressure Switch. (11) Timing Control Speed Sensor. (12) Timing Control Crank Angle
Sensor. (13) Engine Control Speed Sensor. (14) Inlet Air Restriction Sensor.

15
J-Box
NOTE: Mounted next
to engine p
Figure 1.13- Left Side View In-Line

(8) Wastegate Position Sensor. (15) Jacket Water Temperature Sensor. (16) Inlet Air Temperature Sensor. (17)
Choke Position Sensor. (18) Choke Actuator. (28) Actuator Driver module Box.

risf
Figure 1.14 -Right Side Viewln-Line

(14) Inlet Air Restriction Sensor. (19) Detonation Sensors. (20) Fuel Temperature Sensor. (21) Combustion Buffer/
Detonation Sensor Junction Box. (22) Cam Position Sensor. (23) CIS Ignition module. (24) Prelube Oil Pressure
Switch. (25) Starting Air Pressure Sensor. (26) Crankcase Pressure Sensor. (27) Oil Level/Water Level Switch Junction
Box.

Service Tools
Service Tools Table
The Caterpillar Electronic Service Tools for the G3600
Engine Supervisory System are designed to help the Part No. Description
service technician analyze and locate faults or problems 7X-1400 Digital DiagnotsticTool (DDT)
within the system. It is required to perform some sensor
calibrations electronic adjustments and to read or change 7X-1415 Service Tool Adapter Harness
system/engine parameters. NEXG 4511 DDT Gas Engine Chip
The Communication Tools consist of the DDT, and
1U5805 Pin Removal Tool (14 AWG Wire)
the DDT Harness and the Adapter Harness. These
three components are required for the operator or Used for removing pins and
technician to communicate with the ESS to retrieve sockets from Deutsch
engine operation status data and program engine Connectors.
parameters. 1219587 Pin Removal Tool (16 & 18 AWG
Wire) Used for removing pins and
The Digital Diagnostic Tool (DDT) communicates with
the G3600 ECM to read various engine parameters such sockets from Deutsch
as engine rpm, inlet manifold pressure, etc, and to Connectors.
program the ECM The DDT has two adapter cables that 4C3406 Connector Repair Kit {Includes
are used in order to access the ECM. 1U5804 Crimping Tool).
Measurement Service Tools

The measurement service tool for the G3600 Engine
"I
7X-1415
Service Tool Supervisory System is a Digital Multimeter. This device
Adapter Harness is all that is required and is used extensively throughout
the troubleshooting procedures to analyze the system
operation. A 152-7213 Scopemeter, a 9U7330
Digital Multimeter and the associated probes are
suitable for making all necessary measurements.
f ****»'
7X-1685 rft.UME IT W lin
DDT Harness
TJIT ( 025.;
o ancajE)
r\r\j w
DDT
K .. mAuA COM VW-ff
I
O
Figure 1.16- Service Tools

Interpreting PWM Signals

A Pulse Width Modulated Signal (PWM) is a signal consisting of variable width pulses at fixed intervals, whose
TIME ON verses TIME OFF can be varied (Also referred to as Duty Cycle). PWM Command signals to the Actuators
(Choke, Wastegate or Fuel) must have a complete circuit through the Actuator and back to signal ground. An OL on
the Electronic Service Tool (Fluke Meter) PWM Display screen indicates an open circuit.
—
I— 10%
HI
10%
DUTY
CYCLE
LOW!
TIME
50%
HI
50%
DUTY
CYCLE
LOW!
HI
90%
DUTY
CYCLE
LOW!
TIME
Pulse Width Modulation Signals

Section 2: Programming Parameters
Status Control Module (SCM) 05 and 06 Overspeed

Programming Parameters The overspeed shutdown set point is programmed with
the rotary selector switch in the 05 or 06 position. Position
The Status Control Module (SCM) is designed to operate 05 has a range of 400 to 2950 rpm with increments of 10
in many applications. This is achieved by allowing the rpm. Position 06 has a range of 2450 to 5000 rpm and
operator to change key parameters on site. These should NOT be used.
parameters are programmed at the factory according to
the engine and should not need to be changed. If the Place the rotary switch in 05 position, with the specified
SCM is replaced, the appropriate set points must be overspeed shutdown set point to a maximum of 113% of
programmed into the module. rated speed.
NOTE: After programming the set point, 05 set point, 06
NOTE: Consult a Caterpillar dealer concerning set point will be the same value.
alterations to the specified set point for the engine.
07-Crank Termination Speed
Once the engine speed passes this set point, the starting
SCM Memory motor is deenergized. The range is 100 to 1000 rpm in
increments of 10 rpm. The factory setting is 250 rpm.
The programmable set point information is stored and
used in the control strategy of the SCM. The set points 08-011 Step Speed
can be changed for an application specific configuration Once the engine speed increases past this set point, the
or when a special (usually overcrank or cycle crank) SCM considers the engine is above the low idle
setting is needed. condition in regard to low oil pressure shutdown and
alarm. The range is 400 to 1800 rpm in increments of 10
rpm. The factory default setting is 600 rpm.
Set Point Descriptions
09-Rated Speed Oil Pressure Shutdown
02- ETR/ETS
If the engine lube pressure drops below this set point and
This set point value describes the operating mode of the engine speed has exceeded the oil step speed for
the fuel solenoid. nine seconds, and then the SCM enters a low oil
pressure shutdown condition. The range is 34 to 420 kPa
0 or 2 (5 to 60 psi). An alarm signal is sent to the remote
This set point value programs the SCM to operate with an annunciator module at 34 kPa (5 psi) above the
Energized To Run (ETR) gas shutoff valve. shutdown. The factory default setting is 350 kPa (51 psi).
1 or 3
10-ldle Speed Oil Pressure Shutdown
This set point value programs the SCM to operate with an
Energized to Shutoff (ETS) gas shutoff valve. If the engine lube pressure drops below this set point and
the engine has run for more than nine seconds and the
2 or 3 engine speed is below the oil step speed, the SCM will
enter a low oil pressure shutdown condition. The range is
This set point value programs the SCM to ignore 20 to 336 kPa (3 to 50 psi). An alarm signal is sent to the
pressure/temperature module faults (i.e. high oil annunciator module at 34 kPa (5 psi) above the
temperature, low oil pressure) and module malfunction
shutdown. The factory default setting is 105 kPa (15 psi).
will NOT shut down the engine.
NOTE: This feature is not available on G3600. 11 -High Oil Temperature Shutdown
03-Metric/English If the engine oil temperature has exceeded the set point
for 10 seconds, then the SCM will enter a high oil
A set point value of 0 will command the SCM to display temperature shutdown condition. The factory default
engine parameters in English unit of measurement. A set setting is 90°C (194°F).
point value of 1 is the factory default setting and will
display metric units of measurement.
04-Ring Gear Teeth
This set point value is the same as the number of teeth

on the ring gear. The range values are 95 to 350. The
G3600 has 255 ring gear teeth.

SCM Continued
12-Low Oil Temperature Alarm

If the engine oil temperature is less than the set point for
two seconds, then the SCM sends an alarm signal to the
annunciator module. The range is 10 to 300C (50 to
860F). This parameter is not used for this application.
13-Overcrank Time
Total time to start the engine (from when first asked to
start until overcrank is indicated).The range is 10 to 360
seconds. Factory setting is 45 seconds.
14-Cycle Crank
The amount of TMC the starting motor cranks. Also, the
amount of time the starting motor rests between crank
cycles. The range is 5 to 300 seconds. Factory setting is
30 seconds.
15-Cooldown
The amount of time the engine is allowed to run after
initiation of a normal shutdown. The range is 0 to 30
minutes. Factory setting is 0 minutes and it is
recommended to be left at 0 minutes.

Caterpillar Ignition System (CIS)

The spark reference number is a number, which
correlates with voltage demand at the spark plug and is Then from the view data screen use the following keys to
calculated for every firing of each cylinder. As the voltage view the next CYL or to exit.
increases, the reference number also increases. The Press NEXT to iew next cylinder.
number is non-linear and will increase faster at higher
voltages (above 20kV). The usefulness of the number lies
not in its absolute value, but rather in how the number
changes over time as the spark plugs erode. With a little
experience, the engine operator will be able to tell when
spark plugs require changing. Abnormal conditions in the
ignition system, such as open or short circuits in the NEXT
primary and secondary wiring, can also be detected.
This reference "cylinder spark data" number can be
viewed separately for each ignition output (cylinder) in
two ways.
- An instantaneous value: 1st number in ( )

- An average value: 2nd number in ( ) AVG
From the home screen on the CIS: Press ESC to exit.
FIRING eis 1000rpm
15.0mA 10.0 °Btdc
Press the F1 key.
The evaluatoin number is displayed for output "A"
CYL A SPARK DATA
(118) (115) AVG

Spark Reference Number The indicated thresholds were designed to be adjustable

so that the user can customize these diagnostics to fit the
The spark reference number is used in conjunction with specific needs of each engine. It will take some testing
comparative thresholds to set diagnostic codes for and adjustment to obtain thresholds that optimize the use
several different ignition systems and spark plug of these features. For maximum benefit, the spark
conditions. A "twice in a row" requirement is used to avoid reference number for each cylinder should be recorded at
flagging a diagnostic based on the data of only one firing normal operating load with new spark plugs installed and
event. The reference number is compared to the then monitored over a period of time for changes. The HI
thresholds described below. SPARK VOLTAGE alarm level should be set (typically) at
180 initially and can be adjusted as experience dictates.
<1 A gradual increase in the spark reference number is
Open Primary
expected over time as the spark plug electrodes erode.
Shorted Primary <40 In addition to the diagnostic flags, the reference
numbers can also be used for predictive purposes:
Low Spark Voltage < User programmable
threshold (default 60) A. As the numbers increase toward the preset HI
SPARK VOLTAGE threshold, the operator knows
No Secondary Spark > User programmable that a change of spark plugs should be scheduled.
threshold (default 200) With this information, this function can be determined
on an actual need basis rather than a predetermined
High Spark Voltage > User programmable schedule. Also, unexpected engine misfiring or
shutdowns can be avoided by tracking the reference
threshold (typical 180)
numbers on a routine basis.
The average value is used to compare against
programmed thresholds. When a threshold is violated B. The reference numbers can provide an early
twice in a row, the corresponding diagnostic flag is set for warning of a difference operation in a given
the appropriate cylinder. The diagnostic flags are latching cylinder(s). A reading higher (or lower) than the
and will exist until the unit is restarted or until a reset or other cylinders, when such a difference is not
power down occurs. normally present, tells the operator of a potential
problem. This allows further troubleshooting and
User Programmable Thresholds evaluation to take place before an unexpected
operational problem develops. The low voltage
The above user programmable thresholds need to be threshold can be viewed and adjusted from the CIS
adjusted based on the type of coil being used and on the module.
operating characteristics (specifically, voltage demand) of From the home screen:
the engine. There are known differences between various
types of Altronic coils, and slight variations are normal
between coils in the same type. In order to maximize the
usefulness of the cylinder spark reference number, it is
FIRING E1 s 1000 rpm
recommended that all coils be of the same type and
vintage (production date). This will aid greatly in detecting
variations in one cylinder vs. the general trend in the 15.0mA 10.0 °Btdc
engine. The typical ranges to be expected in normal
operation with new spark plugs are listed in the table
below.
Coil Range
Older 591012
118 to 140
(red flange) coils
Current 591012
118 to 140
(red flange) coils

Press the F2 key.

Press NEXT to view voltage threshold.
NEXT
The threshold for spark voltage is displayed

Press ESC to exit.
LO SPARK VOLTAGE
THRESHOLD < 60
NOTE 1: Adjust to 0 to disable this diagnostic.
NOTE 2: Factory setting is 60.
Press to increase threshold.
Select the other threshold screens by pressing the

NEXT or F2 keys. The threshhold for the HI SPARK
VOLTAGE is displayed.
HI SPARK VOLTAGE
THRESHOLD > 180
Press to decrease threshold.

Press NEXT to view the No Secondary Spark A. The spark energy setting has only a small effect on the
threshold. reference number if the spark plug fires correctly.
Therefore, the high and low voltage thresholds should
hold across the energy settings if the spark plugs
continue to fire correctly. On the other hand, a worn
plug may not fire consistently on energy setting El but
will on energy setting E2. In this case there will be a
NEXT significant difference in the reference number when
the energy setting is changed. Operators may be able
to increase spark plug life by operating initially with
new spark plugs on El energy setting and use the HI
SPARK VOLTAGE alarm as an indicator to increase
! n II « the energy progressively to E3.
B. The spark reference number is designed to work with
one coil per output.
NOTE 1: Adjust to 255 to disable this diagnostic.
NOTE 2: Factory setting is 200
The treshold for the No Secondary Spark is:
NO SECONDARY SPK
THRESHOLD > 200
Press NEXT to view the low voltage threshold.
NEXT
NOTE 1: Adjust to 255 to make this diagnostic less

sensitive.
Note 2: Factory setting is 250

Personality Module Programmable

Features
Fuel Parameters Air Restriction Settings
Parameters Early (COSA) Non COSA Settings Standard Possible

Engines Engines Air Restriction 3.5 kPa Any Value
Left/Right (13.8 in. H20) or
Feedback Load 25% 50% High Caution Disabled
Feedback Air Restriction 5.2 kPa Any Value
650 rpm 650 rpm
Speed Left/Right (19.2 in. H20) or
High Shutdown Disabled
Protection Settings
Crankcase Pressure Settings
Parameters Standard Possible
30 Sec. Settings Standard Possible
Prelube Time Anytime Value Crankcase Pressure 0.6 kPa Any Value
Caution (.087 psi) or
Post Lube Time 60 Sec or 180 Sec. Anytime Value
2.4" Hp Disabled
Driven Equipment Ready 40 Sec. Anytime Value
Crankcase Pressure 1.0 kPa Any Value
Shutdown (kPa) (1.45 psi) or
Driven Equipment Input Shutdown Not Used/Alarm 4.0" Hp Disabled
/Shutdown
Exhaust Shutdown Not Used/Alarm Battery Voltage Settings
Pyrometer Input /Shutdown
Low Coolant Shutdown Not Used/Alarm Settings Standard Possible
Level Input /Shutdown Battery Voltage Any Value
20
Low Caution (V) or
Low Oil Shutdown Not Used/Alarm Disabled
Level Input /Shutdown
Battery Voltage 18 Any Value
Detonation Shutdown Not Used/Alarm Low Shutdown (V) or
Strategy Input /Shutdown Disabled
Air Temperature Settings Differential Oil Pressure settings
32C 45C 54C 32C- Settings Standard Possible

Settings scac scac scac 70C Differential Oil Any Value
scac 70 kPa
Pressure (10 psi) or
Air Temp Shutdown < 75 80 85 90 High Caution Disabled
50% Load
Differential Oil 250 kPa Any Value
Air Temp Alarm > Pressure (36 psi) or
55 65 73 82 High Shutdown Disabled
50% Load
Air Temp Shutdown >

60 70 75 87
50% Load
G3600 Engine Supervisory System !-7 Troubleshooting

Jacket Water Settings Core Parameters
Settings Standard Parameters Enabled Disabled/

Jacket Water Temperature 25° C Enabled
Low Caution (77° F) English/
Software Units metric
Jacket Water Temperature 92° C Metric
High Caution C 198° F
Choke Yes Yes/No
Jacket Water Temperature 98° C
High Shutdown C 208° F
Landfill Module No Yes/No
Jacket Water Temperature No
Low Start Inhibit
Electric Starters No Yes/No
Jacket Water Outlet Disabled
Pressure Low Caution
Actuators 90° 90°
Jacket Water Outlet Disabled 42°
Pressure Low Shutdown Cat Hydrax
NOTE: Bio Gas and Co Gen may be different.
Diagnostic Settings
Settings Enabled Disabled/

Enabled
Gas Shutoff Enabled Disabled/

Enabled
DMC Protection No No/Yes
DMC Strategy Shutdown Shutdown

/Alarm/
Not Used

Replacing the Personality Module Step 4: Select Inlet Manifold pressure on CMS gauge #4.
If the value is within 2 kPa or.29 psi of the original
NOTE: Read the instructions completely before value recorded above, proceed to the next step
installing a new Personality Module. after the five-minute interval has elapsed. If the
NOTE: The Diagnostic Display Tool (DDT) must have value is different by more than 2 kPa, recalibrate
software version 1.6 installed to acquire the information the Air Pressure Module. Refer to the Systems
needed to complete the table below. To check the
Operation Testing and Adjusting manual for
software version. Power up the DDT and advance to
screen 00 (zero, zero). your engine.
Step 1: With the engine stopped and the Mode Control Step 5: Start the engine but DO NOT add load to the
Switch (MCS) in the STOP position, recorded engine. Allow the engine to stabilize for one
the following: minute.
Step 6: Record ALL displayed Diagnostic Codes.
Step 7: Clear all Diagnostic Codes. DO NOT increase
Personality Module Replacement Table the load on the engine. Rotate the Mode Control
Switch to the STOP position.
Local Barometric Prssure Step 8: Allow the engine to come to a complete STOP
Inlet Manifold Pressure (CMS Gae #4) and postlube to complete.
Governor Gain (DDT Screen 70)
1. Start the engine.
Governor Stability (DDT Screen 71)
2. Increase the speed to rated.
Governor Compensation (DDT Screen 72) 3. Adjust Choke Trim (DDT Screen 33) to provide the
Wastegate Gain (DDT Screen 80) most stable operation.
4. Apply load to engine.
Wastegate Stability (DDT Screen 81) 5. Adjust governor (DDT Screen 70 through 72) and
Wastegate Compensation Wastegate (DDT Screen 80 through 82) for stable
(DDT Screen 82) operation.
6. Start at original values as recorded.
The engine is now ready for normal service.
Step 2: Rotate the Mode Control Switch to the
OFF/RESET position. After the panel has
completely powered down install the new
Personality Module.
Step 3: Rotate the Mode Control Switch to the STOP
position. The Mode Control Switch MUST
remain in the STOP position for five minutes.
The prelube switch (screen 65 on the DDT)
must be de-energized for this five-minute
interval.

SECTION 3: Troubleshooting With And Without A Diagnostic Code
The troubleshooting procedures in this section are to assist in the repair of intermittent problems and problems with
symptoms that DO NOT have a diagnostic code. Before searching for problems or attempting to perform a repair in the
Troubleshooting Symptom List, follow the bullet procedure below to understand and determine the operational problem.
Operate the engine after correcting the problem and duplicate the conditions to verify the problem(s) is corrected.
• How often does the problem occur? Can the problem be recreated? If the problem is easily repeatable, note the
conditions when the problem occurs.
• Has the engine been repaired previously for the same problem? If the engine has experienced the same
problem, avoid replacing the same components unless absolutely sure they are the problem!
• Did the engine hesitate or misfire without a shutdown? If a shutdown occurred, did the operator have to reset the
system by turning the Mode Control Switch (MCS) to the OFF/RESET position to allow the engine to restart?
Repairing the reason for the engine not restarting should repair the reason for the engine shutdown.
ÿ
Does the problem occur only at specific loads, specific engine rpm or specific operating temperatures?
Does the problem occur only at specific ambient temperatures or outside weather conditions?
Operate the engine under similar conditions while attempting to duplicate the problem. If possible,
troubleshoot the problem within those conditions. Check programmed parameters affected by operating conditions
to verify the programmed parameters are not the problem! Inspect each value, one at a time, to verify the problem
is corrected.
Troubleshooting Without A Diagnostic Code
Starting System Engine Operation
Engine Prelube Pump Inoperative Engine Speed Limited To 550 rpm/

Or Slow 3-3 Engine Wll Not Accelerate 3-1 1
Engine Prelubes, But Engine Engine Lugs When Operating In "Magneto"
Does Not Crank 3-3 Calibration Mode 3-1 1
Air Starting Motor Does Not Turn 3-4 Engine Stalls At Low Load Or
Electric Starting Motor Does Not Turn 3-5 rpm/Poor Load Acceptance 3-12
Elecric Starting Motor Pinion Does Ignition Misfire 3-13
Not Engage With The Flywheel 3-5 Intermittent Misfire, Engine
Starting Motor Runs Pinion Engages, Running Rough 3-13
But Does Turn The Flywheel 3-6 Engine Unstable, Sudden
Engine Wll Crank But Wll Not Start 3-7 Changes In Engine Speed (rpm) 3-14
Exhaust Port Temperature Is Too High 3-15
Electrical System
Exhaust Stack temperature Is Too High 3-15
CMS Panel Display 3-8 Exhaust Emissions Too High, Fuel
Engine Package Shutdown 3-8 Consumption Too High 3-16
Heinzmann Actuators Have High Frequency, Low
Amplitude Oscillation 3-9 Mechanical
Short Spark Plug Life 3-9
Loud Noise (Clicking) From Under Cylinder
Ignition Timing Unstable 3-10
Head Cover (Valve Area) 3-16
Mechanical Noise (Knock) In Engine 3-17
Too Much Engine Vibration 3-17
Engine Is Experiencing Early Wear 3-18
Engine Has High Oil Pressure 3-18
Engine Has Low Oil Pressure 3-18

Mechanical Reference
Too Much Oil Consumption, Blue Smoke Diagnostic Code Cross Reference
In The Exhaust 3-19 By CMS Module Fault Lamp 3-32
White Smoke In Crankcase BlowBy Fumes, Diagnostic Code Cross Reference
Coolant In Lubrication System 3-20 By ECM Code 3-32
Oil In Cooling System 3-21 Diagnostic Code Cross Reference Chart 3-33 - 38
Engine Oil Temperature Is Too High 3-21 Status Control Module Diagnostic Codes 3-39
Engine Coolant Temperature Is Too High 3-21 SCM dlAG Code Reference
Poor Coolant Flow 3-22 Diagnostic Procedure 3-39
SCM Will Not Reset 3-22 Caterpillar Ignition System Diagnostic Messages....3-39
Engine Shutdown With SCM LED Active 3-23 CIS Diagnostic Message Cross Reference Chart....3-39
Improper Load Indication 3-24 Wire Color Codes 3-40
Coolant Leak Into Combustion Chamber 3-24 Wire Identification Codes 3-41
Troubleshooting With A Diagnostic Code

Status Control Module 3-25
Engine Supervisory System 3-25
Diagnostic Code Introduction 3-25
Diagnostic Indicators and Displays 3-26
CMS Gage Module 3-26
Engine Control Module (ECM) 3-26
Detonation Mixing Control Diagnostic Codes 3-27
Diagnostic Messages 3-27
Accessing Diagnostic Codes 3-28
Diagnostic Codes Clear and Rest 3-28
Failure Mode Identifiers (FMI) 3-30
ESS Component Identifiers (CID) 3-31

Engine Prelube Pump inoperative or Slow 2. Prelube Pressure Switch Wiring Circuit
Probable root causes: Check wiring circuit to prelube switch. Check prelube
pressure switch. Check prelube pressure switch relay
• Low air (or gas) supply pressure to prelube pump base or relay, terminal-9 on the SCM should be
pulled to ground to initiate starting motor cranking.
• Prelube Control System wiring circuit and relays (There will be 10 VDC to 13 VDC at
• Prelube Control Valve terminal-9 on the SCM when the ESS panel is
powered up and PLPSR relay has not closed to
• Prelube Relay Valve initiate cranking).
• No lubrication to prelube pump There are two different Prelube Pump Switch time
• Inspect Air or Electric Prelube Motor delays used. The early design (163-3266) uses the
following settings:
• Prelube Pump failure * Timing Function 1 at 50 sec.
• Replace motor • Timing Function 2 set to Release
Perform the following tests in order: • Timing Adjust Poteneomiter at 1.5 sec
1. Low air (or gas) supply pressure to prelube See Engine News SEBD 9282-00 Feb 2000.
pump
Check supply system for leaks and pressure. The later style (168-7823) uses the following settings:
2. Prelube Control System wiring circuit and Pot A -40%
relays Rotary Switch Opening B1 at 30 sec
Check wiring circuit, repair as needed. Rotary Switch C at B (Note: Do not select B;
3. Prelube Control Valve a B followed by a dot).
Inspect and repair as needed. See Engine News SEBD 9289.00 Sept 2000.
4. No lubrication to prelube pump 3. Refer to the Start Logic Flow Chart in the Systems
Inspect, repair the lubricator and/or fill with proper Operation Testing and Adjusting Manual for your
lubricant. engine.
5. Inspect Air or Electric Prelube Motor 4. Mode Control Switch Wiring
Inspect and repair as needed. Check mode control switch wiring to status control
6. Prelube Pump failure module. Check initiate contact and driven equipment
Check for seizure of pump. Inspect and repair as ready circuits.
needed. 5. Inspect starter motor and pinion insure that pinion
7. Prelube Pump Exhaust operates and is free. Check barring device to insure
Check for restriction of prelube pump exhaust it is not engaged. Use manual valve on starter motor
solenoid to try and rotate starter motor.
Engine Prelubes, but Engine Does Not Crank
Probable root causes:
• Customer inputs to ESS Panel
• Prelube Pressure Switch Wiring Circuit
• Starter motor failure (stuck)
• Time Delay Relay (Faults or set wrong)
Perform the following tests in order:
1. Customer inputs to ESS Panel
Check Driven Equipment Ready Signal. The DDT will
indicate the status of the Driven Equipment Ready
signal. Check initiate contact signal. (The DDT will
indicate the status of the initiate contact signal).
NOTE: ESS panel relay chatter indicates that the
ground signal to the Driven Equipment Ready or
initiate contact input may be intermittently opening.

Air Starting Motor Does Not Turn 6. Engine barring device

Check barring device to insure that it is fully
disengaged. Check interlock air lines and fittings to
Probable root causes: insure that there is no leakage.
• Starter Pinion already engaged (stuck). 7. Starting motor (vane type) lubricator not
• Starting system wiring circuit or relay Working correctly
Check the lubricator, inlet hose, fitting and oil
• Low air (or gas) supply pressure to starting motor
supply hose to make sure they are vacuum
• Air Start Control valve tight and free of leaks. Clean, make
• Worn or failed starting motor (vane type) parts adjustments, tighten all fittings, fill lubricator or
make a replacement, if necessary.
• Air leakage from Starting Motor (vane type)
Check for seal leaks, control line removed or
• Engine barring device plugged, or debris in valve or valve stuck.
• Starting motor (vane type) lubricator not working
correctly
• start pneumatic relay
Air
.
1 Starting system wiring circuit or relay.
Check wiring circuit, repair as needed.
2. Low air (or gas) supply pressure to starting
motor
Check supply system for leaks. Check operation of
the air compressor. Check adjustment of the air (or
gas) pressure regulator. Air supply tank too small
or blockage in air supply lines to the starting
motor.
3. Air Start Control
Inspect and repair as needed.
4. Worn or failed starting motor (vane type) parts

Disassemble the motor and inspect the parts. A
guide for determining worn parts that cannot be
used again follows.
Install a set of new vanes if any vane is cracked,
damaged or worn to the extent that its width is less
than 32 mm (1.25 in) at either end.
Replace rotor bearings if any roughness or
looseness is apparent in the bearings.
Replace rotor if the body had deep scoring that
cannot be removed with the use of emery cloth.
Replace cylinder if there are any cracks or deep
scoring.
Clean up end plate scoring with emery cloth, place
on a flat surface.
5. Air leakage from Starting Motor (vane type)
Check the motor for worn seals. Plug the exhaust.
Apply 250 kPa (37 psi) air to the inlet and submerge
the unit in water for 30 seconds. If bubbles appear,
make a replacement of the motor seals.

Electric Starting Motor Does Not Turn Electric Starting Motor Pinion Does Not
Engage With The Flywheel
• Starting system wiring Probable root causes:
• Low supply voltage to starting motor • Butt engagement of pinion with flywheel ring gear
• Broken starting motor clutch jaws or other parts
• Faulty starting motor solenoid
• Dry starting motor pinion shaft
• Faulty starting motor • Barring device engaged
1. Starting system wiring
Check wiring circuit, repair as needed. Check 1. Butt engagement of pinion with flywheel ring
starting motor relay. gear
2. Low supply voltage to starting motor Manually rotate starting motor pinion and attempt
Check condition of battery. Charge battery or make restart.
replacement as necessary. Check condition of starter 2. Broken starting motor clutch jaws or other parts
cables and terminals. Replace the parts.
3. Faulty starting motor solenoid 3. Dry starting motor pinion shaft
Inspect and repair as needed. Remove the drive pinion and put clean grease on
4. Faulty starting motor the drive shaft splines and drive pinion.
Inspect, make repair or replacement of starting 4. Barring device engaged
motor as needed. Interlock control lines are broken, disconnected, or
5. Customer Inputs ruptured.
Check initiate contact and driven circuits

Starting Motor Runs, Pinion Engages, But

Does Not Turn The Flywheel
• Engine or driven equipment
• Accessory equipment (hydraulic pump, air

compressor, etc)
.
1 Engine or driven equipment
Use barring device to determine if the engine can
be turned. If the engine cannot be turned, remove
the spark plugs and check for fluid in the cylinders.
If fluid in the cylinders is not the problem,
disconnect coupling to the driven equipment and try
rotating the engine. If the engine will not rotate, it
must be disassembled to check for other internal
failures. The valves may be contacting the pistons,
or there is a piston seizure, bearing seizure,
crankshaft failure or driven equipment problem.
2. Accessory equipment (hydraulic pump, air
compressor, etc)
Disconnect the driven equipment until faulty
accessory can be found. Repair or replace the
faulty accessory.

•
Engine Will Crank But Will Not Start
Check gas supply line shutoff valve and shutoff valve
Probable root causes: solenoid, wiring circuit and SCM fuses and relay.
• Secondary Ignition system failure Check gas pressure regulator, check inlet and outlet
regulator pressures. Check Fuel filter.
• Primary Ignition system failure
4* Faulty Fuel Actuator, control valve, linkage and/
• No fuel (gas) to engine
or prechamber needle valve
• Faulty Fuel Actuator, control valve, linkage and/or Check the Fuel Actuator linkage to confirm that the
prechamber needle valve control valve is completely closed when the
• Slow cranking speed Actuator is in the closed position. (To prevent
flooding of the engine during starting, the Fuel
• Incorrect Air-to-Fuel Ratio during cranking
Actuator position should be at approximately 10
• Misfiring Cylinders percent when the fuel valve is in the closed
• Supply power to actuators position). Check that the Actuator permits the fuel
control valve to open. Replace failed Fuel Actuator.
• Engine is cold
Check Fuel Actuator linkage to insure that it
• Run Relay to ECM does not open operates smoothly.
• Hydrax pressure switch open.
Check prechamber needle valves. (On
• Actuators don't move. approximately 900 BTU fuel the recommended
Perform the following tests in order: setting of the needle valve is 3 to 5 turns open on a
"green" engine, prior to prechamber tuning.)
1. Secondary Ignition system failure
Check the spark plugs for moisture. Inspect for 5* Slow cranking speed
combustion gas leaks and/or cracked porcelain. Cranking speed must be greater than 80 rpm starting
Check and set gap of the plugs. Install new plugs and speed. Check condition of starting system, air supply
plug gaskets if worn or damaged. Check type of plug pressure and starting motor.
used. Check the ignition transformers for loose Incorrect Air-to-Fuel Ratio during cranking
connection, moisture, short or open circuits. While cranking, adjust BTU potentiometer setting to
2. Primary Ignition system failure provide between 1 to 5 kPa (0. 14 to 0. 72 psi) fuel
During cranking, the ignition system begins firing at manifold pressure as displayed on the DDT.
50 rpm (an actual ignition timing of approximately 28 6- Check Inlet Manifold Pressure reading displayed on
degrees BTC should be displayed on the DDT). CMS gage #4, the reading should be within .3 psi (2 kPa)
of the djient atmospheric pressure (when the engine is
Use a 9U-6958 Magneto Peak Detector tool to stopped). If necessary, perform Pressure Module
confirm primary voltage at 170 to 200 VDC. On Mag Calibration Procedure, refer to System Operation,
Engines use timing light on primary wiring to Test & Adjust Manual.
confirm ignition signal to the ignition transformers 7 Misfiring Cylinders
(or us 9U6695lgnition Indicator to confirm Check choke plate position, During cranking, the
ignition signal to the transformers). choke plate should be at the full open position. The
If the problem is with the primary voltage possible orientation of the choke plate is represented by the
causes are a failed Caterpillar Ignition system, (CIS) groove on the end of the choke plate shaft.
failed timing control module (TCM), faulty ignition
Monitor the exhaust port temperatures and
wiring harnesses, spark plug electrodes shorted
combustion burn times to identify misfiring cylinder.
together or transformer shorted to ground, failed
Refer to Intermittent Misfire topic in the manual for
magneto, failed fuse or relay in SCM, (ESS ignition
troubleshooting information. Be sure the needle valves
system Diagnostic Codes 501-09 through 506-09,
are not closed off or open too far. (should be between
are disabled until engine speed is greater than 350 2 to 7 turns open).
rpm for 30 seconds).
8. Supply power to actuators
3. No fuel (gas) to engine Check SR2 relay and Fuel Actuator fuse.
During cranking the Fuel Actuator should start opening at 9. Engine is cold
50 rpm and the fuel manifold pressure shown on the DDT Refer to minimum starting temperature in the
should vary between 1 to 5 kPa (0.14 to 0.72 psi). G3600 Application and Installation manual.
Actuator position should vary from approximately 5 10. Run Relay to ECM does not open
percent open to 10 percent open during cranking. If Turn the Mode Control Switch to the START position.
Actuator position during cranking is greater than 30 Measure voltage of circuit M112/YL at terminals 220
percent open, check the fuel supply pressure. or 535. The voltage should measure greater that 0
Check prelube ready light. If the prelube ready relay volt DC. If the voltage is 0, replace the SCM or Relay.
drops out during crank, the engine may not start.
Check the prelube ready circuit, wiring, switch, relay,
and relay base.
CMS Panel Display

Engine Package Shutdown
Not working correctly or Err displayed on CMS and/or Probable root causes:
DDT display indicating diagnostic codes E2 or E6.
Loss of initiate contact signal to ESS panel
Probable root causes: wit MCS in AUTOmatic (remote start) mode
• 24 VDC power supply of ground bus connection to ESS
panel
ESS Panel will not power down after engine
shutdown
• CAT Data Link #2 circuit problem Relay
• Failed DDT or DDT harness Bad contact on Hydrax pressure switch
• Failed DMC module Bad engine oil pressure switch
• Failed CMS module Bad time delay relay conflict
Note: To clear the Err message displayed on the CMS
turn the mode control switch to the OFF/Reset position. .
1 Loss of initiate contact signal to ESS panel with
MCS in AUTOmatic (remote start) mode Check
Perform the following tests: wiring circuit for start initiate contact signal to
customer connection terminal. The engine will
shutdown, with no diagnostic code, if start initiate
1. Active diagnostic code.
contact signal is open to ground. The status of the
Check for an active diagnostic code displayed on the
start initiate contact signal is displayed on the DDT.
ECM. If a code is present correct the problem.
2. 24 VDC power supply or ground buss. 2. ESS Panel will not power down after engine
Check all power and ground connections in the ESS shutdown Engine postlube cycle ongoing. Postlube
panel. cycle of one to three minutes is typically programmed
3. Failed DDT or DDT harness into the Personality Module. Check state of postlube
Disconnect the DDT and harness form the data link. If relay (PLR) and prelube wiring circuit. The DDT
the diagnostic clears, refer to DDT troubleshooting in display will indicate the status of the prelube switch
this manual. and the prelube relay.
4. CAT Data link #2 circuit problem 3. Relay
Check all connections in the data link #2 circuit in the Check operation of SR1 and PLPSR relay. If the
ESS panel and the Junction box. Circuit number relay is not operating correctly replace the relay.
D101/WH and circuit number D101/BK. Check the
resistor in the Junction box terminals 914 and 915.
See data link failure in this manual.
NOTE: The Cat Data Link Shield Wire (D101/SH) from

Terminal 912 in the Engine Junction Box should NOT
be terminated in the ESS Panel.

Heinzmann Actuators Have High Frequency, Short Spark Plug Life

Low Amplitude Oscillation
Probable root causes: Faulty Spark Plugs
Electrical noise from one of the Actuators is affecting Incorrect Spark Plug
the command signal to the remaining two Actuators Incorrect Air-to-Fuel Ratio
CIS double strike
Spark plug gap
1. Electrical noise
Identify the failed Actuator by placing the ESS panel Perform the following tests in order:
Mode Control Switch (MCS) in the STOP position and
preluding the engine so that the Actuators are 1. Faulty Spark Plugs
powered up, then remove the fuses from the 24 VDC Inspect spark plug for wear, combustion gas leaks
circuit to the Actuators one at a time. When the and/or cracked porcelain. The resistance level of
Actuators stop oscillation, replace Actuator respective the spark plug should be between .5k and 1.4k.
to the fuse which stopped oscillation. Refer to wiring Set gap on used spark plugs or install new
schematic for the engine control system plugs and plug gaskets if used plugs are worn or
damaged.
NOTE: Always use a new spark plug gasket when
plugs are removed and installed. Spark plug
torque is 68 N-M (50 lb ft).
2. Incorrect Spark Plug
Check type of plug used. Install correct type.
3. Incorrect Air-to-Fuel Ratio
Perform Prechamber Calibration procedure (refer
to System Operation, Test & Adjust Manual).
4. CIS double strike
Check to see if the CIS double strike is enabled.
5. Spark plug gap
Check the spark plug gap. Repair as required.

Ignition Timing Unstable 4. Engine rpm or load or timing is not stable

The ESS control determines the desired (ideal)
Probable root causes: ignition timing based on engine speed and calculated
fuel consumption (engine load). Therefore, if the
• Poor interface signals between TCM and MIB or engine is unstable, the desired ignition timing will be
• TCM and CIS unstable. An unstable desired timing will result in an
• Crank angle signal unstable actual ignition timing.
5. Detonation
• TCM or ECM engine speed signal
If detonation has occurred, the desired ignition timing
• Engine rpm or load or timing is not stable
will be retarded as much as 6 degrees depending on
Detonation the severity of the detonation. IF detonation is not
• Failed resistor in Engine Junction Box ongoing, the timing will return to the desired timing at
a rate of one degree per minute.
• Electrical noise
6. Failed resistor in Engine Junction Box
Check resistor between Junction Box terminals 143
1 . Poor interface signals between TGM and and 145 on early magneto engines, 790 and 791 on
Ignition System later magneto engines, and 789 to 790 and 791 on
Check the actual timing and desired timing on the later engines equipped with CIS.
DDT Service Tool. If the actual ignition timing is
unstable and the desired ignition timing is stable, a 7. Electrical noise
faulty ignition system may be the cause. Use the Check for electrical noise from the 24 VDC supply to
DDT to operate the engine in Magneto Calibration the ESS panel.
mode. If the timing stabilizes, inspect the CIS and
TCM portion of the ignition system. If the displayed
timing is unstable in Magneto Calibration (MAG
CAL) mode, the cause may be a poor crank angle
signal or a failed magneto.
2. Crank angle signal
Clean debris from bottom of Crank Angle Sensor
and from outside diameter of flywheel. Check for
damage to Crank Angle Sensor. Check for damage to
flywheel surface. Adjust depth of sensor to provide
proper distance between flywheel and end of the
sensor by turning sensor counterclockwise
1/2 to 3/4 turn. Check continuity/polarity of crank
angle sensor wiring circuit. Refer to the System
Operation Testing and Adjusting Manual.
3. TCM or ECM engine speed signal

Clean debris from bottom of TCM and ECM speed
pickups and from the heel ring gear teeth. Check for
damage to the speed pickups and the heel ring gear
teeth. Adjust depth of sensor to provide proper
distance between the heel and the end of the sensor by
turning sensor counterclockwise 1/2 to 3/4 turn.
Check TCM and ECM speed pickup wiring circuit.
Refer to the System Operation Testing and Adjusting
Manual.

Engine Speed Limited To 550 rpm/Engine Engine Lugs when Operating In

Will Not Accelerate "Magneto" Calibration Mode
Probable root causes: Probable root causes:
Insufficient air flow
• Input signal for Idle/Rated speed is open
• 2301 Speed Control relay contact is open Perform the following tests in order:
• High idle adjustment incorrect .

1 Insufficient airflow
Check linkage on the air choke Actuator for smooth
• Excessive Load
operation and correct adjustment. Use DDT to adjust
Perform the following tests in order: choke plate position, refer to Choke Trim Procedure in
.
I Input signal for IdleJRated speed is open Check System Operation, Test and Adjusting Manual.
Customer Input as ESS terminal-364 for Idle/Rated
Speed to verify that it is connected to ground. Magneto Engines
2. 2301 Speed Control relay contact is open
Check SCM set point for 2301 speed control relay to Engine speed is unstable and oscillates between 300
ensure proper adjustment. Refer to System to 500 rpm.
Operation, Testing And Adjusting Manual. Inspect
2301 speed control relay and fuses. Probable root causes:
3. High idle adjustment incorrect Failed Magneto Interface Box
Use the DDT to verify high idle setting, The setting Failed Magneto back plate
should be set to rated engine rpm. Screen 30 on
DDT Check ignition timing using the DDT. If timing goes to
4. Excessive Load zero when the engine speed passes 500-rpm, the MIB or
Reduce the starting load. magneto back plate may have failed.

Engine Stalls at Low Load or 3. Incorrect air-to-fuel ratio

rpm/Poor Load Acceptance Perform Prechamber Calibration Procedure; refer to
the Systems Operations, Testing & Adjusting Manual.
Probable root cause: 4. Fuel Actuator adjustment
Use DDT to adjust Fuel Actuator response
• Air Choke Actuator adjustment or Air Choke characteristics, by adjusting the Gain,
Actuator system not working Compensation and Stability values, refer to the
• Low Gas Pressure, gas line pressure regulator Systems Operation, Testing & Adjusting Manual.
failure. 5. Fuel valve damaged or stem packing loose
Inspect fuel valve. Tighten packing of fuel control
• Incorrect air-to-fuel ratio valve.
• Fuel Actuator adjustment
• Fuel valve damaged or stem packing loose 6. Incorrect valve lash adjustment
• Incorrect valve lash adjustment Make adjustment by performing procedure in the
System Operation, Testing and Adjusting Manual.
• Incorrect GAV Lash Adjustment. 7. 24 VDC supply to ESS panel
• 24 VDC supply to ESS panel Electrical noise on the power supply to the ESS can
cause the engine to be unstable. Provide between 21
• Ignition system failure and 27 VDC with a variation of no more than 0.5 VDC
• Air induction system to the ESS panel.
8. Ignition system failure
• Exhaust bypass system failure
Low primary voltage can cause unstable combustion.
• Turbocharger has carbon deposits or other causes Use 9U-6958 Magneto Peak Detector tool to confirm
of friction primary voltage at 180 to 200 VDC at both sides or
• Improper High Idle Setting on Gen Set. circuits of the magneto. Check for primary voltage of
170 to 200 VDC in the CIS.
9. Use timing light on the primary wiring to confirm
Perform the following tests in order: ignition signal to the ignition transformers. If an
.
1 Air Choke Actuator adjustment or Air Choke incorrect primary voltage is found, possible causes
Actuator system not working are a failed CIS, failed TCM, failed magneto, faulty
Check linkage on the Air Choke Actuator for smooth ignition system wiring harnesses, spark plug
operation and correct adjustment. Confirm proper electrodes shorted together or transformer shorted to
Choke Trim by observing the position of the ground. NOTE: ESS ignition system Diagnostic
Wastegate plate. With the engine running, if the Codes 501-09 through 506-09, are disabled until
Wastegate butterfly plate is either fully open or fully engine speed is greater than 350 rpm for 30 seconds.
closed, the choke plate position needs to be
10. Air induction system
adjusted. With the engine running, the ideal position Check air cleaner for restriction. Check inlet manifold
for the Wastegate plate is between 25 and 75 for air leaks.
percent open. Use DDT to adjust choke plate
position. Refer to the Systems Operations, Testing 11. Exhaust bypass system failure
and Adjusting Manual. Inspect bypass system bellows for exhaust leak.
2. Low Gas Pressure, gas line pressure regulator Inspect Wastegate shaft and bearings. Inspect
failure Wastegate actuator linkage.
Check for leaks in gas supply. Check the line 12. Turbocharger has carbon deposits or other
pressure regulator, shutoff valve and solenoid. If two or causes of friction
more engines are used, be sure the common supply Inspect and repair turbocharger as necessary.
line is large enough.
Regulator pressure should not change over the
normal load range. Inspect the regulator diaphragm
for leaks and valve for correct seat contact. Check
gas pressure before and after the line pressure
regulator. Check for restriction in the line from the
regulator outlet to the inlet of the engine. Check and
clean fuel filter. Replace if needed.

Intermittent Misfire, Engine Running Rough

Probable Root Causes:
Misfiring cylinder
4. Failed Ignition Shutdown Relay
Incorrect Air-to-Fuel Ratio
(Magneto Shutoff Relay on Magneto Engines
Faulty spark plug
Ignition Shutdown on CIS Engines)
Failed ignition transformers
Check relay and SCM fuse. The ignition shutoff
Failed Magneto Shutdown Relay (MSR) relay
relay must be closed to fire the magneto or CIS.
Low magneto output voltage
Prechamber check valve
Assembly alignment with the prechamber on the 5. Low "Magneto" Output Voltage
ignition body Use 9U-6958 Magneto Peak Detector tool to confirm primary
Jacket Water leak into combustion chamber voltage at 180 to 200 VDC. Use timing light to confirm primary
Blockage of prechamber fuel supply ignition signal to the transformer, or use 9U-6695 Ignition
Excessive Load Indicator to confirm ignition signal to the transformers.
6. Failed Ignition Transformer

Perform the following tests: Misfire may be a result of a failed Ignition Transformer. While a
1. Misfiring cylinder transformer may function satisfactorily at light loads, it may still
Identify misfiring cylinder Check the ECM for be the cause of a misfire at full load. Checking exhaust port
diagnostic codes and inspect exhaust port temperatures will indicate which transformer is suspect. Ignition
temperature. Transformers may be checked with the engine running under
load by measuring the transformer case temperature. If a
When engine load is greater than 50 percent, 501-02 transformer is found to be 20°C (68° F) hotter than others on
through 516-02 Diagnostic Codes will appear for the engine it should be replaced. Transformer resistance may
cylinders that have a misfire rate that is greater than be measured with an Ohmmeter. Resistance measurements will
20 percent. vary greatly with temperature. The following values should be
When engine load is less than 50 percent, use the obtained with the transformer at 21°C (70°F).
DDT to place engine in Prechamber Calibration Mode.
In PC-CAL mode, the 501-02 through 516-02
Diagnostic Codes indicates that a 20 percent misfire
rate is enabled. Resistance Measurements
Use the DDT to place the engine in Prechamber Part No. Description Primary Resistance Secondary Resistance
Calibration Mode and press the ALT2 button. This
7W4377 Flanged .2 to 2 ohms 5000 to 12000 ohms
converts the displayed actual Burn Time for the
individual cylinders from an averaged value to a
non-averaged value. A misfire has occurred is the Primary resistance is measured from terminal A to B. Disconnect
displayed burn time is greater than 14 milliseconds. wires from the transformer before making resistance checks.
Secondary resistance is measured from the terminal cup to the
2. Incorrect Air-to-Fuel Ratio
negative terminal. Any transformers found that do not provide these
Operate the engine with a different air-to-fuel ratio to results should be replaced. Make sure ail connections are snug but
determine if the misfire rate can be affected. Use the not over torqued. All terminals should be cleaned with solvent and
DDT to place the engine in PC CAL Mode. Adjust the a light abrasive, such as a pencil eraser. Keep the flange free of
Fuel Energy Content potentiometer to change dirt and debris to assure a satisfactory ground circuit. Ignition
air-to-fuel ratio. Monitor engine stability. If misfire rate transformers should be checked visually for cracks in the case.
changes, perform PC CAL procedure. Adjust Choke Also check the transformer for flange separation from the case if
using Choke Trim screen on the DDT. Perform either condition exists, replace the transformer.
Prechamber Calibration procedure.
3. Faulty Spark Plug

Inspect spark plug for wear, combustion gas leaks
and/or cracked porcelain. If oil is found on plug or in
shield tube, replace the shield-tube o-ring, replace
plug gasket. Inspect, and if necessary, clean plug
sealing surface in cylinder head using 9U-7506 Spark
Plug Thread Service Tool. Install new plugs and plug
gaskets if worn or damaged. The resistance level of
the spark plug should generally be between .5k and
1.5k Ohms.
G3600 Engine Supervisory System 3-13 Troubl eshooting

7. Prechamber Check Valve Engine Unstable, Sudden Changes In

Inspect check valve for blockage of outlet and inlet
passageways. Inspect check valve for evidence of Engine Speed (rpm)
combustion leak on outside of check valve body. Probable root causes:
Inspect for free ball movement in check valve. Clean
with 8T-0911 solvent or replace as needed. During • Desired Speed input
engine operation, check temperature of prechamber • Input signals from the engine to the ECM
supply tube. High temperature of the supply tube • Ignition system
indicates combustion leakage. Perform leak down * Fuel, Wastegate or Air Choke System
test on check valve. Refer to System Operation,
• Fuel pressure unstable
Testing and Adjusting Manual.
• Excessive Load
8. Assembly Alignment with the Prechamber On • Hydrax actuator solenoid valve
The Ignition Body
Remove spark plug and view the spark plug hole in Perform the following tests in order:
the prechamber. If the spark plug hole is off center,
1. Check Stability Of Desired Speed Customer Input
remove, inspect and reinstall the prechamber.
Signal To ESS Panel
NOTICE : Check stability of 20 volt supply to Desired Speed
To prevent damage to the cylinder liner, siphon Buffer and Fuel Energy Content (BTU) buffer.
coolant from the combustion chamber and start 2. Check Stability of Input Signals from the Engine
engine as soon as possible. to the ECM that are used to control air-to-fuel
ratio
9. Jacket Water Leak into Combustion Chamber
Check the following:
Check spark plug and prechamber check valve for
Fuel pressure and fuel temperature input signals to
evidence of coolant leak (crystalline deposits). Check
for failed prechamber gasket seal, clean and inspect the ECM.
the prechamber sealing surfaces, install new gaskets. Inlet manifold pressure and inlet manifold
Check for proper orientation of the locating pin temperature input signals to the ECM.
between the prechamber and the ignition body. Check Fuel energy content setting input signal to the ECM.
for Jacket water leak at the cooling insert in the Desired engine rpm input signal to the ECM.
bottom of the cylinder head. 3. Ignition System
On magneto engines, use a 9U-6958 magneto peak
10. Blockage of Prechamber Fuel Supply Check detector tool to confirm primary voltage of 180 to 200
prechamber supply needle valve and supply line for VDC.
blockage. On CIS engines, use a 149-4235 display module to
.
11 Excessive Load proper operation.
Reduce engine load. 4. Fuel, Wastegate Or Air Choke System Not
NOTE: Misfire can be in two forms and they are, true Functioning Correctly Use the DDT to adjust Fuel
misfire and indicated misfire. To some extent the exhaust Actuator response characteristics, by adjusting the
port temperature will provide some insight into governor Gain Compensation and Stability values.
differentiating between these two forms. If the exhaust Refer to the Systems Operations, Testing and
port temperature is low, then true misfire is occurring, Adjusting Manual.
and troubleshooting can focus on those components 5. Fuel Supply Pressure Unstable
likely to be causing it. This list should include Check fuel supply pressure. Pressure reading
should be 310 kPa ±14 kPa (45 ± 2 psi).
• Prechamber Check Valve
7. Hydrax Actuator Solenoid
• Spark Plug Spark Ensure proper operation of driver module and
• Plug Extender Ignition ECM. Current signal from driver to solenoid
ranges from 0.0 to 2.0 Amps for a 0 to 100% ECM
• Ignition Coil
8. Check Hydrax Pressure
• Combustion Buffer The pressure reading should be 1448 to 1724 kPa (210
• Prechamber Needle Valve Setting to 250 psi).
• Prechamber Gas Supply Line 9. Check Actuator Rod Ends For Wear
Check the actuator rod ends for wear.
• Gas Admission Valve Setting

Exhaust Port Temperature Is Too High Exhaust Stack Temperature Is Too High
NOTICE : •
To prevent engine damage, the exhaust port Faulty signal from air-to-fuel pressure module circuit
temperature from an individual cylinder should be no • Air inlet system has a leak
more than 40*C (72*F) higher than the average port • Incorrect air-to-fuel ratio
temperature on the engine at greater than 50 percent
load. • Air inlet or exhaust system has a restriction
• Incorrect air choke adjustment
1. Faulty Signal from Air-To-Fuel Pressure Module
Circuit
• Failed Thermocouple or Thermocouple wiring Check calibration of Pressure Module, Inlet
• Incorrect air-to-fuel ratio on the individual cylinder Manifold Pressure reading displayed on CMS Gauge
#4 should be within 2 kPa (0.3 psi) of the barometric
• Exhaust Valve failure pressure. Refer to Systems Operation, Testing
• Improper ignition timing on that cylinder And Adjusting Manual for Pressure Calibration
procedure. Check Pressure Module wiring circuit.
Perform the following tests in order: Replace failed Pressure Module.
1. Failed Thermocouple or Thermocouple Wiring 2. Air Inlet System Has A Leak
Move thermocouple to different cylinder or move to Check pressure in the air inlet manifold (plenum).
different pyro connection to confirm accuracy. For restrictions at the air cleaner and correct any
leaks.
3. Incorrect Air-to-fuel Ratio
2. Incorrect Air-to-fuel Ratio on the Individual Perform Prechamber Calibration Procedure. Refer to
Cylinder Systems Operation, Testing and Adjusting Manual.
Check adjustment of the gas admission lash.
4. Air Inlet or Exhaust System Has A Restriction
3. Exhaust Valve failure
Remove the restriction.
Perform compression check on cylinder. Refer to
Systems Operation, Testing and Adjusting Manual. 5. Incorrect Air Choke Adjustment
Lubricate and adjust air choke linkage. Refer to
4. Improper Ignition Timing on That Cylinder Systems Operation, Testing and Adjusting
Inspect the Actual and Desired timing using the Manual.
DDT. A scope is required to check individual
cylinders. 6. Improper Ignition Timing on That Cylinder
Inspect the Actual and Desired timing using the
DDT for Cylinder No. t. A scope is required to
check individual cylinders.

Exhaust Emission Too High, Fuel Loud Noise (Clicking) From Under
Consumption Too High Cylinder Head Cover (Valve Area)
Probable Root Causes: Probable Root Causes:
• Incorrect Air-to-Fuel Ratio • Improper valve lash
• Fuel system leaks • Damaged valve, valve spring(s), locks or valve
• Improper Ignition Timing on that Cylinder Rotocoil
• Improper Valve/GAV Settings • Not enough lubrication
• Camshaft followers worn or damaged
Perform the following tests in order. • Camshaft worn or damaged
I. Incorrect Air-to-Fuel Ratio
* Rocker arm worn at face that makes contact with
Check Gas Admission Valve (GAV) lash setting. bridge
Perform Prechamber Calibration procedure. • Bridges for valves worn/incorrect adjustment
2. Fuel System Leaks • Worn push rods

Replacement of parts as needed at the point of • Loose or broken rocker shaft retaining bolt
leakage.
3. Improper Ignition Timing on That Cylinder Perform the following tests in order:
Inspect the Actual and Desired timing using the 1. Incorrect Valve Lash
DDT for Cylinder No 1. A scope is required to Make adjustment to the valve lash by following the
check individual cylinders. procedure in the System Operation, Testing And
4. Improper BTU Setting Adjusting Manual.
While cranking, adjust BTU potentiometer setting to 2. Damaged Valve, Valve Spring(S), Locks or Valve
provide between 1 to 5 kPa (0. 14 to 0.72 psi) fuel Rotocoil. Inspect and replace parts where necessary.
manifold pressure as displayed on the DDT.
3. Not Enough Lubrication
Check lubrication in valve compartment. Oil
passages must be clean.
4. Camshaft Followers Worn or Damaged
Replace camshaft followers. Inspect camshaft for
wear or damage. Check for free movement of
valves or bent valve stem. Make required repairs
5. Camshaft Worn or Damaged
Check for free movement of valves or bent valve
stems. Replace camshaft and valve lifters.
6. Rocker Arm Worn at Face That Makes Contact
With Bridge
Inspect and replace parts where necessary.
7. Bridges For Valves Worn/incorrect Adjustment
Make an adjustment or replacement as necessary.
8. Worn Push Rods
Inspect and replace parts when necessary.
9. Loose or Broken Rocker Shaft Retaining Bolt
Check for free movement of valves
Repair or replace as necessary.

Mechanical Noise (Knock) In Engine Too Much Engine Vibration

• Failure of bearing or connecting rod
• Damaged timing gears
. Alignment of engine to driven equipment
• Engine supports are loose, worn, or have improper
• Attachment or auxiliary component failure
• Damaged crankshaft
bolt torque
• Detonation • Drive coupling
Perform the following tests in order: • Vibration damper loose or leaking
1. Failure of Bearing for Connecting Rod • Driven Equipment is out of balance
Inspect the connecting rod bearing and the Perform the following tests in order:
bearing surface on the crankshaft. Inspect oil filter for
bearing debris. Install new parts 1. Alignment of Engine to Driven Equipment
where necessary. Check alignment.
2. Damaged Timing Gears 2. Engine Supports Are Loose, Worn, Or Have
Install new parts where necessary. Improper Bolt Torque
3. Attachment or Auxiliary Component Failure Tighten all mounting feel hold down bolts. Check
Repair or install new components. mounting feet push bolts, they should not be
4. Damaged Crankshaft touching the sides of the mounting feet. On
Install a new crankshaft. generator set packages, check setting of
vibration isolator snubber bolts. Refer to
5. Detonation LEKQ2459, Gas Engine Application and Installation
Inspect the detonation level on the DDT.
Guide for Mounting, Alignment, Vibration and Noise,
and SEHS7654, Alignment Special Instruction for
information.
3. Drive Coupling
Inspect/Repair
coupling.
4. Vibration damper Loose or Leaking
Check vibration damper for damage or fluid
leakage. Tighten bolts. If vibration damper
bolt holes have damage or wear, replace with
new parts.
5. Driven Equipment Is Out Of Balance
Check balance, perform corrections as needed.

Engine Is Experiencing Early Wear Engine Has Low Oil Pressure

• Dirt in Lubrication oil or extended oil change interval
• Oil level low
• Dirt in fuel supply
• Faulty Oil Pressure Sensor
• Dirt in air system
• Dirty oil filter or oil cooler
Perform the following tests in order: • Too much clearance between rocker arm shaft and
rocker arms
1. Dirt in Lubrication Oil
Remove dirty lubrication oil. Install a new oil filter
element. Put clean oil in the engine.
• Oil pump suction screen is dirty
2. Dirt in Fuel Supply

• Oil pump pressure regulating valve does not close
Remove dirty fuel filter and install a new filter. • Faulty oil pump
3. Dirt in Air System • Too much clearance between crankshaft and

crankshaft bearings
Remove dirty air filter and install new air filter.
• Too much clearance between camshaft and
camshaft bearings
Engine Has High Oil Pressure
• Broken piston cooling jet
• Restriction in lube system Perform the following tests in order.

• Faulty priority valve
1. Oil Level Low
• Faulty oil pressure relief valve
Fill sump to proper level if needed.
• Incorrect viscosity oil used
2. Faulty Oil Pressure Sensor
Perform the following tests in order: Refer to section 5: Oil level Low.
1. Restriction in Lube System
3. Dirty Oil Filter or Oil Cooler
Use various pressure taps to determine failure of Check the operation of oil filter bypass valve.
Clean or install a new core for the oil cooler.
blockage. Repair as necessary.
Drain crankcase and refill with clean lubricant.
2. Faulty Priority Valve install new oil filter elements.
Inspect priority valve and replace damaged or worn 4. Too Much Clearance Between Rocker Arm
parts. Shaft and Rocker Arms
3. Faulty Oil Pressure Relief Valve Check lubrication in valve compartment. Install
Inspect and repair oil pressure relief valve as new parts as necessary.
necessary. 5. Oil Pump Suction Screen Is Dirty
Inspect, clean suction screen.
4. Incorrect Viscosity Oil Used Oil Pump Pressure Regulating Valve Does Not
6.
Drain engine oil and refill with correct viscosity oil. Close
Install new oil filters.
Clean valve and housing. Install new parts as
necessary
7. Faulty Oil Pump
Repair or replace oil pump as necessary.
8. Too Much Clearance Between Crankshaft And
Crankshaft Bearings
Inspect the bearings and install new crankshaft
bearings as necessary.
9. Too Much Clearance Between Camshaft And
Camshaft Bearings
Inspect the bearings and install new camshaft
bearings as necessary.
10. Broken Piston Cooling Jet
Install new jet and check piston and liner for
seizure.

Too Much Oil Consumption, Blue Smoke in

the Exhaust
Probable Root Causes: 9. Crankcase evacuation
Crankcase evangelization set to high on BioGas
• Plugged crankcase breather
Engines.
•Too much lubrication oil in engine sump
10. Intake Oil Misters
•Oil leaks
• Excessive engine operation at idle or low load
Intake oil misters set too high. Disable oil mister pump.
•Oil temperature is too high See Engine News, January 04, 2000; SEBD9284;
•Worn valve guides Oil Mister Pump And Lines Group No Longer Used
•Worn, damage, or incorrectly installed piston rings
• Worn pistons or blockage of oil return holes in piston
• Failure of seal rings in turbocharger
* Crankcase ventilation
• Intake oil misters
See Operation & Maintenance Manual, SEBU6495 or

SEBU6278; Engine Operation for additional information.
1. Plugged Crankcase Breather

A dirty crankcase breather will cause high crankcase
pressure, which can lead to gasket and
seal leakage. Clean breather and lines.
2. Too Much Lubrication Oil In Engine Sump
Remove extra oil. Determine where excess oil
comes from. Fill with the correct amount of oil in
engine sump.
3. Oil Leaks
Check for oil leaks into the intake system. Make
repairs as needed.
4. Excessive Engine Operation at Idle or Low
Load
Do not idle engine or operate engine at less than 50
percent load for extended periods of time.
5. Oil Temperature Is Too High
Check operation of thermostats. Check operation of
oil cooler. Install new parts if necessary. Clean the oil
cooler core. Refer to Section 3: Engine Oil
Temperature Too High.
6. Worn Valve Guides
Reconditioning of the cylinder head is needed.
7. Worn, Damage, Or Incorrectly Installed Piston
Rings, Worn Pistons or Blockage of Oil Return
Holes In Piston
Inspect and install new parts if necessary.
8. Failure of Seal Rings in Turbocharger
Check inlet manifold piping for oil and make repairs to
the turbocharger if necessary.

White Smoke in Crankcase Blowby Fumes,

Coolant in Lubrication System Inspect combustion chamber components for
evidence of coolant leak and component damage.
Check for failed prechamber gasket seal.
Thoroughly clean and inspect the prechamber
Probable Root Causes: sealing surfaces, install new gaskets. Check for
• Jacket water leak into combustion chamber jacket water leak at the prechamber cooling insert in
the bottom of the cylinder head. Check for cracked
• Aftercooler core failure or warped cylinder head.
• Failure of the oil cooler cores
• Cracked cylinder block
NOTICE :
If coolant is found in the inlet manifold, major
engine damage will occur if the coolant is
Perform the following tests in order. allowed to remain in the engine. Remove
1. Jacket Water Leak into Combustion Chamber prechambers, suction water from cylinder,
To identify which cylinder has the leak, check the replace oil.
ESS panel for diagnostic codes and exhaust port
temperatures. 2. Aftercooler core failure
Check coolant level in separate circuit expansion
When engine load is less that 50 percent, use DDT tank. Check the ESS panel for diagnostic codes and
to place engine in Prechamber Calibration Mode. In exhaust port temperature. Misfire occurring on
PC-CAL mode, the 501-02 through 506-02 multiple cylinders is an indication of coolant in the
Diagnostic Codes that indicate a 20 percent misfire inlet air manifold. Remove drain plug from inlet air
rate is enabled. manifold, check for coolant, at 50 percent load or less
(small amounts of oil from the inlet manifold is from
Use the DDT to place the engine in Prechamber
the inlet valve lubrication system.) Inspect and if
Calibration Mode and depress the ALT2 button, this necessary replace failed Aftercooler core.
converts the displayed actual Burn Time for the
3. Failure of the Oil Cooler Cores
individual cylinders from an averaged value to a Install a new core in the fault oil cooler. Drain
non-averaged value. A misfire has occurred if the crankcase and refill with clean lubricate. Install new
displayed time is greater than 14 milliseconds. oil filters.
4. Cracked Cylinder Block
Pressurize the cooling system to locate damage.

Oil In Cooling System

Probable Root Causes: 2. Restriction to Coolant Flow through Radiator
• Engine Oil Cooler Core Tubes or Heat Exchanger
Clean and flush radiator or heat exchanger.
1. Engine Oil Cooler 3. Restriction to Air Flow though Radiator or Raw
Inspect each cooler and make a replacement or Water Flow Though the Heat Exchanger
repair oil cooler. Remove all restrictions of flow.
4. Low Fan Speed
Engine Oil Temperature Is Too High Check for worn or loose fan belts.
Probable Root Causes: 5. Low Coolant Level in System
• Faulty oil temperature regulators Add coolant to cooling system.
• Restriction to flow of oil or water through the oil 6. Pressure Cap Failure
cooler Check operation of pressure cap. Install a new
pressure cap if necessary.
7. Combustion Gases In Coolant
1. Faulty Oil Temperate Regulators
Identify cylinder with prechamber gasket joint leak to
Check the oil temperature regulators for correct determine where gases enter the cooling system.
operation. Check temperature gage operation.
Operate engine at low load. Monitor exhaust port
Repair or replace parts as necessary. temperatures and combustion burn times. Inspect
2. Restriction to Flow of Oil or Water Through spark plugs for moisture or evidence of coolant
The Oil Cooler deposits. Bore scope prechamber to inspect for
Clean and flush the oil cooler. moisture entry. Reseal failed gasket joint. Refer to
Disassembly and Assembly manual for your engine.
Engine Coolant Temperature Is Too High 8. Faulty Water Temperature Regulators
Probable Root Causes: (Thermostats) Or Temperature gage Check
water temperature regulators for correct operation.
• Water pump Cavitation Check temperature gage operation. Install new
• Restriction to coolant flow through radiator core parts as necessary.
• Radiator Tubes 9. Faulty Jacket Water Pump
Repair the jacket water pump as necessary.
• Restriction to air flow though radiator or raw water
10. Too Much Load On the System
• Flow though the heat exchanger
Reduce the system load.
• Low fan speed
11. Scale Buildup Clean cooling system and coolant
• Low coolant level in system conditioner level.
• Pressure cap failure 12. Coolant and/or flow incorrect
System incorrectly balanced. Repair as needed.
• Combustion gases in coolant venting
13. High Ambient Temperature
• Faulty water temperature regulators (thermostats) If ambient temperature is above cooling system
or temperature gage design temperature reduce load.
• Faulty jacket water pump 14. Engine Coolant Temperature is Too Low
Probable cause is faulty or wrong water temperature
• Too much load on the system
regulators installed.
• Coolant and/or flow incorrect
• Scale buildup
1. Water Pump Cavitation
Install a ball check valve in the jacket water pump
outlet. Start the engine. Open ball check valve in
order to check for aerated coolant. Measure system
temperatures and pressures at various points to
identify possible locations(s) of restricted flow.
Measure supply pressure to jacket water pump inlet to
ensure sufficient pressure is present to prevent
pump Cavitation. Check coolant mixture.

Poor Coolant Flow SCM Will Not Reset

• Restriction of coolant flow through the Aftercooler • Electrical Connector

core • Faulty Mode Control Switch
0 Faulty Jacket water pump
• Faulty SCM
• Faulty Aftercooler pump Perform the following tests in order:
• Coolant and/or flow incorrect
1. Electrical Connector
• Scale buildup Inspect connectors and associated wiring for
Perform the following tests in order: damage, abrasion, corrosion or incorrect
attachment. Refer to Section 5: Inspecting
1. Restriction Of Coolant Flow Through The Electrical Connectors for details.
Aftercooler Core
2. Faulty Mode Control Switch
Clean and flush the Aftercooler cores.
Connect a jumper wire between teminal-12 on the
2. Faulty Jacket Water Pump SCM and -Battery. Disconnect the jumper wire. If the
Repair the jacket water pump as necessary. LED resets (OFF) when the jumper wire is
connected the problem is in the MCS or wiring to the
3. Faulty Aftercooler Pump
MCS, repair as required.
Repair the faulty Aftercooler pump as necessary.
3. Faulty SCM
4. Coolant and/or Flow Incorrect If the LED does not reset verify that the fault
System incorrectly balanced. Repair as needed. condition no longer exists. If the fault cannot be
5. Scale Buildup reset, replace the SCM.
Clean cooling system.

Engine Shutdown with SCM LED Active 4. Low Oil Pressure LED
Install a reliable oil pressure gage and start the
Probable Root Causes: engine. At idle and rated speed, verify that the gage
All Fault LED's are active on the SCM and the SCM, display the same pressure readings.
If the oil pressure is low STOP the engine and
Overcrank LED repair the problem in the engine lube system. If the
Overspeed LED pressure gage and the SCM display are NOT the
Low Oil Pressure LED same check for a poor connection at the wiring and
High Oil Temperature LED harness connector from the module to the Engine
Oil Pressure Sensor. If the problem is not found
Emergency Stop LED replace the sensor, if low pressure still exists
Auxiliary LED replace the Oil Pressure Transducer Module. If
the low pressure remains replace the SCM. If the
engine oil pressure is below the set points at low or
NOTE: Before Proceeding with this test procedure verify high idle refer to System Operation Testing and
that the set points are programmed correctly. Improperly Adjusting Manual.
programmed set points will cause the SCM fault
Indicators to become active. Refer to Section 2: 5. High Oil Temperature LED
Programming Parameters. Install an accurate oil temperature gage with the
Perform the test for your symptom: sensing bulb in an area of high oil flow, as close to
the temperature probe as possible. Start the
1. All Fault LED's are active on the SCM
engine and allow the oil temperature to stabilize.
Disconnect wires from terminal-8 on the SCM.
Measure the voltage between +13attery and -Battery. If the temperature displayed by the gage and the
The voltage should be between 18 and 32 VDC. If the SCM are above the set point, troubleshoot the oil
wiring to terminal-8 on the SCM is grounded, correct cooling system. Refer to System Operation Testing
the problem. If the voltage is 15 VDC or less, battery and Adjust Manual.
voltage is low. Charge battery or correct wiring If the temperature displayed by the SCM is 50C
problem as required. If battery voltage is above 15 (90F) or higher than the temperature displayed by
VDC replace the SCM. the gage, verify that the gage is accurate. If SCM
continues to read high, replace the sensor. If the
2. Overcrank LED high temperature still exists replace the Oil
If the Overcrank LED is ON, reset the SCM by turning Pressure Transducer Module. If the high
the Mode Control switch to the OFF/RESET position. If temperature remains replace the SCM.
the Overcrank LED is still on, refer to Section 3: SCM If the temperature displayed on the SCM is HI and
Will Not Reset. the temperature on the gage is below 90°C (194°F)
check for short in the wiring to the pressure
3. Overspeed LED temperature module. Repair as required.
Turn the Mode Control Switch (MCS) to the
OFF/RESET position. Restart the engine and
verify that this eliminates the problem. If the
6. Emergency Stop LED
engine Overspeed LED comes ON again, Reset all emergency stop push buttons
place the MCS to the START posistion and operate by turning counterclockwise (CCW)
at rated speed. Monitor the gas shutoff valve and until it pops out. Turn the MCS to the OFF/RESET
magneto ground signal. Press and hold the Verify position. Disconnect the wire from teminal-14 on the
Switch on the back of the SCM. Release the switch SCM. If the Emergency Stop LED is OFF when the
after the engine stops. Check that the gas shutoff wire is disconnected, repair as required. Place the
valve and magneto ground signal caused the engine to MCS to the OFF/RESET position and back to the
shut down. Also, check that the overspeed LED, on the START position. If the LED remains ON refer to
SCM, is flashing. Turn the MCS to ths OFF/RESET Section 3: SCM Will Not Reset.
position. If shutdown speed is 75 percent of overspeed
set point, the overspeed function is OK. If the set points 7. Auxiliary LED
have beenn lost or incorrectly set refer to section 2: Turn MCS to OFF/RESET position. If the LED is
Programming Parameters. If the Overspeed fault ON, disconnect wire from terminal -13 on the SCM.
indicator remains on refer to Section 3: SCM Will If the LED is OFF when the wire is disconnected
Not Reset. from termial-13. Check wiring and/or
replace the auxiliary shutdown relay as
required.

Improper Load Indication Coolant Leak Into Combustion Chamber

• Improper BTU setting • Damaged
Failed pre-combustion seals
• Pressure line leak to pressure module • Damaged orpre-combustion seal surface
• Cracked cylinder
leaking pre-chamber insert
•Air/Fuel Pressure Sensor • head
Perform the following tests in order: Note:
Coolant leaks can result in damage to the
1. improper BTU setting
engine from any of the following: detonation,
Verify the BTU setting is correct for the fuel that is
over heating of the pre-chamber, valve failure,
being supplied to the engine.
or hydraulic lock.
Obtain a gas analysis and enter information into the
Caterpillar Methane program to determine the
Coolant leaking into pre-combustion chamber
Lower heating Value of the fuel.
can cause the spark plug not to fire.
Place in PC CAL and measure the exhaust
Sufficient quantities of coolant in the pre-
emissions, compare the data with the readings from
combustion chamber can cause detonation
the commissioning report. Adjust the BTU setting and overheating of the pre-chamber.
to obtain 100%.
2. Pressure line leak to pressure module on air Large leaks can cause hydraulic lock of the
or fuel Check for leaks in the pressure lines cylinder, which may result in failed combustion
between the fuel manifold, air manifold and ring or a bent connecting rod.
pressure modules.
3. Air/Fuel Pressure Sensor Replace the pressure Perform the following test in order:
module.
4. Fuel or Air Pressure Leak 1. Inspect the spark plug and combustion
check for a leak in the air and fuel manifolds. probe for deposits colored similar to the
Check for a leak in the air and fuel supply lines to coolant color. If the spark plug has colored
the pressure module. deposits the leak is getting into the pre-
combustion chamber.
• Dissemble the pre-chamber form the
ignition body and inspect sealing
surfaces on the pre-chamber, ignition
body, and in the cylinder head.
Make appropriate repairs.
2. Damaged or leaking pre-chamber insert
Use a flexible bore scope through the
combustion probe hole to confirm that the
insert is leaking . Make appropriate repairs.
3. Cracked cylinder head
Remove cylinder head to determine the
source of the leak. Make appropriate repairs.

Status Control Module Diagnostic Code Introduction
Diagnostic Codes are displayed on the same LCD Diagnostic Codes are used in the ESS Control System
module as the service hours, engine rpm, battery to alert and inform the operator of a system condition
voltage, engine oil pressure and engine oil outside of the normal or expected operational limits.
temperature. Diagnostic conditions are indicated with lamps and
diagnostic codes to detail the condition. Most of the
When a diagnostic code is present, an arrow on the diagnostics on the ESS are detailed using a diagnostic
display indicates which of the parameters mentioned
code. Each diagnostic code consists of two elements,
previously is ACTIVE and a flashing diaG is displayed.
the Component Identifier (CID) and the Failure Mode
If several faults are present, the diagnostic codes will
Indicator (FMI).
be displayed in a numerical sequence. The diagnostic
code can be cleared from the display by placing the The CID, consisting of three digits, indicates the control
Mode Control Switch (MCS) to the OFF/RESET system component where a diagnostic condition has
position. Restart the engine to verify if the problem is been detected. Refer to ESS Component Identifies
still present. (CID) Table for more information.
The FMI, consisting of two digits, indicates the nature
Engine Supervisory System of the failure that has taken place. The combination of
these three elements defining the specific type of
......
problem. Refer to Failure Mode Identifiers (FMI) Table
To aid in the troubleshooting process and provide a
for more information.
history of observations, it is necessary to record all the
available data from the ESS control system when a Example: 172-00
problem occurs. Data should be recorded from the
Digital Diagnostic Tool (DDT), the Engine Control
Module (ECM), the Computerized Monitoring System
(CMS), the Status Control Module (SCM), the
Caterpillar Ignition System (CIS) and the Pyrometers
and any driven equipment monitoring system.
00....
172 Component Identifier (CID) in this case it
indicates the Air Temperature Sensor.
Failure Mode Identifier (FMI) in this case the
failure mode is DATA VALID but above the normal
operational range.
Use the Display Select toggle switch to check for The interpretation of the diagnostic code (172-00)
diagnostic codes displayed by the ECM. should be that the measured air temperature is too
Flashing diagnostic codes indicate that the engine
high. If a problem is indicated by a diagnostic code, it
was shut down due to an ESS operating parameter should be investigated and corrected as soon as
exceeding acceptable limits. A diagnostic code that is
possible.
not flashing indicates that an alarm condition has Alarms
occurred. The engine will not directly shut down due to
an alarm condition. An alarm diagnostic code indicates an engine
parameter has exceeded normal operation limits. This
NOTE: Toggling the Display Select switch will erase means the control system has detected engine
alarm (non-flashing) diagnostic codes and shutdown operation outside of acceptable conditions or a failure
(flashing) diagnostic codes. Ensure each code of a component associated with the control system.
occurrence is recorded prior to toggling the switch to
the next display. Continued operation outside of acceptable conditions
may result in long term engine damage, poor
performance or an engine shutdown without further
warning.
Shutdowns
A shutdown diagnostic code (displayed by a flashing
code) indicates and engine parameter, the engine
operation, or a component failure makes continued
operation of the engine unacceptable,
To troubleshoot an active diagnostic code, refer to the
diagnostic code Cross-Reference to Functional Test
Procedures in this section under the specific code
number.

Diagnostic Indicators and Displays Engine Control Module
The ESS Control System provides complete control of The ECM has an alphanumeric display and eight
the engine operation, including the start/stop logic, LED's to detail the diagnostic condition.
governing, ignition timing control, air-to-fuel ratio
control and engine protection. 01 on the ECM display indicates a faulty ECM because
of a ROM (read only memory) error. Replace the ECM.
The system provides engine status and diagnostic
information on all of the control system aspects. The 02 on the ECM display indicates a possible faulty
Caterpillar Ignition System (CIS), Status Control incorrect or not programmed personality module.
Module (SCM), Timing Control Module (TCM), Check the connector to the personality module. If the
Computerized Monitoring System (CMS) and Engine problem persists, replace the personality module.
Control Module (ECM) have LED's and/or a display
area for indication diagnostic conditions. 04 on the ECM display indicates a faulty ECM because
of Dual Port RAM error. Replace the ECM.
The Caterpillar Ignition system (CIS) provides
diagnostic information using LED indicators and a text The eight LED's located next to its display, indicate the
message on the CIS remote display panel. type of data available for display and the type of data
currently on display. A solid LED indicates this type of
The SCM provides diagnostic information using six information is currently on display. A flashing LED
LED's and an LCD display. Problems detected by the indicates this type of information is available but is not
Status Control will be indicated with a flashing LED presently on display.
and/or a diaG message on the LCD Display.
The alphanumeric display will show a CID-FMI
The ECM, TCM and CMS provide integrated diagnostic code if a problem has been detected. The
diagnostics information. Using a communication link, diagnostic code consists of three digits and two digits.
diagnostic conditions are shared with the ECM. The combination of the numbers dictate a detailed
description of the specific diagnostic found.
The presence of ESS Control System diagnostic codes
is indicated with the twelve red warning LED's on the A flashing numeric code (CID-FMI) indicates the
CMS Module, the eight LED's on the TCM and the currently displayed diagnostic code caused the engine
ECM alphanumeric display. shutdown.
A solid numeric code (CID-FMI) indicates the

CMS Gauge Module currently displayed diagnostic code does not or did not
cause and engine shutdown. It either indicates another
problem, or the problem may be a result of the
The CMS Gage Module has twelve warning LED's on shutdown initiated by another diagnostic code.
the CMS Module, labeled F1 through F12, to indicate
there are alarms or shutdowns. When a light is
flashing, the details of the problem can be found by the
code on the ECM display.
To clear a diagnostic code, which causes engine

shutdown, the diagnostic code must be acknowledged
and the MCS must be reset. Turn the Mode Control
Switch (MCS) to the OFF/RESET position. Diagnostic
Codes which require an SCM reset will cause an
additional diagnostic code "RST REQD" (reset
required) to appear on the ECM.
The CMS warning lamp indicates the general type of

problem, The Engine Control Module provides a
diagnostic code with a detailed description of the
specific problem. An LED along with a warning lamp on
the CMS Module and Engine Control Module
diagnostic code may also indicate some problems on
the Timing Control Module (TCM).
G3600 Engine Supervsory System 3-26 Troubleshoo tng

Detonation Mixing Control Diagnostic Codes Caterpillar Ignition System Diagnostic

Messages
Diagnostic Codes are used by the Detonation Mixing
Control (DMC) System to alert the operator of a system Diagnostic Faults
problem and indicate its nature. The diagnostic codes
may indicate a warning or shutdown condition. A diagnostic fault represents the most severe
classification of problems with the CIS system. The
Each diagnostic code is composed of two elements: a presence of a diagnostic fault will inhibit the ignition
Component Identifier (CID) and a Failure Mode from firing. When a fault is detected several things will
Identifier (FMI). The CID indicates the control system occur:
component where a fault condition has been detected.
The FMI indicates the nature of the failure that has The ignition will stop firing.
taken place. The combination of the CID and FMI The Alarm LED in the ignition unit will turn ON.
indicates a specific type of failure. The Diagnostic The home status on the CIS Operator Interface
Code Cross-Reference Chart, describes each valid Display will read "FAULT" and the bottom line will
combination of CID and FMI, and indicates the flash "VIEW DIAGNOSTICS".
appropriate troubleshooting procedure that addresses
each diagnostic code.
If a problem is indicated by a diagnostic code, it should FAULT 0 rpm

be investigated and corrected as soon as possible.
VIEW DIAGNOSTICS
DMC Diagnostic Indicators
Diagnostic Conditions on the DMC are sent to the ECM

where they are displayed. Figure 4.9 - CIS Fault Indication
Detonation Sensor Diagnostics Diagnostic Warnings
The No Detonation Sensor Diagnostics {318-12 and A diagnostic warning represents the least severe
319-12) are reported by the TCM. classification of problems with the CIS. The ignition will
continue to fire in the presence of a diagnostic warning.
DMC Control Input Signals When a warning is detected several things will occur.
The DMC Control Module requires a DC voltage power The Alarm LED in the ignition unit will turn ON.
source for operation. From the supplied voltage, the The home status on the CIS Operator Interface
DMC Control Module provides the regulated voltages Display will read "WARNING" and the bottom line
needed to run the control and power the sensors. will flash "VIEW DIAGNOSTICS".
NOTE: The DMC Control Module does not have any
diagnostics for faults on the electrical power supply.
Power up Requirements WARNING 300 rpm

The power source must be capable of providing an
instantaneous supply of 2 Amp at a minimum 18 VDC. VIEW DIAGNOSTICS
Insufficient supply power at power-up may not operate
the DMC Control. Figure 4.10 - CIS Warning Indication
Steady State Requirements When a Fault or a Warning is present, the operator can
display the actual cause of the diagnostic on the CIS
The power source must be capable of supplying 1 Amp Operator Interface Display by the following steps.
at a minimum of 18 VDC following the initial control
power-up.

Accessing Diagnostic Codes Diagnostic Codes Clear and Reset
The ESS Control System diagnostic codes are Many of the diagnostic codes on the ESS Control
provided on the ECM Display. The Display Select System are alarm codes and will be cleared from the
Switch , located on the front of the ESS Panel, is used diagnostic list when the Display Select Switch is toggled and
to scroll through the current parameter data and any the conditions for the problem are no longer present. These
diagnostic codes. The scrolling order of information on diagnostic codes will be displayed on the ECM display
the ECM display when the Mode Control Switch (MCS) as a solid message, versus flashing.
is in the START position is
The diagnostic codes which do cause an engine
• Desired Engine Speed shutdown require a system reset. These codes are
• Fuel Energy Content, then displayed as a flashing message on the ECM display
• Diagnostic Codes, in the order of occurrence. and cause a "RST REQD" (reset required) message to
be displayed by the ECM. Turn the Mode Control
After the final diagnostic code, the display returns to Switch (MCS) to the OFF/RESET position.
show Desired Engine Speed.
NOTE: Turning the Mode Control Switch to
The diagnostic codes are accessed by scrolling past OFF/RESET will clear ALL the diagnostic codes from
the Desired Engine Speed and the Fuel Energy the control system. Acknowledge and clear ALL codes
Content displays using the Display Select Switch. If before removing power from the system.
any of the ECM LED's are flashing, then the next
display will show a diagnostic code. The display will The diagnostic code will be cleared from the code list
show the first diagnostic code and the corresponding after being acknowledged and if the problem conditions
LED will be solid. are no longer present. When the four ECM LED's, on
the right side, are not illuminated, no diagnostic codes
To continue scrolling through the diagnostic codes, are present.
toggle the Display Select Switch after viewing each
diagnostic code. If the problem conditions are still present when the
Display Select Switch is toggled, the display will move
NOTE: The diagnostic code on the display may be to the next diagnostic code and light a solid LED for the
cleared when the Display Select Switch is toggled. If code. The ECM will begin flashing the appropriate LED
the conditions of the problem persist, the code will for the previous code to indicate that the diagnostic
return to the diagnostic list. condition and code is still present and has not been
acknowledged.
Always note and record each diagnostic code
before clearing with the Display Select Switch.

1. From the "FAULT" or "WARNING" screen press To clear the diagnostic codes from the CIS press
the "DIAG" Key in order to view the diagnostics the "RESET" key. When the "RESET" key is
pressed the following will occur.
All Warnings and Faults are cleared from memory.
Temporary cylinder timing offsets will be inserted
from the EPROM.
DIAG
2. Press the "DIAG" key again in order to see more

diagnostics.
3. Press the "NEXT" key in order to see more
diagnostic messages
NEXT
4. Press the "ESC" key in order to exit.
5. After all of the diagnostics have been read the

user can reset the warnings and faults by first
pressing the "ESC" key in order to exit.
3-29 Troubleshooting
Failure Mode Identifiers (FMI)
The Failure Mode Identifier (FMI) indicates the nature of the failure that has taken place. The FMI list is adopted
from SAE J1587 standard practice diagnostics. The information below shows all the SAE J1587 FMI codes and a
general description of the diagnostic modifiers. For a detailed description of the failure mode detected for a
particular device, check the diagnostic code Cross Reference chart and the prescribed troubleshooting procedure.
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 shorted low
05 Current below normal or open circuit
06 Current above norma! 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 Compone nt
13 Uncalibrated device or component

ESS Component Identifiers (CID)
A Component identifier (CID) indicates the control subsystem is experiencing the event. The CID is a three-digit
code assigned to each component or system condition. The valid CID for the ESS Control System are in numerical
order with a description of the assigned component. The component description includes the physical device, any
wiring between the device and the electronic control modules and the inputs or outputs of the control modules
associated with the device.
CID Component CID Component
017 Gas Shut off Valve 510 Cylinder #10 (Ignition & Detonation)
020 Magneto Calibration 511 Cylinder #11 (Ignition & Detonation)
023 Fuel Actuator 512 Cylinder #12 (Ignition & Detonation)
082 Starting Air Pressure 513 Cylinder #13 (Ignition & Detonation)
094 Fuel Pressure Sensor 514 Cylinder #14 (Ignition & Detonation)
106 Air Pressure Sensor 515 Cylinder #15 (Ignition & Detonation)
109 Coolant Outlet Pressure Sensor 516 Cylinder #16 (Ignition & Detonation)
110 Jacket Water Sensor 518 Pressure Module
168 Battery Voltage 519 Crankcase Pressure Sensor
172 Air Temperature Sensor 521 Fuel Temperature Sensor
190 DMC Flywheel Teeth Sensor 522 Fuel Energy Content Input
248 Timing Control Module Communication 523 Engine Control Speed Input
Data Link
258 Crank Angle Sensor 524 Desired Engine Speed Input
317 Engine is Overloaded 525 Choke Actuator
318 Right Detonation Sensor 526 Wastegate Actuator
319 Left Detonation Sensor 529 Fuel Energy Content Input
320 Timing Control Ignition 531 Idle/Rated Input
325 Engine Detonation 532 Shutdown Input
326 Timing Control Ignition 534 Utility Parallel ("On Grid") Input
328 DMC Configuration Fault (Not a physical 535 Exhaust Temperature
Component
456 Hydrax Pressure Switch 536 Oil Level
462 Coolant Inlet Pressure Switch 537 Coolant Level
500 Engine Control Personality Module 538 Air Restriction - Right (Vee)
501 Cylinder#1 (Ignition & Detonation) 539 Air Restriction - Left (Vee) or Inline
502 Cylinder #2 (Ignition & Detonation) 540 Driven Equipment Input
503 Cylinder #3 (Ignition & Detonation) 541 Differential Oil Pressure
504 Cylinder #4 (Ignition & Detonation) 542 Unfiltered Oil Pressure Sensor
505 Cylinder #5 (Ignition & Detonation) 543 Filtered Oil Pressure Sensor
506 Cylinder #6 (Ignition & Detonation) 584 Oil Pressure Prelubrication Switch
507 Cylinder #7 (Ignition & Detonation) 772 Communication Data Link (DMC)
508 Cylinder #8 (Ignition & Detonation) 819 CAT Data Link (Display)
509 Cylinder #9 (Ignition & Detonation)

Diagnostic Code Cross Reference by CMS Module Fault Lamp
The lamps on the CMS Module of the ESS Control Panel indicate a diagnostic condition exists which pertains to a
particular part of the control system. The diagnostic code displayed on the Engine Control Module (ECM) will
indicate the specific diagnostic detected. The CID-FMI diagnostic code is the result of a specific system device
experiencing a problem or event. Troubleshooting procedures are cross-referenced according to the diagnostic
code. Although the Diagnostic Description for a code describes the problem in terms of a particular feature of a
device, the diagnostic can be the result of a problem in the system device, the wiring between the device and the
electronic control modules, or the inputs or outputs of the control modules associated with the device. Each
procedure includes an explanation of the interaction of the device to the engine control system operation.
Diagnostic Code Cross Reference By ECM Code
The lamp on the CMS Module of the ESS Control Panel indicate a diagnostic condition exists which pertains to a
particular part of the control system. The diagnostics displayed on the Engine Control Module (ECM) indicate the
specific diagnostic detected. The combined CID-FMI diagnostic code is the result of a specific system device
experiencing a problem or event. Troubleshooting procedures are cross-referenced in the following table by the
CID-FMI diagnostic code. Although the Diagnostic Description for a code describes the problem in terms of a
particular feature of a device, the diagnostic can be the result of a problem in the system device, the wiring between
the device and the electronic control modules, or the inputs or outputs of the control modules associated with the
device. Each procedure includes an explanation of the interaction of the device to the engine control system
operation.
Diagnostic Code Cross Reference Chart

CID-FMI Diagnostic CMS Diagnostic Description Procedure Page No.
Type Lamp
017-12 Shutdown F4 Gas Shutoff Valve (GSOV) Failure Gas Shutoff Valve (GSOV) 4-45
Failure
020-13 Shutdown F9 Magneto Out of Calibration Magneto Out of Calibration 4-255
023-02 Alarm F4 Fuel Actuator (No Position Feedback) Heinzmann Fuel Actuator 4-321
023-02 Alarm F4 Fuel Actuator (No Position Feedback) Hydrax Fuel Actuator 4-284
023-07 Shutdown F4 Fuel Actuator Not Responding Heinzmann Fuel Actuator 4-321
Properly
023-07 Shutdown F4 Fuel Actuator Not Responding Hydrax Fuel Actuator 4-284
Properly
082-12 Alarm F10 Starting Air Pressure Sensor Starting Air pressure 4-119
Sensor
094-00 Alarm F4 Fuel Pressure Limit Active Fuel Pressure Sensor 4-124
094-01 Alarm F4 Insufficient Fuel Pressure Fuel Pressure Sensor 4-124
094-1 1 Shutdown F4 Failed Fuel System: Mechanical Fuel Pressure Sensor 4-124
094-12 Shutdown F10 Fuel Pressure Sensor Failure Fuel Pressure Sensor 4-124
106-01 Alarm/ F5 Insufficient Boost Manifold Air Pressure 4-103
Shutdown Sensor
106-12 Shutdown F10 Air Pressure Sensor Failure Manifold Air Pressure 4-103
Sensor
109-01 Alarm/ F1 Coolant Outlet Pressure Low Coolant Outlet Pressure 4-97
Shutdown Sensor
109-12 Alarm/ F10 Coolant Outlet Pressure Sensor Coolant Outlet Pressure 4-98
Shutdown Failure Sensor


Type Lamp
110-00 Alarm/ F1 High Jacket Water Coolant Jacket Water Temperature 4-63
Shutdown Temperature Sensor
110-01 Alarm F1/F11 Low Jacket Water Coolant Jacket Water Temperature 4-63
Temperature Sensor
110-12 Alarm/ F10 Jacket Water coolant Temperature Jacket Water Temperature 4-63
Shutdown Sensor Failure Sensor
168-01 Alarm/ F3 Battery Voltage Low Battery Voltage Low 4-40
Shutdown
172-00 Alarm/ F1 High Air Temperature Inlet Manifold Air 4-84
Shutdown Temperature Sensor
172-12 Shutdown F10 Air Temperature Sensor Failure Inlet Manifold Air 4-84
Temperature Sensor
190-10 Shutdown F10 Noisy Flywheel Teeth Sensor Signal DMC Flywheel Teeth 4-192
Sensor
190-12 Shutdown F10 No Flywheel Teeth Sensor Signal DMC Flywheel Teeth 4-192
Sensor
248-12 Shutdown F9 Timing Control Module Timing Control Module 4-244
Communication Failure Communication Failure
258-00 Alarm F9 Too Many Crank Angle Sensor Pulses Crank Angle Sensor 4-56
258-01 Alarm F9 Too Few Crank Angle Sensor Pulses Crank Angle Sensor 4-56
258-04 Shutdown F10 Crank Angle Sensor Failed Shorted Crank Angle Sensor 4-56
258-05 Shutdown F10 Crank Angle Sensor Failed Open Crank angle Sensor 4-56
317-00 Alarm F1 Engine is Overloaded Engine is Overloaded 4-70
318-12 Shutdown F12 No Right Detonation Sensor Detonation Sensor 4-198
319-12 Shutdown F12 No Left Detonation Sensor Detonation Sensor 4-198
320-04 Shutdown F10 Timing Control Speed Sensor Failed Flywheel Sensor 4-71
Shorted
320-05 Shutdown F10 Timing control Speed Sensor Failed Flywheel Sensor 4-71
Open
325-00 Alarm/ F12 High Detonation Detonation Sensor 4-198
Shutdown
326-09 Shutdown F9 No Magneto Interface Signal Ignition Timing 4-77
326-11 Shutdown F9 Timing Control System Problem Ignition Timing 4-77
328-12 Shutdown F7 Engine Type Programming Change Engine Type Programming 4-238
456-05 Shutdown F9 Hydrax Pressure Switch Hydrax Pressure Switch 4-280
462-00 Alarm/ F1 High Coolant Inlet Pressure Coolant Inlet Pressure High 4-92
Shutdown
500-12 Shutdown F7 Incompatible Personality Module Personality Module 4-90
501-02 Alarm F8 Cylinder 1 - Misfire Greater than 20 Cylinder Ignition 4-223
percent
501-06 Alarm F8 Cylinder Detonation Sensor DC Cylinder Detonation Sensor 4-210
Voltage Abnormal
501-08 Alarm F8 Cylinder 1 - Misfire Cylinder Ignition 4-223
501-09 Alarm/ F9 Cylinder 1 - Failed Ignition Cylinder Ignition 4-223
Shutdown


Type Lamp
501-10 Shutdown F9 Noisy Cylinder 1 Ignition Signal Cylinder#! Ignition Signal 4-240
(DMC Only)
501-12 Shutdown F9 No Cylinder 1 Ignition Signal (DMC Cylinder #1 Ignition Signal 4-240
Only)
501-13 Alarm F4 Cylinder 1 - Prechamber Out of Cylinder Ignition 4-223
Calibration
percent
502-06 Alarm F8 cylinder Detonation Sensor DC Cylinder Detonation Sensor 4-210
Voltage Abnormal
Shutdown
Calibration
percent
Voltage Abnormal
Shutdown
Calibration
percent
Voltage Abnormal
Shutdown
Calibration
percent
Voltage Abnormal
Shutdown
Calibration
506-02 Alarm F8 Cylinder 6- Misfire Greater than 20 Cylinder Ignition 4-223
percent
Voltage Abnormal


Type Lamp
Shutdown
percent
Voltage Abnormal
Shutdown
Calibration
percent
Voltage Abnormal
Shutdown
Calibration
percent
Voltage Abnormal
Shutdown
Calibration
percent
Voltage Abnormal
Shutdown
Calibration
percent
511-06 Alarm F8 Cylinder 11 Detonation Sensor DC Cylinder Detonation Sensor 4-210
Voltage Abnormal
511-08 Alarm F8 Cylinder 1 1 - Misfire Cylinder Ignition 4-223
Shutdown
G3600 Engine Supervisory System 3-35


Type Lamp
Calibration
percent
Voltage Abnormal
Shutdown
Calibrations
percent
Voltage Abnormal
Shutdown
Calibration
percent
Voltage Abnormal
Shutdown
Calibration
percent
Voltage Abnormal
Shutdown
Calibration
percent
Voltage Abnormal
Shutdown
516-13 Alarm F4 Cylinder 16- Prechamber Out of Cylinder Ignition 4-223
Calibration


Type Lamp
518-12 Shutdown F7 Pressure Module Failure Pressure Module Failure 4-108
519-00 Alarm/ F1 High Crankcase Pressure Crankcase Pressure 4-113
Shutdown Sensor
519-12 Alarm/ F10 Crankcase Pressure Sensor Failure Crankcase Pressure 4-113
Shutdown Sensor
521-00 Alarm F4 High Fuel Temperature Fuel Temperature Sensor 4-48
521-12 Alarm F10 Fuel Temperature Sensor Failure Fuel Temperature Sensor 4-48
522-12 Alarm F10 Fuel Energy Content Input Failure Fuel (Quality) Energy 4-140
Content Input
523-12 Shutdown F10 Engine Speed Sensor Failure ECM Speed Sensor 4-150
524-12 Alarm/ F10 Desired Speed Input Failure Desired Speed Input 4-157
Shutdown
525-02 Alarm F5 Choke Actuator (No Position Heinzmann Choke Actuator 4-330
Feedback) Failure
525-02 Alarm F5 Choke Actuator (No Position Hydrax Choke Actuator 4-297
Feedback) Failure
525-07 Alarm/ F5 Choke Actuator Not Responding Heinzmann Choke Actuator 4-330
Shutdown Properly
525-07 Alarm/ F5 Choke Actuator Not Responding Hydrax Choke Actuator 4-297
Shutdown Properly
526-02 Alarm F5 Wastegate Actuator (No Position Heinzmann Wastegate 4-338
Feedback) Failure Actuator
526-02 Alarm F5 Wastegate Actuator (No Position Hydrax Wastegate Actuator 4-309
Feedback) Failure
526-07 Alarm/ F5 Wastegate Actuator Not Responding Heinzmann Wastegate 4-341
Shutdown Properly Actuator
526-07 Alarm/ F5 Wastegate Actuator Not Responding Hydrax Wastegate Actuator 4-311
Shutdown Properly
529-00 Alarm F1 Fuel Energy Content Input Setting Too Fuel (Quality) Energy 4-144
Low Content
529-01 Alarm F1 Fuel Energy Content Input Setting Too Fuel (Quality) Energy 4-144
High Content
529-02 Shutdown F8 Fuel Quality Compensation System Fuel (Quality) Energy 4-144
Failure Content
529-13 Shutdown F8 Fuel Quality Out Of Range Fuel (Quality) Energy 4-144
Content
531-11 Shutdown F7 Idle/Rated Input Failure Idle/Rated Input Failure 4-163
532-11 Shutdown F7 Shutdown Input Failure Shutdown Input Failure 4-166
534-1 1 Shutdown F7 Utility Parallel("On-Grid") Input Failure Utility Parallel ("On-Grid") 4-169
Input Failure
535-00 Alarm/ F6 High Exhaust Temperature Exhaust Temperature Input 4-52
Shutdown
536-01 Alarm/ F2 Low Oil Level Low Oil Level 4-172
Shutdown
537-01 Alarm/ F2 Low Coolant Level Coolant Level Low 4-176
Shutdown


Type Lamp
538-00 Alarm/ F1 Right Air Restriction High Air Restriction 4-180
Shutdown
538-12 Alarm/ F10 Right Air Restriction Sensor Failure Air Restriction 4-180
Shutdown
539-00 Alarm/ F1 Left Air Restriction High Air Restriction 4-180
Shutdown
539-12 Alarm/ F10 Left Air Restriction Sensor Failure Air Restriction 4-180
Shutdown
540-07 Alarm/ F11 Driven Equipment Switch Failure Driven Equipment Input 4-188
Shutdown
541-00 Alarm/ F1 High Differential Oil Pressure Oil Pressure Sensors 4-129
Shutdown
542-12 Alarm/ F10 Unfiltered Oil Pressure Sensor Failure Oil Pressure Sensors 4-129
Shutdown
543-12 Alarm/ F10 Filtered Oil Pressure Sensor Failure Oil Pressure Sensors 4-129
Shutdown
584-05 Shutdown F3 Oil Pressure Prelubrication Switch Oil Pressure Prelubrication 4-136
Switch
772-12 Shutdown F7 DMC Communications Data Link Display Data Link Failure 4-244
Failure
819-12 Shutdown F7 Display Communications Data Link CAT Data Link Failure 4-250
Failure

Status Control Module Diagnostic Codes
Diagnostic Codes are displayed on the same LCD module as the service hours, engine rpm, battery voltage,
engine oil pressure and engine oil temperature.
When a diagnostic code is present, an arrow on the display indicates which of the parameters mentioned previously
is active and a flashing diaG is displayed.
If several faults are present, the diagnostic codes will be displayed in numerical sequence. The diagnostic code can
be cleared from the display by placing the Mode Control Switch (MCS) to the OFF/RESET position.
NOTE: Before attempting any repair of Functional Test procedures, record the diagnostic code and place the Mode
_
Control Switch (MCS) to the OFF/RESET position. Restart the engine to verify if the problem is still present.
SCM diaG Code Reference Diagnostic Procedure
diaG Description Procedure Page
Code No.
01 diaG No Magnetic Speed Pickup (Speed Sensor) signal SCM Speed Sensor 4-14
02 diaG No Oil Pressure/Temperature Sensor (Transducer Signal) Oil Pressure/Temperature 4-18
Module
03 diaG Mode Control Switch (MCS) Input Fault Mode Control Switch 4-23
(MCS)
04 diaG Loss of Set points Programmed into the SCM Memory SCM Program Mismatch 4-25
05 diaG Engine shut down with no shutdown command from the SCM Engine Shutdown 4-27
06 diaG Internal failure of SCM or unstable voltage supply SCM Voltage Supply 4-31
07 diaG Internal SCM programming switch does not match program SCM Program Mismatch 4-25
08 diaG Temperature Probe fault SCM Temperature Probe 4-35
09 diaG Oil Pressure Probe fault SCM Oil Pressure 4-38
Caterpillar Ignition System Diagnostic Messages
_
Diagnostic Messages are displayed on the CIS remote panel. When a diagnostic message is present, the message
"View Diagnostics" is displayed.
CIS Diagnostic Message Cross Reference Chart
Diagnostic Message Procedure Page No.
GT SIGNAL FAULT (NO PULSES) GT Signal Fault 4-260
HALL RESET FAULT (NO PULSES) Hall Reset Fault (No Pulses) 4-266
TCM RESET FAULT (MISSIN//NO-SYNC) TCM Reset Fault (Missing//No-Sync) 4-272
RING-GEAR FAULT (152 TEETH READ) Hall Reset Fault (No Pulses) 4-266
ENGINE OVERSPEED (2205 RPM) Hall Reset Fault (No Pulses) 4-266
BOTTOM BOARD UP (CHECKSUM FAILED) CIS Failure 4-278
EEPROM MEMORY (CHECKSUM FAILED) CIS Failure 4-278
PRIMARY OPEN (A) Ignition System Failure 4-275
PRIMARY SHORT (B) Ignition System Failure 4-275
LO SPARK VOLT Ignition System Failure 4-275
HI SPARK VOLT Ignition System Failure 4-275
NO SEC. SPARK (E) Ignition System Failure 4-275

Wire Color Codes
Appended to the Wire Identification Code is a color code. The color code
consists of two characters. There are currently 11 solid insulation colors used on
Caterpillar products. Refer to color code table for the designations. A shielded
wire is identified by a "CU" or "SH" instead of one of the eleven wire insulation
colors.
Caterpillar Harness Wire Insulation Color Codes
Color Code Color Color Code Color
BK BLACK BU BLUE
BR BROWN PU PURPLE
RD RED GY GRAY
OR ORANGE WH WHITE
YL YELLOW PK PINK
GN GREEN
Note: There are two basic wiring arrangements used on G3600 engines. The early
engines used hard conduit on the engine and the engine mounted junction box terminals
were labeled from 101 to 458. The later engines used individual flesible stainless steel
harnesses and the junction box terminals were labeled from 610 to 958. The later version
has been upgraded over time to include the Caterpillar Ignition System (CIS), Detonation
Mixing Control (DMC), and the Hydrax actuators. The harnesses and junction box
termination labels have remained essentially the same with necessary hardware additions
and deletions. The schematics in this publication show only the later version terminal
points. For the early versions reference the Electrical Schematics for termination points.
Generation In-Line Schematic Vee Schematic
1st - Hard Conduit 3E9347 3E9348
2nd - SS Flex Harness/Mag/Heinzmann 128-2508 128-3198
3rd - SS Flex Harness/CIS/DMC/Hydrax 180-2919 173-0111
4th - SCM Hardwired & Exh Temp Scanner 194-7951 194-7952
ESS termination point = Engine Junction Box termination point =
Note: For Generation III engines, refer to Schematic, SENR5083 (in-line) and Schematic, SENR5082 (Vee).

Wire Identification Codes
The G3600 Engine wiring is labeled with a four-character identification code followed by a two-character color code
(example S121-WH). The identification code is designed to allow service personnel to quickly identify the function
of the circuit. The first character is a letter that describes the type of circuit. The second character qualifies the
identification. The third character further qualifies the identification. The fourth character is an instance number, to
Wire Identification Codes

Description Identifier First Qualifier Second Unit Number
Qualifier
Actuator A X X X
Sensor S X X X
Temperature S 0 X X
Pressure S 1 X X
Magnetic Pickup S 2 X X
Vibration (Detonation) S 3 X X
Restriction S 4 X X
Transducer/Module S 5 X X
Delta Pressure S 6 X X
Ionization s 7 X X
Magneto Interface S 8 X X
Misc. s 9 X X
Oil S X X X
Air S X 1 X
Fuel s X 2 X
Water S X 3 X
Crankcase S X 4 X
Timing S X 5 X
Angle s X 6 X
Speed S X 7 X
Combustion s X 8 X
Misc. S X 9 X
Contactor c X X X
Switch c 0 X X
Relay c 1 X X
SolenoidA/alve c 2 X X
Power p X X X
Ignition I X X X
Module M X X X
Data Link D X X X

HOW TO USE TESTS
System Operation
This area is used to describe subsystem component

operation and other pertinent details for
troubleshooting.
Control or Sensor Signals
The input and/or output signals are discussed in this •
TTTTT
ÿ«>«
area. Generally, each signal is discussed with

specifications. o® s,
Control Diagnostics
Any control diagnostics which directly relate to the
o oAtr
component are briefly discussed. Engine or control owr O mmm
response due to a diagnostic code may also be

discussed.
Engine Sensor Or
Component
Described in Procedure
ESS Panel Junction

Speed Sensor
Box
(0 VDC)
SCM Ground -2 504 .229 781 S274/BK A- Supply Ground
Speed Signal —7 .509 228,

(Signal)
780 B- Sensor Signal
230, 782 S274/SH
Refer to the Electrical Schematic for the terminations.
were labeled from 101 to 458. The later engines used individual flexible stainless steel

2nd- SS Flex Harness/Mag/Heinzmann 128-2508 128-3198
3rd - SS Flex Harness/ClS/DMC/Hydrax 180-2919 173-0111
ESS termination point = Engine Junction Box termination point

Diagnostic Codes
CID-FMI Conditions which generate this code: Systems Response: Troubleshooting

Example Diagnostic Code A description of how the The test
Conditions which generate this code, lists the system and/or engine will procedures are
conditions necessary to cause the diagnostic respond to the detection or organized to
code. The conditions are a list of bullet items. presence of the diagnostic allow quick
All of the conditions must be present at the code. access to the
same time for the code to be activated. information
The Diagnostic Code displayed on the ECM required to
uses a standard CID-FMI (Component troubleshoot and
IDentifier - Failure Mode Identifier) format. correct problems
associated with a
Probable Causes for this Diagnostic Code diagnostic code.
Probable Causes of this Diagnostic Code Directs the user
provides a list of the most probable to the appropriate
situations and/or problems which would Functional Test
generate this diagnostic code in the most Procedure for
likely order. troubleshooting
the failure.
Proceed with
How To Use
Tests.
Functional Test
TEST STEP RESULT DIAGNOSIS/ACTION
Step 1: ProcedureTo Be Performed Is Named Here
• Actual step by step instructions are listed here after each OK Gives direction to next
check. appropriate step in
• Follow each step in descending order. troubleshooting the subsystem
Expected Results are printed in bold type. for an OK result. STOP.
NOT OK Gives direction to next
appropriate step in
troubleshooting the subsystem
for an NOT OK result.
i
INSPECTING ELECTRICAL CONNECTORS
Test Procedure 1
Many of the System Troubleshooting Procedures in this Figure 1: Inspecting Electrical Connectors
manual will recommend checking a specific electrical Diagram
connector. The following procedure will assist in the
examination of the connector to determine if it is the
cause of the problem. If a problem is found in the MSConnectors
electrical connector or connection, repair it if possible. If Jack
it cannot be repaired, replace the faulty connector or
wiring harness.
DO NOT cut the Deutsch connector wires if the
connector must be replaced, The Deutsch Style
connectors are repairable without the need to cut the
M Jack Plug
wires. New pins and sockets can be inserted with a
crimp tool.
NOTE: Wiggle the wires while the engine is running to
reveal any intermittent diagnostic codes.
NOTE: Clean electrical connections with an alcohol
ÿ
based cleaner when any connector is unmated in a dirt
environment.
NOTE: Turn the Mode Control Switch (MCS) to the Deutsch Connectors
OFF/RESET position and open the fuse breaker in the Sealing Plug
Pin Contact Socket Contact
ESS panel before doing wiring checks or
disconnecting any harnesses. HD Connector
Jack Pin Side Socket Side Plug
\f
DT Connector
Jack Pin Side Socket Side Plug
Receptacle Wedge PlugWedge

Figure 2: Deutsch Connectors
DEUTSCH CONNECTORS
Jack Plug
=1
=3 U~L
127*9567 (16 & 16 AWG> or 1 U5805 (14 AWG)

Contact Removal Tool
NOTE: Part of 4C3406 Connector Repair Kit
Functional Test

Step 1: Check The Connections
MS Style Connectors and VE Connections OK The connectors are properly
• Ensure the receptacle back coupling is tuned mated. Proceed to next step.
clockwise as much as possible and very little, if NOT OK The connectors are not
any, threading on the plug is visible. Verify the properly mated. Repair the
connection is not cross-threaded. faulty pin, socket or replace
• Deutsche "HD" Style Connectors the faulty connector and
Ensure the plug and receptacle are aligned using wiring. STOP.
the index markings. Check that the coupling is fully
turned clockwise and has clicked into the locked
position. Verify that the two halves cannot be
pulled apart.
• Phoenix Terminal Strip Connections
Ensure the terminal strip screw has been tightened
and the wire is held in place.
The connectors should be properly mated.

Step 2: Perform A Pull Test On Each Wire
OK The pins, sockets and wires
NOTICE pass the pull test. Proceed to
Only the MS connector pins and sockets are next step.
soldered. Deutsch pins and sockets should always NOT OK The pins, sockets and wires do
be crimped, never soldered. To crimp a Deutsch pin not pass the pull test. Proceed
or socket, use the 1 U-5S04 Deutsch Crimp Tool. to Step 4.
• Connectors
Each pin and socket should easily withstand 45
N (10 lb.) of pull and remain in the connector body.
This test checks for proper crimping or soldering
and insertion. The pull test can be performed by
firmly grasping the connector body with one hand
and giving each wire a solid pull.
• Terminal Strips
The Phoenix terminal strips should be checked with a
pull test using 45 N (10 lb.) of pull force. Grasp each
wire and tug firmly.
The pins, sockets and wires should pass the pull
test.
Step 3: Inspect Connections For Corrosion And
Damage
• Connectors OK The connection contact, pins
Disconnect the connection and visually examine and sockets do not have any
each pin for evidence of corrosion or damage. corrosion build up or show
Verify proper alignment and location of pins in the signs of mechanical damage.
connector. If corrosion is present, scratch away Proceed to Step 5.
large deposits and then clean the connection using NOT OK The connection contact or pins
isopropyl alcohol and a cotton swab. Look for the and sockets have corrosion
source of corrosion and replace the corroded part. build up or show signs of
• Terminal Strips mechanical damage.
Visually examine the wire ends for evidence of Proceed to next step.
corrosion or frayed strands of wire. If corrosion is
present, scratch away large deposits then clean
using isopropyl alcohol and a cotton swab.
Remove frayed wire strands or tin the wire end.
The connection contact or pins and sockets should
not have any corrosion build up or show signs of
mechanical damage.

Step 4: Contact Removal For Deutsch Connectors
• Deutsche "HD" Style Connectors OK The contact and wire
With the rear insert of the connector towards you, assembly come out of the
snap the plastic 121-9587 (16 & 18 AWG) or connector. Proceed to Step 6.
1 U5805 (14 AWG) Contact Removal Tool over the NOT OK The contact and wire
wire of the contact to be removed. assembly do not come out of
• Unlock the contact. Slide the tool along the wire into the connector. Repair the
the insert cavity until it engages the contact faulty pin, socket or replace
(resistance will be felt) and move the retaining clip the faulty connector and
into the unlocked position. wiring. STOP.
• Pull the contact and wire assembly out of the
connector.
The contact and wire assembly should come out of
the connector.
Step 5: Check Individual Pin And Socket
Connections
OK STOP.
NOTICE NOT OK Repair the faulty pin, socket or
Deutsch pins and sockets should always be replace the faulty connector
crimped, never soldered. and wiring. STOP.
MS connector pins and sockets are soldered.
• Checking individual connection 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
test.
• For MS style connectors, mate another connector with
a suspect connector. Ensure there is continuity across
the connection.
The pins and sockets should make good contact
and the connector shows no signs of damage.

Step 6: Contact Insertion For Deutsch Connectors
Deutsch "HD" Style Connectors OK STOP.
• Insert the contacts. NOT OK Repair the faulty pin, socket or
• Grasp the wire about 25 mm (1 inch) behind the replace the faulty connector
contact body. and wiring. STOP.
• Hold the connector with the rear grommet facing
you.
• Push the contact straight into the connector
grommet until a positive stop is felt.
• Tug slightly on the wire to confirm it is properly
locked in place.
The retaining fingers in the connector will snap
behind the shoulder of the contact and lock it into
place.

DDT TROUBLESHOOTING
System Operation
The Digital Diagnostic Tool (DDT) provides status

information for the Engine Supervisory System (ESS). Figure 1: DDT Diagram
The DDT communicates directly with the Engine
Control Module (ECM) over the CAT Data Link.
The DDT is the interface used to display ESS Control
System status information of engine operating SERVICETECH
conditions such as engine speed, detonation, inlet
manifold pressure, and ignition timing. The DDT is also
used for programming the ESS Control System to
match performance requirements.
The DDT operates on Battery voltage. The battery Digital Diagnostic Tool
voltage is supplied to the DDT at the same time voltage

is applied to the ESS Control Module. ÿÿ
Two communication wires between the DDT and the
ESS panel carry the information. 00
The DDT Service Tool can be connected to the ESS
System at the service Tool Connector on either the
Engine Mounted Terminal Box or the ESS Panel.
NOTE: Do not connect more than one DDT Service
Tool at a time.
Figure 2: DDT Communications Components Using 7X-1400 Tool Gp.
Emergency
Stop
__ 7X-1415 Service Tool
Adapter Harness
CATERPILLAR
Oi
7X-1685 DDT
Harness
7X-1685 DDT
Harness
(Umbilical)
BSBB SBBEI
Note: The NEXG4511 0000 0000
ÿÿÿÿ ÿ 0E0
chip is required. RQ0B 0000

Figure 3: DDT Wiring Schematic
ENGINE MOUNTED
TERMINAL BOX ESS PANEL
CMS ECM
24 2321 01 22 14 06|21 3D
in ! 22 5!
'110-RD 607(406) 201(111)
913(420) ; 287(112)
in* 3XL u mm
225(110)
. 228(108)
Serial -
-<2>
-c§>
7X-1415 Service Tool Service Tool AB C D
Adapter Harness Adapter Harness ABDE
AB D E
WW
DDTC DDT DDTC
•Battery
<
<
14
2«
+Darta Link ÿ•ÿData Link
< 7<
Data Link •Data Link < A <
ABDE
DDT Harness DDT Harness
7X-1685 7X-1685
Diagnostic Codes

EO or E1 Probable Causes For This Diagnostic Code The engine will continue to Service is
* An Internal problem in the DDT Module has operate. The DDT can not required on the
communicate status or
been detected. diagnostic information from the DDT Module.
ESS. Refer to
SEHS8806 Tool
Operating
Manual, Using the
NEXG451 1
Industrial
Applications DDT
Functions Service
Program Module
for details.
Proceed with DDT
Troubleshooting.

E2 or E6 Probable Causes For This Diagnostic Code The engine will continue to Proceed with
• The DDT has been unable to communicate operate. The operator will be DDT
with the ECM unable to retrieve status or Troubleshooting.
* The DDT Software Program Module (SPM) is diagnostic information from the
incompatible with the Personality Module on ESS, and will be unable to
the ECM change any of the Customer
• An Open or Short in a communication wire Specified Parameter values.
• No power to the ECM, or
• An internal Engine Control Module failure.
E4 Probable Causes For This Diagnostic Code The engine will continue to Press the CLEAR
• A request has been made to change a operate. The Customer key on the DDT
Customer Specified Parameter while the Specified Parameter will keypad to return
engine is running. remain at the previously the DDT to normal
programmed value. operation. The
engine must be
stopped to change
a Customer
Specified
Parameter value.
STOP.
E7 Probable Causes For This Diagnostic Code The engine will continue to Press the
• A request has been made to enter the MAG operate. SELECT key on
CAL screen while the engine load is greater the DDT keypad
than 50 percent. *o return the DDT
to normal
operation. STOP.
Functional Test

Step 1: Check For Connector Damage
• Turn the Mode Control Switch (MCS) to the OFF/RESET OK The connectors, terminal
position. strips and wiring harness are
• Open the fuse breaker in the Engine Mounted Panel. free of corrosion or
• Check the ESS Connector, 7X-1414 Service Tool mechanical failure.
Adapter Harness, 7X- 1685 DDT Harness and the DDT Proceed to next step.
connector for corrosion or mechanical failure. NOT OK The connectors, terminal
• Inspect the Terminal strip connections in the Engine strips and wiring harness are
Mounted Terminal Box and the ESS Panel, for corrosion not free of corrosion or
or mechanical failure. mechanical failure. Repair
NOTE: For additional information refer to Inspecting as required. STOP.
Electrical Connectors. ADDITIONAL Refer to Inspecting
The connectors, terminal strips and wiring harness INFORMATION Electrical Connectors. If
should be free of corrosion or mechanical failure. OK, proceed to next step.

Step 2: Check The DDT Software Program Module
Disconnect the 7X-1465 DDT Service Tool from the OK The Software Program
7X-1685 DDT harness. Module is the correct version
Ensure that the Software Program Module is the correct for your application and is
one for your application and that it has been properly installed properly. Proceed
installed. to next step.
Refer to SEHS8806 for additional information. NOT OK The Software Program
The Software Program Module should be the correct Module is NOT the correct
version for your application and it should be installed version for your application
properly. or is installed improperly.
Repair as required. Refer to
SEHS8806 Tool Operating
Manual. STOP.
Step 3: Check The Engine Wiring For Opens
Disconnect the J3 (large) Connector from the ESS OK There are no open circuits
Control Module. between the Engine Control
Disconnect the 7X- 1415 Service Tool Adapter Harness module (ECM Connector
from the Engine Mounted Terminal Box and/or the ESS and the Service Tool
Panel. Connector or the system
Use an ohmmeter set on the 200-Ohm scale and panel. Proceed to next
measure the resistance between: step.
•STC pin-A to (+ Battery) NOT OK The readings are greater
• STC pin-B to (- Battery) than 2 Ohms. Repair the
• STC pin-C to ECM Connector J3 pin-21 fault connector or replace
• STC pin-D to ECM Connector J3 pin-20 the harness. Verify that the
repair eliminates the
The readings should be less than 2 Ohms.
problem. STOP.
Step 4: Check The Engine Wiring For Shorts
Use an ohmmeter set on the 2k Ohms scale. OK The reading are greater than
Measure the resistance at the engine harness ECM 2k Ohms. Proceed to next
Connector from the following step.
ECM Connector J3 pin-21 to all of the other connector NOT OK The reading are NOT
pins and the connector housing. greater than 2k Ohms.
• ECM Connector J3 pin-20 to all of the other connector Repair the fault connector or
pins and the connector housing. replace the harness. STOP.
The reading should be greater than 2k Ohms.

Step 5: Check The DDT Harness For Opens
• Disconnect the 7X-1 415 Service Tool Adapter Harness OK The reading is less than 2
from the DDT Harness. Ohms. Proceed to next
• Set an ohmmeter on the 200 Ohms scale and check for step.
continuity between the 7X-1 415 Service Tool Adapter NOT OK The reading is greater than 2
Harness from the 4-pin connector (metal housing) to the Ohms. Repair the fault
9-pin connector (plastic housing) connector or replace the
• pin-A to Pin-A harness. Verify that the
• pin-B to Pin-B repair eliminates the
• pin-D to Pin-C problem. STOP.
• pin-E to Pin-D
• Check for continuity in the DDT Harness wiring from each
9-pin connector (9PC) (Grey plastic housing) to the DDT
Tool Connector (DDTC) (black plastic housing) for the
following
• 9PC pin-A to DDTC pin-1
• 9PC pin-13 to DDTC pin-2
• 9PC pin-C to DDTC pin-7
• 9PC pin-D to DDTC pin-4
The readinq should be less than 2 Ohms.
Step 6: Check The DDT Harness For Shorts
Use an ohmmeter set on the 2k Ohms scale and measure OK The readings are greater
the resistance from pin to pin for each of the following than 2k Ohms. Refer to
connectors. Battery Voltage Low.
• 7X-1 415 Service Tool Adapter harness 9-pin STOP.
Connector (Grey plastic housing). NOT OK The readings are NOT
• 7X-1 415 Service Tool Adapter harness 4-pin greater than 2k Ohms.
Connector (metal housing). Repair the fault connector or
• 7X-1685 DDT harness DDT Connector (black plastic replace the harness. Verify
housing). that the repair eliminates the
• 7X-1 685 DDT harness 9-pin connectors (both Grey problem. STOP.
plastic housings).
The readings should be greater than 2k Ohms.

01 diaG
SCM SPEED SENSOR
System Operation
The SCM Engine Speed Sensor (MPU) is a passive
magnetic pickup sensor that provides engine speed to Figure 1: SCM Speed Sensor Diagram
the SCM.
The Engine Speed Sensor must be installed with an air
gap of one half to three fourths counterclockwise turn
from full bottom position. A properly adjusted air gap will
prevent nuisance diagnostics.
NOTE: The sensor is shared with the Timing Control
Module (TCM) and DMC where applicable.
The sensor outputs a sinusoidal waveform created as the o© ZL
—
flywheel ring gear teeth pass beneath the pickup. The o OA's
frequency of the signal is proportional to the speed of the
engine. The signal can be interpreted as engine speed
oarr o
(rpm) equals frequency (Hz) multiplied by 60 then divided
by the number of teeth (255).
rpm=(Hz) X 60 I(255)
The frequency of the signal can be measured using a
voltmeter with an AC frequency mode or an
oscilloscope. MPU
Figure 2: SCM Speed Sensor Schematic

ES&MNEL - ~
ir
i
Figure 3: Speed Sensor Output Table
Soeed Sensor Outout

Frequency Engine Speed (rprn)
425 100
2125 500
2975 700
3825 900
4250 1000
Diagnostic Codes

01 diaG Probable Causes For This Diagnostic Code If the engine is running, the Proceed with
• Mis-Adjusted Status Control Speed Sensor engine will shut down and the SCM Speed
• Failed Status Control Speed Sensor engine will be prevented from Sensor.
• Short, Open or corrosion in the wiring to the restarting.
speed sensor. The Mode Control Switch
• Intermittent problem in the sensor or wiring (MCS) must be placed in the
OFF/RESET position in order
to clear the diagnostic code
from the system.
Functional Test
Electrical Connectors Test Procedure 1 (page4-3). ADDITIONAL Refer to Inspecting
Step 2: Check The Speed Sensor

• Disconnect the Speed Sensor on the flywheel housing OK The resistance is between
from the engine harness. 100 and 600 Ohms.
• Inspect the Speed Sensor for mechanical damage. Proceed to next step.
• Use an ohmmeter set on the 2k Ohms scale to measure
the resistance between pin-A and pin-B of the SCM NOT OK The resistance is NOT
speed sensor (NOT across the engine harness between 100 and 600
connector). Ohms. Replace the Speed
The resistance should measure between 100 and 600 Sensor. STOP.
Ohms.

Step 3: Check The Harness Wiring
• Connect the Speed Sensor to the engine harness.
• Disconnect the Speed Sensor signal lead (terminal-7) on OK The resistance is between
the SCM. 100 and 600 Ohms.
• Measure the resistance between the sensor lead and the Proceed to next step.
SCM -Battery connection. NOT OK The resistance is NOT
The resistance should measure between 100 and 600 between 100 and 600 Ohms.
Ohms. There is a problem in the
connector or the wire. Repair
as required. STOP.
Step 4: Check The Sensor Signal
Reconnect the Speed Sensor lead to terminal-7 on the
•
OK The voltage measures at least
SCM.
2.0 VAC. Proceed to next
• Use a multimeter to measure AC voltage across the
-Battery post and terminal-7 on the SCM. NOT OK The voltage does NOT
• Crank the engine. Ensure that the engine will reach 70 measure 2.0 VAC. Proceed
rpm. to Step 6.
The voltage should be at least 2.0
VAC.
Step 5: Reset The SCM

• Turn the Mode Control Switch (MCS) to the START OK The 01-dlAG code is no
position. longer be displayed on the
• Start the engine.
SCM.STOP.
The 01 dlAG code should no longer be displayed on the
SCM. NOT OK The 01-dlAG code is still
displayed on the SCM.
Replace the SCM. Verify
that the replacement
eliminates the problem.
STOP.
Step 6: Check The Speed Sensor And Gap
• Remove the sensor from the engine block. OK The 01-dlAG code is no
• Examine the sensor for damage and dirt or metal debris longer active. STOP.
on the magnetic tip. The tip of the sensor should be clean NOT OK The 01-dlAG code is still
and show no signs of damage. active. Proceed to next
• Install the Speed Sensor, turn the sensor clockwise until step.
the sensor makes contact with the flywheel tooth tip.
• Back the sensor out counterclockwise one-half to DAMAGE The sensor shows signs of
three-quarters turn SENSOR damage. Replace the Speed
Sensor. Verify that the
• Tighten the locknut to a torque of 45 ± 7 Nm (33 ±5 lb ft).
replacement eliminates the
Do NOT let the magnetic pickup turn while the locknut is
tightened. problem. STOP.
• Reconnect the Speed Sensor to the engine harness.
• Turn the Mode Control Switch to the OFF/RESET
position.
• Restart the engine.
The 01-dlAG code should no longer be active.

Step 7: Check The Flywheel
• Inspect the flywheel ring gear teeth beneath the Speed OK The flywheel ring gear shows no
Sensor path for damage. signs of damage. Replace the
The flywheel ring gear should show no signs of Speed Sensor. Verify that the
damage. replacement eliminates the
problem. STOP.
NOT OK The flywheel ring gear shows no
signs of damage. Replace the
Speed Sensor. Verify that the
replacement eliminates the
problem. STOP.

02 diaG
OIL PRESSURE/TEMPERATURE MODULE
System Operation
Figure 1: Oil Pressure/Temperature Module
The SCM monitors the oil pressure and oil temperature to Diagram
provide basic engine protection.
The Oil Pressure/ Temperature Module (or Transducer
Module) receives engine oil pressure sensor and oil
temperature sensor values and relays the information to ±L
the SCM. 09 S.
C —
O OAT
The sensor module sends the engine oil temperature
o
and pressure information to the SCM in a serial
communications message.
Oil Pressure Sensor
o-i
Oil Pressure/Temperaure Oil Temperature Sensor,
Transducer Module
Figure 2: Oil Pressure/Temperature Module Schematic
Oil Pressure Sensor
ESS Panel Engine Junction Box A - Supply

Sensor Signal
SCM
[126
S591/SH
-RD
B - Ground
SCM
-GN-
-BAT
OUTPUT
(505 125
S591/BK 752 Oil Pressure — YL
Oil Temperature Oil Temperature Sensor
S591/RD (208) QR Transducer ,(353)
+V SNSR (504 123 750 C - Sensor Signal
(209)PK
SNSR MOD
INPUT
(507, (124 S591/WH {gg Ground

Diagnostic Codes

02 dlAG Probable Causes For This Diagnostic Code If the engine is running, the Proceed with
engine will shut down and the Oil Pressure/
• Short, Open or corrosion in the wiring to the
engine will be prevented from Temperature
sensor(s) and/or Transducer Module.
restarting. Module.
• Intermittent problem in the sensor or wiring.
• Faulty Transducer Module The Mode Control Switch
(MCS) must be placed in the
from the system.
Functional Test
Electrical Connectors Test Procedure 1 (page 4-3). ADDITIONAL Refer to Inspecting
Step 2: Check Module Supply Voltage At SCM

OK The voltage is between 11
• Power up the control system . Turn the Module Control and 15 VDC. Proceed to
Switch (MCS) to the STOP position. Measure the voltage next step.
between terminal-4 (supply) and terminal-3 (ground) of
the SCM. NOT OK The voltage is NOT between
11 and 15 VDC.
Proceed to Step 4.

Step 3: Check Transducer Signal Voltage
Measure the voltage between terminal-5 (signal) and The voltage is between 4 and
OK
terminal-3 (ground) of the SCM. 8 VDC. Replace the SCM.
The voltage should be between 4 and 8 VDC. Verify the repair eliminates
the problem. STOP.
The voltage is above 8 VDC.

ABOVE 8 VDC Proceed to Step 5.
BELOW 4 VDC The voltage is below 4 VDC.
Proceed to Step 6.
Step 4: Check Module Supply Voltage Without
Transducer
Disconnect the pink, black and orange wires at the Oil OK The voltage is between 11
Pressure/Temperature Module from the Engine and 15 VDC. Replace the Oil
Junction Box Terminal Stop. Pressure/Temperature
Measure the voltage between terminal-4 (supply) and Module, verify that the repair
terminal-3 (ground) of the SCM. eliminates the problem.
The voltage should be between 11 and 15 VDC. STOP.
NOTE: Record this measurement for reference in the
NOT OK The voltage is NOT between
following steps.
11 and 15 VDC. Proceed to
Step 7.
Step 5: Check For Wiring Open In Transducer Ground
Turn the Mode Control Switch (MCS) to the OFF/RESET The resistance is less than
position. OK
7.552 Ohms. Proceed to
Open the fusebreaker in the ESS panel. Step 8.
Disconnect the Oil Pressure/Temperature Module black NOT OK
The resistance is greater than
wire from the terminal strip in the junction box. 5 Ohms. Repair the open in
Measure the resistance between terminal-752 the the Transducer ground wire.
junction box and -Battery.
Verify that the repair
NOTE: This is terminal 207 in the early wiring
configuration (Hard Conduit Engine).
STOP.
The resistance should be less than 5 Ohms.
Step 6: Check Signal Voltage Without Transducer
Disconnect the pink, black and orange wires at the Oil OK The voltage is greater than 8
Pressure/Temperature Module in the Engine Junction VDC. Replace the Oil
Box. Pressure/Temperature
Measure the voltage between terminal-5 (signal) and Module, verify that the repair
termianl-3 (ground) of the SCM. eliminates the problem.
The voltage should be greater than 8 VDC. STOP.
NOT OK The voltage is less than 8
VDC. Proceed to Step 9.

Step 7: Check Module Supply Voltage Without Harness Wires
• Disconnect the wire from terminal-4 of the SCM.
• Measure the voltage between terminal-4 (supply) and OK The voltage is between 11
terminal-3 (ground) of the SCM. and 15 VDC. Replace the Oil
The voltage should be between 11 and 15 VDC. Pressure/Temperature
Module. Verify the repair
STOP.
11 and 15 VDC. Replace the
SCM. Verify the repair
STOP.
Step 8: Check Signal Voltage At Transducer
• Reconnect any wires that were disconnected. OK The voltage is between 4 and
• Measure the voltage between terminal-751 (signal) and 8 VDC. There is an open
terminal-752 (ground) in the junction box. signal wire between the SCM
NOTE: This is terminals 209 to 207 in the early wiring and the Oil
configuration (Hard Conduit Engine). Pressure/Temperature
Module. Repair as required.
STOP.
BELOW 4 VDC The voltage is below 4 VDC.
Repair wiring open signal
wire between the SCM and
the Oil Pressure/Temperature
Module, if not OK replace the
Oil Pressure/Temperature
Module, verify that the repair
STOP.
ABOVE 8 VDC The voltage is above 8 VDC.

Repair the wiring short on the
Transducer signal wire. If the
voltage is greater than 20
VDC, Replace the Oil
Pressure/Temperature
Module, verify that the repair
STOP.

Step 9: Check Signal Voltage Without Harness Wires
• Disconnect the signal wire from SCM terminal-5 (signal). OK The voltage is greater than 8
• Measure the voltage between terminat-5 (signal) and VDC. Repair or replace the
signal wire in the harness.
terminal-3 (ground).
The voltage should be greater than 8 VDC, eliminates the problem.
STOP.
VDC. Replace the SCM.
Verify the repair eliminates
the problem. STOP.

03 diaG
MODE CONTROL SWITCH (MCS)
System Operation
The Status Control Module (SCM) uses the Mode

Control Switch (MCS) to control the starting and
stopping functions for the engine.
Placing the Mode Control Switch (MCS) to the
OFF/RESET position is used to clear and reset
diagnostic fault codes.
rmf
The SCM input is connected to ground by the MCS to o® st
determine the MCS switch position.
This diagnostic code will be active if there is an open or o «s oA-sr
short from the Mode Control Switch (MCS) to the SCM. At o -«-»
least one input (AUTO, START, STOP or OFF/RESET)
must be connected to -Battery.
Mode Control Switch
_ (MCS)_
AUTO
START
Figure 2: Mode Control Switch Schematic
MODECONTROL
SWITCH MCS)
SCM
OFHRESET
OFF/RESET 12 £2) IH1MD <5 AUTO
AUTO 11 «*) Mtl&JtD 70 STOP
STOP 10 M154D
<53 START
START 00 su) (**)— ifiiMD
<B
MTtVOE
CONTACT SXShj-®-

Diagnostic Codes

• Wiring Problem to Mode Control Switch engine will shut down and the Mode Control
• Faulty Mode Control Switch, PLPSR relay or engine will be prevented from Switch (MCS).
PLPSR contacts, SCM, or D3 diaG restarting.
The Mode Control Switch
from the system.
Functional Test
Step 1: Isolate the Problem Circuit
• Shut off air supply to the starters.
• Place MCS in OFF/RESET.
• Turn MCS to the STOP position; note if
the 03 dlAG is displayed on the SCM.
• Turn MCS to OFF/RESET wait 10
seconds and place MCS in AUTO, note
if 03 dlAG is displayed on the SCM.
• Rotate the MCS to the START position
from both AUTO and STOP. Note the result
of the above procedures. This could isolate
the faulty circuit. Proceed to Step 2.
• Turn the Mode Control Switch (MCS) to the OFF/RESET OK Every test step in the
"Inspecting Electrical
position.
Connectors" procedure has
• Open the fuse breaker in the Engine Mounted Panel. an OK result.
• Check the ESS Connector, 7X-1414 Service Tool Proceed to next step.
Adapter Harness, 7X- 1685 DDT Harness and the DDT
connector for corrosion or mechanical failure.
NOT OK One of the test steps in the
• Inspect the Terminal strip connections in the Engine "Inspecting Electrical
Mounted Terminal Box and the ESS Panel, for corrosion Connectors" procedure has a
or mechanical failure. NOT OK result.
NOTE: For additional information refer to Inspecting
Electrical Connectors Test Procedure 1 (page 4-3). Repair: Follow the
The connectors, terminal strips and wiring harness recommended repair that is
provided in the "Inspecting
should be free of corrosion or mechanical failure. Electrical Connectors"
procedure. STOP.
ADDITIONAL Refer to Inspecting
INFORMATION Electrical Connectors. If
OK, proceed to next step.

Step 3: Check The Wiring For Opens/Shorts
OK The resistance between each
• Ensure that the fuse breaker in the ESS Panel is open.
lead and ground is less than
• Disconnect wires from SCM terminal-9, terminal-10,
2 Ohms. Proceed to next
terminal-1 1, and terminal-12. Disconnect wires 84&85
step.
from PLPSR. Jumper wire from terminal 84&85
together (wires M114WH and M113 WH) NOT OK The resistance between each
• Measure the resistance between each wire and the SCM lead and ground is greater
-Battery post. than 2 Ohms. There is an
The resistance between each lead and ground should be open in the wiring harness or
less than 2 Ohms. Listed below is when the MCS is in MCS. Repair as required.
position. Verify that the repair
STOP.
Step 4: Check Diode D3 & Wiring
OK The D3 diode and the related
• Disconnect wire M213/RD from terminal 87 on the PLPSR. Place
wiring is OK. Proceed to
the Volt/Ohm Meter in the diode test position. Place the positive step 5.
test lead on wire M213/RD and the negative lead on terminal
563 on the MCS terminal block.The meter measures 0 volts.
Reverse the leads. The meter reads > 0.5 volts. NOT OK Pull the D3 diode and check the
diode with the VOM.
Repair: Repair the diode or
replace the wiring as
needed. STOP.
Step 5: Check Wire Connections From MCS To SCM

• The Mode Control Switch (MCS) must connect SCM OK The Mode Control Switch
terminal-9, terminal-10, terminal-11 or terminal-12 to (MCS) connects SCM
-Battery in the respective positions. Jumper must be terminal-9, terminal-10,
installed between Terminal 84 & 85 on PLPSR. terminal-11 or terminal-12 to
NOTE: If both terminal-9 and terminal-11 are connected to -Battery. Verify that the 03 dlAG
-Battery, there will be an auto start. code is still present. If
The Mode Control Switch (MCS) connects SCM the code is active replace the
terminal-9, terminal-10, terminal-11 or terminal-12 to SCM. Verify that the repair
Battery. Reconnect any wires that were disconnected eliminates the problem.
in the previous steps. STOP.
NOT OK The Mode Control Switch
(MCS) does NOT connect
SCM terminal-9, terminal-10,
terminal-11 or terminal-12
to -Battery. Repair as
required. Verify that the repair
STOP.
Term# OFF/RESET STOP AUTO START

Expected Expected Expected Expected
Reading Reading Reading Reading
9 (511) >1000 ohms >1000 ohms >1000 ohms <2 ohms
10 (512) >1000 ohms <2 ohms >1000 ohms >1000 ohms
11 (513) >1000 ohms >1000 ohms <2 ohms >1000 ohms
12 (514) <2 ohms >1000 ohms >1000 ohms >1000 ohms

04 diaG
07 diaG
SCM MEMORY/PROGRAM MISMATCH
System Operation
The programmable set point information is stored and

used in the control strategy of the SCM. The set points
programmed into the SCM are factory set. The set points
can be changed for an application specific configuration
or when a special (usually Overcrank or cycle crank) is
needed.
Diagnostic Codes
CJD-FMJ Conditions which generate this code: Systems Response: Troubleshooting
Probable Causes For This Diagnostic Code If the engine is running, the Proceed with
04 dlAG
engine will shut down and the SCM Memory/
• This diagnostic code indicates that the engine will be prevented from Program
programmable set points in the SCM have restarting. Mismatch.
been lost. The Mode Control Switch
• Electrical Connectors and Wiring (MCS) must be placed in the
• Incorrect Programming of the SCM OFF/RESET position in order
• Failed SCM
from the system.
• The SCM was not powered down after engine will shut down and the SCM Memory/
programming engine will be prevented from Program
• The rotary switch position does not match the restarting. Mismatch.
value programmed into set point 02. The Mode Control Switch
from the system.

Functional Test

• Turn the Mode Control Switch (MCS) to the OFF/RESET OK Every test step in the
position.
• Open the fuse breaker in the Engine Mounted Panel. an OK result.
• Check the ESS Connector, 7X-1414 Service Tool Proceed to next step.
Adapter Harness, 7X- 1685 DDT Harness and the DDT
connector for corrosion or mechanical failure.
• Inspect the Terminal strip connections in the Engine
Mounted Terminal Box and the ESS Panel, for corrosion Connectors" procedure has a
or mechanical failure. NOT OK result.
Electrical Connectors Test Procedure 1 (page 4-3). Repair: Follow the
The connectors, terminal strips and wiring harness
recommended repair that is
should be free of corrosion or mechanical failure.
Electrical Connectors"
procedure. STOP.
Step 2: Reset The SCM

• Turn the Mode Control Switch (MCS) to the OFF/RESET OK The dlAG Codes are no
position and wait for 20 seconds. longer present. STOP.
• Turn the Mode Control Switch (MCS) to the STOP
position. DlAG CODE A dlAG Code is still present.
None of the dlAG Codes should be present. PRESENT Proceed to next step.
Step 3: Reprogram The SCM
• Program the SCM. The system is operating

OK
Refer to section 2-1 : Programming Parameters for more properly. STOP.
detail. A dlAG code appears in the
NOT OK
• Turn the Mode Control Switch (MCS) to the OFF/RESET SCM display. Replace the
position and wait for 20 seconds. SCM. Verify the repair
• Turn the Mode Control Switch (MCS) to the STOP eliminates the problem.
position. STOP.
NOTE: A 07 dlAG Code indicates a programming error.
Ensure that he set point 02 matches the rotary switch
position or a 07 dlAG Code will appear. The rotary switch
should be returned to the O position & the MCS placed in
the OFF/RESET position after programming the SCM.
All of the dlAG Codes should disappear from the SCM

05 diaG
ENGINE SHUTDOWN
System Operation
The diagnostic code indicates that the engine was shut Figure 1: Status Control Module
down by an external engine related component or
condition and the SCM did not receive a shutdown
command before the engine speed reached 50 rpm. The
most common conditions are described below. Fuel
supply is turned OFF. Airflow to the engine inlet air
system is restricted. Ignition system shutdown is active. 0 a««
THEE
O® St
o *s OATT
o o
Diagnostic Codes

05 dlAG Probable Causes For This Diagnostic If the engine is running, the Proceed with
• Insufficient air to the engine engine will shut down and the Engine
• Insufficient ignition energy engine will be prevented from Shutdown.
• Intermittent problem in the wiring or another restarting.
external non-fault specific related item The Mode Control Switch
{Bad speed signal) (MCS) must be placed in the
• Insufficient or no fuel to the engine OFF/RESET position in order
• Faulty Prelube Relay or Time Delay to clear the diagnostic code
(See page 3-3) from the system.

Step 1: Check For Connector Damage OK Every test step in the
• Turn the Mode Control Switch (MCS) to the OFF/RESET
position. an OK result.
• Open the fuse breaker in the Engine Mounted Panel. Proceed to next step.
• Check the ESS Connector, 7X-1414 Service Tool
Adapter Harness, 7X- 1685 DDT Harness and the DDT "Inspecting Electrical
connector for corrosion or mechanical failure. Connectors" procedure has a
• Inspect the Terminal strip connections in the Engine NOT OK result.
Mounted Terminal Box and the ESS Panel, for corrosion
or mechanical failure. Repair: Follow the
recommended repair that is
Electrical Connectors Test Procedure 1 (page 4-3). Electrical Connectors"
The connectors, terminal strips and wiring harness procedure. STOP.
should be free of corrosion or mechanical failure. Refer to Inspecting
ADDITIONAL

Step 2: Check Fuel Supply
OK The minimum pressure is
• Check the fuel supply pressure. 310 kPa (45 psi) to the
engine. Proceed to next
The minimum pressure should be 310 kPa (45 psi) to step.
the engine.
NOT OK The pressure is below 310
kPa (45 psi) to the engine.
Repair as required. Verify
the repair eliminates the
problem.
STOP.
Step 3: Observe For Proper Engine Operation Features OK The engine starts and all
actuators perform properly.
• Restart the engine by turning the Mode Control Switch Proceed to Step 5.
(MCS) to the START position.
NOT OK The engine cranks, but does
All actuators should move when the engine starts
not start, and all actuators
cranking and the engine should start and run.
performed properly. Proceed
to next step.
CHOKE Choke Actuator remains

ACTUATOR closed. Refer to Hydrax or
CLOSED Heinzmann Choke
Actuator. STOP.
WASTEGATE Wastegate Actuator

ACTUATOR remains closed. Refer to
Hydrax or Heinzmann
Wastegate Actuator.
STOP.
Fuel Actuator remains
FUEL closed. Refer to Hydrax or
ACTUATOR Heinzmann Fuel Actuator.
STOP.
Step 4: Check SCM Fuses

• Turn the Mode Control Switch (MCS) to the OFF/RESET OK The resistance is less than 5
position. Ohms. Proceed to next
• Open the fuse breaker panel in the ESS panel. step.
• Measure the resistance of the FCR fuse between
NOT OK The resistance is greater than
terminal-R and terminal-S on the back of the SCM.
5 Ohms. A fuse is open and
• Measure the resistance of the MSR fuse between
should be replaced. Repair as
terminal-U and terminal-T on the back of the SCM. required. Verify the repair
The resistance should be less than 5 Ohms. eliminates the problem.
STOP.

---. . — ,. - — 1/. v»s»
§ "JiM\
Relay Locations: (3) "K7" Fuel Control Relay (FCR). (4) "K6" Magneto Shutoff
Relay (MSR). (5) "K1" 2301A Ramp (2301A). (6) "K5" Run Relay (RR). (7) "K2"
Fault Shutdown Relay (ENFR). (8) "K4" Starting Motor Relay (SMR). (9) "K3"
Crank Termination Relay (CTR).

Step 5: Remove FCR and MSR Relays
• Turn the Mode Control Switch (MCS) to the OFF/RESET OK Proceed to next step.
position.
• Open the fuse breaker panel in the ESS panel.
NOTE: The relay module housing is located on the back of
the SCM and contains the fuses and terminal 16 through 27.
It is possible for moisture to enter the SCM when the relay
housing is removed. If relative humidity exceeds 60 percent,
remove housing in an air-conditioned area.
• Disconnect the +Battery from the +Battery terminal on the
SCM.
• Ensure there is NO voltage on the +Battery terminal on
the SCM.
• Remove screws and washers that hold relay housing to the
main housing. To open housing, install forcing screw in the
two threaded holes. The threaded holes are on the ends of
the housing flange and have the same thread pitch as the
screws. Tighten the forcing screws, if necessary,
insert a thin blade between relay housing and the main
housing tapping gently to break the seal loose.
• Open the housing and located the K6 and K7 relays.
Relays are labeled K1 through K7 on the PC board.
Remove the relay clip and pull the relay straight out.

Step 6: Perform Unpowered Relav Performance Test
• Measure the resistance between terminal-1 and OK The resistance is 1 Ohm or
terminai-5 of the K6 (MSR) relay. less. Proceed to next step.
• Measure the resistance between terminal-2 and
terminal-6 of the relay. NOT OK The resistance is greater than
• Repeat this test step for the K7 (FCR) relay. 1 Ohm. Repair or replace the
The resistance should be 1 Ohm or less. relays. Verify that the repair
STOP.
Step 7: Perform Unpowered Coil Performance Test
OK The resistance is in range.
• Remove power from terminal-7 and terminal-8 of the K6 Proceed to next step.
relay. The resistance is out of
NOT OK
• Measure the resistance between terminal-7 and range. Repair or replace the
terminal-8 of the relay. relays. Verify that the repair
• Repeat this test step for the K7 relay. eliminates the problem.
The coil resistance should be between 140 and 180
Ohms.
Step 8: Performance Powered Relay OK The resistance is 1 Ohm or

• Apply 12VDC to terminal-7 and terminal-8 of less. Proceed to next step.
the K6 (MSR) relay. NOT OK The resistance is greater than
• Measure the resistance between terminal-3 and 1 Ohm. Replace the relay and
terminal-5 of the relay. put the clip back on. Check
• Measure the resistance between terminal-4 and the connector from the main
terminal-6 of the relay. housing to the relay PC board
• Repeat this test step for the K7 (FCR) relay. to verify that it is still inserted
The resistance should be 1 Ohm or less. properly. If replacing the relay
does NOT fix the problem or if
the relay is NOT faulty,
replace the entire relay
module. STOP.
Step 9: Check Resistance At Terminal Pairs
• Apply 12VDC to terminal-7 and terminal-8 of the K6 OK The resistance is in range.

(MSR) relay. STOP.
• Measure the resistance between terminal-1 and NOT OK
The resistance is out of
terminal-5 of the relay. range. Replace the relay and
Measure the resistance between terminal-2 and put the clip back on. Check
terminal-6 of the relay. the connector from the main
Repeat this test step for the K7 (FCR) relay. housing to the relay PC board
to verify that it is still inserted
NOTE: Clean and apply 6V-1541 Primer to both housing
properly. If replacing the relay
sealing surfaces. Apply a continuous bead of 6V-6640 does NOT fix the problem or
Sealant to the main housing sealing surface. Install relay if the relay is NOT faulty,
housing on the main housing and fasten with original replace the entire relay
washers and screws. Reconnect the wires that were module. STOP.
removed.
The resistance between any other pairs of terminal
should be 100k Ohms or greater.

06 diaG
SCM VOLTAGE SUPPLY
System Operation
Figure 1: Status Control Module
The SCM continuously monitors the system battery
voltage. The SCM displays the information and
monitors for insufficient battery voltage.
• o<*>«
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o «{ OA'
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-
Diagnostic Code
CID-FMI Conditions which qenerate this code: Systems Response: Troubleshooting
• Faulty battery charging system engine will shut down and the SCM Voltage
• Faulty wiring engine will be prevented from Supply.
NOTE: Under very low voltage conditions restarting.
all 6 LED's may light up and the SCM LCD The Mode Control Switch
display may not be present. (MCS) must be placed in the
from the system.

Functional Test

• Turn the Mode Control Switch (MCS) to the OFF/RESET OK All connections and
position.
connectors/pins/sockets are
• Open the fuse breaker in the ESS Panel.
completely mated/inserted
• Check the Terminal Strip Connection in the ESS Panel, the
and free of corrosion,
Engine Junction Box for corrosion, abrasion or pinch points
abrasion or pinch points.
and associated wiring for damage.
Proceed to next step.
• Ensure that all connectors/pins/sockets are completely
mated/inserted and the harness/wiring is free of corrosion, NOT OK All connections and
abrasion or pinch points. connectors/pins/sockets are
• Reinstall the fuse in the ESS Panel. not completely
NOTE: For additional information refer to Inspecting mated/inserted and free of
Electrical Connectors Test Procedure 1 (page 4-3).. corrosion, abrasion or pinch
All connections and connectors/pins/sockets should be points. Repair as required.
completely mated/inserted and free of corrosion, Verify the repair eliminates
abrasion or pinch points. the problem. STOP.
Step 2: Check For Voltage Instability Or False Logging Of

06 DIAG
• Turn the Mode Control Switch (MCS) to the OFF/RESET OK The 06-dlAG code is no
position and wait 90 seconds. longer present. Proceed to
• Turn the Mode Control Switch (MCS) to the START next step.
position.
NOT OK The 06-dlAG code is still
Restart the engine.
The 06-dlAG code should not be present. present. Proceed to Step 4.
Step 3: Verify 06 DIAG Is No Longer Present

• Turn the Mode Control Switch (MCS) to the OFF/RESET OK The engine starts and runs.
position and wait 90 seconds. The 06-dlAG code is no
• Turn the Mode Control Switch (MCS) to the START longer present STOP.
position.
NOT OK The engine will not start or
The engine should start and run. The 06 dlAG code run. The 06-dlAG code is still
should not be present. present. Proceed to next
step.

Step 4: Install A Jumper
OK The 06-dlAG code is no
position and wait 90 seconds.
longer present before or after
• Install a jumper between terminal-D and terminal-F of the
start up. Check the Crank
SCM.
Termination Relay (CTR) or
The 06-dlAG code should no longer be present before Fuel Control Relay (FCR)
or after start up. contacts or leave jumper
connected if battery drain is
not a problem. STOP.
BEFORE The 06-dlAG code is present

STARTUP before start up. Check
electrical connections and
wiring, if the problem is still
present, replace the SCM
unless an external noise
source is identified. If an
external noise source is
identified repair as required.
STOP.
AFTER Check electrical connections
STARTUP and wiring, if the problem is
still present, replace the SCM
unless an external noise
source is identified. If an
external noise source is
identified repair as required.
STOP.

08 diaG
SCM TEMPERATURE PROBE
System Operation
The sensor is a resistive type sensor. The Oil TATUS CONTROL
Temperature Sensor probe monitors oil temperature

and is used to protect the engine from high oil
temperature operation.
Oil Pressure Sensor
Oil Temperature Sensor
Oil Pressure/Temperaure
Transducer Module
Figure 2: Oil Pressure/Temperature Module Schematic
|7S1 |— — k

Diagnostic Codes

• Faulty Transducer Module engine will shut down and the SCM
engine will be prevented from Temperature
• Faulty Oil Temperature Sensor
restarting. Probe.
Intermittent problem in the sensor or wiring
The Mode Control Switch
from the system.
Functional Test
OK All connections and
position.
• Open the fuse breaker in the ESS Panel. connectors/pins/sockets are
• Check the Terminal Strip Connection in the ESS Panel, the completely mated/inserted
Engine Junction Box for corrosion, abrasion or pinch points and free of corrosion,
and associated wiring for damage. abrasion or pinch points.
• Ensure that all connectors/pins/sockets are completely Proceed to next step.
mated/inserted and the harness/wiring is free of NOT OK All connections and
corrosion, abrasion or pinch points. connectors/pins/sockets are
* Reinstall the fuse in the ESS Panel. not completely
NOTE: For additional information refer to Inspecting mated/inserted or free of
Electrical Connectors (Test Procedure page 4-3). corrosion, abrasion or pinch
completely mated/inserted and free of corrosion, Verify that the repair
abrasion or pinch points. eliminates the problem.
STOP.
ADDTIONAL Refer to Inspecting
Step 2: Check Sensor Resistance Values

. Turn the Mode Control Switch (MCS) to the OFF/RESET
position and open the fuse breaker in the ESS panel.
OK The resistance values agree
with those listed in the
Temperature Sensor
• Disconnect the Oil Temperature Sensor from the engine Resistance Table. Proceed
harness. to next step.
• The resistance value of the sensor corresponds to the
surrounding temperature. This test requires that the
sensor is at room temperature. NOT OK The resistance values do not
• Measure the resistance between connectors. There is agree with those listed in the
one electrical connection in each connector. Temperature Sensor
See Figure 3. Resistance Table. Replace
The resistance values should agree with those listed in the Sensor. Verify that the
the Temperature Sensor Resistance Table. repair eliminates the problem.
STOP.

Figure 3: Temperature Sensor Resistance Table
Temperature Sensor Resistance
Ambient Room Resistance - Ohms

Temperature °C (°F)
20° C (68° F) 12,215 to 12,780
21° C (70° F) 11,680 to 12,215
22° C (72° F) 11,170 to 11,680
23° C (74° F) 10,685 to 11,170

Step 3: Check Harness For Opens
• Check continuity between the sensor connectors and the OK All of the wires show continuity.
S001 (purple and Gray) wires of the transducer module. Replace the transducer module.
Verify that the repair eliminates
All of the wires should show continuity.
the problem. STOP.
NOT OK A wire does not register

continuity. Repair as required.
the problem. STOP.

09 diaG
SCM OIL PRESSURE PROBE
System Operation
The sensor is a resistive type sensor. The Oil

Temperature Sensor probe monitors oil temperature
and is used to protect the engine from high oil
temperature operation.
Oil Pressure Sensor
Oil Temperature Sensor
Oil PressurefTemperaure
Transducer Module
Figure 2:Oil Pressure/Temperature Module Schematic
ESS PANEL ENGINE JUNCTION BOX
mi
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781

Diagnostic Codes

09 dlAG Probable Causes For This Diagnostic Code If the engine is running, the Procedure with
• The SCM is displaying Oil Pressure when the engine will shut down and the SCM Oil
engine is NOT running and has cooled engine will be prevented from Pressure Probe.
down. restarting.
• Faulty Transducer Module The Mode Control Switch
• Faulty Oil Pressure Sensor (MCS) must be placed in the
• Intermittent problem in the sensor or wiring OFF/RESET position in order
• Continuous prelube pump pressure too high to clear the diagnostic code
from the system.
Functional Test
- Turn the Mode Control Switch (MCS) to the OFF/RESET

position.
• Open the fuse breaker in the ESS Panel. completely mated/inserted
• Check the Terminal Strip Connection in the ESS Panel, the abrasion or pinch points.
Engine Junction Box and the Oil Pressure Sensor for
corrosion, abrasion or pinch points and associated wiring
for damage. NOT OK All connections and
connectors/pins/sockets; are
not completely
mated/inserted and the harness/wiring is free of corrosion,
mated/inserted or free of
corrosion, abrasion or pinch
• Reinstall the fuse in the ESS Panel. points. Repair as required.
NOTE: For additional information refer to Inspecting Verify the repair eliminates
Electrical Connectors. the problem. STOP.
All connections and connectors/pins/sockets should be ADDITIONAL Refer to Inspecting
completely mated/inserted and free of corrosion, INFORMATION Electrical Connectors. If
abrasion or pinch points. OK, proceed to next step.

Step 2: Verify Oil Pressure Display
• Power up the control system. Check for a short between the
• Turn the Mode Control Switch (MCS) to the STOP green signal wire (pin C) and
position.
Both pressures are the red power wire (pin A)
• Record the oil pressure the SCM is displaying. in the wiring from the SCM
above 955 kpa
• Disconnect the harness connector at the SCM Engine Oil Pressure Sensor and the
(140 psi).
Oil Pressure Sensor. Transducer Module.
• Record the oil pressure the SCM is now displaying. STOP.
Note: Under normal conditions both of these

readings will be 0 kpa (0 psi). The 1st display Check for an open in the ground
pressure is above circuit in the harness.
480 kpa (70 psi) (pin B, Yellow wire)
but below 760 kpa STOP.
(110 psi) and the
2nd reading is 0.
The 1st display Check the pressure sensor

pressure is above wiring and correct as needed.
965 kpa (140 psi). If a wiring problem is NOT found,
The 2nd reading replace the oil pressure sensor.
is 0. STOP.
Both pressures are Replace the Transducer

above 0, but below Module.
955 kpa (140 psi). STOP.

168-01
BATTERY VOLTAGE LOW
System Operation
The ESS System Panel continuously monitors the Figure 2: Battery Schematic
System Battery Voltage with the CMS Module.
The ECM uses the information to protect the engine from
operation with insufficient battery voltage. The ECM can be
selected {via the Personality Module) to either generate a
mwm BOIDI
3QIQ
OC9C9
ÿ1 ÿ! C9
Shutdown, generate an Alarm, or not monitor the System
Battery Voltage at all.
Although this sensor (or data) is read by the CMS Module,
the sensor data output is relayed via the CAT Data Link to
the ECM and processed. The ECM performs the
diagnostics associated with this data.
Control Diagnostics
168-01 (Not Flashing) Battery Voltage Low Alarm
indicates the system battery voltage has dropped Battery
below the Low Battery Voltage Alarm Level. Std= 20
VDC
168-01 (Flashing) Battery Voltage Low Shutdown Level
indicates than the battery voltage is at the minimum
programmed parameter for a certain period of time. The
ECM will display a flashing diagnostic code and the engine
will shut down. Std= 18 VDC
Figure 2: Battery Schematic
24VDCMwy+

Diagnostic Codes
CID-FMI Conditions which generate this code: Systems Response: Troubleshootina

Battery Voltage Low Alarm If the engine is running it will
168-01 Proceed with
(Not
continue to run. The diagnostic Battery Voltage
Battery voltage is less than the Low Battery
code will remain displayed and Low.
Flashing) Voltage Alarm Level. the engine will be prevented
Probable Causes for this Diagnostic Code: from restarting until it is cleared
• Faulty Battery charging system by toggling the Display Select
• Faulty wiring Switch or cancelled by the
• Possible Data Link Failure following code:
168-01 Battery Voltage Low
Shutdown (Flashing).
On systems equipped with the
standard warning horn function,
the alarm output will be
energized until the diagnostic
code is cleared by toggling the
Display Select Switch.
168-01 Battery Voltage Shutdown If the engine is running it will

(Flashing) Proceed with
Battery voltage is less than the Low Battery shutdown. The diagnostic code
Battery Voltage
will remain displayed and the
Voltage Shutdown Level. Low.
engine will be prevented from
Probable Causes for this Diagnostic Code: restarting until it is cleared by
• Faulty Battery charging system toggling the Display Select
• Faulty wiring Switch.
• Possible Data Link Failure A "RST REQD" diagnostic will
also be present on the ECM to
indicate the system must be
reset before restarting.
Momentarily turning the Mode
Control Switch (MCS) to the
OFF/RESET position will reset
the system.

Functional Test

Step 1: Check For Connector Damage and Wire Damage
• Turn the Mode Control Switch (MCS) to the OFF/RESET connectors/pins/sockets are
position. completely mated/inserted
• Open the fuse breaker in the ESS Panel. and free of corrosion,
ÿ
Check the Terminal Strip Connection in the ESS Panel, the abrasion or pinch points.
• Engine Junction Box for corrosion, abrasion or pinch points Proceed to next step.
• Ensure that all connectors/pins/sockets are completely NOT OK All connections and
mated/inserted and the harness/wiring is free of not completely mated/inserted
corrosion, abrasion or pinch points. and free of corrosion, abrasion
• Reinstall the fuse in the ESS Panel. or pinch points. Repair as required.
NOTE: For additional information refer to Inspecting Verify the repair eliminates the
Electrical Connectors Test procedure 1 (page 4-3). problem. STOP.
All connections and connectors/pins/sockets should be
completely mated/inserted and free of corrosion,
abrasion or pinch points. STOP.
Refer to Inspecting
Electrical Connectors. If
ADDITIONAL
INFORMATION
Step 2: Check The Battery Circuit OK The voltage is in range. The problem is
• Turn the Mode Control Switch (MCS) to the STOP not present at this time. If troubleshooting
position. an intermittent problem, refer to
• Measure the DC Voltage from the battery at the ESS Inspecting Electrical Connectors.
Panel. Refer to the Schematic for your engine for details Test Procedure 1 (page 4-3). STOP.
The voltage should be 24 VDC +/- 2VDC.
NOT OK The voltage is out of range.
Step 3: Check No-Load Battery Voltage

• Measure no-load battery voltage at the battery posts.
• Load test the batteries using the 4C-491 1 Battery Load OK The no-load voltage at the batteries is
Tester. at least 24 VDC ± 2VDC, and the
The no-load voltage at the batteries should be 24 VDC batteries pass the load test. Proceed
± 2VDC, and the batteries should pass the load test. to next step. If troubleshooting an
intermittent problem, refer to
Inspecting Electrical Connectors.
STOP. Test Procedure (page 4-3).
NOT OK The no-load voltage at the
batteries is less than 24
VDC ± 2VDC, and/or the
batteries do not pass the
load test. Replace the
batteries. STOP.

Step 4: Bypass Circuit
NOTE: This bypass is for TEST PURPOSES ONLY. It may
OK Symptoms disappear with
be left on the engine temporarily to test whether intermittent
the bypass installed, but
problems are due to interruptions in battery power to the
reappear when it is
ECM. Since this will also bypass any engine protection
removed, the problem is in
devices. Obtain approval from the owner before releasing the
the wiring supplying power.
engine with this bypass installed.
Repair the wiring as
NOTE: The added switch is installed in parallel with the MCS required. STOP.
switch. Either one will turn power ON, or both must be OFF
to turn power OFF and shut down the engine. NOT OK Symptoms do not disappear
• Turn key switch OFF. with the bypass installed, or
• Build a bypass circuit using a 14 AWG wire. Connect the reappear when it is removed.
battery end of the bypass DIRECTLY to the +battery post. The problem is not present at
• Connect the other end of the bypass to the MCS switch this time. Inspect the wiring
(terminal-566). between the battery and the
• Install the temporary switch. It will take the place of the MCS ESS Panel, the CMS Module
switch during testing. and the ECM. If
troubleshooting an
• After the tests are complete, restore all wiring to the intermittent problem, refer to
original condition. Inspecting Electrical
Symptoms disappear with the bypass installed, but Connectors. STOP.
reappear when it is removed, the problem is in the
wiring supplying power.

017-12
GAS SHUTOFF VALVE (GSOV) FAILURE
System Operation
Figure 1: Gas Shutoff Valve Diagram
The Gas Shutoff Valve is an electrically actuated solenoid
Status Control Module
valve that controls the fuel supply to the engine. This
valve is used to interrupt the fuel flow to the engine and is
the Primary means of shutting down the engine. The
Status Control Module (SCM) uses an internal fuel control
relay (FCR) to energize the Gas Shutoff Valve. The gas
control valve is energized (opened) by sending +battery
to its solenoid. The valve is de-energized (closed) by O® Si
open circuiting the solenoid.
O V™, o
oa-r (j tttnnn
Control Diagnostics \w*
017-12 Gas Shutoff Valve Failure O
Once the shutdown has been initiated (the Gas Shutoff

Valve should now be closed), the ECM momentarily
opens the fuel control valve when Fuel Manifold pressure
drops to 1 kPa. If the fuel pressure exceeds 30.0 kPa (4.35 psi)
the fuel control valve is open, the ECM generates the
017-12 Diagnostic Fault Code.
Figure 2: Gas Shutoff Valve Schematic
| '0

Diagnostic Codes
CID-FMI Conditions which generate this code: Systems Response: Troubleshootinq
017-12 The control system will Proceed with Gas

Gas Shutoff Valve Failure
shutdown the engine by closing Shutoff Valve
• The ECM senses a failure of the Gas Shutoff
the Fuel Control Valve. The (GSOV) Failure.
Valve to close during the normal code will remain displayed. The
(non-emergency stop) shutdown. engine will be prevented from
Probable Causes for this Diagnostic: restarting until the code is
• Physical distance from the engine to the Gas cleared by toggling the Display
Shutoff Valve is too long Select Switch. A "RST REQD"
• Faulty or binding Gas Shutoff Valve diagnostic will also be present
operation on the ECM to indicate the
• Faulty Status Control Module Fuel system must be reset before
Control Relay restarting. Turning the Mode
the system.
Functional Test

•Turn the Mode Control Switch (MCS) to the OFF/RESET
position.
•Open the fuse breaker in the ESS Panel. connectors/pins/sockets are
•Check the Terminal Strip Connection in the ESS Panel, the completely mated/inserted
•Engine Junction Box for corrosion, abrasion or pinch points and free of corrosion,
•Ensure that all connectors/pins/sockets are completely Proceed to next step.
•Reinstall the fuse in the ESS Panel. not completely
Electrical Connectors (Test Procedure 1 page 4-3). corrosion, abrasion or pinch
STOP.

Step 2: Check Connection To The SCM
• Check for proper connection from SCM terminal-23 to the OK There is a proper connection
GSOV.
at terminal-23 to the GSOV.
• Check continuity at the SCM fuse located on the SCM
Continuity is present at the
terminal-R and terminal-S.
SCM fuse located on SCM
There should be a proper connection from terminal-23 to
terminal-R and terminal-S.
the GSOV. Continuity should be present at the SCM fuse
located on SCM terminal-R and terminal-S.
NOT OK There is an improper
connection at terminal-23 to
the GSOV, or continuity is not
present at the SCM fuse
located on SCM terminal-R
and terminal-S. Repair as
STOP.
Step 3: Check For Power To All ESS Modules
• Turn the Mode Control Switch (MCS) to the STOP OK All of the module power up.
position. Proceed to next step.
All of the modules should power up. One or more of the modules
NOT OK
did NOT power up. Repair
the connection to the module
or modules that do not power
up. Verify that the repair
STOP.

Step 4: Check The GSOV Solenoid For Proper Operation
• Check wiring to solenoid valve from the SCM for damage.
• Apply and remove 24 VDC power from +Battery using a OK The wiring to the solenoid
jumper to SCM terminal-23. valve is free of damage and a
• Verify that the GSOV moves by listening for the valve to audible clicking is heard from
click when the voltage is applied and removed. This action the GSOV when 24 VDC is
may take several times to initiate the solenoid to activate. applied with the jumper
The wiring to the solenoid valve should be free of installed. The wiring solenoid
damage and a audible clicking should be heard from and GSOV are OK Replace
the GSOV when 24 VDC is applied with the jumper the Relay Module and verify
installed. that the repair eliminates the
problem. If the 017-12
Diagnostic Code is still
Active, replace the
SCM.STOP.
NOT OK The wiring to the solenoid
valve is not free of damage
and/or there is no audible
clicking sound from the
GSOV when 24 VDC is
applied with the jumper
installed. Proceed to next
step.
Step 5: Check For Proper Fuel Pressure
• Turn the Mode Control Switch (MCS) to the START OK The fuel pressure displays
position.
30.0 kPa (4.35 psi) or lower.
• Operate the engine at rated speed or idle speed with no
load on the engine. NOT OK The fuel pressure does not
• Use the DDT and observe the fuel pressure screen. display 30.0 kPa (4.35 psi)
• Turn the Mode Control Switch (MCS) to the STOP or lower. Inspect the fuel
position. system between the GSOV
The fuel pressure should display 30.0 kPa (4.35 psi) or and the Fuel Actuator
lower. Control Valve. STOP.
Step 6: Verify Diagnostic Code Is Still Present
• Reset all diagnostic codes.
OK The 017-12 Diagnostic Code
position.
Operate the engine at rated speed with no load and then is no longer be Active. STOP.
turn the Mode Control Switch to the STOP position.
The 017-12 Diagnostic Code should no longer be NOT OK The 017-12 Diagnostic Code
Active. is Active. Refer to Section 5:
Fuel Pressure Sensor.
STOP.

521-00
521-12
FUEL TEMPERATURE SENSOR
System Operation
The Fuel Temperature Sensor provides the temperature

of the fuel in the fuel manifold to the Engine Control
Figure 1: Fuel Temperature Sesor Diagram
Module (ECM). The ECM monitors the fuel temperature
as an essential part of air-to-fuel ratio control. The Electronic Control Module
(ECM)
sensor provides a DC voltage signal corresponding to
the fuel temperature. b
Sensor Supply
The sensor is powered from the 10 VDC Supply from
the ECM.
Output Signal
The sensor outputs a DC voltage signal to the ECM. The
DC voltage level varies with measured temperature. The
valid voltage range is from 0.6 VDC. to 5.1 VDC
Control Diagnostics
521-00 (Not Flashing) Fuel Temperature Alarm
Level indicates the fuel temperature exceeded 80°C
(176°F). The ECM will display a constant diagnostic
code. Inlet Manifold Air
Temperature Sensor
521-12 (Not Flashing) Fuel Temperature Sensor
Failure indicates the Fuel Temperature Sensor has
provided data outside the range expected from a
properly functioning sensor.
!
Figure 2: Fuel Temperature Sensor Schematic
256 860 870

ECM
+10VDC
<•> S272/RD
0 a- S012/RD
263 258 862 872 Temperature

S272/BK S012/BK
Ground 0 0 ÿ0 0 Sensor
260 871
S012/WH S012/WH-GN S072/WH-GN
Analog 27
Signal 0 0

Figure 3: Fuel Temperature Sensor Output Table
Temperature Sensor Output
Voltage Temperature
0.6 VDC -40°C (-40°F)

1.8 VDC 20°C (68°F)
2.4 VDC 40°C (KMT)
3.0 VDC 60°C(140°F)
5.1 VDC 120°C (248°F)
Diagnostic Codes
521-00 High Fuel Temperature If the engine is running it will Proceed with
(Not The engine is running, the fuel temperature is continue to run. The diagnostic Fuel
Flashing) above 80°C(176°F), and... code will remain displayed and Temperature
It is not obvious that the Fuel Temperature the engine will be prevented Sensor.
Sensor has failed. from restarting until it is cleared
by toggling the Display Select
Probable Causes for this Diagnostic Code Switch or cancelled by the
• Restart of the engine immediately following following code.
hot shutdown 521-12 Fuel Temperature
• Problem with fuel system (possible Sensor Failure.
combustion leakage resulting in restricted On systems equipped with the
flow) standard warning horn function,
• Problem in Fuel Temperature Sensor or the alarm output will be
Wiring energized until the diagnostic

CID-FMI Conditions which generate this code: Fuel Systems Response: Troubleshooting
521-12 Temperature Sensor Failure If the engine is running it will Proceed with
(Flashing) The Diagnostic Code indicates the sensor is continue to run. The diagnostic Functional
reporting data that is outside the range expected code will remain displayed and Test.
for normal operation. The failure is detected at the engine will be prevented
at ECM voltage inputs below 0.6 VDC or above from restarting until it is cleared
5.1 VDC. by toggling the Display Select
Probable Causes for this Diagnostic Code Switch.
• Failed Fuel Temperature Sensor A "RST REQD" diagnostic will
• Short or open in wiring to the Coolant also be present on the ECM to
Temperature Sensor indicate the system must be
• Intermittent problem in Fuel. reset before restarting.
Temperature Sensor or wiring Momentarily turning the Mode
• Faulty ECM Control Switch (MCS) to the
the system.
standard warning horn
function, the alarm output will
be energized until the
diagnostic code is cleared by
toggling the Display Select
Switch.
Functional Test

position. connectors/pins/sockets are
• Check the Terminal Strip Connection in the ESS Panel, the and free of corrosion,
Engine Junction Box for corrosion, abrasion or pinch points abrasion or pinch points.
and associated wiring for damage. Proceed to next step.
mated/inserted and the harness/wiring is free of corrosion, connectors/pins/sockets are
abrasion or pinch points. not completely
• Reinstall the fuse in the ESS Panel. mated/inserted or free of
NOTE: For additional information refer to "Inspecting corrosion, abrasion or pinch
Electrical Connectors" Test Procedure 1 (page 5-3). points. Repair as required.
STOP.

Step 2: Check The Signal
position. OK The voltage measures 0.6
• Measure the DC voltage between wire S001 (Sensor VDC to 5.1 VDC. Check for
Signal) and S001 (Supply Ground) in the ESS Panel. intermittent diagnostic codes.
• Measure the voltage between wire S001 (Sensor Signal)
that the repair eliminates the
and S001 (Supply Ground) in the Engine Junction Box.
The voltage should be from 0.6 VDC to 5.1 VDC. problem. STOP.
NOT OK The voltage does not

measure 0.6 VDC to 5.1
VDC. Proceed to next step
Step 3: Check For Proper Supply Voltage
• Measure the DC voltage between the supply wire S001 The voltages measure 10 ±1
(+10 VDC Supply) and S001 (Supply Ground) in the ESS OK
VDC. Proceed to next step
Panel.
NOT OK The voltages is OK at the
NOTE: The 10 VDC is sources from the ECM connector J3
ESS Panel but not in one of
pin-2. The analog ground is provided by the ECM connector
the other checks.
J3 pin-3.
Troubleshoot and repair the
• Measure the DC voltage between the supply wire S001
wiring between the ESS
(+10 VDC Supply) and S001 (Supply Ground) in the
Panel and the sensor. Repair
Engine Junction Box.
as required. Verify that the
• Disconnect the sensor and check for proper supply voltage
repair eliminates the problem.
to the sensor at the connector between pin-A and pin-B.
STOP.
The voltages should be 10 ±1 VDC.
LOW VOLTAGE The voltage is OK at the ESS
Panel but not in one of the
other checks. Repair the
Panel and the Sensor. Verify
problem. STOP.
Step 4: Check Continuity To The Sensor
position. Ohms. Replace the sensor.
• Open the fuse breaker in the ESS Panel. Repair as required. Verify that
• Measure the resistance between pin-C of the sensor the repair eliminates the
connector and wire S001 (Signal Supply) in the Engine problem. STOP.
Junction Box.
NOT OK The resistance is greater
than 2 Ohms. Troubleshoot
and repair the wiring
between the connector and
the Engine Junction Box.
STOP.

535-00
EXHAUST TEMPERATURE INPUT
System Operation
The ECM monitors the exhaust stack temperature to protect

the engine. In most applications, high exhaust Figure 1: Exhaust Temperature Input Diagram
temperature will result in a shutdown, however in some
limited applications, high exhaust temperature may be an Electronic Control Module
(ECM)
alarm only. To determine if high exhaust
temperature is an alarm or shutdown, check the
Personality Module settings for this engine.
The Pyrometer Module(s) provide a contact closure
when the exhaust temperature rises above the
maximum acceptable level (adjustable on the
Pyrometer). The switch provides a 0 VDC (-Batt) signal to the
ECM by connecting Switch Input 5 (ECM connector J3
pin-37) to analog ground. When the switch is open, the
voltage will be about 14 VDC.
The ECM can be selected (via the Personality Module) to
either generate a Shutdown, generate a Alarm or not to
monitor the exhaust temperature at all.
Control Diagnostics
535-00 (Not Flashing) Exhaust Temperature Alarm
Level indicates the exhaust temperature has risen above
the maximum allowed level. The ECM will display a
constant diagnostic code.
535-00 (Flashing) Exhaust Temperature Shutdown
Level indicates the exhaust temperature has risen
above the maximum allowed level. The ECM will
display a flashing diagnostic code and the engine will Pyrometer
shut down.
NOTE: The standard setting is 600°C (1110°F) as a shutdown.
G3600 Engine Supervisory System 4-52 Troublshooting

Figure 2: Exhaust Temperature Input Schematic
Pyrometer
ESS Panel Junction
ECM Box
(0 to 14 VDC)
Signal 217 S081
(-Batt)
S081
Diagnostic Codes

535-00 Exhaust Temperature Shutdown The engine is If the engine is running, a Proceed with
(Flashing) running, and... The Pyrometer(s) are indicating shutdown will occur. The Exhaust
Diagnostic code will remain Temperature
high exhaust stack temperature.
displayed and the engine will be Input
Probable Causes For This Diagnostic Code prevented from restarting until it
• High Exhaust Temperature is cleared by toggling the
• Failed Pyrometer Display Select switch. A "RST
REQD" diagnostic will also be
• Failed ECM
present on the ECM to indicate
the system must be reset before
restarting. Momentarily turning
the Mode Control Switch (MCS)
to the OFF/RESET position will
reset the system. On systems
equipped with the standard
warning horn function, the alarm
output will be energized until the
Diagnostic Code is cleared by
Switch.

535-00 Exhaust Temperature Alarm The engine is If the engine is running it will If the shutdown
(Not running, and... The Pyrometer(s) are indicating continue to run. The occurred while
Flashing) high exhaust stack temperature. Diagnostic code will remain operating in PC
displayed and the engine will CAL Mode, check
Probable Causes For This Diagnostic Code
be prevented from restarting the Pressure
• High Exhaust Temperature until it is cleared by toggling Module
• Improper Temperature limit adjustment
the Display Select switch. Calibration.
• Pyrometer Module or wiring problem
• Failed or miscalibrated pressure module
Proceed with
while operating in PC CAL Mode Exhaust
• Failed ECM Temperature
Test
Functional Test

• Open the fuse breaker in the ESS Panel. completely mated/inserted or
free of corrosion, abrasion or
pinch points. Proceed to
next step.
NOTE: Because this switch may not have been provided by mated/inserted or free of
Caterpillar, the electrical schematic may not show all of the corrosion, abrasion or pinch
interconnections. points. Repair as required.
NOTE: For additional information refer to "Inspecting Verify the repair eliminates
Electrical Connectors" Test Procedure 1 (page 5-3). the problem. STOP.
All connections and connectors/pins/sockets; should be ADDITIONAL Refer to Inspecting
Step 2: Check The Output From The Pyrometer
• Turn the Mode Control Switch (MCS) to the STOP OK The voltage is less than 1.5
position. VDC. Proceed to next step
• Measure the DC voltage on S081 at the terminal 217 in the
ESS panel. NOT OK The voltage is greater than
The voltage should be less than 1.5 VDC. 1.5 VDC. The problem is
either an intermittent problem,
a faulty connection internal to
the ESS Panel or a failed
ECM. Locate the poor
connection using the
electrical schematic. STOP.

SteD 3: Check For Failed Pvrometer
• Disconnect the Exhaust Temperature Pyrometer(s) OK The voltage is less than 1.5
contact(s) on S081 Terminal 217.
VDC. Replace the
• Measure the voltage in the ESS Panel on S081 at
Pyrometer. Verify that the
terminal 324 & 330. repair eliminates the
The voltage should be less than 1.5 VDC. problem. STOP.
NOT OK The voltage is greater than
1.5 VDC. Proceed to next
step.
SteD 4: Check The ECM
• Turn the Mode Control Switch (MCS) to the STOP OK The voltage is in range. Verify
position.
that the Diagnostic Code is
• Disconnect wire S081 at the terminal strip location closest to
still Active. If the Code is no
the ECM. (You should have a wire that now only runs to the longer Active the problem is
J3 connector of the ECM). Measure the voltage between J3
not apparent at this time. If
pin-37 and ground (Battery).
the code remains Active,
The voltage should be between 1.5 and 8 VDC.
Replace the Pyrometer. Verify
problem. STOP.

The problem is in the internal
ESS Panel wiring. Repair as
STOP.
BELOW 1.5 The voltage is below 1.5
VDC VDC. Replace the ECM.
STOP.

258-00
258-01
258-04
CRANK ANGLE SENSOR 258-05
System Operation
The Crank Angle Sensor (CAS) is a passive magnetic

pickup sensor used to indicate crankshaft angle to the
Figure 1: Crank Angle Sensor Diagram
Timing Control Module
Timing Control Module. The Crank Angle Sensor signal (TCM)
indicates cylinder No. 1 Top Center (TC) on compression r-& - ®
1
(ol
and exhaust strokes. The signal is used to control timing
rP
ÿ
J1
and calculate actual timing and calculate engine rpm.
Output Signal
— —J
The sensor outputs a single sinusoidal pulse as the Top
Center hole in the flywheel passes beneath the pickup. o &
One pulse is generated for every crankshaft revolution.
The time between pulses is proportional to the engine
speed.
MSlllllllli mil
Crank Angle Sensor
Figure 2: Crank Angle Sensor Schematic
ESS Panel
TCM
Ground -N
Crank Angle Signal I- L
-ÿ232ÿ-
--0
787
786
Junction Box
(0 VDC)
(Signal)
785
S261/BK
S261/WH

B
Crank Angle Sensor
"
(CAS)
Sensor Ground
Sensor Signal

Figure 3: Crank Angle Sensor Output Table
Crank Angle Sensor Output
rime Between Pulses Engine Speed (RPN)

(mS)
1000 60
500 120
120 500
60 1000
Diagnostic Codes
258-00 Too Many Crank Angle Sensor Pulses The engine will continue to
(Not The engine is running, and run. This code will remain Proceed with
displayed until cleared by Crank Angle
Flashing) The control system is in magneto calibration
Display Select Switch. Sensor.
mode, and... The TCM measures the
250 or less flywheel gear teeth are indicated number of flywheel teeth that
between crank angle pulses. appear between each crank
Probable Causes for this Diagnostic Code: angle pulse. This is compared
• Crank Angle Sensor adjustment not in to the number of teeth on the
specification or sensor failure flywheel (255). If the measured
• Timing/Speed Sensor adjustment not in number of teeth is less than
specification or sensor failure expected this diagnostic code
• Faulty wiring or connections is generated.
• Damaged Flywheel NOTE: This diagnostic code is
only displayed when calibrating
the Magneto (Mag CAL mode).

258-00
•
258-01 Too Few Crank Angle Sensor Pulses The engine will continue to Proceed with
(Not The engine is running, and run. This code will remain Crank Angle
Flashing) The control system is in magneto calibration displayed until cleared by Sensor.
mode, and... Display Select Switch.
The TCM measures the
More than 260 flywheel gear teeth are
number of flywheel teeth that
indicated between crank angle pulses. appear between each crank
Probable Causes for this Diagnostic Code: angle pulse. This is compared
• Crank Angle Sensor adjustment not in to the number of teeth on the
specification or sensor failure flywheel (255). If the measured
• Timing/Speed Sensor adjustment not in number of teeth is more than
specification or sensor failure expected this diagnostic code
• Faulty wiring or connections is generated.
• Damaged Flywheel NOTE: This diagnostic code is
only displayed when calibrating
the Magneto (Mag CAL mode).
258-04 Crank Angle Sensor Failed Shorted The TCM will signal for an Proceed with
(Flashing) The engine is running, and The TCM has engine shutdown over the Crank Angle
CAT Data link. The magneto Sensor.
detected a shorted Crank Angle Sensor or wiring
will continue to fire at fully
with an indication the engine is running (greater advanced timing. The No
than 200 rpm) from the speed sensor and no Crank Angle Sensor Signal
signals are present from the Crank Angle LED will be ON and the code
Sensor. may be viewed on the ECM.
•
Probable Causes for this Diagnostic Code: The diagnostic code will
• The signal wiring for the CAS is shorted remain displayed and the
• The CAS has failed engine will be prevented from
• The Crank Angle Sensor (CAS) adjustment is restarting until it is cleared by
not in specification and is sending a weak toggling the Display Select
signal (too small of an air gap) Switch.
• Dirt or metal debris on the CAS A "RST REQD" diagnostic will
also be present on the ECM
• Dirt or metal debris on the Speed Sensor
(indicate the system must be
• Electrical noise on the Speed Sensor wiring reset before restarting.
OFFfRESET position will reset
the system.
Switch.

CID-FM1 Conditions which generate this code: Systems Response: Troubleshooting
258-05 Crank Angle Sensor Failed Open The TCM will signal for an Proceed with
(Flashing) The ECM engine speed is less than 50 rpm, engine shutdown over the Crank Angle
and... CAT Data link. The magneto Sensor.
will continue to fire at fully
The TCM has detected an open Crank Angle
advanced timing. The No
Sensor or wiring with a measured resistance of Crank Angle Sensor Signal
greater than 600 Ohms. LED will be ON and the code
Probable Causes for this Diagnostic Code: may be viewed on the ECM.
• Either the signal wiring or ground wiring for The diagnostic code will
the Crank Angle Sensor has failed open remain displayed and the
• The CAS has failed open engine will be prevented from
• The Timing Control Module has an internal restarting until it is cleared by
failure toggling the Display Select
Switch.
A "RST REQD" diagnostic will
the system.

Functional Test

NOTE: For additional information refer to Inspecting corrosion, abrasion or pinch
Electrical Connectors Test Procedure 1 (page 4-3). points. Repair as required.
All connections and connectors/pins/sockets should be Verify that the repair
completely mated/inserted and free of corrosion, eliminates the problem.
ADDITOINAL Refer to Inspecting

Step 2: Check For Diagnostic Code

• Turn the Mode Control Switch (MCS) to the STOP OK The display indicates a
position. 258-00, 258-01. Proceed to
• Look for an Active Diagnostic Code. Step 5.
The display should indicate a 258-00, 258-01 . The display indicates a
NOT OK
258-04 or a 258-05 Proceed
to next step.
Step 3: Check The Crank Angle Sensor

• Disconnect the Crank Angle Sensor (CAS) on the The resistance is between
OK
flywheel housing from the engine harness. 100 and 600 Ohms.
• Inspect the CAS for mechanical damage. Proceed to next step.
The resistance is NOT
the resistance between pin-A and pin-B of the sensor NOT OK
between 100 and 600 Ohms.
connector (NOT across the engine harness connector).
Replace the Crank Angle
Sensor, verify that the repair
The resistance should measure between 100 and 600 eliminates the problem.
Ohms. STOP.

Step 4: Check The Engine Harness
• Connect the Crank Angle Sensor to the Engine Harness. OK The harness does not have
• Disconnect the Timing Control from the Engine Harness. a wiring problem. Proceed
• Use an ohmmeter set on the 2k Ohm scale to measure the to next step.
resistance between pin-L and pin-N of the Timing Control NOT OK The harness has a wiring
• Connector on the engine harness. problem. Repair or replace
The resistance should be between 100 and 600 Ohms the harness. STOP.
and be equal to the values measured from pin-A and
pin-B of the sensor connector.
Step 5: Check The Crank Angle Sensor And Gap

• Turn the Mode Control Switch (MCS) to the OFF/RESET OK The Crank Angle Sensor air
position. gap is between one-half and
• Open the fuse breaker in the ESS Panel. three quarters of a turn and
• Disconnect the Crank Angle Sensor from the Engine the magnetic tip shows no
Harness. signs of excessive debris or
• Mark the position of the Crank Angle Sensor. Loosen the damage. Proceed to next
nut and turn the sensor clockwise until it contacts the step.
flywheel. Note the number of turns required to make INCORRECT The Crank Angle Sensor air
contact. The turn in should be one-half to three-quarters of a GAP SETTING gap was NOT between
turn for proper adjustment. one-half and three quarters
of a turn. Set the correct gap,
• Remove the sensor from the block. verify that the repair
• Examine the sensor for damage and dirt or metal debris on
the magnetic tip. The tip should be clean and should show STOP.
no physical damage. The sensor has been
DEBRIS OR
• Install the sensor. DAMAGE damaged and/or there is
• Turn the sensor clockwise until the sensor contacts the DETECTED excessive debris detected on
flywheel face. Back the sensor out one-half to the magnetic tip. If debris is
three-quarters counterclockwise and tighten the locknut to detected, remove the debris
the proper torque. Refer to the Specifications Manual for and reinstall the sensor,
further information. restart the engine and verify
The Crank Angle Sensor air gap should have been that the code is not longer
active. If the code remains
between one-half and three quarters of a turn and the
active, replace the Crank
magnetic tip should show no signs of excessive debris or
Angle Sensor. Verify that the
damage.
STOP.

Step 6: Check The Speed TCM Sensor Air Gap
• Disconnect the Speed Sensor from the Engine Harness. The Speed Sensor air gap is
OK
Mark the position of the Speed Sensor Loosen the nut and between one-half and three
turn the sensor clockwise until it contacts the flywheel. quarters of a turn and the
Note the number of turns required to make contact. The magnetic tip shows no signs
turn in should be one-half to three-quarters of a turn for of excessive debris or
proper adjustment. damage. Proceed to next
step.
• Remove the sensor from the block.
• Examine the sensor for damage and dirt or metal debris on INCORRECT The Speed Sensor air gap
GAP SETTING was NOT between one-half
the magnetic tip. The tip should be clean and should show
no physical damage. and three quarters of a turn.
Set the correct gap, verify
• Install the sensor.
Turn the sensor clockwise until the sensor contacts the problem. STOP.
flywheel face. Back the sensor out one-half to DEBRIS OR The Speed Sensor has been
three-quarters counterclockwise and tighten the locknut to DAMAGE damaged and/or there is
the proper torque. Refer to the Specifications Manual for DETECTED
excessive debris detected on
further information.
the magnetic tip. If debris is
The Speed Sensor air gap should have been between detected, remove the debris
one-half and three quarters of a turn and the magnetic tip and reinstall the sensor,
should show no signs of excessive debris or damage. restart the engine and verify
that the code is not longer
STOP.
• Inspect the flywheel ring gear teeth beneath the speed OK The flywheel is in good
sensor path for damage. condition. Restart the engine,
• Inspect the flywheel surface for nicks and pits beneath if the diagnostic code returns,
the Crank Angle Sensor path for damage. replace the Crank Angle
The flywheel should be in good condition. Sensor. Verify that the repair
eliminates the problem. If the
code is still active after
replacing the sensor, Refer
to Speed/Timing Sensor.
STOP.
NOT OK The flywheel is damaged.

Repair or replace the
flywheel or flywheel Ring gear.
STOP.

110-00
110-01
110-12
JACKET WATER TEMPERATURE SENSOR
System Operation
The Jacket Water Temperature Sensor provides water Figure 1: Jacket Water Temperature Diagram
temperature data to the Engine Control Module (ECM).
The ECM monitors Jacket Water Temperature to protect Electronic Control Module
the engine from overheating and to alert the operator of (ECM)
possible problems. The jacket water temperature is
displayed on the CMS Module (gauge 2).
Sensor Supply
The sensor is powered from the 10 VDC supply from
the ECM. This is shared with several other sensors.
Output Signal
varied voltage range is from about 0.6 VDC at -40°C
(-40°F) to 5.1 VDC at 120°C (248F).
Control Diagnostics
110-00 (Not Flashing) High Jacket Water Temperature
Alarm Level indicates the coolant water temperature
exceeds the programmed parameter. The ECM will
display a constant diagnostic code.
110-00 (Flashing) High Jacket Water Temperature
Shutdown Level indicates the coolant water temperature Jacket Water (Coolant)
has exceeded the programmed parameter for more than Temperature Sensor
1 minute. The standard Shutdown Point is 98°C (208°F),
CoGen and BioGas unit may be different.
110-01 (Not Flashing) Low Jacket Water Temperature

Alarm Level indicates the coolant water temperature
does not reach the minimum programmed parameter
value. The ECM will display a constant diagnostic code.
Note: If the Jacket Water Temperature is below 25°C
(77°F)the ECM will display the 110-01 alarm immediately
If the Jacket Water Temperature is above 25°C (77°F), but
below 75°C(167°F) for more than 30 minutes the ECM will
then also display the 110-01 Low Water Temp Alarm.
110-12 (Flashing) Jacket Water Temperature

Sensor Failure indicates the Jacket Water
Temperature Sensor has provided data outside the
range expected from a properly functioning sensor.

Figure 2: Jacket Water Temperature Schematic
ESS Panel
Junction Jacket Water

Box Temperature Sensor
ECM
(9 to 11 VDC)
+ 10 VDC 256 860 880 S031/BK A- + 10 VDC Supply
(0 VDC)
Ground 258 862 882 S031/BK B - Supply Ground
(Signal)
Temperature Signal -11 262 H 881 S031/WH-OR C- Sensor Signal
263
Figure 3: Jacket Water Temperature Table
Coolant Temperature Sensor Output
Voltage Temperature
1.8 VDC 20°C (68°F)
2.4 VDC 40°C(104°F)

3.0 VDC 60°C (140°F)
3.7 VDC 80°C (176°F)

Diagnostic Codes

110-00 High Jacket Water Temperature Alarm If the engine is running, it will Proceed with
(Not continue to run. If the Jacket Water
The engine is running, the jacket water temperature continues to rise
Flashing) temperature is above the High Jacket Water Temperature
a shutdown will occur. The Sensor.
Temperature Alarm Level, and the Coolant diagnostic code will remain
Temperature Sensor is not obviously failed. until it is cleared by toggling
Probable Causes for this Diagnostic Code the Display Select Switch or
• Restart of the engine immediately following a cancelled by the following
hot shutdown. codes.
110-00 High Jacket Water
• Problem with cooling system (possible
combustion leakage into Jacket Water Temperature Shutdown
resulting in restricted water flow). 110-01 Low Jacket Water
• Problem in Coolant Temperature Sensor or Temperature Alarm
wiring. 110-12 Jacket Temperature
Sensor Failure.
On system equipped with
the standard warning horn
be energized until the diagnostic
code is cleared by toggling

110-01 Low Jacket Water Temperature Alarm If the engine is running it will Proceed with
(Not continue to run. However, Jacket Water
The Jacket Water temperature is below the
Flashing) performance and durability of Temperature
Low Jacket Water Temperature Alarm Level,
and the engine has been running for at least the engine may be reduced. If Sensor.
one minute, and the Coolant Temperature the engine is stopped, the
Sensor has not failed. engine may be difficult to start.
The engine has been running for 30 minutes On systems equipped with the
and the coolant temperature is less than 75°C standard warning horn function,
(167°F). the alarm output will be
Probable Causes for this Diagnostic Code energized until the diagnostic
• Problem with the Jacket Water Heater or Display Select Switch.
Jacket Water Cooling System
• Problem with Water Temperature Regulators
• Problem in Coolant Temperature Sensor or
wiring
110-00 High Jacket Water Temperature Shutdown If the engine is running, and Proceed with
(Flashing) The Jacket Water temperature is above the the temperature continues to Jacket Water
High Jacket Water Temperature Shutdown rise, a shutdown will occur. The Temperature
Level, and... diagnostic code will remain Sensor.
displayed and the engine will
The engine has been running for at least one
be prevented from restarting
minute.
until it is cleared by toggling the
It is not obvious that the Coolant Pressure Display Select Switch or
Sensor has failed.
cancelled by the following
Probable Causes for this Diagnostic Code
code.
• Problem with cooling system (possible
110-12 Jacket Water
combustion leakage into Jacket Water
Temperature Sensor Failure
Resulting in restricted water flow).
• Problem in Coolant Temperature Sensor or
wiring
the system.
he alarm output will be

CID-FMI Conditions which generate_this code: Jacket Systems Response: Troubleshooting
110-12 Water Temperature Sensor Failure The If the engine is running it will Proceed with
(Flashing) shutdown. The diagnostic code Jacket Water
failure is detected at ECM voltage inputs below
will remain displayed and the Temperature
0.6 VDC or above 5.1 VDC. engine will be prevented from Sensor.
Probable Causes for this Diagnostic Code restarting until it is cleared by
• Failed Coolant Temperature Sensor toggling the Display Select
• Short or open in wiring to the Coolant Switch.
Temperature Sensor A "RST REQD" diagnostic will
• Problem with the Jacket Water Heater or also be present on the ECM to
Jacket Water Cooling System indicate the system must be
• Intermittent problem in Jacket Water reset before restarting.
Temperature Sensor or wiring Momentarily turning the Mode
• Faulty ECM Control Switch (MCS) to the
the system.
Functional Test

not completely
• Reinstall the fuse in the ESS Panel.
Electrical Connectors Test Procedure 1 (page 4-3).
points. Repair as required.
All connections and connectors/pins/sockets should be Verify that the repair
completely mated/inserted and free of corrosion, eliminates the problem.

• Turn the Mode Control Switch (MCS) to the STOP OK The voltage is between 0.6
position. VDC to 5.1 VDC. Check for
• Measure the DC voltage between wire S031 (Sensor intermittent diagnostic codes.
Signal terminal 262) and S031 (Supply Ground terminal STOP.
258) in the ESS Panel.
* Measure the voltage between wire S031 (Sensor Signal
0.6 VDC to 5.1 VDC.
terminal 881) and S031 (Supply Ground terminal 882) in the
Engine Junction Box.
The voltage should be from 0.6 VDC to 5.1 VDC.
Step 3: Check For Proper Supply Voltage OK The voltages measure 10 ±

• Measure the DC voltage between the supply wire S031 1 VDC. Proceed to next
(+10 VDC Supply terminal 256) and S031 (Supply Ground step.
Terminal 258) in the ESS Panel. NOT OK The voltages is 10 ± 1 VDC at
NOTE: The 10 VDC is sources from the ECM connector J3 the ESS Panel but not in one
pin-2. The analog ground is provided by the ECM connector of the other checks.
J3 pin-3. Troubleshoot and repair the
• Measure the DC voltage between the supply wire S031 wiring between the ESS
(+10 VDC Supply terminal 880) and S031 (Supply Ground Panel and the sensor. Repair
terminal 882) in the Engine Junction Box. as required. Verify that the
• Disconnect the sensor and check for proper supply voltage repair eliminates the problem.
to the sensor at the connector between pin-A and pin-B. STOP.
The voltages should be 10 ± 1 VDC. LOW VOLTAGE The voltage is less than 10 ± 1
VDC. Repair the wiring
between the ESS Panel and
the Sensor. Verify that the
STOP.
Step 4: Check Continuity To The Sensor

• Open the fuse breaker in the ESS Panel. Verify the repair eliminates
• Measure the resistance between pin-C of the sensor the problem. STOP.
connector and wire S031 (Signal Supply terminal 881) in
than 2 Ohms. Troubleshoot
STOP.

Step 2: Check the Signal
position. VDC to 5.1 VDC. Check for
• Measure the DC voltage between wire S031 (Sensor intermittent diagnostic
Signal) and S031 (Supply Ground in the ESS Panel. codes. STOP.
• Measure the voltage between wire S031 (Sensor Signal) NOT OK The voltage is NOT between
and S031 (Supply Ground) in the Engine Junction Box. 0.6 VDC to 5.1 VDC.
The voltage should be from 0.6 VDC to 5.1 VDC. Proceed to next step.

• Measure the DC voltage between the supply wire S031 OK The voltages measure +10 ±
(+10 VDC Supply) and S031 (Supply Ground) in the ESS 1 VDC. Proceed to next
Panel. step.
NOTE: The 10 VDC is sources from the ECM connector J3 NOT OK The voltages is +10 ±1 VDC at
pin-2. The analog ground is provided by the ECM connector the ESS Panel but not in one
J3 pin-3. of the other checks.
• Measure the DC voltage between the supply wire S031 Troubleshoot and repair the
(+10 VDC Supply) and S031 (Supply Ground) in the wiring between the ESS
Engine Junction Box. Panel and the sensor. Repair
• Disconnect the sensor and check for proper supply voltage as required. Verify that the
to the sensor at the connector between pin-A and pin-B. repair eliminates the problem.
The voltages should be +10 ± 1 VDC. STOP.
LOW VOLTAGE The voltage less than +10 ±1
STOP.
Step 4: Check Continuity to the Sensor
• Measure the resistance between pin-C of the sensor the problem. STOP.
connector and wire S031 (Signal Supply) in the Engine NOT OK The resistance is greater
Junction Box. than 2 Ohms. Troubleshoot
The resistance should be less than 2 Ohms. and repair the wiring
the engine Junction Box.
STOP.

317-00
ENGINE IS OVERLOADED
System Operation
This input is used to provide an alarm to alert the Figure 1: Engine is Overloaded Diagram
operator of an engine overload condition and the
control can not maintain desired engine rpm.
Electronic Control Module
(ECM)
n
J2
J3
C D
Diagnostic Codes
CID-FMI 1 Conditions which generate this code: Systems Response: Troubleshooting

317-00 Engine Load Is Too High This code will not cause a Proceed with
(Not Engine is overloaded, (typically 110%) and there shutdown. The engine may Engine is
Flashing) are n0 shutdowns, and the engine is not in shut down for other reasons. Overloaded.
The diagnostic code will remain
| parallel operation, and the engine is not in displayed, and the engine will
PC-CAL mode, and there is a speed error
greater than 50 rpm for five seconds compared to continue to run. If the engine
the desired speed. completes a shutdown
Probable Causes for this Diagnostic sequence and this code is
Engine is overloaded. present, the ECM is indicating
| NOTE: The diagnostic code will clear itself if the that the engine was overloaded
load on the engine is reduced to less than 105% at the time of the shutdown.
or the speed error is less than 10 rpm or the
i engine is placed in PC-CAL mode.
Functional Test
Step 1: Remove The Load

Remove the load from the engine.Clear the Diagnostic OK STOP.
Code. Restart the engine.
The engine should perform normally with the correct
load. NOT OK Check For excessive misfire.
Refer to Improper Load
Indication in section 3. Improper
BTU setting, air or fuel leak in
line to pressure sensor, faulty
air/fuel pressure sensor. STOP.

320-04
320-05
TCM FLYWHEEL SENSOR
System Operation
Figure 1: Flywheel Sensor Diagram
The Flywheel Sensor is a passive magnetic pickup (TCM)
sensor that provides the engine speed and engine
crankshaft position information to the Timing Control
Module (TCM). Also used by SCM and DMC
Output Signal
The sensor outputs a sinusoidal wave form created as
the flywheel ring gear teeth pass beneath the pickup. The
frequency of the signal is proportional to the engine
speed where 3825 Hz equals 900 rpm.
Frequency/4.25=rpm
Figure 2: Flywheel/Crank Angle Sensor Schematic Crank Angle Sensor
SpeedSensor
Sensor
Slund
A Suppfer
Ground
Cmk Angle Senior
Sensor
Signs!
Supply
Ground

Figure 3: Flywheel Sensor Output Table
Speed/Timing Sensor Output
Frequency (Hz) Engine Speed (RPM)
1063 60
2125 500
3825 900
4250 1000
Diagnostic Codes
CID-FMI Conditions which generate this code: TCM Systems Response: Troubleshooting
320-04 Flywheel Sensor Failed Short The engine will not run Proceed with
(Flashing) because there is no ignition. No Flywheel Sensor.
The engine is running, and...
Magneto Clock signal will be
The TCM has deteceted a shorted FlyWheel
sent to the Ignition System from
Sensor or wiring by an indication the engine
the Timing Control Module.
is running (greater than 200 rpm) from the
Without the clock signal, the
Crank Angle Sensor and no signals are present
from the flywheel. Ignition System will not send a
Probable Causes For This Diagnostic Code primary voltage signal to the
transformer. The No Speed
• The signal wiring for the Flywheel Sensor
Sensor Signal LED will be ON
shorted. and the diagnostic code may be
• The Flywheel Sensor has failed.
viewed on the ECM.
• The Flywheel Sensor adjustment is not in
specification and is sending a weak
(too large of an air gap).
The diagnostic code will
• Dirt or metal debris on the Flywheel Sensor.
remain displayed and the
• Crank Angle Sensor is not adjusted properly engine will be prevented from
(too small of an air gap). restarting until it is cleared by
• Dirt or metal debris on the Crank Angle Sensor.
Switch.
• Nicks on flywheel along Crank Angle Sensor
path. A "RST REQD" diagnostic will
• Electrical noise on the Crank Angle Sensor also be present on the ECM to
wiring. indicate the system must be
the system.

320-05 Flywheel Sensor Failed Open The engine will not run Proceed with
(Flashing} The ECM engine speed is less than 50 rpm, because there is no ignition. No Flywheel Sensor.
Magneto Clock signal will be
and...
sent to the Ignition System from
The TCM has detected a shorted TCM Flywheel
the Timing Control
Sensor or wiring by an indication the engine is
module. Without the clock
running (greater than 200 rpm) from the Crank
signal, the Ignition System will
Angle Sensor and no signals are present from
not send a primary voltage
the Flywheel Sensor.
signal to the transformer. The
No Speed Sensor Signal LED
ÿ Either the signal or ground wire for the
will be ON and the diagnostic
sensor has failed open
code may be viewed on the
• The Flywheel Sensor has failed open
ECM.
• The Timing Control Module has an internal
failure The diagnostic code will remain

the system.

Functional Test

* Turn the Mode Control Switch (MCS) to the OFF/RESET OK All connections and
Engine Junction Box and the TCM Flywheel Sensor abrasion or pinch points.
Connector for corrosion, abrasion or pinch points and Proceed to next step.
associated wiring for damage.
NOT OK All connections and
not completely mated/inserted
• Reinstall the fuse in the ESS Pane/.
or free of corrosion, abrasion
or pinch points. Repair as
abrasion or pinch points. See Test Procedure 1 (Page 4-3).
STOP.
Refer to Inspecting
ADDITIONAL Electrical Connectors
INFORMATION (Test Procedure 1). If OK
proceed to next step.
Step 2: Check The Flywheel Sensor
• Disconnect the Flywheel Sensor on the flywheel housing OK The Flywheel Sensor is free
from the engine harness. of mechanical damage. The
• Inspect the Flywheel Sensor for mechanical damage. resistance is between 100
• Use an ohmmeter set on the 2k Ohms scale to measure the and 600 Ohms. Proceed to
resistance between pin-A and pin-B of the sensor module next step.
connector (NOT across the engine harness connector).
NOT OK The resistance is NOT
The Flywheel Sensor should be free of mechanical
between 100 and 600 Ohms
damage. The resistance should measure between 100
or the Flywheel Sensor has
and 600 Ohms.
mechanical damage. Replace
the Flywheel Sensor. Verify
problem. STOP.
Step 3: Check The Harness Wiring

• Connect the Flywheel Sensor to the engine harness. OK The resistance is between
• Disconnect the Timing Control from the engine harness. 100 and 600 Ohms. Proceed
• Use an ohmmeter set on the 2k Ohms scale to measure the to next step.
resistance between pin-T and pin-N of the Timing Control NOT OK The resistance is NOT
* Connector on the harness. between 100 and 600 Ohms.
The resistance should measure between 100 and 600 There is a problem in the
Ohms. The reading should match the reading from the connector or the wire. Repair
resistance measurement at the Flywheel Sensor. as required. Verify that the
STOP.

Step 4: Check The Sensor Signal
• Use an AC voltmeter set on the 20 VAC scale to measure The voltage is above 2.0
OK
the sensor signal voltage across pin-T and pin-N of the VAC. Proceed to Step 6.
• Timing Control Module connector on the engine harness
while cranking the engine at a speed of 70 rpm minimum. NOT OK The voltage is below 2.0 VAC.
The voltage should be above 2.0 VAC. Proceed to next step.
Step 5: Check The Flywheel Sensor And Gap
* Turn the Mode Control Switch (MCS) to the OFF/RESET OK The air gap is between
position.
one-half and three quarters of
• Open the fuse breaker in the ESS Panel. a turn and the magnetic tip
shows no signs of excessive
• Disconnect the TCM Flywheel Sensor from the debris or damage. Proceed
Engine Harness.
to next step.
• Mark the position of the TCM Flywheel Sensor. Loosen the The Flywheel Sensor air gap
nut and turn the sensor clockwise until it contacts the
INCORRECT
GAP was NOT between one-half
flywheel ring gear. Note the number of turns required to and three quarters of a turn.
make contact. The turn in should be one-half to Set the correct gap, verify
three-quarters of a turn for proper adjustment. that the repair eliminates the
• Remove the sensor from the block. problem. STOP.
the magnetic tip. The tip should be clean and should show DEBRIS ON The sensor has been
no physical damage. SENSOR damaged and/or there is
• Install the sensor. the magnetic tip. If debris is
• Turn the sensor clockwise until the sensor contacts the detected, remove the debris
flywheel ring gear face. Back the sensor out one-half to and reinstall the sensor,
three-quarters counterclockwise and tighten the locknut to restart the engine and verify
the proper torque. Refer to the Specifications Manual for that the code is not longer
further information. active. If the code remains
The Sensor air gap should have been between one-half active, replace the Flywheel
and three quarters of a turn and the magnetic tip should Sensor. Verify that the repair
show no signs of excessive debris or damage. eliminates the problem.
STOP.

• Disconnect the Crank Angle Sensor from the Engine OK The Crank Angle Sensor air
Harness. gap is between one-half and
• Mark the position of the Crank Angle Sensor. Loosen the three quarters of a turn and
nut and turn the sensor clockwise until it contacts the the magnetic tip shows no
flywheel. Note the number of turns required to make signs of excessive debris or
contact. The turn in should be one-half to three-quarters of a damage. Proceed to next
turn for proper adjustment. step.
. Remove the sensor from the block. INCORRECT
GAP
The Crank Angle Sensor air
gap was NOT between
one-half and three quarters
the magnetic tip. The tip should be clean and should show
of a turn. Set the correct gap,
no physical damage.
verify that the repair
Install the sensor.
• Turn the sensor clockwise until the sensor contacts the STOP.
flywheel face. Back the sensor out one-half to DEBRIS ON The sensor has been
three-quarters counterclockwise and tighten the locknut to SENSOR damaged and/or there is
the proper torque. Refer to the Specifications Manual for
The Crank Angle Sensor air gap should have been
detected, remove the debris
between one-half and three quarters of a turn and the
and reinstall the sensor,
magnetic tip should show no signs of excessive debris or
restart the engine and verify
damage.
STOP.
sensor path for damage. condition. Replace the
« Inspect the flywheel surface for nicks and pits beneath TCM, verify that the repair
the Crank Angle Sensor path for damage. eliminates the problem.
The flywheel should be in good condition. STOP.
NOT OK The flywheel ring gear is
NOT in good condition.
flywheel. Verify that the
problem. STOP.

326-09
326-11
IGNITION TIMING
System Operation
The Magneto Interface Box (MIB) or the Caterpillar Timing Control Module
Ignition System (CIS) signal is a reduced voltage signal (TCM)
of the magneto's odd bank capacitor charge. This signal
is sent from the Magneto Ignition Box (MIB) to the Timing
Control. The wave form consists of pulses that indicate
the discharge of the odd bank capacitor to fire the odd
cylinders. One pulse is shown for each odd cylinder. This
signal is used by the Timing Control to calculate ignition
timing and some ignition diagnostics.
Interface Signal
Magneto Interface Ignition Pulses Signal- The waveform
consists of pulses that indicate the discharge of the odd
number cylinder bank's capacitor to fire the odd
numbered cylinders. One pulse is shown for each odd
numbered cylinder.
Control Diagnostics
326-09 (Flashing) No Mag Interface Signal
326-11 (Flashing) Timing Problem Shutdown Magneto Interface Box
(MIB)
The diagnostic codes for this signal are activated by the
TCM when no ignition pulses are received from the MIB.
This diagnostic code is only detected on startup while the
engine speed is between 120 and 300 rpm. If no pulse is OR
detected for 500 ms after engine speed is greater than
120 rpm and below 300 rpm, the diagnostic is activated. Timing Control Module
Related diagnostics are from Crank Angle Sensor or (TCM)
Timing/Speed Sensor failures. <©>-/©>- ÿ -<©*

(CIS)

Figure 2: Timing Schematic
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Diagnostic Codes

326-09 No Mag Interface Signal When the TCM determines Note :
(Flashing) No ignition pulses are received on startup while that the magneto or CIS has
the engine speed is between 120 and 300 rpm. failed to send a signal, the This fault has
Probable Causes For This Diagnostic Code system will shut down the been corrected
engine. with a software
• MCS has been cycled from any position to OFF
and back to any position before Timing
The No Magneto Interface update to the
Signal LED will be ON and the Timina Control
Control is completely powered down. Module. Update
code may be viewed on the
• Noisy magneto ignition pulses causing the the TCM.
ECM.
TCM to go to 0 Degrees timing. See Engine
Noisy MSR (bouncing contacts) A "RST REQD" diagnostic will News Article
Pin-G of the magneto is grounded also be present on the ECM to SEBD928700
The -Battery signal to pin-H of the Ignition indicate the system must be (2000/07/01)
System is Open
reset before restarting. TCM Update &
The Customer Interface Box ground strap is Momentarily turning the Mode Special
not making good contact Control Switch (MCS) to the Instruction
A wiring short or open in the CIS harness to
OFF/RESET position will reset REHS079100
the CIS to Timing Control wiring.
the system.
(2000/03/01)
The magneto is not connected to the CIS On systems equipped with the
TCM Software
harness or the CIS is not connected to the Chip
standard warning horn function, Replacement
Timing Control the alarm output will be
The Magneto, CIS, Ignition Transformer or a energized until the diagnostic
Combustion Buffer has failed code is cleared by toggling the
MSR Relay/Base has failed Display Select Switch.

326-11 Timing Problem Shutdown This diagnostic code indicates Restart the engine
(Flashing) The engine is running, and timing error is the Engine Control Module in Magneto
greater than two degrees for more than 2.5 (ECM) has determined that the Calibration Mode.
seconds, and
actual ignition timing cannot be Verify proper
controlled to the desired timing. setting of magneto
No specific timing control system failure has
The control system controls timing. Verify
been identified ignition timing to protect the proper adjustment
The DDT is not in MAG CAL Mode engine and for emissions and of Speed Timing
Probable Causes For This Diagnostic Code fuel consumption optimization. Sensor and the
• Noisy magneto ignition puises causing the Crank Angle
TCM to go to 0 Degrees timing. The diagnostic code will remain Sensor. If the
• Noisy MSR (bouncing contacts) displayed, and the engine will Diagnostic Code is
• Failed CIS be prevented from restarting still active,
until the diagnostic code is proceed with
• Misadjusted or failed crank angle sensor
cleared by toggling the Display Ignition Timing.
• Failed or Uncalibrated magneto
Select switch.
• Misadjusted or failed Speed/Timing Sensor
• Faulty wiring to the CIS also be present on the ECM to
the system.

Functional Test

position.
. Check the Terminal Strip Connection in the ESS Panel, the
• Check the Engine Harness Connection at the Customer
Interface Box (CIS) and the Timing Control Module for NOT OK All connections and
corrosion or mechanical failure. connectors/pins/sockets are
• Check the Ignition harness connector at the Magneto not completely
Interface Box (MIB) or the Caterpillar Ignition System mated/inserted or free of
(CIS) for corrosion or mechanical failure. corrosion, abrasion or pinch
• Check the ignition harness connections to the ignition points. Repair as required.
transformers for corrosion or mechanical failure. Verify that the repair
• Ensure that all connectors/pins/sockets are completely eliminates the problem.
mated/inserted and the harness/wiring is free of corrosion, STOP.
abrasion or pinch points. ADDITIONAL Refer to Inspecting
NOTE: For additional information refer to Inspecting INFORMATION Electrical Connectors. If
Electrical Connectors Test Procedure 1 (Page 4-3). OK, proceed to next step.
Step 2: Check For Grounding Of The Customer

Connector Pin-G
• Disconnect the Ignition Harness Magneto Connector at OK The resistance for both
the magneto. measurements are greater
• Use an ohmmeter set on the 2k Ohms scale, measure the than 1000 Ohms. Proceed
resistance from the Ignition Harness Magneto Connector to next step.
pin-G to the engine block. IGNITION The resistance is less than
• Use an ohmmeter set on the 2k Ohms scale, measure the HARNESS 1000 Ohms at the Ignition
resistance from pin-G of the magneto's Magneto Connector Harness. A short in the
pin-G to the engine block.
Ignition Harness is grounding
• Reconnect the Ignition Harness Magneto Connector at the magneto pin-G. Repair or
the magneto.
replace the Ignition Harness.
Note: This test can also be performed on CIS. Display
will show stop and it cannot be cleared if pin-G is grounded.
The resistance for both measurements should be STOP.
greater than 1000 Ohms. MAGNETO The resistance is less than
CONNECTOR 1000 Ohms at the Magneto.
The magneto has failed.
Replace the magneto, verify
problem. STOP.

Step 3: Check The MSR Relay And Fuse
OK The engine starts without a
• Turn the Mode Control Switch (MCS) to the OFF/RESET 326-09 Diagnostic Code. The
position. MSR Relay or fuse on the
• Close the fuse breaker in the ESS Panel.
SCM is failed. Repair or
• Install a jumper from SCM terminal-24 to SCM terminal-T.
replace the faulty
• Start the engine by turning the Mode Control Switch to component. Verify that the
the START position. repair eliminates the
• Turn the Mode Control Switch to the OFF/RESET problem. STOP.
position.
The engine should start without a 326-09 Diagnostic NOT OK The engine starts but the
Code. 326-09 Diagnostic remains.
Step 4: Check The Engine Harness For Opens
• Disconnect the Magneto Interface Box (MIB) or the The resistance is in range.
Caterpillar Ignition System (CIS) from the Engine OK Proceed to next step.
Harness.
• Disconnect the Timing Control from the Engine Harness.
• Use an ohmmeter set on the 200 Ohms scale and
measure the resistance in the engine harness from the NOT OK The resistance is out of
CIS Harness Connector to the Timing Control Harness range. Repair or replace the
Connector from engine harness. Verify that
ÿ
Ignition System pin-A to TCHC pin-c the repair eliminates the
• Ignition System pin-C to TCHC pin-a problem. STOP.
• Ignition System pin-E to TCHC pin-G
• Ignition System pin-G to TCHC pin-H
• Ignition System pin-B to the magneto case
• Ignition System pin-H to terminal-24 of the Status
Control Module
The resistance should measure less than 2 Ohms.
Step 5: Check Ground Connections
• Check the Magneto Interface Box (MIB) ground strap OK The connection is in good
connection or check the Caterpillar Ignition System (CIS) condition. Proceed to next
ground strap connection. Verify that there is no paint step.
between the ground strap and the engine block connection
and there is no paint between the ground strap and the NOT OK The connection is not good
Ignition System connection. condition. Remove any paint
• Check the ground wire connections on the back of the or corrosion interfering with
magneto. The wire is part of the engine harness and is good ground strap
connected to the magneto using a magneto housing bolt. connections. Attempt to start
• Check the ignition harness ground connection to the the engine. Verify that the
engine block for corrosion or mechanical failure. repair eliminates the problem.
The connection should be in good condition. STOP.

Step 6: Check The Engine Harness For Shorts
• Disconnect the Ignition System from the Engine Harness. OK The resistance is greater
• Disconnect the Timing Control from the Engine Harness.
than 1000 Ohms. Proceed
• Use an ohmmeter set on the 2k Ohms scale to measure the
to next step.
resistance between the Timing Control Harness Connector
• (TCHC) pin-N to (TCHC) pin-c NOT OK The resistance is less than
• (TCHC) pin-N to (TCHC) pin-E 1000 Ohms. Repair or
• (TCHC) pin-N to (TCHC) pin-G replace the harness. Verify
• (TCHC) pin-N to (TCHC) pin-H the repair eliminates the
• Measure the resistance between pins on the Magneto problem. STOP.
Interface Box (MIB) or the Caterpillar Ignition System
(CIS) Harness Connector from pin to pin for all pins.
The resistance should measure greater than 1000
Ohms.
Step 7: Check The Magneto
NOTE: This step may be accomplished by using the

9U-6958 Magneto Peak Detect Service Tool. OK The voltage is greater than
100 VDC. Proceed to next
Install the 9U-6958 Magneto Peak Detect Service Tool
step.
between the magneto 6-pin connector and the 6-pin
magneto connector on the harness between the Magneto NOT OK The voltage is less than 100
Interface Box (MIB). VDC. Replace the magneto
* Start the engine by turning the Mode Control Switch the problem. STOP.
• Use a voltmeter set on the 200 VDC scale and measure
the voltage between the Odd Bank DC output test point
and the ground test point on the 9U-6958 Tool while
cranking the engine.
• Turn the Mode Control Switch (MCS) to the
OFF/RESET position.
• Check The Magneto Without The 9U-6958 Peak Detect
Service Tool:
NOTE: This step may be accomplished without the
U-6958 Magneto Peak Detect Service Tool.
• Open the cover of the Magneto Interface Box (MIB).
• Locate pin-C of the black 6-pin connector inside the
Ignition System.
• Start the engine by turning the Mode Control switch
• Use a voltmeter set on the 200 VDC scale and measure
the voltage between the Odd Bank DC Output test point
and the ground test point on the 9U-6958 Tool while
cranking the engine.
The voltage should be greater than 100 VDC.

Step 8: Check The Ignition Transformers) Or

Combustion BufferlS)
• Turn the Mode Control Switch (MCS) to the OFF/RESET OK The voltage readings are
position. constant with each cylinder.
. Disconnect all primary ignition harness connections to the
combustion buffers.
Replace the CIS, verify that
problem. If the Diagnostic
• Measure primary voltage while cranking the engine.
Code is still Active, replace
• Reconnect primary ignition harnesses, one at a time
the TCM. STOP.
while monitoring the voltage readings.
The voltage readings should be constant with each NOT OK The voltage readings are
cylinder. NOT constant with each
cylinder. Replace the faulty
ignition transformer. Verify
problem. If the Diagnostic
Code is still Active, replace
the combustion buffer.
Ensure that no CIS
Diagnostic warnings are
present If the CIS indicates a
problem proceed to the
appropriate system functional
test. STOP.

172-00
INLET MANIFOLD AIR TEMPERATURE SENSOR 172-12
System Operation
The Inlet Manifold Air Temperature Sensor provides inlet Figure 1: Inlet Manifold Air Temperature Sensor
air temperature data to the Engine Control Module (ECM). Diagram
The ECM uses air temperature in the calculations for
airflow and air-to-fuel ratio control. The ECM also uses the Electronic Control Module
(ECM)
sensor to protect the engine against excessively high air
temperatures. The inlet manifold air temperature can be
read from the CMS (gauge 1} or with the DDT.
Sensor Supply
the ECM. This voltage supply is shared with several
other sensors.
Output Signal
valid voltage range is from about 0.6 VDC at -40°C
(-40°F) to 5.1 VDC at 120°C (248°F).
Control Diagnostics Inlet Manifold Air
172-00 (Not Flashing) High Inlet Manifold Air Temperature Sensor
Temperature Alarm
When the load on the engine is below 50 percent of the
rated load, the High Air Temp (Load less than 50 percent)
Alarm Level is used as the Alarm setting.
When the load on the engine is above 50 percent of the
rated load, the High Air Temp (Load greater than 50
percent) Alarm Level is used as the Alarm setting.
172-00 (Flashing) High Inlet Manifold Air
Temperature Shutdown
When the load on the engine is below 50 percent of the
rated load, the High Air Temp (Load less than 50 percent)
Shutdown Level is used as the Shutdown setting.
When the load on the engine is above 50 percent of the
rated output the High Air Temp (Load greater than 50
percent) Shutdown Level is used at the Shutdown setting.
172-12 (Flashing) Inlet Manifold Air Temperature
Sensor Failure
The Inlet Manifold Air Temperature Sensor has provided
data outside the normal operating range expected from a
properly functioning sensor. The failure is detected at
voltages below 0.6 VDC or above 5.1 VDC.

Figure 2: Inlet Manifold Air Temperature Sensor Schematic
ESS Panel
Junction Inlet Air Manifold

J3 Box Temperature Sensor
ECM
(9 to 11 VDC)
+10 VDC - 2 870 S012/RD +10 VDC Supply
(0 VDC)
Ground - 3 862 872 S012/BK Supply Ground
(Signal)
Temperature Signal -27 871 S012/WH-OR Sensor Signal
Figure 3: Inlet Manifold Air Temperature Sensor Table
Inlet Manifold Air Temperature Sensor Output
Voltage Temperature
1.8 VDC 20 C (68 °F)
2.4 VDC 40 C (104°F)
3.0 VDC 600 C (140°F)
3.7 VDC 80 C (176°F)

Diagnostic Codes

172-00 High Inlet Manifold Air Temperature If the engine is running and the Proceed with
(Flashing) alarm has been active for more Inlet Manifold Air
The engine load is less than 50 percent, the
than one minute, or the Temperature
engine has been running above 500 rpm for
temperature continues to rise, a Sensor.
more than one minute (at less than 50 percent
load), and the air temperature exceeds the High shutdown will occur. The
diagnostic code will remain
Air Temp (Load<50 percent) Shutdown Level.
The engine load is greater than 50 percent, the, until it is cleared by toggling
engine has been running above 500 rpm for more the Display Select Switch or
than one minute, and the air temperature is cancelled by the following
above the High Air Temp (Load>50 percent) diagnostic code:
Shutdown Level. 172-12 Inlet Manifold Air
Note: The inlet air temperature must exceed the Temperature Sensor Failure
limit for 1 minute before the Shutdown will occur. (Flashing).
A RST REQD" diagnostic will
Probable Causes for this Diagnostic Code also be present on the ECM to
• Restarting the engine immediately following a indicate the system must be
hot shutdown reset before restarting.
• Problem in the sensor wiring Momentarily turning the Mode
• Air Temperature Sensor failure
• SCAC Cooling system problem
• Exhaust manifold gasket failure (escaping
the system.
gas reaches inlet temperature sensor. On systems equipped with the

172-00 High Inlet Manifold Air Temperature If the engine is running it will Proceed with
(Not The engine load is less than 50 percent, the continue to run. The diagnostic Inlet Manifold Air
Flashing) engine has been running above 500 rpm for code will remain displayed and Temperature
more than one minute (at less than 50 percent the engine will be prevented Sensor.
load), and the air temperature exceeds the High from restarting until it is cleared
Air Temp (Load<50 percent) Alarm Level. by toggling the Display Select
Switch or cancelled by one of
The engine load is greater than 50 percent, the the following diagnostic codes:
engine has been running above 500 rpm for
more than one minute, and the air temperature , 172-00 High Inlet Manifold
is above the High Air Temp (Load>50 percent) Air Temperature Shutdown
Alarm Level. (Flashing).
172-12 Inlet Manifold Air
• Restarting the engine immediately following a
Temperature Sensor Failure
hot shutdown
(Flashing).
• Problem in the sensor wiring
• Air Temperature Sensor failure On systems equipped with the
• SCAC Cooling system problem standard warning horn function,
• Exhaust manifold gasket failure (escaping the alarm output will be
gas reaches inlet temperature sensor). energized until the diagnostic
172-12 Inlet Manifold Air Temperature Sensor If the engine is running a Proceed with
(Flashing) Failure shutdown will occur. The Inlet Manifold Air
Shutdown Condition: diagnostic code will remain Temperature
displayed and the engine will Sensor.
The value specifies the inlet manifold air will be prevented from restarting
temperature condition necessary for this until it is cleared by toggling
diagnostic code to be activated. The voltage the Display Select Switch.
input to the ECM from the Inlet Manifold Air
Temperature Sensor is less than 0.6 VDC or A MRST REQD" diagnostic will
greater than 5.1 VDC. also be present on the ECM to
Probable Causes for this Diagnostic Code: indicate the system must be
• Faulty Inlet Manifold Air Temperature Sensor
• Short or opening in wiring to the sensor Control Switch (MCS) to the
• Intermittent problem in the sensor or wiring OFF/RESET position will reset
• Faulty ECM the system.
Switch.

Functional Test

• Reinstall the fuse in the ESS Panel. not completely mated/inserted
NOTE: For additional information refer to Inspecting or free of corrosion, abrasion
Electrical ConnectorsTest Procedurel (page 4-3). or pinch points. Repair as
All connections and connectors/pins/sockets should eliminates the problem.
be completely mated/inserted and free of corrosion, STOP.
Step 2: Check the SCAC Cooling System

• Check the SCAC cooling system for possible causes of OK The SCAC cooling system is
the high temperature displayed. performing correctly. Proceed
• Measure system temperatures and pressures at various to next step.
points to identify possible location(s) of restricted flow.
NOT OK The SCAC cooling system is
• Measure supply pressure to separate circuit water pump to
NOT performing correctly.
ensure sufficient pressure is present to prevent pump
Repair as required. Verify that
cavitation.
The SCAC cooling system should perform correctly.
problem. STOP.
Step 3: Check The Temperature Signal
- Turn the Mode Control Switch to the STOP position.

• Measure the DC voltage between wire S0 12 (Sensor
OK The voltage is between 0.6
VDC and 5.1 VDC. Proceed
Signal terminal 260) and S012 (Supply Ground terminal to next step.
258) in the ESS panel. Measure the voltage between sire NOT OK The voltage is NOT between
S012 (Sensor Signal terminal 871) and S012 (Supply 0.6 VDC and 5.1 VDC. Repair
Ground terminal 872) in the Engine Junction Box. as required. Verify that the
The voltage should be between 0.6 VDC and 5.1 VDC. repair eliminates the problem.
STOP.
Step 4: Check For Supply Power

• Turn the Mode Control Switch to the STOP position. OK The voltage is in range.
• Measure the DC voltage between wire S012 (+10 Volt Proceed to next step.
Supply terminal 256) and S012 (Supply Ground terminal NOT OK The voltage is NOT in range.
258) in the ESS panel. Refer to Battery Voltage
The voltage should be 10 VDC ± 1 VDC. Low. STOP.

Step 5: Check Voltage At Junction Box
* Measure the DC voltage between wire S012 (+10 Volt The voltage is in range.
Supply terminal 870) and S102 (Supply Ground terminal OK Proceed to next step.
872) in the Engine Junction Box.
NOT OK The voltage is NOT in range.
The voltage should be 10 VDC ±1 VDC.
There is a Open or short in
the wiring harness. Repair as
eliminates the problem
STOP.
Step 6: Check Voltage At The Sensor The voltage is in
OK range.
• Disconnect the sensor and check for proper supply voltage
to the sensor at the connector between pin-A and pin-B Proceed to next step.
The voltage should be 10 VDC ± 1 VDC.
NOT OK
The voltage is NOT in range.
problem . STOP.
Step 7: Check Resistance At The Sensor
• Turn the Mode Control Switch (MCS) to the OFF/RESET OK The resistance is In range.
position. Replace the sensor. Verify
• Measure the resistance between pin-C of the sensor that the repair eliminates the
connector and wire S012 (Signal Supply terminal 871) in problem. STOP.
The resistance is greater
The resistance should be less than 2 Ohms. NOT OK than 2 ohms troubleshoot
between the junction box
and sensor. Verify that the
problem. STOP.

500-12
9
-
odule contains the software for the
ÿ<
Figure 1: Personality Module Diagram
des all of the features related to the (ECM)
-personality Module provides a mechanism
rjng functions of the control system. b
Programmable Only)
Diagnostic Codes
CID-FMI Conditions which generate this code: System Response: Troubleshooting:

500-12 Incompatible Personality Module The engine will be prevented Proceed with
(Flashing) Personality Module Mismatch. The ECM from starting. Personality Module
version does not support the features The diagnostic code will remain
required by the Personality Module. displayed, and the engine will
be prevented from restarting.
Probable Causes For This Diagnostic Code The diagnostic code can
not be cleared except by
• Failed Personality Module replacing the incompatible
• Incorrect Personality Module or ECM
Failed ECM Personality Module.
• update or replacement
• Incorrect
Incorrect Personality Module Part number also be present on the ECM to
• ECM Part Number indicate the system must be
the system.


Functional Test
TEST STEP RESULT diagkÿ
Step 1: Check for Connector Damage
• Turn the Mode Control Switch (MCS) to the

OK All conneÿCÿZÿÿs.
OFF/RESET position. connectors/pÿV
completely
• Open the fuse breaker in the ESS Panel. free of corrosion, 7
pinch points. ÿÿ7
• Panel,
Check the Terminal Strip Connection in the ESS
the Engine Junction Box for corrosion,
Proceed to next ste, /
abrasion or pinch points and associated wiring for NOT OK All connections and /
damage. connectors/pins/sockets ai/
completely mated/inserted at.
• completely
Ensure that all connectors/pins/sockets are
mated/inserted and the harness/wiring
pinch points. Repair as required.
is free of corrosion, abrasion or pinch points. Verify that the repair eliminates
the problem.
• Reinstall the fuse in the ESS Panel. STOP.
NOTE: For additional information refer to Inspecting Refer to Inspecting Electrical
ADDITIONAL
Electrical Connectors, Test Procedure 1 (page 4-3). Connectors. If OK, Proceed to
INFORMATION
AH connections and connectors/pins/sockets next step.
should be completely mated/inserted and free of
corrosion, abrasion or pinch points.
Step 2: Install A New Personality Module
• Removegrasp
the Personality Module Access Cover. OK The Personality Module is
• Firmly the release on the old
clips
Personality Module and detach the module from
firmly seated in the ECM and the
O-Ring is firmly seated. The
the ECM. Active Diagnostic Code is no
longer present.
• making
Install the new Personality Module into the ECM
sure it seats properly into the Personality
STOP.
Module socket. The Personality Module is
NOT OK
NOTE: The socket is keyed to accept the Personality firmly seated in the ECM and/or
Module on one position only. A "Click" can be felt the O-Ring is firmly seated. The
when the module is pushed in correctly. Active Diagnostic Code is still
present. Contact the Factory to
• Ensure
Install the Personality Module Access cover. help correct the problem.
STOP.
• the O-Ring is seated properly.
NOTE: Improper O-Ring placement could result in
moisture damage from improper sealing.
• present.
Restart the engine and verify the code is no longer
The Personality Module should be firmly seated

in the ECM and the O-Ring should be seated
properly. The Active Diagnostic Code should no
longer be present

462-00
COOLANT INLET PRESSURE HIGH
System Operation
The ESS monitors the inlet pressure of the coolant in the Figure 1: Coolant Inlet Pressure Switch Diagram
engine jacket water system and provides a switch output Electronic Control Module
to the ECM indicating if coolant pressure is above the (ECM)
programmed inlet pressure of the switch.
Although this sensor (or data) is read by the CMS
Module, the switch data output is relayed via the CAT
Data Link to the ECM and processed. The ECM
performs the diagnostics associated with this switch.
The Coolant Inlet Pressure Switch provides an open
contact when the coolant inlet pressure is below the
maximum acceptable inlet pressure trip point. If the
coolant inlet pressure is above 147 kpa gauge (21
psig), the switch is closed.
Control Diagnostics
462-00 (Not Flashing) Coolant Inlet Pressure High
Alarm Level indicates the coolant inlet pressure is
above the maximum allowed. The ECM will display a .atffc, jg*. jul B U LB
constant diagnostic fault code.
nrtfi Baca
eg a eg
462-00 (Flashing) Coolant Inlet Pressure High E9C9
Shutdown Level indicates the coolant inlet pressure is
Computerized Monitoring System
above the maximum allowed, the ECM will display a (CMS)
flashing diagnostic fault code and the engine will shut
down.
NOTE: This is not a standard offering and requires a
special Personality Module that can be programmed as Coolant Inlet Pressure
either an alarm or a shutdown. Switch
Figure 2: Coolant Inlet Pressure Switch Schematic
Panel Junction
Box
Coolant Inlet
Pressure Switch
CMS
—
[raj]
20 1M
(0to1.5VDCor
>4.5 VDC)

Diagnostic Codes

462-00 Coolant Inlet Pressure Alarm If the engine is running, it will Proceed with
(Not continue to run. Coolant Inlet
Flashing) The diagnostic code will Pressure High.
• Restriction in Coolant Inlet Pressure System,
Coolant Inlet Pressure Switch Failure, Faulty engine will be prevented from
CMS restarting until it is cleared by
• Faulty Jacket Water Pump toggling the Display Select
Switch.
462-00 Coolant Inlet Pressure High Shutdown If the engine is running a Proceed with
(Flashing) shutdown will occur. Coolant Inlet
The Coolant Inlet Pressure is greater than 465
The diagnostic code will remair Pressure High.
kPa (67 psi) for two seconds.
displayed, and the engine will
Restriction in Coolant Inlet Pressure System, until the diagnostic code is
Coolant Inlet Pressure Switch Failure, Faulty cleared by toggling the Display
CMS, Faulty Jacket Water Pump. Select switch.
the system.
standard warning horn function
Functional Test

Step 1: Check The Coolant Inlet Pressure
Check the coolant inlet pressure with an analog gauge. OK The pressure is less than
The pressure should be less than 465 kPa (67 psi). 465 kPa (67 psi). Proceed
to next step.
NOT OK The pressure is greater than
465 kPa (67 psi). Check for
restrictions in the system.
problem. STOP.

Check the Terminal Strip Connection in the ESS Panel, the and free of corrosion,
• Engine Junction Box for corrosion, abrasion or pinch points abrasion or pinch points.
. Ensure that all connectors/pins/sockets are completely NOT OK All connections and
mated/inserted and the harness/wiring is free of connectors/pins/sockets are
corrosion, abrasion or pinch points. not completely mated/inserted
• Reinstall the fuse in the ESS Panel. or free of corrosion, abrasion
NOTE: For additional information refer to Inspecting or pinch points. Repair as
Electrical Connectors. Test Procedure 1 (Page 4-3). required. Verify that the repair
All connections and connectors/pins/sockets should be eliminates the problem.
completely mated/inserted and free of corrosion, STOP.
Step 3: Check The Coolant Inlet Pressure Circuit

OK The voltage is above 1.5
• Turn the Mode Control Switch to the STOP position.
Measure the voltage form the Coolant Inlet Pressure VDC and below 4.5 VDC. If
• Switch at the ESS Panel. Refer to the electrical
troubleshooting an
schematic for exact connection points. intermittent problem refer to
The voltage should be above 1.5 VDC and below 4.5 Inspecting Electrical
VDC. Connectors. STOP.
BELOW 1.5 VDC The voltage is below 1.5 VDC.
ABOVE 4.5 VDC The voltage is above 4.5
VDC. The problem is in the
internal ESS Panel wiring.
Locate and repair the wire.
STOP.

Step 4: Check For A Short In The Wiring
• Measure the DC voltage from the Coolant Inlet Pressure
OK The voltage is Above 1.5
Switch at the ESS Panel. VDC and below 4. 5 VDC.
• Start disconnecting C032 (Switch Signal) starting at the Inlet
STOP.
Pressure Switch and working toward the ESS Panel.
(Engine Junction Box then Interconnect harness at both BELOW 1.5 VDC The voltage is below 1.5
ends). VDC. Proceed to next step.
The voltage should be above 1.5 VDC and below 4.5 ABOVE 4.5 VDC The voltage is above 4.5
VDC. VDC. The problem is in the
internal ESS Panel wiring.
Locate and repair the wire.
STOP.
Step 5: Check The Engine Control Module
• Turn the Mode Control Switch (MCS) to the STOP OK The voltage is greater than 4
position. VDC.STOP.
• Disconnect the connector from the CMS and measure the
ABOVE 4.5 VDC The voltage is greater than
voltage between pin-20 and ground on the CMS.
The voltage should be greater than 4 VDC 4.5 VDC Replace the CMS,
verify, that the repair
STOP.
VOLTAGE IS The voltage is below 1.5
BELOW 1.5 VDC VDC. Clear the Diagnostic
Code and restart the engine.
If the Code becomes Active,
there is an internal problem in
the ESS Panel wiring, repair
as required. STOP.

109-01
109-12
COOLANT OUTLET PRESSURE SENSOR
System Operation
The Coolant Outlet Pressure Sensor provides pressure
data to the ECM. The ECM monitors coolant outlet Figure 1: Coolant Outlet Pressure Sensor Diagram
pressure to protect the engine against low coolant (ECM)
pressure. This sensor is used along with the Jacket Water
Coolant Temperature Sensor to determine when the
coolant has turned to steam for co-generation
applications. Although this sensor (or data) is read by the
CMS Module, the sensor data output is relayed via the
CAT Data link to the ECM and processed. The ECM
performs the diagnostics associated with this sensor.
Sensor Signals
The coolant outlet pressure sensor provides a linear
pulse width modulated (PWM) voltage signal
corresponding to the pressure of the coolant from the BBDI
jacket water system outlet to the ECM. Minimum ana
add
expected output from the sensor is about 24 percent 9JHH
PWM and maximum expected PWM is about 90
percent. (CMS)
Sensor Supply
The sensor is powered by Battery Power (18 to 32 VDC).
The sensor receives power from battery positive and
Filtered Oil Pressure
negative sourced from the ESS panel through wire S131.
Output Signal
The sensor outputs a PWM voltage signal to the CMS.
The Duty Cycle varies with measured pressure. The
valved signal range is from about 24 percent to 90
percent. The frequency of the signal is 5000 Hz.
kPa = (PWM percent -3.38) x 4.848 109-01 (Flashing) Low Coolant Outlet Pressure
Control Diagnostics Shutdown Level indicates the Coolant Outlet Pressure is
109-01 (Not Flashing) Low Coolant Outlet Pressure below an acceptable level. The ECM will display a
Alarm Level indicates the Coolant Outlet Pressure is Flashing diagnostic fault code and engine will shut down.
below an acceptable level. The ECM will display a
constant diagnostic code. 109-12 (Flashing) Coolant Outlet Pressure Sensor
Failure Shutdown Level indicates the Coolant Outlet
Pressure Sensor has provided data outside the range
expected from a properly functioning sensor for a certain
period of time. The ECM will display a Flashing
diagnostic fault code and the engine will shut down.

Figure 2: Coolant Outlet Pressure Sensor Schematic
Figure 3: Coolant Outlet Pressure Sensor Table
Coolant Outlet Pressure Sensor Output
Duty Cycle (%) Pressure kPa (psi)
24 100(14.7)
40 177 (25.6)
60 275 (39.9)
90 420 (60.9)
Diagnostic Codes
CfD-FMt Conditions which generate this code: Systems Response: Troubleshooting

109-01 Low Coolant Outlet Pressure Alarm If the engine is running it will Proceed with
(Not The pressure has dropped below Low Coolant continue to run. The diagnostic Coolant Outlet
Flashing) code will remain displayed and Pressure Sensor.
Pressure Preset Alarm Level
the engine will be prevented
Probable Causes For This Diagnostic from restarting until it is cleared
• Short or open in wiring of the Coolant Outlet by toggling the Display Select
Pressure Sensor Switch.
• Intermittent problem with the sensor or wiring
• Restrictions in the jacket water circuit
• Low inlet coolant pressure

109-01 Low Coolant Outlet Pressure Shutdown If the engine is running it will Proceed with
(Flashing) The pressure has dropped below Low Coolant shutdown. The diagnostic code Coolant Outlet
will remain displayed and the Pressure Sensor.
Outlet Pressure Preset Shutdown Level
Probable Causes For This Diagnostic restarting until it is cleared by
• Short or open in wiring of the Coolant Outlet toggling the Display Select
Pressure Sensor Switch.
• Intermittent problem with the sensor or wiring A "RST REQD" diagnostic will
• Failed CMS Gauge Module. also be present on the ECM to
• Possible Data Link problem indicate the system must be
the system.
109-12 Coolant Outlet Pressure Sensor Failure If the engine is running it will Proceed with
(Flashing) The PWM input signal to the CMS Gauge shutdown. The diagnostic code Coolant Outlet
Module from the Coolant Outlet Pressure
Sensor is less than 3 percent or greater than
restarting until it is cleared by
94 percent. toggling the Display Select
Probable Causes For This Diagnostic Switch.
• Failed Coolant Outlet Pressure Sensor A "RST REQD" diagnostic will
• Short or open in wiring of the Coolant Outlet also be present on the ECM to
Pressure Sensor indicate the system must be
• Intermittent problem with the sensor or wiring reset before restarting.
• Failed CMS Gauge Module.
• Possible Data Link problem OFF/RESET position will reset
the system.

Functional Test

* Open the fuse breaker in the ESS Panel. completely mated/inserted
NOTE: For additional information refer to Inspecting required. Verify that the repair
Electrical Connectors. Test Procedure 1 (page 4-3). eliminates the problem.
All connections and connectors/pins/sockets should be STOP.

* Turn the Mode Control Switch (MCS) to the STOP OK The reading is between 3 and
position. 94 percent (4 kHz to 6 kHz
• Use a scope or voltmeter with PWM function to measure frequency). Reset all
the supply wire S131 (Sensor Signal) and S131 (Supply diagnostic codes and restart
Ground) in the ESS Panel and the Junction Box. Refer to the engine. STOP.
the Schematic for your engine for details. NOT OK The reading is NOT between
The reading should be between 3 and 94 percent (4 kHz to 3 and 94 percent (4 kHz to 6
6 kHz frequency). kHz frequency). Proceed to
next step.

Step 3: Check For Proper Supply Voltage At ESS
• Measure the DC voltage between the supply wire S131 OK The voltages are between 18
(Sensor Signal) and S131 (Supply Ground) in the ESS and 32 VDC. Proceed to
Panel. next step.
• Measure the DC voltage between the supply wire S131 NOT OK The voltages are between 18
(Sensor Signal) and S131 (Supply Ground) in the Engine and 32 VDC at the ESS
Junction Box. Panel but not in one of the
• Disconnect the harness connector at the sensor and other checks. Troubleshoot
measure the DC voltage between pin-A and pin-B. and repair the wiring between
The voltages should be between 18 and 32 VDC. the ESS Panel and the
sensor. Repair as required.
STOP.
LOW VOLTAGE The voltage is less than 18
STOP.
Step 4: Check The Wiring Harness

• Disconnect the CMS Connector. the problem. STOP.
• Measure the resistance between pin-C of the sensor
connector and pin-17 on the CMS.
2 Ohms. Troubleshoot and
repair the wiring between the
sensor and the ECM. Verify
problem. STOP.

106-01
106-12
MANIFOLD AIR PRESSURE SENSOR

System Operation
Figure 1: Air/Fuel Pressure Sensor Diagram

The Manifold Air Pressure Sensor provides an absolute
inlet air manifold pressure to the Engine Control Module
(ECM). The ECM uses the Air Pressure along with Fuel Electronic Control Module
(ECM)
Pressure, Fuel Temperature and Engine rpm to calculate
the amount of fuel and airflow through the engine. The
ECM monitors the air pressure for the air to fuel ratio
control.
The Manifold Air Pressure can be read from the DDT or
from the CMS Module.
The sensor is powered from the 20 or 24 VDC supply

from the ECM. The 20 VDC supply is shared with other
sensors.
The sensor outputs a PWM signal to the ECM. The

signal level varies with measured pressure. The valid
signal range is from approximately 17.3 percent to 95
percent duty cycle.
Control Diagnostics
106-01 insufficient Boost Pressure Alarm indicates the

engine is unable to attain maximum power because of
Fuel and Air Pressure Sensor
insufficient air supply to the inlet manifold and the engine Transducer Module
is unable to achieve the desired air pressure for steady
state operation within a reasonable period of time.
Sufficient pressure may be available to continue engine
operation however fuel consumption and emissions
may be compromised.
106-01 Insufficient Boost Pressure Shutdown
indicates the engine is unable to achieve the minimum
permissible air pressure for steady state operation within
a reasonable period of time. Fuel flow will be reduced to
achieve an acceptable air-to-fuel ratio to compensate;
however the engine will shut down.
NOTE: The alarm code will often occur on a failed
engine start for any reason. If the problem becomes
more severe, the ECM will reduce fuel and indicate a
boost (106-12) Manifold Air Pressure Sensor Fault.
106-12 Manifold Air Pressure Sensor Failure
indicates the Manifold Air Pressure Sensor has provided
data outside the range expected from a properly
functioning sensor or the control system has detected a
failure in the indicated manifold air pressure likely caused
by a sensor failure.

Figure 2: Air/Fuel Pressure Sensor Schematic
ESS PANEL ENGINE JUNCTION BOX
ECU
{M} BBmilMUl
{m}
til SMMN I
Figure 3: Manifold Air Pressure Sensor Output Table
Pressure Sensor Output
34 100(14.5)
40 133(19.3)
60 251 (36.4)
80 369 (53.5)

Diagnostic Codes

106-01 Insufficient Boost Pressure Alarm The control system controls the Proceed with
(Not Load is less than 50 percent. The engine speed air flow to the engine for Manifold Air
Flashing) air-to-fuel ratio control. If the Pressure Sensor.
is less than 500 rpm, and the Wastegate
resultant air is not sufficient, the
Actuator is closed, and the transient limit is ECM assumes that the air
active for 40 seconds. supply pressure is insufficient.
Load is greater than 50 percent. The engine If this alarm is present, the
speed is greater than 500 rpm, and the engine will not produce full
Wastegate Actuator is closed, and the rated output power.
difference between steady state air-fuel ratio The Diagnostic Code will remain
displayed until it is cleared by
and the actual air-fuel ratio is greater than two
for 30 seconds. switch or cancelled by the
Probable Causes for this Diagnostic following diagnostic codes.
• Engine Overload
• Exhaust leakage or mechanical problem with 106-01 (Flashing) Insufficient
the Wastegate Boost Pressure Shutdown.
• Mechanical problem in the choke system or
misadjusted choke linkage 106-12 Manifold Air
• Turbocharger problem Pressure Sensor Failure
• Failed engine start or long cranking time
or other failure resulting in
inaccurate air flow
calculations.

106-01 Insufficient Boost Pressure Shutdown If the engine is running, it will Proceed with
(Flashing) Load is greater than 50 percent shutdown. The diagnostic code Manifold Air
The engine speed is greater than 50 rpm, and
the Wastegate Actuator is closed, and the
restarting until the code is
transient limit is active for 20 seconds.
cleared by toggling the Display
Probable Causes for this Diagnostic
• Engine Overload Select Switch.
• Exhaust leakage or mechanical problem with A "RST REQD" diagnostic will
the Wastegate also be present on the ECM to
Mechanical problem in the choke system or indicate the system must be
misadjusted choke linkage reset before restarting.
• Turbocharger problem Momentarily turning the Mode
• Failed engine start or long cranking time Control Switch (MCS) to the
the system.
106-12 Manifold Air Pressure Sensor Failure If the engine is running, it will Proceed with
(Flashing Manifold Air Pressure Sensor Failure indicates shut down. The diagnostic code Manifold Air
the Manifold Air Pressure Sensor has provided will remain displayed and the Pressure Sensor.
data outside the range expected from a properly engine will be prevented from
functioning sensor or the control system has restarting until the code is
detected a failure in the indicated manifold air cleared by toggling the Display
pressure likely caused by a sensor failure. Select Switch.
Probable Causes For This Diagnostic indicate the system must be
• Short or open in the wiring to Manifold Air
Pressure Sensor
• Failed Manifold Air Pressure Sensor in the On systems equipped with the
pressure module or a failed pressure standard warning horn function,
module the alarm output will be
• Excessively low pressure due to a Choke energized until the diagnostic
Actuator misadjustment or failure code is cleared by toggling the

Functional Test

Step 1: Check For Overload Condition
• Check for a 317-00 Diagnostic Code. OK All connections and

The Diagnostic Code should NOT be present. connectors/pins/sockets are
not completely
points. Repair as required,
STOP.

* Turn the Mode Control Switch (MCS) to the OFF/RESET OK A 317-00 diagnostic code is
position. NOT present. Proceed to
• Open the fuse breaker in the ESS Panel. next step.
• Check the Terminal Strip Connection in the ESS Panel, the NOT OK A 317-00 diagnostic code is
present. Refer to Engine is
Overloaded. STOP.
Electrical Connectors.
All connections and connectors/pins/sockets should
be completely mated/inserted and free of corrosion,
Step 3: Check The Pressure Signal
position. OK The PWM signal is between
• Use a scope or voltmeter with PWM function to measure 30 and 40 percent. Proceed
the PWM signal from the Air Pressure Sensor (terminal 253). to Step 8.
The PWM signal should be between 30 and 40 percent. NOT OK The PWM signal is not
between 30 and 40 percent.

• Measure the voltage between pin-1 (supply-252) and OK The voltages are between 18
pin-3 (ground-255) at the ESS panel connector. and 21 VDC. Proceed to
• Measure the voltage between 855 (supply) and 858 next step.
(ground) in the Engine Junction Box. The voltages are less than 18
The voltages should be between 19 and 21 VDC. LOW VOLTAGE VDC. Proceed to Step 7.
NOT OK The voltages is OK at the
ESS Panel but not in one of
the other checks.
Panel and the sensor. Repair
STOP.

position. Ohms, the sensor has failed.
• Open the fuse breaker in the ESS Panel. Replace the sensor. Verify
• Disconnect the ECM Connector J3 (larger). Measure the that the repair eliminates the
resistance between pin-D of the sensor connector and J3 problem. STOP.
pin-5. NOT OK The resistance is greater
The resistance should be less than 2 Ohms. than 2 Ohms Proceed to
next step.
Step 6: Perform Continuity Check
• Measure the resistance between pin-D of the module OK The resistance is less than 2
connector and terminal 856 in the Engine Junction Box. Ohms, the sensor has failed.
The resistance should be less than 2 Ohms. Replace the sensor. Verify
problem. STOP.
than 2 Ohms Proceed to
next step.
Step 7: IsolateThe Cause Of The Low SupplyVoltage

• Reinstall the fuse breaker in the ESS Panel. OK The voltage is between 19
and 21 VDC. Proceed to
• Disconnect wire S592/RD at the terminal strip (252) closest
next step.
to the ECM, allowing measurement of the voltage The voltage is less than 19
sources by the ECM. NOT OK
VDC. Replace the ECM.
• Turn the Mode Control Switch (MCS) to the STOP Verify that the repair
position. eliminates the problem.
• Measure the voltage on the bare end of wire S592 /RD. STOP.
The voltage should be between 18 and 21 VDC.

Step 8: Check For Engine Caused Problems
ÿ
Restart engine and observe indicated air pressure and OK Air pressure is in the normal
Choke Actuator. operating range. Proceed to
• The normal air pressure should vary from greater than 30 next step.
kPa (4.5 psi) at no load to less than 300 kPa (44 psi) at full
NOT OK When the shutdown occurs, if
load. The control system will attempt to maintain the
the Choke Actuator had
pressure at the desired level. However, if the Choke
closed abruptly just ahead of
Actuator closes or there are other inlet restrictions during the shutdown, the problem is
engine operation, excessive vacuum may occur in the inlet intermittent and probably in
manifold. In addition to causing the engine to shut down the Choke Actuator wiring.
due to loss of, or insufficient air supply, the failure condition Refer to Hydrax or
may be triggered if the pressure remains less than 20 kPa Heinzmann Choke
(3 psi) for more than 1.2 seconds. Actuator. STOP.
• Check for intermittent problems or diagnostics. Verify all
connections (at the ESS Panel, the Engine Junction Box,
the Sensor Connectors) are clean and tight. Look for any
indications of loose connections. Observe signals indicated
above while the engine is running to determine which signal
is intermittent.
Air pressure should be in the normal operating range.
Step 9: Verify Diagnostic Fault Is Still Active

• Reset all diagnostic codes. The Diagnostic Code is no
• Turn the Mode Control Switch (MCS) to the OFF/RESET OK longer Active. STOP.
position and then back to the STOP position. The Diagnostic Code is
NOT OK
• Verify if the fault code returns. Active, Replace the ECM.
NOTE: The engine may need to be started to verify if the Verify that the repair
fault is still Active. eliminates the problem.
The Diagnostic Code should no longer be Active. STOP.

518-12
PRESSURE MODULE FAILURE
System Operation
The Pressure Module provides Pulse Width Modulated Figure 1: Pressure Module Failure Diagram
(PWM) voltage signals corresponding to manifold air Electronic Control Module
pressure and fuel pressure respectively. The module (ECM)
receives power from the +20 VDC Supply from the Engine
Control Module (ECM).
The ECM monitors the inlet manifold air pressure and fuel
manifold pressure for air-to-fuel ratio control and power
limiting. This module is essential to proper function of the
engine.
Control Diagnostic 518-12
Pressure Module Failure Shutdown indicates that

both sensors have provided data outside the range
expected from properly functioning components.
Pressure Module
ENGINE JUNCTION BOX
855 SStt-flD A +SftVDC
857 -SS&-WI+GN- C RJ&iVtESSSKMU.
-SSM-WK-eU- D Ait MESSSIGNAL
858 SStt-BK ft MOUND
SS92-SH

Diagnostic Codes

518-12 Pressure Module Failure If the engine is running, it will Proceed with
(Flashing) shutdown. The diagnostic Pressure
The fuel pressure signal is not present and/or
code will remain displayed Module Failure.
The air pressure signal is not present and... until it is cleared by toggling
The Fuel Energy Content signal is present. the Display Select Switch.
Probable Causes For This Diagnostic Code A "RST REQD" diagnostic will
• Short or open in the wiring to the Pressure also be present on the ECM to
Module indicate the system must be
• Failed Pressure Module reset before restarting.
• Failed ECM Momentarily turning the Mode
the system.
Functional Test

• Check the CMS Connector, Terminal Strip Connection in and free of corrosion,
the ESS Panel, the Engine Junction Box for corrosion, abrasion or pinch points.
abrasion or pinch points and associated wiring for damage. Proceed to next step.
abrasion or pinch points. not completely mated/inserted
Electrical Connectors Test Procedure 1 (page 4-3). required. Verify the repair


OK The PWM signal values are
• Turn the Mode Control Switch (MCS) to the STOP in an acceptable range.
position. Proceed to next step.
• Select CMS Gauge 4 to observe Air Manifold Pressure.
NOT OK The readings are below 1
• Measure the PWM signals, using an oscilloscope or
percent and above 95
voltmeter with PWM function, between terminal 253 (Air
percent (4 kHz to 6 kHz
Pressure Sensor Signal) and terminal 255 (Supply
frequency). Proceed to
Ground) also measure between terminal 254 (Fuel
Step 4.
Ground) in the ESS Panel.
• Measure the PWM signals, using an oscilloscope or
voltmeter with PWM function, between terminal 856 (Air
Pressure Supply Sensor) and terminal 858 (Supply
Ground) also measure between terminal 857 (Fuel
Ground) in the Engine Junction Box.
Expected PWM is about 35 percent on S592WH/BU

circuit for the Air Sensor signal and about 17 percent
on S592WH/GR circuit for the Fuel Sensor signal.
Step 3: Check For Signal Continuity

• Turn the Mode Control Switch (MCS) to the OFF/RESET OK The resistance measures less
position. than 2 Ohms. There is a
wiring problem between the
• Measure the resistance from pin-C of the module connector junction box and the module.
and terminal 857 in the engine junction box for wire S592/ Replace the pressure module.
WH-GR (PWM Fuel Pressure Signal).
Verify the repair eliminates the
• Measure the resistance from pin-D of the module connector problem. STOP.
and terminal 856 in the engine junction box for wire
S592/WH-BU (PWM Air Pressure Signal).
• Check pin-C and Pin-D for shorts to Supply Ground or +20
VDC Supply. (+24VDC can also be used) NOT OK The resistance measures
greater than 2 Ohms. Repair
The resistance should measure less than 2 Ohms. as required. Verify the repair
STOP.

Step 4: Check For Voltage Within The Circuit
• Turn the Mode Control Switch (MCS) to the STOP OK The voltages measures +20
Position. VDC ±2 VDC .
• Measure the DC Voltage between pin-A and pin-B at the Proceed to next step.
Pressure Module. The voltages do not measure
• Measure the DC Voltage between Terminal 855 {+ 20 VDC NOT OK +20 VDC ±2 VDC .
Power Supply) and 858 (Supply Ground) in the junction box. Troubleshoot and repair the
power wiring. Repair as
The voltage should be -4-20 VDC ±2VDC . required. Verify the repair
STOP.
18 VDC OR The voltage reading is less

LESS than 18 VDC, Proceed to
Step 6.
ESS OR The voltage reading is in

JUNCTION range at one panel, but out of
BOX LOW range on the other.
VOLTAGE Troubleshoot and repair the
Panel, and the Junction Box
and the sensor. Verify the
STOP.
position. Ohms. Proceed to Step 7.
2 Ohms. Troubleshoot and
• Disconnect the ECM Connector J3 (larger). Measure the repair the wiring between the
resistance between pin-C of the pressure module connector Module and the ECM. Verify
and ECM connects J3 pin-18. that the repair eliminates the
• Measure the resistance between pin-D of the sensor problem. STOP.
connector and ECM connects J3 pin-5.
Step 6: Isolate The Cause Of The Low Supply Voltage

OK The voltage measures 20±2
• Disconnect wire S592/RD at the terminal 252 close to the
VDC. Repair the Supply
ECM (allowing measurement of the voltage sourced by wiring between the ECM and
the ECM). the Module. Verify that the
* Turn the Module Control Switch (MCS) to the STOP repair eliminates the problem.
position. STOP.
* Measure the voltage on the bare end of the wire S592. NOT OK The voltage does not
measure 20 ±2 VDC.
The voltage should be 20 ±2 VDC.
Replace the_ECM. STOP.

Step 7: Check For Signal Continuity
• Measure the resistance from pin-C of the module connector OK The resistance measures less
and terminal 857 in the engine junction box for wire than 2 Ohms. Replace the
S592//WH-GR (PWM Fuel Pressure Signal). Pressure Module. Verify that
• Measure the resistance from pin-D of the module connector the repair eliminates the
and terminal 856 in the engine junction box for wire S592 problem. STOP.
/WH-BU(PWM Air Pressure Signal). NOT OK The resistance measures
• Check pin-C and pin-D for shorts to Supply Ground or +20 greater than 2 Ohms.
Volt Supply. Troubleshoot and repair the
wiring between the Module
The resistance should measure less than 2 Ohms. and the ECM. Verify that the
STOP.

519-00
519-12
CRANKCASE PRESSURE SENSOR
System Operation
The Crankcase Pressure Sensor provides the pressure Figure 1: Crankcase Pressure Sensor Diagram
data (positive or negative) in the crankcase to the Engine
Control Module (ECM). The ECM monitors the crankcase Electronic Control Module
pressure to protect the engine. In most applications (ECM)
excessive crankcase pressure will result in a shutdown:
however, in some limited applications crankcase pressure 3
may be an alarm only. The Crankcase Pressure can be
read from the CMS Gauge Module. J2
Sensor Supply
the ECM. This supply is shared with several other
sensors.
Output Signal
C 3
The sensor outputs a DC voltage signal to the ECM.
The DC voltage level varies with measured pressure.
The valid voltage range is from about 0.3 to 9.7 VDC. Crankcase Pressure
Sensor
The signal can be interpreted as pressure.
(kPa) = [Signal (VDC) 4.2] X 0.4
Control Diagnostics
519-00 (Not Flashing) Crankcase Pressure Alarm
Level
If the crankcase pressure exceeded the programmed
parameter for a certain period of time. The ECM will
display a constant diagnostic code.
519-00 (Flashing) Crankcase Pressure Shutdown
Level
If the crankcase pressure exceeded the programmed
parameter for a certain period of time. The ECM will
display a flashing diagnostic code and the engine will
shut down.
519-12 (Flashing) Crankcase Pressure Sensor
Failure
The Crankcase Pressure Sensor has provided data
outside the range expected form a properly functioning
sensor.

Figure 2: Crankcase Pressure Sensor Schematic
ESS Panel
Junction Crankcase Pressure

J3 Box Sensor
ECM
(9 to 11 VDC) I
+10 VDC - 2 -<S>- 860
(0 VDC)
875 | S141/RD AH +10 VDC Supply
Ground - 3 - -(258)- 877 1

S141/BK B - Supply Ground
(Signal)
PressureSignal -26 "<§> 87R S141/WH-YL C- Sensor Signal
Figure 3: Crankcase Pressure Sensor Output Table
Crankcase Pressure Sensor Output
Voltage (VDC) Pressure kPa (in H20)
1.0 -1.3 (-5)
3.0 -0.5 (-1.9)
5.0 0.3(1.3)
7.0 1.1 (4.5)
9.0 1.9(7.7)

Diagnostic Codes
CJD-FMI Conditions which generate this code: Systems Response: Troubleshooting
519-00 High Crankcase Pressure Alarm The engine will continue to run. Proceed with
(Not If the pressure continues to rise, Crankcase
The engine is running, and.... The crankcase
Flashing) a shutdown will occur. The Pressure Sensor.
pressure is in excess of the Crankcase Pressure Diagnostic code will remain
Alarm level but not above the Crankcase displayed until it is cleared by
Pressure Shutdown Level, and.... The Crankcase toggling the Display Select
Pressure Sensor is not obviously failed. switch or canceled by one of the
Probable Causes For This Diagnostic Code following codes.
• Plugged or malfunctioning crankcase 519-00 High Crankcase
evacuation system Pressure Shutdown
• Engine problem causing excessive Blowby or
• Sensor or wiring problem 519-12 Crankcase Pressure
• Plugged Sensor Vent Sensor Failure.
519-00 High Crankcase Pressure Shutdown Proceed with

The Engine is running, and... If the engine is running, and
(Flashing) Crankcase
The Crankcase pressure is in excess of the the pressure continues to rise a
shutdown will occur. The Pressure Sensor.
Crankcase Pressure Shutdown Level,
and... The Crankcase Pressure is obviously Diagnostic Code will remain
failed. displayed and the engine will
until it is cleared by toggling
Probable Causes For This Diagnostic Code the Display select switch or
* Plugged or malfunctioning crankcase
code.
evacuation system
• Engine problem causing excessive Blowby 519-12 Crankcase Pressure
Sensor Failure.
• Sensor or wiring problems
• Plugged Sensor Vent A "RST REQD" diagnostic will
the system.

519-12 Crankcase Pressure Sensor Failure If the engine is running, the Proceed with
(Flashing) The voltage signal to the ECM from the engine will shutdown. The Crankcase
Crankcase Pressure Sensor is less than 0.3 Diagnostic Code will remain Pressure Sensor.
VDC or more than 9.7 VDC. displayed and the engine will
Probable Causes For This Diagnostic Code be prevented from restarting
• Short or open in the wiring to the Crankcase until it is cleared by toggling
Pressure Sensor the Diagnostic Acknowledge
switch.
• Intermittent problem in the sensor or wiring A "RST REQD" diagnostic will
• Failed Crankcase Pressure Sensor also be present on the ECM to
• Short in the power supplied to another indicate the system must be
sensor that shares the 10 VDC Supply reset before restarting.
• Failed ECM Momentarily turning the Mode
• Plugged Sensor Vent
the system.
Functional Test

• Check the CMS Connector, Terminal Strip Connection in the and free of corrosion,
ESS Panel, the Engine Junction Box for corrosion, abrasion abrasion or pinch points.
or pinch points and associated wiring for damage. Proceed to next step.
Electrical Connectors. points. Repair as required.
All connections and connectors/pins/sockets should be Verify the repair eliminates
completely mated/inserted and free of corrosion, the problem. STOP.

position. VDC and 9.7 VDC. Proceed
• Measure the DC voltage between wire S141 (Sensor to Step 5.
Signal) and S141 (Supply Ground) in the ESS Panel. NOT OK The voltage is NOT between
• Measure the DC voltage between wire S141 (Sensor 0.3 VDC and 9.7 VDC.
Signal) and S141 (Supply Ground) in the Engine Junction Proceed to next step.
Box.
• Disconnect the Crankcase Pressure Sensor Connector.
• Measure the DC Voltage between pin-C (Sensor Signal)
and pin-B (Supply Ground).
The voltage should be between 0.3 VDC and 9.7 VDC.
Step 3: Check For Supply Power

• Disconnect wire S141 (Sensor Supply) at the terminal OK The voltages measure +10
strip closest to the ECM (allowing measurement of the VDC ±1 VDC. Proceed to
voltage sourced by the ECM). next step.
• Measure the voltage on the loose end of wire S141 ESS OR The voltages do NOT
(Sensor Supply). JUNCTION measure +10 VDC ±1 VDC.
• Connect wire S141 (Sensor Supply) at the terminal strip. BOXLOW Troubleshoot the low or high
• Measure the DC voltage between wire S141 (Sensor VOLTAGE voltage, or the wiring problem
Signal) and S141 (Supply Ground) in the ESS panel. between the ESS panel,
• Measure the DC voltage between wire S141 (+10 VDC Engine Junction Box, and the
Supply) and S141 (Supply Ground) in the Engine
Sensor Connector. STOP.
Junction Box.
• Disconnect the Sensor and check for proper supply voltage

to the sensor at the connector between pin-A and pin-B.
The voltage should be +10 VDC ±1 VDC.
Step 4: Check Continuity To Sensor

OK The resistance is less than 2
• Turn the Mode Control Switch (MCS) to the OFF/RESET Ohms. Proceed to next
position. step.
• Open the fuse breaker in the ESS Panel. The resistance is out of
NOT OK
• Measure the resistance between pin-C of the sensor range. Repair the wiring
connector and wire S141 (Signal Supply) in the Engine between the connector and
Junction Box. the Engine Junction Box.
• Disconnect the ECM Connector J3 (larger).
• Measure the resistance between pin-C of the sensor problem. STOP.
connector the ECM Connector J3 pin-26.

Step 5: Verify Presence Of Diagnostic Code
• Turn the Mode Control Switch to the STOP position and OK The 519-12 Diagnostic Code
then back to the OFF/RESET position. is present. Replace the
• Verify the 519-12 Diagnostic Code is present. sensor. Repair as required.
The Code should be present. Verify the repair eliminates
the problem. STOP.
NOT OK The 519-12 Diagnostic Code
is NOT present. There is not a
problem at this time. STOP.

082-12
STARTING AIR PRESSURE SENSOR
System Operation
The Starting Air Pressure Sensor provides a linear pulse Figure 1: Starting Air Pressure Sensor Diagram
width modulated (PWM) voltage signal (5 kHz)
corresponding to the pressure available to the starting Electronic Control Module
(ECM)
motor control valve. The Starting Air Pressure can be
read from the CMS Gage module (Gage 12).
The sensor receives power from the system battery.
Module, the sensor data output is relayed via the CAT
Data Link to the ECM and processed. The ECM performs
the diagnostics associated with this sensor.
Output Signal
The output is a PWM signal that varies from 7 percent to
90 percent duty cycle.
kPa = (PWM percent -7) x 35
Pm?I 1DD

(CMS)
ÿOH
Starting Air Pressure Sensor
Figure 2: Starting Air Pressure Sensor Schematic
ESS Panel Junction Starting Air Pressure

Box Sensor
CMS
Pressure Signal 1—15 (+Batt)
720 S112/RD A- Power Supply
(-Batt)
722 S112/BK B - Supply Ground
S112/RDWH-YL c- Sensor Signal
l

Figure 3: Starting Air Pressure Sensor Output Table
20 455 (66)
40 155(168)
60 1800 (269)
80 2555 (372)
Diagnostic Codes

082-12 Starting Air Pressure Sensor Failure If the engine is running it will Proceed with
(Not The PWM signal to the CMS Gauge Module continue to run. The diagnostic Starting Air
Flashing) from the Starting Air Pressure Sensor is less code will remain displayed until Pressure Sensor.
than 1 percent or more than 95 percent. it is cleared by toggling the
Probable Causes For This Diagnostic Display Select Switch.
• Short or Open in the wiring to the Starting Air
Pressure Sensor
• Failed Starting Air Pressure Sensor
• Failed CMS Gauge Module
• Possible Data Link Problem

Functional Test

• Check the CMS Connector pin-15, Terminal Strip
Connection in the ESS Panel, the Engine Junction Box and
the Starting Air Pressure Sensor Connector for corrosion,
abrasion or pinch points and associated wiring for damage. NOT OK All connections and
• Ensure that all connectors/pins/sockets are completely connectors/pins/sockets are
mated/inserted and the harness/wiring is free of corrosion, not completely mated/inserted
abrasion or pinch points. or free of corrosion, abrasion
• Reinstall the fuse in the ESS Panel. or pinch points. Repair as
NOTE: For additional information refer to Inspecting STOP.
completely mated/inserted and free of corrosion, INFORMATION Electrical Connectors, if

• Turn the Mode Control Switch (MCS) to the STOP OK The readings are between 1
position. percent and 95 percent (4 kHz
• Use a 9U-7330 Multimeter and press the Hz button twice to 6 kHz frequency). Reset all
• Measure the signal between wire S122 (Sensor Signal) diagnostic codes and restart
and S112 ( Supply Ground) in the ESS Panel and the the engine. Continue
Junction Box. Refer to the schematic for your engine for troubleshooting with any new
details. codes that may appear.
The reading should be between 1 percent and 95 STOP.
percent (4 kHz to 6 kHz frequency). NOT OK The readings are below 1
percent and above 95 percent
(4 kHz to 6 kHz frequency).

Step 3: Check For Voltage Within the Circuit
• Measure the DC Voltage between wire S1 12 (Power OK The voltages measure
Supply) and S112 (Supply Ground) in the ESS Panel. between 18 and 32 VDC.
• Measure the DC Voltage between wire S1 12 (Power Proceed to next step.
Supply) and S1 12 (Supply Ground) in the Junction Box.
NOT OK The voltages measure
The voltage should be +Battery (+18 to +32 VDC). between 18 and 32 VDC at
one panel, but measure less
than 18 VDC at the other
panel. Repair as required.
STOP.
ESS OR The voltages measure less
JUNCTION than 18 VDC. Troubleshoot
BOXLOW and repair the wiring between
VOLTAGE the ESS Panel, and the
Junction Box and the sensor.
the problem. STOP.

position. than 2 Ohms. Replace the
• Open the fuse breaker in the ESS Panel. Starting Air Pressure Sensor.
• Disconnect the connector from the CMS Panel. Verify that the repair
• Measure the resistance between pin-C of the sensor eliminates the problem.
connector and pin-15 at the CMS connector. STOP.
NOT OK The resistance measures
greater than 2 Ohms.
wiring between the sensor
and the ECM. Verify that the
STOP.

094-00
094-01
094-11
094-12
FUEL PRESSURE SENSOR

System Operation
The Fuel Pressure Sensor provides the pressure Figure 1: Air/Fuel Pressure Sensor Diagram
difference between the fuel manifold and the air
manifold to the Engine Control Module (ECM). The Electronic Control Module
(ECM)
ECM uses the fuel pressure along with air pressure,
fuel temperature and engine speed to calculate the C
amount of fuel flow through the engine. The fuel
pressure can be read from the DDT.
The Fuel Pressure Sensor measures the differential
pressure between the fuel manifold and the air manifold.
"I
Expected output is a positive pressure anytime the engine J3
is running (necessary for there to be fuel flow into the
engine). The fuel pressure line is a hose or metal line
running from the fuel manifold to the pressure transducer. C
The sensor is powered from the 20 VDC supply from the
ECM. The supply is shared with several other sensors.
C
Output Signals
signal range is from approximately 16.7 percent to 95 Fuel and Air Pressure Sensor
percent duty cycle. Transducer Module
kPa=(PWM percent - 16.7) x1.49
Control Diagnostics No Signal
The Fuel Pressure sensor provides no PWM signal,
094-00 Fuel Pressure Limit Active Alarm indicates
and the ECM has not detected either a pressure
the maximum available fuel is being applied to the
module failure, or a 20 VDC supply failure, or a
engine and indicated load is less than 100 percent.
shutdown in process.
Governing accuracy and engine load capability are Intermittent Signal (frequency noise)
affected. The pressure signal is intermittent more than three
094-01 Insufficient Fuel Pressure Alarm indicates the times in 30 seconds, and the ECM has not detected
engine is unable to attain maximum power because of either a pressure module failure or a shutdown in
insufficient fuel supply to the fuel control system. process.
094-11 Fuel System Failure Shutdown indicates the
control system has detected a failure in indicated fuel
pressure.
094-12 Fuel Pressure Sensor Failure Shutdown
indicates the sensor has provided data outside the range
expected from a properly functioning sensor or the
control system has detected a failure in indicated Fuel
Pressure likely caused by a sensor failure.

signal range is from approximately 16.7 percent to 95
percent duty cycle.

Mrl
Figure 3: Fuel Pressure Sensor Output Table
20 4.9 (0.7)
30 19.8 (2.9)
50 49.6 (7.2)
70 79.5(11.5)
Diagnostic Codes
CID-FMI Conditions which generate this code: Fuel Systems Response: Troubleshooting
094-00 Pressure Limit Active The engine is running, If the engine is running, it will Proceed with
(Not the fuel pressure is greater than 95 kPa (13.8 continue to run. The diagnostic Fuel Pressure
Flashing) psi) and the ECM is limiting for 6 seconds code will remain displayed until Sensor.
it is cleared by toggling the
Probable Causes For This Diagnostic
• Fuel Value content changes
NOTE: Engine performance
• Engine load is too high
may be affected when the
• Restriction in fuel system diagnostic code is displayed.
• Lost air line to pressure module

094-01 Insufficient Fuel Pressure If this Alarm is present, the Proceed with
(Not The governor applies maximum fuel valve engine will not produce full Fuel Pressure
Flashing) rated output power. Sensor.
position command, and indicated load is less
than 100 percent. If the engine is running, it will
Probable Causes For This Diagnostic continue to run. The diagnostic
code will remain displayed until
• The gas pressure regulator is set to less than it is cleared by toggling the
310 kPa (45 psi) Display Select Switch or
• The gas supply system cannot deliver the cancelled by the following.
required fuel flow 094-11 Fuel System Failure
• Faulty Fuel Actuator or other diagnostic failure
resulting in inaccurate fuel flow
calculation.
094-11 Fuel System Failure If the engine is running it will Proceed with
(Flashing) The Fuel Actuator is full open (determined by shutdown. The diagnostic Fuel Pressure
both command and the feedback indications), code will continue to be Sensor.
and indicated manifold fuel pressure is less displayed and the engine will
than or equal to 0 kPa (0 psi). be prevented from restarting
Probable Causes For This Diagnostic until the code is cleared by
• The Gas Shutoff Valve (GSOV) has failed to toggling the Display Select
open or has closed Switch.
• External gas supply is shut off A "RST REQD" diagnostic will
the system.

094-12 Fuel Pressure Sensor Failure If the engine is running, it will Proceed with
(Flashing) Fuel Pressure Sensor Failure Shutdown shutdown. The diagnostic code Fuel Pressure
indicates the sensor has provided data outside will continue to be displayed Sensor.
the range expected from a properly functioning and the engine will be
sensor or the control system has detected a prevented from restarting until
failure in indicated fuel pressure likely caused by the code is cleared by toggling
a sensor failure. There are two methods to detect the Display Select Switch.
that the Fuel Pressure Sensor has failed.
Probable Causes For This Diagnostic A "RST REQD" diagnostic will
• Short or open in the wiring to the Fuel also be present on the ECM to
Pressure Sensor indicate the system must be
• Failed Fuel Pressure Sensor in the pressure reset before restarting.
module or a failed pressure module Momentarily turning the Mode
• Excessively low pressure due to a fuel Control Switch (MCS) to the
Actuator maladjustment or failure OFF/RESET position will reset
Intermittent problem with the sensor or the system.
wiring On systems equipped with the

Turn the Mode Control Switch (MCS) to the OFF/RESET OK All connections and
Open the fuse breaker in the ESS Panel. completely mated/inserted
Check the Terminal Strip Connection in the ESS Panel, the and free of corrosion,
Electrical Connectors Test Procedure 1 (page 4-3). required. Verify that the repair
AM connections and connectors/pins/sockets should be
STOP.

The PWM signal is in range.
position. OK Proceed to Step 7.
• Use a scope or voltmeter with PWM function to measure
the PWM signal from the Fuel Pressure Sensor (S592). NOT OK The PWM signal is out of
The PWM should be between 15 and 19 percent. range. Proceed to next
step.

OK The voltages are between 19
position.
• Measure the voltage between wire S592 pin-1 (supply and 21 VDC. Proceed to
next step.
terminal 252) and wire S592 pin-3 (ground terminal 255) at
the ESS panel connector. NOT OK The voltages is between 19
• Measure the voltage between S592 (supply terminal 855) and 21 VDC at the ESS Panel
and S592 (ground terminal 858) in the Engine Junction Box- but not in one of the other
The voltages should be between 18 and 21 VDC. checks. Troubleshoot and
repair the wiring between the
ESS Panel and the sensor.
problem. STOP.
LOW VOLTAGE The voltage is less than 19

VDC. Proceed to Step 6.

position. Ohms, the sensor has failed.
• Open the fuse breaker in the ESS Panel. Replace the sensor. Verify
• Disconnect the ECM Connector J3 (larger). Measure the that the repair eliminates the
resistance between pin-C of the sensor connector and J3 problem. STOP.
pin-18.
than 2 Ohms. Proceed to
next step.

• Measure the resistance the resistance between pin-C of OK The resistance is less than 2
the module connector and terminal 857 in the Engine Ohms, the sensor has failed.
Junction Box. Replace the sensor. Verify
The resistance should be less than 2 Ohms. that the repair eliminates the
problem. STOP.
than 2 Ohms. Proceed to
next step.

Step 6: Isolate The Cause Of The Low Supply Voltage
• Disconnect wire S592 at the terminal strip closest to the OK The voltage is between 18
ECM (terminal 252) allowing measurement of the voltage and 21 VDC. Proceed to
sources from the ECM. next step.
• Apply power to the system. NOT OK The voltage is NOT between
• Turn the mode Control Switch (MCS) to the STOP 18 and 21 VDC. Replace the
position.
ECM. Verify that the repair
* Measure the voltage on the bare end of wire S592. eliminates the problem.
The voltage should be between 18 and 21 VDC. STOP.
Step 7: Check For Engine Caused Problem
Restart engine and observe indicated fuel pressure and
OK Fuel Pressure is within the
Fuel Actuator position.
normal operating range.
ÿ
The normal fuel pressure should vary. However, if the Fuel
Actuator closes or there are other line restrictions during
engine operation, the engine will starve for fuel. In addition NOT OK When the shutdown occurs, if
to causing the engine to shut down due to insufficient fuel the Fuel Actuator had closed
supply it may also trigger diagnostic fault codes. abruptly just ahead of the
• If the Fuel Actuator did not move abruptly, but the fuel shutdown, the problem is
pressure indication was less than 30 kPa (4.5 psi), check intermittent and probably in
for upstream restrictions in the fuel supply. the Fuel Actuator or wiring.
Fuel Pressure should be in the normal operating range. Refer to Hydrax or
The Fuel Actuator should not move abruptly, and there Heinzmann Fuel Actuator.
should be no upstream restrictions. STOP.
Step 8: Verify Diagnostic Fault Is Still Active
• Reset all diagnostic codes.
position and then back to the STOP position.
• Verify if the fault code returns. The Diagnostic Code is no
OK
longer Active, STOP.
NOTE: The engine may need to be started to verify if the
NOT OK The Diagnostic Code is
fault is still Active.
Active, Replace the ECM.
The Diagnostic Code should no longer be Active.
STOP.

541-00
542-12
543-12
OIL PRESSURE SENSORS
System Operation
Figure 1: Oil Pressure Sensor Diagram
The ECM measures both the filtered and unfiltered oil
pressure. The ECM calculates the differential pressure by (ECM)
subtracting the filtered pressure from the unfiltered
pressure. The ECM monitors engine oil differential
pressure to provide a means of monitoring the status of
the oil filters. The differential oil pressure is displayed on
the CMS Gage Module {gage 7).
NOTE: When the engine is shut down and sufficient
conditions exist to ensure that no oil pressure is present,
the ECM calibrates the two sensors to correct any error
associated with inaccuracies of either sensor.
Sensor Supply
The sensors are powered by the battery (18 to 32 VDC) aia

and receives power from battery positive and negative Computerized Monitoring System
(CMS)
sourced from the ESS Panel and provides its signal back
to the ESS Panel.
ehH'
Filtered Oil Pressure
Output Signal
The sensor outputs a PWM voltage signal to the CMS.

Unfiltered Oil Pressure
The Duty Cycle varies with measured pressure. The valid
signal range is from about 10 to 90 percent. The
frequency of the signal is 5000 Hz.
kPa- (PWM(%) - 9) X 9.31
Control Diagnostics
541-00 (Not Flashing) High Differential Oil Pressure 543-12 (Not Flashing) Filtered Oil Pressure Alarm
Alarm Level indicates the Differential Oil Pressure data is Level indicates the Filtered Oil Pressure data is above or
above the range expected and the ECM will display a below the range expected and the ECM will display a
constant diagnostic code. constant diagnostic code.
541-00 (Flashing) High Differential Oil Pressure 543-12 (Flashing) Filtered Oil Pressure Shutdown
Shutdown Level indicates the Differential Oil Pressure Level indicates the Filtered Oil Pressure data is above or
data is above the range expected for a certain period of below the range expected for a certain period of time. The
time. The ECM will display a flashing diagnostic code and ECM will display a flashing diagnostic code and the
the engine will shut down. engine will shut down.
542-12 (Not Flashing) Unfiltered Oil Pressure Alarm
Level indicates the Unfiltered Oil Pressure data is above
or below the range expected and the ECM will display a
constant diagnostic code.
542-12 (Flashing) Unfiltered Oil Pressure Shutdown
Level indicates the Unfiltered Oil Pressure data is above
or below the range expected for a certain period of time.
The ECM will display a flashing diagnostic code and the
engine will shut down.

Figure 2: Oil Pressure Sensor Schematic
ESS Panel Engine Junction Box

09qT_ÿ EngPwr/BB
+24v Unfiltered
CMS Signal Oil
Unfiltered Oil PWIÿ S101/WH-BU S101AVH-BU Pressure
Pressure Signal 1P5 Gnd
Sensor
Filtered Oil PWM
Pressure Signal IP6 S102/WH-GN S102/WH-GN +24v Filtered
Signal Oil
Gnd Pressure
Sensor
680 EngGnd/BB
Figure 3: Oil pressure Sensor Output Table
Oil Pressure Sensor Output

9 0(0)
30 195 (28)
50 381 (55)
83 639 (99)

Diagnostic Codes
CID-FMI High Differential Oil Pressure Systems Response: Troubleshooting

541-00 If the engine is running, it will Proceed with
The engine is running, and... The Differential Oil
(Not continue to run. The Diagnostic Oil Pressure
Pressure exceeds the Oil Differential Pressure
Flashing) code will remain displayed and Sensors.
Alarm Level, and. The Differential Oil Pressure the engine will be prevented
does NOT exceed the Oil Differential Pressure from restarting until it is cleared
Shutdown Level, and... The Filtered and by toggling the Display Select
Unfiltered Oil Pressure sensors are not obviously switch or is cancelled by the
failed. following code.
Probable Causes For This Diagnostic Code: 541-00 High Differential Oil
Pressure Shutdown
• Dirty or plugged oil filters
(Flashing)
• Problem with sensor wiring or plumbing
• Incomplete calibration of the two pressure On systems equipped with the
transducers. standard warning horn function,
energized until the Diagnostic
Code is cleared by toggling the
541-00 High Differential Oil Pressure Shutdown

If the engine is running, a Proceed with
(Flashing) The engine is running, and... The Differential Oil shutdown will occur. The Oil Pressure
Pressure exceeds the Oil Differential Pressure Diagnostic code will remain Sensors.
Shutdown Level, and The Filtered and Unfiltered displayed and the engine will
Oil Pressure sensors are not obviously failed. be prevented from restarting
the Display Select switch.
• Dirty or plugged oil filters also be present on the ECM to
• Problem with sensor wiring or plumbing indicate the system must be
• Incomplete calibration of the two pressure reset before restarting.
transducers. omentarily turning the Mode
the system.

542-12 Unfiltered Oil Pressure, Sensor Failure Compare CMS
(Not Flashing)
If the engine is running, it will
The PWM signal to the CMS Gauge Module continue to run. The oil pressure
from the Unfiltered Oil Pressure Sensor is less Diagnostic will remain reading to SCM
than 3 percent or more than 94 percent. displayed until it is cleared by oil pressure
reading.
Probable Causes For This Diagnostic Code toggling the Display Select
Switch.
• Failed Unfiltered Oil Pressure Sensor Proceed with
• Short or open in wiring to the Unfiltered Oil Oil Pressure
Pressure Sensor Sensors.
• Actual Low or High engine oil pressure
542-12 Unfiltered Oil Pressure Sensor Failure If the engine is running, a Compare CMS oil
(Flashing) The PWM signal to the CMS Gauge Module shutdown will occur. The pressure reading
from the Unfiltered Oil Pressure Sensor is Diagnostic code will remain with SCM oil
less than 3 percent or more than 94 percent. displayed and the engine will pressure reading
Probable Causes For This Diagnostic Code until it is cleared by toggling Proceed with
• Failed Unfiltered Oil Pressure Sensor the Display Select switch. Oil Pressure
• Short or open in wiring to the Unfiltered Oil Sensors.
Pressure Sensor also be present on the ECM to
• Intermittent problem with the sensor or wiring indicate the system must be
the system.
I
543-12 Filtered Oil Pressure Sensor Failure If the engine is running, it will Compare CMS oil
(Not Flashing) The PWM signal to the CMS Gauge Module continue to run. The Diagnostic pressure reading
I from the Filtered Oil Pressure Sensor is less will remain displayed until it is with SCM oil
cleared by toggling the Display pressure reading
than 3 percent or more than 94percent
Select Switch.
Probable Causes For This Diagnostic Code Proceed with
I
Oil Pressure
• Failed Unfiltered Oil Pressure Sensor
I • Short or open in wiring to the Unfiltered Oil Sensors.
Pressure Sensor
4-132 Troubleshooting
543-12 Filtered Oil Pressure Sensor Failure The If the engine is running, a Compare CMS Oil
(Flashing) PWM signal to the CMS Gauge Module from the shutdown will occur. The Pressure reading
Diagnostic code will remain with SCM oil
Filtered Oil Pressure Sensor is less than 3
displayed and the engine will pressure reading.
percent or more than 94 percent.
Probable Causes For This Diagnostic Code until it is cleared by toggling Proceed with
• Failed Filtered Oil Pressure Sensor the Display Select switch. Oil Pressure
• Short or open in wiring to the Unfiltered Oil A "RST REQD" diagnostic will Sensors.
Pressure Sensor also be present on the ECM to
* Intermittent problem with the sensor or wiring indicate the system must be
ÿ
Failed CMS Gauge Module Possible Data Link reset before restarting.
Problem Momentarily turning the Mode
• Actual Low or High oil pressure Control Switch (MCS) to the
the system.
Functional Test

Step 1: Check For Plugged Oil Filters OK The Oil Filters are free of
obstruction or damage.
Check Oil Filters for signs of obstruction or damage.
• The Oil Filters should be free of obstruction or damage. Proceed to next step.
• Check oil pressure with a mechanical gauge. NOT OK The Oil Filters are not free of
obstruction or damage.
Replace the Oil Filters. Verify
problem. STOP.

• Open the fuse breaker in the ESS Pane). completely mated/inserted
and associated wiring for damage. Proceed to Step 4.
not completely
Electrical Connectors, Test Procedure 1 (page 4-3).
points. Repair as required.
All connections and connectors/pins/sockets should
be completely mated/inserted and free of corrosion, Verify that the repair
STOP.
ACTIVE 541-00 There is an Active 541
diagnostic Code. Proceed
to next step.
Step 3: Calibrate the Sensors

• Turn the Mode Control Switch (MCS) to the OFF/RESET OK The sensors calibrate.
position. STOP.
• Apply power to the control system. NOT OK The sensors will not
• Turn the Mode Control Switch to the STOP position. calibrate. Proceed to next
• Ensure that: step.
• The Prelube Relay is OFF.
• The Prelube Pressure Slave Relay is OFF.
• The Prelube Switch is OPEN.
• There are no 542 or 543 Diagnostic Codes present.
• Leave the Mode Control Switch (MCS) in the STOP
position for five minutes.
The sensors should calibrate.

• Turn the Mode Control Switch (MCS) to the STOP The reading is between 3 and
OK
position. 94 percent (4 kHz to 6 kHz
• Use a 9U-7330 Multimeter set on PWM to measure the frequency). Reset all
suspect signal between
Diagnostic Codes and restart
• Unfiltered Oil Pressure terminal 116 (Sensor Signal) and
the engine. Continue
102 {Supply Ground) in the ESS Panel and
troubleshooting with any new
terminal 711 (Sensor Signal) and 712 (Ground) in the
codes that become active.
Junction Box.
STOP.
• Filtered Oil Pressure terminal 117 (Sensor Signal) and
102 (Supply Ground) in the ESS Panel and terminal NOT OK The reading is not between 3
716 (Sensor Signal) and 717 (Ground) in the Junction and 94 percent (4 kHz to 6
Box. kHz frequency). Proceed to
NOTE: Refer to the Schematic for you engine for details. next step.
The reading should be between 3 and 94 percent
(4 kHz to 6 kHz frequency).
Step 5: Check For Voltage Within The Circuit

Measure the DC voltage at the suspect sensor OK The voltage is in range.
• Unfiltered Oil Pressure terminal 101 (+24v) and Proceed to next step.
102 Supply Ground) in the ESS Panel and terminal 710 NOT OK The voltage is OK at the ESS
(+24v)and 712 (Ground) in the Junction Box.
Panel but NOT OK at the
• Filtered Oil Pressure terminal 101 (+24v) and 102 Junction Box or sensor
(Supply Ground) in the ESS Panel and terminal connector. Troubleshootand
715 (+24v) and terminal 717 (Ground) in the Junction repair the wiring between the
Box. ESS panel and the sensor.
• Disconnect the harness connector at the suspect sensor. STOP.
Measure the DC voltage between pin-A and pin-B. LESS THAN 18 The voltage is less than 18
VDC VDC. Troubleshoot and
NOTE: Refer to the Schematic for you engine for details.
The voltage should be +Battery voltage (18 to 32 VDC). repair supply power wiring.
the problem. STOP.

• Open the fuse breaker in the ESS Panel. Verify that the repair
• Disconnect the connector from the CMS. eliminates the problem.
• Measure the resistance between the suspect sensor: STOP.
Unfiltered Oil Pressure pin-C of the sensor connector NOT OK The resistance is greater than
and pin-14 on the CMS 2 Ohms. Troubleshoot and
Filtered Oil Pressure pin-C of the sensor connector and repair the wiring between the
pin- 13 for the on the CMS sensor and the ECM. STOP.
Note: Sensor Continuity Values can be found on the

Sensor Continuity Values Chart in the front of
this book.

OIL PRESSURE PRELUBRICATION SWITCH 584-05
System Operation
The ESS monitors the oil pressure and provides a Figure 1: Oil Pressure Prelubrication Switch
switch output to the ECM indicating if oil pressure is Diagram
below the programmed pressure of the switch. Electronic Control Module
(ECM)
Although this sensor (or data) is read by the CAT Data
Link to the ECM and processed. The ECM performs the
diagnostics associated with this sensor.
The Oil Pressure Prelubrication Switch provides an open
contact when the pressure is below the minimum
acceptable pressure trip point. If oil pressure is above 7
kpa (1 psi), the switch is closed.
Control Diagnostics
584-05 (Not Flashing) Prelubrication Oil Pressure
Alarm Level
If the oil pressure during prelube is below the minimum
allowed after the prelube oil pressure switch has been ?X \ X X l* \ x x \ \ t lX X X I1* l' llX X X X x X X X
closed for 5 seconds, the ECM will display this Computerized Monitoring System
(CMS)
diagnostic code.
584-05 (Flashing) Prelubrication Oil Pressure
Switch Low Shutdown If the Engine is running and
the prelube pressure switch opens or fails the ECM will
display this code.
Oil Pressure
Switch
Figure 2: Oil Pressure Prelubrication Switch Schematic
ESS Panel Junction Box 'I Oil Pressure Prelube Switch
CMS (0 1.5 VDC or l
Signal H32
-<s> 10 to 14 VDC or +Batt)
706
(-Batt)
/Ob C003/RD
C003/BK
I

Diagnostic Codes
584-05 Oil Pressure Prelubrication Switch Low Alarm If the Prelube is running, it will Proceed with
(Not Level continue to run. The Diagnostic Oil Pressure
Flashing) will remain displayed until it is Prelubrication
The Oil Pressure Prelubrication Switch is closed
for five seconds and then opens. cleared by toggling the Display Switch.
Probable Causes For This Diagnostic Code Select Switch.
• Low oil pressure
• Oil Pressure Prelubrication Switch wiring
problem
- Oil Pressure Prelubrication Switch Failed
• Failed CMS
• Failed oil pump
Oil Pressure Prelubrication Switch Low If the engine is running, a Proceed with
584-05
Shutdown Level shutdown will occur. The Oil Pressure
(Flashing)
The Oil Pressure Prelubrication Switch is closed Diagnostic code will remain Prelubrication
for five seconds and then opens. displayed and the engine will Switch.
• Low oil pressure until it is cleared by toggling
* Oil Pressure Prelubrication Switch wiring the Display Select switch.
problem A "RST REQD" diagnostic will
• Oil Pressure Prelubrication Switch Failed also be present on the ECM to
• Failed CMS indicate the system must be
• Failed oil pump reset before restarting.
the system.
Functional Test

Step 1: Check The Oil Pressure
• Check the engine oil pressure with a gauge. OK The pressure is in range.
The pressure should be in range. Proceed to next step.
NOT OK The pressure is NOT in
range. Check for restrictions
in the system or a low oil
level. STOP.

• Check the Terminal Strip Connection in the ESS and free of corrosion,
Panel,theEngine Junction Box for corrosion, abrasion or pinch abrasion or pinch points.
points and associated wiring for damage. Proceed to next step.
not completely
mated/inserted and free of
NOTE: For additional information refer to Inspecting points. Repair as required.
Electrical Connectors Test Procedure 1 (page 4-3). Verify that the repair
INFORMATION Electrical Connectors
Test Procedure #1
Step 3: Check Oil Pressure Circuit

ÿ
Turn the Mode Control Switch (MCS) to the STOP OK The voltage is greater than 4
position. VDC. Proceed to next step.
• Measure the voltage from the Oil Pressure Prelubrication NOT OK The voltage is less than 4
Switch at the ESS Panel (terminal 112). Refer to the VDC. The problem is either
electrical schematic for your engine for exact connection an intermittent problem, a
points. faulty connection internal to
The voltage should be Greater than 4 VDC. the ESS panel or a failed
ECM or CMS. Install a jumper
across the prelube switch and
check voltage if o.k. proceed
to next step. If not o.k. wiring
is open. Repair as required.
STOP.
Step 4: Check For A Short In The Wiring The voltage is greater than 4
OK VDC. Proceed to next step.
• Measure the DC voltage from the Oil Pressure
Prelubrication Switch at the ESS Panel.
• Start disconnecting C003/RD (Switch Signal) starting at
the pressure switch and working toward the ESS Panel. The voltage is less than 4
(Check Engine Junction Box then Interconnect harness at NOT OK
VDC. Repair as required.
both ends). Verify that the repair
The voltage should be greater than 4 VDC. eliminates the problem.
STOP.

Step 5: Check The ECM

• Turn the Mode Control Switch (MCS) to the STOP position. OK The voltage is greater than 4
• Disconnect the connector from the CMS and measure the VDC. Restart the engine and
check if the diagnostic code
voltage between pin-32 and ground on the CMS. The voltage
remains Active. If the code is
should be greater than 4 VDC. no longer Active the problem
is not apparent at this time. If
the code remains Active the
problem is in the internal
STOP.
NOT OK The voltage is less than 4 VDC
Replace the CMS. Verify that
the repair eliminates the problem.
STOP.

522-12
FUEL (QUALITY) ENERGY CONTENT INPUT

System Operation
The ECM monitors the Fuel Energy Content for Figure 1: Fuel (Quality) Energy Content Input
air-to-fuel ratio control and power limiting. Diagram
The engine control systems relies on sensor readings,
combustion probes and buffers, and on the manual Electronic Control Module
(ECM)
setting of the Fuel Energy Potentiometer to maintain
consistent combustion and achieving the best
performance and emissions.
The Fuel Energy Content signal may be provided either
by the Fuel Energy Content Potentiometer and Fuel
Energy Content Buffer located in the ESS panel, or it may
be provided by one of several remote mounted modules.
Sensor Supply
The Fuel Energy Content input is a pulse width
modulated (PWM) voltage signal corresponding to the
user input of present fuel energy content. The sensor
(potentiometer) is powered from the 20 VDC Supply from
the ECM. This voltage supply is shared with several
other sensors.
Output Signal
The buffer outputs a PWM signal to the ECM. The signal
level varies with energy content (low heat value).
Minimum expected input from the buffer is about 10
percent PWM and maximum expected PWM is about 90
Fuel Energy
percent. The failure is detected on complete loss of PWM
signal. The valid signal range is from approximately 5 to
95 percent duty cycle.
Control Diagnostics
522-12 Fuel (Quality) Energy Content Input Failure
Shutdown indicates the potentiometer/buffer system has
provided data outside the normal range expected from a
properly functioning buffer or the control system has
detected a failure in Indicated Fuel (Quality) Energy
Content likely caused by a buffer failure.

Figure 2: Fuel (Quality) Energy Content Input Schematic
r Fuel Quality
BTU Potentiometer
Buffer
S991 RD
P301 RD 3 +5VDC
ECM
P202BK P203BK
-Bat
S991 WH
S991 BK
PWMIP4 J3-30 M107YL M107YL

Signal S991SH
Diagnostic Codes

522-12 Fuel (Quality) Energy Content input Failure If the engine is running, the Proceed with
(Not No Fuel Energy Content PWM signal has been control system will attempt to Fuel (Quality)
Flashing) run the engine using the last Energy Content
present for 0.2 seconds.
valid data received Emissions, Input.
fuel consumption and engine
• Failed Fuel (Quality) Energy Content stability may be affected.
potentiometer. Engine Shutdowns may occur
• Intermittent problem with the potentiometer or from other indirect results (for
wiring example, high exhaust
temperatures).
Switch.

Functional Test _ _ DIAGNOSIS/ACTION
TEST STEP
RESULT
Slept: Check For Connector Damage

_ ÿ
-Turn the Mode Control Switch (MCS) to

position.
the OFF-/RESET OK All connections and
Panel, the
• Check the Terminal Strip Connection in the ESS and free of corrosion,
• Reinstall the fuse in the ESS Pane!.
NOTE: For additional information refer to inspecting mated/inserted or free of
Electrical Connectors. corrosion, abrasion or pinch
Test Procedure 1 (page 4-3). points. Repair as required.
All connections and connectors/pinstsockets should Verify that the repair
be completely mated and inserted and free of corrosion, eliminates the problem.
ADDTIONAL Refer to Inspecting
INFORMATION Electrical Connectors, If
Step 2: Check For Power to the Buffer OK The voltage measures 20 ±2

• Turn the Mode Control Switch (MCS) to the STOP VDC. Proceed to next step.
position. NOT OK The voltage does NOT
• Measure the voltage between wire P301 (+Battery) terminal measure 20 ±2 VDC. There
454 and P202 (Battery) terminal 451 at the point nearest is a problem with the power
the buffer. wiring. Repair as required.
The voltage should measure 20 ±2 VDC. Verify that the repair
STOP.
Step 3: Check Supply Voltage

OK The voltage measures 5 ±1
• Measure the voltage between wire S991 Black pin-3 VDC. Proceed to next step
(Ground) and S991 Orange pin-1 (Supply) at the buffer. NOT OK The voltage does NOT
measure 5 ±1 VDC. Replace
The voltage should be 5.0 VDC ±1. the buffer. Repair as required.
STOP.

TEST STEP
RESULT diagnosis/action
Step 4: Check For Power To The Potentiometer
Measure the voltage between wire S991 pin-2 (Signal)
and S991 pin-3 (Ground) at the point nearest to OK The voltage measures from 1
the
buffer. VDC to 4 VDC and then
return to 1 VDC. Proceed to
Adjust the Fuel Energy Content Potentiometer from
next step.
lowest position to highest position, then back to lowest
position. The voltage does NOT
measure from 1VDC to 4
The voltage should follow the potentiometer reading VDC and then return to 1
from 1VDC to 4 VDC and then return to 1 VDC. VDC. If the voltage does not
follow the potentiometer
position, check wiring or the
potentiometer has failed.
Replace the Potentiometer.
problem. STOP.
Step 5: Check The Fuel Energy Content PWM Signal

• Use a scope or voltmeter with PWM functions to measure OK I The readings follow the
the PWM signal at the buffer from wire M 107 pin-S (PWM potentiometer reading from 10
Signal) and P202 pin-8 (Battery). percent to 90 percent, then
• Adjust the Fuel Energy Content Potentiometer from lowest back to 10 percent with a
position to the highest position, then back to the lowest frequency of 400 Hz to 800
position. Hz. Proceed to next step.
The reading should follow the potentiometer reading from]
10 percent to 90 percent, then back to 10 percent with a NOT OK I The readings do NOT follow
frequency of 400 Hz to 800 Hz. the potentiometer reading
from 10 percent to 490
percent, then back to 10
percent with a frequency of
400 Hz to 800 Hz. If the
signal does not follow
the potentiometer
position or the values exceed
the valid ranges, check wiring
and or replace the buffer.
problem. STOP.
Step 6: Verify The Diagnostic Code Is Present

* Reset all Diagnostic Codes. OK I The code is no longer
• Turn the Mode Control Switch (MCS) to the OFF/RESET present. STOP.
position and then back to the STOP position. NOT OK I The code is active. Verify the
• Restart the engine to verify if the 522-12 Diagnostic Code ECM voltage is correct, if not
recurs. Replace the ECM. Verify that
The code should no longer be present. the repair eliminates the
problem. STOP.
0 Engine Supervisory System 4-143 Troubleshooting

529-00
FUEL (QUALITY) ENERGY CONTENT 529-01
529-02
System Operation 529-13
Figure 1: Fuel (Quality) Energy Content Input
The engine control system uses two methods for Diagram
controlling the air-to-fuel ratio of the G3600 Engine. The
first method (open loop) uses pressures, temperatures Electronic Control Module
and the Fuel Energy Content Setting to calculate the (ECM)
air-to-fuel ratio of the engine. This method relies on
sensor readings and on the manual setting of the Fuel
Energy Potentiometer. The second method uses the
combustion feedback system to monitor how the air and
fuel actually burned in the combustion chamber. This
method relies on the combustion probes and buffers. The
actual air-to-fuel ratio that is used for control is the
combination of the two. A basic air-to-fuel ratio is
calculated using the first method and the second method
creates a correction factor that compensates for any
errors in the first, maintaining consistence combustion
and achieving the best performance and emissions. The
ECM monitors the combustion characteristics of the fuel
using the combustion sensors and combustion buffers to
maintain proper engine air-to-fuel ratio for emissions, fuel
consumption and engine protection. The ECM requires
that a minimum of one-half of the cylinders provide
acceptable feedback in order to permit fuel quality
correction. Without acceptable feedback, the control
system is unable to compensate for changes in fuel
quality, and result in an engine shutdown for protection. Fuel Energy
The ECM also requires that the fuel correction factor Content
remain within a particular range while the engine is
running. The correction factor from the combustion
feedback system is displayed on the CMS Gage Module 529-02 Fuel (Quality) Energy Compensation Failure
(gage 3) and the DDT. The Fuel (Quality) Energy Content indicates one of two conditions or events. Case 1: That
can be read from the DDT and the ECM. more than one-half of the total number of cylinder have
Control Diagnostic one of the following diagnostic codes 501-02 through
529-00 Low Fuel (Quality) Energy Content Setting 516-02 Cylinder Misfire Greater Than 20 percent 501-08
Limit Alarm indicates that the combustion feedback through 516-08 Cylinder Continuously Misfiring 501-13
system has adjusted the fuel correction factor to a level through 516-13 Prechamber Out of Calibration. Case 2:
that is higher than normal or the Fuel Correction Factor All of the cylinders are not receiving a primary magneto
exceeds the High Fuel Correction Factor Level. This firing pulse (501-09 through 516-09 Ignition failure).
indicates there is a problem associated with one of the 529-13 Fuel (Quality) Energy Content Out of Range
two air-to-fuel measuring techniques. Engine load Shutdown indicates that the combustion feedback
capabilities are affected. system has adjusted the fuel correction factor to a level
529-01 High Fuel (Quality) Energy Content Setting that indicates the actual fuel energy is outside the range
Limit Alarm indicates the combustion feedback system that the engine can properly burn. This engine is
has adjusted the fuel correction factor to a level that is designed to operate on fuels with combustion
lower than normal or the Fuel Correction Factor is below characteristics defined by a Fuel Supply Minimum Level
the Low Fuel Correction Factor Level. This indicates there and a Fuel Supply Maximum Level.
is a problem associated with one of the two air-to-fuel
measuring techniques.

Diagnostic Codes

529-00 Low Fuel (Quality) Energy Content input NOTE: Available engine power Check the
(Not Setting and engine performance may Pressure Module
Flashing) The Fuel Correction Factor is greater than the be affected when this Calibration.
High Fuel Correction Factory Level. diagnostic code is displayed. Determine what
If the engine is running, it will fuel (Quality)
Probable Causes for this Diagnostic Code continue to run. The diagnostic Energy Content
• The Fuel Energy Content input is
code will remain displayed until Potentiometer
maladjusted, failed or.
it is cleared by toggling the setting is required
• The combustion characteristics of the fuel
Display Select Switch or to run engine. If the
supply are changing significantly
cancelled by the following. current fuel
* Problem with a sensor associated with the
522-12 Fuel Energy Content correction factor is
air-to-fuel ratio control (refer to system
Sensor Signal Failure or other greater than the
operation for possible sensors).
diagnostic failures resulting in High Fuel
• Improperly calibrated pressure module
• Problem with the combustion feedback inaccurate fuel flow Correction Factory
calculations. Level, the Fuel
system
Energy content has
changed
significantly since
the last adjustment.
Adjust the Fuel
Energy Content
potentiometer to
the correct Fuel
Energy Content.
If the current fuel
correction factor Is
less than the High
Fuel Correction
Factor Level, the
fuel energy
probably increased
temporarily and
returned to normal.
Verify Fuel Energy
Content setting.
This condition may
be normal in
engine applications
with widely ranging
Fuel Energy
Content.
Proceed with
Fuel (Quality)
Energy Content.

529-01 High Fuel (Quality) Energy Content Input If the engine is running, it will Check the
(Not Setting continue to run. The diagnostic Pressure Module
Flashing) code will remain displayed until Calibration.
The Fuel Correction Factor is less than the Low
it is cleared by toggling the Determine why the
Fuel Correction Factory Level.
Display Select Switch or fuel (Quality)
Probable Causes for this Diagnostic Code Energy Content
cancelled by the following.
• The Fuel Energy Content input is Potentiometer
maladjusted, failed or. 522-12 Fuel Energy Content
setting is required
• The combustion characteristics of the fuel Sensor Signal Failure or other
to run engine. If the
supply are changing significantly diagnostic failures resulting in
current fuel
• Problem with a sensor associated with the inaccurate fuel flow
correction factor is
air-to-fuel ratio control (refer to system calculations.
greater than the
operation for possible sensors). High Fuel
• Improperly calibrated pressure module Correction Factory
• Problem with the combustion feedback Level, the Fuel
system Energy content has
changed
significantly since
the last adjustment.
Adjust the Fuel
Energy Content
potentiometer to
the correct Fuel
Energy Content.
If the current fuel
correction factor is
less than the High
Fuel Correction
Factor Level, the
fuel energy
probably increased
temporarily and
returned to normal.
Verify Fuel Energy
Content setting.
This condition may
be normal in
engine applications
with widely ranging
Fuel Energy
Content.
Proceed with
Fuel (Quality)
Energy Content.

529-02 Fuel (Quality) Energy Compensation Failure If the engine is running, it will In order to
(Flashing) Fuel Quality Compensation System Failure shutdown. The diagnostic code troubleshoot this
Shutdown indicates one of two conditions or will remain displayed and the Diagnostic Code,
events. engine will be prevented from the proper case
restarting until it is cleared by must be
Case 1:
toggling the Display Select determined (Case
The engine is operating in a load and speed switch or cancelled by the 1 or Case 2). View
range where Combustion Feedback is enabled following. 522-12 Fuel Energy the ECM display to
(refer to personality module drawing), and... Content Sensor Signal Failure determine if there
The control system is not in Calibration Mode. or other diagnostic failures are other
Data from more than one-half of the cylinders resulting in inaccurate fuel flow Diagnostic Codes.
indicate a 501-02 through 516-02, 501-08 calculations. A "RST REQD" Case 1: If the
through 516-08 or 501-13 through 516-13 diagnostic will also be present ECM display is
Diagnostic codes at the same time. on the ECM to indicate the indicating 501-02
Probable Causes For This Diagnostic Code system must be reset before through 516-02,
• Misfiring Cylinder
restarting. Momentarily turning 501-08 through
• Failed Buffer 516-08 or 501-03
• Faulty Combustion Probe or wiring the Mode Control Switch (MCS)
to the OFF/RESET position will through 516-03
reset the system. On systems Diagnostic Codes
equipped with the standard proceed to
Case 2:
warning horn function, the alarm Function Test Step
All of the cylinders are not receiving a primary output will be energized until the 1.
magneto firing pulse (501-09 through 516-09 Diagnostic Code is cleared by Case 2: If the
Ignition failure). toggling the Display Select ECM display is
NOTE: The 501-09 thorough 516-09 may or may Switch. indicating 501-09
not be displayed. If the Diagnostic Code is through 516-09
displayed and there are no other FMI displayed Ignition Failure
then Case 2 is applicable. Observe cylinder proceed to
combustion burn times on the DDT after the Functional Test
shutdown. If burn times are within normal Step 2.
operating limits the ignition system may have Proceed with
failed. Fuel (Quality)
Energy Content.
• Failed Buffer
• Blown Fuse
• Faulty wiring
• Dirty Mag Pickup
NOTE: Review combustion burn times after the
shutdown occurs. If all burn times are within
normal operating conditions, then the ignition
system is the probable cause for this shutdown.

529-13 Fuel (Quality) Energy Content Out Of Range Control Diagnostic Determine why the
(Flashing) The fuel energy content input multiplied by the FFAC is not in an
Fuel (Quality) Energy Content
acceptable range.
fuel correction factor is less than [Low Fuel Out of Range Shutdown
Proceed with
Correction Factor (LFCF) Level 5%] X Fuel indicates that the combustion
Fuel (Quality)
Supply Minimum Factory Preset Level or feedback system has adjusted Energy Content.
the fuel correction factor to a
The Fuel energy content input multiplied by the
level that indicates the actual
fuel correction factor is more than the [High
fuel energy is outside the range
Fuel correction Factor (HFCF) Level + 5%] X that the engine can properly
Fuel Supply Maximum Factory Preset Level. burn. This engine is designed to
The actual values for your engine are located operate on fuels with
on the personality module drawing. combustion characteristics
EXAMPLE: defined by a Fuel Supply
Minimum Level and a Fuel
Fuel Supply Minimum Level 800 Btu/cu ft
Supply Maximum Level.
Fuel Supply Maximum Level 1000 Btu/c u ft
Low Fuel Correction Factor (LFCF) Level is
If the engine is running it will
80%
shutdown. The Diagnostic code
High Fuel Correction Factor (HFCF) Level is will remain displayed and the
120% engine will be prevented from
The lower limit of fuel acceptability is 800 restarting until it is cleared by
Btu/cu ft X (80+5)%=680 Btu/cu ft. toggling the Display Select
The upper limit of fuel acceptability is 1000 switch or cancelled by the
following.
Btu/cu ft X (120+5)%= 1250 Btu/cu ft
Case 1: Fuel energy content set a 900, FCF 522-12 Fuel Energy Content
Sensor Signal Failure.
is 105%, operating point is
900X105 = 945 OK or other diagnostic failures
resulting in inaccurate fuel flow
Case 2: Fuel Energy Content set at 800 FCF
calculations.
is 118% operating point is
800X1.18 = 945 OK
Case 3: Fuel Energy Content set at 850 FCF indicate the system must be
is 152% operating point is reset before restarting.
850 X 152% = 1292 SHUTDOWN Momentarily turning the Mode
Case 4: Fuel Energy Content set at 900 FCF Control Switch (MCS) to the
is 61% operating point is OFF/RESET position will reset
the system.
900 X 61% = 549 SHUTDOWN
Probable Causes For This Diagnostic Code On systems equipped with the
• The fuel quality is not within the acceptable
range
• The Fuel Energy content input has been Code is cleared by toggling the
changed while the engine is in combustion Display Select Switch.
feedback mode. (Refer to System Operation,
Testing and Adjustment Manual for a
description of when the feedback system is
enabled).
* Significant maladjustment of the prechamber
needle valves
• Fuel quality has changed

Functional Test

• Turn the Mode Control Switch (MCS) to the OFF/RESET OK All connections and connector/
position. pins/sockets are
• Inspect the Speed/Timing Sensor Mag Pickups and or free of corrosion, abrasion
ensure they are installed properly and are free of or pinch points. Repair as
damage. required. Verify that the repair
• Reinstall the fuse in the ESS Panel. eliminates the problem.
Step 2: Determine Reason For Misfiring Cylinders

• Use the DDT and place the control in PC CAL mode. OK There are no Active
Diagnostic Codes. Proceed
• Unfilter the combustion probe reading by depressing
to next step.
the ALT 2 key. Any cylinder with 4 or more B/T of 12ms or
more per Minute is misfiring. NOT OK There are Active Diagnostic
NOTE: The engine may have to be turned by adjusting the pre Codes. Proceed to the proper
chamber needle valves. System Functional Test.
There should be no Active Diagnostic Codes. STOP.
Step 3: Check Mag CAL
OK There are no Active Codes
• Use the DDT and place the control in MAG CAL mode.
Present. The problem is not
• Turn the Mode Control Switch to the OFF/RESET Active at this time. STOP.
position, then back to the START position.
NOT OK There are Active Diagnostic
There should be no Active Diagnostic Codes present.
Codes Present. Proceed to
the proper System Functional
Test. STOP.
Note: The Fuel Quality should only be adjusted while

the engine is below 50% load or in Prechamber
Calibration Mode (PC Cal) on the DDT. An emissions
analyzer should be used to determine the fuel quality
setting.

ECM SPEED SENSOR 523-12
System Operation
The ECM Engine Speed Sensor (MPU) is a magnetic Figure 1: ECM Speed Sensor Diagram
pickup sensor, which generates its output signal from the
flywheel teeth. The speed sensor signal is used to (ECM)
accurately govern the engine speed. This magnetic
pickup is a three wire, powered, type of sensor and does
not work like a two wire magnetic pickup.
The Engine Speed Sensor must be installed with a
one-half to three-quarters turn air gap. A properly
adjusted air gap will prevent nuisance diagnostics.
Sensor Supply
The sensor is powered from the + 10 VDC Supply from
the ECM. This voltage supply is shared with the Jacket
Water Temperature Sensor, Fuel Temperature Sensor,
and Crankcase Pressure Sensor.
Output Signal
The sensor outputs an alternating type signal whose (MPU)
frequency varies directly to the speed of the engine. The
signal level varies between 0 and 10 volts. Each pulse in
the signal corresponds to the passing of a ring gear tooth. Speed Sensor
The ring gear on the G3600 has 255 teeth resulting in
255 pulses for every engine revolution. The signal can be 1 Tooth
interpreted as
engine speed (RPM)=frequency (Hz)/255 X 60.
10 VDC
The frequency of this signal can be measured using a
voltmeter with an AC frequency mode or an
oscilloscope. ECM MPU Signal
Figure 2: ECM Speed Sensor Schematic
ECM
660
267 661 mi
663 S272 SH

Figure 3: ECM Speed Sensor Output Table
Speed Sensor Output
Frequency (Hz) Engine Speed (RPM)
213 50
319 75
425 100
531 125
638 150
Diagnostic Codes
CID-FMI Conditions which generate this code: Engine Systems Response: Troubleshooting
523-12 Speed Sensor Failure The ECM Engine Speed If the engine is running, a Proceed with
(Flashing) (rpm) signal is more than 40 rpm different than shutdown will occur. ECM Speed
Sensor.
the Timing Speed for at least 5 seconds and no The diagnostic code will remain
other code is present i.e.. 258-04 Crank Angle displayed and the engine will
Sensor Shorted, 258-05 Crank Angle Sensor
Open, 320-04 Timing/Speed Sensor Shorted, Display Select Switch.
320-05 Timing/Speed Sensor Open , 248-12
Timing Control Module Communication A "RST REQD" diagnostic will
Failure. also be present on the ECM to
Probable Causes for this Diagnostic Code reset before restarting.
• Short, open or corrosion in the wiring to the ECM
Speed Sensor OFF/RESET position will reset
• Debris on the ECM Speed Sensor or incorrect the system.
Gap On systems equipped with the
* Debris on SCM/TCM Speed Sensor or incorrect
Gap
• Debris on the Crank Angle Sensor or incorrect code is cleared by toggling the
Gap Display Select Switch.
• Intermittent problem in the sensor or wiring

Functional Test

Engine Junction Box and the Speed/Timing Sensor abrasion or pinch points.
associated wiring for damage. All connections and
NOT OK
Reinstall the fuse in the ESS Panel.
Electrical Connectors, Test Procedure 1 (page 4-3).
STOP.
Step 2: Check The Speed/Timing Sensor Power Supply

• Turn the Mode Control Switch (MCS) to the OK The voltage measures 10 ±1
STOP position. VDC. Proceed to next step.
• Disconnect the Engine Speed Sensor from the Engine NOT OK The voltage does NOT
Harness. measures 10 ±1 VDC.
• Use a multimeter set on the 20 VDC scale to measure Locate the wiring short and
the voltage at the Engine Speed Sensor connector on repair the problem in the
the Engine Harness from pin-A to pin-B. harness or replace the
ÿ
Remove power from the control system. harness. Check the Air
• Turn the Mode Control Switch (MCS) to the OFF/RESET Temperature, Fuel
position. Temperature, Crankcase
The voltage should measure 10 ±1 VDC. Pressure and Jacket Water
Temperature Sensors for
shorts in the sensor supply
wires. STOP.
Step 3: Check Speed Sensor

* Disconnect engine Speed sensor Harness OK The resistance is in range.
. Use multimeter to check resistance across the sensor Proceed to next step.
pins
• Resistance Across A & B and A & C should be 2000 The resistance is NOT in the
NOT OK
ohms 50 ohms 2000 and 3000 Ohms range.
• Resistance Across B & C should be 3000 ohms ±100 There is a problem in the
sensor. Replace sensor.
STOP.

Step 4: Check The Speed Sensor Signal
• Manually shut off the gas supply to the engine.
• Use a 9U7330 multimeter set on the frequency OK Frequency is OK
Recheck wiring to the
measurement scale to measure the frequency of the
ECM plug. If OK, replace
signal from the sensor while the engine is cranking.
the ECM.
(Terminal 257)
• Turn the Mode Control Switch (MCS) to the START Frequency is not in the
NOT OK
position. While cranking the engine (100 rpm), check the expected range....
signal to the ground voltage AC or DC. Proceed to Next Step
NOTE; At 750 rpm, voltage should be 4.9 VDC (5.1 VAC).
Convert the measured frequency to engine speed by
multiplying by 60 and dividing by 255 or use the Speed
Sensor Output Table.
See Figure 4.
The reading should approximate the nominal cranking
speed in the table.
Figure 4: Speed Sensor Output Table
Coolant Outlet Pressure Sensor Output
24 100 (14.7)
40 177 (25.6)
60 275 (39.9)
90 420 (60.9)


OK The resistance measures less
than 2 Ohms. Proceed to Step
position.
6.
• Disconnect the ECM Harness J3 connector from the
ECM. NOT OK The resistance measures
• Disconnect the Engine Speed Sensor from the Engine greater than 2 Ohms. Repair or
Harness. Replace the harness. Verify that
• Use an ohmmeter set on the 200 Ohms scale to measure the repair eliminates the problem.
the resistance in the Engine Harness between the ECM STOP.
J3 connector and the Engine Speed Sensor connector
from:
• ECM J3 pin-2 to MPU pin-A
• ECM J3 pin-3 to MPU pin-B
• ECM J3 pin-31 to MPU pin-C
• ECM J3 pin-2 to Ground
Step 6: Check The Junction Box Harness Wiring

• Disconnect the ECM Harness J3 connector from the The resistance is less than 2
OK
ECM. Ohms. Proceed to next step.
• Disconnect the Junction Box Harness at the Junction Box NOT OK The resistance is greater than 2
connector. Ohms. Repair or replace the
harness. Verify the repair
• Use an ohmmeter set on the 200 Ohms scale to measure
eliminates the problem. STOP.
the resistance from the ECM J3 connector to the Junction
Box connector from:
• J-Box to MPU pin-A
• J-Box to MPU pin-B
" J-Box to MPU pin-C
• ECM J3 pin-2 to J-Box pin
NOTE: Refer to the Master Schematic for the engine to
determine proper J-Box pin connections.

Step 7: Check The ESS Harness For Shorts
OK The resistance measures
the resistance at the following.
• Measure the resistance between the ECM connector J3 Proceed to next step.
from pin-3 to ALL J2 and J3 connector pins, ground
(common) and the connector housings.
NOT OK The resistance measures less
• Measure the resistance between the Engine Harness ECM than 2000 Ohms. Repair or
connector J3 from pin-2 to ALL J2 and J3 connector pins, replace the harness. Verify the
ground (common) and the connector housings
The resistance should measure greater than 2000 STOP.
Ohms.
Step 8: Check The Speed Sensor And Air Gap

• Disconnect the Speed/Timing Sensor from the Engine OK The sensor is in good
Harness. condition. Proceed to next
step.
• Mark the position of the Speed/Timing Sensor. Loosen the
nut and turn the sensor clockwise until it contacts the INCORRECT The Speed/timing Sensor air
flywheel. Note the number of turns required to make GAP gap was NOT between one-half
contact. The turn in should be one-half to three-quarters of and three quarters of a turn. Set
a turn for proper adjustment. the correct gap. Turn the sensor
• Remove the sensor from the block. clockwise until the sensor
contacts the flywheel face. Back
• Examine the sensor for damage and dirt or metal debris on the sensor out one-half to three-
the magnetic tip. The tip should be clean and should show quarters counterclockwise and
no physical damage. tighten the locknut to the proper
Install the sensor. torque. Refer to the
• Turn the sensor clockwise until the sensor contacts the Specifications Manual for further
flywheel face. Back the sensor out one-half to three- information. Verify that the
quarters counterclockwise and tighten the locknut to the repair eliminates the problem.
proper torque. Refer to the Specifications Manual for STOP.
DEBRIS ON The sensor has been damaged
The Sensor air gap should have been between one-half SENSOR and/or there is excessive debris
and three quarters of a turn and the magnetic tip should detected on the magnetic tip. If
show no signs of excessive debris or damage.
debris is detected, remove the
debris and reinstall the sensor,
restart the engine and verify
active, replace the Crank Angle
Sensor. Verify that the repair

TEST STEP Result DIAGNOSIS/ACTION
Inspect the flywheel ring gear teeth beneath the speed OK The flywheel is in good condition
sensor path for damage. and the diagnostic code is still
Inspect the flywheel surface for nicks and pits beneath present. Replace the TCM, verify
the Crank Angle Sensor path for damage. that the repair eliminates the
The flywheel should be in good condition. problem. STOP.
NOT OK The flywheel is NOT in good
condition. Repair or replace the
flywheel. Verify that the repair

524-12
DESIRED SPEED INPUT
System Operation
The ECM monitors the Desired Speed to determine the Electronic Control Module
(ECM)
speed at which to govern the engine.
The Desired Speed signal may be provided either by the

Desired Speed Potentiometer and Desired Speed Buffer
located in the ESS panel, or it may be provided by one of
several remote mounted modules (possibly by non
Caterpillar components).
In Generator Set (EPG) applications, the control

system does not require the Desired Input to be
present except when the engine is generating power
(determined from measured load and/or parallel
indication).
It is normal for some external desired speed sources

(particularly the loadshare module) to not provide a
desired speed signal until the generator is producing
voltage. Under these conditions the ECM uses a
Default Desired Speed.
The desired speed input can be read from the ECM Control Diagnostics 524-12
status screen for RPM.
Desired Speed Input Failure Alarm indicates that the
engine does not have a valid desired speed and is
The Desired speed input is a linear pulse width
running at the default rated speed. This condition may be
normal under some circumstances (such as a load share
user input of present Desired Speed. The sensor
interface and manually energized generator exciter). This
(potentiometer) is powered from 20 VDC Supply from the
condition is permitted provided that the load on the engine
ECM. This voltage supply is shared with several other
sensors (i.e. Pressure Module, Fuel Energy Content has not exceeded 50%. This Alarm will occur on
Input, etc). generator set application engines.
524-12 Desired Speed Input Failure Shutdown
The buffer outputs a PWM signal to the ECM. The indicates the potentiometer has provided data outside the
signal level varies with the Desired Speed. Minimum range expected from a properly functioning buffer or the
expected input from the buffer is about 10 percent control system has detected a failure in indicated Desired
PWM and maximum expected PWM is about 90 Speed likely caused by a buffer failure.
percent. The failure is detected on complete loss of
PWM signal. The valid signal range is from
approximately 5 to 95 percent duty cycle.

Figure 2: Desired Speed Input Schematic
Desired Speed
Potentiometer
SPEED
+B BUFFER 1 468) f o
+5 VDC
Loc +
B
2. Signal
1. Ground
S994/SH
Diagnostic Codes

524-12 Desired Speed Input Failure Alarm If the engine is running, it will The Desired
(Not The engine is set to GEN SET mode and, continue to run. The control Speed Input may
Flashing) The engine is running, and.. system will attempt to run the be provided in
engine using the last valid data several ways to
The engine speed is rated, for 13 seconds,
received. the ECM Before
while indicated engine load is less than 50
The diagnostic code will beginning
percent, and... remain displayed and the troubleshooting,
No PWM signal is present. engine will be prevented from determine the
Probable Causes for this Diagnostic Code type of desired
• Intermittent problem with the potentiometer or
toggling the Display Select Speed Input
wiring
Switch or the alarm will be provided.
• The generator exciter is not energized or is
cancelled by the following Determine which
slow to energize
code. of these
• The loadshare module (if equipped) is
524-12 Desired Speed Input conditions is the
malfunctioning
Failure Shutdown. case before
• There is a wiring problem between the
On systems equipped with the proceeding.
loadshare module and the ESS system.
standard warning horn function, If an external
the alarm output will be Desired Speed
energized until the diagnostic input is used
code is cleared by toggling the (assumed to be
Display Select Switch. loadshare module
or equivalent),
then inspect the
external input as
the cause for a
faulty desired
speed signal.
Proceed with
Desired Speed
Input.

524-12 Desired Speed input Failure If the engine is running, a The Desired Speed
(Flashing) All Aplications: The engine is running, and... shutdown will occur. Input may be
The Desired Engine speed signal is present The diagnostic code will provided in several
but is not an acceptable duty cycle or remain displayed and the ways to the ECM
engine will be prevented from and this Diagnostic
frequency for 0.3 seconds.
restarting until it is cleared by Code acts
No Desired Speed PWM signal has been toggling the Display Select differently
present for 0.2 seconds. Switch. depending on the
Generator Set Applications A "RST REQD" diagnostic will engine application
Detection Method 1: also be present on the ECM to (industrial or Gen.
• (No Signal and Load)
indicate the system must be Set). Before
• No Desired Speed PWM signal to indicate reset before restarting. beginning
desired speed has been present for 0.3 Momentarily turning the Mode troubleshooting
seconds,and.. Control Switch (MCS) to the determine the type
• Indicated engine load is greater than 50 OFF/RESET position will reset of Desired Speed
percent, and... the system. Input provided, and
• Rated speed operation has been selected for On systems equipped with the the engine
more than 13 seconds standard warning horn function, application.
the alarm output will be Proceed with
Detection Method 2: energized until the diagnostic Desired Speed
• (No Signal On GRID) code is cleared by toggling the Input.
• No Desired Speed PWM signal to indicated Display Select Switch.
desired speed has been present for 0.3
seconds,and...
• The Parallel input indicates paralleled to
utility
Industrial Application
• No Desired Speed PWM signal is present for
0.5 seconds.
• Failed Desired Speed potentiometer
intermittent problem with the Potentiometer
or intermittent problem with the potentiometer
wiring
• Problem in loadshare unit or Switchgear, if
equipped (Generator Set Application)

Functional Test

Engine Junction Box and the Speed/Timing Sensor abrasion or pinch points.
associated wiring for damage.
NOTE: For additional information refer to Inspecting or pinch points. Verify the
Electrical Connectors Test Procedure 1 (page 4-3). repair eliminates the problem.
All connections and connectors/pins/sockets; should STOP.
Step 2: Check For Power To The Buffer

OK The voltages measure 20
position. VDC ± 2 VDC. Proceed to
• Measure the voltage between wire P301 (+Battery terminal next step.
464) and P202 (- Battery terminal 461 ) at the point nearest to NOT OK The voltage does NOT
the buffer. measure 20 VDC ± 2 VDC.
The voltage should be 20 VDC ± 2 VDC. The problems in the power
wiring. Repair the wiring
harness. Verify the repair
STOP.

• Turn the Mode Control Switch (MCS) to the OFF/RESET OK The voltage measures
position.
between 4 and 6 VDC.
• Adjust the Desired Speed Potentiometer to the middle
position. NOT OK The voltage does NOT
• Reinstall the fuse in the ESS Panel. measure between 4 and 6
• Turn the Mode Control Switch (MCS) to the STOP VDC. Replace the buffer.
position. Verify the repair eliminates
• Measure the voltage between wire S994 Green pin-2 (Signal) the problem. STOP.
and S994 Orange pin-3 (Supply) at the buffer.
Step 4: Check For Power To The Potentiometer

• Turn the Mode Control Switch (MCS) to the STOP OK The voltage follows the
position. potentiometer reading from 1
• Measure the voltage between wire S994 Green pin-2 (Signal) VDC to 4 VDC, then back to
and S994 Black pin3 (Ground) at the point nearest to the 1 VDC. Proceed to next
buffer. step.
• Adjust the Desired Speed Potentiometer from lowest NOT OK The voltage does NOT
position to highest position, then back to lowest position. follow the potentiometer
The voltage should follow the potentiometer reading reading from 1 VDC to 4
from 1 VDC to 4 VDC, then back to 1 VDC. VDC, then back to 1 VDC.
Replace the potentiometer.
the problem. STOP.
Step 5: Check For Desired Speed PWM Signal

• Measure the PWM Signal at the buffer from wire OK The readings follow the
M103/Yellow pin-S (PWM Signal) and P202/Black pin-B potentiometer reading from 10
(Ground). to 90 percent, then back to 10
percent with a frequency of
• Adjust the Desired Speed Potentiometer from lowest position
400 Hz to 800 Hz. Proceed to
to highest position, then back to lowest position.'
next step.
The reading should follow the potentiometer reading
from 10 to 90 percent, then back to 10 percent with a NOT OK The readings are out of range,
frequency of 400 Hz to 800 Hz. or do not follow the
movement of the
Potentiometer from lowest to
highest. Replace the buffer.
the problem. STOP.

Step 6: Check The Siqnai
• Reset all Diagnostic Codes.
OK The PWM signal should be
present and between 5 and
position and then back to the STOP position.
95 percent. The frequency
• Start the engine and set to rated speed.
should be between 500 and
• Turn the Mode Control Switch (MCS) to the START
1000 Hz and remain steady.
position.
Proceed to Step 8.
• Turn on the generator but do NOT apply load or parallel
with utility. NOT OK The PWM signal is NOT
• Measure the PWM signal using a voltmeter or oscilloscope, present or between 5 and 95
in the ESS panel at the terminals nearest to the ECM (term percent or the frequency is
215 & 203). unsteady or out of range.
The PWM signal should be between 5 and 95 percent. Proceed to next step.
Step 7: Check For Interference From The Internal The Desired Seed buffer is
Buffer OK
disconnected. Proceed to
• Turn the Mode Control Switch (MCS) to the OFF/RESET next step.
position.
• Open the fuse breaker in the ESS Panel. NOT OK The Desired Speed buffer is
• Check that the ESS panel mounted Desired Speed buffer NOT disconnected.
has been disconnected. Disconnect the Desired
• Reinstall the fuse in the ESS Panel. Speed buffer. Verify the
The green connector at the terminal strip nearest to the repair eliminates the problem.
buffer should be disconnected. STOP.
Step 8: Verify The Diagnostic Code Is No Longer

Present The Diagnostic Code is no
OK longer present. STOP.
NOTE: The engine may need to be started to verify if the
Diagnostic Codes reoccurs. NOT OK The Diagnostic Code
Check the wiring from the remote equipment to the ECM on remains. The problem is
wire M103/Yellow (Signal). Look for shorts to any other wiring intermittent or may be
(PWM specifically). The PWM signal is provided to the ECM caused from a noisy signal.
from the Desired Speed input on the user interface terminal Verify the repair eliminates
(lower right side of ESS panel), and wire M103/Yellow the problem. STOP.
(Signal) to the ECM connector J3 pin-17. The signal must
be referenced to the Ground terminal.
The Diagnostic Code should no longer be present.
i
531-11
IDLE/RATED INPUT FAIL

System Operation
The ECM monitors this switch input to determine if the Figure 1: Idle/Rated Input Diagram
engine should be run at the programmed low idle speed
or run at the speed selected by the Desired Speed Input. Electronic Control Module
This feature is necessary both for use by external control (ECM)
sources to limit engine speed to low idle (for driven
equipment reasons) and also by the Engine Protection c
System to assure that the engine is not run at high speed
until sufficient oil pressure is present. While this failure ?
( )
will not shut down an operating engine, it will prevent
restart of the engine.
The Idle/Rated input to the ECM is connected to the
2301 relay contact of the SCM.
If
The relay contact is provided about 14 VDC through
approximately 2 k Ohms resistance from the ECM
Once the SCM has determined conditions permit the
engine to run at rated speed, it closes the contact to
Ground. c
This diagnostic code is based on the assumption that it
should not be possible to have an oil pressure of
sufficient magnitude to permit rated engine speed
operation after engine is stopped and the postlube cycle
has been completed. If this condition occurs it must
indicate that the control system is receiving a false
request to allow rated engine speed.
Figure 2: Idle/Rated Input Schematic
ESS Panel
Customer
ECM Connection
J3
SCM
\
Idle/Rated Signal b23 M231/YL I HM231/WHI—(364) (376b (-) Batt
|16 17l
Idle/Rated
Switch

Diagnostic Codes
CID-FMI Conditions which generate this condition: Systems Response: Troubleshooting

531-11 Idle/Rated Input Shutdown The Diagnostic code will Proceed with
(Flashing) • This Shutdown code indicates the control remain displayed and the Idle/Rated Input
system has detected improper function of the engine will be prevented from Failure.
Idle/Rated Input. restarting until it is cleared by
. The engine has been shutdown and the post toggling the Display Select
lube cycle has been completed for more than switch.
one minute, and A "RST REQD" diagnostic will
ÿ
The Idle/Rated input is still indicating Rated also be present on the ECM to
operation selected. indicate the system must be
Probable Causes For This Diagnostic Code Momentarily turning the Mode
• The SCM is misprogrammed or failed Control Switch (MCS) to the
• The SCM has a failed 2301 relay OFF/RESET position will
• The connection between the SCM and the reset the system.
ECM is shorted to ground On systems equipped with the
• The ECM has a failed Input standard warning horn
• The Prelube System is providing oil pressure function, the alarm output will
sufficient for rated speed with the engine be energized until the
stopped. Diagnostic Code is cleared by
Switch.
Functional Test

• Check the Terminal Strip Connection in the ESS Panel,
pinch points. Proceed to next
the Engine Junction Box for corrosion, abrasion or pinch
step.
points and associated wiring for damage.
All connections and
• Ensure that all connectors/pins/sockets are completely NOT OK
mated/inserted and the harness/wiring is free of
corrosion, abrasion or pinch points. or free of corrosion, abrasion
Electrical Connectors Test Procedure 1 (page 4-3). eliminates the problem.
All connections and connectors/pins/sockets should STOP.

Step 2: Check The Idle/Rated Signal
• Turn the Mode Control Switch (MCS) to the STOP The voltage is greater than 10
position. OK VDC. Proceed to Step 5
• Use a multimeter to measure the voltage on M231/YL in the The voltage is less than 10
NOT OK
ESS panel at the point nearest the ECM. VDC. Proceed to next step
Step 3: Check The Status Control Module

The voltage is greater than 10
position. OK
VDC. Observe the oil
• Open the fuse breaker in the ESS Panel. pressure display on the SCM,
• Disconnect wire M231/WH at the back of the SCM. if the SCM is showing oil
pressure, troubleshoot the
cause of the incorrect oil
position.
pressure indication. If no Oil
• Use a multimeter to measure the voltage on M231/WH at the
Pressure is present there is a
back of the SCM.
short in the 2301 relay or the
SCM has failed. Refer to
Engine Shutdown. STOP.
VDC. Proceed to next step.
Step 4: Check For A Short To Ground

The resistance is greater
• Turn the Mode Control Switch (MCS) to the OFF/RESET than 2000 Ohms. Proceed
OK
position. to next step.
• Open the fuse breaker in the ESS Panel. The resistance is not greater
• Use an ohmmeter set on the 2k Ohms scale to measure than 2000 Ohms. There is a
the resistance from wire M231 to ground (Battery). NOT OK
faulty connection in the wiring
The resistance should be greater than 2000 Ohms. harness. Repair as required.
STOP.
Step 5: Check The Engine Control Module (ECM)

The voltage is greater than
• Turn the Mode Control Switch (MCS) to the OFF/RESET 10 VDC. The wiring is
position. OK
shorted to a ground signal
• Open the fuse breaker in the ESS Panel. between the ECM and the
• Disconnect the ECM connector J3 (Larger). switch. Repair as required.
Reinstall the fuse in the ESS Panel. Verify that the repair
• Turn the Mode Control Switch (MCS) to the STOP eliminates the problem.
STOP.
position.
The voltage is less than 10
• Use a voltmeter to measure the DC voltage at J3 pin-28 VDC. The ECM has failed.
at the ECM. NOT OK Replace the ECM. Verify the
The voltage should be greater than 10 VDC. repair eliminates the problem.
STOP.

532-11
SHUTDOWN INPUT FAILURE
System Operation
The ECM monitors this switch input to determine if the

engine should be permitted to run. This signal is
generated by the SCM (Run Relay). This feature is Electronic Control Module
necessary both for use by external control sources to (ECM)
limit engine starting and also by the Engine Protection
System to assure that the engine is not permitted to run. C 3
This failure can only be detected during a routine
shutdown. While this failure will not shut down an J2
operating engine, it will prevent a restart of the engine.
The Shutdown input to the ECM is connected to the Run
Relay contact of the SCM. This input is configured to
cause the engine to not start whenever
this input is connected to ground. The relay contact is J3
provided about 14 VDC through approximately 2k Ohms
resistance from the ECM. Once the SCM has determined
conditions permit the engine to run, it opens the contact
to Ground.
The "Run Relay" (RR) contact on the SCM is designed to
C 3
open at the beginning of an engine shutdown. The
contact should close on ALL shutdowns.
Figure 2: Shutdown Input Schematic
jnirn.

Diagnostic Codes

532-11 Shutdown Input Failure Shutdown The Diagnostic code will Proceed with
(Flashing) remain displayed and the Shutdown Input
This Shutdown code indicates the control system
engine will be prevented from Failure.
has detected improper function of the Shutdown restarting until it is cleared by
Input. The Shutdown Input does not indicate a to toggling the Display Select
requested shutdown, and. The engine speed switch.
sensor has not failed and... The indicated engine A "RST REQD" diagnostic will
speed is less than 50 rpm
Probable Causes For This Diagnostic Code Momentarily turning the Mode
• The connection between the SCM and the Control Switch (MCS) to the
ECM is open or shorted high OFF/RESET position will reset
• The connection between the SCM and the the system.
ECM is shorted to ground On systems equipped with the
• The SCM is failed or has a failed relay standard warning horn function,
• The ECM has a failed input the alarm output will be
Functional Test

• Check the Terminal Strip Connection in the ESS Panel,
pinch points. Proceed to next
the Engine Junction Box for corrosion, abrasion or pinch
step.
All connections and
• Ensure that all connectors/pins/sockets are completely NOT OK
corrosion, abrasion or pinch points. or free of corrosion, abrasion
All connections and connectors/pins/sockets should STOP.

Step 2: Check The Shutdown Signal
• Turn the Mode Control Switch (MCS) to the STOP OK The voltage is less than
position. 1 5 VDC. Proceed to next
• Use a multimeter and measure the voltage on M112 in step.
the ESS panel at the point nearest the ECM. NOT OK The voltage is greater than 1.5
The voltage should be less than 1.5 VDC.
VDC. Observe the Engine
Speed Display on the SCM. If
the SCM is showing Engine
Speed, troubleshoot the
cause of the incorrect speed
indication. If no speed is
present, there is a failure in
the Run Relay or a failed
SCM. Verify the repair
STOP.
Step 3: Check The Status Control Module (SCM)

OK The voltage is greater than
* Disconnect wire M112 a the back of the SCM.
1.5 VDC. STOP.
• Use a multimeter to measure the voltage on M112 in the
ESS panel at the point nearest to the ECM.
• Connect wire M112 at the back of the SCM.
The voltage should be greater than 1.5 VDC.
NOT OK There is a Open or Short to

ground in the wiring between
the ECM and the SCM. Verify
the repair eliminates the the
problem. STOP.

534-11
ON GRID (UTILITY PARALLEL) INPUT FAILURE

System Operation
This input is used to provide modified governing

characteristics, appropriate only for paralleled operation, (ECM)
when the engine is operating as a Generator Set
paralleled with a utility. While this input only provides
function in generator set applications, The ECM monitors
this switch input in all applications.
The Parallel input is provided about 14 VDC through
approximately 2k Ohms resistance from the ECM
through wire M130. If the input is open (14 VDC),
the governor uses off-line gains. If the input is
2
c
y
shorted to ground, the governor uses paralleled gains.
Figure 2: On Grid (Utility Parallel) Input Failure Schematic
EB6RANEL.

Diagnostic Codes

534-11 On Grid Input Failure Shutdown The Diagnostic code will Proceed with
(Flashing) This Shutdown code indicates the control remain displayed and the On Grid (Utility
system has detected improper function of the engine will be prevented from Parallel) Input
On Grid input. restarting until it is cleared by Failure.
Utility Parallel input indicates parallel, and toggling the Display Select
Idle/Rated indicates Idle. switch.
Probable Causes For This Diagnostic Code also be present on the ECM to
• The connection between the ECM and the indicate the system must be
Parallel input Customer Terminal is open or reset before restarting.
shorted to ground. Momentarily turning the Mode
• The Customer Switchgear is inappropriately Control Switch (MCS) to the
indicating paralleled operation. OFF/RESET position will
• The ECM has a failed input. reset the system.
Switch.
Functional Test

position.
• Check the Terminal Strip Connection in the ESS Panel, and free of corrosion,
the Engine Junction Box for corrosion, abrasion or pinch abrasion or pinch points.
points and associated wiring for damage. Proceed to next step.
corrosion, abrasion or pinch points. not completely
Electrical Connectors Test Procedure 1 (page 4-3). points. Repair as required.
AM connections and connectors/pins/sockets should
STOP.

Step 2: Check The Signal Voltage
OK The voltage is greater than
position.
1.5 VDC with the engine not
• Use a multimeter to measure the voltage between customer
paralleled. Replace the ECM.
terminal and ground on M130 in the ESS panel at the point
nearest to the ECM.
The reading should be greater than 1.5 VDC with the
STOP.
engine not paralleled.
NOTE: The reading should always be above 5 VDC on the NOT OK The voltage is less than 1.5
Non Generator Set Engine applications. VDC with the engine not
paralleled. Determine why the
input is receiving a false
indication of Parallel Status.
STOP.

536-01
OIL LEVEL LOW
System Operation
The Oil Level Switch monitors the level of the oil in the Figure 1: Oil Level Switch Diagram
engine crankcase and provides a switch level output to
the ECM indicating if oil is below the level of the switch. (ECM)
The ECM uses this information to protect the engine from
operation with insufficient oil.
The ECM can be selected to either generate a
Shutdown, generate an Alarm, or not to monitor oil
level at all.
The Oil Level Switch provides a closed contact (to 0 VDC)
when the oil level drops below the minimum acceptable
level. If the oil level is above the minimum acceptable
level, the switch is open and the line will be at
approximately 10 VDC.
Control Diagnostics
536-01 (Not Flashing) Oil Level Low Alarm Level
If the Oil Level falls below the minimum allowed switch
level, the ECM will display a constant diagnostic code.
536-01 (Flashing) Oil Level Low Shutdown Level
If the Oil Level falls below the minimum allowed switch
level, the ECM will display a flashing diagnostic code and
the engine will shut down.
Oil Level
Switch
Figure 2: Oil Level Switch Schematic
r ESS PANEL
ENONE
CONTROL
MODULE
SwIPS J3-33 i
I C001-VYH
JS-3 i
-Battery ! C001-BK
OILm*

Diagnostic Codes

536-01 Oil Level Low Shutdown Level If the engine is running, a Proceed with Oil
(Flashing) The engine is running, and the Oil Level Switch shutdown will occur. The Level Low.
is closed. Diagnostic code will remain
Probable Causes For This Diagnostic Code displayed and the engine will
• Low Oil Level be prevented from restarting
• Oil Level Switch wiring problem until it is cleared by toggling
• Oil Level Switch Faulty the Display Select switch.
• Failed ECM A "RST REQD" diagnostic will
OFF/RESET position will
reset the system.
Switch.
536-01 Oil Level Low Alarm Level If the engine is running it will Proceed with Oil
(Not The engine is running, and the Oil Level Switch continue to run. The Level Low.
Flashing) is closed. Diagnostic code will remain
Probable Causes For This Diagnostic Code displayed and the engine will
• Low Oil Level be prevented from restarting
• Oil Level Switch wiring problem until it is cleared by toggling
• Oil Level Switch Failure the Display Select switch.
• Failed ECM
Functional Test
Step 1: Check The Oil Level
• Check the Oil Level. OK The Oil Level is above the
The Oil Level should be above the ADD mark. ADD mark. Proceed to next
step.
NOT OK The Oil Level is Below the
ADD mark. Add Oil and
check for leaks. Verify that
the Diagnostic Code can be
cleared and no longer
returns. STOP.

• Check the Terminal Strip Connection in the ESS Panel, or free of corrosion, abrasion
the Engine Junction Box for corrosion, abrasion or pinch or pinch points. Proceed to
points and associated wiring for damage. next step.
Reinstall the fuse in the ESS Panel. mated/inserted or free of
NOTE: Because this switch may not have been provided by points. Repair as required.
Caterpillar, the electrical schematic may not show all or the Verify the repair eliminates
interconnections. the problem. STOP.
NOTE: For additional information refer to Inspecting ADDITIONAL Refer to Inspecting
Electrical Connectors Test Procedure 1 (page 4-3). INFORMATION Electrical Connectors. If
All connections and connectors/pins/sockets should OK, proceed to next step.
Step 3: Check Oil Level Circuit

• Measure the DC voltage from the Oil Level Switch at the NOT OK The voltage is greater than
ESS panel. Refer to electrical schematic for exact 1.5 VDC. The problem is
connection point. either an intermittent
The voltage should be less than 1.5 VDC. problem, a faulty connection
internal to the ESS Panel,
the switch or a failed ECM.
Locate the poor connection
using the electrical
schematic. STOP.
Step 4: Check the Oil Level Switch

* Disconnect the Oil Level Switch. OK The voltage is in range.
• Measure the voltage in the ESS Panel at the Oil Level Replace the switch. Verify
• Switch signal terminal. Refer to the Electrical Schematic that the repair eliminates the
for the terminations and wire color. problem. STOP.
The voltage should be greater than 8 VDC. NOT OK the voltage is out of range.

OK The voltage is in range.
• Measure the DC voltage from the Oil Level Switch.
• Starting at the Oil Level Switch, disconnect C001 (Switch Verify that the Diagnostic
Signal) and work toward the ESS Panel. (Engine Code is still Active. If the
Junction Box then Interconnect harness at both ends). Code is no longer Active the
The voltage should be between 1.5 and 8 VDC. problem is not apparent at
this time. If the code remains
Active, Replace the switch.
STOP.
The short is isolated when
the voltage exceeds 10
VDC. Repair as required.
STOP.
VDC VDC. Proceed to next step.

OK The voltage is in range.
• Turn the Mode Control Switch (MCS) to the STOP Verify that the Diagnostic
position. Code is still Active. If the
• Disconnect the J3 connector from the ECM and measure Code is no longer Active the
the voltage between J3 pin-33 and J3 pin-3 on the ECM. problem is not apparent at
The voltage should be between 1.5 and 8 VDC. this time. If the code remains
STOP.
BELOW 1.5 The VDltage is below 1.5
STOP.

537-01
COOLANT LEVEL LOW
System Operation
The Coolant Level Switch monitors the level of the Figure 1: Coolant Level Low Diagram
coolant in the engine jacket water system and provides a
switch level output to the ECM indicating if coolant is
below the level of the switch. The ECM uses this Electronic Control Module
information to protect the engine from operation with (ECM)
insufficient coolant.
The ECM can be selected to either generate a Shutdown,
generate an Alarm, or not to monitor coolant level at all.
The Coolant Level Switch provides a closed contact (to 0
VDC) when the coolant level drops below the minimum
acceptable level. If the coolant level is above the
minimum acceptable level, the switch is open and the line
will be at approximately 10 VDC.
Control Diagnostics
537-01 (Not Flashing) Coolant Level Low Alarm Level
If the Coolant Level falls below the minimum allowed
switch level, the ECM will display a constant diagnostic
code.
537-01 (Flashing) Coolant Level Low Shutdown Level

If the Coolant Level falls below the minimum allowed
switch level, the ECM will display a flashing diagnostic Coolant Level
code and the engine will shut down. Switch
Figure 2: Coolant Level LowSchematic

I ESS PANEL '
ENGINE
ENGINE JUNCTION
CONTROL BOX
MODULE
SmtIP7 J3-23 / 665 C0S1-VYH
\
J3-3 / 666 CG61-BK
\

Diagnostic Codes

537-01 Coolant Level Low Shutdown If the engine is running, a Proceed with
(Flashing) The engine is running, and the Coolant Level shutdown will occur. The Coolant Level
Diagnostic code will remain Low.
Switch is closed.
• Low Coolant Level
• Coolant Level Switch wiring problem the Display Select switch.
* Coolant Level Switch Faulty
• Failed ECM
the system.
537-01 Coolant Level Low Alarm If the engine is running it will Proceed with
(Not The engine is running, and the Coolant Level continue to run. The Coolant Level
Flashing Diagnostic code will remain Low.
Switch is closed.
• Low Coolant Level until it is cleared by toggling
• Coolant Level Switch wiring problem
the Display Select switch or
• Coolant Level Switch Failure
• Failed ECM
code.
537-01 Coolant Level
Shutdown.
Functional Test

Step 1: Check The Coolant Level
• Check the Coolant Level. OK The Coolant Level is above
The Coolant Level should be above the ADD mark. the ADD mark. Proceed to
next step.
NOT OK The Coolant Level is Below
the ADD mark. Add Coolant
and check for leaks. Verify
that the Diagnostic Code can
be cleared and no longer
returns. STOP.

.Turn the Mode Control Switch (MCS) to the OFF/RESET OK All connections and
position.
completely mated/inserted or
pinch points. Proceed to
next step.
NOTE: Because this switch may not have been provided by mated/inserted or free of
Caterpillar, the electrical schematic may not show all or the corrosion, abrasion or pinch
interconnections. points. Repair as required.
Electrical Connectors Test Procedure 1 (page 4-3). the problem. STOP.
All connections and connectors/pins/sockets should Refer to Inspecting
ADDITIONAL
be completely mated/inserted and free of corrosion, Electrical Connectors. If
INFORMATION
Step 3: Check Coolant Level Circuit
• Measure the DC voltage from the Coolant Level Switch at
the ESS panel. Refer to electrical schematic for exact NOT OK The voltage is greater than
connection point. 1.5 VDC. The problem is
The voltage should be less than 1.5 VDC. either an intermittent
problem, a faulty connection
internal to the ESS Panel, the
switch or a failed ECM.
Locate the poor connection
using the electrical
schematic. STOP.
Step 4: Check The Coolant Level Switch
• Disconnect the Coolant Level Switch. Measure the OK The voltage is greater than 8
voltage in the ESS Panel at the Coolant Level Switch VDC. Replace the switch.
signal terminal. Refer to the Electrical Schematic for the Verify that the repair
terminations and wire color. eliminates the problem.
The voltage should be greater than 8 VDC. STOP.

• Measure the DC voltage from the Coolant Level Switch.
• Starting at the Coolant Level Switch, disconnect C031 OK The voltage is between 1.5
(Switch Signal) and work toward the ESS Panel. (Engine and 8 VDC. Verify that the
Junction Box then Interconnect harness at both ends). Diagnostic Code is still
The voltage should be between 1.5 and 8 VDC. Active. If the Code is no
longer Active the problem is
not apparent at this time. If
the code remains Active,
Replace the switch. Verify
problem. STOP.
The short is isolated when the
voltage exceeds 10 VDC.
problem. STOP.
BELOW 1.5 The voltage is below 1.5 VDC.

VDC Proceed to next step.

* Turn the Mode Control Switch (MCS) to the STOP OK The voltage is between 1.5
position. and 8 VDC. Verify that the
• Disconnect the J3 connector from the ECM and measure
Diagnostic Code is still Active.
If the Code is no longer Active
the voltage between J3 pin-33 and J3 pin-3 on the ECM.
the problem is not apparent at
The voltage should be between 1.5 and 8 VDC.
this time. If the code remains
STOP.
STOP.
STOP.

538-00
538-12
AIR RESTRICTION
System Operation
The Inlet Air Restriction Sensor provides pressure data to Figure 1: Air Restriction Sensor Diagram
the ECM. The ECM monitors inlet air restrictions to
provide a means of monitoring the status of the air (ECM)
filters. The air restriction can be read from the CMS

module, (gauge 11) for the Right Air Restriction Sensor
and (gauge 8) for the Left Air Restriction Sensor.
In most applications, excessive air restriction will result in
57
a shutdown, however in some limited applications
excessive air restriction is an alarm only.
Although this sensor (data) is read by the CMS Module
the sensor data output is relayed via the CAT Data Link
to the ECM and processed. The ECM performs the
ft## A s ii
diagnostics associated with this sensor.
Sensor Signals
The Air Restriction Sensor provides a linear pulse width
pressure drop at the turbocharger inlet to the ECM.
Minimum expected output from the sensor is about 10
percent PWM and maximum expected PWM is about
70 percent.
Sensor Supply
The sensor is powered by battery power (18 to 32
VDC). The sensor receives power from battery positive 538-12 (Flashing) Right Air Restriction Sensor Failure
and negative sources from the ESS panel and provides Shutdown Level indicates the Air Restriction Sensor has
its signal back to the ESS panel though wire S412. provided data outside the range expected from a properly
Output Signal functioning sensor for a certain period of time. The ECM
The sensor output a PWM signal to the CMS. The Duty will display a flashing diagnostic code and the engine will
Cycle varies with measured pressure. The valid signal shut down.
range is from about 10 to 70 percent. The frequency of 539-00 (Not Flashing) Left Right Air Restriction
the signal is 5000 Hz. Alarm Level indicates the air restriction exceeds the
Control Diagnostics programmed parameter. The ECM will display a
538-00 (Not Flashing) High Right Air Restriction Alarm constant diagnostic code.
Level indicates the air restriction exceeds the 539-00 (Flashing) High Left Air Restriction
programmed parameter. The ECM will display a constant Shutdown indicates the air restriction exceeds the
diagnostic code. programmed parameter for a certain period of time.
538-00 (Flashing) High Right Air Restriction Shutdown The ECM will display a flashing diagnostic and the
indicates the air restriction exceeds the programmed engine will shut down.
parameter for a certain period of time. The ECM will 539-12 (Not Flashing) Left Air Restriction Sensor
display a flashing diagnostic and the engine will shut Failure Alarm Level indicates the Air Restriction Sensor
down. has provided data outside the range expected from a
538-12 (Not Flashing) Right Air Restriction Sensor properly functioning sensor. The ECM will display a
Failure Alarm Level indicates the Air Restriction diagnostic code.
Sensor has provided data outside the range expected 539-12 (Flashing) Left Air Restriction Sensor Failure
from a properly functioning sensor. The ECM will Shutdown Level indicates the Air Restriction Sensor has
display a diagnostic code. provided data outside the range expected from a properly
functioning sensor for a certain period of time. The ECM
will display a flashing diagnostic code and the engine will
shut down.

Figure 2: Air Restriction Sensor Schematic
ESS Panel
CMS
Left Air Restriction
Junction Box Sensor
S411/RD A- + 24 VDC
725
.S411/WH-0R S411/WH-OR
PWM Signal 3 >16 119 726 C- Signal
S411/BK
727 B - -Batt
S412/RD A- +24 VDC

730
S412/WH-GY
PWM Signal 1 731 C- Signal
S412/BK
732 B - -Batt
Right Air Restriction

Sensor
Figure 3: Air Restriction Sensor Output Table
Air Restriction Sensor Output
Output Pressure kPa (in H20)
11 0(0)
30 3(12)
49 6(24)
67 9(36)

Diagnostic Codes
539-00 Left Air Restriction High Shutdown If the engine is running, a Check Air Filters
(Flashing) The restriction is greater than the Left Air shutdown will occur. The for signs of
Restriction Shutdown Level, and... Diagnostic code will remain plugging. Check
The engine is running, and The Left displayed and the engine will the inlet air
be prevented from restarting system for
Air Restriction Sensor is not obviously failed
until it is cleared by toggling damage or other
Probable Causes For This Diagnostic Code the Display Select switch or restrictions.
• Plugged air filters cancelled by the following Proceed with
• Excessive air restriction in inlet piping
Diagnostic Code. Air Restriction.
• Problem with sensor or wiring
• Plugged Sensor Vent 539-12 Left Air Restriction
• Plugged Sensor Hose Sensor Failure.
• Hard Shutdown A "RST REQD" diagnostic will
the system.

539-00 Left Air Restriction High Alarm If this alarm (Diagnostic Code Check Air Filters
(Not Not Flashing) is present, the for signs of
The restriction is greater than the Left Air
Flashing) engine will not produce full plugging. Check
Restriction Alarm Level, and... The restriction is
rated output power. The the inlet air
NOT greater than the Left Air Restriction Diagnostic code will remain system for
Shutdown Level, and... The engine is running, displayed and the engine will damage or other
and The Left Air Restriction Sensor is not be prevented from restarting restrictions.
obviousiy failed until it is cleared by toggling the Proceed with
Display Select switch or Air Restriction.
codes.
• Plugged air filters 539-00 Left Air Restriction
• Excessive air restriction in inlet piping High Shutdown
• Problem with sensor or wiring 539-12 Left Air Restriction
• Plugged Sensor vent
Sensor Failure, or other
• Plugged Sensor Hose
failures resulting in inaccurate
• Hard Shutdown
air flow calculations.
539-12 Left Air Restriction Sensor Failure If the engine is running, a Proceed with
(Flashing) The PWM signal to the CMS Gauge Module from shutdown will occur. The Air Restriction.
Diagnostic code will remain
the Air Restriction Sensor is less than 5 percent
or more than 95 percent. be prevented from restarting
Probable Causes For This Diagnostic Code until it is cleared by toggling
• Failed Air Restriction Sensor or sensor line the Display Select switch.
• Short or open in wiring to the sensor A "RST REQD" diagnostic will
• Intermittent problem with sensor or wiring also be present on the ECM to
• Failed CMS Gauge Module indicate the system must be
• Data Link Problem reset before restarting.
• Plugged Sensor vent Momentarily turning the Mode
• Plugged Sensor Hose Control Switch (MCS) to the
• Hard Shutdown
the system.

539-12 Left Air Restriction Sensor Failure If the engine is running, it will Proceed with
(Not The PWM signal to the CMS Gauge Module continue to run. The Air Restriction.
Flashing) from the Left Air Restriction Sensor is less than 5 Diagnostic code will remain
percent or more than 95 percent.
• Failed Air Restriction Sensor or Sensor Line the Display Select switch.
• Short or open in wiring to the sensor
• Data Link Problems
• Hard Shutdown
538-12 Right Air Restriction Sensor Failure If the engine is running, a Proceed with
(Flashing) The PWM signal to the CMS Gauge Module from shutdown will occur. The Air Restriction.
the Air Restriction Sensor is less than 5 Percent Diagnostic code will remain
or more than 95 percent. displayed and the engine will
• Failed Air Restriction Sensor or sensor line the Display Select switch.
• Short or open in wiring to the sensor
• Intermittent problem with sensor or wiring
• Failed CMS Gauge Module also be present on the ECM to
• Data Link Problem indicate the system must be
• Plugged Sensor vent reset before restarting.
• Plugged Sensor Hose Momentarily turning the Mode
• Hard Shutdown Control Switch (MCS) to the
the system.
538-12 Right Air Restriction Sensor Failure If the engine is running, it will Proceed with
(Not The PWM signal to the CMS Gauge Module from continue to run. The Air Restriction.
Flashing) the Right Air Restriction Sensor is less than 5 Diagnostic code will remain
percent or more than 95 percent. displayed and the engine will
Probable Causes For This Code
• Failed Air Restriction Sensor or sensor line until it is cleared by toggling
• Short or open in wiring to the sensor the Display Select switch or
• Intermittent problem with sensor or wiring cancelled by the following
• Failed CMS Gauge Module Diagnostic Code.
• Data Link Problem
• Hard Shutdown

538-00 Right Air Restriction High Shutdown If the engine is running, a Check Air Filters
(Flashing) shutdown will occur. The for signs of
The restriction is greater than the Right Air Diagnostic code will remain plugging. Check
Restriction Shutdown Level, and... displayed and the engine will the inlet air
The engine is running, and the Right Air be prevented from restarting system for
Restriction Sensor is not obviously failed until it is cleared by toggling damage or other
the Display Select switch or restrictions.
cancelled by the following Proceed with
Probable Causes For This Diagnostic Code Diagnostic Code. Air Restriction.
• Plugged air filters 538-12 Right Air Restriction
• Excessive air restriction in inlet piping Sensor Failure.
• Plugged Sensor vent A "RST REQD" diagnostic will
• Plugged Sensor Hose also be present on the ECM to
• Hard Shutdown
the system.
538-00 Right Air Restriction High Alarm If this alarm (Diagnostic Code Check Air Filters
(Not Not Flashing) is present, the for signs of
Flashing) The restriction is greater than the Right Air engine will not produce full plugging. Check
rated output power. The the inlet air
Restriction Alarm Level, and... The restriction is Diagnostic code will remain system for
NOT greater than the Right Air Restriction displayed and the engine will damage or other
Shutdown Level, and... The engine is running, be prevented from restarting restrictions.
and The Right Air Restriction Sensor is not until it is cleared by toggling the Proceed with
obviously failed Display Select switch or Air Restriction.
• Plugged air filters
codes.
538-00 Right Air Restriction
• Excessive air restriction in inlet piping
High Shutdown
538-12 Right Air Restriction
• Plugged Sensor vent Sensor Failure, or other
• Plugged Sensor Hose failures resulting in inaccurate
air flow calculations.
• Hard Shutdown

Functional Test

STOP.

Step 2: Check The Sensor Line
• Turn the Mode Control Switch (MCS) to the STOP OK The diagnostic code is
position. present on the DDT Service
• Disconnect the sensor line from the suspect sensor.
Tool. Proceed to next step.
The diagnostic code should be present on the DDT
Service Tool. NOT OK The diagnostic code is not
present on the DDT Service
Tool. Repair as required.
Restart the engine and
continue troubleshooting with
any new codes that may
appear. STOP.

• Turn the Mode Control Switch to the STOP position. OK The signal is acceptable.
• Ensure the suspect Sensor line is disconnected. Reset all Diagnostic Codes
• Use a 9U-7330 Multimeter set on PWM Mode to measure and restart the engine.
the signal for the suspect sensor Continue Troubleshooting
• Right Air Restriction Sensor: with any new codes that
* Between wire S412 (Right Sensor Signal) and S412 appear. STOP.
(Right Supply Ground)
NOT OK The signal is out of range.
• Left Air Restriction Sensor:
* Between wire S41 1 (Left Sensor Signal) and S41 1 (Left
Supply Ground)
• Measure in the ESS Panel and the Junction Box.
NOTE: Refer to the Schematic for your engine for details.
The reading should be between 5 and 95 percent (4 kHz
to 6 kHz frequency).
Step 4: Check Voltage

• Measure the DC voltage at OK The voltage is in range.
• Right Air Restriction Sensor:
• between wire S412 (Right Sensor Signal) and S412
(Right Supply Ground) NOT OK The voltage is OK at the
• Left Air Restriction Sensor: ESS Panel but no in one of
• between wire S41 1 (Left Sensor Signal) and S41 1 the other checks.
(Left Supply Ground) Troubleshoot and repair the
• Measure in the ESS Panel and the Junction Box. wiring between the ESS
• Disconnect the harness connector at the sensor and panel and the Sensor.
measure the DC voltage between pin-A and pin-B of the STOP.
suspect sensor. LESS THAN 18 VDC The voltage is less than 18
NOTE: Refer to the Schematic for your engine for details. VDC. Troubleshoot and repair
The voltage should be +Battery (18 to 32 VDC). power wiring. STOP.

position. Ohms. Replace the suspect
• Open the fuse breaker in the ESS Panel. sensor. Verify that the repair
• Disconnect the connector from the CMS.
• Measure the resistance between pin-C of the sensor
STOP.
connector and pin-18 for the Air Restriction on the
CMS or pin-16 for the Left Air Restriction on the CMS. NOT OK The resistance is greater
The resistance should be less than 2 Ohms. than 2 Ohms. Troubleshoot
and repair the wire between
the Sensor and the ECM.
STOP.

540-07
DRIVEN EQUIPMENT INPUT
System Operation
The Engine Control System monitors the Driven Figure 1: Driven Equipment Input Diagram
Equipment ready input to protect driven equipment. The Electronic Control Module
ECM monitors this switch input to determine if the driven (ECM)
equipment should be permitted to operate. This feature is
necessary both for use by external control sources. This C D
failure can only be detected during an engine start
J2
sequence or while the engine is running to indicate the
driven equipment is not ready for operation.
J3
Data Link to the ECM and processed. The ECM performs
the diagnostics associated with this sensor.
Control Diagnostics C b
540-07 (Not Flashing) Driven Equipment Input
7
Failure Alarm Level indicates the Driven Equipment
Switch Input is not ready. The ECM will display a BQQl
gaoi
constant diagnostic code. (3 ÿ! 3
DIQQ)
540-07 (Flashing) Driven Equipment Input Failure
Shutdown Level indicates the Driven Equipment Switch Computerized Monitoring System
Input is not ready. The ECM will display a flashing (CMS)
diagnostic code and the engine will shut down.
Driven Equipment
Input
Figure 2: Driven Equipment Input Schematic

ESS Panel
(0 to 1.5VDC or
CMS 10 to 14VDC or +Batt)
-Batt|
Signal *30
> M105/WH
Driven Equipment
l Input _ J

Diagnostic Codes

540-07 Driven Equipment Switch Input Alarm If the engine is prelubing, it will Proceed with
(Not continue to run. The Drive Equipment
There are no Active shutdown inputs and the Prelube Input.
Flashing) Diagnostic code will remain
Mode Control Switch (MCS) is in the START or
AUTO osition with the initiate contact closed. displayed and the engine will
If the Driven Equipment Switch is open and the
shutdown is not complete, the input will indicate
NOT READY.
Probable Causes For This Diagnostic Code The engine will be prevented
from starting.
• The input has indicated NOT READY while
the engine is prelubing
• ESS Panel wiring problem standard warning horn function,
• Failed CMS Gauge Module the alarm output will be
• Failed ECM energized until the Diagnostic
NOTE: Driven Equipment Ready terminal 384 Code is cleared by toggling the
must be connected to battery negative for Display Select Switch.
proper operation of the engine.
540-07 If the engine is running, a Proceed with

Driven Equipment Switch Input Shutdown
(Flashing) shutdown will occur. The Drive Equipment
The engine speed is greater than 50 rpm Diagnostic code will remain Prelube Input.
and the Driven Equipment is not ready displayed and the engine will
(input does indicate READY). be prevented from restarting
• The input has indicated NOT READY while
the engine is running
• ESS Panel wiring problem also be present on the ECM to
• Failed CMS Gauge Module indicate the system must be
* Failed ECM
NOTE: Driven Equipment Ready terminal 384
must be connected to battery negative for proper
operation of the engine. OFF/RESET position will reset
the system.


Functional Test

position. OK All connections and
• Check the Terminal Strip Connection in the ESS Panel, completely mated/inserted
the Engine Junction Box and the Speed/Timing Sensor and free of corrosion,
• Connector for corrosion, abrasion or pinch points and abrasion or pinch points.
associated wiring for damage. Proceed to next step.
Electrical Connectors Test Procedure (page (4-3).
completely mated/inserted and free of corrosion, Refer to Inspecting
abrasion or pinch points. Electrical Connectors. If
ADDITIONAL
INFORMATION
Step 2: Check The Driven Equipment Status
• Turn the Mode Control Switch (MCS) to the STOP OK The Driven Equipment input
position. status matches the present
• Use the DDT Service Tool to verify the Driven Equipment state of the driven equipment.
input status matches the present state of the driven Restart the engine to verify
equipment. the diagnostic code is no
The Driven Equipment input status should match the longer present. STOP.
present state of the driven equipment. The Driven Equipment input
NOT OK status does not match the
present state of the driven
equipment. Proceed to next
step.
Step 3: Check The Driven Equipment Signal

OK The voltage is greater than 10
• Disconnect the external driven equipment signal from the
Driven Equipment Input VDC. The problem is in the
• Measure the voltage on M105 Driven Equipment Input in
external driven equipment
signal. Repair as required.
the ESS Panel Customer Terminal Strip.
STOP.

Step 4: Check Continuity To The CMS Module
• Check for continuity from the CMS connector pin-30 to OK There is continuity from the
the ESS Panel terminal. CMS connector pin-30 to the
There should be continuity from the CMS connector ESS Panel terminal. Replace
pin-30 to the ESS Panel terminal. the CMS Module. Verify that
problem. STOP.
NOT OK There is no continuity

present. Isolate and correct
the wiring problem. Verify that
problem. STOP.

190-10
190-12
DMC FLYWHEEL TEETH SENSOR
System Operation
The DMC Flywheel Teeth Sensor provides the engine Figure 1: DMC Flywheel Teeth Sensor Diagram
rpm and engine crankshaft position information to the Flywheel Teeth
Sensor
DMC Control Module. The sensor is shared with the
Timing Control Module Speed Sensor.
The sensor outputs a sinusoidal signal as the flywheel
Engine
teeth pass beneath the magnetic pickup sensor. Junction
Sensor Signal Box
Output Signal The sensor generates a sinusoidal single
generated as the flywheel gear teeth pass beneath the
sensor. One sine wave is generated for every tooth and
the signal frequency is proportional to the engine speed. Detonation Control
Control Diagnostic (DMC)
The DMC Control Module will diagnose faults on the o o

Flywheel Teeth Sensor if no signal is present or if too
many or too few flywheel teeth are detected.
o o
m
Figure 2: DMC Flywheel Teeth Sensor Schematic
ENGINE CONTROL MODULE

RIGHT BANK COMBUSTION
BUFFER/DETONATION SENSOR
-
271 901
S780/BK S780WH-BU
FREQ IP 2 J3-16
u
/n
ÿ TERMINAL BOX
DETONATION MUCIMG CONTROL

(DMC) MODULE
CYLINDER FIRING PULSE
FLYWHEELTEETH SIGNAL
$
T1MMO CONTROL MODULE
h.
8
-8;-Pi -fY
q>+ _ <—y SPEED
0
-A *74WH S274/WH
Oar =3
/-v
M S274/BK TT MAGNETIC
Y S274/SH V
STATUS CONTROL MODULE
-BAT. OUTPUT £jj

Diagnostic Codes

190-12 No Flywheel Teeth Signal The diagnostic code will Proceed with
(Not Too many or too few flywheel teeth have been remain displayed and the DMC Flywheel
Flashing) engine will be prevented from Teeth Sensor.
received between two Cylinder#! firings
Four revolutions and the rpm level is greater
than 500.
Switch.
Probable Causes for this Diagnostic Code: standard warning horn function,
• Failed Flywheel Teeth Sensor the alarm output will be
• Intermittent connection on Cylinder #1 or energized until the diagnostic
Flywheel Teeth signal code is cleared by toggling the
• Open wiring to Cylinder #1 Combustion Display Select Switch.
Buffer
• An internal DMC control module failure
No Flywheel Teeth signal If the engine is running a Proceed with

190-12
(Flashing) No flywheel teeth signals have been received shutdown will occur. The DMC Flywheel
within two Cylinder #1 firing signals (4 revolutions) diagnostic code will remain Teeth Sensor.
and the rpm level is greater than 500. displayed and the engine will
Probable Causes for this Diagnostic Code the Display Select Switch.
• The signal wire is shorted or open
• The sensor ground wire is open
• A failed sensor or excessive air gap also be present on the ECM to
• An internal DMC control module failure indicate the system must be
• Dirty Sensor reset before restarting.
the system.

190-10 Noisy Flywheel Teeth Signal Control Diagnostic Proceed with

(Not DMC Flywheel
No flywheel teeth signals have been received The DMC Control Module will
Flashing) within two Cylinder #1 firing signals (4 revolutions) Teeth Sensor.
diagnose faults on the Flywheel
and the rpm level is greater than 500. Teeth Sensor is no signal is
Probable Causes for this Diagnostic Code: present or if too many or too
• The signal wire is shorted or open few flywheel teeth are detected.
• The sensor ground wire is open The diagnostic code will remain
• A failed sensor or excessive air gap displayed and the engine will
• An internal DMC control module failure be prevented from restarting
• Dirty Sensor until it is cleared by toggling the
190-10 Noisy Flywheel Teeth Signal If the engine is running a Proceed with
(Flashing) Too many or too few flywheel teeth have been shutdown will occur. The DMC Flywheel
received between two Cylinder #1 firings. diagnostic code will remain Teeth Sensor.
Four revolutions and the rpm level is greater displayed and the engine will
than 500. be prevented from restarting
the Display Select Switch.
Probable Causes for this Diagnostic Code: A "RST REQD" diagnostic will
• Failed Flywheel Teeth Sensor also be present on the ECM to
• Intermittent connection on Cylinder # 1 or indicate the system must be
Flywheel Teeth signal reset before restarting.
• Open wiring to Cylinder# 1 Combustion Momentarily turning the Mode
Buffer Control Switch (MCS) to the
• An internal DMC control module failure OFF/RESET position will reset
the system.


Functional Test


There is a strong electrical shock hazard unless the and free of corrosion,
system power is disconnected. abrasion or pinch points.
• Turn the Mode Control Switch (MCS) to the OFF/RESET Proceed to next step.
position. NOT OK All connections and
Terminal Strip Connection in the ESS Panel, the
* Check the not completely mated/inserted
Engine Junction Box for corrosion, abrasion or pinch points or free of corrosion, abrasion
and associated wiring for damage. or pinch points. Repair as
• Check the DMC Control connection, the Cylinder #1 required. Verity that the repair
combustion Buffer connection and the Flywheel Teeth eliminates the problem.
sensor connection for corrosion or mechanical failure. STOP.
mated/inserted and the harness/wiring is free of corrosion, ADDITIONAL Refer to Inspecting
abrasion or pinch points. INFORMATION Electrical Connectors. If
NOTE: For additional information refer to Inspecting OK, proceed to next step.
Step 2: Check The Connection To Cylinder #1 Buffer

| A WARNING Ohms. Proceed to next step.
There is a strong electrical shock hazard unless the NOT OK The resistance is greater than
system power is disconnected. 2 Ohms. Repair or replace the
• Turn the Mode Control Switch (MCS) to the OFF/RESET harness.Verify that the repair
position. eliminates the problem.
« Disconnect the DMC Control from the Engine Harness. STOP.
• Disconnect the Cylinder #1 Combustion Buffer from the
engine harness.
• Use a multimeter set on the 200 Ohm scale and measure
the resistance in the wiring from the DMC Control connector
pin-T to the Junction Box terminal 901.
• Measure the resistance in the Engine Harness from the
Cylinder #1 Combustion Buffer Connector pin-C to the
Junction Box terminal 901 .
Resistance should be less than 2 Ohms.

Step 3: Check The Connection To Flywheel Teeth
Sensor
• Disconnect the DMC Control from the harness. OK The resistance is less than 2
• Disconnect the Flywheel Teeth Sensor from the engine Ohms. Proceed to next step.
harness.
• Use a multimeter set on the 200 Ohms scale and NOT OK The resistance is greater than
measure the resistance in the wiring from the DMC 2 Ohms. Repair or replace
connector to the Junction Box terminal strips. the harness. Verify that the
• Measure the resistance between DMC pin-K to Junction repair eliminates the problem.
Box terminal 780. STOP.
Step 4: Check The Wiring For Shorts

• Use a multimeter set on the 2k Ohms scale and measure OK The resistance is greater
the resistance at the DMC Harness connector from pin-K to than 2 Ohms. Proceed to
all the connector pins. next step.
The resistance should be greater than 2k Ohms.
NOT OK The resistance is less than 2
Ohms. Repair or replace the
harness. Verify that the repair
STOP.
Step 5: Check The Flywheel Teeth Sensor
• Connect the Flywheel Teeth Sensor to the engine OK The resistance is between
harness. 100 and 600 Ohms.
• Use a multimeter set on the 2k Ohms scale to measure Proceed to next step.
the resistance at the DMC control harness connector from
pin-K to pin-j.
NOT OK The resistance is out of
range. Repair the harness
The resistance should be between 100 and 600 Ohms. as required. Verify that the
problem. If the problem is
still present, replace the
sensor. STOP.

Step 6: Check The Air Gap
• Disconnect the Sensor from the Engine Harness.
• Mark the position of the Speed Sensor. Loosen the nut OK The Speed Sensor air gap is
and turn the sensor clockwise until it contacts the flywheel. between one-half and three
• Note the number of turns required to make contact. The quarters of a turn and the
turn in should be one-half to three-quarters of a turn for magnetic tip should shows no
proper adjustment. signs of excessive debris or
• Remove the sensor from the block. damage. Proceed to next
• Examine the sensor for damage and dirt or metal debris on step.
the magnetic tip. The tip should be clean and should show INCORRECT The Speed Sensor air gap
no physical damage. GAP was NOT between one-half
• Install the sensor. and three quarters of a turn.
• Turn the sensor clockwise until the sensor contacts the Set the correct gap, verify that
flywheel face. Back the sensor out one-half to the repair eliminates the
three-quarters counter clockwise and tighten the locknut to problem. STOP.
the proper torque. Refer to the Specifications Manual for DEBRIS ON The sensor has been
further information. SENSOR damaged and/or there is
The Speed Sensor air gap should have been between detected, remove the debris
one-half and three-quarters of a turn and the magnetic tip and reinstall the sensor,
should show no signs of excessive debris or damage. restart the engine and verify
active, replace the Speed
Sensor. Verify that the repair
STOP.

sensor path for damage. condition. Check the
• Inspect the flywheel surface for nicks and pits beneath number 1 cylinder buffer
the Speed Sensor path for damage. by swapping it with a
The flywheel should be in good condition. buffer from another
cylinder. Restart engine
if the code is gone
replace the buffer. If the
code remains replace
the DMC STOP.
NOT OK The flywheel is NOT in good

condition. Repair or replace
the flywheel. Verify that the
STOP.

318-12
319-12
DETONATION SENSOR
System Operation
The Detonation Sensors provide an electrical signal of
Figure 1: Detonation Sensor Diagram
the mechanical engine vibrations to the Timing Control
Module. The Timing Control monitors each detonation
sensor signal to determine the severity of the combustion
detonation. Timing Control Module
(TCM)
Sensor Signals
Sensor Supply- The sensors are powered by the +13
VDC Sensor Supply from the Timing Control
Module/DMC. The ground is provided by the Timing
Control Module/DMC.
Output Signal- The sensor outputs a filtered and
amplified electrical signal of the engine mechanical
vibrations. The electrical frequency is the same as the
mechanical frequency and the electrical signal amplitude
is proportional to the vibration intensity. The signal is
transmitted on a 6 VDC signal. Left Right
Detonation Detonation
Control Diagnostics Senor Senor
* 318-12 (Flashing) No Detonation Sensor (Right)

* 319-12 (Flashing) No Detonation Sensor (Left) Detonation Mixing
Control (OMC)
The Timing Control Module will diagnose faults on each
Detonation Sensor for a failed sensor module, cut orange
transducer wire, wiring open or wiring short, -Battery, or
+Battery open. The diagnostics are verified in two ways.
The ECM/TCM verifies the sensor signal DC offset

voltage. If the DC offset is less than 2.5 VDC or greater
than 9.6 VDC, the sensor fault is activated.
The ECM/TCM checks the detonation ratio from the
sensor. If the engine is running and the detonation ratio is
very low, the sensor fault is activated. The diagnostic time
is one second for engine speed above 800 rpm and ten
seconds for engine speeds between 500 and 800 rpm.
NOTE: Detonation protection is disabled for engine
speeds less than 500 rpm. Related diagnostics are
325-00 (Not Flashing) Detonation Retarded Timing
325-00 (Flashing) Excessive Detonation Shutdown.

Figure 2: Detonation Sensor Power Supply Schematic (6 & 8 Cylinder Engines)
LOTOCT SIMM.OUTPUT
DMC
JT-T
L-0 TIMING
CONTROL ESSTERMINAL
MODULE
LOTKT!
JBQXTERMMAL

Figure 2: Detonation Sensor Power Supply Schematic (12 & 16 Cylinder Engines)
DEI SENSOR PWR B _

A Riglt Front
QMSoraor
OCTSENSOR GND
RIGHT FRONT DET SIGNAL
B C SgnN
We* -182
RIGHT MDFRONT OCT SGNAL

B R Ground 16eyMA2
RMNMddN
RIGHT MDREAD DET SIGNAL
B A
„
s«w
Trent Sanor
BGHT REAR DET SSNAL
-H3 r SgnM
I2ey»-581
ÿ BATTERff -B B Ground 18c*-687

-RATTBrt
IBuwMddN
nsn- LECT OCT SIGNAL OUTPUT B A Supp*
S360-WH-CN »
RBHT DCT SIGNAL OUTPUT B C Slgnoi
12c* Not tired
DMC -B 1 Ground KqlNII
s NghtRrer
B A
Smr
B- C SlgnN
12e* -Mil
HB R Ground tSeyl-UMS
Loft Front
FtTWNEB TCTTHSOtU. ÿS A Supply
-B r SlgnN
12c* 284
LiHFRONT DCT SIGNAL
LETT MDFRONT OCT SIGNAL -U—{jjjT|

B iGrawd 1&e*4M
LIFT MO REAR DET SIGNAL

t. i—I siRMW-n
B _
A Suppv LaftWkMN
Front Snow
tin REAROCT SIGNAL B f, Sv» 12C* -888
—B B Ground 16c*-888
LlftMMi
ÿPjn- » -B A Supply
MAGNETIC B C SlgnN
12c*NotUnd
-B" A ~B 8 Ground IBs* -10812

ÿEh toft few
TOSCM 4- B A Supply
SKEDStNSOft
B- C StyN
Ik* WA12
—®- DCTSEKORGNO
TIMING
HB B Gmnd 18c* -14818
ÿ€> RIGHT DET SENSOR NPl/T

CONTROL o ESS TERMINAL
MODULE
LEFT DET SENSOR WFUT
ÿ -JBOX TERMINAL

Diagnosl ic Codes
318-12 No Detonation Sensor Right Side The diagnostic code will Proceed with
(Flashing) • The Sensor supply has been shorted in the remain displayed and the Detonation
engine will be prevented from Sensor.
harness or from a faulty senor
• The harness has an open to a sensor module restarting until it is cleared by
• An electrical shock has damaged a toggling the Display Select
sensor module switch.
• Faulty wiring between the TCM and the also be Present on the ECM to
Detonation Sensor indicate the system must be
• Failed Detonation Sensor reset before restarting.
• Loose or damaged Accelerometer Momentarily turning the Mode
• Short or open in the wiring between the Control Switch (MCS) to the
Detonation Module and the Accelerometer OFF/RESET position will
reset the system.
NOTE: See page 4-206 for troubleshooting
Detonation Sensor Power Supply. On systems equipped with the

319-12 No Detonation Sensor Left Side The diagnostic code will remain Proceed with
(Flashing) The sensor supply has been shorted in the displayed and the engine will Detonation
harness or from a faulty sensor, or be prevented from restarting Sensor.
The harness has an open to a sensor module,
or
An electrical shock has damaged a sensor
module also be present on the ECM to
Probable Causes For This Diagnostic Code indicate the system must be
• Faulty wiring between the TCM and the reset before restarting.
Detonation Sensor Momentarily turning the Mode
• Failed Detonation Sensor Control Switch (MCS) to the
• Loose or damaged Accelerometer OFF/RESET position will reset
• Short or open in the wiring between the the system.
detonation module and the Accelerometer On systems equipped with the
NOTE: See page 4-206 for troubleshooting the standard warning horn function,
Detonation Power Supply. the alarm output will be
Functional Test

position.
• Check the Terminal Strip Connection in the ESS Panel, the completely mated/inserted or
Engine Junction Box for corrosion, abrasion or pinch points free of corrosion, abrasion or
and associated wiring for damage. pinch points. Proceed to
• Check the Timing Control (TCM) connection and Timing next step.
Control Harness connectors (TCHC) for corrosion or NOT OK All connections and
mechanical failure. connectors/pins/sockets are
• Ensure that all connectors/pins/sockets are completely not completely
mated/inserted and the harness/wiring is free of corrosion, mated/inserted or free of
abrasion or pinch points. corrosion, abrasion or pinch
Electrical Connectors Test Procedure 1 (page 4-3). the problem. STOP.
All connections and connectors/pins/sockets should Refer to Inspecting
ADDITIONAL
be completely mated/inserted and free of corrosion, Electrical Connectors. If
INFORMATION

Step 2: Check The Detonation Sensor Element
The sensor is mounted
• Inspect that the Detonation Sensor accelerometer OK correctly and the sensor
element is mounted firmly and properly into the engine element wires are in good
block. condition. Proceed to next
• Inspect the orange wire between the sensor element and step.
the buffer module for signs of corrosion or mechanical
damage. INCORRECTLY The sensor is mounted
See Figure 3. MOUNTED incorrectly. Install the sensor
The sensor should be mounted correctly and the SENSOR element into the engine block.
sensor element wires should be in good condition. Use the proper mounting
torque of 10 N.m (7.4 lb ft) on
the sensor element. Verify
problem. STOP.
DAMAGED The sensor element wires are

WIRES damaged. Replace the
detonation sensor. Verify that
problem. STOP.
Figure 3: Accelerometer Diagram
Orange or
Metal Mesh Wire
Buffer Module

Step 3: Check the Detonation Sensor Supply

OK The voltage is between 12 and
| A WARNING 15 VDC. Proceed to next step.
Use care when handling the probes to make the NOT OK The voltage is NOT between
measurement. Shorts to battery positive and battery 12 and 15 VDC. Refer to
negative can create a strong electrical arc and shock Detonation Sensor Power
hazard. Supply. STOP.
position.
• Use a multimeter set on the 20 VDC scale to measure the
DC voltage between the +13 VDC and the terminal for
Supply Ground. Without DMC check terminals 740 & 742 in
ESS. With DMC check terminals 800 & 803 in J-Box
NOTE: Refer to the Electrical Schematic for the
terminations and wire colors.
Step 4: Check the Detonation Sensor DC Signal

Voltage
Use a voltmeter set on the 20 VDC scale and measure the The voltage is between 3 and 9
signal voltage at the ESS panel between the suspect OK VDC. Proceed to next step.
Detonation Sensor signal
• Right Detonation Sensor pin-J and pin-F (Sensor NOT OK The voltage is not between 3
Ground). and 9 VDC. Proceed to Step 6,
• Left Detonation Sensor pin-K and pin-F (Sensor
Ground).
Step 5: Check Wiring To Timing Control Module

Use a multimeter set on the 200 ohms scale to measure Ohms. Replace the suspect
the resistance from the Sensor to the Timing Control Sensor. Verify the repair
Module connector. eliminates the problem. STOP.
• Right Detonation Sensor pin-C to TCM connector pin-J
• Left Detonation Sensor pin-C to TCM connector pin-K
On engines with DMC perform this check in 2 steps NOT OK The resistance is greater than 2
First check the resistance between pin-C at the sensor and the Ohms. Repair or replace the
appropriate J-box terminal (811-818). Then check resistance faulty wiring in the harness.
between terminals 801 in the J-Box and pin J1-K at the Verify that the repair eliminates
Timing Control Module. On Vee engines also check the problem. STOP.
resistance between 802 in the J-Box and pin J1-J at the
TMC. Refer to the wiring schematic for the specific terminal
layouts.

Step 6: Check Sensor Signal Wire For Shorts
Use a multimeter set on the 2k Ohm scale to measure the OK Replace the suspect Sensor.
continuity from Verify the repair eliminates the
* pin-C to pin-A and from problem. STOP.
• pin-C to pin-B
The resistance should be greater than 2000 Ohms. NOT OK Repair or replace the faulty
wiring in the harness. Verify
problem. STOP.
NOTE: If the above procedures do not resolve the problem there may be a problem with the Timing Control
Module (TMC) or the Detonation Mixing Control Module (DMC). See the respective sections in this manual for
these components and/or SEE THE SPECIAL SECTION ON DETONATION TROUBLESHOOTING AT THE END OF
THIS MANUAL FOR FURTHER ASSISTANCE.

DETONATION SENSOR POWER SUPPLY
System Operation
The DMC Control has two detonation signal outputs Figure 1: Detonation Sensor Power Supply Diagram
containing the detonation signal information for each
engine bank. This information is transmitted to the Timing Timing Control Module
(TCM)
Control Detonation Sensor inputs for detonation analysis.
The DMC Control Sensor Supply Outputs provide
the regulated voltage for the detonation sensors.
The DMC Control Module requires a battery power

source for operation. From the supplied voltage, the
DMC Control Module provides the regulated voltages
needed to run the control and power the sensors.
Control Output Signals
+13 Volt Sensor Supply The sensor supply voltage
provided by the DMC Control Module is 13±1 VDC. The
Detonation Control
supply is capable of 250 mA maximum current. The (DMC)
output is protected against shorts to +Battery or -Battery.
A single supply circuit provides the signal to all eight
output connections.
Sensor Supply Ground

The sensor supply ground is provided by the DMC
Control Module. It provides a common ground reference
between the sensors and the DMC Control.
Output Signal
The output signal is a sinusoid waveform on a 6 VDC
offset. The frequency and amplitude of the sinusoid
waveform are from the input detonation sensor signals
and represent the vibration and detonation activity on the
engine.
Powerup Requirements
The power source must be capable of providing an
instantaneous supply of 2 Amp at minimum 18 VDC.
Insufficient supply power at powerup may not operate
Detonation
the DMC Control. Sensors (RH)
Steady State Requirements

The power source must be capable of supplying 1 Amp at NOTE: See previous schematics on pages
a minimum of 18 VDC following the initial control 4-199 and 4-200.
powerup.

Functional Test

OK The DMC Control Module

& WARNING connection and the Junction
Box connections are free of
There is a strong electrical shock hazard unless the damage, corrosion or
incorrect attachment.
system power is disconnected. Use extreme caution
when examining the battery source.
• Turn the Mode Control Switch (MCS) to the OFF/RESET NOT OK The DMC Control Module
position. connection and the Junction
Box connections are not free
• Open the fuse in the ESS Panel.
of damage, corrosion or
• Inspect the DMC Control Module connection, and the incorrect attachment. Repair
Junction Box connections for damage, corrosion, or or correct the wiring
incorrect attachment. connections or replace the
NOTE: For additional information refer to Inspecting wiring. STOP.
The DMC Control Module connection and the Junction INFORMATION Electrical Connectors. If
Box connections are free of damage, corrosion or
incorrect attachment
Step 2: Check For Power Supply Wiring Shorts
• Disconnect the DMC Control Module from the Engine OK No short has been found in
Harness. the main electrical power
• Use a multimeter set on the 2k Ohm scale and measure the supply wiring. Proceed to
resistance at the terminal strips in the engine mounted next step.
Junction Box ground terminal to all the other terminals, and
to the panel casing. Note the terminal strip(s),
NOT OK
The resistances are greater than 2000 ohms. which indicates the shorted
condition. An electrical short
exists in the Engine Harness,
the Extension Harness, the
panel wiring or the attached
devices. Inspect the wiring
and repair or replace as
appropriate. Verify repair
eliminates problem. STOP.
Step 3: Check For Power Supply Wiring Opens
• Disconnect the DMC Control Module from the Engine OK No opens have been found
Harness. in the electrical power supply
• Use a multimeter set on the 200-Ohm scale and check for wiring. Proceed to next
continuity from the Junction Box +Battery terminal 680 to step.
the engine harness DMC Control connector pin-N. NOT OK There is an open wire in the
• Check for continuity from the Junction Box ground electrical power supply wiring.
terminal 690 to the engine harness DMC Control Repair or replace the wiring
connector pin-J. open. Verify the repair
Both resistance checks are less than 2 ohms.
STOP.

Step 4: Check Battery Power Supply
• Connect the DMC Control Module to Engine Harness. OK The voltage is within range
• Apply power to the control system: Close the fuse in the limits. Proceed to next
ESS Panel and turn the Mode Control Switch (MCS) to the step.
STOP position.
• Use a multimeter to measure the voltage between the NOT OK The harness to the Junction
Junction Box terminals for +Battery (680) and ground Box has a wiring open.
(690). Repair or replace the wiring
The voltage reading is between 18 and 32 VDC. open. Verify that the repair
STOP.
Step 5: Check Supply Voltage to Sensors
OK
| ÿ WARNING The harness does not have
any wiring shorts or opens.
Use care when handling the probes to make the Verify all sensor signals are
measurement. Shorts to battery positive and battery present Proceed to next
negative can create a strong electrical arc and shock step.
hazard.
• T urn the Mode Control Switch (MCS) to the STOP
NOT OK The sensor signal or supply
position.
has a short or open. Repair
or replace the harness.
voltage at both Detonation Sensor Junction Boxes between
all Detonation Sensor supply terminals (red wires) and
ground terminals (black wires).
STOP.
The voltage measures 13 ± 1 VDC.
Step 6: Check Sensor Modules Output

• Use a multimeter set on the 20 VDC scale to measure the OK The harness does not have
voltage at both Detonation Sensor Junction Boxes between any wiring shorts or opens.
all Detonation Sensor signal terminals (White wires with Proceed to next step.
colored stripes) and ground terminals (Black wires).
The voltage measurements are 6 ± 1 VDC.
NOT OK The sensor signal or supply
has a short or open. Repair
or replace the harness.
STOP.

Step 7: Check DMC Output Voltage at Junction Box
OK The output signal voltage is

1 A WARNING OK Proceed to Step 9.
Use care when handling the probes to make the NOT OK The harness has a wiring
measurement. Shorts to battery positive and battery short or open. Proceed to
negative can create a strong electrical arc and shock next step.
hazard.
position.
voltage at the engine mounted Junction Box from the
following:
• Right Detonation Sensor output terminal (s) to ground
terminal (690), and
• Left Detonation Sensor output terminal (s) to ground
terminal (690).
The voltage measurement is 6 ±1 VDC.
Step 8: Check DMC Output Wiring For Shorts

OK The harness does not have
Use a multimeter set on the 2k Ohm scale to measure the
any wiring shorts. Proceed
resistance at the terminal strips in the engine mounted
to next step.
Junction Box.
Check for continuity from the following:
• Right Detonation Sensor output terminal to ground NOT OK The signal has a short.
terminal, and Repair or replace the
• Left Detonation Sensor output terminal to ground harness. Verify that the
terminal. repair eliminates the
The readings should be greater than 2000 ohms. problem. STOP.
Step 9: Check DMC Output Wiring For Opens

Use a multimeter set on the 200 Ohm scale to measure OK The harness does not have a
the resistance at the terminal strips in the engine mounted wiring open. Replace the
Junction Box. DMC Control Module. If
Check for continuity from the following: diagnostic continues, replace
•The engine harness DMC Control connector pin-S to the the TCM. Verify that the
•TCM connector pin-K. repair eliminates the problem.
•The engine harness DMC Control connector pin-a to the STOP.
TCM connector pin-J NOT OK The signal has an open.
The readings are less than 2 ohms.
harness. Verify that the
Note: On Inline Engines the Detonation Sensors problem. STOP.
input to the left side Det. Input Terminals on the
DMC. The output signal from the DMC is also from
the left side output terminal(s).

5XX-06
CYLINDER DETONATION SENSOR
System Operation
The Detonation Mixing Control monitors the DC voltage Figure 1: Cylinder Detonation Sensor Diagram
level of all Detonation Sensors. If one sensor has a Timing Control Module
voltage that is more than 0.5 VDC different than the other (TCM)
sensors and the engine is shut down, the DMC will send
a code to the engine ECM.
Detonation Sensor Input Signals
® — ® n-ÿ®-
The detonation sensor input signals normally have a

voltage of 6 to 7 VDC with 0. 1 VAC. The AC portion is
the detonation signal.
Detonation Sensor Output Signals
The detonation sensor output signals from the DMC
contain one detonation sensor input signal at all times.
The sensor-input signal corresponding to the firing signal
is always transmitted on the output. The voltage on these Detonation Control
(DMC)
outputs is normally 6 to 7 VDC with 0.1 to 1.0 VAC.
The DMC will diagnose faults if one detonation sensor
input has a voltage that is more than 0.5 VDC different
than the other sensors, and the engine is shut down. If
one sensor has a different DC voltage, the Timing
Control Module can interpret the signal as false
detonation.
Control Diagnostic
The DMC Control Module will diagnose faults if one
detonation sensor input has a voltage that is more than
0.5 VDC different than the other sensors, and the engine
is shut down, (if one sensor has a different DC voltage,
the Timing Control Module can interpret the signal as
Detonation
false detonation). See Section 5 for details. Sensors (RH)
Detonation
Sensors (LH)
Refer to Detonation Sensor Power Supply Schematics Figures 2 and 3 on pages (4-199 and 4-200).

Diagnostic Codes

501-06 Cylinder Detonation Sensor Abnormal The diagnostic code will only be Proceed with
through Voltage... Engine is not running and one sent from the DMC if the engine Cylinder
516-06 is not running, or if the fault Detonation
Detonation Sensor has a voltage greater than
(Not occurred while the engine is Sensor.
0.5 VDC difference than the other Detonation running, and the engine shuts
Flashing)
Sensors on that bank of the engine. down on detonation.
Probable Causes For This Diagnostic Code The diagnostic code will remain
• The signal wire is open displayed until it is cleared by
• The signal wire is shorted toggling the Display Select
• There is moisture in the connector switch.
• An internal DMC Control Module Failure
Functional Test

Step 1: Check For Connector Damage Test Procedure 1
A WARNING connectors/pins/sockets are
There is a strong electrical shock hazard unless the
system power is disconnected.
position. NOT OK All connections and
• Check the Terminal Strip Connection in the ESS Panel, the not completely
Engine Junction Box for corrosion, abrasion or pinch points mated/inserted or free of
and associated wiring for damage. corrosion, abrasion or pinch
• Ensure that all connectors/pins/sockets are completely points. Repair as required.
mated/inserted and the harness/wiring is free of Verify that the repair
corrosion, abrasion or pinch points. eliminates the problem.

Step 2: Check the Wiring for Opens
• Disconnect the DMC Control from the Engine Harness.
• Disconnect the cylinder Detonation Sensor from the
Ohms. Proceed to next step.
Engine Harness.
the resistance in the wiring form the DMC control harness NOT OK The resistance is greater
connector to the corresponding Detonation Sensor Junction than 2 Ohms. Repair as
Box Terminal for the sensor input in question. (Check all required. Verify that the
three wires). repair eliminates the
• Measure the resistance from the Cylinder Detonation problem. STOP.
Sensor connector to the corresponding Detonation Sensor
Junction Box Terminal. (Check all three wires).
Step 3: Check Wiring for Shorts
OK The resistance is greater than
• Measure the resistance at the Detonation Sensor Junction 10k Ohms. Proceed to next
Box from the cylinder detonation sensor signal wire to all step.
other wires in the Junction Box.
The resistance should be greater than 10k Ohms.
NOT OK The resistance is less than
10k Ohms. Repair as
required. Verify that the
problem. STOP.
Step 4: Check for Faulty Detonation Sensor Replace the

• Detonation Sensor in question with another known good OK No cylinder FMI 06
• Detonation Sensor. Reconnect all connectors, close the diagnostic code appears.
fuse breaker in ESS Panel. Turn the Mode Control Switch STOP.
to the STOP position. Scroll through the fault codes on the FMI 06 The cylinder FMI 06
Engine Control Module. PRESENT ON diagnostic code still appears
SAME on the same cylinder.
CYLINDER Replace the DMC Control.
No FMI 06 diagnostic codes should be present. eliminates the problem.
STOP.
FMI 06 Replace the Sensor. Verify
PRESENT AT that the repair eliminates the
SENSOR problem. STOP.
LOCATION

325-00
DETONATION SHUTDOWN/RETARDED TIMING
System Operation
The G3600 engine should be operating with an air/fuel Figure 1: Detonation Sensor Diagram
margin of two between actual operation and detonation.
NOTE: Detonation protection is disabled for engine f CM)
speeds less than 500 rpm. Related diagnostics are 325-00
(Not Flashing) Detonation Retarded Timing 325-00
(Flashing) Excessive Detonation Shutdown.
T—CJ
—rz-
Detonation f
Right
NOTE: See previous schematics on pages 4-199 and 4-200.

Detonation Mixing
Control (OMC)

Diagnostic Codes

325-00 Detonation Engine Shutdown If the engine is running, it will Check the engine
(Not The ignitiontiming is currently retarding the continue to run. The TCM installation for
Flashing) maximum allowed amount (due to detonation) retards the ignition timing possible causes of
Probable Causes For This Diagnostic Code: incrementally to the maximum. detonation. Refer to
The fuel methane number is too low for the The diagnostic code will remain Troubleshooting
operating conditions displayed until the condition without a Diagnostic
• The air-to-fuel ratio has been improperly set causing the retard is corrected code section.
(refer to PC CAL procedure) and it is cleared by toggling the Intermittent Misfire,
• High inlet air temperature Display Select Switch. Engine Running
• Excessive valve lash Rough, Loud Noise
• Mechanical vibrations have caused a false (clicking) from
indication of detonation under cylinder head
• Loose or damaged wiring to the Detonation cover (valve area),
Sensor, or between the detonation module and Valve Lash
the Accelerometer. Adjustment Not
• No sensor supply voltage or open sensor signal Within Specification,
wire Mechanical Noise
• Open sensor output wire (knock) In Engine
• Intermittent electrical power supply to the and Too Much
Detonation Control Module Engine Vibration.
After each test the
engine should be
restarted to verify
that the diagnostic
code is still present.
If the code remains
present after these
procedures Proceed
with Detonation
Shutdown/Retarded
Timing

325-00 Detonation Retarded Timing If detonation continues, a Check the engine
(Flashing) The measured detonation vibration level remains shutdown will occur. installation for
too high with the ignition timing retarding to the The diagnostic code will possible causes of
maximum allowable amount. remain displayed and the detonation. Refer
Probable Causes For This Diagnostic Code: engine will be prevented from to Intermittent
• The fuel methane number is too low for the restarting until it is cleared by Misfire, Engine
operating conditions toggling the Display Select Running Rough,
•The air-to-fuel ratio has been improperly set Switch. Loud Noise
(refer to PC CAL procedure) A "RST REQD" diagnostic will (clicking) from
• High inlet air temperature also be present on the ECM to under cylinder
• Excessive valve lash indicate the system must be head cover (valve
• Mechanical vibrations have caused a false reset before restarting. area), Valve Lash
indication of detonation Momentarily turning the Mode Adjustment Not
• Loose or damaged wiring to the Detonation Control Switch (MCS) to the Within
Sensor, or between the detonation module and OFF/RESET position will reset Specification,
the Accelerometer. the system. Mechanical Noise
• No sensor supply voltage or open sensor signal On systems equipped with the (knock) In Engine
wire standard warning horn function, and Too Much
• Open sensor output wire the alarm output will be Engine Vibration.
ÿ
Intermittent electrical power supply to the energized until the diagnostic After each test the
Detonation Control Module code is cleared by toggling the engine should be
• Needle Valve setting to tight causing overload Display Select Switch. restarted to verify
of the other cylinder that the diagnostic
• Intermittent loss of speed signal from the TCM NOTE: If detonation shutdown code is still
Mag Pickup occurs at start up, mechanical present. If the
failure of engine components code remains
may have occurred. Manually present after
bar engine to inspect for these procedures
mechanical problem. If engine Proceed with
bars over freely, perform Detonation
compression check on Shutdown/
individual cylinders. Retarded Timing

Functional Test

• Check the Terminal Strip Connection in the ESS Panel, the free of corrosion, abrasion or
Engine Junction Box for corrosion, abrasion or pinch points pinch points. Proceed to
and associated wiring for damage. next step.
• Check the Timing Control (TCM) connection and Timing NOT OK All connections and
Control Harness connectors (TCHC) for corrosion or connectors/pins/sockets are
mechanical failure. not completely
• Ensure that all connectors/pins/sockets are completely mated/inserted or free of
mated/inserted and the harness/wiring is free of corrosion, corrosion, abrasion or pinch
abrasion or pinch points. points. Repair as required.
ÿ
Reinstall the fuse in the ESS Panel. Verify that the repair
NOTE: For additional information refer to Inspecting eliminates the problem.
Electrical Connectors Test Procedure 1 (page 4-3). STOP.
All connections and connectors/pins/sockets should be Refer to Inspecting
ADDITIONAL
completely mated/inserted and free of corrosion, Electrical Connectors.
INFORMATION
Step 2: Check For True Detonation

• Measure denotation margin by placing the G3600 control OK The shutdown Btu setting is
strategy into "PC-CAL" on the DDT (Screen 50). at least 10% lower than
The engine should be at 100% load original Btu setting. The
• Reduce the Btu setting 5 Btu and wait two minutes. engine is experiencing false
• Continue to reduce the Btu setting in 5 Btu steps until the detonation. There are several
engine shuts down due to detonation. items that can lead to
• Recorded the Btu setting where the shutdown occurred. shutdowns due to false
The shutdown Btu setting should be at least 10% lower detonation. False detonation
than original Btu setting. should be suspected when
there is an Air/Fuel ratio
margins of two or more.
Proceed to next step (3).
NOT OK The shutdown Btu setting is
NOT at least 10% lower than
original Btu setting. The
engine is experiencing true
detonation. Proceed to Step 4.

Step 3: Fuel Methane Number Check
• Obtain fuel analysis and use Caterpillar's Methane OK The Methane Number is
Number Analysis Program to determine the methane equal to or greater than the
number of the fuel. Methane number submitted
The Methane Number should be equal to or greater during the commissioning of
than the Methane number submitted during the the unit. Proceed to Step 5.
commissioning of the unit. NOT OK The Methane Number is NOT
equal to or greater than the
Methane number submitted
during the commissioning of
the unit. Reduce engine load
if the Methane number is less
than the commissioning data.
the problem. STOP.
Step 4: Check For Electrical Noise

• Turn the Mode Control Switch (MCS) to the OFF/RESET OK The problem disappears.
position. Proceed to Step 6.
• Open the fuse breaker in the ESS Panel. NOT OK The problem does NOT
• Remove all the Detonation Sensors from the engine disappear. The electrical
block. noise is being generated
• Ensure that the connectors remain connected to the through the engine harness,
engine harness. or Detonation Mixing Control
• Close the fuse breaker in the ESS Panel. or the Timing Control Module
• Turn the Mode Control Switch (MCS) to the STOP may have failed. Repair as
position. required, verify that the repair
The problem should disappear. eliminates the problem.
STOP.

Step 5: Air/Fuel Ratio Inspection
• Compare engine performance parameters against

OK Inlet Air Manifold Pressure,
Fuel Pressure, Exhaust Port
commissioning data.
Temperatures, emission
Refer to Fuel Air Ratio Control Adjustments for additional
levels, and engine load are
information.
the same as the Test cell or
Inlet Air Manifold Pressure, Fuel Pressure, Exhaust
Port Temperatures, emission levels, and engine load
(See TMI) commissioning data.
should be the same as the commissioning data. Proceed to Step 7.
NOT OK Inlet Air Manifold Pressure,
Fuel Pressure, Exhaust Port
Temperatures, emission
levels, and engine load are
NOT the same as the
commissioning data. Refer to
section 3: Troubleshooting
without a diagnostic code to
locate problems with the
Air/Fuel Ratio. STOP.

Step 6: Detonation Sensor Test
• Using a short piece of wire with lugs at each end, connect OK The problem reappears
one end of the Accelerometer with a nut and the other to when one of the
the block with a short bolt, in the same hole the Accelerometers are
Accelerometer was removed from. reconnected. Proceed to
• Connect the Detonation Sensor Accelerometers to the Step 8.
engine block one at a time. PROBLEM The problem does not return
• Observe if the problem reappears when one of the DOES NOT when one of the
connections is made. RETURN Accelerometers are
The problem should appear when one of the reconnected. The cause is a
Accelerometers are reconnected.
mechanical problem causing
vibration of the engine.
Repair as required. STOP.
PROBLEM The problem reappears
REAPPEARS regardless of which
REGARDLESS Accelerometers are
SENSOR reconnected. The problem is
related to electrical noise on
the block. Generally this is
due to ignition noise from
transformers, plugs,
extenders, etc. Check all
transformer connections,
grounds, block ground, spark
plug etc. The block should be
connected to a good earth
ground, -Battery and block
ground should be connected
at the ground rod, if possible.
Check for reverse primary
current on transformers,
indicating a failed fly-back
diode internal to the
transformer. Replace any
transformers that exhibit this
problem. STOP.
Step 7: Check Inlet Air Manifold Temperature Tho Inlat Air manifnIH
OK 1 1 IC II 11wl AMI 1 1 Idl IIIVJ1VJ
• Compare Inlet Air Manifold Temperature with temperature is the same as
commissioning data. the commissioning data.
The Inlet Air manifold temperature should be the same as Proceed to Step 9.
the commissioning data.
NOT OK The Inlet Air manifold
temperature is NOT the
same as the commissioning
data. Refer to Inlet
Manifold Air Temperature
Sensor. STOP.

Step 8: Check For Failed Sensor
• Swap the suspect sensor with another sensor. OK The problem reappears where
The problem should reappear where the suspect sensor the suspect sensor is installed.
was installed. Replace the sensor. Verify that
problem. STOP.
PROBLEM The problem remains in the

STAYS IN same location. Inspect the two
SAME adjacent cylinders for problems,
LOCATION inspect the coils, plugs,
extenders and the system
wiring. Repair as required.
the problem. STOP.
NOT OK Refer to Section 5:

Detonation Analysis for
more information. STOP.
Step 9: Check Engine Load
• Compare indicated load and fuel pressure with OK Indicated load and fuel
commissioning data. pressure are the same as the
Indicated load and fuel pressure should be the same as the commissioning data.
commissioning data. Proceed to next step.
NOT OK Indicated load and fuel pressure
are NOT the same as the
commissioning data. Refer to
Engine is Overloaded. STOP.
Step 10: Check Timing

• Check to see that the engine timing is properly set. Refer to OK Proceed to next step.
Timing Control System for additional information. The engine NOT OK Repair as required. STOP.
timing should be properly set.
Step 11: Check For Extended Light Load Operation

OK Proceed to next step. Repair
• Check for oil deposits that may have formed in the as required. STOP.
cylinder. NOT OK
NOTE: Oil deposits will burn when the load is increased
and could lead to detonation.
There should be no oil deposits in the cylinder.

Step 12: Check For Excessive Oil In The Cylinder
. Remove oil mister pump if installed.
See Engine News SEBD 9284-00, 4/2000 OK There are no signs of
• Check for worn valve guides or porosity in
excessive oil in the cylinder.
the cylinder head.
• Inspect for signs of excessive oil by checking for oil on the
top of the piston, short combustion burn times, or black There are signs of excessive
NOT OK oil in the cylinder. Repair as
deposits on the piston crown.
Refer to Engine Oil for additional information. required. STOP.
There should be no signs of excessive oil in the
cylinder.
Note: It is recommended that the mister
pump be removed from the engine or disabled by
removing the drive coupling.
Step 13: Check For Engine Surge Or Instability OK There is NO evidence of an
• Check for Engine Surge or Instability. engine surge or instability.
NOTE: Resolution of the load swings at loads greater than Proceed to next step.
50% of full load is important, because the G3600 control
NOT OK There is evidence of an
strategy will not respond correctly to continuous load swings
engine surge or instability.
that are occurring at a very fast rate. In effect, the G3600
Repair as required. STOP.
control strategy loses control of the Air/Fuel ratio under these
conditions. The loss of Air/Fuel ratio control results in misfire.
This increase in the combustion burn time is interpreted as a
decrease in the heating value of the fuel. To compensate for
this change in combustion burn time, the air flow to the
engine is reduced to bring the actual combustion time back to
desired combustion time. This causes the G3600 engine to
operate at a richer Air/Fuel ratio, which eventually leads to a
detonation shutdown. Sudden application of heavy load
(especially reactive load from motors) can also cause
detonation
There should be NO evidence of an engine surge or
instability.
Step 14: Check For Coolant Leak
There is NO evidence of a
• There are several possible coolant leak paths into the OK coolant leak. Proceed to
combustion chamber. next step.
• Seal between the ignition body and the pre chamber.
• Seal between the Prechamber and head. There is evidence of a
• Prechamber cooling insert. NOT OK coolant leak. Refer to
• Welded pin in the prechamber assembly. Coolant Leak. STOP.
• Welded plug in the ignition body.
• Welded plug in the after cooler core.
NOTE: A leak at the Prechamber cooling insert is typically an

indication of poor maintenance of the coolant package. The
lack of coolant system maintenance will lead to deposits in
the cylinder head that will plug the cooling passages for the
pre chamber cooling insert. Without coolant flow the pre
chamber cooling insert will distort due to the additional heat.
This distortion will then allow coolant to enter the combustion
chamber.
There should be NO evidence of a coolant leak.

TEST STEP DIAGNOSIS/ACTION
Step 15: Conduct Borescope Inspection

• Using a Borescope enter the prechamber through the OK There is NO discoloration
spark plug hole. due to the coolant, and/or a
• Enter the main combustion chamber through the hole for physical leak detected.
the combustion probe. STOP.
• Enter the inlet air manifold through one of the covers. NOT OK There is discoloration due to
NOTE: It may be necessary to add 200 kPa of pressure to the coolant, and/or a physical
the coolant system to be able to see the actual leak. Refer to leak detected. Refer to
1U5268 Borescope for additional information. There should Coolant Leak. STOP.
be NO discoloration due to the coolant, and/or a physical
leak detected.

5XX-02
5XX-08
5XX-09
5XX-13
CYLINDER IGNITION
System Operation
The last two digits of the CID indicate which cylinder has Figure 1: Cylinder Ignition Diagram
failed (i.e. 504-09 would indicate that Cylinder No.4 has
failed). Ignition Primary
The control system monitors each cylinder for primary
ignition signals and combustion feedback to air-to-fuel
ratio correction and for engine protection. To protect the
engine, this condition will result in engine shutdown
The combustion feedback system uses Combustion
Buffers, combustion probes, and a link into the ignition
system to monitor the flame propagation speed during
combustion.
Combustion Buffers
The Combustion Buffer is wired in series with the ignition Combustion Probe
primary. The primary pulse is generated by the Magneto Power/Output
or CIS, connected to the Combustion Buffer and then to
the Ignition Transformer. This allows the buffer to monitor Cylinder Cylinder Cylinder Cylinder Cylinder Cylinder
when the spark plug is fired. 2 4 6 8 10 12
The Combustion Buffer also monitors a Combustion
Probe. When the flame of combustion reaches the
probe, a signal is generated. The buffer uses the
combustion signal to monitor when the flame has
reached the edge of the cylinder. The Combustion Buffer
times the flame propagation by sending a pulse that
starts when the spark plug is fired and ends when the
combustion signal is received.
The output of the Combustion Buffers are connected
together in series. Each buffer provides its pulse on the
common signal line. On a Vee engine all the buffers on
the even bank are connected together. All the buffers on
the odd bank except Cylinder No.1 are connected
together. Cylinder No.1 is run on its own signal wire to the Cylinder Cylinder Cylinder Cylinder Cylinder Cylinder
ESS Panel. For in-line engines, the signals are the same 1 3 5 7 9 11
as the Cylinder No. 1 and the odd bank of the Vee. All Combustion Buffer Wiring
signals are provided to the ECM.
ECM Control Module
The ECM uses the Cylinder No.1 pulse combined with Input and Output Signals: (Combustion Buffer)
engine speed to determine (based on crank angle and The Combustion Buffer outputs a signal which is high (10
firing order) which pulse is associated with which to 14 VDC) when there is no activity. When the cylinder
cylinder. For example, on a 12 cylinder engine running at fires, the buffer outputs a short pulse (0.05 mS to 0.2 mS)
900 rpm, after Cylinder No. 1 is received, the ECM of 20 VDC followed by a low level (0 VDC). When the
expects the next pulse (Cylinder No.12) to occur in 60 combustion signal from the combustion probe is received,
engine crankshaft degrees. At 900 rpm, the pulse should the buffer again outputs a high level. The ECM measures
come in 11 milliseconds. The ECM considers any pulse the length of time the pulse is low to determine the flame
that occurs between 5.5 mS and 16.5 mS after Cylinder propagation time for that cylinder.
No.1 fires to be a Cylinder No.12. The other cylinders are NOTE: See previous schematics on pages 4-199 and 4-200.
handled in the same manner.

Troubleshooting Ignition Faults
Troubleshooting Ignition faults will require an inspection With the engine running at no load, carefully move the
of the magneto or CIS primary wiring to verify that the wire around in the conduit and connectors. To accomplish
integrity of the wire insulation has not been compromised. this will require that the flexible conduit connections
This is particularly true when the fault code is occurring should be taken apart, and the junction box covers should
on an individual cylinder. be removed. Do not disassemble the connectors at the
A visual inspection should be completed beginning from magneto/CIS or individual cylinder because the wire
the amphenol connector at the back of the magneto or would be exposed at these locations.
CIS box, through the wiring harness, into each cylinder NOTE: Do NOT damage the wire while performing this
and back to the ground lug on the engine. To accomplish procedure. Damaging the wire will create ignition
this will require that the connectors at the Magneto/CIS problems.
and each of the cylinders be disassembled, the flexible NOTE: Use of gloves insulated for 600 volts is required to
conduit connections should be taken apart, and the prevent electrical shock.
junction box covers should be removed.
Observe engine operation while moving the wire, and
NOTE: Do NOT damage the wire while performing this note the location where a fault code can be generated.
check. Damaging the wire will create ignition problems. Inspect this area and repair as needed. It may be
The inspection should key on weak points in the wire necessary to install a new harness if a repair can not be
insulation such as chafe marks that expose the bare wire made.
and burnt spots that are caused by arcing through the
insulation. Spiral wrap must be around the wire at each
junction in the conduit. These areas represent possible
short circuits in the wiring harness, and they must be
repaired.
The lug that terminates the ground connections for the
cylinders should also be inspected for loose wiring. Any
loose wiring at this point should be corrected or re-
soldering the connection with a good heat source such as
a propane torch. Replacement of the lug may be
necessary if it is damaged beyond repair. A loose wire at
this point will cause an open circuit on the primary side of
the coil.
An open coil, extender, or spark plug may also generate
a 501-09 through 516-09 Cylinder Ignition Failure Alarm
(Not Flashing) Diagnostic code. Exchanging the parts in
the bad cylinder with parts in a known good cylinder is the
quickest method for troubleshooting this type of failure.
Intermittent ignition faults, 501-09 through 516-09
Cylinder Ignition Failure Alarm (Not Flashing) Diagnostic
codes could be somewhat difficult to troubleshoot, since
they occur at random. If visual inspections and
exchanging of the coil, extender, and spark plug did not
isolate the problem then the following steps should be
followed.

Figure 2: Cylinder Ignition System
III)
miKfttm
Note: Refer to the master electrical

schematic for the terminations
at each buffer for each cylinder.
Schematics for in-line and Vee
engines are different.
E
ia->

Figure 3: Combustion Signals
Combustion
14V
Buffer Output
Battery
Pulse
<— OV
Magneto Firing
Combustion Pulse
Combustion Signals
Figure 4: Combustion Buffer Output
Pulse Pulse Pulse
Pu se Pu se Pulse Pulse Pulse Pulse

Diagnostic Codes

501-02 Cylinder Misfire Greater Than 20 Percent The diagnostic code indicates Proceed with
Through Engine is in feedback or in PC CAL mode or... the control system has detected Cylinder Ignition.
516-02 the engine is not excessively lean (boost is not that the cylinder is misfiring a
(Not significant percentage of the
more than 12.5 percent or 10 kPa [1.5 psi] above
Flashing) time. Misfire is determined
desired boost.) The Combustion Probes have based on an indication that an
indicated that the specific cylinder has misfired ignition signal was sent to the
more than 20 percent of the time. cylinder but combustion did not
Probable Causes For This Diagnostic Code take place for more than 20
• Spark Plug problem percent of the time. The last two
• Combustion feedback problem digits of the CID indicate which
• Misadjusted Pre chamber Fuel Valve cylinder is misfiring (i.e. 504-02
• Jacket water leakage into the combustion would indicated that Cylinder
chamber No.4 is misfiring).
• Pre chamber check valves malfunction

continue to run. The diagnostic
NOTE: Misfires can occur in two forms, true code will remain displayed until
misfire and indicated misfire. To some extent it is cleared by toggling the
the exhaust port temperature will provide some Display Select switch or
insight into differentiating between these two cancelled by the following
forms. If the exhaust port temperature is low, diagnostic code.
then a true misfire is occurring. Troubleshooting 501-08 through 516-08
can focus on the components that are Cylinder Continuously
likely to be causing a misfire. Misfiring
This list should include : NOTE: Engine performance,
• Prechamber Check Valve, Spark fuel consumption and
emissions may be affected
• Plug, Spark Plug Extender, Ignition
when the diagnostic code is
• Coil, Combustion Buffer displayed.
• Prechamber Needle Valve Setting NOTE: Diagnostic Codes for
• Prechamber ,Gas Supply Line consecutive cylinders in the
firing order indicates a failure
• Gas Admission Valve Setting may be in the ignition system.

501-08 Cylinder Continuously Misfiring Engine is on The diagnostic code indicates Proceed with
Through feedback mode or... The engine is not the control system has detected Cylinder Ignition.
516-08 that the cylinder is misfiring a
excessively lean [boost is not more than 12.5
(Flashing) significant percentage of the
percent or 10 kPa (1.5 psi) above desired boost],
time. Misfire is determined
and The Combustion Probes have not based on an indication that an
indicated any combustion signal for 40 ignition signal was sent to the
consecutive potential cylinder firings. cylinder but combustion did not
take place for 40 consecutive
firings. The last two digits of the
CID indicate which cylinder is
misfiring (i.e. 504-08 would
• Spark Plug
indicated that Cylinder No.4 is
• Combustion Feedback
misfiring). The engine will be
• Misadjusted Pre chamber Fuel Valve
shutdown.
• Jacket water leakage into the combustion
chamber The diagnostic code will remain
• Pre chamber check valves malfunction displayed until it is cleared by
Switch.
NOTE: A "RST REQD" diagnostic will
Misfire can be in two forms they are true misfire also be present on the ECM to
and indicated misfire. To some extent the
exhaust port temperature will provide some reset before restarting.
insight into differentiating between these two Momentarily turning the Mode
forms. If the exhaust port temperature is low, Control Switch (MCS) to the
then true misfire is occurring, and OFF/RESET position will reset
troubleshooting can focus on those components the system.
likely to be causing it. This list should include: On systems equipped with the
• Prechamber Check Valve Spark standard warning horn function,
• Plug Spark Plug Extender Ignition the alarm output will be
• Coil Combustion Buffer code is cleared by toggling the
• Prechamber Needle Valve Setting Display Select Switch.
• Prechamber Gas Supply Line
• Gas Admission Valve Setting NOTE: Diagnostic Codes for
consecutive cylinders in the
may be in the ignition system.

501-08 Cylinder 1 Continuously Misfiring Engine is on The diagnostic code indicates Proceed with
Through feedback or in PC CAL mode or... The engine is the control system has detected Cylinder Ignition.
516-08 not excessively lean (boost is not more than 12.5 that the cylinder is misfiring a
percent or 10 kPa [1.5 psi] above desired boost.)
The Combustion Probes have not indicated any
based on an indication that an
combustion signal for 40 consecutive potential ignition signal was sent to the
cylinder firings. cylinder but combustion did not
Probable Causes For This Diagnostic Code take place for 40 consecutive
firings. The last two digits of the
• Spark Plug problem
CID indicate which cylinder is
• Combustion feedback problem
• Misadjusted Prechamber Fuel Valve misfiring (i.e. 504-08 would
• Jacket water leakage into the combustion indicated that Cylinder No.4 is
chamber misfiring).
• Prechamber check valves malfunction If the engine is running, it will
NOTE:
Misfire can be in two forms they are true misfire code will remain displayed until
it is cleared by toggling the
and indicated misfire. To some extent the
exhaust port temperature will provide some
NOTE: Engine performance
insight into differentiating between these two
may be affected when the
forms. If the exhaust port temperature is low,
diagnostic code is displayed.
then true misfire is occurring, and
In some applications, this
troubleshooting can focus on those
diagnostic code may be a
components likely to be causing it.
(Flashing) Shutdown Code.
This list should include: NOTE: Diagnostic Codes for
• Prechamber Check Valve ,Spark
• Plug, Spark Plug Extender, Ignition may be in the ignition system.
• Coil, Combustion Buffer
" Prec hamber Needle Valve Setting,
• Prechamber Gas Supply Line, Gas
• Admission Valve Setting

501-09 Cylinder Ignition Failure Alarm If the engine is running it will Proceed with
Through No signal is detected from the specific cylinder continue to run. The diagnostic Cylinder Ignition.
516-09 eight times in a row, and...A shutdown command code will remain displayed until
(Not has not occured, and the engine is running. it is cleared by toggling the
Flashing) Display Select Switch.
Probable Causes for This Diagnostic Code NOTE: Engine performance
• Loss of ignition primary to the specified may be affected when the
cylinder diagnostic code is displayed.
• Combustion Buffer Module Failed The (Not Flashing) alarm
• Failed Ignition Transformer communicates to the operator
• Failed Timing Control Module that a (Flashing) shutdown is
• Failed CIS going to occur.
• Wiring problem in Combustion Buffer circuit The ECM will allow the engine
• Failed Magneto to run with one FMI 09 on the
ECM display screen, only one
FMI 09 code can be Active at
NOTE: Diagnostic codes for consecutive
cylinders in firing order indicates a failure
any given time).
If there is one FMI 09 code
Active and another cylinder
experiences an FMI 09
condition, the next cylinder will
be a (Flashing) shutdown code.
Therefore, the ECM display
screen will have one (Flashing)
alarm FMI 09 code and one
(Not Flashing) shutdown FMI 09
code.
NOTE: All of the FMI 09 codes
will be (Not Flashing) alarms if
the control system is in PC CAL
mode.
NOTE: Diagnostic Codes for

501-09 Cylinder Ignition Failure Shutdown... No signal This code will appear when Proceed with
Through is detected from the specific cylinder eight times there is an 09 FMI code (Not Cylinder ignition.
516-09 Flashing) Alarm active and
in a row, and.... A shutdown command has
(Flashing) another cylinder code
occurred on one or more cylinders, and.... the becomes active. If the engine
engine is running is running, it will shutdown
unless temporarily overridden
Probable Causes for This Diagnostic Code by placing the control system
in the MAG CAL mode.
• Loss of ignition primary to the specified
cylinder Combustion Buffer Module NOTICE:
• CIS Failed Extreme caution is required
• Ignition Transformer Failed when performing this
operating condition because
• Failed Timing Control Module
engine timing will be at the
• Wiring problem in Combustion Buffer
maximum advanced position.
• Failed Magneto
NOTE: Diagnostic Codes for consecutive The diagnostic code will remain
cylinders in the firing order indicates a failure displayed until it is cleared by
may be in the iginition system. toggling the Display Select
Switch.
the system.
NOTE: Diagnostic Codes for


501-13 Cylinder Prechamber Out Of Calibration the The diagnostic code indicates Proceed with
through alarm is activated when all of the following the control system has detected Cylinder ignition.
516-13 conditions are met for five seconds. The Control that the cylinder is misfiring a
System is not in pre chamber Calibration Mode,
and... the engine is not excessively lean (boost
based on an indication that an
is not more than 12.5 percent or 10 kPa [1.5 psi] ignition signal was sent to the
above desired boost.) The Combustion value for cylinder but combustion did not
the indicated cylinder is not within 15 percent of take place for 40 consecutive
the average of all cylinders. firings. The last two digits of the
Probable Causes For This Diagnostic Code: CID indicate which cylinder is
• Misadjusted Pre chamber Fuel Valve misfiring (i.e. 504-08 would
• Combustion feedback problem indicated that Cylinder No.4 is
• Spark Plug problem misfiring).
• Jacket water leakage into the combustion
chamber
• Prechamber check valves malfunction
code will remain displayed until
NOTE: it is cleared by toggling the
Misfire can be in two forms they are true misfire Display Select Switch.
and indicated misfire. To some extent the NOTE: Engine performance
exhaust port temperature will provide some may be affected when the
insight into differentiating between these two diagnostic code is displayed.
forms. If the exhaust port temperature is low, In some applications, this
then true misfire is occurring, and diagnostic code may be a
troubleshooting can focus on those components (Flashing) Shutdown Code.
likely to be causing it. This list should include NOTE: Diagnostic Codes for
• Prechamber Check Valve firing order indicates a failure
• Spark Plug may be in the ignition system.
• Spark Plug Extender
• Ignition Coil
• Combustion Buffer
• Prechamber Needle Valve Setting
• Prechamber Gas Supply Line
• Gas Admission Valve Setting
i
Functional Test

Electrical Connectors Test Procedure 1. eliminates the problem.
NOTE: Diagnostic Codes present on consecutive cylinder in STOP.
the firing order indicates the failure may be in the ignition
system. ADDITIONAL Refer to Inspecting
All connections and connectors/pins/sockets should be INFORMATION Electrical Connectors. If
completely mated/inserted and free of corrosion, OK, proceed to next step.
abrasion or pinch points. Refer to Ignition System
IGNITION
Failure. If NOT OK,
SYSTEM
FAILURE proceed to next step.

Step 2: Verify the Cylinder Is Firing
OK The probe reading is (ess
ÿ WARNING than 14 mS and the cylinder
temperatures are within 40°C
(104°F). Proceed to next
Always Observe the Start up Procedures for the Site
step.
• Select the suspect Cylinder on the exhaust Pyrometers.
• Turn the Mode Control Switch to the START position. FMI 02, 08 OR The probe reading is greater
• Observe the combustion probe reading on the DDT 13 ACTIVE than 14 mS and the cylinder
Service Tool Display Screen 14 the cylinder in question. temperatures are not within
• Observe the exhaust temperature for the cylinder in 40°C (104°F). Troubleshoot
question. cause of failed ignition.
• Compare the temperature with the other cylinders. Check spark plugs or check
The temperature should be within 40°C (104°F) and the valves. Refer to Section 3:
Burn Time reading should be less than 14 Ignition Transformers.
milliseconds. Repair as required. Verify that
problem. STOP.
FMI 09 ACTIVE The probe reading is greater
than 14 mS and the cylinder
temperatures are not within
40°C (104°F). Troubleshoot
combustion feedback
components Possible causes
are failures of the CIS, shutoff
relay (in the SCM) failed
ignition harness wiring, or
failed ignition transformer.
Refer to System Operation
Testing and Adjusting Manual
for G3600 engine tuning.
STOP.

Step 3: Check Power and Signal Voltages to Buffer
OK The voltages from pin-A to
| A WARNING pin-B are greater than 20
VDC, the voltage from pin-C
There is A Severe Shock Hazard unless The Engine Has to pin-B is between 8 and 16
Completely Stopped Running.
• Turn the Mode Control Switch (MCS) to the STOP LESS THAN 20 The voltage from pin-A to
position. VDC pin-B is less than 20 VDC.
The Combustion Buffers are wired in series with each There is a problem in the
other. If a connection is broken in the string, all of the power supply wiring. Repair
buffers from that point on will be disabled. (Refer to the as required. Verify that the
schematic for your engine for details). This information repair eliminates the
can be used to aid in isolating the problem. problem. STOP.
If only one Combustion Buffer indicates an 09 diagnostic LESS THAN 8 The voltage from pin-C to
then disconnect the 6-pin connector on the next buffer VDC OR pin-B is less than 8 VDC or
closest to the front of the engine. (Example 508-09 is GREATER greater than 16 VDC. There
Active, disconnect Cylinder No.6). THAN16VDC is a problem in the signal
If more than one Combustion Buffer indicates an 09 wiring. Repair as required.
diagnostic, then disconnect the 6-pin connector on the Verify that the repair
next buffer closest to the front of the engine from the eliminates the problem.
lowest cylinder number. STOP.
Measure the DC voltage between pin-A and pin-B, and
between pin-C and pin-B.
• Reconnect the combustion harness to the buffer. This will
apply power and connect the signal wire to the next buffer.
See Figure 5.
The voltage from pin-A to pin-B should be greater than 20
VDC, the voltage from pin-C to pin-B should be between 8
and 16 VDC.
Figure 5: Combustion Buffer Wiring
Front of Engine Rear of Engine

Cyl 2
SV-*.
Cvl4
<9
_ —
JKtfTK
Cyl 6
- Cyl 10
<3 <9
Cyl 12
a=fi
Example Cylinder No.8 Disconnected when
Problem or lowest Cylinder No.6 Was Unplugged
cylinder with a diagnostic code

Step 4: Continue Wire Check
• Disconnect the 6-pin connector from the next Combustion OK The voltage from pin-A to pin-B
Buffer (on the same bank) closest to the rear of the engine. is greater than 20 VDC. The
• Measure the DC Voltage between pin-A and pin-B, and voltage from pin-C to pin-B
between pin-C and pin-B. should be between 8 and 16
• Reconnect the combustion harness to the buffer. This will VDC and not more than 0.1
apply power and connect the signal wire to the next buffer. VDC more than the previous
• Repeat this test step until all of the buffers have been reading. Proceed to next step.
checked. The voltage from pin-A to pin-B
LESS THAN is less than 20 VDC. There is a
See Figure 6. problem in the power supply
20 VDC
The voltage from pin-A to pin-B should be greater than 20 wiring. Repair as required. Verify
VDC. The voltage from pin-C to pin-B should be between that the repair eliminates the
8 and 16 VDC and not more than 0.1 VDC more than the problem. STOP.
previous reading.
LESS THAN 8 The voltage from pin-C to pin-B

VDC.OR is less than 8 VDC or greater
GREATER than 16 VDC. There is a
THAN 16 VDC problem in the signal wiring.
problem. STOP.
VOLTAGE There is a 0.1 VDC or greater
INCREASE voltage increase from the
previous reading. The problem is
internal to the Combustion
Buffer just reconnected. Replace
the Combustion Buffer. Verify
the repair eliminates the problem
__ __
STOP.
Figure 6: Combustion Buffer
Front of Engine Rear of Engine

Cyl 2 Cyl4 Cyl 6 Cyl 12
<9
&=&=B Q=Q
Disconnected when
Cylinder No.8 Was Unplugged

Step 5: Check the Buffer
• Turn the Mode Control Switch (MCS) to the OFF/RESET OK The Diagnostic Code reflects the
position. suspect buffers location.
• Open the fuse breaker in the ESS Panel. Replace the Combustion Buffer.
• Install a new buffer if available or swap the suspect buffer Verify that the repair eliminates
with a known good buffer, (if the suspect buffer is on the problem. STOP.
Cylinder No.1 it can be swapped with any other cylinder).
NOT OK The Diagnostic Code does not
• Restart the engine and record any diagnostic codes.
reflect the suspect buffers
NOTE: On a Vee engine the suspect buffer can be swapped
location. Refer to Ignition
with one on the other bank. On an in line engine the suspect
System Failure. STOP.
buffer can be swapped with Cylinder#!
The Diagnostic Code should reflect the suspect buffers
location.

328-12
ENGINE TYPE PROGRAMMING
System Operation
The DMC is programmed with the engine type by the Gas Engine Control. The DMC Control Module will
diagnostic the event of an engine type change to prevent accidental changes from occurring.
Control Diagnostic
The DMC Control Module will diagnose the event of an engine type change to prevent accidental changes occurring.
This fault code may occur when the DMC is put on a new engine. If this occurs, turn the Mode Control Switch to the
OFF/RESET position, and attempt to restart.
Diagnostic Codes
328-12 Engine Type Programming Change The diagnostic code will remain Proceed with
(Not The engine type in the DMC Control Module has displayed, and the engine will Engine Type
Flashing) been changed. be prevented from restarting Programming.
until the diagnostic code is
• Reprogramming of the engine type
Select switch.
• An internal DMC Control Module failure
328-12 EngineType Programming Change A diagnostic code will be sent Proceed with
(Flashing) The engine type in the DMC control module to the ECM. The ECM will Engine Type
has been changed. generate a warning or Programming.
Probable Causes For This Diagnostic Code shutdown, and display the
• Reprogramming of the engine type diagnostic code. The control
• An internal DMC Control Module failure will shut down the engine or
the DMC will not power up.
displayed, and the engine will
Select switch.
the system.


Functional Test

position. connectors/pins/sockets; are
• Engine Junction Box for corrosion, abrasion or pinch points abrasion or pinch points.
not completely
Electrical Connector Test Procedure 1 (page 4-3).
STOP.
Step 2: Clear the Diagnostic Code

• Turn the Mode Control Switch (MCS) to the OFF/RESET OK The code is not active at this
position. time. STOP.
• Turn the Mode Control Switch (MCS) to the STOP NOT OK The code remains Active.
position. Replace the DMC. Verify that
• Scroll Through the codes on the Gas Engine Control the repair eliminates the
display. problem. STOP.
The 318-12 Diagnostic Code should Not be Active.

501-10
501-12
CYLINDER #1 IGNITION SIGNAL
System Operation
The Cylinder #1 Combustion Buffer provides the cylinder Figure 1: Cylinder #1 Ignition Signal Diagram
#1 ignition signal with crankshaft rotation information to
the DMC Control Module. The buffer outputs a pulse Cylinder #1
Combustion Buffer
signal when the magneto/CIS energizes the ignition coil. Engine
Output Signal
The ignition signal voltage is normally 12 VDC. When the
magneto energizes the cylinder #1 ignition coil, the buffer
signal pulses to 24 VDC and then drops to 0 VDC. The
signal returns to 12 VDC when combustion is detected.
One signal pulse is generated every two engine
Detonation Control
revolutions. (DMC)
Control Diagnostic
0 0"
The DMC Control Module will diagnose faults on the
cylinder #1 ignition signal if no signal is present, or if a
noisy signal is present.
o o
Figure 2: Cylinder #1 Ignition Signal Schematic
ESS ENGINE.
11 CrUNDSt
KM
J3
Fieq» — S7BCVBK -(ÿ)— S7B0/WH-BU -
JUNCTION BOX
DeroNxnoNmoons control
(DMQ MODULE
ENGMENGHTRANK
COMBUSTION BUFFER BOK
CYLINDER #1 FMUN6 PULSE m

Diagnostic Codes

501-12 No Cylinder #1 Ignition Signal A diagnostic code will be sent Proceed with
(Not The engine is running, flywheel teeth signal to the ECM. The ECM will Cylinder #1
Flashing) indicates engine rpm is greater than 500 rpm generate a warning and display ignition Signal.
and no cylinder #1 ignition signal has been the diagnostic code.
received. The diagnostic code will remain
• Signal wire open toggling the Display Select
• Signal wire short Switch.
• Failed Magneto/CIS
• Failed Combustion Buffer
• Failed DMC
501-12 Noisy Cylinder #1 Ignition Signal A diagnostic code will be sent Proceed with
(Flashing) to the ECM. The ECM will Cylinder #1
The engine is running, flywheel teeth signal
generate a shutdown, and Ignition Signal.
indicates the engine rpm is greater than 500
rpm and no cylinder #1 ignition signal has been display the diagnostic code.
recieved. The control will shut down the
engine or the DMC will not
Probable Causes For This Diagnostic Code power up.
• Signal wire open The diagnostic code will remain
• Signal wire short displayed and the engine will
• Failed Magneto/CIS be prevented from restarting
• Failed Combustion Buffer until it is cleared by toggling the
• Failed DMC Display Select Switch.
the system.

standard warning hom function,


(Flashing) The engine is running, flywheel teeth signal to the ECM. The ECM will Cylinder #1
indicates engine rpm is greater than 500 rpm and generate a shutdown, and Ignition Signal.
no cylinder #1 ignition sirnal has been recieved. display the diagnostic code.
Probable Causes For This Diagnostic Code The control will shut down the
• Signal wire shorted engine or the DMC will not
ÿ
Failed Magneto/CIS powerup.
• Failed DMC The diagnostic code will
Switch.
the system.
(Not The engine is running, flywheel teeth signal to the ECM. The ECM will Cylinder #1
Flashing) generate a warning and display Ignition Signal.
indicates engine rpm is greater than 500 rpm and
the diagnostic code.
cylinder #1 ignition signal has been received, but
indicates a speed greater than that indicated by
the flywheel teeth speed sensor.
Probable Causes For This Diagnostic Code Switch.
• Signal wire shorted
• Failed Magneto/CIS
• Failed DMC

Functional Test

Step 1: Check For Connector Damage The connectors are free of
corrosion or mechanical
"""" OK
| A WARNING failure. Proceed to the next
step.
There is a strong electrical shock hazard unless the

system power is disconnected. NOT OK The connectors are not free
• Turn the Mode Control Switch (MCS) to the OFF/RESET of corrosion or mechanical
position. failure. Repair as required.
• Open the fuse breaker in the ESS Panel. STOP.
• Check the DMC Control connection, the Junction Box ADDITIONAL Refer to Inspecting
• Terminal Connections and the Cylinder #1 Combustion INFORMATION Electical Connectors. If
• Buffer connection for corrosion or mechanical failure. OK, proceed to the next
NOTE: For additional information refer to Inspecting step.
The connectors should be free of corrosion or
mechanical failure.
Step 2: Check Wiring for Shorts
• Use a multimeter set on the 2k Ohms scale to measure
the resistance at the engine harness DMC Control
connector from pin-T to all the other connector pins. OK The resistance is greater
The resistance should be greater than 2000 Ohms. than 2000 Ohms. Proceed
to the next step.
NOT OK The resistance is less than
2000 Ohms. The harness is
shorted to Battery or Sensor
Ground. Repair as required.
STOP.
Step 3: Check Wiring for Opens OK The resistance is less than 2
Ohms. Refer to Cylinder
• Disconnect the DMC Control from the Engine Harness. Ignition. If the Magneto and
• Disconnect the Cylinder #1 Combustion Buffer from the combustion Buffer appear to
Engine Harness. operate properly. Replace the
• Use an ohmmeter set on the 200-Ohm scale and DMC. Stop.
measure the resistance in the wiring from the DMC
• Control harness connector pin-T to the Junction Box
the CIS display module can
Terminal.
be used to determine ignition
• Use an ohmmeter set on the 200-Ohm scale and measure
operation.
the resistance in the Engine Harness from the Cylinder #1
• Combustion Buffer harness connector pin-C to the Junction NOT OK The resistance is greater
Box Terminal. than 2 Ohms. There is an
The resistance should be less than 2 Ohms. open in the Engine Harness
between the control and the
Junction Box. Repair as
repair eleminates the
problem. STOP.

248-12
TIMING CONTROL COMMUNICATION (DATA LINK) FAILURE
System Operation
The Engine Control Module (ECM) and Timing Control Figure 1: DATA Link Connections Diagram
Module TCM) share information over a CAT Data Link Timing Control Module
(Timing Data Link). The information exchange between (TCM)
these two modules is essential for proper engine
operation.

(ECM)
Figure 2: DATA Link Connections Schematic
ESS Panel
Engine Control Module

(ECM)
TCM
D102/WH
+Data - W 222 19- +Data
-Data
D102/BK 4- -Data
223

Diagnostic Codes

248-12 Timing DATA Link Failure... The ECM has If the engine is running it will Proceed with
(Flashing) been unable to successfully communicate shutdown. The engine will be Timing Control
with the TCM for longer than one second. prevented from restarting until it Communication
is cleared by toggling the (Data Link)
Display Select Switch. A "RST Failure.
Probable Causes for this Diagnostic Code:
REQD" diagnostic will also be
• An open/short in the Timing Link (+) or present on the ECM to indicate
Timing Link (-) the system must be reset before
• Failed ECM or TCM restarting. Momentarily turning
the Mode Control Switch (MCS)
to the OFF/RESET position will
reset the system. On systems
equipped with the standard
warning horn function, the alarm
output will be energized until the
Switch.
Functional Test

position.
• Check the Terminal Strip Connection in the ESS Panel, the completely mated/inserted
Reinstall the fuse in the ESS Panel. not completely mated/inserted
INFORMATION Electrical Connectors, if

Step 2: Check The Continuity At TCM And ECM
Connection
position and open the fuse breaker in the ESS panel. OK The resistance is in range.
• Disconnect the TCM Connector J1. Proceed to next step.
• Disconnect the ECM Connector J3.
the resistance between the following points.
A TCM Connector J1 pin-Xand ECM Connector J3 NOT OK The resistance is out of
pin-4 range. Repair as required.
B. TCM Connector J1 pin-W and ECM Connector J3 Verify that the repair
pin-1 9 eliminates the problem.
C. ECM Connector J3 pin-4 and ECM Connector J3 STOP.
pin-19
The reading should be less than 2 Ohms for
measurements A and B.
The reading should be greater than 1 MegOhms for
measurement C.
Step 3: Check The Power To The ECM And The ECM

• Connect the TCM Connector J1 and the ECM Connector The TCM and the ECM are
OK
J3. receiving power. Proceed to
• Install the fuse breaker in the ESS Panel. next step.
position. NOT OK The TCM and the ECM are
NOT receiving power. Repair
• Verify that the TCM and the ECM are receiving power.
or replace the faulty supply
The TCM and the ECM should have power. wire to the TCM or the ECM.
problem. STOP.
Step 4: Verify Active Diagnostic Code

• Start the engine. OK The diagnostic code does
• Turn the Mode Control Switch (MCS) to the START not return. STOP.
position. The diagnostic code is Active.
NOT OK
The diagnostic code 248-12 should not be present. Replace the TCM. Verify the
If the problem is still present
replace the ECM.STOP.

772-12
DMC COMMUNICATION FAILURE

System Operation
The Engine Control Module (ECM) and other components Figure 1: Display DATA Link Failure Diagram
share information over a CAT Data Link. The information Electronic Control Module
exchange between these components is essential for (ECM)
proper engine operation.
Detonation Control
(DMC)
LflEmj
Figure 2: DMC Communication Failure

Diagnostic Codes

772-12 Data Link Failure If the engine is running, a Proceed with
(Flashing) The ECM has been unable to successfully shutdown will occur. The Display DATA
communicate for longer than one second. Diagnostic code will remain Link Failure.
• An open/short in the Data Link (+) or Data until it is cleared by toggling
Link (-) the Display Select switch.
• The System Power Supply is shorted out A "RST REOD" diagnostic will
• Insufficient Power Supply also be present on the ECM to
• Electrical wiring open circuit indicate the system must be
the system.

Functional Test

•Turn the Mode Control Switch (MCS) to the OFF/RESET OK All connections and
position.
•Open the fuse breaker in the ESS Panel. and free of corrosion,
•Disconnect the DMC connector. abrasion or pinch points.
•Check the connection for corrosion or mechanical failure. Proceed to next step.
NOTE: For additional information refer to Inspecting NOT OK All connections and
Electrical Connectors. connectors/pins/sockets are
All connections and connectors/pins/sockets should not completely mated/inserted
be completely mated/inserted and free of corrosion, or free of corrosion, abrasion
STOP.


Step 2: Check ECM
position. Ohms. Replace the DMC
• Open the fuse breaker in the ESS Panel. Control Module. Verify that
• Disconnect the DMC Control from the harness. the repair eliminates the
• Use an ohmmeter set on the 200 Ohms scale to measure problem. STOP.
the resistance in the wiring from the DMC Control NOTOK The resistance is greater than
connector (DMCC) to the Engine mounted Junction Box 2 Ohms. Repair or replace
terminal strips. the harness. Verify that the
• Measure the resistance from: repair eliminates the problem.
• DMCC pin-c to ESS Cat Data Link +terminal J3-21 STOP.
• DMCC pin-p to ESS Cat Data Link -terminal J3-20
• DMCC pin-n to ESS +Battery terminal
• DMCC pin-j to ESS -Battery terminal

819-12
CAT DATA LINK (FAILURE)
System Operation
The Engine Control Module (ECM) and other components Figure 1: CAT Data Link (Display) Diagram
share information over a CAT Data Link. The information Electronic Control Module
(ECM)
exchange between these components is essential for
proper engine operation and protection. 3
MM
ÿLUU
ÿÿÿÿ
UJJU
I C
K1
S • V
D
•>
OJUJ
(CMS)
Figure 2: CAT Data Link (Display) Schematic
ENGINEJUNCTION BOX

Step 2: Measure The Resistance
• Measure the resistance between ECM connector J3 pin-4 Proceed to next step.
OK
and ECM connector J3 pin-19. Repair as required. Verify that
NOT OK
The resistance should be greater than 1 MegOhms. the repair eliminates the
problem. STOP.
Step 3: Verify If Diagnostic Code Returns

• Start the engine. OK The 819-12 Diagnostic Code
• Turn the Mode Control Switch (MCS) to the START is not Active. STOP.
position. NOT OK The 819-12 Diagnostic Code
The 819-12 Diagnostic Code should not be Active.
is Active. Ensure the resistor
is installed in the Junction box
between terminal 914 & 915
and verify there are no wiring
shorts. Proceed to next step.
Step 4: Check Communication Link Wiring

OK The Communication Link
• Check the Communication Link wiring and connections for wiring is free of loose wires
loose wires or strands or wire that might be crossing the or strands and none of the
connections. wires are crossing the
The Communication Link wiring should be free of loose connections. Proceed to
wires or strands and none of the wires should be next step.
crossing the connections. NOT OK The Communication Link
wiring is not free of loose
wires or strands and/or the
wires are crossing the
connections. Repair as
problem. STOP.
Step 5: Remove Equipment

• Remove equipment from the Communication Link. OK The 819-12 Diagnostic Code
• This includes the Customer Communication Modules is not Active. Ensure the
(CCM) and the Digital Diagnostic Tool (DDT). resistor has been reinstalled in
• Disconnect the Communication Link to the junction box. the Junction Box. If the
• Disconnect wires D101 /BK and D101 /WH in the Engine diagnostic code reappears
Supervisory System. replace the resistor. Verify
• Move resistor (R2) in the junction box on wires D101 /BK that the repair eliminates the
and D101/SH to D101/BK and D101/SH in the ESS panel. problem. STOP.
NOTE: The resistor must be reinstalled in the junction box NOT OK The 819-12 Diagnostic Code
when the wires are reconnected. is Active. Attempt to isolate
The 819-12 Diagnostic Code should not be Active.
the failed component by first,
replacing the Customer
Monitoring System (CMS). If
the problem remains replace
the Engine Control Module
(ECM). STOP.

Diagnostic Codes
CID-FM1 Conditions which qenerate this code: Systems Response: Troubleshootinq

Display Data Link Failure If the engine is running, a Proceed with
819-12
shutdown will occur. The CAT DATA Link
(Flashing) The ECM has been unable to successfully
communicate for longer than one second. Diagnostic code will remain (Display).
• An open/short in the Data Link (+) or Data be prevented from restarting
Link (-). until it is cleared by toggling
• The System Power Supply is shorted out the Display Select switch.
• Insufficient Power Supply A "RST REQD" diagnostic will
• Electrical wiring open circuit also be present on the ECM to
the system.
Display Select.
Functional Test

not completely
• Check all wiring and connections for loose wire and for mated/inserted or free of
any strands of wires that may be crossing connections. corrosion, abrasion or pinch
Electrical Connectors. See Test Procedures 1 (Page 4-3).
STOP.

020-13
MAGNETO OUT OF CALIBRATION
System Operation
The Timing Control Module uses the magneto's maximum Figure 1: Timing Diagram
advanced timing to limits the timing range for
programming desired timing. The Magneto Calibration
(MAG CAL) mode places the maximum advanced timing Timing Control Module
(TCM)
of the magneto into the TCM memory. The maximum
advanced timing of the variable timing magneto
establishes limits on the timing window where the ignition
timing may be electronically adjusted and guaranteed to
fire the spark plugs.
During each engine start sequence, between 300 and
500 rpm, the TCM compares the stored maximum
advanced timing to the current setting. The timing is
calculated using the magneto interface (MIB) ignition
pulses and the Crank Angle Sensor (CAS) signals.
Control Diagnostics 020-13
Magneto Out of Calibration
This diagnostic will occur during engine start sequence only
and indicates the TCM has detected a difference between
the stored maximum advanced timing to the magneto Magneto Interface Box
(MIB)
setting. For example, if the last calibration of the magneto
was 25 degrees BTC, but now the magneto is set with the
maximum advanced timing of 35 degrees BTC. OR
(TCM)

(CIS)

Figure 2: Timing Schematic
m sbm A
CM
BOMB NKICM
aaat een
am \
WMHlu_
V !!'!ÿ
ESS PANEL ENGINE

JUNCTION
TCM
Crank Angle
Sensor DMC
Flywheel
Teeth Signal
S374-WH A
Ground
S261SU

Diagnostic Codes

023-13 Magneto Out Of Calibration The Timing Control will signal Proceed with
for an engine shutdown by Magneto Out Of
The fully advanced ignition timing of the magneto
activating the Shutdown Output Calibration.
differs from the Magneto Calibration Timing
value stored in memory. The check is made only and the Remote Indicator
at start up while the engine speed is between Output. The Magneto Out of
300 and 500 rpm. Calibration LED will illuminate
Probable Cause for this Diagnostic Code and the code may be viewed on
• An adjustment or change of the magneto on the ECM. A "RST REQD"
the engine without performing a Magneto diagnostic will also be present
Calibration afterwards. on the ECM to indicate the
• A new Timing Control Module (TCM) has system must be reset before re
been placed on the engine. starting. Momentarily turning
• A faulty Crank Angle signal due to failed sensor the Mode Control Switch (MCS)
or false triggers on the flywheel face. to the OFF/RESET position will
• Failed magneto or ignition component. reset the system. On systems
• MSR Contact Bounce equipped with the standard
warning horn function, the
alarm output will be energized
Select Switch.

Functional Test

Step 1: Start The Engine In Mag CAL Mode
OK The engine starts and the
position.
code is no longer active.
• Turn the Mode Control Switch (MCS to the STOP
STOP.
position.
• Connect the DDT service tool to the ESS Panel. NOT OK The engine starts and shuts down
• Place the TCM in Magneto Calibration (MAG CAL) Mode. and the code remains active.
• Access the ACT ENG TIMING screen on the DDT in the Proceed to next step.
MAG CAL Menu.
• Start the engine and set the engine to run above 700 rpm.
The displayed timing on the DDT is full advanced magneto
timing. Wait for engine speed to stabilize.
• Press the SELECT MODE on the DDT to exit the
magneto calibration.
position to stop the engine and wait for the ESS Panel to
powerdown.
• Start the engine with the Timing Control NOT in Magneto
Calibration (MAG CAL) Mode.
• Turn the Mode Control Switch (MCS) to the START
position.
The engine should start and the code should no longer
be active.
position.
• Check the Terminal Strip Connection in the ESS Panel, the OK All connections and
Engine Junction Box for corrosion, abrasion or pinch points connectors/pins/sockets are
and associated wiring for damage. completely mated/inserted
• Ensure that all connectors/pins/sockets are completely and free of corrosion,
mated/inserted and the harness/wiring is free of corrosion, abrasion or pinch points.
abrasion or pinch points. Proceed to next step.
Electrical Connectors (page 4-3).
All connections and connectors/pins/sockets should be not completely mated/inserted
completely mated/inserted and free of corrosion, or free of corrosion, abrasion
abrasion or pinch points. or pinch points. Repair as
STOP.

INFORMATION Electrical Connectors.

Step 3: Check For Cylinder No.l. Firing
' Connect a timing light to Cylinder No.l. OK The light indicates ignition
• Reset the Timing Control Module to clear the diagnostic on the Cylinder. The
fault code using the Display Select switch. magneto is firing Cylinder
* Turn the Mode Control Switch to the OFF/RESET No. 1. Proceed to next
position. step.
• Start the engine and monitor the timing light for ignition NOT OK The light does NOT indicate
Cylinder No. 1. ignition on the Cylinder.
The light should indicate ignition on the Cylinder. Cylinder No. 1 is not firing.
This signal is required for the
magneto calibration. The
magneto is failed or part of
the ignition connection is
faulty. Check the ignition
harness wiring, transformer
connection, the extender and
spark plug for Cylinder No. 1.
Replace any faulty
components. Check for
ignition timing with the timing
light to verify that the repair
eliminates the problem. If the
timing light does not indicate
ignition on Cylinder No. 1,
replace the magneto or CIS.
STOP.
Step 4: Check The Crank Angle Sensor For Shorts
• Disconnect the Crank Angle Sensor (CAS), on the
flywheel housing, from the Engine Harness. OK The resistance is between
• Using an ohmmeter set on the 2k Ohm scale, measure the 100 and 600 Ohms.
resistance between pin-A and pin-B of the sensor module Proceed to next step.
connector (NOT across the engine harness connector). NOT OK The resistance is NOT
The resistance should be between 100 and 600 Ohms. between 100 and 600 Ohms.
Replace the failed Crank
STOP.

Step 5: Check The Engine Harness For Shorts
• Connect the Crank Angle Sensor (CAS) to the Engine The resistance is between
OK 100 and 600 Ohms and is
Harness.
• Disconnect the Timing Control from the Engine Harness. equal to the value measure at
• Using an ohmmeter set on the 2k Ohm scale, measure the sensor module connector.
the resistance between pin-L and pin-N of the Timing Proceed to next step.
Control Connector on the Engine Harness.
The resistance should be between 100 and 600 Ohms The resistance is NOT
and it should be equal to the value measure at the NOT OK between 100 and 600 Ohms
sensor module connector. and/or is NOT equal to the
value measure at the sensor
module connector. Repair or
replace as necessary. Verify
problem. STOP.
• Disconnect the Magneto Interface Box (MIB) from the
Engine Harness.
• Disconnect the Timing Control from the Engine Harness. Proceed to next step.
• Use an ohmmeter set on the 200 Ohms scale and
OK
measure the resistance in the engine harness from the NOT OK Repair or replace as
MIB Harness Connector to the Timing Control Harness necessary. Verify that the
Connector from repair eliminates the
• Ignition System pin-A to TCHC pin-C problem. STOP.
• Ignition System pin-C to TCHC pin-E
• Ignition System pin-E to TCHC pin-G
• Ignition System pin-G to TCHC pin-H
• Ignition System pin-B to the magneto case
• Ignition System pin-H to terminal-24 of the Status
Control Module

• Turn the Mode Control Switch (MCS) to the OFF/RESET OK The Crank Angle Sensor air
position. gap is between one-half and
• Open the fuse breaker in the ESS Panel. three-quarters of a turn and
• Disconnect the Crank Angle Sensor from the Engine the magnetic tip shows no
Harness. signs of excessive debris or
• Mark the position of the Crank Angle Sensor. Loosen the damage. Proceed to next
nut and turn the sensor clockwise until it contacts the step.
flywheel. Note the number of turns required to make INCORECT The Crank Angle Sensor air
contact. The turn in should be one-half to three-quarters of GAP SETTING gap was NOT between
a turn for proper adjustment. one-half and three-quarters
• Remove the sensor from the block. of a turn. Set the correct gap,
• Examine the sensor for damage and dirt or metal debris on verify that the repair
the magnetic tip. The tip should be clean and should show eliminates the problem.
no physical damage. STOP.
• Install the sensor. The sensor has been
DEBRIS OR
• Turn the sensor clockwise until the sensor contacts the damaged and/or there is
DAMAGE
flywheel face. Back the sensor out one-half to excessive debris detected on
DETECTED
three-quarters counterclockwise and tighten the locknut to the magnetic tip. If debris is
the proper torque. Refer to the Specifications Manual for detected, remove the debris
further information. and reinstall the sensor,
The Crank Angle Sensor air gap should have been restart the engine and verify
between one-half and three-quarters of a turn and the that the code is not longer
magnetic tip should show no signs of excessive debris or active. If the code remains
damage. active, replace the Crank
STOP.
Step 8: Restart The Engine

OK The Diagnostic Code is no
• Restart the Engine.
• Verify that the Diagnostic Code is no longer present. longer present. STOP.
The Diagnostic Code should no longer be present. NOT OK The Diagnostic Code
remains active. Replace the
Crank Angle Sensor. If the
problem still exists replace
the TCM. STOP.

GT SIGNAL FAULT
System Operation
When no pulses from the gear teeth are seen between Figure 1: GT Signal Fault Diagram
the two pulses from the hall Effect Sensor, The screen
displays "GT Signal Fault No Pulses".
GT SIGNAL FAULT
NO PULSES
CIS Display Module
Diagnostic Codes
Diagnostic Conditions which generate this code: Systems Response: Troubleshooting

Message
GT Signal No Magneto Interface Clock Pulses have been The gear tooth signal Proceed with
(Magneto interface Clock) GT Signal Fault.
Fault detected by the CIS system between two
(No Pulses) pulses from the Hall Effect Sensor. is generated by the
Probable Causes For This Diagnostic Code Control Module from the
•Wiring for the Magneto Interface Clock is open magnetic speed sensor
or shortened. input. This signal is used
•Failed TCM output by the CIS system to calculate
•Failed CIS input the crank angle position for
•Poor connection to the CIS module proper ignition firing.
•Poor connection to TCM
•Terminals 377 and 378 are NOT connected

Functional Test

• Turn the Mode Control Switch (MCS) to the OFF/RESET OK All connections and con
• Check the connectors on the CIS and TCM for corrosion and free of corrosion,
abrasion or pinch points and associated wiring for damage. abrasion or pinch points.
NOT OK All connections and con
Reinstall the fuse in the ESS Panel. connectors/pins/sockets are
•
NOT completely
mated/inserted and/or free of
NOTE: Gently pull and move the wires for the interface points. Repair as required.
Signal Harness with the engine running. Moving loose or Verify that the repair
broken wires will trigger fault codes. eliminates the problem.
Electrical Connectors. ADDITIONAL Refer to Inspecting
All connections and connectors/pins/sockets should be INFORMATION Electrical Connectors. If
completely mated/inserted and free of corrosion, NOT OK, proceed to next
abrasion or pinch points. step.
Step 2: Measure Resistance In Harness

• Disconnect the Interface Signal Harness from the CIS. OK The resistance is less than 2
• Disconnect the engine harness from the TCM. Using an Ohms. Proceed to next
step.
multimeter set on the 200 Ohms scale measure the resistance
of wire S851 -GN between CIS pin-E and TCM Connector J 1 NOT OK The resistance is greater
than 2 Ohms. Inspect wiring
pin-G. See Figure 2. See Figure 3. The resistance should be
between the CIS and TCM,
less than 2 Ohms. ensure there are no loose
connections on the terminal
strip and look for damaged or
broken wire. Repair as
problem. STOP.

Figure 2: Caterpillar ignition System Diagram
Operating Hall Effect

Interface Connection Connector
Connector Connector
O/ÿNp O,
Bottom View
Step 3: Check TCM Connector

Using a multimeter measure the resistance between TCM OK The resistance is less than
Connector J1 pin-G and wire S851 -GN at the terminal strip 200,Ohms. Proceed to next
in the ESS panel. step.
The resistance should be less than 200 Ohms. NOT OK The resistance is greater than
200 Ohms. Replace the TCM
connector. Verity that the repair

Figure 3: CIS Schematic
ÿcr
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0LJ I
Off
*ama
1
4X
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ATTACKED 10LUG N
BOTTOM OFENBNCJUNCTIONBOX
ESS PANEL ENGINE

JUNCTION
TCM BOX
Crank Angle
DMC
J1-T
SpeidSewor
SCM
508 228 780
229
Output
S274SH
762
Crank Angle Swrtsor
NtBMMtebpBaflttt
Supply
232
Ground
787

Step 4: Check For A Short

• Use a multimeter set on the 200 Ohms scale and measure OK The resistance is greater than
the resistance between the TCM connector J1 pin G, 200 Ohms. Proceed to next
S851-GN and the remaining wires in the TCM connector. step.
See Figure 3. NOT OK The resistance is less than
The resistance should be greater than 200 Ohms 200 Ohms. Proceed to
Step 6.
Step 5: Measure Waveform

• Reconnect the Interface Signal Harness to the CIS. OK The signal is present.
• Turn the Mode Control Switch (MCS) to the START Proceed to Step 8.
position. NOT OK The signal is NOT present.
• Using a Oscilloscope measure the waveform of the clock Replace the TCM. Verify that
interface signal while cranking the engine. the repair eliminates the
• Using a Oscilloscope measure the waveform of the clock problem. STOP.
interface signal while the engine is running.
NOTE: Refer to the Systems Operation Test and Adjusting
Guide for Oscilloscope settings and proper waveform
signals .
The signal should be present.
Step 6: Inspect Wiring
• Inspect wiring between the CIS and TCM OK The wires are free of abrasion,
• Look for frayed wire at term inal block. The wiring between corrosion or incorrect
the CIS and TCM should be free of abrasion, corrosion or attachment.
incorrect attachment. Proceed to next step.
NOT OK The wires are not free of
abrasion, corrosion or
incorrect attachment. Repair
the faulty wire. Verify that the
STOP.
Step 7: Check "The Interface Signal Harness Connector

Disassemble the interface signal harness connector for OK The wires are free of abrasion,
the CIS and inspect connections . corrosion or incorrect
The wires should be free of abrasion, corrosion or attachment. Replace the TCM
incorrect attachment. wiring harness. Verify that the
repair eliminates the problem. If
the problem is still present
replace the TCM. If conditions
are not resolved,
NOT OK The wires are not free of
abrasion, corrosion or
incorrect attachment. Repair
the faulty wire. Verify that the
STOP.
G3600 Engine Supervisory 4-264 Troubleshooting

Step 8: Inspect The CIS Fuses
position. than 1 Ohm. Replace the CIS,
• Open the fuse breaker in the ESS Panel. verify that the repair eliminates
• Remove both of the CIS fuses. the problem. STOP.
NOTE: CIS fuses are located in the lower left hand corner
of the CIS Module. Using and Ohmmeter set on the
greater than 1 Ohm. Replace the
200 Ohms scale measure the resistance across the fuse, verify that the repair
fuses. eliminates the problem. STOP.
The resistance should measure less than 1 Ohm.

HALL RESET FAULT (NO PULSES)
System Operation
When too many pulses from the gear teeth are seen
without a reset pulse from the Hall Effect Sensor, the CIS Display
screen displays "Hall Reset Fault No Pulses".
HALL RESET FAULT RING GEAR FAULT

NO PULSES 152 TEETH READ
Figure 1: Hall Reset Fault Diagram
Figure 2: Hall Effect Sensor Schematic V I

Figure 3: Hall Effect Sensor LED Diagram
IA© GAL, SWITGM

-15 DEG RETARD
Diagnostic Codes

Message
The fault code will be displayed anytime the The signal from the Hall Proceed with
Hall Reset
number of gear tooth pulses exceed 255 and a Effect Sensor is used by Hall Reset Fault
Fault (No Pulses).
reset signal has not been received from the Hall the CIS system as a reset
(No Pulses)
Effect Sensor. prior to the top center
Probable Causes For This Diagnostic Code position for cylinder #1 . The
• Wiring for the Magneto Interface Clock is sensor is located on the
open or shorted front of the camshaft on the
• Failed Sensor output same housing as the oil
• Failed CIS input mister pumps.
• Poor connection to the CIS module

Message No Magneto Interface Clock Pulses have been The gear tooth signal Proceed with
Ring Gear detected by the CIS system between two pulses (Magneto interface Clock) Hall Reset Fault
Fault is generated by the Control (No Pulses).
from the Hall Effect Sensor.
(1152 Teeth Module from the magnetic
Read) speed sensor input. This
• Wiring for the Magneto Interface Clock is
open or shorted signal is used by CIS
• Failed TCM output system to calculate the
• Failed CIS input crank angle position for
• Poor connection to the CIS module proper ignition firing. The
• Poor connection to TCM signal from the Hall Effect
• Dirty or Failed speed Sensor is used by the CIS
sensor system as a rest just prior
to the top center position for
cylinder #1. The sensor is
located on the front of the
Camshaft on the same
housing as the oil mister
pumps.
Engine The CIS overspeed is Proceed with
The code will become active when the engine
Overspeed programmed at 2205 rpm, Hall Reset Fault
speed exceeds the overspeed set point.
(2205 rpm) this value can not be (No Pulses).
Maximum observed speed is also displayed.
changed, therefore the
overspeed shutdown will be
triggered by the SCM.
Functional Test

. Check the connectors on the CIS and the Hall Effect
Sensor for corrosion, abrasion or pinch points and abrasion or pinch points.
associated wiring for damage. Proceed to next step.
NOT OK All connections and con
• Reinstall the fuse in the ESS Panel. NOT completely
NOTE: For additional information refer to Inspecting mated/inserted and/or free of
Electrical Connectors (page 4-3). corrosion, abrasion or pinch
STOP.
NOT OK, proceed to next
step.

Step 2: Observe Hall Effect Sensor Operation
• Turn the Mode Control Switch to the STAFT position.
OK The LED is flashing at
• With the engine running open the CIS cover and observe
the Hall Effect Sensor LED. one-half the speed of the
See Figure 3. engine. Proceed to Step 7.
The LED should be flashing at one-half the speed of the NOT OK The LED is NOT flashing at
engine. one-half the speed of the
engine. Proceed to next
step.
Step 3: Measure Resistance

• Turn the Mode Control Switch (MCS) to the OFF/RESET OK The resistance measures
position. less than 2 Ohms. Proceed
• Open the fuse breaker in the ESS Panel. to next step.
• Disconnect the Hall Effect Sensor connector from the CIS
Module.
• Disconnect the Hall Effect Sensor from the harness.
• Using an Ohmmeter set on the 200-Ohm scale measure Inspect the wiring at the
the resistance at measurement which is
• CIS Connector pin-A, wire S262-WH to Hall Effect greater than 2 Ohms. Look
Sensor Connector Pin-A for damaged or broken
• CIS Connector pin-B, wire S262-RD to Hall Effect wires, inspect the
Sensor Connector Pin-B connectors on the CIS and
• CIS Connector pin-C, wire S262-BK to Hall Effect the Hall Effect Sensor.
STOP.
Sensor Connector Pin-C
See Figure 4.
Figure 4: CIS Connector View
Bottom View

Step 4: Check For Shorts
Using an Ohmmeter set on the 200-Ohm scale measure OK The resistance measures
the resistance from greater than 200 Ohms.
• Hall Effect Sensor connector pin-A to CIS connector Proceed to next step.
pin-B NOT OK The resistance measures less
• Hall Effect Sensor connector pin-A to CIS connector than 200 Ohms. Inspect the
pin-C wiring between the CIS and the
• Hall Effect Sensor connector pin-B to CIS connector Hall Effect Sensor for damage,
pin-A abrasion or corrosion.
• Hall Effect Sensor connector pin-B to CIS connector Disassemble the Hall Effect
pin-C Sensor connector and inspect
• Hall Effect Sensor connector pin-C to CIS connector the wiring. Repair as required.
pin-A Verify that the repair eliminates
• Hall Effect Sensor connector pin-C to CIS connector the problem. STOP.
pin-B
The resistance should measure greater than 200 Ohms.
Step 5: Measure Voltage
Reconnect the harness to the CIS.
Turn the Mode Control Switch (MCS) to the OFF/RESET
position. The voltage measures 5± 0. 1
OK
Measure the voltage at the Hall Effect Sensor connector VDC. Proceed to next step.
at pin-A and pin-B. The voltage should NOT OK The voltage does NOT
measure 5± 0.1 VDC. measure 5± 0.1 VDC.
Proceed to Step 7.

Reconnect the Hall Effect Sensor to the harness.
Turn the Mode Control Switch (MCS) to the START The signal is present.
position. OK Proceed to next step.
Using a Oscilloscope measure the waveform of the clock
interface signal while cranking the engine. NOT OK The signal is NOT present.
Using a Oscilloscope measure the waveform of the clock Replace the Hall Effect Sensor.
interface signal while the engine is running. NOTE: Refer Verify that the repair eliminates
the problem. STOP.
to the Systems Operation Test and Adjusting Guide for
Oscilloscope settings and proper waveform signals. The
signal should be present.

Step 7: Inspect The CIS Fuses
position. than 1 Ohm. Replace the CIS,
• Open the fuse breaker in the ESS Panel. verify that the repair eliminates
• Remove both of the CIS fuses. the problem. STOP.
NOTE: CIS fuses are located in the lower left hand corner NOT OK The resistance measures
of the CIS module. greater than 1 Ohm. Replace
the fuse, verify that the repair
• Using and Ohmmeter set on the 200 Ohms scale
measure the resistance across the fuses.
Step 8: Inspect the speed sensors

• Check the speed sensors located on the flywheel for dirt OK Proceed to the section
Flywheel Speed Sensor
damage.
NOT OK Clean or replace as needed

TCM RESET FAULT
(MISSING/NO-SYNC)
System Operation
When the reset signal from the TCM is missing or if the

reset signal from the TCM has not been aligned properly Figure 1: TCM Reset Fault (Missing / No-Sync)
with the signal from the Hall Effect sensor on the CIS Display
screen displays TCM Reset Fault (Missing / No-Sync)". This
diagnostic fault is activated only while the TCM is in TCM RESET FAULT
AUTO mode. M1SSING//NO-SYNC
Diagnostic Codes

Message This fault code is generated when the TCM The reset signal is sent to Proceed with
TCM Reset
reset signal is missing or not aligned properly from the TCM to the CIS to TCM Reset Fault
Fault
(Missing with the Hall Effect signal. This code is only reference top center for (Missing I
No-Sync) active when the TCM places the CIS into auto cylinder #1. The CIS uses No-Sync).
mode. It is disabled when the engine speed is this data to calculate the
less than 500 rpm or the MAG CAL is enabled. proper ignition timing.
* Wiring is open or shorted
• Failed TCM output
• Failed CIS input
• Poor connection to the CIS module
• Poor connection to TCM

Functional Test

• Check the connectors on the CIS and TCM for corrosion, and free of corrosion,
abrasion or pinch points and associated wiring for damage. abrasion or pinch points.
• Reinstall the fuse in the ESS Panel. NOT completely
mated/inserted and/or free of
Electrical Connectors Test Procedure t. Verify that the repair
NOT OK, proceed to next
step.
Step 2: Measure Resistance In Harness

• Disconnect the Interface Signal Harness from the CIS. OK The resistance is less than 2
• Disconnect the engine harness from the TCM. Ohms. Proceed to next step.
• Using an multimeter set on the 200 Ohms scale measure
the resistance of wire S851 WH/GN between CIS pin-G
and TCM Connector J 1 pin-H.
2 Ohms. Inspect wiring
See Figure 2.
between the CIS and TCM,
ensure there are no loose
connections on the terminal
strip and look for damaged or
broken wire. Repair as
STOP.

Figure 2: CIS Connector View
Operating Hall Effect Power TCM

Interface Sensor Connection Connector
Connector Connocto'
Bottom View

Step 3: Check TCM Connector
• Using a multimeter set on the 200 Ohms scale, measure the OK The resistance is less than 2
resistance between TCM Connector J1 pin-G and wire Ohms. Proceed to next step.
S851-GN at the terminal strip (term 233) in the ESS panel.
The resistance should be less than 2 Ohms. NOT OK The resistance is greater than 2
Ohms. Replace the TCM
connector. Verify that the repair
Step 4: Check For A Short

• Use a multimeter set on the 20K Ohms scale and OK The resistance is greater than
measure the resistance between TCM Connector J1 2000 Ohms. Proceed to next
pin-G, S851-GN and the remaining wires in the TCM step.
connector. NOT OK The resistance is less than 2000
The resistance should be greater than 2000 Ohms. Ohms. Inspect wiring between
the CIS and TCM. Look for
frayed wire at terminal block.
Repair the frayed wire. STOP.

• Turn the Mode Control Switch (MCS) to the START OK The signal is present. Replace
position. the CIS. Verify that the repair
• Using an Oscilloscope measure the waveform of the clock eliminates the problem. STOP.
interface signal while cranking the engine. NOT OK The signal is NOT present
• Using an Oscilloscope measure the waveform of the reset
Replace the TCM. Verify that
signal while the engine is running.
NOTE: Refer to the Systems Operation Test and Adjusting
problem. STOP.
Guide for Oscilloscope settings and proper waveform signals.
The signal should be present.

IGNITION SYSTEM FAILURE
System Operation
Diagnostics Codes on consecutive cylinders in the firing order indicate a failure may exists in the Ignition System.
NOTE: For CIS setting information refer to System Operation Testing and Adjusting Manual for your engine.
Text Message Conditions which generate this

Systems Response: Troubleshooting
code:
Primary Open This screen indicates that diagnostics The diagnostic message may Proceed with
have detected an open circuit on the be viewed on the CIS remote Ignition System
primary output pin-A. This would interface module. Failure.
normally indicated faulty wiring or a
failed coil.
Primary Short This screen indicates that The diagnostic message may Proceed with
diagnostics have detected a short be viewed on the CIS remote Ignition System
circuit condition on the primary interface module. Failure.
output pin-B. This would indicate
the primary wire is shorted to
ground perhaps in the conduit.
Lo Spark Volt This screen indicates that the spark The diagnostic message may Proceed with
plug diagnostics have identified a low be viewed on the CIS remote Ignition System
spark demand condition on the spark interface module. Failure.
plug at the indicated coil. This can be
caused be a failed spark plug or a
shorted secondary.
HI Spark Volt This screen indicates that the spark The diagnostic message may Proceed with
plug diagnostics have identified a high be viewed on the CIS remote Ignition System
spark demand condition on the spark interface module. Failure.
plug that is indicated. This is often
caused by worn spark plugs.
No Sec Spark This indicates that the diagnostics The diagnostic message can Proceed with
have identified a No Spark Condition be viewed on the CIS remote Ignition System
on the spark plug at the indicated coil. interface module. Failure.
No Spark occurred since the demand
was greater than output voltage
capability of the coil.

Functional Test

Step 1: Perform A Visual Inspection
' Turn the Mode Control Switch (MCS) to the OFF/RESET OK The wires are free of weak
position. points in the insulation such as
• Open the fuse breaker in the ESS Panel. chafe marks that expose the
• Remove the Junction Box Covers. bare wire and burnt spots that
are caused by arcing though the
• Disconnect the connectors at the Magneto or CIS box. insulation. Also Spiral wrap is
• Disconnect the connectors at the cylinders and remove around the wire at each junction
the flexible conduit connection and disassemble them. in the conduit. Proceed to next
NOTE: Do NOT damage the wire while performing the step.
procedure, Damage to the wires will create ignition NOT OK The wires are NOT free of weak
problems. points in the insulation such as
• Inspect the wires for weak points in the insulation such as chafe marks that expose the
chafe marks that expose the bare wire and burnt spots that bare wire and burnt spots that
are caused by arcing though the insulation. are caused by arcing though the
insulation. Or the Spiral wrap is
NOTE: Spiral wrap must be around the wire at each
not around the wire at each
junction in the conduit.
junction in the conduit. Repair as
The wires should be free of weak points in the insulation
required. Verify the repair
such as chafe marks that expose the bare wire and burnt
spots that are caused by arcing though the insulation.
Also Spiral wrap is around the wire at each junction in
the conduit.
Step 2: Inspect Ground Connections

• Inspect the Lug that terminates the ground connections OK The wiring at the Lug is free of
for the cylinders for loose or damaged wiring. damage, abrasion and
• Inspect the Lug itself for damage. corrosion. The Lug is free of
NOTE: An open coil, extender, or spark plug may also damage. Proceed to next step.
generate a Diagnostic Code. Exchanging the parts in a bad
cylinder with known good cylinder parts is the quickest NOT OK The wiring at the Lug is NOT
method for troubleshooting this type of failure. Remember to free of damage, abrasion and
replace faulty parts with new parts and replace all original corrosion. Or the Lug is not
parts after the repair is complete. free of damage. Repair or
The wiring at the Lug should be free of damage, replace as necessary. STOP.
abrasion and corrosion. The Lug should be free of
damage.

Step 3: Inspect the Spark Plug Extender
• The Spark Plug Extender should be free of oil, holes OK The Spark Plug Extender is free
corrosion and poor connections. of oil, holes corrosion and poor
connections. Proceed to next
step.
NOT OK The Spark Plug Extender is
NOT free of oil, holes corrosion
and poor connections. Repair as
required. Verify the repair
Step 4: Inspect The Spark Plug Gap

• Inspect the Spark Plug for the proper gap and ensure there OK The Spark Plug gap is correct
are no wear metals present. The Spark Plug gap should be and there are no wear metals
present. Proceed to next step.
correct and there should be no wear metals present.
NOT OK The Spark Plug gap is incorrect

and/or there are wear metals
present. Repair as required.
Verify the repair eliminates the
problem. STOP.
Step 5: Test Coil

• With a multimeter measure the resistance of the coil OK Primary and Secondary
primary (low voltage) circuit by measuring resistance resistances are within
between Pin A and Pin B of the transformer. Primary range. Proceed to next
resistance should be between 0.2 and 2.0 ohms. step.
• With a multimeter measure the resistance of the
secondary (high voltage) circuit of the coil by NOT OK Primary and/or Secondary
measuring the resistance between the center high resistance is out of range.
voltage terminal and the transformer mounting flange. Replace the coil. Verify the
The secondary resistance should be between 5000 repair eliminates the
and 12000 ohms. problem. STOP.
Step 6: Check For Intermittent Faults The Code becomes Active

OK
• Start the engine. when the wire is moved.
• Carefully move the wire around in the conduit and Refer to Inspecting
connectors. Electrical Connectors.
NOTE: Do NOT disassemble the connectors at the STOP.
magneto or individual cylinders, because the wire would be
exposed in these locations. Observe engine operation while
moving the wire and note the location the fault code NOT OK The Code does NOT become
Active when the wire is moved.
becomes active. There is a wiring problem
The Code becomes Active when the wire is moved. associated with the conduit and
connectors. Refer to Cylinder
Ignition. STOP.

CIS FAILURE
System Operation
The CIS has an internal problem. Figure 1: Caterpillar Ignition System Diagram
MAGCAL LED
Memory Chip Switch Indicators
Front Cover
Diagnostic Codes
Text Message Conditions which generate Systems Response: Troubleshooting
this code:
Bottom Board UP Probable Causes For This The CIS module performs an internal Proceed with
(Checksum Failed) Diagnostic Code: check when it is powered up. The CIS Failure.
•Failed CIS diagnostic code will become active
• Blown CIS fuse when the check-sum of the
microprocessor firmware can not be
verified.
EEProm Memory Probable Cause For This The CIS executes a self test when Proceed with
(Checksum Failed) Diagnostic Code: power is applied. This screen CIS Failure.
• Firing pattern configuration indicates that the firing pattern
data incorrect configuration data saved in the
* Incomplete EEPROM EEPROM memory is incorrect or
memory incomplete. The EEPROM memory
must be reprogrammed or replaced.

Functional Test
position.
mated/inserted and the harness/wiring is free of corrosion, NOT OK All connections and con¬
abrasion or pinch points. nectors/pins/sockets are not
• Reinstall the fuse in the ESS Panel. completely mated/inserted or
NOTE: For additional information refer to Inspecting free of corrosion, abrasion or
Electrical Connectors Test Procedure 1. pinch points. Repair as
All connections and connectors/pins/sockets should be required. Verify that the
completely mated/inserted and free of corrosion, repair eliminates the problem.

INFORMATION Electrical Connectors, if
Step 2: Verify The Diagnostic
• Rest the system and verify that the diagnostic message OK The diagnostic reappears.
reappears on the optional interface module. Proceed to next step.
The diagnostic should reappear on the optional NOT OK The diagnostic is no longer
interface module.
present. STOP.
Step 3: Inspect the CIS Fuses

OK Replace the CIS, verify that
position. the repair eliminates the
• Open the fuse breaker in the ESS Panel. problem. STOP.
NOT OK Replace the fuse, verify that
• Remove both of the CIS fuses. the repair eliminates the
NOTE: CIS fuses are located in the lower left hand corner problem. STOP.
of the CIS Module.
• Using and Ohmmeter set on the 200 Ohms scale
measure the resistance across the fuses.

456-05
HYDRAX PRESSURE SWITCH
System Operation
The ESS monitors the Hydrax oil pressure system and Figure 1: Hydrax Pressure Switch Diagram
provides a switch output to the ECM indicating if the
pressure is above the programmed pressure of the Electronic Control Module
(ECM)
switch to run the engine.
Data Link to the ECM and processed. The ECM
performs the diagnostics associated with this sensor.
The Hydrax Pressure Switch provides a contact closure
(to 0 VDC) when the Hydrax pressure is above 1240 kPa
gauge (180 psi). The Hydrax Pressure Switch must be
closed before the engine will start. The pressure should
increase during normal engine cranking. The diagnostic
code will appear if the pressure falls below the minimum
acceptable pressure while the engine is running.
Control Diagnostic
456-05 (Flashing) Hydrax Pressure Is Low indicates mnn Bum
Si ÿ Dl
ca ÿ eb
that the Hydrax pressure is below the minimum allowed. ÿBULB
The ECM will display a flashing diagnostic code and the
engine will not start or will shut down if the engine is Computerized Monitoring System
(CMS)
running.
Hydrax Pressure
Switch
Figure 2: Hydrax Pressure Switch Schematic
ESS PANEL JUNCTION BOX
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JBfit J" |
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Diagnostic Codes

456-05 Hydrax Pressure Current Below Normal or If the engine is not running, the Proceed with
(Flashing) engine will not start. If the Hydrax Pressure
Open Shutdown
engine is running, a shutdown Switch.
The engine is running and the Hydrax pressure
will occur.
switch opens because pressure drops below The diagnostic code will remain
trip point. displayed, and the engine will
• Low Hydrax pressure until the diagnostic code is
• Hydrax Pressure Switch wiring problem cleared by toggling the Display
• Hydrax Pressure Switch failure Select switch.
• Faulty ECM A "RST REQD" diagnostic will
• Faulty CMS also be present on the ECM to
the system.
Functional Test
Step 1: Check The Hydrax Pressure
• Check the Hydrax Oil Pressure System for leaks. OK The Hydrax Oil Pressure
The Hydrax Oil Pressure System should show System shows no signs of
no signs of leaks. leaks. Proceed to next
step.
NOT OK The Hydrax Oil Pressure

System shows signs of
leaks. Repair the system.
the problem. STOP.

• Turn the Mode Control Switch (MCS) to OFF/RESET
OK All connections and con
Electrical Connectors (page 4-3). Verify that the repair
abrasion or pinch points. ADDITIONAL Refer to inspecting
Step 3: Check The Hydrax Pressure Circuit

• Turn the Mode Control Switch (MCS) to the STOP OK The voltage is greater than 4
• Measure the voltage to the Hydrax Pressure Switch on
the engine harness connector pin-B. Refer to the
Electrical Schematic for exact connection point. VDC. Proceed to Step 5.

• Check the continuity between the Hydrax Pressure OK Continuity is present
Switch connector pin-A to -Battery ground. Refer to between the Hydrax
electrical schematic for exact measurement points. Pressure Switch connector
Continuity should be present between the Hydrax pin-A and -Battery ground.
Pressure Switch connector pin-A and -Battery ground. Proceed to Step 6.
NOT OK Continuity is NOT present
between the Hydrax Pressure
Switch connector pin-A and
-Battery ground. An open
condition exists between the
Hydrax Pressure Switch
connector pin-A and -Battery
ground. Repair as required.
STOP.

• Measure the DC voltage at the CMS terminal connection OK The voltage is greater than
in the ESS panel. 4.0 VDC. There is a problem
• Refer to the Electrical Schematic for exact connection in the wiring between the ESS
panel terminal strip and the
point.
Hydrax Pressure switch.
The voltage should be greater than 4.0 VDC.
problem. STOP.
NOT OK The voltage is less than 4.0
VDC- Refer to Battery
Voltage Low. STOP.
Step 6: Check Continuity At The Switch
• Check to see if continuity is present at the Hydrax OK Continuity is present
Pressure Switch Connector between pin-A and pin-C. between the Hydrax
Continuity should be present between the Hydrax Pressure Switch connector
pin-A and pin-C. Proceed to
Pressure Switch connector pin-A and pin-C.
next step.
between the Hydrax Pressure
Switch connector pin-A and
pin-C. Replace the Hydrax
Pressure Switch. Verify that
problem. STOP.
Step 7: Check To Ensure An Open Exists

• Check for continuity between pin-A and pin-13 at OK No continuity exist between
the Hydrax Pressure Switch Connector. pin-A and pin-13 at the
No continuity should exist between pin-A and pin-B at Hydrax Pressure Switch
Connector. The problem is
the HÿJrax Pressure Switch Connector.
not with the Hydrax Pressure
Switch. STOP.
NOT OK Continuity exist between
pin-A and pin-13 at the
Hydrax Pressure Switch
Connector. Replace the
Hydrax Pressure Switch.
STOP.

023-02
023-07
HYDRAX FUEL ACTUATOR
System Operation
This System Functional Test applies to engines with Figure 1: Hydrax Actuator Diagram
a Hydrax Actuator, if your system uses the
Heinzmann Actuator refer to Heinzmann Fuel Electronic Control Module
(ECM)
Actuator.
The ECM uses the Fuel Actuator to control the fuel flow
to the engine for speed governing. The purpose of the
Fuel Actuator is to maintain the desired engine rpm. The
Fuel Actuator is a hydraulically powered Actuator with an
electrically driven solenoid.
The ECM sends a position command signal to the
Hydrax driver module. The command signal is a pulse
width modulated (PWM) signal varying from 0 to 100
Driver Module
percent. The driver module converts the ECM position
command signal to a current signal. The current signal is
then sent to the Fuel Actuator solenoid to move the
Actuator shaft to the desired position. A separate position
feedback sensor monitors shaft rotation and sends a % Position Sensor
Hydrax Actuator
PWM signal to the driver module. The driver module

converts the PWM feedback signal to an analog voltage
signal and sends it to the ECM.
The position feedback voltage signal sent to the ECM is
proportional to the actual position of the Fuel Actuator
Valve. At the fully closed position the feedback voltage
should be less the 1.7± 0.1 VDC for proper Actuator Step 1. Shutdown is initiated (Fuel Actuator closed).
calibration. As a reference, at the fully opened position Step 2. Once the fuel pressure reaches 1.0 kPa (0.15
the feedback voltage will be greater than 5 VDC. psi) the Fuel Actuator is opened and calibrated. If at
anytime the fuel pressure exceeds 30.0 kPa (4.35 psi)
the calibration process is aborted and a 017-12 Gas
The installation setup procedure of the mechanical Shutoff Valve Failure diagnostic code is generated.
linkage requires that the Fuel Actuator position be slightly Step 3. The calibration values are recorded in
less than full open at the fully closed position of the fuel permanent memory and are used for diagnostic
control valve. This will insure that the fuel valve is fully purposes.
closed when engine shutdown is desired.
The DDT Service Tool and a 9U-7330 Fluke Multimeter
can be used for troubleshooting the Fuel Actuator
System.
The ECM calibrates the Fuel Actuator during normal
shutdowns. To initiate calibration, the engine speed
must be above 550 rpm before shutting the engine
down and no shutdown diagnostic codes present.
When the Actuator is calibrated, the minimum and
maximum feedback and commands allowed are
calculated. The calibration sequence is as follows.

Figure 2: Hydrax Actuator Schematic

Diagnostic Codes

023-02 Fuel Actuator Position Feedback Failed The ECM detects a problem Proceed with
(Not The diagnostic code will not clear with the with the Fuel Actuator Hydrax Fuel
Flashing) Display Select switch During calibration, the feedback. The code will Actuator.
voltage will not drop below 2 VDC with a 10 remain displayed until cleared
percent or less PWM command or... On engine by the Display Select Switch.
start up, if the Actuator failed the calibration the diagnostic may or may not
at the last shutdown or if the feedback does be cleared by toggling the
not change (Remains constant value) during the Display Select Switch
calibration procedure or .... At power up of ECM' depending on the conditions
if the actual reading is not within 0.5 VDC of the that initiated the diagnostic
lowest recorded reading, a change in the linkage code.
is detected. The diagnostic code will clear with
While the engine is running and the feedback

exceeds by 0.5 VDC the minimum and maximum
readings that were stored during calibration.
ÿ
Actuator linkage incorrectly adjusted
• A faulty Actuator or a Uncalibrated Actuator
• A blown power fuse, a short or open in the
feedback line or command line
• A faulty ECM
• SR2 Relay Failure
• Typically all three Actuators will fail at once
when this occurs.
• PLPSR Relay
• Actuator feedback position sensor out of
calibration.
• Incorrect Nitrogen change in the Hydrax
Accumulator (should be 100 psi)

23-07 Fuel Actuator Not Responding Properly The Fuel Actuator has failed to Proceed with
(Flashing) move when the request Hydrax Fuel
Feedback indicates the Actuator is fully open
command is received by the Actuator.
when the command is requesting the Actuator
to close or partially open and Feedback has ECM.
more than a 12.5% difference than the The ECM will shut down the
command position for more than 1.5 seconds engine by closing the
when the Actuator is calibrated independent Gas Shutoff Valve
Probable Causes for this Diagnostic Code (GSOV). The code will remain
• A blown power fuse displayed. The engine will be
• Mechanical Binding of Linkages prevented from restarting until
• Feedback Voltage Out of Range the code is cleared by toggling
• A faulty or Sticking Fuel Control Valve the Display Select Switch.
• A faulty Actuator A"RST REQD"diagnostic will
• A faulty ECM also be present on the ECM to
• An uncalibrated Actuator indicate the system must be
• SR2 Relay Failure reset before restarting.
when this occurs.
• PLPSR Relay the system.
NOTE: This code is disabled if
there is the following diagnostic
fault code present.
023-02 Fuel Actuator
Position Feedback Failed.
Functional Test

Step 1: Observe The Fuel Actuator Calibration Routine
OK The Actuator completed the
position. calibration cycle. Proceed to
• Turn the MCS to the STOP or AUTO next step.
position. Start the engine.
• Insure that engine load is minimized during the shutdown
sequence. Shut down the engine.
• Observe the shutdown sequence of the fuel Actuator. NOT OK The Actuator did not complete
The Actuator should fully closed, then fully open and the calibration cycle. Proceed
close again to complete the calibration cycle. to Step 3.
Note: The calibration will not be performed if there

are any fault codes on the ECM.

Step 2: Position Sensor Coupling, Fuel Relay Fuse And
Linkage Inspection
OK Proceed to Step 5.
I A WARNING
Linkages may be hot and may move unexpectedly. Use care
when handling the linkages to make adjustments. Heat from
the engine will transfer to the linkages. To avoid personal NOT OK
injury, use a cloth or gloves and keep hands away from pinch
Correct adverse linkage binding.
Replace the failed component and
points.
• Turn the Mode Control Switch (MCS) to the OFF/RESET position.
recalibrate the position feedback
signal if the position sensor
• Turn the MCS to the STOP position.
• Inspect the linkage for binding.
coupling is replaced. The fully
closed position sensor feedback
• Inspect the Fuel Actuator position feedback coupling and
voltage should be set to 1.7 ± 0.1
fuel relay fuse for failure,
NOTE: The fuel relay fuse is between terminal point 600 and
VDC. Verify that the repair corrects
terminal point 601 in the engine mounted junction box.
the problem. STOP.
The linkage should move freely and smoothly with only slight
resistance from the gas valve and Fuel Actuator. The fuel
actuator position feedback coupling should be properly
aligned and secured to the shafts at both ends and show no
signs of failure.
Step 3: Check The Hydrax System Pressures

• Restart the engine and operate at rated speed.
• Measure the Hydrax system pressure. OK The Hydrax System Pressure
is in range. Proceed to
The pressure should measure 1575 kPa (225 psi) at rated
next step.
speed.
NOT OK The Hydrax System Pressure is out

of range. Set the Hydrax pressure to
1575 kPa (225 psi) at rated engine
speed. Verify that the fix corrects
the problem by observing the
calibration routine during
shutdown. STOP.
Step 4: Measure The Accumulator Pressure
• Using the appropriate nitrogen bottle adapters and OK The Accumulator Pressure is in
gauges, measure the accumulator pressure. range. Proceed to next step.
The pressure should measure 700 kPa (100 psi).
NOT OK The Accumulator Pressure is out
of range. Set the accumulator
pressure to 700 kPa (100 psi).
Verify that the fix corrects the
problem by observing the
i shutdown. STOP.

Step 5: Check The ECM Position Feedback Siqnal
* If conditions permit, depress the Manual Prelube button on OK The fully closed voltage level
the ESS panel. If prelubing the engine is not acceptable, is between 1.7 ± 0.1 VDC.
then it is necessary to jumper power to the coil of SR2. Proceed to next step.
• The Actuator should be manually stroked during this step.
NO CHANGE Manual movement of the
Measure the analog position feedback signal to the ECM at
IN SIGNAL Actuator does not result in a
pin-24 of the J-3 connector (or terminal 244) to ground.
VOLTAGE corresponding change in the
analog feedback signal,
The fully closed voltage level should be 1.7 ± 0.1 VDC.
Proceed to Step 7.
For reference, the full open feedback voltage level will be
6.0 1.0 VDC. FEEDBACK Manual movement of the
SIGNAL OUT Actuator results in a change in
OF RANGE the analog feedback signal but
the voltage is out of range.
Properly set the analog
feedback signal at the fully
closed position to 1.7 VDC ±
0.1 VDC. Proceed to Step 15.
Step 6: Measure The ECM % PWM Command To The

Driver Module
• Turn the Mode Control Switch(MCS) to the OFF/RESET OK The measured %PWM duty
position. cycle is 1/2 the value shown
• Turn the MCS to the STOP position. on the DDT. Proceed to
• Remove the harness connector to the Fuel Actuator Step 8.
Driver Module in the engine mounted driver module box.
• If conditions permit, depress the Manual Prelube button on
the ESS panel. If prelubing the engine is not acceptable,
then it is necessary to jumper power to the coil of SR2.
• Measure the %PWM command signal to the driver
module at pin-F (terminal 6) in the driver module
NOT OK The measured %PWM duty
connector.
cycle is NOT 1/2 the value
• Using the DDT Service Tool scroll to the FUEL
shown on the DDT. Proceed
COMMAND screen(17).
to Step 9.
• Using the ALT1 and ALT2 keys, vary the command from
Oto 100.
• Refer to your electrical schematic for proper terminal
locations.
Refer to Using the DDT NEXG4511 Industrial Application
Functions Service Program Module for additional
information.
The measured %PWM duty cycle should be 1/2 the
value shown on the DDT.

Step 7: Verify Power To The Fuel Actuator Driver
Module
• Turn the Mode Control Switch (MCS) to the OFF/RESET OK The voltage is equal to system
position. battery voltage. Proceed to
• Turn the MCS to the STOP position. Step 10.
• If conditions permit, depress the Manual Prelube button on
ÿ
Measure the voltage to the Fuel Actuator Driver Module at NOT OK The voltage is NOT equal to
terminal location 1 inside the engine mounted driver system battery voltage.
module box. Proceed to Step 16.
locations.
The voltage 4iould be equal to system battery voltage.
Step 8: Measure Fuel Actuator Driver Signal

• Disconnect the Fuel Actuator harness connector from the OK The current flow to the fuel
Fuel Actuator. Actuator is 0-2 Amps. Replace
• Measure the current flow between pin-A and pin-B. the Fuel Actuator. Proceed to
• Using the DDT Service Tool scroll to the FUEL Step 15.
COMMAND screen (17).
• Using the ALT 1 and ALT2 keys, vary the command from 0
to 100.
NOT OK The current flow to the Fuel
Actuator is NOT 0-2 Amps.
Functions Service Program Module for additional
Proceed to Step 11.
information.
The current flow to the Fuel Actuator should be 0-2
Amps.

Step 9: ECM Command Wiring Inspection
• Inspect the wiring for continuity and shorts to ground OK Continuity is present between
between the driver module harness pin-F(terminal 6) and the driver module harness pin-F
the ECM J-2 connector pin-11. and the ECM J2 connector
Continuity should be present between the driver pin-11. Replace the ECM.
module harness pin-F and the ECM J-2 connector Verify that the repair corrects
pin-11. the problem by depressing the
Manual Prelube button on the
ESS panel if conditions permit
or it may be necessary to
jumper power to the coil of
SR2. The Actuator should be
manually stroked during this
step. Measure the analog
position feedback signal to the
ECM at pin-24 of the J-3
connector or terminal 244. The
fully closed voltage level should
be 1.7±0.1 VDC. For
reference, the full open
feedback voltage level wilt be
6,0 ±1.0 VDC. Proceed to
Step 15.

between the driver module
harness pin-F and the ECM J-2
connector pin-11. Locate and
repair the faulty connection
harness pin-F and the ECM J2
connector pin-11. Verify that the
repair corrects the problem by
depressing the Manual Prelube
button on the ESS panel if
conditions permit or it may be
necessary to jumper power to
the coil of SR2. The Actuator
should be manually stroked
during this step. Measure the
analog position feedback signal
to the ECM at pin-24 of the J-3
connector. The fully closed
voltage level should be 1.7 ±
0.1 VDC. For reference, the full
open feedback voltage level will
be 6.0 ±1.0 VDC. STOP.

Step 10: Check The Voltage To The Position Sensor
• Disconnect the position sensor from the engine harness. OK The voltage is approximately 24
• Measure the voltage between pin-A and pin-B of the engine VDC, Proceed to Step 12.
harness connector.
The voltage should be approximately 24 VDC.
NOT OK The voltage is NOT
Proceed to Step 13.
Step 11: Inspect The Driver Signal Wiring

• Remove the harness connectors at the Fuel Actuator and OK Continuity is present between
the driver module. pin-A, pin-B, pin-G, and pin-H and
• Check for continuity and shorts to ground between pin-A, pin-B, there are no shorts detected.
pin-G, and pin-H. Replace the driver module. Verify
Continuity should be present between pin-A, pin-B, pin-G, that the repair corrects the
and pin-H and no shorts should be detected. problem.
NOTE: Can swap with the Choke
as a check.
Proceed to Step 15.
between pin-A, pin-B, pin-G, and
pin-H and/or there are shorts
detected. Locate and repair the
faulty connection, Verify that the
repair corrects the problem.
STOP.

Step 12: Measure % PWM Output Of The Position
Sensor
• Reconnect the harness to the position sensor. OK The % PWM duty output should
• While manually stroking the Fuel Actuator, measure the range is between 3.5% and
PWM output signal of the position sensor at terminal point 96.5% at about a 2 VDC trigger
10 in the Hydrax driver module box. level. Replace the Fuel Actuator
The % PWM duty output should range between 3.5% Driver Module. Verify that the
and 96.5% at about a 2 VDC trigger level. repair corrects the problem by
button on the ESS panel if
conditions permit or it may be
necessary to jumper power to
connector(or term 244). The
be 1.7 ±0.1 VDC. For
feedback voltage level will be
6.0±1.0 VDC. Proceed to Step
15.
NOT OK The % PWM duty output range

is NOT between 3.5% and
96.5% at about a 2 VDC trigger
level. Proceed to Step 14.

Step 13: Wiring Inspection Between Position Sensor
And Driver Module oower suddIv
OK Continuity is present in both of
• Disconnect the harness from the driver module and check these wires with no shorts to
the continuity between pin-A(terminal 8) of the driver ground. Replace the Fuel
module and pin-A of the position sensor harness connector. Actuator Driver Module. Verify
• Check continuity between pin-B (terminal 9) of the driver that the repair corrects the
module and Pin-B of the position sensor harness problem by depressing the
connector Manual Preiube button on the
ESS panel if conditions permit
• Check for shorts to ground. or it may be necessary to
jumper power to the coil of
Continuity should be present between in both of these SR2. The Actuator should be
wires with no shorts to ground. manually stroked during this
be 1.7 ±0.1 VDC. For
feedback voltage level will be
6.0 ± 1.0 VDC. Proceed to
Step 15.
NOT OK Continuity is NOT present in

both of these wires or there is
a short to ground. Locate and
repair the faulty connection or
wire. Verify the repair fixes the
problem. STOP.

Step 14: Position Sensor PWM Signal Wiring
Inspection
• Inspect the wiring between pin-C of the position sensor OK Continuity is present between
harness and pin-l (terminal 10) of the driver module pin-C of the position sensor
connector for continuity and shorts to ground. harness and pin-l of the driver
Continuity should be present between pin-C of the module connector. Replace the
position sensor harness and pin-l of the driver module position sensor. Verify that the
connector. repair eliminates the problem.
Check continuity through full
range of travel. If conditions
are not resolved, proceed to
NOT OK next step.
Continuity is not present
between pin-C of the position
sensor harness and pin-l of the
driver module connector.
Locate and repair the faulty
connection. Locate and repair
the faulty connection. Verify that
the repair corrects the problem
by manually stroking the Fuel
Actuator, measure the PWM
output signal of the position
sensor at terminal point 10 in
the Hydrax driver module box.
The % PWM duty output should
range between 3.5% and 96.5%
at about a 2 VDC trigger level. If
conditions are not resolved,

Step 15: Fuel Actuator Calibration
Turn the Mode Control Switch(MCS) to the OFF/RESET OK Actuator properly calibrated.
position and open the fuse breaker in the ESS panel. Install STOP.
and jumper from the ECM position feedback signal terminal
244 to - Battery ground. Turn the MCS to the STOP
position. Start the engine by turning the MCS to the START
position. The 023-02 diagnostic code should appear on the
ECM display. Allow the engine to stabilize at idle rpm or NOT OK Actuator did not calibrate. Try
rated rpm with load. Remove the jumper from the ECM to Calibrate the Actuator
position feedback signal to - Battery ground. The 023-02 again, if the Actuator will not
Fuel Actuator Position Feedback diagnostic fault should calibrate, reset the system,
continue to appear on the ECM display. Turn the MCS to note any Active Diagnostic
the STOP position. Codes and troubleshoot the
• Refer to the Electrical Schematic for the terminations Diagnostic Codes. STOP.
and wire colors.
The fuel actuator should calibrate during shutdown
The fuel Actuator diagnostic fault code
should not reappear.
Step 16: Inspect For Proper System Battery Voltage

Measure system voltage at terminal point 600 in the engine The voltage is equal to system
OK battery voltage (approximately
mounted junction box. The voltage should be equal to
system battery voltage (approximately 24 VDC). 24 VDC). The problem is the
wiring between terminal point
600 in the engine mounted
junction box and terminal point
1 in the Hydrax driver module
box, or SR2 is not functioning
properly. Inspect the wiring and
SR2 and make the necessary
repairs. Verify that the repair
.
fixes the problem STOP.
The voltage is NOT equal to

NOT OK
system battery voltage
(approximately 24 VDC).
Determine and correct the
cause for loss in battery
voltage. Verify that the repair
corrects the problem. STOP.

525-02
525-07
HYDRAX CHOKE ACTUATOR
System Operation
This System Functional Test applies to engines with a Figure 1: Hydrax Actuator Diagram
Hydrax Actuator. If your system uses the (ECM)
Heinzmann Actuator refer to Heinzmann Choke
Actuator.
The ECM uses the Choke Actuator to control the inlet
air pressure to the engine for air-to-fuel ratio control.
The purpose of the Choke Actuator is to maintain the
desired air-to-fuel ratio to the engine during low load
conditions. The Choke Actuator is a hydraulically
powered Actuator with an electrically driven solenoid.
The ECM sends a position command signal to the Hydrax
driver module. The command signal is a pulse width
modulated (PWM) signal varying from 0 to 100 percent. Driver Module
When the load on the engine is above approximately
50% during normal engine operation, the Choke Actuator
will be fully open a 0% PWM position command signal.
The driver module converts the ECM position command Hydrax Actuator
signal to a current signal. The current signal is then sent Position Sensor L
to the Choke Actuator solenoid to move the Actuator

shaft to the desired position. A separate position
feedback sensor monitors shaft rotation and sends a
%PWM signal to the driver module. The driver module
converts the PWM feedback signal to an analog voltage Actuator Calibration
signal and sends it to the ECM. The ECM calibrates the Choke Actuator during the
normal start sequence of the engine. The engine speed
must be greater than 50 rpm. When the Actuator is
The position feedback voltage signal sent to the ECM is calibrated, the minimum and maximum feedback and
proportional to the actual position of the Choke Actuator. commands allowed are calculated. The ECM sends a
At the fully open position the feedback voltage should be signal to move the Actuator from the closed to the open
1.7±0.1 VDC. At the fully closed position the feedback position. The calibration values are recorded by the ECM
voltage should be greater than 8 VDC for proper Actuator and used for diagnostic purposes.
calibration.
The installation setup procedure of the mechanical NOTE: See schematic on page 4-285.
linkage requires that the Choke Actuator position be fully
closed slightly less than the fully closed position of the
choke butterfly valve. This will insure that the choke valve
does not stick in the air intake duct during hard
shutdowns. There is also an adjustable stop screw on
the butterfly shaft/air intake housing.
can be used for troubleshooting the Choke Actuator
System.

Diagnostic Codes
525-02 Choke Actuator Position Feedback Failed This Diagnostic Code indicates Proceed with
(Not The Diagnostic Code will not clear with the that the ECM detects a Hydrax Choke
Flashing) Display Select Switch... during calibration, the problem with the Choke Actuator.
feedback will not drop below 2 VDC with a 10 Actuator feedback. The code
percent or less PWM command or... During will remain displayed until
calibration, the feedback did not rise above 8 cleared by the Display Select
VDC with a 90 percent or greater PWM Switch. The engine will remain
command or... The feedback does not change running.
(remains constant value) during the calibration The diagnostic may or may not
sequence. The Diagnostic Code will clear with be cleared by toggling the
Display Select Switch... While the engine is Display Select Switch
running and feedback exceeds the minimum or depending on the conditions
maximum feedback calibration points by 0.5 that initiated the Diagnostic
VDC. Code.
• Linkage adjustment not in specifications,
• A short or open in the feedback or command
circuit
• A Blown power fuse
• A faulty Actuator, or
• A faulty ECM
• PLPSR Relay failure
• SR2 Relay Failure
when this occurs.

525-07 Choke Actuator Not Responding Properly This Diagnostic Code Proceed with
(Flashing) There are no other CID=525 Diagnostic Codes indicates that the Choke Hydrax Choke
present, and... Actuator has failed in a Actuator.
The command is not at the maximum and... potential engine damaging
position.
The feedback is not at the maximum. The diagnostic code will
Probable Causes for this Diagnostic Code remain displayed and the
• A blown power fuse engine will be prevented from
• Mechanical binding of linkages restarting until it is cleared by
• Feedback voltage out of specification toggling the Display Select
• A new Actuator (not calibrated)
Switch.
• A faulty Actuator A "RST REQD" diagnostic will
• A failed ECM also be present on the ECM to
• PLPSR Relay failure indicate the system must be
• SR2 Relay Failure reset before restarting.
• Typically all three Actuators will fail at once Momentarily turning the Mode
when this occurs.
the system.
525-07 Choke Actuator Not Responding Properly This Diagnostic Code indicates Proceed with
(Not There are no other CID=525 Diagnostic Codes that the Choke Actuator has Hydrax Choke
Flashing) Present The command is not at the minimum failed to move when the Actuator.
and... The feedback is at the minimum or... The request command is received
feedback is not at the minimum, and... The by the ECM.
feedback is more than 12.5 percent difference On systems equipped with the
than the command position for 5 seconds. standard warning horn function,
Probable Causes for this Diagnostic Code the alarm output will be
• A blown power fuse energized until the diagnostic
• Mechanical binding of linkages code is cleared by toggling the
• Feedback voltage out of specification Display Select Switch.
• A new Actuator (not calibrated) NOTE: This code is disabled if
• A faulty Actuator the following diagnostic code is
• A failed ECM present.
• PLPSR Relay failure 525-02 Choke Actuator
• SR2 Relay Failure Position Feedback Failed
when this occurs.

Functional Test

Step 1: Observe The Choke Actuator Calibration
Routine
• During engine startup, observe the travel sequence of the Choke OK The Actuator fully closes the
Actuator. Choke Plate, then fully opens the
The actuator should fully close the Choke Plate, then fully Choke Plate. Proceed to next
open the Choke Plate to complete the calibration cycle. step.
NOT OK The Actuator did not complete the

calibration cycle. Proceed to Step
3.
Step 2: Position Sensor Coupling, Choke Relay Fuse And OK The linkage moves freely and
Linkage Inspection smoothly with only slight
resistance from the Choke
Actuator. The coupling is properly
A WARNING aligned and secured to the shafts
at both ends and show no signs of
failure. Proceed to Step 5.
the engine will transfer to the linkages. To avoid personal NOT OK The linkage does NOT move freely
injury, use a cloth or gloves and keep hands away from pinch and smoothly with only slight
points. resistance from the Choke
• Turn the Mode Control Switch (MCS)to the OFF/RESET position. Actuator. The coupling is NOT
• Turn the MCS to the STOP position. properly aligned and secured to the
* Inspect the linkage for binding. shafts at both ends and shows
• Inspect the choke actuator position feedback coupling signs of failure. Correct adverse
and choke relay fuse for failure. linkage binding. Replace the failed
NOTE: The choke relay fuse is between terminal point 602 and component and recalibrate the
terminal point 603 in the engine mounted junction box. position feedback signal if the
The linkage should move freely and smoothly with only slight position sensor coupling is
resistance fromthe Choke Actuator. The coupling should be replaced. The fully closed position
properly aligned and secured to the shafts at both ends and sensor feedback voltage should be
show no signs of failure. set to 1.7 ± 0.1 VDC, and the fully
opened position sensor feedback
voltage should be greater then 8
VDC. Verify that the repair corrects
the problem. STOP.

• Restart the engine and operate at rated speed. OK The pressure measures 1550 kPa
• Measure the Hydrax system pressure . (225 psi). Proceed to next step.
The pressure should be 1550 kPa (225 psi).
NOT OK The pressure does NOT measure
1550 kPa (225 psi). Set the
Hydrax pressure to 1550 kPa
(225 psi) at rated engine speed.
shutdown. STOP.

• U sing the appropriate nitrogen bottle adapters and OK The Accumulator Pressure is in
shutdown. Verify that the repair
Step 5: Check The ECM Position Feedback Signal

• If conditions permit, depress the Manual Prelube button on the OK The fully open voltage level is 1.7 ±
ESS panel. If prelubing the engine Is not acceptable, then it is 0.1 VDC. The full closed feedback
necessary to jumper power to the coil of the SR2. voltage level is greater than 8
• The Actuator should be manually stroked during this step. VDC. Proceed to next step.
pin-14 of the J-3 connector or terminal 247.
• Refer to your electrical schematic for proper terminal NO CHANGE Manual movement of the
locations. IN SIGNAL Actuator does not result in a
The fully open voltage level should be 1.7 ± 0.1 VDC. The full VOLTAGE corresponding change in the
closed feedback voltage level must be greater than 8 VDC. analog feedback signal,
Proceed to Step 7.
FEEDBACK Manual movement of the Actuator

SIGNAL OUT results in a change in the analog
OF RANGE feedback signal but the voltage is
out of range. Properly set the
analog feedback signal at the fully
open position to 1.7 VDC ±0.1
VDC. STOP.

I

Step 6: Measure The ECWI %PWM Command To The
Driver ModuJe
• Turn the Mode Control Switch(MCS) to the OFF/RESET OK The measured %PWM duty
position.
cycle matches closely to the
* Turn the MCS to the STOP position.
• Remove the harness connector to the Choke Actuator
Proceed to Step 8.
Driver Module in the engine mounted driver module box.
If conditions permit, depress the Manual Prelube button NOT OK The measured %PWM duty
on the ESS panel. If prelubing the engine is not cycle does NOT matches
acceptable, then it is necessary to jumper power to the closely to the value shown on
coil of SR2. the DDT. Proceed to Step 9.
• Measure the %PWM command signal to the driver
module at pin-F (terminal14)in the driver module
connector.
- Using the DDT Service Tool scroll to the CHOKE
COMMAND screen (24).
Refer to the DDT manual for additional information.
• Using the ALT1 and ALT2 keys, vary the command from 0
to 100.
locations.
The measured %PWM dutycycle should match closely the
Step 7: Verify Power To The Choke Actuator Driver

Module
• Turn the Mode Control Switch (MCS) to the OFF/RESET OK The voltage is equal to system
position. battery voltage. Proceed to
• Turn the MCS to the STOP position. Step 10.
If conditions permit, depress the Manual Prelube button NOT OK The voltage is NOT equal to
on the ESS panel. If prelubing the engine is not system battery voltage.
acceptable, then it is necessary to jumper power to the Proceed to Step 11.
coil of SR2.
I
• Measure the voltage to the Choke Actuator driver module at
terminal location 2 inside the engine mounted driver
module box.
locations.
The voltage should be equal to system battery voltage.

Step 8: Measure Choke Actuator Driver Signal
• Disconnect the choke actuator harness connector from OK The current flow to the Choke
the Choke Actuator.
Actuator is 0-2 Amps. Replace
ÿ
Measure the current flow between pin-A and pin-B.
the Choke Actuator. Verify that
• Using the DDT Service Tool scroll to the CHOKE
COMMAND screen(24).
problem. STOP.
0 to 100.
• (refer to the DDT manual for additional information).
Refer to Using the DDT NEXG4511 Industrial Application NOT OK The current flow to the Choke
Functions Service Program Module for additional Actuator is NOT 0-2 Amps.
information. Proceed to Step 12.
The current flow to the Choke Actuator should be 0-2
Amps.

• TEST STEP

• Inspect the wiring for continuity and shorts to ground
between the driver module harness pin-F (Terminal13)
and the ECM J-2 connector pin-8. (terminal 246)
Continuity should be present between the driver module
harness pin- F and the ECM J-2 connector pin-8.
RESULT
OK
DIAGNOSIS/ACTION
Continuity is present between

the driver module harness pin-F
and the ECM J-2 connector
pin-8. Replace the ECM. Verify
that the repair corrects the
problem by depressing the
ESS panel. If the prelubing the
engine is not acceptable, then it
is necessary to jumper power to
fully open voltage level should
be 1.7±0.1 VDC. The full
closed feedback voltage level
must be greater than 8 VDC.
STOP.
• NOT OK Continuity is NOT present

harness pin-F and the ECM J-2
button on the ESS panel. If the
prelubing the engine is not
acceptable, then it is necessary
to jumper power to the coil of
be 1.7±0.1 VDC. The full
STOP.

• Disconnect the position sensor from the engine harness. OK The voltage is approximately
ÿ
Measure the voltage at the pin-A and pin-B of the engine 24 VDC. Proceed to Step 13.
harness connector.
The voltage should be approximately 24 VDC.
Proceed to Step 14.
Step 11: Inspect For Proper System Battery Voltage

• Measure system voltage at terminal point 602 in the OK The voltage is equal to system
engine mounted junction box. Check fuse at 602. battery voltage (approximately
The voltage should be equal to system battery voltage
24 VDC). The problem is the
(approximately 24 VDC). wiring between terminal point
602 in the engine mounted
fixes the problem. STOP.
NOT OK The voltage is NOT equal to


• Remove the harness connectors at the Choke Actuator OK Continuity is present between
and the driver module. pin-A, pin-B, pin-G, and pin-H
• Check for continuity and shorts to ground between pin-A, and no shorts are detected.
pin-B, pin-G, and pin-H. Replace the driver module.
Continuityshould be present between pin-A, pin-B, pin-G, Verify that the repair corrects
and pin-H and no shorts should be detected. the problem. STOP.

between pin-A, pin-B, pin-G,
and pin-H and/or shorts are
detected. Locate and repair
the faulty connection. Verify
problem. STOP.

• TEST STEP
Step 13: Measure %PWM Output Of The Position
Sensor
• Reconnect the harness to the position sensor.
• While manually stroking the Choke Actuator, measure the
PWM output signal of the position sensor at terminal point
RESULT
OK
DIAGNOSIS/ACTION
The % PWM duty output range

is between 3.5% and 96.5% at
about a 2 VDC trigger level.
Replace the Choke Actuator
17 in the Hydrax driver module box.
The % PWM duty output shoufd range between 3.5% Driver Module. Verify that the
and 96.5% at about a 2 VDC trigger level. repair corrects the problem by
button on the ESS panel. If the
connector. The fully open
voltage level should be 1.7 ±
0.1 VDC. The full closed
feedback voltage level must be
greater than 8 VDC. STOP.
• NOT OK The % PWM duty output range


And Driver Module power supply
• Disconnect the harness from the driver module. OK Continuity is present in both of
• Check the continuity between pin-A (terminal 15) of the these wires with no shorts to
driver module and pin-A of the position sensor harness ground. Replace the Choke
connector. Actuator Driver Module. Verify
Check continuity between pin-B (terminal16) of the driver that the repair corrects the
module and pin-B of the position sensor harness. problem by depressing the
• Check for shorts to ground. Manual Prelube button on the
Continuity should be present in both of these wires with ESS panel. If preluding the
no shorts to ground. engine is not acceptable, then it
be 1.7± 0.1 VDC. The full
STOP.

between pin-C of the driver
module and pin- A of the
position sensor harness
connector. Locate and repair
the faulty connection between
pin- C of the driver module
connector and pin- A of the
position sensor connector.
Verify the repair fixes the
problem. STOP.

0 TEST STEP
RESULT DIAGNOSIS/ACTION
Inspection
harness and pin-l (terminal 17) of the driver module pin-C of the position sensor
connector for continuity and shorts to ground, harness and pin-l of the driver
STOP.
NOT OK Continuity is present between

pin-C of the position sensor
harness and pin-l of the driver
module connector. Locate and
repair the faulty connection.
Verify that the repair corrects
the problem by manually
stroking the Choke Actuator,
measure the PWM output
signal of the position sensor at
terminal point 10 in the Hydrax
•
driver module box. The %
PWM duty output should range
between 3.5% and 96.5% at
about a 2 VDC trigger level.
STOP.

526-02
526-07
HYDRAX WASTEGATE ACTUATOR
System Operation
This System Functional Test applies to engines with a Figure 1: Hydrax Actuator Diagram
Hydrax Actuator. If your system uses the Heinzmann Electronic Control Module
(ECM)
Actuator refer to Heinzmann Wastegate Actuator.
The ECM uses the Wastegate Actuator to control the

inlet air pressure to the engine for air-to-fuel ratio
control. The purpose of the Wastegate Actuator is to
maintain the desired air-to-fuel ratio to the engine at
load conditions above 50%. The Wastegate Actuator is
a hydraulicaJJy powered Actuator with an electrically
driven solenoid.
The ECM sends a position command signal to the Hydrax
driver module. The command signal is a pulse width Driver Module
modulated (PWM) signal varying from 0 to 100 percent.
The driver module converts the ECM position command

signal to a current signal. The current signal is then sent
to the Wastegate Actuator solenoid to move the Actuator Position Sensor
Hydrax Actuator
L
shaft to the desired position. A separate position
feedback sensor monitors shaft rotation and sends a
%PWM signal to the driver module. The driver module
converts the PWM feedback signal to an analog voltage
Actuator Calibration
signal and sends it to the ECM.
The ECM calibrates the Wastegate Actuator during the
The position feedback voltage signal sent to the ECM is
normal start sequence of the engine. The engine speed
proportional to the actual position of the Wastegate
must be greater than 50 rpm. When the Actuator is
Actuator. At the fully closed position the feedback voltage
calibrated, the minimum and maximum feedback and
should be 1.7±0. 1 VDC. At the fully open position the
commands allowed are calculated. The ECM sends a
feedback voltage should be greater than 8 VDC for
signal to move the Actuator from the closed to the open
proper Actuator calibration.
position. The calibration values are recorded by the ECM
The installation setup procedure of the mechanical
and used for diagnostic purposes.
linkage requires that the Wastegate Actuator position be
fully extended at slightly less than the full closed position NOTE: See schematic on page 4-285.
of the Wastegate butterfly valve. This will insure that the
butterfly valve does not stick in the housing in the closed
position.
can be used for troubleshooting the Wastegate Actuator
System.

Diagnostic Codes

526-02 Wastegate Actuator Position Feedback This Diagnostic Code indicates Proceed with
(Not Failed The Diagnostic Code will not clear with that the ECM detects a problem Hydrax
Flashing) the Display Select Switch... during calibration, with the Wastegate Actuator Wastegate
the feedback will not drop below 2 VDC with a feedback. The code will remain Actuator.
10 percent or less PWM command or... During displayed until cleared by the
calibration, the feedback did not rise above 8 Display Select Switch. The
VDC with a 90 percent or greater PWM engine will continue to run.
command or... The feedback does not change The diagnostic may or may not
(remains constant value) during the calibration be cleared by toggling the
sequence. The Diagnostic Code will clear with Display Select Switch
Display Select Switch... While the engine is depending on the conditions
running and feedback exceeds the minimum or that initiated the Diagnostic
maximum feedback calibration points by 0.5 Code.
VDC.
• Feedback voltage out of calibration

circuit
• A faulty ECM
• SR2 Relay
• PLPSR Relay

526-07 Wastegate Actuator Not Responding This Diagnostic Code indicates Proceed with
(Not Properly that the Wastegate Actuator Hydrax
Flashing) There are no other CID=526 Diagnostic Codes has failed to move when the Wastegate
Present request command is received Actuator.
The command is not at the minimum and... by the ECM.
The feedback is at the minimum On systems equipped with the
Probable Causes for this Diagnostic Code standard warning horn function,
• A blown power fuse the alarm output will be
• Mechanical binding of linkages energized until the diagnostic
• Feedback voltage out of specification code is cleared by toggling the
• A new Actuator (not calibrated) Display Select Switch.
• A faulty Actuator NOTE: This code is disabled if
• A failed ECM the following diagnostic code is
present.
526-02 Wastegate Actuator
Position Feedback Failed
(Flashing) Properly There are no other CID=526 that the Wastegate Actuator Hydrax
Diagnostic Codes Present The command is not has failed to move when the Wastegate
at the minimum and... The feedback is at the request command is received Actuator.
minimum or... The feedback is not at the by the ECM. The engine will be
minimum, and... The feedback is more than 12.5 Shutdown and a "RST REQD"
percent difference than the command position code will be displayed on the
for 5 seconds. ECM. On systems equipped
Probable Causes for this Diagnostic Code with the standard warning horn
• A blown power fuse function, the alarm output will
• Mechanical binding of linkages be energized until the
• Feedback voltage out of specification diagnostic code is cleared by
• A new Actuator (not calibrated) toggling the Display Select
• A faulty Actuator Switch and the engine will be
prevented from starting until the
Mode Controls Switch (MCS) is
place in the OFF/RESET
position.
the following diagnostic code is
present.
526-02 Wastegate Actuator
Position Feedback Failed

Functional Test

Step 1: Observe The Wastegate Actuator Calibration
Routine The Actuator fully opens the
OK Wastegate Plate,then fully
• During engine startup, observethe travel sequence of the
closes the Wastegate Plate.
Wastegate Actuator.
The Actuator should fully open the Wastegate Plate, then
fully close the Wastegate Plate to complete the calibration
cycle.
NOT OK The Actuator did not complete the
calibration cycle. Proceed toStep
3.
Step 2: Position Sensor Coupling, Wastegate Relay Fuse OK The linkage moves freely and
And Linkage Inspection smoothly with only slight
resistance from the Wastegate
Actuator. The coupling is properly
| A WARNING aligned and secured to the shafts

at both ends and show no signs of
failure. Proceed to Step 5
the engine will transferto the linkages. To avoid personal
injury, use a cloth or gloves and keep hands away from pinch NOT OK The linkage does NOT move freely
points. and smoothly with only slight
resistance from the Wastegate
• Turn the Mode Control Switch (MCS) to the OFF/RESET Actuator. The coupling is NOT
position. properly aligned and secured to
the shafts at both ends and shows
Inspect the linkage for binding.
signs of failure. Correct adverse
• Inspect the Wastegate Actuator position feedback
linkage binding. Replace the failed
coupling and Wastegate relay fuse for failure.
component and recalibrate the
position feedback signal if the
position sensor coupling is
NOTE: The Wastegate relay fuse is between terminal point 604 and replaced. The fully closed position
terminal point 605 in the engine mounted junction box. sensor feedback voltage should be
The linkage should move freely and smoothly with only slight set to 11 ± 0.1 VDC, and the fully
resistance from the Wastegate Actuator.The coupling should opened position sensor feedback
be properly aligned andsecured to the shafts at both ends and voltage should be greater then 8
show no signs of failure. VDC. Verify that the repair corrects
the problem. STOP.

• Restart the engine and operate at rated speed. OK The pressure measures 1575
• Measure the Hydrax system pressure. kPa (225 psi). Proceed to next
The pressure should be 1575 kPa (225 psi). step.
NOT OK The pressure does NOT

measure 1575 kPa (225 psi).
Set the Hydrax pressure to 1575
kPa (225 psi) at rated engine
speed. Verify that the fix
corrects the problem by
observing the calibration routine
during shutdown. STOP.

• Using the appropriate nitrogen bottle adapters and OK The Accumulator Pressure is in

shutdown. Verify that the repair
Step 5: Check The ECM Position Feedback Signal

OK The fully closed voltage level is
• If conditions permit, depress the Manual Prelube button on the
1.7 ±0.1 VDC. The full open
ESS panel. If prelubing the engine is not acceptable, then it is
necessary to jumper power to the coil of SR2. feedback voltage level is greater
than 8 VDC. Proceed to next
• The Actuator should be manually stroked during this step.
step.
pin-12 of the J-3 connector or terminal 250. NO CHANGE Manual movement of the
• Refer to your electrical schematic for proper terminal IN SIGNAL Actuator does not result in a
locations. VOLTAGE corresponding change in the
• Check voltage through full travel analog feedback signal,
The fully closed voltage level should be 1.7 ±0.1 VDC. The Proceed to Step 7.
full open feedback voltage level must be greater than 8
VDC. FEEDBACK Manual movement of the
SIGNAL OUT Actuator results in a change in
OF RANGE the analog feedback signal but
the voltage is out of range.
Properly set the analog feedback
signal at the fully closed position
to 1.7 VDC ±0.1 VDC. STOP.

Step 6: Measure The ECM %PWM Command To The
Driver Module
• Turn the Mode Control Switch (MCS) to the OFF/RESET OK The measured %PWM duty
position. cycle matches closely to the
• Turn the MCS to the STOP position. value shown on the DDT.
• Remove the harness connector to the Wastegate Proceed to Step 8.
Actuator Driver Module in the engine mounted driver
module box.
• If conditions permit, depress the Manuai Prelube button on
the ESS panel. If prelubing the engine is not acceptable, NOT OK The measured %PWM duty
then it is necessary to jumper power to the coil of SR2. cycle does NOT matches
• Measure the %PWM command signal to the driver closely to the value shown on
module at pin-F in the driver module connector. the DDT. Proceed to Step 9.
• Using the DDT Service Tool scroll to the Wastegate
COMMAND screen (refer to the DDT manual for
additional information).
Oto 100.
locations.
The measured %PWM duty cycle should match closely to
the value shown on the DDT.
Step 7: Verify Power To The Wastegate Actuator Driver

Module
OK The voltage is equal to system
position.
battery voltage. Proceed to
- If conditions permit, depress the Manual Prelube button on
Step 10.

* Measure the voltage to the Wastegate Actuator driver NOT OK The voltage is NOT equal to
module at terminal location 3 inside the engine mounted system battery voltage.
driver module box. Proceed to Step 11.
locations.

Step 8: Measure Wastegate Actuator Driver Signal
• Disconnect the Wastegate Actuator harness connector
OK The current flow to the
from the Wastegate Actuator.
Wastegate Actuator is 0-2
• Measure the current flow between pin-A and pin-B.
Amps. Replace the
• Using the DDT Service Tool scroll to the WASTEGATE
Wastegate Actuator. Verify
COMMAND screen(25).
problem. STOP.
Oto 100.
• Refer to the DDT manual for additional information.
Functions Service Program Module for additional NOT OK The current flow to the
information. Wastegate Actuator is NOT
The current flow to the Wastegate Actuator should be 0-2 Amps. Proceed to Step
0-2 Amps. 12.

9 TEST STEP

RESULT DIAGNOSIS/ACTION
• Inspect the wiring for continuity and shorts to ground OK Continuity is present between
between the driver module harness pin-F and the ECM J- the driver module harness pin-F
2 connector pin-7. and the ECM J-2 connector
Continuity should be present between the driver module pin-7. Replace the ECM. Verify
harness pin-F and the ECM J-2 connector pin-7. that the repair corrects the
ESS panel. If prelubing the
be 1.7+0.1 VDC. The full open
• NOT OK Continuity is NOT present

button on the ESS panel. If
be 1.7 + 0.1 VDC. The full open

• Disconnect the position sensor from the engine harness. OK The voltage is approximately
ÿ
Measure the voltage at the pin-A to pin-B of the engine 24 VDC. Proceed to Step 13.
harness connector.
The voltage should be approximately24 VDC.
Proceed to Step 14.
Step 11: Inspect For Proper System Battery Voltage OK The voltage is equal to system
• Measure system voltage at terminal point 605 in the battery voltage (approximately
engine mounted junction box. 24 VDC). The problem is the
The voltage should be equal to system battery voltage wiring between terminal point
(approximately 24 VDC). 605 in the engine mounted
fixes the problem. STOP.


• Remove the harness connectors at the Wastegate OK Continuity is present between
Actuator and the driver module. pin-A, pin-B, pin-G, and pin-H
• Check for continuity and shorts to ground between pin-A, and no shorts are detected.
pin-B, pin-G, and pin-H. Replace the driver module.
Continuity should be present between pin-A, pin-B, pin-G, Verify that the repair corrects
and pin-H and no shorts should be detected. the problem. STOP.

between pin-A, pin-B, pin-G,
and pin-H and/or shorts are
detected. Locate and repair
the faulty connection. Verify
problem. STOP.

Step 13: Measure % PWM Output Of The Position
Sensor
• Reconnect the harness to the position sensor. OK The % PWM duty output range
• While manually stroking the Wastegate Actuator, measure is between 3.5% and 96.5% at
the PWM output signal of the position sensor at terminal about a 2 VDC trigger level.
point 24 in the Hydrax driver module box. Replace the Wastegate
The % PWM duty output should range between 3.5% Actuator Driver Module. Verify
and 96.5% at about a 2 VDC trigger level. that the repair corrects the
ESS panel. If t prelubing the
be 1.7±0.1 VDC. The full open
NOT OK The % PWM duty output range


And Driver Module Power Supply
• Disconnect the harness from the driver module. OK Continuity is present in both of
• Check the continuity between terminal 22 of the driver these wires. Replace the
module and pin-A of the position sensor harness connector. Wastegate Actuator Driver
Check the continuity between terminal 23 in the driver Module. Verify that the repair
module and pin-B of the position sensor harness. corrects the problem by
• Check for shorts to ground. depressing the Manual Prelube
Continuity should be present between in both of these button on the ESS panel. If
wires. prelubing the engine is not
be 1.7 ±0.1 VDC. Thetfll open
NOT OK Continuity is NOT present in

these wires. Locate and repair
the faulty connection between
the driver module the position
sensor connector. Verify the
repair fixes the problem. STOP.

Inspection
harness and pin-l of the driver module connector for pin-C of the position sensor
continuity and shorts to ground. harness and pin-l of the driver
STOP.
NOT OK Continuity is not present

between pin-C of the position
sensor harness and pin-l of the
driver module connector.
Locate and repair the faulty
connection. Verify that the
manually stroking the
Wastegate Actuator, measure
the PWM output signal of the
position sensor at terminal point
•
box. The % PWM duty output
should range between 3.5%
and 96.5% at about a 2 VDC
trigger level. STOP.

023-02
023-07
HEINZMANN FUEL ACTUATOR

System Operation
This System Functional Test applies to engines with a Figure 1: Fuel Actuator Diagram
Heinzmann Actuator. If your system uses the Hydrax
Actuator refer to Hydrax Fuel Actuator. Electronic Control Module
The ECM uses the Fuel Actuator to control the fuel flow to (ECM)
the engine for governing. The purpose of the Fuel
Actuator is to maintain the desired engine rpm. The Fuel
Actuator receives a command signal (% PWM) from the
ECM based on the difference in the actual engine rpm
and the desired engine rpm.
The Fuel Actuator is an electric Actuator powered from
the battery system through a relay (SR2) and a fuse in the
engine junction box.
The ECM sends a desired (command) position signal to
the Fuel Actuator. The signal is a pulse width modulated
(PWM) signal varying from 0 to 100 percent. At
approximately 10 percent signal, the Actuator begins to
move from the fully closed position (0%).
NOTE: Under normal engine operation, travel is limited to
50 percent where the Actuator reaches the fully open
position (maximum fuel delivery is at 50 percent).
The Actuator provides position feedback to the EM The
feedback signal is an analog voltage proportional to the
actual position of the Fuel Actuator. One VDC
corresponds to fully closed position and 9 VDC
corresponds to the fully open position with 5 VDC being
the mid position.
The installation procedure requires the Actuator to be
partially open (2%) when the fuel valve is fully closed. Under Fuel Actuator
conditions where the Actuator is fully closed the expected
feedback voltage form the Actuator should be less than 2
Step 1. Shutdown is initiated (Fuel Actuator closed)
VDC.
Step 2. Once the fuel pressure reaches 1.0 kPa (0.15
psi) the Fuel Actuator is opened and calibrated. If at
can be used for troubleshooting the Fuel Actuator
anytime the fuel pressure exceeds 30.0 kPa (4.35 psi)
System.
the calibration process is aborted and a 017-12 Gas
The ECM calibrates the Fuel Actuator during normal
Shutoff Valve Failure diagnostic code is generated.
shutdowns. To initiate calibration, the engine speed
Step 3. The calibration values are recorded in
must be above 550 rpm before shutting the engine permanent memory and are used for diagnostic
down and no shutdown diagnostic codes present.
purposes.
When the Actuator is calibrated, the minimum and
maximum feedback and commands allowed are
calculated. The calibration sequence is as follows.

Figure 2: Fuel Actuator Schematic
ESS PANEL
r— --
--- ,r
JUNCTION BOX
_
Tift B
-ai—a- «-E-
FU&ACTUATOG
4MV0C
-MVK
_
PWMM2
jmi Ai2i»
|_J_ f\ »iam>
(g,***
j _|_
JM« A1U/WH AlttAMH
«-*-
---
--
rri+r 13 ahwsh
I I
1- — i I
I
Refer to Electrical Schematic for the terminations and wire color

Diagnostic Codes

023-02 Fuel Actuator Position Feedback Failed The ECM detects a problem Proceed with
(Not The diagnostic code will not clear with the with the Fuel Actuator Heinzmann Fuel
Flashing) Display Select switch feedback. The code will remain Actuator System.
displayed until cleared by the
• During calibration, the voltage will not drop Display Select Switch. The
below 2 VDC with a 10 percent or less PWM
engine will continue to run.
command or...
The diagnostic may or may not
• On engine start up, if the Actuator failed the be cleared by toggling the
calibration at the last shutdown or if the Display Select Switch
feedback does not change (Remains constant depending on the conditions
value) during the calibration procedure or.... that initiated the diagnostic
• power up of ECM, if the actual reading is
At code.
not within 0.5 VDC of the lowest recorded
reading, a change in the linkage is detected.
The diagnostic code will clear with the Display
Select switch
• While the engine is running and the feedback
exceeds by 0.5 VDC the minimum and
maximum readings that were stored during
calibration.
• Actuator linkage incorrectly adjusted
• A faulty Actuator or a Uncalibrated Actuator
• A blown power fuse, a short or open in the
feedback line or command line
• A faulty ECM
• SR2 Relay Failure. Typically all three Actuators
will fail at once when this occurs.

023-07 Fuel Actuator Not Responding Properly The Fuel Actuator has failed to Proceed with
(Flashing) Fuel Actuator Not Responding Properly move when the request Heinzmann Fuel
command is received by the Actuator System.
Feedback indicates the Actuator is fully open
ECM.
when the command is requesting the Actuator to
close or partially open Feedback has more than The ECM will shut down the
a 12.5% difference than the command position engine by closing the
for more than 1.5 seconds when the Actuator is independent Gas Shutoff Valve
(GSOV). The code will remain
calibrated
displayed. The engine will be
Probable Causes For This Diagnostic
prevented from re starting until
• A blown power fuse
the code is cleared by toggling
• Mechanical binding of linkages
the Display Select Switch.
• Feedback voltage out of range
• A faulty or sticking fuel control valve A "RST REQD" diagnostic will
• A faulty Actuator
• A failed ECM
• An Uncalibrated Actuator
• SR2 Relay Failure. Typicallyall three
Actuators will fail at once when this occurs.
the system.
there is the following diagnostic
fault code present.
023-02 Fuel Actuator
Position Feedback Failed.
Functional Test

Step 1: Check Power To The SR-2 Relay
• Turn the Mode Control Switch (MCS) to the STOP OK The voltage is equal to
position. system battery voltage.
• Depress the Manual Prelube Switch and hold. Proceed to next step.
• Using a multimeter measure the voltage to the SR2 relay
coil, P509 RD to P606 BK.
The voltageshould be equal to system battery voltage.
system battery voltage.
Proceed to Step 3.

Step 2: Check The SR Relay
• Using a multimeter measure the voltage at P101 RD. OK System Voltage is present at
System Voltage should be present at P101 RD. P101 RD. Check the PLPSR
Relay. Repair as required.
STOP.
NOT OK System Voltage is NOT

present at P101 RD. Check
the SR-2 relay, repair as
problem. STOP.
Step 3: Check Voltage To Fuel Actuator

• Measure the voltage at the Fuel Actuator P503 RD OK The voltage is equal to
to A122 BK. system battery voltage.
The voltage should be equal to system battery voltage. Proceed to next step.

Check the SR-2 relay, repair
STOP.

• Remove power from the control system. OK All connections and
• Turn the Mode Control Switch (MCS) to the OFF/RESET completely mated/inserted
position. and free of corrosion,
• Open the fuse breaker in the ESS Panel. abrasion or pinch points.
• Check the Terminal Strip Connection in the ESS Panel, the Proceed to next step.
and associated wiring for damage. All connections and
NOT OK
Ensure that all connectors/pins/sockets are completely connectors/pins/sockets are
mated/inserted and the harness/wiring is free of not completely
corrosion, abrasion or pinch points. mated/inserted or free of
Reinstall the fuse in the ESS Panel. corrosion, abrasion or pinch
Electrical Connectors. Verify that the repair
AD DIIONAL Refer to Inspecting


Step 5: Verify Actuator Power
• Turn the Mode Control Switch (MCS) to the OFF/RESET OK The Fuel Actuator forces the
position, then turn the MCS to the STOP position.
gas valve to the minimum
• Apply power to the Actuators using the DDT FUEL position. Proceed to next
COMMAND Screen. Refer to DDT Manual for additional step.
information.
• If conditions permit, depress the Manual Prelube button The Fuel Actuator does not
NOT OK
on the ESS Panel. If prelubing the engine is not forces the gas valve to the
acceptable, then it is necessary to jumper power to the minimum position. Check
coil of SR2. other Actuators. Proceed to
• Listen for high pitched sound from the Actuator or try to Step 7.
force the Actuator open with a wrench.
The Fuel Actuator should force the gas valve to the
minimum position.
Step 6: Check Power To The Actuator Connector
• Disconnect the connector at the Actuator and measure OK The voltage is in range.
the battery voltage between pin-A (+Battery) and pin-D Proceed to next step.
(-Battery).
The voltage should be 24 VDC.
NOT OK The voltage is NOT in range.
Inspect fuses, SR2 relay and
correct cause of power loss.
problem. STOP.
Step 7: Verify The Actuator Full Travel Positions

• Turn the Mode Control Switch (MCS) to the STOP OK The voltages are within
position. range. Proceed to Step 9.
• Apply power to the Actuators.
NOTE: This can be accomplished (if conditions permit) by
pressing the Manual Prelube button on the ESS Panel. If
NOT OK The voltages are out of
prelubing the engine is not acceptable, then it is necessary to
range. Proceed to next
jumper power to the coil of SR2.
step.
• Use the DDT Service Tool and proceed to the FUEL
COMMAND Screen. Refer to DDT Manual for additional
information.
• Use the ALT1 and ALT2 keys on the DDT to move the
Actuator from the full closed position to the full open
position in 10 percent command increments. With 60%
command signal on DDT, wiggle all harnesses associated
with the Actuator, watch for rapid actuator movement.
Under normal engine operation, travel is limited to 50
percent where the Actuator reaches the fully open
position (maximum fuel delivery is at 50 percent). One
VDC corresponds to fully closed position and 9 VDC
corresponds to the fully open position with 5 VDC being
the mid position.

8: Check For Step Actuator Linkages Binding
OK The linkages should be free
|| ÿ WARNING of binding or sticking at the
full open and full closed
Linkages may be hot and may move unexpectedly. Use positions. Proceed to next
care when handling the linkages to make adjustments. step.
Heat from the engine will transfer to the linkages. To
avoid personal injury, use a cloth or gloves and keep
NOT OK The linkages are NOT free
hands away from pinch points.
of binding or sticking at the
full open and full closed
position.
positions. Adjust linkages
• Manually move the Actuator and linkage assemblies to and lube linkage ends.
Repair gas valve (GSOV).
the full open position and back to the full closed position.
The linkages should be free of binding or sticking at the
STOP.
full open and full closed positions. The Gas Valve
(GSOV) should operate properly.
Step 9: Verify The Actuator Feedback
• Use the DDT Service Tool FUEL COMMAND Screen OK Voltages are within
(refer to the DDT Manual for additional information). specification. Restart the
• Ensure the SR2 is closed and verify that the feedback engine and observe the
voltage changes proportionately. Actuator response and
See Figure 3. linkages. There may be an
intermittent problem or the
45 degree Heinzmann
Actuator output may be too
30% command is approximately 4 VDC weak. STOP.
50% command is approximately 5 VDC
90 degree Heinzmann NOT OK Verify there are no shorts or
30% command is approximately 1.5 VDC opens in the wiring harness
50% command is approximately 2.5 VDC or connector to the Actuator.
If no shorts or opens are
70% command is approximately 3.5 VDC
found. Proceed to next step.
NOTE: Under normal engine operation for 90 degree
Heinzmann, travel is limited to 50 percent where the
Actuator reaches the fully open position maximum fuel
deliver is at 50 percent.

Figure 3: Heinzmann Average Performance Curve
AVERAGE PERFORMANCE CURVE

HYSTERESIS NOT SHOWN
1.63
50
45
UPPER PERFORMANCE
40 lENVELOPE BANDi
35
30
i
UJ
o: 'AVERAGE!
a: 25 1PERFORMANCES
o CURVE!
Z)
h"
O 20
<
15
10
LOWER PERFORMANCE
ENVELOPE BANDf
0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8

28
APPLIED CURRENT. AMP

Step 10: Calibrate New Actuator
• Turn the Mode Control Switch (MCS) to the OFF/RESET OK The Fuel Actuator calibrates
position. and the 023-02 Fuel Actuator
• Open the fuse breaker in the ESS panel. Not Responding Properly
NOTE: Refer to the Electrical Schematic for the diagnostic code does NOT
terminations and wire colors. appear on the ECM display.
STOP.
• Install a jumper from the feedback signal terminal to
-Battery.
NOT OK 023-02 Fuel Actuator Not
• Start the engine by turning the MCS to the START Responding Properly diagnostic
position. A 023-02 Fuel Actuator Position Feedback Failed code is present. The Fuel
diagnostic code should continue to appear on the ECM Actuator did NOT calibrate
display. properly. Repeat the Calibration
• Shut down the engine by turning the Mode Control Switch
Procedure. If after several
(MCS) to the STOP position if the (MCS) is in the START attempts the Actuator will NOT
position, otherwise open the "Initiate Contact" if the (MCS) calibrate, replace the Actuator.
is in the AUTO position. Verify that the repair eliminates
• Allow the engine to complete shutdown sequence (rpm the problem. STOP.
less than 50 rpm for 10 seconds). The 023-02 Fuel
Actuator Position Feedback Failed diagnostic code should
clear from the ECM display.
• Start the engine by turning the (MCS) to the START
position.
• Verify that the 023-02 Fuel Actuator Not Responding
Properly diagnostic code does not appear on the ECM
display.
The Fuel Actuator should calibrate and the 023-02 Fuel
Actuator Not Responding Properly diagnostic code
should not appear on the ECM display.

525-02
HEINZMANN CHOKE ACTUATOR 525-07
System Operation
This System Functional Test applies to engines with Figure 1: Choke Actuator Diagram
a Heinzmann Actuator. If your system uses the
Hydrax Actuator refer to Hydrax Choke Actuator. Electronic Control Module
The ECM uses the Choke Actuator to control the inlet air (ECM)
pressure to the engine from air-to-fuel ratio control. The
purpose of the Choke Actuator is to maintain air-to-fuel
ratio at partial (low load). The Choke Actuator receives a
command signal (% PWM) from the ECM to limit the
airflow into the engine during partial (low) load operation.
When the load on the engine is above approximately 50
percent during normal engine operation, the Choke
Actuator will open to 0 percent.
Power Supply
The Choke Actuator is an electric Actuator powered
from the battery system through a relay (SR2) and a fuse in
the engine junction box.
Device Signals
the Actuator. The signal is a pulse width modulated
signal varying form 0 to 100 percent. At approximately 10
percent signal, the Actuator begins to move from the fully
open position. From that point, the Actuator moves
proportionally to the signal until approximately 90 percent
signal where the Actuator reaches the fully closed
position (50 percent PWM corresponds to mid-travel)
The Actuator provides position feedback to the feedback
signal is an analog voltage proportional to the actual
position of the Actuator. One volt (1 VDC) corresponds to 3 ÿ
fully open position and 0 VDC corresponds to fully closed
position (5 VDC corresponds to midposition). (03
can be used for troubleshooting the Choke Actuator ÿ ÿ
System.
xO a
Choke Actuator
The ECM calibrates the Choke Actuator during the
normal start sequence to start the calibration. The
engine speed must be above 50 rpm. When the Actuator
is calibrated, the minimum and maximum feedback and
position. The calibration values are recorded and are
used for diagnostic purposes.

CID- FMI Conditions which generate this code: Systems Response: Troubleshooting
525-07 Choke Actuator Not Responding Properly This Diagnostic Code indicates Proceed with
(Not There are no other CID=525 Diagnostic Codes that the Choke Actuator has Heinzmann
Flashing) failed to move when the Choke Actuator
Present request command is received System.
The command is not at the minimum and... by the ECM.
The feedback is at the minimum or...
The feedback is not at the minimum, and...
The feedback is more than 12.5 percent the alarm output will be
difference than the command position for 5 energized until the diagnostic
seconds Probable Causes for this Diagnostic code is cleared by toggling the
Code Display Select Switch.
• A blown power fuse NOTE: This code is disabled if
• Mechanical binding of linkages the following diagnostic code is
• Feedback voltage out of specification present.
• A new Actuator (not calibrated) 525-02 Choke Actuator
• A faulty Actuator Position Feedback Failed.
• A failed ECM
• SR2 Relay Failure Typically all three Actuators

Diagnostic Codes
525-07 Choke Actuator Not Responding Properly This Diagnostic Code Proceed with
(Flashing) There are no other CID=525 Diagnostic Codes indicates that the Choke Heinzmann
present, and... Actuator has failed in a Choke Actuator
System.
The command is not at the maximum and ... potential engine damaging
The feedback is not at the maximum. position.
Probable Causes for this Diagnostic Code remain displayed and the
• A blown power fuse engine will be prevented from
• Mechanical binding of linkages restarting until it is cleared by
• Feedback voltage out of specification toggling the Display Select
Switch.
• A new Actuator (not calibrated) A "RST REQD" diagnostic will
• A faulty Actuator also be present on the ECM to
•A failed ECM indicate the system must be
• PLPSR Relay failure reset before restarting.
• SR2 Relay Failure.Typically all three Actuators Momentarily turning the Mode
will fail at once when this occurs. Control Switch (MCS) to the
OFF/RESET position will
reset the system.
Switch.
Figure 2: Choke Actuator Schematic
1 Itttt I
odSAcnMoii
• ft ÿMWC
1
A +MVDC
> f
' i +FMKSG
mm rsn k
' X ÿXXX

525-02 Choke Actuator Position Feedback Failed This Diagnostic Code Proceed with
(Not The Diagnostic Code will not clear with the indicates that the ECM detects Heinzmann
Flashing) Display Select Switch... a problem with the Choke Choke Actuator
during calibration, the feedback will not drop Actuator feedback. The code System.
below 2 VDC with a 10 percent or less PWM will remain displayed until
command or... cleared by the Display Select
During calibration, the feedback did not rise Switch. The engine will continue
above 8 VDC with a 90 percent or greater to run.
PWM command or... The diagnostic may or may not
The feedback does not change (remains be cleared by toggling the
constant value) during the calibration Display Select Switch
sequence. depending on the conditions
The Diagnostic Code will clear with Display that initiated the Diagnostic
Select Switch... Code.
While the engine is running and feedback
exceeds the minimum or maximum feedback
calibration points by 0.5 VDC.
circuit
* A faulty ECM
Functional Test

Step 1: Check Power To The SR-2 Relay
Turn the Mode Control Switch (MCS) to the STOP OK The voltage is equal to
position. system battery voltage.
Depress the Manual Prelube Switch and hold.
Using a multimeter measure the voltage to the SR relay
coil, P509 RD to P606 BK. NOT OK The voltage is NOT equal to
The voltage should be equal to system battery voltage. system battery voltage.
Proceed to Step 3.

Step 2: Check The SR Relay
• Using a multimeter measure the voltage at P101 RD. OK System Voltage is present at
System Voltage should be present at P101 RD. P101 RD. Check the PLPSR
Relay. Repair as required. If
conditions are not resolved,
proceed to Step 4.
NOT OK System Voltage is NOT

present at P101 RD. Check
the SR-2 relay, repair as
required. If conditions are not
resolved, proceed to Step 4.
Step 3: Check Voltage To Choke Actuator

OK The voltage is equal to
• Measure the voltage at the Choke Actuator P503 RD
to A122 BK. system battery voltage.

Check the SR-2 relay, repair
as required. If conditions are
not resolved, proceed to
next step.
Step 4: Verify The Actuator Has Power

• Turn the Mode Control Switch (MCS) to the OFF/RESET OK The Actuator has output
position, then turn the MCS to the STOP position. force. Proceed to Step 7.
• Apply Power to the actuators. This can be accomplished (if

conditions permit) by pressing the Manual Prelube bottom
on the ESS Panel. If prelubing the engine is not acceptable NOT OK The Actuator has no output
then it is necessary to jumper power to the coil or SR2. force. Proceed to next step.
• Verify that the Choke Actuator is actively controlling the

linkage. Listen for high pitched sounds from the Actuator or
try to force the Actuator open with a wrench.
The Actuator should have output force.

Step 5: Check For Connector Damage OK All connections and
• Check the Terminal Strip Connection in the ESS Panel, abrasion or pinch points.
the Engine Junction Box for corrosion, abrasion or pinch Proceed to next step.
Electrical Connectors. Verify that the repair
All connections and connectors/pins/sockets; should eliminates the problem.
be completely mated/inserted and free of corrosion, STOP.
Step 6: Check Power To The Actuator Connector
OK The voltage is 24 VDC.
• Disconnect the connector at the Actuator and measure Proceed to next step.
the battery voltage between pin-A (+Battery) and pin-D
(-Battery). NOT OK The voltage is NOT 24 VDC.
The voltage should be 24 VDC. Inspect fuses, SR2 relay and
correct cause of power loss.
problem. STOP.
• Turn the Mode Control Switch (MCS) to the STOP OK One VDC corresponds to
position. fully closed position and 9
• Apply power to the Actuators. VDC corresponds to the fully
NOTE: This can be accomplished (if conditions permit) by open position with 5 VDC
pressing the Manual Prelube button on the ESS Panel. If being the mid position.
prelubing the engine is not acceptable, then it is necessary Proceed to Step 9.
to jumper power to the coil of SR2.
• Use the DDT Service Tool and proceed to the W/G
COMMAND Screen. Refer to DDT Manual for additional
information. NOT OK The voltages are out of
range. Proceed to next
• Use the ALT1 and ALT2 keys on the DDT to move the
Actuator from the full closed position to the full open step.
Position in 10 percent command increments. While at
100% wiggle the wiring to the Actuator and watch for rapid
Actuator movement.
One VDC should correspond to fully closed position
and 9 VDC corresponds to the fully open position with
5 VDC being the mid position.

Step 8: Check For Actuator Linkages Binding
OK The linkages are free of
1 A WARNING binding or sticking at the full
open and full closed
Linkages may be hot and may move unexpectedly. Use positions. Proceed to next
care when handling the linkages to make adjustments. step.
hands away from pinch points. NOT OK Free binding Choke plate.
• Turn the Mode Control Switch (MCS) to the OFF/RESET Adjust linkages and lube
position and open the fuse breaker in the ESS Panel. lineage ends. Start the engine
* Manually move the Actuator and linkage assemblies to and check for recurring
the full open position and back to the full closed position. diagnostics. STOP.
• Inspect linkages for binding or sticking at the full open
and full closed positions.
The linkages should be free of binding or sticking at
the full open and full closed positions.
• Use the DDT Service Tool CHOKE COMMAND Screen
• Ensure the SR2 is closed and verify that the feedback engine and observe the
linkages. There may be an
90 degree Heinzmann intermittent problem or the
30% command is approximately 3 VDC Actuator output may be to
45 degree Heinzmann
NOT OK Voltages are not within
specification. Verify that
there are no shorts or opens
70% command is approximately 3.5 VDC in the wiring harness to the
Actuator and the connectors.
NOTE: Under normal engine operation for 90 degree
It no shorts or opens are
Heinzmann, travel is limited to 50 percent where the
founds, replace the Actuator.
Actuator reaches the fully open position (maximum fuel
deliver is at 50 percent).
See Figure 3. eliminates the problem.
The Voltages should be within specification. STOP.


HYSTERESIS NOT SHOWN
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0 28

526-02
HEINZMANN WASTEGATE ACTUATOR 526-07
System Operation
This System Functional Test applies to engines with a Figure 1: Wastegate Actuator Diagram
Heinzmann Actuator. If your system uses the Hydrax
Actuator refer to Hydrax Wastegate Actuator. Electronic Control Module
(ECM)
The ECM uses the Wastegate Actuator to control the

inlet air pressure to the engine for air-to-fuel ratio control.
The purpose of the Wastegate Actuator is to maintain
air-to-fuel ratio. The Wastegate Actuator receives a
command signal (% PWM) from the ECM to provide the
desired air-to-fuel ratio by controlling the exhaust bypass
(around the turbocharger turbine).
Power Supply
The Wastegate Actuator is an electric Actuator powered
from the battery system through a relay and a fuse in the
engine junction box.
Device Signals
the Actuator. The signal is a pulse width modulated signal
varying form 0 to 100 percent. At approximately 10
percent signal, the Actuator begins to move from the fully
closed position. From that point, the Actuator moves
3 D
proportionally to the signal until approximately 90 percent
signal where the Actuator reaches the fully open position (cT$
(50 percent PWM corresponds to mid-travel)
3 E
The Actuator provides position feedback to the EM The - _ Q,-
ÿ
Wastegate Actuator
feedback signal is an analog voltage proportional to the
actual position of the Actuator. One volt (1 VDC)
corresponds to fully open position and 0 VDC
corresponds to fully closed position (5 VDC corresponds
to midposition).
can be used for troubleshooting the Wastegate Actuator
System.
The ECM calibrates the Wastegate Actuator during the
normal start sequence. To start the calibration, the engine
speed must be above 50 rpm. When the Actuator is
calibrated, the minimum and maximum feedback and
position. The calibration values are recorded and are
used for diagnostic purposes.

Figure 2: Wastegate Actuator Schematic
ESS PANEL JUNCTION BOX
f'N6W!;c.orjmx vW.ffV.4f?
modui t.
V.M UtX
.AIB2.31- ((-- -:j '.ik
PWiv' on 4 a- 7 AISl/RD
H3- <*rL-
fr * vw.v.
Alrit'RO
ANLG IP 5 J3-12
-f- j-p- -ME' —
y- se- AtSI'BK <ÿ*
Refer to Electrical Schematic for the terminations and wire color
Diagnostic Codes
526-02 Wastegate Actuator Position Feedback This Diagnostic Code Proceed with
(Not Failed indicates that the ECM detects Heinzmann
Flashing) The Diagnostic Code will not clear with the a problem with the Wastegate Wastegate
Display Select Switch ... Actuator feedback. The code Actuator System.
during calibration, the feedback will not drop will remain displayed until
below 2 VDC with a 10 percent or less PWM cleared by the Display Select
command or... Switch. Engine will continue
During calibration, the feedback did not rise to run.
above 8 VDC with a 90 percent or greater The diagnostic may or may not
PWM command or... be cleared by toggling the
Display Select Switch
The feedback does not change (remains depending on the conditions
constant value) during the calibration that initiated the Diagnostic
sequence. Code.
The Diagnostic Code will clear with Display
Select Switch...
While the engine is running and feedback
exceeds the minimum or maximum feedback
calibration points by 0.5 VDC.
circuit
• A faulty ECM

This Diagnostic Code indicates Proceed with
526-07 Wastegate Actuator Not Responding
that the Wastegate Actuator Heinzmann
(Flashing) Properly
has failed to move when the Wastegate
There are no other CID=526 Diagnostic Codes request command is received Actuator System.
Present by the ECM.
The command is not at the minimum and... On systems equipped with the
The feedback is at the minimum or... standard warning horn function,
The feedback is not at the minimum, and...
The feedback is more than 12.5 percent code is cleared by toggling the
difference than the command position for 5 Display Select Switch.
seconds
• A blown power fuse NOTE: This code is disabled if
• Mechanical binding of linkages the following diagnostic code is
• Feedback voltage out of specification present.
• A new Actuator (not calibrated) 526-02 Wastegate Actuator
• A faulty Actuator Position Feedback Failed
• A failed ECM
(Not Properly that the Wastegate Actuator Heinzmann
Flashing) There are no other CID=526 Diagnostic Codes has failed to move when the Wastegate
request command is received Actuator System.
Present
by the ECM.
The command is not at the minimum and... On systems equipped with the
The feedback is at the minimum standard warning horn function,
Probable Causes for this Diagnostic Code the alarm output will be
• A blown power fuse energized until the diagnostic
• Mechanical binding of linkages code is cleared by toggling the
• Feedback voltage out of specification Display Select Switch.
• A new Actuator (not calibrated) NOTE: This code is disabled if
• A faulty Actuator the following diagnostic code is
•A failed ECM present.
• PLPSR Relay failure 526-02 Wastegate Actuator
• SR2 Relay Failure Typically all three Actuators Position Feedback Failed.

Functional Test

Step 1: Verify The Actuator Has Power
• Turn the Mode Control Switch (MCS) to the OFF/RESET OK The Actuator has output
position, then turn the MCS to the STOP position. force. Proceed to Step 4.
• Apply Power to the actuators. This can be accomplished
(if conditions permit) by pressing the Manual Prelube
NOT OK The Actuator has no output
bottom on the ESS Panel. If preluding the engine is not
force.
acceptable then it is necessary to jumper power to the
coil or SR2.
• Verify that the Wastegate Actuator is actively controlling
the linkage. Listen for high pitched sounds from the
Actuator or try to force the Actuator open with a wrench.
The Actuator should have output force.
Step 2: Check For Connector Damage OK All connections and
• Check the Terminal Strip Connection in the ESS Panel, abrasion or pinch points.
the Engine Junction Box for corrosion, abrasion or pinch Proceed to next step.
Electrical Connectors. points. Repair as required.
All connections and connectors/pins/sockets should Verify that the repair
be completely mated/inserted and free of corrosion, eliminates the problem.

Step 3: Check Power To The Actuator Connector OK The voltage should

Disconnect the connector at the Actuator and measure measure 24 VDC. Proceed
the battery voltage between pin-A (+Battery) and pin-D to next step.
(-Battery).
The voltage should be 24 VDC.
NOT OK The voltage does NOT
measure 24 VDC. Inspect
fuses, SR2 relay and correct
cause of power loss. Repair
problem. STOP.

OK One VDC corresponds to fully
position.
closed position and 9 VDC
• Apply power to the Actuators.
corresponds to the fully open
NOTE: This can be accomplished (if conditions permit) by
position with 5 VDC being the
pressing the Manual Prelube button on the ESS Panel. If
mid position. Proceed to
prelubing the engine is not acceptable, then it is necessary to Step 6.
jumper power to the coil of SR2.
Use the DDT Service Tool and proceed to the W/G

COMMAND Screen. Refer to DDT Manual for NOT OK The voltages are out of
additional information. range. Proceed to next
step.
Use the ALT1 and ALT2 keys on the DDT to move the
Actuator from the full closed position to the full open
position in 10 percent command increments. While at
100% wiggle the Actuator wiring to check for rapid actuator
movement.
One VDC should corresponds to fully closed position
and 9 VDC should correspond to the fully open position
with 5 VDC being the mid position.
Step 5: Check For Actuator Linkages Binding
| Ak WARNING
OK The linkages are free of
binding or sticking at the full
open and full closed
Linkages may be hot and may move unexpectedly. Use
positions. Proceed to next
care when handling the linkages to make adjustments.
step.
hands away from pinch points.
• Turn the Mode Control Switch (MCS) to the OFF/RESET NOT OK Free binding Wastegate
position and open the fuse breaker in the ESS Panel. plate. Adjust linkages and
• Manually move the Actuator and linkage assemblies to lube linkage ends. Refer to
the full open position and back to the full closed position. the Systems Operation,
• Inspect linkages for binding or sticking at the full open Testing and Adjustment
and full closed positions. Manual. Start the engine
and check for recurring
The linkages should be free of binding or sticking at diagnostics. STOP.
the full open and full closed positions.

Use the DDT Service Tool W/G COMMAND Screen OK Voltages are within
Ensure the SR2 is closed and verify that the feedback engine and observe the
90 degree Heinzmann linkages. There may be an
30% command is approximately 3 VDC intermittent problem or the
50% command is approximately 5 VDC Actuator output may be to
45 degree Heinzmann
NOT OK Voltages are not within
specification. Verify that
there are no shorts or opens
in the wiring harness to the
Actuator and the connectors.
If no shorts or opens are
founds, replace the Actuator.
The Voltages should be within specification. eliminates the problem.
STOP.


HYSTERESiS NOT SHOWN
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UPPER PERFORMANCE
40 ENVELOPE BAND"
35
30
|AVERAGE]
25 -"PERFORMANCE
ICURVEI
20
15
10
LOWER PERFORMANCE!
ENVELOPE BANDiÿ~
0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8

0 28

SECTION 5: Detonation Analysis
Detonation Analysis
This service procedure assists the field technician in
performing detonation analysis on a G3600 Engine using General Oscilloscope Settings
an oscilloscope. The procedure provides instructions for
setting the Fluke 97 ScopeMeter and probe signal Time Scale 10 ms/DIV
connections. The procedure provides instruction for Channel A Input Combustion Buffer Signal
analyzing the detonation signals to distinguish Vertical Scale: 10 V/DIV
combustion detonation and mechanically induced, or DC Coupling
"false" detonation. Detonation sensors are mounted on
each bank of the engine to monitor the engine vibrations.
The sensor outputs an electrical signal of the frequency Channel B Input Detonation Sensor Signal
and amplitude of the mechanical vibrations. The SI Vertical Scale: 1 V/DIV
Timing Control (TCM) monitors all the detonation sensors AC Coupling
to determine the detonation level. This detonation level is
used by the G3600 Engine Control to provide protection.
External Trigger Combustion Buffer 1
The control will retard the ignition timing for light
detonation levels and will shut down the engine for Trigger Slope Negative
severe detonation. The detonation signal indicates the
Trigger Mode Normal
amplitude and frequency of the mechanical variations.
This information is used to determine the presence and Trigger Level 2-8V
severity of the detonation. Most mechanical vibrations
produce a frequency outside of the detonation frequency Trigger Delay 0
range. Occasionally, some mechanically induced Coupling AC HF Reject
vibrations fall within the detonation frequency range and
are interpreted as combustion detonation. This Display Mode Chop
mechanically induced, or "false", detonation generates
control action causing reduced performance or engine
shutdowns.
Fluke ScopeMeter Settings
NOTE: This procedure requires the use of an
oscilloscope to perform the analysis. The minimum Scope Hard Key Menu
requirements for a scope in this procedure is 2 input
channels and an external trigger, or 3 input channels. Soft Key 1 Recurrent
The Fluke 90 Series ScopeMeter meets this requirement. No Free Run
Soft Key 2
The Fluke 97 ScopeMeter is available through Caterpillar
Parts. It is recommended that all the scope probes used Soft Key 3 20 DIV Capture
be 10: 1 probes. Following are the scope settings for an
oscilloscope and the tool setting for a Fluke 93, 95 or 97 Chann A B Hard Key Menu
ScopeMeter.
Soft Key 1 A: Non Inverted
The Fluke 90 Series ScopeMeter probes and adapters
needed are: Soft Key 2 B: Non Inverted
• 3 PM 8918/002 10:1 Probes Trigger Hard Key Menu
• 1 PM 9081/001 Banana/Female BNC Adapter
Soft Key 1 EXT Trigger
Soft Key 2 -SLOPE
Soft Key 3 2V Trigger Delay
Soft Key 4 TIME DELAY
Soft Key 5 DELAY ZERO

LCD Hard Key Menu
Soft Key 2 10: 1 Probes (A&B)

Detonation Analysis
4. Using the UP/DOWN Arrow keys, select the 10:1

Fluke ScopeMeter Settings display under Channel A. Press the ENTER soft
key.
Soft Key 3 DOT JOIN and DOTSIZE 1
Us't for
CAL « AD1UST
Channel A
A
Vertical Scale 10V/DIV
Coupling DC V
Channel B ENTER
Vertical Scale 1 V/DIV
Coupling AC
5. Press the PROBE CAL soft key.
Time 6. Using the UP/DOWN Arrow keys, select the 10:1
display under Channel B. Press the ENTER soft
Time -FTO ms/DIV key.
7. Press the PICTURE soft key.
This procedure shows how to set the Fluke 90 Series
ScopeMeters for detonation analysis. Some of the
following steps apply only to the Fluke 97. If using a PICTURE
Fluke 93 or FLUKE 95 ScopeMeter, simply skip those
steps which do not apply. ÿ
1. Press the SCOPE Key.
SCOPE
8. Use the UP/DOWN arrow keys and the ENTER soft
key to select DOT JOIN and DOTSIZE 1. These
selections are active in the box before the text is
2. Press the LCD Key. LARGE.
UseA For
PICTURE
A
DOT JOIN
LCD DOTSIZE
3. Press the PROBE CAL soft key.

V
PROBE 9. Use the UP/DOWN arrow keys to select FULL.
Press the ENTER soft key.
CAL#

Detonation Analysis
lO.Press the BACK LIGHT soft key. Use of 16. Press the MiN MAX on A so it is NOT selected.
backlighting is recommended only when the scope is
powered by the adapter.
MIN MAX
BACK on A
LIGHT
17. Press the CHAN A B key.
11. Use the UP/DOWN arrow keys to adjust the screen

contrast for best viewing.
12. Press the SCOPE Key. A B
18. Press the A INVERT key to select A.
INVERT
13.Press the SINGLE/RECURRENT soft key to select
RECURRENT.
SINGLE
'RECURRENT 19. Press the B INVERT key to select B.
INVERT
14. Press the FREE RUN soft key to deselect FREE

RUN.
FREE
RUN
20.Press the TRIGGER key.
TRIGGER
15.Press the CAPTURE soft key to select 20 DIV.
21(.Press the EXT/A/B soft key to select EXT.
CAPTURE
a
Detonation Analysts
22 Press the +SLOPE/-SLOPE soft key to select 27.Press the CHANNEL AC/DC GND Key to select
-SLOPE. GND.
CHANNEL A
+ SLOPE
AC DC
GND
A 2V GND 10:1 PROBE B 1V DC 10:1 PROBE

"
5IWDIV Tng X
23. Press the LEVEL soft key to select 2V.
LEVEL
28. Press the (CHANNEL A) to move the trace to the
second grid line from the bottom.
24. Press the DELAY soft key to open the window.

MOVE
DELAY
29. Press the (CHANNEL A) to select a vertical scale of

10 V.
25. Use the UP/DOWN arrow keys to select TIME

DELAY. Press the ENTER soft key.
MV
Useÿ For
PICTURE
V
A ÿ Select
Mode (Use A)
A 10V GND 10:1 PROBE B IV DC 10:1 PROBE
___
V N-CYCLE
EVENTS 5MVDIV Tng X l.
ENTER
ÿ r \ r
y v / v
26. Press the DELAY ZERO soft key.
DELAY
ZERO
\ f \ /" ' *\ z'

Detonation Analysis
30.Press the CHANNEL AC/DC GND Key to select the 33. Press the (CHANNEL B) to select a vertical scale of
DC COUPLING. t V.
CHANNEL A
MV
AC DC
GND
V
A 10V DC 10:1 PROBE B 1V DC 10:1 PROBE
5M/DIV Tng XI.
A 10V GND 10:1 PROBE B IV DC 10:1 PROBE
5MVDIV Trig X .
1. Press the CHANNEL AC/DC GND Key to select

GND.
CHANNEL B 34. Press the CHANNEL AC/DC GND Key to select the
DC COUPLING.
AC DC
GND CHANNEL B
AC DC
A 2V GND 10:1 PROBE B 1V DC 10:1 PROBE GND
5M/DIV Tng XL
A 2V GND 10:1 PROBE B 1V AC 10:1 PROBE

5M/DIV Tng XL
32. Press the (CHANNEL B) to move the trace to the

second grid line from the bottom.
35. Press the (s TIME ns) key to select a horizontal
time scale of 10 ms/DIV.
r
S TIME ns
MOVE
A : 2V GND 10:1 PROBE B 1V AC 10:1 PROBE
10M/DIV Tng X.

Detonation Analysis
Scope Probe Connections Time Delay Values For Cylinder Location

Select the red and gray 10:1 scope probes and a third The Time Delay feature is used in this procedure to
10: 1 scope probe. Connect the red 10: 1 probe to allow the horizontal time scale to be set small giving
CHANNEL A and the gray 10:1 probe to CHANNEL B. good resolution on the detonation sensor signal.
Connect the third 10:1 probe to the EXT TRIGGER IN If it is desired to view the detonation signal during
using a dual-banana to female BNC adapter. The combustion of a specific cylinder, the cylinder can be
black, or ground, banana plug MUST be connected to located by scrolling the combustion signals and knowing
the black COM socket of the EXT TRIGGER IN. the cylinder firing order. This is accomplished by setting
the Time Delay to ZERO, increasing (or decreasing) the
Connect the Channel A probe (red) to the combustion Time Delay value and counting the combustion signals
buffer signal for the appropriate engine bank. as they appear on the screen.
To simplify this event, Time Delay Values Tables have

Connect the Channel B probe (gray) to the been developed for the G3600 engines. The tables show
detonation signal for the appropriate engine bank. the Time Delay value to position the ion buffer signal for
Connect the EXT TRIGGER IN probe to the Cylinder a specific cylinder on the left side of the screen, based
#1 Combustion Buffer Signal (S780/WH). Connect the on the horizontal time scaling. The tables are for 900 and
Ground of the EXT TRIGGER IN probe to the 1000 rpm operation and should be used as general
Detonation Sensor GND. guidelines. Applications may have these values off by
one Time Delay number.
Engine Bank Combustion Detonation
Buffer Signal Signal
(Red) (Gray)
Vee Odd Bank S780/BK S381/WH
Vee Even Bank S780/RD S382AA/H
Inline Bank S780/BK S381/WH
5. With the engine running at 1000 rpm, the scope

traces should resemble Figure 15.
Figure 15 - Right Detonation Signal (top trace) with

Odd Combustion Buffer Signal (bottom trace) (G3612).

Detonation Analysis
Time Delay Procedure For Fluke 90 Series

This procedure shows how the set the Time Delay on
the Fluke 90 series Scopemeters.
1. Press the TRIGGER key.
TRIGGER
2. Press the DELAY soft key to open the window.
DELAY
ÿ
3. Use the UP/DOWN arrow keys to select TIME

DELAY. Press the ENTER soft key.
Us«t For
PICTURE
ÿ Select
Mode (Use A)
.
N-CYCLE
.
EVENTS
ENTER
4. Use the UP/DOWN arrow keys to change the time

delay.

Detonation Analysis
G3606 Time Delay Values
G3606 at 1000 rpm

HorizontalScaling Time Engine Cylinder
1 2 3 4 5 6
10 ms/DIV 0 8 4 10 2 6
5 ms/DIV 0 16 8 20 4 12
2 ms/DIV 0 40 20 50 10 30
1 ms/DIV 0 80 40 100 20 60
500 ms/DIV 10 160 80 200 40 120
G3606 at 900 rpm

Horizontal Scaling Time Engine Cylinder
1 2 3 4 5 6
10 ms/DIV 0 8 4 11 2 6
5 ms/DIV 0 17 8 22 4 13
2 ms/DIV 0 44 22 55 11 33
1 ms/DIV 0 88 44 111 22 66
500 ms/DIV 0 177 88 222 44 133
Figure 16 - Time Delay Values For Locating Combustion Buffer Feedback Signal on the left edge of the scope screen.

Detonation Analysis
G3608 at 1000 rpm

Horizontal Scaling Engne Cyinder
Time
1 2 3 4 5 6 7 8
10 ms/DIV 0 3 7 10 4 1 9 6
5 ms/DIV 0 6 15 21 9 3 18 12
2 ms/DIV 0 15 37 52 22 7 45 30
1 rns/DIV 0 30 75 105 45 15 90 60
500 ms/DIV 0 60 150 210 90 30 180 120
G3608 at 900 rpm

Horizontal Scaling Engine Cyinder
Time
1 2 3 4 5 6 7 8
10 ms/DIV 0 3 6 11 5 1 10 6
5 ms/DIV 0 6 16 23 10 3 20 13
2 ms/DIV 0 16 41 58 25 8 50 33
1 rns/DIV 0 33 83 116 50 16 100 66
500 ms/DIV 0 66 166 233 100 33 200 133

Detonation Analysis
G3612 at 1000 rpm
Horizontal Enghe Cylnder

Scaling Time
1 2 3 4 5 6 7 8 9 10 11 12
10 ms/DIV 0 6 8 2 4 10 10 4 2 8 6 0
5 ms/DIV 0 13 16 5 8 21 20 9 4 17 12 1
2 ms/DIV 0 34 40 14 20 54 50 24 10 44 30 4
1 ms/DIV 0 68 80 28 40 108 100 48 20 88 60 8
500 ms/DIV 0 136 160 56 80 216 200 96 40 176 120 16
G3612 at 900 rpm

Horizontal Engine Cylinder
Scaling Time
1 2 3 4 5 6 7 8 9 10 11 12
10 ms/DIV 0 7 8 3 4 12 11 5 2 5 6 0
5 ms/DIV 0 15 17 6 8 24 22 10 4 10 13 1
2 ms/DIV 0 37 44 15 22 60 55 26 11 26 33 4
1 ms/DIV 0 75 88 31 44 120 111 53 22 53 66 8
500 ms/DIV 0 151 177 62 88 240 222 107 44 107 133 18

Detonation Analysis
G3616 Time Delay Values.
G3616 at 1000 rpm

Scaling
Time 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
10 ms/DIV 0 0 3 3 1 2 10 11 4 5 7 8 9 9 6 6
5 ms/DIV 0 1 8 7 3 4 21 22 9 10 15 16 18 19 12 13
2 ms/DIV 0 3 15 18 7 10 52 55 22 25 37 40 45 48 30 33
1 ms/DIV 0 8 30 38 15 23 105 113 45 53 75 83 90 98 60 68
500 ms/ 0 13 60 73 30 43 210 223 90 103 150 163 180 193 120 133
DIV
G3616 at 900 rpm

Scaling
Time 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
10 ms/DIV 0 0 3 4 1 2 11 12 4 5 8 9 10 10 6 7
5 ms/DIV 0 1 6 8 3 4 23 24 9 10 16 18 20 21 13 14
2 ms/DIV 0 3 16 20 8 12 58 62 22 25 41 45 50 53 33 37
1 ms/DIV 0 9 33 42 16 25 116 125 45 50 83 92 100 109 66 75
500 ms/ 0 14 66 81 33 48 233 248 90 100 166 181 200 214 133 148
DIV

Detonation Analysis
Fluke Operation External Triggering

Triggering generates a synchronized and stable display
This section provides a brief description of triggering from a repetitive signal. The trigger signal can be
and the time delay features of the Fluke 90 Series connected to any of the display inputs or the external
ScopeMeters. The descriptions discuss the effects of trigger input. The trigger signal controls the position of
these functions of the scope traces on the screen. screen data and the update (sweeping) of the scope
display. When the trigger signal crosses a preselected
Time Delay slope and voltage level, the scope sweeps the display.
The Fluke 90 Series ScopeMeters offer a display After sweeping the display, the scope waits for the next
feature called Time Delay. The time delay allows the trigger event before updating the screen display. External
user to view the signals at a defined point in time triggering uses the signal on the external trigger input.
before or after the trigger occurs. This feature allows This signal, however, is not displayed on the scope
the horizontal time scale to be set small to get good screen. The trigger slope and trigger level determine the
resolution and still be able to view the desired point when the trigger signal will generate the trigger
waveform segment on the screen. event. The trigger slope indicates whether the slope of
the signal should be plus (positive) or minus (negative)
The time delay value indicates the number of horizontal when the trigger event is generated (see Figure 21). The
divisions the displayed traces are delayed from the trigger level determines the voltage value at which the
trigger event. The Fluke 90 Series can be used to show trigger event is generated. When the trigger signal
the traces anywhere from 20 divisions (2 screens) passes the trigger level with the chosen slope, the trigger
BEFORE the trigger event to 640 divisions (64 screens) event is generated. For this procedure, the triggering is
AFTER the trigger event. The displayed traces are set to 2V, -SLOPE on the cylinder 1 combustion signal.
shifted an integer number of horizontal time divisions The trigger event will be generated when the signal
before or after the trigger. An increase in the time delay voltage passes m 2 V on a negative-going slope.
number scrolls the waveforms to the left. A decrease in
the time delay number scrolls the ' waveforms to the
right. Figure 20 shows the same signal with a +0 and a
+1 Time Delay. The location of the trigger event moves
the same as the waveforms as the Time Delay value is
changed.
The horizontal time scaling defines the amount of time
delayed from the trigger event for a given TIME DELAY
value. For example, if the time scale is set at 10 mS/ DIV
and the TIME DELAY is at +6, the left edge of the scope
screen is 60 mS after the trigger event.
{
Figure 21 - The trace segments from 1 to 2 and from 5 to
6 are examples of positive slopes. The trace segment
IX from 3 to 4 is an example of a negative slope.
Figure 20 - Effect of Time Delay on the position scope

traces (Dot indicates same point on both traces): Signal
with +0 Time Delay (top trace) Signal with +1 Time Delay
(bottom trace)
If the time scale is set at 5 mS/DIV and the TIME DELAY
is at +6, the left edge of the scope screen is 30 mS after
the trigger event. This indicates that different TIME
DELAY values are needed to keep the left edge of the
screen at the same time after the trigger.
G3600 Engine Supervisory System 5- 12 Troubleshooting

Detonation Analysis
External Triggering Signal Location Detonation Sensor Signal Analysis

The external trigger signal is not displayed on the scope
screen. This technique allows both display inputs to be Detonation Signals
used for other signals while using a different signal to Detonation in a cylinder will occur 5 mS to 10 mS after
control the display stability. The scope locates the trigger that cylinder fires on G3600 engines at 900 or 1000 rpm.
event at the left edge of the scope screen (refer to Figure This time is called the detonation window. The
22), regardless of the horizontal time scale. This detonation signals strength will generally be different
procedure uses the Cylinder 1 Combustion Buffer signal from one firing to the next.
as the trigger source. This signal provides only one The signal frequency will be between 2 and 4 kHz on
trigger event between all the cylinder firings. It provides a G3600 engines. A typical signal containing detonation is
time reference point for all the cylinder firings. displayed in Figure 23.
Detonation is measured as the largest signal strength
U divided by the smallest signal strength (background

noise) on the detonation signal. The larger the
amplitude of the signal, the more severe the detonation.
Figure 23 shows an example of a cylinder detonating.
j I
b
NOTE: The amplitude of the signal during detonation is
much larger than the background noise.
: y- W o
1 1" Lf~ f : iii r IQmS
. I- !-
Figure 22 - External Trigger Signal from Cylinder 1

Combustion Buffer (top trace), Odd Buffer Signal
(middle trace), and Even Buffer Signal (bottom trace).
Figure 23 - Detonation Sensor output signal
containing actual detonation - top trace Combustion
Buffer output signal - bottom trace.

Detonation Analysis
False Detonation Signals And Valve Noise

False detonation can be caused by anything else on the engine that causes vibration. However, it is typically caused
by valve noise. Valve noise is generally constant from firing to firing. Its frequency is typically higher than actual
detonation (10 to 12 kHz on G3600 engines).
An example of valve noise is pictured in Figure 24. Valve timing charts are included at the back of this document. They
are useful in determining which valve is causing the false detonation. A formula to convert degrees to mS on the timing
charts is:
mS = (167 / RPM) degrees.
False Detonation (not in detonation window)
Figure 24 - Detonation Sensor output signal containing false detonation - top trace Combustion Buffer output signal
- bottom trace.

Detonation Analysis
G3606 Camshaft Events
Crank Degrees TC Number Exhaust Inlet Gas

0° Number 1 TC
6 exhaust close 63
2 inlet open 79
3 inlet close 96 2 gas open 80
1 exhaust open 110 6 gas close 100
120° Number 5 TC
2 exhaust close 183
4 inlet open 199 4 gas open 200
6 inlet close 217 2 gas close 220
5 exhaust open 230
240° Number 3 TC
4 exhaust close 303
1 inlet open 319
360° Number 6 TC
1 exhaust close 423
5 inlet open 439
480° Number 2 TC
5 exhaust close 543
3 inlet open 559
5 gas close 580
2 exhaust open 590
600° Number 4 TC
3 exhaust close 663
6 inlet open 679
3 gas close 700
4 exhaust open 710

Detonation Analysis
3608 Camshaft Events
CrankDegrees TC Number Exhaust Inlet Gas
0° Number 1 TC
4 exhaust open 20 2 inlet close 37 5 gas close 10
8 exhaust close 63 3 inlet open 49 6 gas open 50
90° Number 6 TC
5 inlet close 127
7 inlet open 139
3 exhaust close 153 7 gas open 140

180° Number 2 TC 6 exhaust open 180
3 gas close 190
8 inlet close 217
4 inlet open 229
270° Number 5 TC
3 inlet close 307
360° Number 8 TC
7 inlet close 397
450° Number 3 TC 8 exhaust open 470 1 gas close 460
4 inlet close 487
2 inlet open 499
540° Number 7 TC 6 gas close 550
3 exhaust open 560
1 inlet close 577
7 exhaust open 650 6 inlet close 667
5 exhaust close 693

Detonation Analysis
3612 Right Bank Camshaft Events

0° Number 1 TC
6 exhaust close 63
3 inlet open 79
120° Number 9 TC
3 exhaust close 183
9 exhaust open 230
240° Number 5 TC
7 exhaust close 303
1 inlet open 319
360° Number 11 TC
1 exhaust close 423
9 inlet open 439
480° Number 3 TC
9 exhaust close 543
5 inlet open 559
9 gas close 580
3 exhaust open 590
600° Number 7 TC
5 exhaust close 663
11 inlet open 679
5 gas close 700
7 exhaust open 710

Detonation Analysis
3612 Left Bank Camshaft Events
Crank Deqrees TC Number Exhaust Inlet Gas

0° Number 12 TC 2 inlet open 9
2 exhaust close 113
120° Number 4 TC
12 exhaust open 160
10 exhaust close 233
240° Number 8 TC
6 exhaust close 353
360° Number 2 TC
480° Number 10 TC
2 exhaust open 520
4 exhaust close 593
600° Number 6 TC
8 exhaust close 713

Detonation Analysis
3616 Right Bank Camshaft Events

0° Number 1 TC
90° Number 5 TC
9 inlet close 127
13 inlet open 139
15 inlet close 217

7 inlet open 229
11 inlet close 307
7 inlet close 397


7 inlet close 487
3 inlet open 499
11 exhaust open 560
1 inlet close 577
9 exhaust close 693

Detonation Analysis
3616 Left Bank Camshaft Events

16 gas open 10
10 exhaust close 23 10 gas close 60
8 exhaust open 70
4 inlet close 87
12 gas open 100
16 gas close 150
2 exhaust open 160
10 inlet close 177

12 gas close 240

6 exhaust open 250
16 inlet close 267

12 inlet close 357
8 gas close 420
6 gas open 460
2 exhaust close 473
2 gas close 510

6 gas close 600
Number 8 TC 4 exhaust close 653 10 inlet open 639 10 gas open 640
r G3600 Engine Supervisory System

14 exhaust open 700
5-20
Troubleshooting
gsbhim
08
T M I)
mi
aromas
...m ffiSETHNL
CUXXSML
ESS PANEL ENGINE

JUNCTION
TCM BOX
Crank Angle Jl-L
Sensor DMC
Jl-N
-Battery
Speed J1-T Flywheel
Sensor Teeth Signal
Spaed Sensor
SCM
(231}
(151)
Speed 7 A (12O)
780 S274-WH Sensor
Sensor Signal
-Battery
Output
o <121?
<s>
(232)
781 S274-BK Supply
Ground
NOTE; Refer to the Master Electrical Schemabc tor tie

(122)
<H> 782
S274SH
Crank Angle Sensor
tamhatons at each buffer tor each cyiimJer. Sctienacs

for h-kite and Vee Entries are diflerent
<S> SM1-WH Sensor

Signal
S261-BK Supply
Ground
S2«ish
787

CJTEMIUR S26!«H
GNfTION
SYSTEM
TIMING CCWOLMOWLt
...
CO'TilNJEG =flOM3a3D:
I 1CA J
'.ft: -
[ÿAi-f- Giro WG
1f—~lr '
!9 R2 tC
,'V
—
X * v. :•
STOSH'JTj-
t:k
IWNGCONTCLMC'DLE
;1-bH
— 0-Wr-Hi—
ITK
38H5K
CM1NUED FROM 383 Di 1MING GROUND
seFwkor MAMJAlOVERIDE
MANUAL OYERPIDI SKtWH-VL 'JITQNP'XSS
3MTCNPULSES SS51-WH-SN
PESTSWl RE-ETSGNAt
SS.W8J IjDCASWl
XKSGNAl
5451 YIH-3L
All ACHED TO L'JG IN

BOTTOM OF ENGINE JUNCTION
P302'RD
ENG'GND/BB
608 >UA 609
Right Bark
ENGINE JUNCTION BOX Combustion Butte
Detonation Sensor
Terminal Box
ENGINE CON1HOL
MODULE P508/RO
PS08/BK
FREQ IP 2 S780/WH-BU S706/WH-BU
PULSE IP 1 S78D/WH-GN S709WH-GN
PULSE IP 2 37§UTWTTVl
S780/SH
Combustion Butter
Detonation Sensor
Terminal
SPARK ENG/GND/BB
PLUG P511YRD
WH (CYL#12| I CYL# P4C2/BK
WH (CYL #10)
WH (CYL
WH (CYL #6) PROBE
WH (CYL #4 CYL #
WH (CYL #2
ABC
WH (CYL #1 1
WH (CYL #3
S786''BK
WH iCYL #5)
—._
3786/WH GN
WH iCYL #7) Cylinder #1
S736/RU
WH (CYL #9) Combustion
WH (CYL #11 Butte
S7B5/WH-GN
BN-YL (GROUND)
\sÿo S785,RD
S784/BK
S784TWH-GN ABC: FbOBO
S784/RD
S783'BK
S783WH-GN
-
111 O
S782.'BK
S762TWH-UN
S78VBK
S781/WH-GN
S76VRD
j round

were labeled from 101 to 458. The later engines used individual flesible stainless steel
2nd- SS Flex Harness/Mag/Heinzmann 128-2508 128-3198
3rd - SS Flex Harness/CIS/DMC/Hydrax 180-2919 173-0111
ESS termination point = ( ) Engine Junction Box termination point =
Note: For Generation HI engines, refer to Schematic, SENR5083 (in-line) and Schematic, SENR5082 (Vee).
©2002 Caterpillar Printed in U.S.A.

All Rights Reserved

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PATCDDIIIAD' SENR6510-05

U&R CnriLLMn January 2002

Failure to heed this warning can lead to prema¬

Talk to the operator directly, if possible.

Under what operating conditions does the

Is the control system performing as expected?

Determine all of the diagnostic codes that are present

c> Use operator information gathered above.

G3600 Engine Supervisory System Troubleshooting

ESS System Overview

G3600 Engine Supervisory System

Troubleshooting With A Diagnostic Code Battery Voltage Low 4-40

Detonation Mixing Control Diagnostic Codes 3-27 Flywheel Sensor 4-71

Wire Color Codes 3-40 Desired Speed Input 4-157

G3600 Engine Supervisory System Troubleshooting

G3600 Engine Supervisory System 6 Troubleshooting

G3600 Engine Supervisory System 1-1 Troubleshooting

Engine Supervisory System (ESS) Panel

Figure 1.1 - ESS Panel

G3600 Engine Supervisory System 1-2 Troubleshooting

ESS Panel Engine Control Module (ECM)

The panel contains the following modules:

• Engine Control Module (ECM)

Figure 1.2 - Engine Control Module

For example, if the ECM is indicating a continuously

Control of the ECM displayed information is provided by

G3600 Engine Supervisory System 1-3 Troubleshooting

Other Display Indications Timing Control Module

If the shutdown input (from the SCM) is still requesting

PC CAL- Prechamber Calibration Mode

G3600 Engine Supervisory System 1-4 Troubleshooting

NOTE: Refer to Timing System Signal Interaction

The Timing Control Magnetic Pickup (TCMPU) is a

G3600 Engine Supervisory System 1-5 Troubleshooting

Ignition Interface Pulses Diagnostic Overview

NOTE: The diagnostics are reset through the Display

The Timing Control Module (TCM) generates a clock

When the ignition system receives the reset pulse

Ignition timing is calculated by, comparing the offset

G3600 Engine Supervisory System 1-6 Troubleshooting

Caterpillar Ignition System

G3600 Engine Supervisory System 1-7 Troubleshooting

Caterpillar Ignition System control to Engine timing Display Module

To set the timing, the engine must be started with

After the timing switch is set, move from DDT

H.E. P/U LED

G3600 Engine Supervisory System 1-8 Troubleshooting

Timing System Signal Interaction Diagram

Reset Pulse Controls

9 Mag Clock Edges

"Magneto" Interface Pulses

Timing Angle is calcuated

Crank Angle Sensor (CAS) u

G3600 Engine Supervisory System 1-9 Troubleshooting

Computerized Monitoring System Module

" ÿ " ÿ [j F>

GAGE GROUP SELECT GAGE DATA SELECT DIMMER

1. AIR TEMPERATURE 7. OIL FILTER DIFFERENTIAL F1 CHECK GAGES

Si 2 COOLANT TEMPERATURE 'C 8. AIR RESTRICTION LEFT

G3600 Engine Supervisory System 1-10 Troubleshooting

CMS Gage Module (Group 1) Gage 6 (Engine Load)

Gage 2 (Coolant Temperature) Gage 7 (Oil Filter Differential Pressure)

Gage 3 (Fuel Correction Factor) Gage 8- Air Restriction (Left or Inline)