Localización y Solución de Problemas

Localización y Solución de Problemas
3500B Engines for Caterpillar Built Power Modules with the ADEM 2 Electronic
Control Module
Número de medio -RENR4929-01 Fecha de publicación -01/11/2009Fecha de actualización -04/11/2009
i01328798
System Overview
SMCS - 1901-038
The engine is designed for electronic control of most engine operating functions. The
electronic system consists of an Electronic Control Module (ECM), wiring harness,
switches, sensors, and Electronic Unit Injectors. The ECM monitors parameters during
engine operation.
Electronic Controls
Electronic Control Module
The ECM supplies signals to the Electronic Unit Injectors. The ECM signals control the
engine operation. The ECM consists of two main components, the control computer
(hardware) and the Personality Module (software). The control computer consists of a
microprocessor and electronic circuitry. The Personality Module is the software for the
control computer which contains operating maps that define power and torque curves.
The ECM governs engine speed. Desired engine rpm is determined by the throttle position
sensor signal and certain sensor readings. Diagnostic codes may derate the engine. Actual
engine rpm is determined by the Engine Speed/Timing signal.
Fuel Injection
The ECM controls the timing of the injectors. The ECM varies the signals to the injectors.
Fuel is injected ONLY while an injector solenoid is energized by a 105 volt signal from the
ECM. By controlling the timing and duration of the 105 volt signal, the ECM controls the
fuel injection timing, the quantity of fuel and the desired engine rpm.
Injection timing depends on engine rpm, load, and other operational factors. The ECM
detects the top center of each cylinder. The ECM sends an injection signal at the desired
time. The ECM limits engine power during cold mode operation. The ECM modifies the
injection timing and the ECM cuts out the cylinders. This will increase startability and this
will reduce warm up time.
1
Cold Mode is activated whenever the engine coolant temperature falls below a
predetermined value. Cold Mode remains active until the engine has warmed or a time limit
is exceeded.
The ECM is programmed at the factory which limits the quantity of fuel that can be
injected. The FRC Fuel Position controls the fuel limit for exhaust smoke. The FRC is
based on the maximum allowable fuel to air ratio. The FRC Fuel Position is increased when
the ECM senses a higher Turbocharger Compressor Outlet Pressure. This will allow more
fuel into the cylinder.
The Rated Fuel Position is a limit that is based on the engine power rating. This is similar
to the rack stops and the torque spring on a mechanically governed engine. The Rated Fuel
Position provides power. The Rated Fuel Position provides the power curves and the torque
curves for a specific engine family.
2
Engine Wiring Diagram for the 3500B Engine with CMS and Without
2301A Loadshare
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Illustration 1
3
Engine Wiring Diagram for the 3500B Engine with EMCP II and 2301A
Loadshare
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Illustration 2
4
Location Of The Engine Sensors
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Illustration 3
Left Side View (Typical Example)
(1) Connector for the electronic unit injector. (2) Left exhaust temperature sensor. (3) Left turbocharger
compressor inlet pressure sensor. (4) Air shutoff. (5) Ether starting aid. (6) Electric starting motor. (7) Engine
speed/timing sensor.
5
Location Of The Engine Sensor
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Illustration 4
View A (Typical Example)
(8) Unfiltered fuel pressure sensor. (9) Filtered fuel pressure sensor. (10) Filtered engine oil pressure sensor.
(11) Engine coolant temperature sensor. (12) Atmospheric pressure sensor. (13) Aftercooler temperature
sensor.
6
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Illustration 5
Right Side View (Typical Example)
(14) Right turbocharger compressor inlet pressure sensor. (15) Right exhaust temperature sensor. (16)
Crankcase pressure sensor.
7
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Illustration 6
Front View (Typical Example)
(14) Right turbocharger compressor inlet pressure sensor. (3) Left turbocharger compressor inlet pressure
sensor. (17) Filtered engine oil pressure sensor. (18) Turbocharger compressor outlet pressure sensor. (13)
Atmospheric pressure sensor. (19) ECM.
8
Self-Diagnostics
SMCS - 1901-038
The Electronic Control Module (ECM) has the ability to detect problems with the ECM
inputs and outputs. When a problem is detected, a code is generated. An alarm may be
present at the electronic display module. The diagnostic code is stored in the memory of the
ECM.
There are two types of codes:
 Diagnostic Code
 Event Code
Diagnostic Code - When a problem with the electronic system is detected, the ECM
generates a diagnostic code. The diagnostic code indicates electrical problems with the
circuitry.
Event Code - An event code is generated by the detection of an abnormal engine operating
condition. For example, an event code will be generated if the oil pressure is too low. In
this case, the event code indicates the symptom of a problem. Event codes indicate
mechanical problems rather than electronic problems.
Codes can have two different states:
 Active
 Logged
An active code indicates that a problem has been detected. The active code should be
serviced first. Refer to the following sections:
 Troubleshooting, "Troubleshooting With A Diagnostic Code"

 Troubleshooting, "Event Codes"
The ECM also records Logged codes. Logged codes are stored in the ECM memory. A
Logged code indicates that a problem was detected. The problem may have been repaired
and/or the problem no longer exists.
9
Logged codes may not indicate that a repair is needed. The problem may have been
temporary. The problem may have been resolved since the logging of the code. If the
system is powered, it is possible to generate an active diagnostic code whenever a
component is disconnected. When the component is reconnected, the code is no longer
active. Logged codes may be useful to help troubleshoot intermittent problems. Logged
codes can also be used to review the performance of the engine and the electronic system.
Electrical Connectors and Functions

SMCS - 1408-038
Table 1
Connector Component
J1/P1 Electronic Control Module
J2/P2 Electronic Control Module
J4/P4 - J19/P19 Electronic Unit Injector
J20/P20 Engine Speed/Timing Sensor
J21/P21 Engine Coolant Temperature Sensor
J22/P22 Filtered Engine Oil Pressure Sensor
J23/P23 Turbocharger Compressor Outlet Pressure Sensor
J25/P25 Right Turbocharger Compressor Inlet Pressure Sensor
J26/P26 Timing Calibration Connector
J27/P27 Atmospheric Pressure Sensor
J28/P28 Left Turbocharger Compressor Inlet Pressure Sensor
J29/P29 Crankcase Pressure Sensor
J30/P30 Left Exhaust Temperature Sensor
J31/P31 Right Exhaust Temperature Sensor
J32/P32 Aftercooler Temperature Sensor
J48/P48 Unfiltered Engine Oil Pressure Sensor
10
J49/P49 Filtered Fuel Pressure Sensor
J50/P50 Unfiltered Fuel Pressure Sensor
J60 Service Tool Connector
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Illustration 1
Electronic Control Module
11
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Illustration 2
ECM Connector
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Illustration 3
ECM Connector
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Illustration 4
3 Pin Electrical Connectors
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Illustration 5
14
2 Pin Electrical Connectors
Electronic Service Tools

SMCS - 1901-038
Caterpillar electronic service tools are designed to help the service technician perform the
following tasks:
 Information access
 System diagnostics
 System calibrations
 System configurations
 Data link communications
Required Service Tools

The tools that are listed in Table 1 are required in order to enable a service technician to
perform the test procedures that are found in this manual.
Table 1
Required Service Tools
Part Number Description
N/A 4 mm Allen Wrench
6V-2197 Transducer
7X-1171 Transducer Adapter
7X-1695 Cable As
146-4080 Digital Multimeter Gp (RS232)
15
7X-1710 Multimeter Probes
7X-6370 Adapter Cable As (3-PIN BREAKOUT)
208-0059 Adapter Cable As (70-PIN BREAKOUT)
257-8718 Adapter Cable As (120-PIN BREAKOUT)
167-9225 Harness (SERVICE TOOL ADAPTER)
1U-5804 Crimp Tool (12−AWG TO 18−AWG)
175-3700 Connector Repair Kit (DEUTSCH DT)
Two short jumper wires are needed to check the continuity of some wiring harness circuits
by shorting two adjacent terminals together in a connector. A long extension wire may also
be needed to check the continuity of some wiring harness circuits.
Optional Service Tools

Table 2 lists the optional service tools that may be needed during testing or repair.
Table 2
Optional Service Tools
198-4240 Digital Pressure Indicator

or
1U-5470 Engine Pressure Group
4C-4075 Crimp Tool (4−AWG TO 10−AWG)
4C-4911 (1) Battery Load Tester
16
5P-7277 Voltage Tester
6V-9130 (2) Temperature Adapter (MULTIMETER)
8T-5319 Connector Tool Group
155-5176 AC/DC Current Probe
285-0910 Multi-Tool Gp
(1)
Refer to Special Instructions, SEHS9249, "Use of 4C-4911 Battery Load Tester for 6, 8, and 12 Volt Lead
Acid Batteries" and Special Instructions, SEHS7633, "Battery Test Procedure".
(2)
Refer to Special Instructions, SEHS8382, "Use of the 6V-9130 Temperature Adapter Group".
Caterpillar Electronic Technician (ET)

Cat ET can display the following information:
 Parameters
 Event codes
 Diagnostic codes
 Engine configuration
Cat ET can be used by the technician to perform the following functions:
 Diagnostic tests
 Calibrations
 Flash programming
 Configuration of the Electronic Control Module (ECM)
Table 3 lists the software that is required in order to use Cat ET. Always use the latest
version of Cat ET that is available.
Table 3
Software Requirements for Cat ET
17
JERD2124 Single user license for Cat ET
JERD2129 Data subscription for all engines and machines
Note: For more information regarding the use of Cat ET and the PC requirements for Cat
ET, refer to the documentation that accompanies your Cat ET software.
Connecting Cat ET
Connecting with the Communication Adapter II
Table 4 lists the standard hardware that is required in order to connect Cat ET.
Table 4
Standard Hardware for the Use of Cat ET
N/A Personal Computer (PC)
275-5120 Communication Adapter Gp (CAT ET TO ECM INTERFACE)
237-7547 (2) Adapter Cable As
225-5985 (3) Parallel Port Cable (COMMUNICATION ADAPTER)
(2)
The 237-7547 Adapter Cable As is required to connect to the Universal Serial Bus (USB) on computers
that are not equipped with a RS232 serial port.
(3)
The 225-5985 Parallel Port Cable is required to connect to the parallel port.
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18
g01255306
Illustration 1
Connecting the Communication Adapter II
(1) Personal Computer (PC)
(2) 237-7547 Adapter Cable As
(4) 225-5985 Parallel Port Cable (COMMUNICATION ADAPTER)
(5) 275-5121 Communication Adapter As
Note: Items (3), (5), and (6) are part of the 275-5120 Communication Adapter Gp .
19
Use the following procedure in order to connect Cat ET and the Communication Adapter II.
1. Remove the electrical power from the ECM.
2. Connect communications adapter (5) to a communications port on the PC by using one of

the following methods:
a. Connect cable (4) between the "COMPUTER" end of communications adapter (5)
and the parallel port of PC (1). Be sure to configure Cat ET for the parallel port.
This configuration provides the fastest connection.
b. Connect cable (3) between the "COMPUTER" end of communication adapter (5)
and the RS232 serial port of PC (1) .
c. Connect cables (2) and (3) between the "COMPUTER" end of communication
adapter (5) and the USB port of PC (1) .
3. Connect cable (6) to communication adapter (5) .
4. Connect cable (6) to a service tool connector.
5. Verify that the "POWER" indicator on the communication adapter is illuminated.
6. Establish communication between Cat ET and the ECM.
7. If Cat ET and the communication adapter do not communicate with the ECM, refer to
Troubleshooting, "Electronic Service Tool Does Not Communicate".
Communicating with the Wireless Communication Adapter
Table 5 lists the optional hardware that is needed in order to connect Cat ET by using a
wireless connection.
Table 5
Optional Hardware for the Use of Cat ET
N/A Personal Computer (PC)
261-3363 (1) Wireless Communication Adapter Gp
20
(1)
Refer to Tool Operating Manual, "Using the 261-3363 Wireless Communication Adapter Gp " for
information that is related to the installation and the configuration.
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Illustration 2
(1) Personal computer (PC)
(7) 261-4867 Card (PCMCIA)
(8) 239-9955 Communication Radio Gp
(9) 259-3183 Data Link Cable As
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Note: Items (7), (8), and (9) are part of the 261-3363 Wireless Communication Adapter Gp
.
Use the following procedure in order to connect the wireless communication adapter for
use with Cat ET.
1. Remove the electrical power from the ECM.
2. Ensure that the computer has been correctly configured for the 261-4867 Card (PCMCIA).
Verify that the PC card is installed in the computer's PCI expansion slot.
3. Connect cable (9) between communication radio (8) and the service tool connector.
4. Restore the electrical power to the ECM. If Cat ET and the communication radio do not
communicate with the ECM, refer to Troubleshooting, "Electronic Service Tool Does Not
Communicate".
5. Electronic Display Module - Optional
6. SMCS - 1901-038
8.
9. The electronic display module option for this engine is the Caterpillar Monitoring
System. This module can display diagnostic data from the engine control system.
Three switches are used to select various operating modes and display modes. The
three switches are permanently mounted to the instrument panel.
10. Caterpillar Monitoring System
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g00719698
Illustration 1
(1) Quad gauges. (2) Main display module. (3) Scroll switch. (4) Clear mode switch. (5) LH RH switch. (6)
Action alarm. (7) Alarm silence switch. (8) Backlight dimmer potentiometer.
Engine Monitoring System - Programmable

SMCS - 1901-038
The Monitoring System monitors engine operating parameters. These parameters are stored
in the memory of the Electronic Control Module (ECM). The parameters can be accessed
on the Caterpillar Electronic Technician (ET). Go to the "Monitoring System" menu and
activate the "Access service". The technician has the option of activating these monitoring
system parameters. These parameters can be programmed in order to warn the operator of
major problems that could develop in the operating system of the engine. The customer has
the ability to program the trip points and the delay times for these parameters.
If the Monitoring System detects a parameter that has exceeded a trip point, an internal
timer will be activated. The parameter must fall to a specific value below the value of the
trip point in order to reset the timer. The difference between the specific value and the
value of the trip point is called the Hysteresis. If the delay time is exceeded the Monitoring
System will initiate the programmed action. The Engine Monitoring System can initiate the
following events: Warning, Derate and Shutdown. Not all of these events are available for
each parameter. The engine monitoring system is enabled after the engine is started. When
23
the engine is within 50 rpm of low idle, the ECM will check the parameters. The ECM
checks for oil pressure after a 10 second delay. The delay is designed to eliminate false low
oil pressure warnings.
If the ECM generates an event, the event will be displayed as a "Status Flag" on the
"Status" screen on the Cat ET. Go to the "Information" menu on Cat ET and activate the
"Status" screen in order to see the active event. The event will be displayed across the top
of the screen with the name of the ECM and serial number of the product.
The Cat ET can be used to set the programmable limits of the parameters. To set the limits,
go to the "Service" menu on Cat ET. Select "Monitoring System". The screen for the
Monitoring System has the following four columns: Parameter description, State, Trip point
and Delay time. The following list describes the four columns:
Parameter description - The function that is being monitored
State - Programmed as ON, OFF or Always ON
Trip point - Programmed limits for safe operation
Delay time - Programmed time before action is taken.
In order to change the programmed limit, highlight the action or delay time and press the
"Change" button. If a password is required to change the limit the Monitoring System will
ask for either a "Factory Password" or a "Customer Password". Refer to the diagnostic
procedure Troubleshooting, "Factory Passwords" for information on passwords.
Note: Use care when you program the trip point and the delay times. The ECM response
must be correct for the application. If the legal range is not exceeded the engine monitoring
system will accept any setting. Table 1 contains the parameters and the default limits for the
Monitoring System.
Table 1
Engine Monitoring System
ECM Default Default

Parameter Response Trip Delay Limits
Point Time
Range for Delay Hysteresis

Trip Point Time
Low High
24
Off
Low System Warning 20 VDC 10 20 30 1 to 30
Voltage (1) Seconds VDC VDC seconds 2 VDC
Off
(2)
Warning 4 N/A 1 to 15
Seconds seconds 20 kPa
Low Oil
(2.9 psi)
Pressure
(2)
Shutdown 9 N/A 1 to 15
Seconds seconds 20 kPa
(2.9 psi)
Off
Warning 5 1 to 60
102 °C Seconds 90 125 Seconds
(216 °F) °C °C 5 °C (9 °F)
(194 (257
°F) °F)
Derate (3) 30 1 to 60
High Coolant 107 °C Seconds 90 125 Seconds
Temperature (225 °F) °C °C 5 °C (9 °F)
(194 (257
°F) °F)
Shutdown 5 1 to 60
(225 °F) °C °C 5 °C (9 °F)
(194 (257
°F) °F)
Off
Low Coolant Warning (4) 5 1 to 60

Temperature (1) 80 °C Seconds 63 85 °C Seconds
(176 °F) °C (185 5 °C (9 °F)
(145 °F)
°F)
Off
Engine
Overspeed Warning 118% 0 1200 2400 0 to 5
100 rpm
of Seconds rpm rpm Seconds
25
Rated
Speed
Shutdown 118% 0 0 to 5
of Seconds 1200 2400 Seconds
Rated rpm rpm 100 rpm
Speed
Off
Warning 5 1 to 60
7 kPa (1 Seconds 3 kPa 7 kPa Seconds
psi) (0.4 (1 N/A
Air Filter psi) psi)
Restriction
Pressure (1)
Derate (5) 5 10 1 to 60
7 kPa (1 Seconds 1 kPa kPa Seconds
psi) (0.14 (1.45 N/A
psi) psi)
Off
(6)
Warning 5 800 1 to 60
High Exhaust Seconds 500 °C Seconds 10 °C (18
Temperature (1) °C (1472 °F)
(932 °F)
Derate (7) (6)
5 °F) 1 to 60
Seconds Seconds 10 °C (18
°F)
Off
Warning 105 kPa 5 140 1 to 60

Oil Filter (15 psi) Seconds 70 kPa Seconds
Differential (1) kPa (20
10 kPa
(10 psi)
(1.5 psi)
psi)
Fuel Filter Off

Differential (1) Warning 5 140 1 to 60
70 kPa Seconds 50 kPa Seconds 10 kPa
26
(10 psi) kPa (20 (1.5 psi)
(7 psi)
psi)
Off
Warning 3 0.5 1 to 30
2 kPa Seconds kPa 6 kPa Seconds
0.25 kPa
(0.3 psi) (0.1 (0.9
(0.036 psi)
psi) psi)
Derate (8) 10 0.5 1 to 60

Crankcase 6 kPa Seconds kPa 6 kPa Seconds
Pressure 0.25 kPa
(0.9 psi) (0.1 (0.9
(0.036 psi)
psi) psi)
Shutdown 3.5 kPa 3 0.5 1 to 30

(0.5 psi) Seconds kPa 6 kPa Seconds
0.25 kPa
(0.1 (0.9
(0.036 psi)
psi) psi)
Off
Warning 5 1 to 60
(183 °F) °C °C 3 °C (5 °F)
(122 (257
°F) °F)
Aftercooler Derate (9) 5 1 to 60

Water 88 °C Seconds 50 125 Seconds
Temperature (190 °F) °C °C 3 °C (5 °F)
(122 (257
°F) °F)
Shutdown 5 1 to 60
(190 °F) °C °C 3 °C (5 °F)
(122 (257
°F) °F)
(1)
Some Engine Monitoring parameters do not have the ability to perform an engine shutdown.
(2)
Refer to the oil pressure map.
27
(3)
If the trip point for the derate is exceeded the derate will reduce power linearly from 0 % to a maximum of
25 % over a period of 480 seconds.
(4)
The engine must be operated at an average load that is greater than 20 % for ten minutes. When the
average load is greater than 20% and the coolant temperature is below 80 °C (176 °) for 5 seconds, a
warning will occur. To deactivate the warning, the 10 minute average load must drop below 20% or the
coolant temperature must be greater than 85 °C (185 °F).
(5)
Derates power 2% per kPa to a maximum derate of 25%. This derate will not reset, if the value falls below
the value of the trip point.
(6)
Refer to the Performance and Ratings manual.
(7)
If the trip point is exceeded, engine power will be derated 2% for each 15 second time period. The
maximum derate is 20%.
(8)
Derates power 15% over a 480 second time period.
(9)
If the trip point for the derate is exceeded the derate will reduce power linearly from 0 % to a maximum of
25 % over a period of 480 seconds.
Note: The derate may not have an effect when the engine is not operating at the maximum
torque limit. The derate is subtracted from the maximum torque limit. The current rack
limit may be below the derated rack limit. There will be no effect on engine operation until
the derated rack limit falls below the current rack limit. Rack limits are added together. The
maximum torque limit is 9 mm (0.354 inch).
Oil Pressure Map
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g00863970
Illustration 1
Map of the engine oil pressure versus the engine rpm
(X) Engine rpm
(Y) Engine oil pressure in kPa
(1) Hysteresis (minimum and maximum engine oil pressure)
(2) Normal engine oil pressure
Example 1
Default settings are used for high coolant temperature as the coolant temperature increases
to 107 °C (225 °F). A warning is issued after five seconds at 102 °C (216 °F) and a
shutdown occurs after five seconds at 107 °C (225 °F).
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g00869677
Illustration 2
Typical example 1
Table 2
Enable and/or ECM Response Trip Point Delay
Parameter
Disable Time
5 Seconds
Enabled Warning 102 °C (216
°F)
High Coolant Active Engine 5 Seconds

Disabled 105 °C (220
Temperature Derate
°F)
5 Seconds
Enabled Shutdown 107 °C (225
°F)
Example 2
Default settings are used for High Coolant Temperature as the coolant temperature
fluctuates around 102 °C (216 °F). A warning is not issued when the temperature does not
remain above 102 °C (216 °F) for five seconds.
30
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Illustration 3
Typical example 2
Table 3
Enable and/or ECM Response Trip Point Delay
Parameter
Disable Time
5 Seconds
Enabled Warning 102 °C (216
°F)
High Coolant Active Engine 5 Seconds

Disabled 105 °C (220
Temperature Derate
°F)
5 Seconds
Enabled Shutdown 107 °C (225
°F)
Example 3
Default settings are used for low engine oil pressure. The engine oil pressure is low when
the engine is started. Once the system is enabled there is an automatic ten second delay.
The delay compensates for the low engine oil pressure after the engine oil has been
31
changed. After the delay, the timer starts due to the low engine oil pressure. A warning is
issued after one second. A shutdown occurs after one second.
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Illustration 4
Typical example
Table 4
Enable and/or Disable Delay Time
Parameter ECM Response
Enabled Warning 1 Seconds
Engine Oil Pressure Active Engine Derate

Disabled 5 Seconds
Enabled Shutdown 1 Seconds
Programming Parameters
SMCS - 1901-038
Caterpillar Electronic Technician (ET) can be used to view certain parameters that can
affect the operation of the engine. Cat ET can also be used to change certain parameters.
32
Some of the parameters are protected from unauthorized changes by passwords. Parameters
that can be changed have a tattletale number. The tattletale number shows if a parameter
has been changed.
Factory Passwords
SMCS - 1901-038
Passwords
Passwords are part of a security system that helps to prevent unauthorized changing of
certain parameters. Passwords prevent unauthorized erasing of logged events. Passwords
allow the factory to control access to engine calibration parameters. Passwords allow the
customer to control access to certain engine parameters.
Factory Passwords
Factory passwords are required to clear any event code. Factory passwords are required to
change certain parameters such as "Full Load Setting". Factory passwords restrict changes
to authorized personnel. When the correct factory passwords have been entered, the
changes can then be made.
Note: Factory passwords are calculated on a computer system that is only available to
Caterpillar dealers.
In order to obtain the proper factory passwords, certain information must be given to an
authorized Caterpillar dealer. Since the factory passwords contain alphabetic characters, the
Caterpillar Electronic Technician (ET) can be used to perform this function. In order to
obtain the factory passwords, proceed as if you already have the factory passwords. At
some point, if the factory passwords are actually needed, Cat ET will request the factory
passwords and Cat ET will display the information that is required to obtain the factory
passwords.
Note: The old interlock code and the new interlock code are required to change the
interlock code on a used Electronic Control Module (ECM).
The Cat ET screen for factory passwords will display the following parameters:
 Serial number of the ECM

 Engine serial number
33
 Serial number for Cat ET
 Reason code
 Interlock code
 Total tattletale
Note: Factory passwords are only valid for the current Cat ET screen. A different set of
factory passwords will be required if you exit the current Cat ET screen. A different set of
passwords will be required to change information on another Cat ET screen.
Customer Passwords
Customer passwords allow the customer to restrict access to parameters that can be
changed by the customer. The customer passwords cannot be longer than eight characters.
The customer passwords may consist of alphanumeric characters. The customer has the
option of entering one or two customer passwords.
If customer passwords have been entered, then the customer passwords are required to
change any parameter that is customer programmable. Refer to the diagnostic procedure
Troubleshooting, "System Configuration Parameters" for more detail on parameters that are
customer programmable.
Note: If the customer passwords are lost, the parameters that are protected by customer
passwords cannot be changed. You must use factory passwords in order to read the
customer passwords. You may then use those customer passwords to change parameters
that have been protected by customer passwords.
Factory Passwords Worksheet

SMCS - 1901-038
Factory passwords are required to perform the following functions:
 Clear all of the logged events.

 Program the engine monitoring system.
 Program the parameter for the rack limit.
 Program the cooling system parameter.
 Reset the PM interlock.
View the factory password screen on the Electronic Technician. Record the following
information:
Table 1
34
Electronic Service Tool Serial Number
Engine Serial Number
ECM Serial Number
Total Tattletale
Reason Code
Other parameters
Injector Calibration Codes

Table 2
Injector 1
Injector 2
Injector 3
Injector 4
Injector 5
Injector 6
Injector 7
Injector 8
Injector 9
Injector 10
Injector 11
Injector 12
Injector 13
Injector 14
Injector 15
Injector 16
35
Flash Programming
SMCS - 1901-038
Flash Programming - This is a method of programming or updating the personality

module in an Electronic Control Module (ECM).
The Caterpillar Electronic Technician (ET) can be utilized to flash new software into the
personality module in the ECM. This is the preferred method for updating the software.
This procedure eliminates the need to physically remove the personality module from the
ECM. This procedure eliminates the risk of moisture entry into the ECM due to improper
seal installation. The flash is accomplished by transferring the data from the personal
computer (PC) to the ECM.
Note: If the PC and Cat ET are not available, the personality module can be physically
removed and replaced.
Programming a Personality Module with Flash

Programming
Note: After you program the personality module, the operation of the engine is identical to
the operation after you replace the personality module chip. The only difference is the
software. The software was already programmed in the chip when you replaced the chip.
Now, you are actually performing the programming function.
For example, if you are rerating an engine, you will still need factory passwords to change
the interlock code for the personality module.
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36
g00647144
Illustration 1
(1) Personal computer
(2) 160-0141 Data Link Cable
(3) 171-4401 Communication Adapter II
(4) 160-0133 Data Link Cable
37
Flash Programming a Personality Module
1. Start Cat ET.
2. When possible, write down all of the current engine parameters.
3. Select "WinFlash" from the "Utilities" menu on Cat ET.
"WinFlash" will try to detect an ECM.
4. When an ECM has been detected, the "ECM Selector" window will appear. Select the
appropriate ECM and then select "OK".
The "Flash File Selection" window will appear.
5. The flash files are located on a disk drive and in a directory. Select the correct disk drive
and the directory from "Drives" and "Directories" on Cat ET.
A list of flash files will appear.
6. Select the correct file from the list of flash files. Read the "Description" and the "File Info"
in order to verify that the correct file is selected. Select "OK".
7. Select the "Begin Flash" button in order to program the personality module.
When the flash is completed, this message will appear: "Flash Completed
Successfully".
8. Check all programmable parameters for correct settings.

a. Access the "Configuration" screen under the "Service" menu in order to determine
if any of the parameters require programming. Look under the "Tattletale"
column. All of the parameters should have a tattletale of 1 or more. If a parameter
has a tattletale of 0, program that parameter.
b. If a diagnostic code of 268-02 "Check Programmable Parameters" is generated,

program any parameters that were not in the old personality module.
9. Start the engine and check for proper operation.
"Winflash" Error Messages
38
"The engine ID in the flash file does not match the engine ID in the ECM."
This message means that the ECM has a personality module for a different engine. For
example, the ECM has a personality module for a 3512B Marine Engine and you are
attempting to program another personality module into the ECM.
If you receive this message, stop the transfer. Access the information about the ECM
summary under the "Information Menu". Be certain that you are transferring the correct file
for your engine.
"The application ID in the flash file does not match the application ID in the ECM."
This message means that the ECM has a personality module for a different application.
summary under the "Information Menu". Be certain that you are transferring the correct file
for your engine.
"The ECM ID in the flash file does not match the ECM ID in the ECM."
This message means that the ECM is not the correct ECM for the engine.
summary under the "Information Menu". Be certain that you are using the correct ECM for
your engine.
Note: If a problem occurs, refer to the documentation that accompanies Cat ET.
System Configuration Parameters

SMCS - 1901-038
System Configuration Parameters are parameters that affect emissions, power of the engine,
and other features. The parameters are programmed at the factory. In most cases, the
parameters do not need to be changed. The System Configuration Parameters must be
reprogrammed if an ECM is replaced and/or the engine rating is reprogrammed. System
Configuration Parameters do not need to be reprogrammed if the Personality Module is
replaced. Proper values for these parameters are available on an Electronic Service Tool.
Certain Configuration Parameters are also stamped on the Engine Information Plate.
Note: Changing the parameters that are protected by factory passwords may cause your
Caterpillar warranty to be voided.
39
Check Programmable Parameters (268-02)
A 268-02 Check Programmable Parameters diagnostic code will be generated if one or

more of the programmable parameters has not been programmed. The unprogrammed
parameters will be set to default. Certain aspects of the engine's performance and engine
monitoring may be affected.
Personality Module Mismatch (253-02)
The ECM stores a code number in permanent memory. This code is called an Interlock
Code that is associated with each personality module part number. The Interlock Code does
not allow the engine to run if the wrong Personality Module is FLASH downloaded into the
ECM.
The ET will warn you if a file is FLASH downloaded that does not match the last file in the
ECM. The Interlock Code must be reprogrammed with the ET in order to allow the engine
to run with new software. For instructions on reprogramming the Interlock Code, refer to
the Special Instruction, SEHS9343. Installing the incorrect ECM software may void the
Caterpillar warranty. The 3500B ECM and another Caterpillar ECM may appear to be
similar, but the ECMs are different. These different ECMs can not be interchanged. For
example, a 3412E ECM can not be used to replace a 3500B ECM. The Interlock Code can
not be reset if the wrong ECM is installed. If an incorrect ECM is used, a 253-02
Personality Module Mismatch diagnostic code becomes active. The fuel injection is
disabled in order to prevent the engine from starting. Verify the correct ECM part number
by checking the part number that is listed in the Parts Manual or by checking the last two
characters of the ECM serial number. The correct ECM serial number ends with CD.
When the engine is rerated, programming the Interlock Code to zero will prompt the ECM.
The ECM will read the stored code and the ECM will match the stored code to the new
Interlock Code.
The engine serial number should be programmed to match the engine information plate.
The serial number is not programmed on a new ECM.
Rated Fuel Position
This parameter is used to set engine power. A Factory Password is required to change this
setting.
Table 1
Minimum Default Maximum
40
Minimum Rack Engine Dependent Engine Dependent
Low Idle
The parameter defines the lowest rpm level.
Table 2
450 rpm 600 rpm 1000 rpm
Cooldown Speed
This parameter defines the engine speed when the engine shutdown is activated.
Table 3
450 rpm 600 rpm 1800 rpm
Engine Cooldown Duration
This parameter defines engine operation at the cooldown speed. Programming this
parameter to 0 will disable this function.
Table 4
0 minutes 0 minutes 60 minutes
Engine Prelube Duration
The parameter sets the amount of time for prelubrication. Programming this parameter to 0
will disable this function.
Table 5
41
0 seconds 0 seconds 210 seconds
Crank Duration
The crank duration determines when the starting motors will be energized. The crank
duration determines when the starting motors will be disengaged. Programming this
parameter to 0 will prevent the ECM from engaging the starting motors.
Table 6
0 seconds 0 seconds 60 seconds
Maximum No. Of Cranking Cycles
This parameter is the total number of crank cycles that can be performed.
Table 7
0 0 10
Crank Terminate Speed
This parameter determines when the starting motor will disengage.
Table 8
100 rpm 400 rpm 500 rpm
Air Shutoff
Programming the parameter to "DISABLED" will disable the air shutoff. This parameter
should be programmed to "DISABLED" if the function is not being used or installed on
this engine. This will prevent air shutoff diagnostics from being logged.
Table 9
42
Disabled Enabled Enabled
Fuel Ratio Control
The ECM determines the offset value for the Fuel Ratio Control (FRC). The FRC Offset
value is used to adjust the fuel ratio control. This minimizes the exhaust smoke when the
engine is accelerated.
An offset value of ± 25 kPa (± 4 psi) may be used for adjusting customer preference, fuel
quality or other factors that affect engine performance. The default setting is 0.
Note: This parameter may not be available on all applications. This parameter replaces the
mechanical control for the fuel to air ratio. This parameter improves the engine response
with improved emission levels.
Table 10
-25 0 25
Ether Control
Programming this parameter to "DISABLED" will disable the Ether functions. This
parameter should be programmed to "DISABLED" if the Ether function is not being used
or installed on this engine. This will prevent ether control diagnostic codes from being
logged.
Table 11
Disabled Disabled Enabled
"CCM Interface"
The interface will allow you to control the engine from a remote site.
Table 12
43
Engine Control 1 Engine Control 1 Engine Control 8
Engine Cooling System Configuration
The engine can use the separate circuit aftercooler system (SCAC). The engine can use the
jacket water aftercooler system (JWAC).
Table 13
SCAC SCAC JWAC
Cold Mode Cylinder Cutout
This parameter provides the strategy for the cold mode cylinder cutout.
Table 14
Disabled Enabled Enabled
Engine Acceleration Rate
This parameter limits the rate of change for the desired engine speed. This parameter may
also help reduce smoke when you start the engine.
Table 15
1 250 2000
Customer Parameters Worksheet
44
SMCS - 1901-038
Record the following information before you change any programmable parameter.
Table 1
Equipment ID
Serial number for Electronic Control Module (ECM)
Fuel Ratio Contorl (FRC) Offset
Rated Fuel Position
Low Idle Speed
High Idle Speed
Fuel Correction Factor
Engine Cooling System
Cold Mode Cylinder Cutout
Identifier for Cat Data Link
Engine Acceleration Rate
Cooldown Speed
45
Engine Cooldown Duration
Engine Prelube Duration
Crank Duration
Maximum Number Of Crank Cycles
Crank Terminate Speed
Air Shutoff
Ether Control
Fuel Position Multiplier
Record the following information from the engine information plate.
 Engine serial number
Record the following information from the engine monitoring system. The engine
monitoring system can be accessed through the Caterpillar Electronic Technician (ET).
Select "Monitoring System" from the "Service" menu.
Low System Voltage

Table 2
Warning Trip Points
Warning Delay Time
Low Engine Oil Pressure

Table 3
46
Warning Trip Point
Warning Delay Time
Shutdown Trip Point
Shutdown Delay Time
High Coolant Temperature

Table 4
Warning Trip Point
Warning Delay Time
Derate Trip Point
Derate Delay Time
Shutdown Trip Point
Derate Delay Time
Low Coolant Temperature

Table 5
Warning Trip Point
Warning Delay Time
Engine Overspeed
Table 6
47
Warning Trip Point
Warning Delay Time
Shutdown Trip Point
Shutdown Delay Time
High Air Filter Restriction Pressure

Table 7
Warning Trip Point
Warning Delay Time
Derate Trip Point
Derate Delay Time
Altitude (Atmospheric Pressure)

Table 8
Derate Trip Point
High Exhaust Temperature

Table 9
Warning Trip Point
Warning Delay Time
Derate Trip Point
48
Derate Delay Time
High Engine Oil Filter Restriction Pressure

Table 10
Warning Trip Point
Warning Delay Time
High Fuel Filter Restriction Pressure

Table 11
Warning Trip Point
Warning Delay Time
High Crankcase Pressure

Table 12
Warning Trip Point
Derate Trip Point
Derate Delay Time
Warning Delay Time
Shutdown Trip Point
Shutdown Delay Time
49
High Aftercooler Temperature
Table 13
Warning Trip Point
Warning Delay Time
Derate Trip Point
Derate Delay Time
Shutdown Trip Point
Shutdown Delay Time
Replacing the ECM

SMCS - 1901-038
NOTICE
Care must be taken to ensure that fluids are contained during
performance of inspection, maintenance, testing, adjusting and repair
of the product. Be prepared to collect the fluid with suitable containers
before opening any compartment or disassembling any component
containing fluids.
Refer to Special Publication, NENG2500, "Caterpillar Tools and Shop

50
Products Guide" for tools and supplies suitable to collect and contain
fluids on Caterpillar products.
Dispose of all fluids according to local regulations and mandates.
NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened component life.
The Electronic Control Module (ECM) contains no moving parts. Follow the
troubleshooting procedures in this manual in order to be sure that replacing the ECM will
correct the problem. Verify that the suspect ECM is the cause of the problem.
Note: Ensure that the ECM is receiving power and that the ECM is properly grounded
before a replacement of the ECM is attempted. Refer to the diagnostic functional test
Troubleshooting, "Electrical Power Supply".
A spare ECM can be used to determine if the ECM is faulty. Install a spare ECM in place
of the suspect ECM. Transfer the personality module from the suspect ECM to the spare
ECM. Program the parameters for normal operation. The parameters must match the
parameters in the suspect ECM. Refer to the following test steps for details. If the spare
ECM resolves the problem, reconnect the suspect ECM. Verify that the problem returns. If
the problem returns, replace the ECM.
Note: The replacement or the spare ECM must have the same serial number suffix as the
suspect ECM. Ensure that the replacement ECM and the Interlock code for the personality
module match the suspect ECM. Be sure to record the parameters from the replacement
ECM. Use the "Copy Configuration/ECM Replacement" feature that is found under the
"Service" menu on the Caterpillar Electronic Technician (ET).
NOTICE
If the personality module and engine application are not matched,
engine damage may result.
Perform the following procedure in order to replace the ECM.
1. Start Cat ET.
51
2. Print the parameters from the "Configuration" screen on Cat ET. If a printer is
unavailable, record all of the parameters. Record any logged diagnostic codes and
logged event codes for your records.
3. Use the "Copy Configuration/ECM Replacement" feature that is found under the
"Service" menu on Cat ET. Select "Load from ECM" in order to copy the
configuration from the suspect ECM.
Note: If the "Copy Configuration" process fails and the parameters were not
obtained in Step 2, the parameters must be obtained elsewhere. Some parameters are
stamped on the engine information plate, but most parameters must be obtained
from the Service Center at the Caterpillar Large Engine Center.
4. Remove the ECM.

a. Turn the keyswitch to the OFF/RESET position.
b. Disconnect the ECM connectors J1/P1 and J2/P2.
NOTICE
Use a suitable container to catch any fuel that might spill. Clean up any
spilled fuel immediately.
NOTICE
Do not allow dirt to enter the fuel system. Thoroughly clean the area
around a fuel system component that will be disconnected. Fit a
suitable cover over disconnected fuel system component.
c. Remove the fuel lines from the ECM.
d. Remove the mounting bolts from the ECM.
e. Disconnect the ECM ground strap from the engine.
f. If you are flash programming, go to Step 7. If you are physically replacing

the personality module, proceed to Step 5.
Note: Flash programming is the preferred method for replacing the

personality module. The personality module can be physically removed, if
flash programming is unsuccessful.
NOTICE
52
Moisture entry into the ECM from improper servicing can result in
ECM failure.
5. Remove the personality module from the old ECM.

a. Remove the tag wire from the back cover of the ECM.
b. Remove the bolts from the back cover of the ECM.
c. Remove the O-ring seal from the cover.
d. Remove the personality module by squeezing the tabs on the ends of the
blue plastic case. Pull the module straight out of the ECM.
NOTICE
Improper O-ring placement could result in moisture damage from
improper sealing. Do not over tighten bolts! This could result in
damaged threads and moisture damage from improper sealing.
6. Install the personality module into the replacement ECM.

a. Carefully seat the personality module in the EPROM carrier socket.
Note: Do not use excessive force to insert the module into the socket.
The socket will accept the personality module in only one position. A click
is audible when the personality module is inserted correctly.
b. Install the O-ring seal for the cover of the personality module.
c. Install the access cover for the personality module on the ECM. Tighten the
cover bolts for the personality module to a torque of 1.36 N·m (12 lb in).
7. Install the replacement ECM.

a. Use the old mounting hardware to install the replacement ECM. Make sure
that the mounting hardware is free of damage.
b. Reconnect the fuel lines.
c. Ensure that the ECM mounting hardware is installed correctly. The fuel lines
should not be pulling the ECM. The rubber grommets are used to protect the
ECM from excessive vibration. The ECM should be able to drift in the
rubber grommets. If the ECM cannot be moved slightly in the grommets,
check that the fuel lines are not pulling the ECM against one side of the
grommets.
53
d. Install the ECM ground strap on the engine.
e. Reconnect ECM connectors J1/P1 and J2/P2. Tighten the allen head screws
on the connectors to a torque of 2.25 N·m (20 lb in).
f. If the personality module has been physically replaced, go to Step 9. If you

are flash programming, continue to Step 8.
8. Flash program the personality module into the ECM. Refer to the diagnostic
procedure Troubleshooting, "Flash Programming" for the correct procedure.
9. Use Cat ET to match the engine application and the Interlock code for the
personality module if the replacement ECM was used for a different application.
10. Configure the ECM.

a. If the "Copy Configuration" process from Step 3 was successful, return to
the "Copy Configuration/ECM Replacement" screen on Cat ET and select
"Program ECM". Go to Step 12.
b. If the "Copy Configuration" process was unsuccessful, program the ECM

parameters. The parameters should match the parameters from Step 2.
Note: If the "Copy Configuration" process fails and the parameters were not
obtained in Step 2, the parameters must be obtained elsewhere. Some
parameters are stamped on the engine information plate, but most
parameters must be obtained from the Service Center at the Caterpillar
Large Engine Center.
c. If necessary, program the engine monitoring system.
11. Calibrate the injection timing. Refer to the calibration procedure Troubleshooting,
"Engine Speed/Timing Sensor - Calibrate".
12. Check for diagnostic codes and event codes.
Symptoms
SMCS - 1000-038; 1901-038
54
Some engine symptoms can be unrelated to the electronic control system. Gather
information about the complaint that describes the symptoms. Verify that the complaint is
not due to normal engine operation.
Perform the following steps in order to determine the problem.
1. Repair all active diagnostic codes.
2. Gather operator information.
3. Verify that the complaint is not due to normal engine operation.
4. Perform a visual inspection of the engine. Inspect the following items:

o Wiring
o Connectors
o Fuel level
o Fuel supply
o Engine oil level
o Engine oil supply
o Coolant level
o Intake air system
o Air exhaust system
5. Check the wiring and the connectors for the following problems:
o Damage
o Abrasion
o Corrosion
o Incorrect attachment
6. Check for any logged diagnostic codes.

o Determine if the logged diagnostic codes correlate to probable causes.
o Determine if the logged diagnostic codes occur at the same time as the
symptoms.
o Determine if the logged diagnostic codes are logged repeatedly.
If these inspections do not reveal any problems, use the procedure that best describes the
symptoms.
Alternator
SMCS - 1405-035
55
The probable root causes are listed below:
 The alternator is not charging the battery.

 The battery charge is low.
 The battery charge is high.
 Noisy operation
Perform the following checks:
1. Loosen the drive belts on the alternator. Adjust the drive belt tension. Inspect all of
the cables and the connections. Clean the connections and tighten the connections.
Replace faulty parts. Inspect the rotor. Install a new rotor.
2. Inspect the rectifier diodes. Replace the diode.
3. Inspect the alternator for loose connections. Tighten all connections to the
alternator. Inspect the regulator. If a replacement is required, the alternator must be
disassembled.
4. Inspect the drive belts. Install new drive belts. Loosen the drive pulley. Tighten the
pulley. Refer to the Specifications manual. If the belt and the pulley are misaligned,
adjust the belt and the pulley. If the alternator bearings are worn, install new
bearings.
5. If the problem is still present, refer to Special Instruction, REHS0354, "Charging

System Troubleshooting".
Can Not Reach Top Engine RPM
56
SMCS - 1000-038; 1901-038
Note: If this problem occurs under load, refer to the diagnostic procedure Troubleshooting,
"Low Power/Poor Or No Response To Throttle".
Probable Causes
 Derated engine
 Cold mode
 Flash file
 Throttle signal
 Fuel supply
 Air inlet restriction
 Exhaust restriction
 Leaks in air system
 Valve adjustment
 Injectors
 Faulty accessory equipment
Recommended Actions
Derate
Connect Caterpillar Electronic Technician (ET) and check for an active derate event. A
derate status flag will appear on Cat ET if an active engine derate is occurring. In order to
view active events, go to the "Events" menu under "Diagnostics". Refer to Troubleshooting,
"Troubleshooting with an Event Code" for the specific events for this application.
Cold Mode
Use Cat ET to verify that the engine has exited cold mode. A status flag will appear if the
engine is operating in cold mode. This may limit engine speed.
Flash File
Verify that the correct flash file has been installed.
Throttle Signal
Use Cat ET in order to monitor the status of the throttle. Observe the throttle position.
Verify that the throttle position is smooth from low idle to high idle. The throttle position
should reach 100 percent at high idle.
57
Fuel Supply
Check fuel lines for the following problems: restrictions, collapse and pinched line. Repair
the lines and/or replace the lines.
1. Check the fuel tank for foreign objects which may block the fuel supply. Check for
air leaks in the suction line of the fuel pump. Prime the fuel system after you
perform the following procedures:
o Replacing the fuel filters
o Working on the low pressure fuel supply circuit
o Replacing fuel injectors
2. Cold weather adversely affects the characteristics of the fuel. Refer to the Operation
and Maintenance Manual for information on improving the characteristics of the
fuel during cold weather operation.
3. Check the fuel pressure during engine cranking. Check the fuel pressure after the
fuel filter. Refer to the Systems Operation/Testing and Adjusting manual for the
correct pressure values. If the fuel pressure is low, replace the fuel filters. If the fuel
pressure is still low, check the following items: fuel transfer pump, fuel transfer
pump coupling and fuel pressure regulating valve.
Air Inlet Restriction
Replace plugged air filters and/or clean the filters. Leaks in the air inlet manifold system
can lower Inlet manifold pressure.
Exhaust Restriction
Check the exhaust system for restrictions and/or for leaks.
Valve Adjustment
Check the valve lash setting.
Injectors
Use Cat ET to determine if any active diagnostic codes are present for the injector
solenoids. Perform the "Injector Solenoid Test". Observe that the injector solenoids are
being energized on Cat ET. Perform the "Cylinder Cutout Test". Locate the misfiring
cylinder. Refer to the diagnostic functional test Troubleshooting, "Injector Solenoids".
Faulty Accessory Equipment
58
Check attached accessory equipment. Ensure that the accessory equipment is not lugging
down the engine.
Coolant in Engine Oil

SMCS - 1300-038; 1901-038
Probable Causes
 Failure of the oil cooler core
 Failure of cylinder head gasket
 Crack in cylinder head
 Cracked cylinder liner
 Cylinder liner seals
 Water pump
Recommended Actions
Failure of Oil Cooler Cores
Inspect the oil cooler for leaks. Make repairs, as needed. Drain the crankcase. Refill the
crankcase with clean lubricant. Change the oil filters.
Failure of Cylinder Head Gasket
Check the cylinder head gasket.
Crack in Cylinder Head
Check for cracks in the cylinder head. Repair the cylinder head and/or replace the cylinder
head. Tighten the bolts that hold the cylinder head according to the Specifications manual.
Cracked Cylinder Liner
Check the cylinder liner for cracks. Use a borescope to check the cylinder liner.
Cylinder Liner Seals
59
Check the liner water seals in the spacer plate. Check the bottom seals on the liner for
damage.
Water Pump
Check the weep hole in the water pump for blockage. Check the water pump seals for
leakage.
Coolant Temperature Is Too High

SMCS - 1350-038; 1901-038
Probable Causes
 Faulty temperature regulator
 Radiator
 Low coolant level
 Faulty jacket water coolant pump
 Faulty engine cooling fan (if equipped)
 Faulty pressure relief valve
Recommended Actions
Faulty Temperature Regulator
Check the water temperature regulator. A water temperature regulator that does not open,
or a water temperature regulator that only opens part of the way can cause overheating.
Radiator
1. Check the cooling fins on the radiator for dirt and/or for debris. Remove the dirt
and/or debris.
Inspect the cooling fins on the radiator for damage. Refer to the Systems
Operation/Testing and Adjusting manual.
2. Check the radiator for internal blockage. Check the temperature difference between
the top and the bottom of the radiator.
Low Coolant Level
60
1. Verify that the cooling system is filled to the proper level. If the coolant level is too
low, air will get into the cooling system. Air in the cooling system will cause a
reduction in coolant flow and bubbles in the coolant. Air bubbles will keep coolant
away from the engine parts, which will prevent the transfer of heat to the coolant.
Low coolant level is caused by leaks or incorrectly filling the radiator.
2. Check the mixture of antifreeze and water. The mixture should be approximately 50
percent water and 50 percent antifreeze with 3 to 6 percent coolant conditioner.
Refer to Operation and Maintenance Manual. If the coolant mixture is incorrect,
drain the system. Put the correct mixture of water, antifreeze and coolant
conditioner in the cooling system.
3. Check for air in the cooling system. Air can enter the cooling system in different
ways. The most common causes of air in the cooling system are the incorrect filling
of the cooling system and combustion gas leakage into the cooling system.
Combustion gas can get into the system through inside cracks, a damaged cylinder
head, or a damaged cylinder head gasket.
4. Check the cooling system hoses and clamps. Damaged hoses with leaks can
normally be seen. Hoses that have no visual leaks can soften during operation. The
soft areas of the hose can become kinked or crushed during operation. These areas
of the hose can restrict the coolant flow. Hoses become soft and/or get cracks after a
period of time. The inside of a hose can deteriorate, and the loose particles of the
hose can restrict the coolant flow.
Faulty Jacket Water Coolant Pump
Inspect the impeller vanes at the jacket water pump for damage and/or for erosion. Repair
impeller vanes and/or replace the impeller vanes.
Faulty Engine Cooling Fan (if equipped)
1. If the fan is belt driven, check for loose drive belts. A loose fan drive belt will cause
a reduction in the air flow across the radiator. Check the fan drive belt for proper
belt tension. Adjust the tension of the fan drive belt, if necessary. Refer to Operation
and Maintenance Manual.
2. Check the fan clutch, if equipped. A fan clutch or a hydraulic driven fan that is not
turning at the correct speed can cause improper air speed across the radiator core.
The lack of proper air flow across the radiator core can cause the coolant not to cool
to the proper temperature differential.
61
Faulty Pressure Relief Valve
Check operation of the pressure relief valve and the radiator cap. If necessary, clean the
pressure relief valve and/or the radiator cap. Check that the seating surface of the valve is
clean and undamaged. If necessary, install new parts.
ECM Will Not Accept Factory Passwords

SMCS - 1901-038
Probable Causes
One of the following items may not be recorded correctly on the Caterpillar Electronic
Technician (ET):
 Passwords
 Serial numbers
 Total tattletale
 Reason code
Recommended Actions
1. Verify that the correct passwords were entered. Check every character in each
password. Remove the electrical power from the engine for 30 seconds and then
retry.
2. Verify that Cat ET is displaying the "Enter Factory Passwords" dialog box.
3. Use Cat ET to verify that the following information has been entered correctly:
o Engine serial number
o Serial number for the electronic control module
o Serial number for Cat ET
o Total tattletale
o Reason code
For additional information, refer to Troubleshooting, "Factory Passwords".
62
ECM Will Not Communicate with Other Systems or
Display Modules
SMCS - 1901-038
Probable Causes
 Electronic Control Module (ECM)
 Connector or wiring problem
 Cat Data Link
 CAN data link (if applicable)
Recommended Actions
ECM
Connect Caterpillar Electronic Technician (ET). If the ECM does not communicate with
the Cat ET, perform the diagnostic functional test Troubleshooting, "Electronic Service
Tool Will Not Communicate With ECM".
Connectors or Wiring
Check for correct installation of the ECM connectors. Check any machine connector or the
customer connector in the circuit for correct installation. Refer to the diagnostic functional
test Troubleshooting, "Inspecting Electrical Connectors".
Cat Data Link
Verify that the Cat Data Link does not have an open or short circuit. Refer to the diagnostic
functional test Troubleshooting, "Cat Data Link".
CAN data link (if applicable)
Verify that the CAN data link does not have an open or short circuit. Refer to the diagnostic
functional test Troubleshooting, "CAN Data Link".
Electronic Service Tool Will Not Communicate with

ECM
63
SMCS - 1901-038
Probable Causes
 Configuration for the communications adapter
 Electrical connectors
 Communication adapter and/or cables
 Electrical power supply to the service tool connector
 Caterpillar Electronic Technician (ET) and related hardware
 Electrical power supply to the Electronic Control Module (ECM)
 Flash file
 Cat Data Link
Recommended Actions
Start the engine. If the engine starts, but the ECM will not communicate with Cat ET,
continue with this procedure. If the engine will not start, refer to Troubleshooting, "Engine
Cranks but Will Not Start". If the engine will not crank, refer to Troubleshooting, "Engine
Will Not Crank".
Configuration for the Communications Adapter
1. Access "Preferences" under the "Utilities" menu on Cat ET.
2. Verify that the correct "Communications Interface Device" is selected.
3. Verify that the correct port is selected for use by the communication adapter.
Note: The most commonly used port is "COM 1".
4. Check for any hardware that is utilizing the same port as the communications
adapter. If any devices are configured to use the same port, exit or close the
software programs for that device.
Electrical Connectors
Check for correct installation of the J1/P1 and J2/P2 ECM connectors and of the service
tool connector. Refer to Troubleshooting, "Inspecting Electrical Connectors".
Communication Adapter and/or Cables
64
1. If you are using a "Communication Adapter II", ensure that the firmware and
software for the communication adapter are the most current files that are available.
If the firmware and software do not match, the communication adapter will not
communicate with Cat ET.
2. Disconnect the communication adapter and the cables from the service tool
connector. Reconnect the communication adapter to the service tool connector.
3. Verify that the correct cable is being used between the communication adapter and
the service tool connector. Refer to Troubleshooting, "Electronic Service Tools".
Electrical Power Supply to the Service Tool Connector
Verify that battery voltage is present between terminals A and B of the service tool
connector. If the communication adapter is not receiving power, the display on the
communication adapter will be blank.
Cat ET and Related Hardware
In order to eliminate Cat ET and the related hardware as the problem, connect Cat ET to a
different engine. If the same problem occurs on a different engine, check Cat ET and the
related hardware in order to determine the cause of the problem.
Electrical Power Supply to the Electronic Control Module (ECM)
Check power to the ECM. Refer to Troubleshooting, "Electrical Power Supply".
Note: If the ECM is not receiving battery voltage, the ECM will not communicate.
Flash File
Ensure that the correct flash file is properly installed in the ECM.
Note: The new ECM does not have a flash file. The engine will not start and the engine
will not communicate with Cat ET until the flash file has been installed. Refer to
Troubleshooting, "Flash Programming".
Cat Data Link
Troubleshoot the Cat Data Link for possible problems. Refer to Troubleshooting, "Cat Data
Link".
65
Engine Cranks but Will Not Start
SMCS - 1000-038; 1901-038
The probable root causes are listed in order below:
 Electrical power supply

 Low fuel level
 Starting aids
 Shutdown switch
 Active engine shutdown
 Circuit breakers
 Personality Module
 Engine Speed/Timing sensor
 Injector solenoid
 Fuel supply
Perform the following tests in order:
1. Measure the voltage at the ECM connector J1-23. If the ECM is not receiving
battery voltage the ECM will not power up. Refer to Troubleshooting, "Electrical
Power Supply".
2. Visually check fuel level. If necessary, add fuel.
3. If cold ambient conditions exist, check operation of starting aids. Replace the ether
canister if the ether is low. Ensure the proper operation of the Jacket Water Heater.
Repair the Jacket Water Heater and/or replace the Jacket Water Heater. Check for
presence of solidified fuel (wax).
4. The shutdown switch should be in the OFF position. Connect the ET. Use the ET in
order to verify the status of the shutdown switch. If the ET will not communicate
with the ECM, refer to Troubleshooting, "Electronic Service Tool Will Not
Communicate With ECM". When a shutdown occurs, the ECS must be turned to the
66
OFF/RESET position. The ECS must then be turned to the START position before
the engine will start. Refer to Troubleshooting, "Emergency Stop Switch".
5. Use the ET to determine if any active shutdowns are present. If a Shutdown is

Active, determine the reason. After you correct the problem, turn the ECS to the
OFF/RESET position for at least 15 seconds before you try to restart the engine.
6. Check for correct installation of the ECM connectors J1/P1, J2/P2, Engine
Speed/Timing Sensor J20/P20 and Unit Injector connectors J4/P4 through J19/P19.
Refer to Troubleshooting, "Inspecting Electrical Connectors".
7. The circuit breakers may exceed the trip point due to overheating. Check the circuit
breakers. Reset the circuit breakers if the circuit breakers are tripped.
8. The diagnostic code 253-02 should not be present. If the diagnostic code is present,
refer to Troubleshooting, "Programming Parameters".
9. Crank the engine. Observe the engine rpm on the ET. If the ET indicates 0 rpm,
refer to troubleshooting, "Engine Speed/Timing Sensor".
a. Ensure that the timing reference gear is installed correctly. The engine will
not start if the gear was installed backward. Check for proper orientation
between the crankshaft and camshaft drive gears. Correct the orientation
and/or replace the drive gear. Refer to Disassembly and Assembly Manual.
10. Perform the Injector Solenoid Test. Verify that the ECM is energizing all the
injector solenoids. Refer to Troubleshooting, "Injector Solenoids".
11. Check the fuel system, if there is no smoke at the exhaust. Check fuel lines for the
following problems: restrictions, collapse and pinched line. Repair the lines and/or
replace the lines. Refer to the Systems Operation, "Fuel System".
a. Check the fuel tank for foreign objects which may block the fuel supply.
Check for air in the low pressure fuel supply system after you perform the
following procedures:
 Replacing the fuel filters
 Working on the low pressure fuel supply circuit
 Replacing unit injectors
b. Purge air from the low pressure fuel supply circuit with the hand priming
pump and by cranking the engine in 30 second cycles. After you crank the
engine, stop for two minutes. This will allow the starting motor to cool.
Loosen the vent plug for the fuel return line. The plug is located on the rear
upper left side of the engine block. Hand prime the engine again if air in fuel
continues. A sight glass in the low pressure supply line is helpful in
diagnosing air in the fuel.
67
c. Check fuel quality. In temperatures below 0 °C (32 °F), check for solidified
fuel (wax). Refer to Special Instruction, SEBD0717, "Diesel Fuels And
Your Engine". Check the fuel pressure while the engine is cranking. Check
the fuel pressure at the filter. Refer to the Specifications manual for correct
pressure values. If the pressure is low, check for plugged fuel filters. If the
fuel pressure is still low, check the following items: fuel transfer pump, fuel
transfer pump coupling and fuel pressure regulating valve. Check for a
problem with the combustion system.
Engine Has Early Wear

SMCS - 1000-038; 1901-038
Probable Causes
Engine Oil
 Incorrect maintenance intervals

 Contaminated engine oil
 Low oil pressure
Contaminated Air
 Leaks in air intake system
Contaminated Fuel
 Inspect the fuel filters for contamination.
Recommended Actions
Incorrect Maintenance Intervals
Use engine oil that is recommended and change the engine oil at the interval that is
recommended by the engine's Operation and Maintenance Manual.
Contaminated Engine Oil
Drain the crankcase and refill the crankcase with clean engine oil. Install new engine oil
filters. Refer to the engine's Operation and Maintenance Manual.
68
If the oil filter bypass valve is open, the oil will not be filtered. Check the oil filter bypass
valve for a weak spring or for a broken spring. If the spring is broken, replace the spring.
Refer to the engine's Disassembly and Assembly manual. Make sure that the oil bypass
valve is operating correctly.
Low Oil Pressure
When some components of the engine show bearing wear in a short time, the cause can be a
restriction in a passage for engine oil.
An indicator for the engine oil pressure may indicate sufficient pressure, but a component is
worn due to a lack of lubrication. In such a case, look at the passage for the engine oil
supply to the component.
Leaks in Air Intake System
A leak in the air intake system may allow unfiltered air into the engine. Inspect the air
intake system for streaks which may indicate a leakage of unfiltered air. Inspect all of the
gaskets and the connections. Repair any leaks. Refer to Systems Operation, Testing and
Adjusting for more information.
Inspect the air filter. Replace the air filter, if necessary.
Inspect the Fuel Filters for Contamination
1. Remove the fuel filters. Inspect the fuel filters for contamination. Install new fuel
filters. Refer to the Operation and Maintenance Manual. Determine the cause of the
contamination.
2. Contaminants in the fuel such as hydrogen sulfide and sulfur can lead to the
formation of acids in the crankcase. Obtain a fuel analysis.
Engine Misfires, Runs Rough or Is Unstable

SMCS - 1000-038; 1901-038
The probable root causes are listed in order below:
Note: If the problem is intermittent and the problem cannot be duplicated, refer to
Troubleshooting, "Power Is Intermittently Low or Power Cutout Is Intermittent".
69
Note: If the problem only occurs under certain conditions, test the engine under those
conditions. Examples of certain conditions are high rpm, full load and engine operating
temperature. Troubleshooting the symptoms under other conditions can give misleading
results.
Probable Causes
 Fuel supply
 Throttle
 Air intake and exhaust system
 Cylinder performance
 Electronic unit injectors
 Governor gain settings
Recommended Actions
Diagnostic Codes
Check for active diagnostic codes on Caterpillar Electronic Technician (ET). Troubleshoot
any active codes before continuing with this procedure.
Fuel Supply
1. Visually check the fuel level. Do not rely on the fuel gauge only. If necessary, add
fuel. If the engine has been run out of fuel, it will be necessary to purge the air from
the fuel system. Refer to Operation and Maintenance Manual for more information.
2. Ensure that the fuel supply valve (if equipped) is in the full OPEN position.
3. Check the fuel lines for the following problems: restrictions, collapsed lines,
pinched lines and loose connections. If problems are found with the fuel lines,
repair the lines and/or replace the lines.
4. Prime the fuel system if any of the following procedures have been performed:
o Replacement of the fuel filters
o Service on the low pressure fuel supply circuit
o Replacement of unit injectors
Note: A sight glass in the low pressure supply line is helpful in diagnosing air in the
fuel. Refer to Systems Operation/Testing and Adjusting.
5. Check the fuel tank for foreign objects which may block the fuel supply.
70
6. Check the fuel filters.
7. Check the diesel fuel for contamination. Refer to Systems Operation/Testing and
Adjusting.
Throttle
There may be a problem with the throttle. Refer to Troubleshooting, "Speed Control -
Test".
Air Intake and Exhaust System
1. Check the air filter restriction indicator, if equipped. Clean plugged air filters or
replace plugged air filters. Refer to the Operation and Maintenance Manual.
2. Check the air inlet and exhaust system for restrictions and/or leaks. Refer to
Systems Operation/Testing and Adjusting.
Cylinder Performance
1. Check the valve lash and reset the valve lash, if necessary. Refer to Systems
Operation/Testing and Adjusting.
2. Check for correct installation of the unit injector connectors. Check for correct
installation of all other applicable connectors. Refer to Troubleshooting, "Electrical
Connectors - Inspect".
3. Perform the "Cylinder Cutout Test" on Cat ET in order to identify any injectors that
might be misfiring.
4. If Cat ET indicates a problem, remove the electronic unit injector from the suspect
cylinder. Refer to Disassembly and Assembly.
5. Possible causes of low compression are shown in the following list:

o Faulty piston
o Faulty piston rings
o Worn cylinder bores
o Worn valves
o Faulty cylinder head gasket
o Damaged cylinder head
71
6. Perform all necessary repairs. Ensure that the repairs have eliminated the problem.
7. If the repair does not eliminate the problem, reinstall the electronic unit injectors
that were removed and continue with this test procedure.
Electronic Unit Injectors
1. Perform the "Injector Solenoid Test" on Cat ET in order to determine if all of the
injector solenoids are being energized by the ECM.
2. Perform the "Cylinder Cutout Test" on Cat ET in order to identify any injectors that
might be misfiring.
3. If Cat ET indicates a problem, remove the electronic unit injector from the suspect
cylinder and install a new electronic unit injector. Refer to Disassembly and
Assembly.
4. Ensure that the repairs have eliminated the problem. If there is still a problem, refer
to Troubleshooting, "Injector Solenoid - Test".
Governor Gain Settings
Check that the settings of the configuration parameters for governor gain are optimum for
your application. The following configuration parameters are used to control governor gain:
 Governor Gain Factor

 Governor Minimum Stability Factor
 Governor Maximum Stability Factor
Governor gain parameters that are incorrectly adjusted may affect the engine's acceleration
rate and the engine's steady state operation. If the settings for governor gain are suspect of
causing an engine performance problem, refer to the Systems Operation/Testing and
Adjusting manual for information that is related to adjustment of the parameters for
governor gain.
Engine Oil in Cooling System

SMCS - 1350-038; 1901-038
Probable Causes
 Engine oil cooler core
72
 Cylinder head gasket
 Water pump
Recommended Actions
Engine Oil Cooler Core
1. Inspect the engine oil cooler core for leaks. If a leak is found, replace the oil cooler
core. Refer to Disassembly and Assembly.
2. Drain the crankcase and refill the crankcase with clean engine oil. Install new
engine oil filters. Refer to Operation and Maintenance Manual.
Cylinder Head Gasket
1. Remove the cylinder head. Refer to Disassembly and Assembly.
2. Check the cylinder liner projection. Refer to Systems Operation/Testing and

Adjusting.
3. Install a new cylinder head gasket and new water seals in the spacer plate. Refer to
Disassembly and Assembly.
Water Pump
Check the weep hole in the water pump for blockage. Check the water pump seals.
Engine Stalls at Low RPM

SMCS - 1000-038; 1901-038
Probable Causes
 Unit injectors
 Fuel supply
 Air shutoff valves (if applicable) or blocked air supply
 Low engine idle
 Accessory equipment
Recommended Actions
73
Unit Injectors
1. Check for correct installation of the J1/P1 and J2/P2 connectors for the Electronic
Control Module (ECM). Check for correct installation of the connectors for the unit
injectors. Refer to Troubleshooting, "Inspecting Electrical Connectors".
2. Perform the "Injector Solenoid Test" with the Caterpillar Electronic Technician
(ET) in order to determine if all of the injector solenoids are being energized by the
ECM.
3. Perform the "Cylinder Cutout Test" with Cat ET in order to identify any injectors
that might be misfiring. Refer to Troubleshooting, "Injector Solenoids" for the
proper procedure.
Fuel Supply
1. Check the fuel pressure. Refer to the Systems Operation/Testing and Adjusting
manual for the correct procedure.
2. Check the fuel lines for the following problems: restrictions, collapsed lines and
pinched lines. If problems are found with the fuel lines, repair the lines and/or
replace the lines.
3. Check the fuel tank for foreign objects which may block the fuel supply.
NOTICE
Do not crank the engine continuously for more than 30 seconds. Allow
the starting motor to cool for two minutes before cranking the engine
again.
4. Prime the fuel system if any of the following procedures have been performed:
o Replacement of the fuel filters
o Service on the low pressure fuel supply circuit
o Replacement of unit injectors
Note: A sight glass in the fuel supply line is helpful in diagnosing air in the fuel.
5. Cold weather adversely affects the characteristics of the fuel. Refer to the applicable
Operation and Maintenance Manual for information on improving the
characteristics of the fuel during cold weather operation.
6. Check the fuel pressure after the fuel filter while the engine is being cranked. Refer
to the Systems Operation/Testing and Adjusting manual for the correct pressure
74
values. If the fuel pressure is low, replace the fuel filters. If the fuel pressure is still
low, check the following items: fuel transfer pump, fuel transfer pump coupling and
fuel pressure regulating valve.
Air Shutoff Valves (if applicable)
1. Verify that the air shutoff valves are open.
2. Check for restrictions in the air inlet system. Refer to the Systems
Operation/Testing and Adjusting manual for information on the air inlet system.
Low Idle
Check the low idle setting.
Accessory Equipment
Check all accessory equipment for problems that may create excessive load on the engine.
Repair any damaged components or replace any damaged components
Engine Will Not Crank

SMCS - 1000-038; 1901-038
Probable Causes
 Batteries
 Battery cables
 Starting circuit
 Starting motor solenoid
 Starting motor
 Shutdown switch
 Prelubrication system (if applicable)
 Faulty crank enable switch (if applicable)
 Flywheel ring gear
 Transmission (if applicable)
75
 Engine accessories
 Hydraulic cylinder lock
 Internal engine problem
Recommended Actions
Batteries and/or Battery Cables
1. Inspect the main power switch, battery posts, and battery cables for loose
connections and for corrosion. If the battery cables are corroded, remove the battery
cables and clean the battery cables. Tighten any loose connections.
2. Inspect the batteries.

a. Charge the batteries. Refer to Special Instruction, SEHS7633, "Battery Test
Procedure".
b. Load test the batteries. Refer to Special Instruction, SEHS9249, "Use of 4C-
4911 Battery Load Tester for 6, 8 and 12 Volt Lead Acid Batteries".
Starting Motor Solenoid or Starting Circuit
1. Check the operation of the engine start switch. Monitor the engine start switch on
Caterpillar Electronic Technician (ET).
Refer to the appropriate troubleshooting test that is applicable to your engine if

repairs are required.
2. Test the operation of the starting motor solenoid.
3. Check the wiring to the starting motor solenoid.
Starting Motor or Flywheel Ring Gear
1. Test the operation of the starting motor.
2. Inspect the solenoid on the starter and the flywheel ring gear for damage.
Prelubrication System (if applicable)
If equipped, inspect the prelubrication system for proper operation.
Shutdown Switch
76
Use Cat ET to monitor the status of the engine. Check the status of engine shutdowns that
are "ACTIVE" due to shutdown switches. Determine the cause for the engine shutdown and
take the necessary action in order to resolve the shutdown.
Crank Enable Switch (if applicable)
Ensure that the crank enable switch is not faulty.
Transmission or Engine Accessories (if applicable)
1. If the engine's application has a transmission neutral switch, test the operation of the
transmission neutral switch. Ensure that the machine is in neutral gear before
attempting to start the engine.
2. Ensure free movement of the driveline.
3. Ensure that the timing pin was not left in the flywheel housing.
4. Remove any engine accessories that may lock up the engine and inspect any engine
accessories that may lock up the engine.
The following list illustrates examples of engine accessories that may lock up the
engine:
o Hydraulic pump that is driven from the rear gear group

o Air compressor
o Engine oil pump
o Other components that are driven by the engine
Hydraulic Cylinder Lock
Check for fluid in the cylinders (hydraulic cylinder lock) by removing the individual unit
injectors.
Note: Drain the fuel from the cylinder head. Fuel will flow from the cylinder head into the
cylinders when the unit injector is removed.
Internal Engine Problem
Disassemble the engine. Refer to the Disassembly and Assembly manual. Inspect the
internal components for the following conditions:
 Seizure
 Broken components
 Bent components
77
Excessive Engine Oil Consumption
SMCS - 1300-038; 1901-038
Probable Causes
 Oil leaks
 Oil level
 Engine oil cooler
 Turbocharger
 Valve guides
 Piston rings
 Incorrect installation of the compression ring and/or the intermediate ring
Recommended Actions
Oil Leaks
Locate all oil leaks. Repair the oil leaks. Check for dirty crankcase breathers.
Oil Level
Inspect the engine oil level. Remove any extra oil from the engine. Recheck all fluid levels.
Engine Oil Cooler
Check for leaks in the engine oil cooler. Check for oil in the engine coolant. If necessary,
repair the engine oil cooler.
Turbocharger
Check the air inlet manifold for oil. Check for oil leakage past the seal rings in the impeller
end of the turbocharger shaft. If necessary, repair the turbocharger.
Valve Guides
If the valve guides are worn, reconditioning of the cylinder head is required.
Piston Rings
Inspect the internal engine components. Replace any worn components.

78
Excessive Black Smoke
SMCS - 1000-038; 1901-038
Probable Causes
 Air shutoff (if applicable)
 Air inlet and exhaust system
 Fuel injector
 Turbocharger
 Atmospheric pressure sensor
 "Fuel Position" and/or "FRC Fuel Limit"
 Flash file
 Fuel quality
 Valve adjustment
Recommended Actions
Air Shutoff (if applicable)
Check that both the air shutoffs are open.
Air Inlet and Exhaust System
1. Check the air inlet system for restrictions and/or for leaks.
a. Check for an air filter restriction.
b. Check for derates and for alarms.
c. Perform a visual inspection of the system for restrictions and/or for leaks.
2. Check the exhaust system for restrictions.
3. Repair any leaks that were found. Remove any restrictions that were found. Replace
any damaged components that were found.
Fuel Injector
Check that the injector trim codes have been entered. Perform the "Cylinder Cutout Test".
Use similar conditions for the test that were experienced during operation. Refer to the
diagnostic functional test Troubleshooting, "Injector Solenoids".
79
Turbocharger
Verify that the turbocharger has not failed. Periodic inspection and cleaning is
recommended for the turbocharger compressor housing (inlet side).
Atmospheric Pressure Sensor
1. Check the atmospheric pressure sensor for dirt and/or for debris. Remove the dirt
and/or the debris. The atmospheric pressure should be between 50 kPa (7.2 psi) and
100 kPa (14.5 psi). The atmospheric pressure will vary depending on your altitude.
If there is an active diagnostic code, perform the diagnostic functional test
Troubleshooting, "Engine Sensor Open/Short Test".
2. Verify that the crankshaft and the camshaft drive gears are set with the proper
orientation. Refer to the Disassembly and Assembly manual.
Turbocharger Compressor Outlet Pressure Sensor, "Fuel Position", and/or

"FRC Fuel Limit"
1. Monitor the status of "Fuel Position" and "Rated Fuel Limit" while the engine is
operating under full load. If "Fuel Position" equals "Rated Fuel Limit" and "Fuel
Position" is less than "FRC Fuel Limit", the electronics are operating correctly.
Otherwise, proceed to the next Step.
2. Verify that there are no active diagnostic codes for the turbocharger compressor
outlet pressure sensor.
3. Monitor the status of "Turbocharger compressor outlet pressure" and "Atmospheric

Pressure" for normal operation on the Caterpillar Electronic Technician (ET). When
the engine is not running, "Turbocharger compressor outlet pressure" should be 0
kPa (0 psi).
Note: A problem with the FRC will only cause black smoke during acceleration. A
problem with the FRC will not cause black smoke during steady state operation.
Flash File
Verify that the correct flash file is installed. Refer to Troubleshooting, "Flash
Programming" for more information.
Fuel Quality
Cold weather adversely affects the characteristics of the fuel. Refer to Operation and
Maintenance Manual for information on improving the characteristics of the fuel during
cold weather operation.
80
Valve Adjustment
Check the valve adjustment. Refer to the Systems Operation/Testing and Adjusting manual
for more information.
Excessive White Smoke

SMCS - 1000-038; 1901-038
Note: Some white smoke may be present during cold start-up conditions when the engine is
operating normally. If the white smoke persists, there may be a problem.
Probable Causes
 Starting aids (if applicable)
 Coolant temperature sensor
 Water temperature regulators
 Engine speed/timing sensor
 Unit injectors
 Flash file
 Fuel supply
 Component wear
 Cooling system
Recommended Actions
Starting Aids (if applicable)
1. If equipped, check for proper operation of installed starting aids.

a. Ensure that the ether canister is not empty and/or low. Replace the ether
canister if the ether canister is empty and/or low.
b. Actuate the system manually after start-up and observe results. The ether
system will not operate if the coolant temperature is too high. Refer to the
diagnostic functional test Troubleshooting, "Ether Injection System".
Coolant Temperature Sensor
1. Use the Caterpillar Electronic Technician (ET) to verify that the engine has exited
cold mode.
81
2. Compare the coolant temperature from Cat ET to the coolant temperature that is
obtained from the 6V-9130 Temperature Adapter (MULTIMETER).
Water Temperature Regulators
Check the water temperature regulators for correct operation. Verify that the engine reaches
full operating temperature. If the engine does not reach full operating temperature, a water
temperature regulator may be stuck open. Remove the water temperature regulator and
inspect the water temperature regulator. If necessary, repair the water temperature regulator
and/or replace the coolant temperature regulator. Refer to the Systems Operation/Testing
and Adjusting manual for the proper procedure.
Engine Speed/Timing
Check the calibration of the engine speed/timing sensor. Refer to Troubleshooting, "Engine
Speed/Timing Sensor - Calibrate".
Unit Injectors
Perform the "Cylinder Cutout Test" on Cat ET in order to try to isolate any injectors that
might be misfiring. Refer to Troubleshooting, "Injector Solenoids".
Flash File
Verify that the correct flash file is installed.
Fuel Supply
Check the fuel quality. Low cetane fuel can create white smoke. If necessary, replace the
fuel with a higher cetane fuel. Cold weather adversely affects the characteristics of the fuel.
Refer to the Operation and Maintenance Manual for information on improving the
characteristics of the fuel during cold weather operation.
Check the fuel level in the fuel tank. Ensure that adequate fuel is available for the
application.
Component Wear
Check the engine for the following problems: Excessive valve wear, piston wear, ring wear,
liner wear and reduced compression pressure.
Cooling System
82
Check for proper operation of the jacket water heater. Repair the jacket water heater or
replace the jacket water heater. Check for an internal coolant leak into the cylinder and/or
the exhaust. Refer to the Systems Operation/Testing and Adjusting manual for more
information.
Exhaust Temperature Is Too High

SMCS - 1050-038; 1901-038
Probable Causes
 Air inlet and exhaust system
 Air leak
Recommended Actions
Diagnostic Codes
Connect Caterpillar Electronic Technician (ET) in order to determine if any diagnostic

codes for the injector solenoids are present. Check that the injector trim codes have been
entered. Perform the "Injector Solenoid Test". Observe that the injector solenoids are being
energized on Cat ET. Perform the "Cylinder Cutout Test". Locate the misfiring cylinder.
Refer to the diagnostic functional test Troubleshooting, "Injector Solenoids".
Air Inlet and Exhaust System
1. Check the air inlet manifold pressure. Check for air inlet restrictions and/or leaks.
Refer to the Systems Operation/Testing and Adjusting manual for more
information.
2. Check for leaks between the exhaust manifold and the turbocharger. Check for
exhaust restrictions. Refer to the Systems Operation/Testing and Adjusting manual
for more information.
Fuel Dilution of Engine Oil

SMCS - 1300-038; 1901-038
83
Probable Causes
 Leaking seals on the case of the unit injector or on the barrel of the unit injector
 Leaking seals on the fuel line adapter for the cylinder head
 Excessive leakage from the unit injector tip or breakage of the unit injector tip
 Cracked fuel supply manifold
 Leaking seal on the fuel transfer pump
Recommended Actions
Leaking Seals on the Case of the Unit Injector or on the Barrel of the Unit
Injector
Look for signs of damage to the seals for the unit injectors. Replace any seals that are
leaking.
Leaking Seals on the Fuel Line Adapter for the Cylinder Head
Look for signs of damage to the seals on the fuel line adapter for the cylinder head. Repair
any leaking fuel lines or components and/or replace any leaking fuel lines or components.
Excessive Leakage from the Unit Injector Tip or Breakage of the Unit
Injector Tip
Look for signs of damage to the unit injectors. If necessary, repair the unit injectors or
replace the unit injectors.
Cracked Fuel Supply Manifold
Look for signs of damage to the fuel supply manifold.
Leaking Fuel Transfer Pump Seal
Ensure that the weep hole is not plugged. If necessary, repair the fuel transfer pump or
replace the fuel transfer pump.
Fuel in Cooling System

SMCS - 1350-038; 1901-038
84
Probable Causes
Injector Sleeve or Injector Sleeve Seal
 Leaking injector sleeve and/or damaged seal
Recommended Actions
Leaking injector sleeve and/or a damaged seal
1. Remove the valve mechanism covers.
2. Remove the fuel injectors from the cylinder head.
Refer to the Disassembly and Assembly manual for details.
Personal injury can result from hot coolant, steam and alkali.
At operating temperature, engine coolant is hot and under pressure.

The radiator and all lines to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
Remove filler cap slowly to relieve pressure only when engine is stopped
and radiator cap is cool enough to touch with your bare hand.
Cooling System Conditioner contains alkali. Avoid contact with skin

and eyes.
NOTICE
Do not allow the pressure on the cooling system to exceed 103 kPa (15
psi) during the test. Damage to the cooling system may result from
applying excessive pressure.
3. Pressurize the cooling system in order to identify the injector sleeve that is leaking.
Closely inspect the sealing joint around the top of the injector sleeve. Small
amounts of coolant will be dripping from the injector sleeve that is leaking.
4. Remove the injector sleeve that is leaking. Carefully inspect the sleeve for damage.
If there are visible signs of damage to the injector sleeve, replace the sleeve.
85
Replace the O-ring seals for the injector sleeve and reinstall the sleeve. Replace any
damaged components.
Note: Coolant may also be contaminating the fuel system. After the engine is shut
down, the retention of pressure in the cooling system may cause the transfer of
coolant into the fuel system. Visually inspect the fuel tank for coolant. The
contamination of coolant in the fuel system may damage injectors and other fuel
system components. Ensure that all of the fuel system components are in good
repair prior to returning the engine to service.
NOTICE
Do not crank the engine if a cylinder is full of fluid. Catastrophic
damage can occur to the engine.
5. Evacuate all cylinders of fluid before trying to start the engine.
Intermittent Engine Shutdown

SMCS - 1000-038; 1901-038
Note: Use this procedure only if the engine shuts down completely and the engine must be
restarted.
Probable Causes
 Engine start switch
 Engine speed/timing sensor(s)
 Electrical connections
 Fuel supply
 Engine shutdown switch (if applicable)
 Crank without injection input (if applicable)
Recommended Actions
Engine Start Switch
Check the engine start switch on Cat ET. Look for an intermittent problem in the wiring for
the engine start switch.
86
Engine Speed/Timing Sensor
If the following diagnostic codes are applicable, check Cat ET for any logged diagnostic
codes for the primary engine speed/timing sensor: 190-02, 190-03 and 190-08. If the engine
is equipped with a secondary engine speed/timing sensor, check for any of the following
logged diagnostic codes: 342-02, 342-03 and 342-08. Refer to the diagnostic functional test
Troubleshooting, "Engine Speed/Timing Sensor".
1. Check Cat ET for the following logged diagnostic codes: 168-01 and 168-02.
Follow the battery wires from the ECM back to the battery compartment. Refer to
the electrical system schematic. Inspect the wires and the power relay. Check the
power to the ECM and to the ground connections. Refer to the diagnostic functional
test Troubleshooting, "Electrical Power Supply".
2. Check for correct installation of the J1/P1 and J2/P2 Electronic Control Module
(ECM) connectors. Refer to Troubleshooting, "Inspecting Electrical Connectors".
3. Inspect the battery wires from the ECM back to the battery compartment. Refer to
the Electrical System Schematic. Inspect the wires and the power relay. Check the
power and ground connections to the ECM. Refer to Troubleshooting, "Electrical
Power Supply" for more information.
Fuel Supply
application.
3. Check the fuel pressure during engine operation. Check the fuel pressure after the
87
Engine Shutdown Switch (if applicable)
Use Cat ET to monitor the status of the engine. Check for active shutdowns due to the
engine shutdown switch. Determine the cause for the active shutdown and make any repairs
necessary.
Crank Without Injection Input (if applicable)
If equipped, verify that the plug is installed for the crank without injection input. Ensure
that the plug for the crank without injection input is installed securely. Refer to the
diagnostic functional test Troubleshooting, "Crank without Injection Input".
Intermittent Low Power or Power Cutout

SMCS - 1000-038; 1901-038
Note: Use this procedure only if the engine does not shut down completely.
Probable Causes
 Fuel supply
 Derates
 Throttle signal
 Turbocharger
 Rated fuel position
 Air inlet and exhaust restrictions
 Power supply for the Electronic Control Module (ECM)
 Fuel position multiplier (if applicable)
Recommended Actions
Note: If the problem only occurs under certain conditions, test the engine under those
conditions. Examples of certain conditions are high engine speed, full load and engine
operating temperature. Troubleshooting the symptoms under other conditions can give
misleading results.
88
Fuel Supply
application.
Derate
Connect Caterpillar Electronic Technician (ET) and check for an active derate event. A
derate status flag will appear on Cat ET if an active engine derate is occurring. In order to
view active events, go to the "Events" menu under "Diagnostics".
Throttle Signal
Engine Speed/Timing Sensor(s)
If the following diagnostic codes are applicable, check Cat ET for any logged diagnostic
codes for the primary engine speed/timing sensor: 190-02, 190-03 and 190-08. If the engine
is equipped with a secondary engine speed/timing sensor, check for any of the following
logged diagnostic codes: 342-02, 342-03 and 342-08. Refer to the diagnostic functional test
Troubleshooting, "Engine Speed/Timing Sensor".
89
Turbocharger
Ensure that the turbocharger is operating correctly. Periodic inspection and cleaning is
recommended for the turbocharger compressor housing (inlet side).
Rated Fuel Position
Operate the engine under full load. Use Cat ET in order to monitor the following values:
turbocharger compressor outlet pressure, fuel position, rated fuel position and Fuel Ratio
Control (FRC). The fuel position should equal the rated fuel position. The FRC fuel
position should be greater than the rated fuel position.
If any of the above values are changing rapidly for no apparent reason, there may be an
intermittent problem with the wiring. Refer to the diagnostic functional test
Troubleshooting, "Inspecting Electrical Connectors".
Air Inlet and Exhaust Restrictions
Check the air inlet system for the following problems: restrictions, collapse and pinched
line. Repair the lines and/or replace the lines.
Check for an air filter restriction indicator. Replace plugged air filters and/or clean filters.
Repair any leaks.
ECM Power Supply
1. Inspect the circuit between the ECM and the batteries. Refer to the Electrical
System Schematic. Inspect the wires, the connectors, and the components in the
circuit. Refer to Troubleshooting, "Electrical Power Supply" for more information.
2. Inspect the circuit between the ECM and the keyswitch. Refer to the Electrical
System Schematic. Inspect the wires, the connectors, and the components in the
circuit. Refer to Troubleshooting, "Electrical Power Supply" for more information.
Fuel Position Multiplier (if applicable)
If equipped, use Cat ET to verify that the fuel position multiplier is not affecting the
available fuel rack. Refer to the diagnostic procedure Troubleshooting, "Fuel Position
Multiplier".
Low Engine Oil Pressure

90
SMCS - 1300-038; 1901-038
NOTICE
Do not operate engine with low oil pressure. Engine damage will result.
If measured engine oil pressure is low, discontinue engine operation
until the problem is corrected.
Probable Causes
 Low engine oil level
 Dirty engine oil filters
 Restriction at engine oil pump
 Restriction in engine oil cooler(s)
 Fuel dilution of engine oil
 Camshaft and/or camshaft bearings
 Crankshaft bearings
Recommended Actions
Engine Oil Level
Inspect the engine oil level. If engine oil is low add engine oil.
Oil Filter
Inspect the engine oil filter. If the engine oil filter is dirty, install a new engine oil filter.
Check the operation of bypass valve for the filter. Clean the bypass valve and the housing.
If necessary, install new parts.
Engine Oil Pump
Check for blockage of the inlet screen in the engine oil pump. Examine the engine oil pump
for excessive wear.
Oil Cooler
Inspect the engine's oil cooler. Clean the engine oil cooler core(s) and/or install new engine
oil cooler core(s).
Fuel Dilution of Engine Oil
91
Check for presence of fuel in lubricating oil. Refer to the diagnostic procedure
Troubleshooting, "Fuel Dilution of Engine Oil".
Camshaft and/or Crankshaft
Inspect the camshaft and/or camshaft bearings. Check the components for excessive wear.
Excessive wear is an indication of a blocked oil passage. Inspect the crankshaft and/or
crankshaft bearings. Check the components for excessive wear.
Low Power/Poor or No Response to Throttle

SMCS - 1000-038; 1901-038
Probable Causes
 Fuel supply
 Derate mode
 Cold mode operation and cold cylinder cutout
 Throttle signal
 Injector
 Fuel Ratio Control Limit (FRC)
 Air inlet restriction
 Exhaust restrictions
 Electronic Control Module (ECM)
 Fuel position multiplier (if applicable)
 Air shutoff valve (if applicable)
Recommended Actions
Fuel Supply
application.
92
Derate Mode
Connect Cat ET and check for logged derate events. A derate status flag will appear on Cat
ET if an active engine derate is occurring. The engine speed might be limited due to one of
the following possible causes: altitude, high exhaust temperatures, air filter restriction, high
coolant temperature, aftercooler water temperature and crankcase pressure.
Cold Mode Operation and Cold Cylinder Cutout
Use the Caterpillar Electronic Technician (ET) in order to verify that the engine has exited
cold mode. During cold mode, fuel injection timing is modified. When the engine is in cold
mode, the cold cylinder cutout strategy may be active. Cold mode cylinder cutouts may
cause variations in vibration and available power. This is normal operation.
Throttle Signal
Electrical Connector
Check for the correct installation of the ECM connector(s) J1/P1 and/or J2/P2. Check for
correct installation of the applicable fuel Injector connectors. Refer to the diagnostic
functional test Troubleshooting, "Inspecting Electrical Connectors".
Injector
Use Cat ET to determine if any active diagnostic codes are present. Check that the injector
trim codes have been entered. Use Cat ET to determine if any logged diagnostic codes are
present. Perform the "Injector Solenoid Test". Observe that the solenoids for the injectors
93
are being energized on Cat ET. Perform the "Cylinder Cutout Test". Locate the misfiring
cylinder. Refer to the diagnostic functional test Troubleshooting, "Injector Solenoids".
Fuel Ratio Control Limit (FRC)
Operate the engine under full load. Use Cat ET in order to monitor the following values:
turbocharger compressor outlet pressure, fuel position, rated fuel position and Fuel Ratio
Control (FRC). The fuel position should equal the rated fuel position. The FRC fuel
position should be greater than the rated fuel position.
If any of the above values are changing rapidly for no apparent reason, there may be an
intermittent problem with the wiring. Refer to the diagnostic functional test
Troubleshooting, "Inspecting Electrical Connectors".
Air Inlet Restriction
Check for an air filter restriction indicator. Replace plugged air filters and/or clean the
filters. Repair any leaks.
Check the air inlet system for the following problems: restrictions, collapse, pinched line
and loose fittings. Repair the lines and/or replace the lines.
Exhaust Restrictions
Check the exhaust system for the following problems: restrictions, collapse, pinched line
and loose fittings. Repair the lines and/or replace the lines.
Electronic Control Module (ECM)
If you have replaced the ECM, check the read/change system configuration parameters.
Verify that the parameters match the information on the engine information plate. Verify
that the correct flash file has been installed.
Fuel Position Multiplier (if applicable)
If equipped, use Cat ET to verify that the fuel position multiplier is not affecting the
available fuel rack. Refer to Troubleshooting, "Fuel Position Multiplier" if a problem is
suspected with the input for the fuel position multiplier.
Air Shutoff Valve (if applicable)
Check that both of the air shutoffs are open.
Mechanical Noise (Knock) in Engine

94
SMCS - 1000-038; 1901-038
Probable Causes
 Faulty accessory
 Damage to valve train components
 Failure of connecting rod bearing
 Crankshaft bearings
Recommended Actions
Faulty Accessory
Isolate the source of the noise. Remove the suspect engine accessories. Inspect the suspect
engine accessories. Repair the engine accessories and/or replace the engine accessories.
Damage to Valve Train Components
Remove the valve cover from the suspect cylinder(s). Check the following items for
damage: camshaft, valve rotocoil, valve springs, lifters, pushrods, bridges and injectors.
Check for valves that do not move freely. Remove the cylinder head and inspect the valves.
Replace any damaged parts. If damage has occurred, clean the following components:
cylinder liner, piston and exhaust system. Replace any damaged parts.
Failure of Connecting Rod Bearing
Inspect the connecting rod bearings and the bearing surfaces (journals) on the crankshaft.
Check the piston pin for excessive wear. Replace any damaged parts.
Crankshaft Bearings
Check the crankshaft and/or crankshaft bearings. Check the components for excessive
wear.
Noise Coming from Cylinder

SMCS - 1000-038; 1290-038
Probable Causes
95
 Low quality fuel
 Engine speed/timing sensor
 Injector
 Not enough lubrication
 Too much valve lash
 Damage to valve train components
 Failure of connecting rod bearing
Recommended Actions
Low Quality Fuel
Refer to Operation and Maintenance Manual for information on the proper characteristics
of the fuel. Obtain a fuel analysis.
Calibrate the engine speed/timing sensor if a CID-FMI 261-13 Engine Timing calibration
required diagnostic code is active. Refer to the calibration procedure Troubleshooting,
"Engine Speed/Timing Sensor - Calibrate".
Check for the correct installation of the connector(s) for the Electronic Control Module
(ECM) J1/P1 and/or J2/P2. Check for correct installation of the applicable fuel injector
connectors. Repair the connector and/or replace the connector. Refer to the diagnostic
Injector
Use Caterpillar Electronic Technician (ET) to determine if any diagnostic codes for the
injector solenoids are present. Perform the "Injector Solenoid Test". Observe that the
injector solenoids are being energized on Cat ET. Perform the "Cylinder Cutout Test".
Locate the misfiring cylinder. Refer to the diagnostic functional test Troubleshooting,
"Injector Solenoids".
Not Enough Lubrication
Check the lubrication in the valve compartment. Check for sufficient lubrication between
the injector tappet and the rocker arm buttons. Check for blocked oil passages. Oil passages
must be clean. Ensure that the oil passages that send oil to the cylinder heads are clean.
Valve Lash
96
Check the valve lash. Refer to the diagnostic procedure Troubleshooting, "Too Much Valve
Lash".
Damage to Valve Train Components
Remove the valve cover from the suspect cylinder(s). Check the following items for
damage: camshaft, valve rotocoil, valve springs, lifters, pushrods and bridges. Check for
valves that do not move freely. Remove the cylinder head. Inspect the valves. Replace any
damaged parts.
Failure of Connecting Rod Bearing
Inspect the connecting rod bearings and the bearing surfaces (journals) on the crankshaft.
Check the piston pin for excessive wear. Replace any damaged parts.
Poor Fuel Consumption

SMCS - 1000-038; 1901-038
Probable Causes
 Injector
 Fuel supply
 Air inlet restrictions
 Exhaust restrictions
 Accessory equipment
Recommended Actions
Engine Speed/Timing Sensor(s)
Check the calibration of the engine speed/timing sensor if a CID-FMI 261-13 Engine
Timing calibration required diagnostic code is active. Refer to the calibration procedure
Troubleshooting, "Engine Speed/Timing Sensor - Calibrate".
Check for the correct installation of the connectors for the Electronic Control Module
(ECM) J1/P1 and/or J2/P2. Check for the correct installation of the applicable fuel injector
97
connectors. Repair the connector and/or replace the connector. Refer to the diagnostic
Injector
Check for active diagnostic codes that are associated with the circuits for the fuel injector.
Check that the injector trim codes have been entered. Perform the "Injector Solenoid Test".
Verify that the ECM is energizing all the injector solenoids. Refer to the diagnostic
functional test Troubleshooting, "Injector Solenoids".
Fuel Supply
application.
Air inlet Restrictions
Inspect the engine air cleaner. Replace plugged air filters and/or clean the filters. Check the
air inlet systems for restrictions and for leaks.
Exhaust Restrictions
Check the exhaust systems for restrictions and for leaks.
Accessory Equipment
98
Check attached accessory equipment. Ensure that the accessory equipment is not lugging
down the engine.
Too Much Valve Lash

SMCS - 1000-038; 1901-038
Probable Causes
 Rocker arm
 Not enough lubrication
 Worn rocker arm
 Worn bridges for valves
 Worn pushrods
 Worn valve lifters
 Worn camshaft
 Worn valve stem
 Incorrect valve lash
 Loose retaining bolt(s) for rocker shaft
 Worn valve springs
 Valve seats
Recommended Actions
Rocker Arm
Check for proper installation of the rocker arm adjustment screw locknut. If the rocker arm
adjustment screw locknut is loose, adjust the valve lash.
Check the rocker arms for signs of wear. If there is too much wear, install new parts or
rocker arms. Adjust the valve lash.
Not Enough Lubrication
Check the lubrication in the valve compartment. Check for sufficient lubrication between
the injector tappet and the rocker arm buttons.
Worn Bridges for Valves
Check the bridges for signs of wear. Adjust the bridges and/or replace the bridges. If there
is too much wear, install new parts. Adjust the valve lash.
99
Worn Pushrods
Inspect the pushrods for signs of wear. If there is too much wear, install new pushrods.
Adjust the valve lash.
Worn Valve Lifters
Clean the valve train. Install new valve lifters.
Worn Camshaft
Check the camshaft for wear.
Worn Valve Stem
Check the valve stem for signs of wear. Check for free movement of valves. Check for a
bent valve stem. Adjust the valve lash.
Loose Retaining Bolt(s) for Rocker Shaft
Repair the retaining bolt for the rocker shaft and/or replace the retaining bolt.
Worn Valve Springs
Check the valve springs for damage or for signs of wear. If there is too much wear, install
new springs. Adjust the valve lash.
Valve Seats
Check the valve seats for signs of wear. If there is too much wear, install new valve seats.
Adjust the valve lash.
Too Much Vibration

SMCS - 1000-038; 1901-038
Probable Causes
 Vibration damper
 Loose engine supports
 Fan blade
100
 Misfiring cylinder
 Alignment and balance
Recommended Actions
Vibration damper
Check the vibration damper for damage. Tighten the bolts. Check the vibration damper bolt
holes for damage and/or wear.
Loose engine supports
Run the engine. Check the engine for the following problems: loose mounts, broken
mounts, loose brackets and broken brackets. Tighten all mounting bolts.
Fan blade
Check the fan blade for damage. Ensure that the fan blade is balanced.
Misfiring cylinder
Check for a misfiring cylinder. Perform the Cylinder Cutout Test. Refer to the diagnostic
functional test Troubleshooting, "Injector Solenoids".
Alignment and balance
Check alignment and the balance. If the symptom remains refer to the diagnostic procedure
Troubleshooting, "Engine Misfires, Runs Rough or Is Unstable".
Valve Rotocoil or Spring Lock Is Free

SMCS - 1109-038
Probable Causes
 Cracked inlet valve rotocoil
 Broken spring locks
 Broken valve spring(s)
Recommended Actions
101
Valve Rotocoil
Determine the cause of the cracked rotocoil. Install new parts.
Spring Locks
Check the locks. A broken lock can cause the valve to fall into the cylinder.
Valve Spring(s)
Install the new valve spring(s). Replace the valve and/or other damaged parts.
Diagnostic Codes
SMCS - 1901-038
Diagnostic codes alert the operator that a problem exists. Diagnostic codes indicate the
nature of the problem to the service technician. Diagnostic codes consist of the MID, CID
and FMI. The module identifier (MID) indicates the electronic module that generated the
diagnostic code. The MID for the ECM is 36. The component identifier (CID) indicates the
component in the system. The failure mode identifier (FMI) indicates the failure mode that
is present. Diagnostic codes may be viewed on an Electronic Service Tool. Do not confuse
diagnostic codes with diagnostic events.
Active Diagnostic Codes
An Active diagnostic code represents a problem with the electronic control system. This
problem should be corrected as soon as possible. When an active diagnostic code is
generated, a display module such as the Electronic Monitoring System (EMS) may produce
a warning.
Logged Diagnostic Codes
When the ECM generates a diagnostic code the ECM logs the code in permanent memory.
The ECM has an internal diagnostic clock. The ECM will record the hour of the first
occurrence of the diagnostic code. The ECM will record the hour of the last occurrence of
the diagnostic code. The ECM will record the number of occurrences of the code. This
information is a valuable indicator for troubleshooting intermittent problems. Some
diagnostic codes may log occurrences that did not result in complaints. The most likely
cause of an intermittent problem is a faulty connection or damaged wiring. The next likely
cause is a component failure. The least likely cause is the failure of the ECM. Diagnostic
codes that are logged repeatedly may indicate a problem that needs special investigation.
102
If the symptoms continue, use the proper procedure for troubleshooting the symptoms that
have been experienced by the operator.
Note: Always clear logged diagnostic codes after investigating and correcting the problem
which generated the code.
Logged Events
The ECM can log events. Events refer to engine operating conditions such as low oil
pressure or high coolant temperature. Logged events do not indicate an electronic system
problem.
Ver imagen
103
104
g00592364
Illustration 1
The diagram indicates output voltage from the Coolant Temperature Sensor. The Electronic
Service Tool can be used to turn ON the engine monitoring for a specific sensor. When the
monitoring is turned ON the sensor's value and any event diagnostic will appear on an
electronic monitoring module or on the ET. When the features are turned OFF, the engine
monitoring will be disabled, but the event is logged in the ECM.
Programmable Engine Parameters
You can program the engine to perform the following actions for some applications:
 Engine Warning
 Engine Derate
 Engine Shutdown
The Electronic Service Tool can be used to activate these features. When the features are
activated the display will appear on the EMS or on the ET. An Event will be logged in the
ECM. When the features are not activated the display will not appear on a monitoring
module but an Event will be logged.
MID 036 - CID 0001 - FMI 05 Injector Cylinder 1 open

circuit
SMCS - 1290-038
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects an open circuit or short to battery voltage in
the No. 1 cylinder injector solenoid.
System Response:
The CID-FMI is logged in memory. The ECM will continue to operate all injectors.
Test Step 1. Perform the following diagnostic procedure: Injector Solenoids
Results:
 OK - STOP
105
 REPAIRED, OK - STOP
MID 036 - CID 0001 - FMI 06 Injector Cylinder 1 short

SMCS - 1290-038
The Electronic Control Module (ECM) detects a short circuit or short to ground in the No.
1 cylinder injector solenoid.
System Response:
Results:
 OK - STOP

circuit
SMCS - 1290-038
System Response:
Results:
106
 OK - STOP

SMCS - 1290-038
System Response:
Results:
 OK - STOP

circuit
SMCS - 1290-038
System Response:
Results:
107
 OK - STOP

SMCS - 1290-038
System Response:
Results:
 OK - STOP

circuit
SMCS - 1290-038
System Response:
Results:
108
 OK – STOP

SMCS - 1290-038
System Response:
Results:
 OK - STOP

circuit
SMCS - 1290-038
System Response:
Results:
109
 OK - STOP

SMCS - 1290-038
System Response:
Results:
 OK - STOP

circuit
SMCS - 1290-038
System Response:
Results:
110
 OK - STOP

SMCS - 1290-038
System Response:
Results:
 OK - STOP

circuit
SMCS - 1290-038
System Response:
111
Results:
 OK - STOP

SMCS - 1290-038
System Response:
Results:
 OK - STOP

circuit
SMCS - 1290-038
System Response:

112
Results:
 OK - STOP

SMCS - 1290-038
System Response:
Results:
 OK - STOP

circuit
SMCS - 1290-038
System Response:
113
Results:
 OK - STOP
 REPAIRED, OK – STOP

circuit
SMCS - 1290-038
System Response:
Results:
 OK - STOP

SMCS - 1290-038
System Response:
114
Results:
 OK - STOP

circuit
SMCS - 1290-038
System Response:
Results:
 OK - STOP

SMCS - 1290-038
The Electronic Control Module (ECM) detects a short circuit or a short to ground in the No.
System Response:
115
Results:
 OK - STOP

circuit
SMCS - 1290-038
System Response:
Results:
 OK - STOP

SMCS - 1290-038
System Response:
116
Results:
 OK - STOP

circuit
SMCS - 1290-038
System Response:
Results:
 OK - STOP

SMCS - 1290-038
System Response:

117
Results:
 OK - STOP

circuit
SMCS - 1290-038
System Response:
Results:
 OK - STOP

SMCS - 1290-038
System Response:

118
Results:
 OK - STOP

circuit
SMCS - 1290-038
System Response:
Results:
 OK - STOP

SMCS - 1290-038
System Response:
119
Results:
 OK - STOP

circuit
SMCS - 1290-038
System Response:
Results:
 OK - STOP

SMCS - 1290-038
System Response:

120
Results:
 OK - STOP

circuit
SMCS - 1290-038
System Response:
Results:
 OK - STOP

SMCS - 1290-038
System Response:
121
Results:
 OK - STOP
MID 036 - CID 0091 - FMI 08 Throttle Position signal

abnormal
SMCS - 1913-038
The Electronic Control Module (ECM) has been powered up for three seconds. The sensor
frequency is greater than 1000 Hz or less than 150 Hz for two seconds. The duty cycle is
greater than 90 percent or less than 10 percent for one second.
System Response:
The throttle position is set to a default value of 0 percent (low idle) by the ECM. The CID-
FMI is logged in memory when the engine has been running for three seconds and the
engine is not cranking. The CID-FMI may be viewed on a display module or the Caterpillar
Electronic Technician (ET).
Test Step 1. Perform the following diagnostic procedure: Speed Control
Results:
 OK - STOP
MID 036 - CID 0094 - FMI 02 Fuel Pressure misinstalled

SMCS - 1901-038
The Electronic Control Module (ECM) reads a negative differential pressure between the
unfiltered fuel pressure sensor and the filtered fuel pressure sensor. The sensors may be
installed incorrectly.
122
System Response:
The CID-FMI is logged in memory. The ECM flags filtered fuel pressure as invalid data.
The engine monitoring system is disabled for filtered fuel pressure.
Test Step 1.
Correctly install the sensor.
Results:
MID 036 - CID 0094 - FMI 03 Fuel Pressure open/short

to +batt
SMCS - 1901-038
The Electronic Control Module (ECM) reads signal voltage that is greater than 4.8 VDC for
one second. The ECM has been powered for three seconds. The diagnostic codes 262-03
and 262-04 are not active.
System Response:
The code is logged. The ECM flags filtered fuel pressure as invalid data and a default value
of 500 kPa (73 psi) is used.
Test Step 1. Perform the following diagnostic procedure: Engine Sensor Open/Short
Test
Results:
 OK - STOP
123
MID 036 - CID 0094 - FMI 04 Fuel Pressure short to
ground
SMCS - 1901-038
The Electronic Control Module (ECM) reads signal voltage that is below 0.2 VDC for one
second. The ECM has been powered for three seconds. The diagnostic codes 262-03 and
262-04 are not active.
System Response:
Test
Results:
 OK - STOP
MID 036 - CID 0094 - FMI 04 Fuel Pressure short to

ground
SMCS - 1901-038
124
System Response:
Test
Results:
 OK - STOP
MID 036 - CID 0100 - FMI 02 Engine Oil Pressure out of

range
SMCS - 1924-038
unfiltered engine oil pressure sensor and the filtered engine oil pressure sensor. The sensors
are installed incorrectly.
System Response:
The CID-FMI is logged in memory. The ECM flags the filtered engine oil pressure as
invalid data. The engine monitoring system is disabled for filtered engine oil pressure.
Test Step 1.
Results:
125
MID 036 - CID 0100 - FMI 03 Engine Oil Pressure
open/short to +batt
SMCS - 1924-038
System Response:
The CID-FMI is logged in memory. The ECM flags engine oil pressure as invalid data and
a default value of 500 kPa (73 psi) is used.
Test
Results:
 OK - STOP
MID 036 - CID 0100 - FMI 04 Engine Oil Pressure short

to ground
SMCS - 1924-038
126
System Response:
The CID-FMI is logged in memory. The ECM flags engine oil pressure as invalid data and
a default value of 500 kPa (73 psi) is used.
Test
Results:
 OK - STOP
MID 036 - CID 0100 - FMI 13 Engine Oil Pressure

calibration required
SMCS - 1924-038
The Electronic Control Module (ECM) records one of the following conditions. The
filtered engine oil pressure sensor never calibrated. The ECM reads engine oil pressure less
than 35 kPa (5 psi). The engine oil pressure is greater than 130 kPa (19 psi). The engine oil
pressure changes more than 25 kPa (3.5) during a calibration attempt. The diagnostic codes
100-03 or 100-04 are active. The diagnostic codes 274-03 or 274-04 are active.
System Response:
The diagnostic code is not logged in memory. The ECM will use the data from the previous
calibration.
Test Step 1. Perform the following diagnostic procedure: Analog Sensor - Calibrate
Results:
 OK - STOP
127
MID 036 - CID 0101 - FMI 03 Crankcase Pressure

open/short to +batt
SMCS - 1916-038
System Response:
The CID-FMI is logged in memory. The ECM flags crankcase pressure as invalid data. The
engine monitoring system is disabled for crankcase pressure.
Test
Results:
 OK - STOP
MID 036 - CID 0101 - FMI 04 Crankcase Pressure short

to ground
SMCS - 1916-038
The Electronic Control Module (ECM) reads signal voltage that is less than 0.2 VDC for
System Response:
128
The CID-FMI is logged in memory. The ECM flags crankcase pressure as invalid data. The
engine monitoring system is disabled for crankcase pressure.
Test
Results:
 OK - STOP
MID 036 - CID 0110 - FMI 03 Engine Coolant

Temperature open/short to +batt
SMCS - 1906-038
System Response:
The CID-FMI is logged in memory. The ECM flags coolant temperature as invalid data and
a default value of −40 °C (−40 °F) is used.
Test
Results:
 OK - STOP
MID 036 - CID 0110 - FMI 04 Engine Coolant

Temperature short to ground
SMCS - 1906-038
129
System Response:
The CID-FMI is logged in memory. The ECM flags coolant temperature as invalid data and
a default value of −40 °C (−40 °F) is used.
Test
Results:
 OK - STOP
MID 036 - CID 0168 - FMI 00 System Voltage High

SMCS - 1401-038
The Electronic Control Module (ECM) has been powered for three seconds. The engine is
not cranking. The battery voltage is greater than 32 VDC for two seconds.
System Response:
The CID-FMI is logged in memory.
Test Step 1. Perform the following diagnostic procedure: Electrical Power Supply
Results:
 OK - STOP
MID 036 - CID 0168 - FMI 00 System Voltage High
130
SMCS - 1401-038
The Electronic Control Module (ECM) has been powered for three seconds. The engine is
not cranking. The battery voltage is greater than 32 VDC for two seconds.
System Response:
Results:
 OK - STOP
MID 036 - CID 0168 - FMI 02 System Voltage

intermittent/erratic
SMCS - 1401-038
The engine is running but not cranking. One of the following conditions exist. The battery
voltage is less than 9 VDC for at least 0.06 seconds. Three times in the last seven seconds,
the battery voltage was less than 9 VDC.
System Response:
Results:
 OK - STOP
131
MID 036 - CID 0190 - FMI 02 Loss of Engine Speed
signal
SMCS - 1912-038
The primary engine speed signal cannot be detected. The timing gear pattern returns within
one second before being lost and the battery voltage is greater than 9 VDC for the last two
seconds. The code is logged only if the engine has been running for three seconds. The
code will be active and logged if the Electronic Control Module (ECM) detects an incorrect
signal for one second. The battery voltage is greater than 9 VDC for the last two seconds.
System Response:
The code is logged. On engines with a secondary engine speed/timing sensor, the secondary
engine speed/timing signal will be used if the primary engine speed/timing signal is lost.
Test Step 1. Perform the following diagnostic procedure: Engine Speed/Timing Sensor
Results:
 OK - STOP
MID 036 - CID 0190 - FMI 03 Engine Speed open/short

to +batt
SMCS - 1912-038
A wire on the primary engine speed/timing sensor is disconnected and/or broken. There is a
short circuit to the +Battery terminal.
System Response:
132
The CID-FMI is logged in memory. On engines with a secondary engine speed/timing
sensor, the secondary engine speed/timing signal will be used if the primary engine
speed/timing signal is lost.
Results:
 OK - STOP
MID 036 - CID 0190 - FMI 08 Engine Speed signal

abnormal
SMCS - 1912-038
The diagnostic code will become active if the following conditions exist. The engine speed
is greater than 0 rpm. The primary engine speed/timing signal is incorrect.
System Response:
The code will become logged if the following conditions exist. The engine speed is greater
than 0 rpm. The engine speed/timing signal is incorrect for five seconds. The engine
speed/timing signal returns for five seconds.
On engines with a secondary engine speed/timing sensor, the secondary engine

speed/timing signal will be used if the primary engine speed/timing signal is abnormal.
Results:
 OK - STOP
MID 036 - CID 0248 - FMI 09 Cat Data Link not

communicating
133
SMCS - 1901-038
The battery voltage to the Electronic Control Module (ECM) has been above 9 VDC for the
last two seconds. The engine is not cranking. Communication was lost for two or more
seconds.
System Response:
Test Step 1. Perform the following diagnostic procedure: Cat Data Link
Results:
 OK - STOP
MID 036 - CID 0253 - FMI 02 Personality Module

mismatch
SMCS - 1901-038
The personality module is for a different engine.
System Response:
The CID-FMI is not logged in memory. The fuel injection is disabled. If a personality
module from another engine family is installed, the mismatch can be programmed to allow
the engine to start.
Test Step 1. Perform the following diagnostic procedure: ECM/Personality Module
Results:
134
 OK - STOP
MID 036 - CID 0254 - FMI 12 Electronic Control Module

Error
SMCS - 1901-038
The Electronic Control Module (ECM) has detected an internal fault.
System Response:
The CID-FMI is logged in memory. Engine power and performance may be affected. All
normal functions of the ECM may be affected.
Results:
 OK - STOP
MID 036 - CID 0254 - FMI 12 Electronic Control Module

Error
SMCS - 1901-038
The Electronic Control Module (ECM) has detected an internal fault.
System Response:
The CID-FMI is logged in memory. Engine power and performance may be affected. All
normal functions of the ECM may be affected.
135
Results:
 OK - STOP
MID 036 - CID 0262 - FMI 03 5 Volt Sensor DC Power

Supply short to +batt
SMCS - 1408-038-NS
The Electronic Control Module (ECM) reads an analog sensor supply voltage above 5.2
VDC for two or more seconds. The ECM has been powered for three seconds.
Note: Normal voltage is 5.0 ± 0.2 VDC.
System Response:
The CID-FMI is logged in memory. Analog sensors are set to the default values.
Test Step 1. Perform the following diagnostic procedure: Analog Sensor Supply
Results:
 OK - STOP
MID 036 - CID 0262 - FMI 04 5 Volt Sensor DC Power

Supply short to ground
SMCS - 1408-038-NS
136
The Electronic Control Module (ECM) reads an analog sensor supply voltage below 4.8
VDC for two seconds. The ECM has been powered for three seconds.
System Response:
The CID-FMI is logged in memory. The analog sensors are set to the default values.
Test Step 1. Perform the following diagnostic procedure: Analog Sensor Supply
Results:
 OK - STOP
MID 036 - CID 0263 - FMI 03 Digital Sensor Supply

short to +batt
SMCS - 1408-038-NS
The Electronic Control Module (ECM) reads a digital sensor supply voltage above 8.5
System Response:
Test Step 1. Perform the following diagnostic procedure: Digital Sensor Supply
Results:
 OK - STOP
137
short to ground
SMCS - 1408-038-NS
The Electronic Control Module (ECM) reads a digital sensor supply voltage below 7.5
System Response:
Results:
 OK - STOP

short to ground
SMCS - 1408-038-NS
The Electronic Control Module (ECM) reads a digital sensor supply voltage below 7.5
System Response:
138
Results:
 OK - STOP
MID 036 - CID 0273 - FMI 00 Turbo Outlet Pressure

above normal
SMCS - 1052-038
The Electronic Control Module (ECM) reads turbocharger outlet pressure above 200 kPa
(29 psi). The engine speed is within 50 rpm of low idle for five seconds. The diagnostic
codes 262-03, 262-04, 273-03, and 273-04 are not active.
System Response:
The diagnostic code is logged in memory. The ECM flags turbocharger outlet pressure as
invalid data and a default value of 0 kPa (0 psi) is used.
Low power
Test
Results:
 OK - STOP

open/short to +batt
SMCS - 1052-038
139
System Response:
The code is logged. The ECM flags turbocharger compressor outlet pressure as invalid data
and a default value of 0 kPa (0 psi) is used.
Test
Results:
 OK - STOP

short to ground
SMCS - 1052-038
System Response:
Test
Results:
 OK - STOP
140
short to ground
SMCS - 1052-038
System Response:
Test
Results:
 OK - STOP
MID 036 - CID 0274 - FMI 03 Atmospheric Pressure

open/short to +batt
SMCS - 1923-038
System Response:
The CID-FMI is logged in memory. The turbocharger compressor inlet pressure sensor (if
equipped) is used as a backup for atmospheric pressure.
141
Test
Results:
 OK - STOP

short to ground
SMCS - 1923-038
The Electronic Control Module (ECM) reads an atmospheric pressure signal voltage below
1.7 VDC for one second. The ECM has been powered for three seconds. The diagnostic
codes 262-03 and 262-04 are not active.
System Response:
The CID-FMI is logged in memory. The turbocharger compressor inlet pressure sensor (if
equipped) is used as a backup for atmospheric pressure. The atmospheric pressure is set to a
default value of 45 kPa (7 psi).
Test
Results:
 OK - STOP

SMCS - 1923-038
142
Any one of the following conditions is present:
 A pressure calibration has not been performed on a new sensor.

 The Electronic Control Module (ECM) reads an atmospheric pressure signal that is
less than 45 kPa (6.5 psi) absolute or greater than 111 kPa (16 psi) absolute
pressure.
 The diagnostics 274-03 or 274-04 are active.
 The atmospheric pressure changes more than 5 kPa (0.7 psi).
System Response:
When this CID-FMI is active, all offsets for pressure calibration will default to 0 kPa (0
psi). The diagnostic codes are active. The diagnostic code is not logged in memory.
Results:
 OK - STOP
MID 036 - CID 0275 - FMI 03 Right Turbo Inlet

Pressure open/short to +batt
SMCS - 1052-038
System Response:
The code is logged. The right turbocharger compressor inlet pressure is set to a default
value of 45 kPa (7 psi).
Test
143
Results:
 OK - STOP

Pressure short to ground
SMCS - 1052-038
System Response:
The CID-FMI is logged in memory. The turbocharger compressor inlet pressure is set to a
default value of 45 kPa (7 psi).
Test
Results:
 OK - STOP

Pressure calibration required
SMCS - 1052-038
The Electronic Control Module (ECM) detects one of the following conditions. The
turbocharger compressor inlet pressure is ± 8 kPa (1.2 psi) from the atmospheric pressure.
The turbocharger compressor inlet pressure is less than 45 kPa (6.5 psi). The turbocharger
144
compressor inlet pressure is greater than 111 kPa (16 psi). The turbocharger compressor
inlet pressure changed more than 5 kPa (0.5 psi) during a calibration attempt. The
diagnostic codes 275-03 and 275-04 are active.
System Response:
The diagnostic codes are not logged in memory. The ECM will use the data from the
previous calibration.
Results:
 OK - STOP
MID 036 - CID 0276 - FMI 03 Left Turbo Inlet Pressure

open/short to +batt
SMCS - 1052-038
System Response:
The code is logged. The left turbocharger compressor inlet pressure is set to a default value
of 45 kPa (6.5 psi).
Test
Results:
 OK - STOP
145
short to ground
SMCS - 1052-038
System Response:
The code is logged. The turbocharger compressor inlet pressure is set to a default value of
45 kPa (7 psi).
Test
Results:
 OK - STOP

SMCS - 1052-038
The Electronic Control Module (ECM) detects one of the following conditions. The
turbocharger compressor inlet pressure is ± 8 kPa (1.2 psi) from the atmospheric pressure.
The turbocharger compressor inlet pressure is less than 45 kPa (6.5 psi). The turbocharger
compressor inlet pressure is greater than 111 kPa (16 psi). The turbocharger compressor
inlet pressure changed more than 5 kPa (0.5 psi) during a calibration attempt. The
diagnostic codes 276-03 and 276-04 are active.
System Response:
146
Results:
 OK - STOP
MID 036 - CID 0279 - FMI 03 Aftercooler Temperature

open/short to +batt
SMCS - 1063-038
The Electronic Control Module (ECM) reads an output voltage that is 4.8 VDC or more for
one second. The ECM has been powered for three seconds. The CID-FMI 262-03 and/or
the CID-FMI 262-04 are not active.
System Response:
The CID-FMI is logged in memory. The ECM no longer optimizes engine operation
according to aftercooler temperature. The ECM flags aftercooler temperature as invalid
data. The engine monitoring system is disabled for aftercooler temperature.
Test
Results:
 OK - STOP
MID 036 - CID 0279 - FMI 04 Aftercooler Temperature

short to ground
147
SMCS - 1063-038
The Electronic Control Module (ECM) reads an output voltage that is 0.2 VDC or less for
one second. The ECM has been powered for three seconds. The CID-FMI 262-03 and/or
the CID-FMI 262-04 are not active.
System Response:
The CID-FMI is logged in memory. The ECM no longer optimizes engine operation
according to aftercooler temperature. The ECM flags aftercooler temperature as invalid
data. The engine monitoring system is disabled for aftercooler temperature.
Test
Results:
 OK - STOP
MID 036 - CID 0289 - FMI 02 Unfiltered Fuel Pressure

misinstalled
SMCS - 1261-038-NS
unfiltered fuel pressure sensor and the filtered fuel pressure sensor. The sensors may be
installed incorrectly.
System Response:
The CID-FMI is logged in memory. The ECM flags unfiltered fuel pressure as invalid data.
The engine monitoring system is disabled for unfiltered fuel pressure.
Test Step 1.
148
Results:

open/short to +batt
SMCS - 1261-038-NS
System Response:
The CID-FMI is logged in memory. The ECM flags fuel pressure as invalid data. The
engine monitoring system for this feature will be disabled.
Test
Results:
 OK - STOP

short to ground
SMCS - 1261-038-NS
149
System Response:
The CID-FMI is logged in memory. The ECM flags unfiltered fuel pressure as invalid data.
The engine monitoring system is disabled for unfiltered fuel pressure.
Test
Results:
 OK - STOP

SMCS - 1261-038-NS
The Electronic Control Module (ECM) records one of the following conditions. The
Unfiltered Fuel Pressure Sensor never calibrated. The ECM reads unfiltered fuel pressure
less than 35 kPa (5 psi). The ECM reads filtered fuel pressure more than 130 kPa (19 psi).
The unfiltered fuel pressure is more than ± 27 kPa (4 psi) from the atmospheric pressure.
The unfiltered fuel pressure changes more than 25 kPa (3.6 psi) during a calibration
attempt. The diagnostic codes 289-03 and 289-04 are active. The diagnostic codes 274-03
and 274-04 are active.
System Response:
Results:
150
 OK - STOP
MID 036 - CID 0336 - FMI 02 Incorrect ECS Switch

inputs
SMCS - 1901-038
One line for the Engine Control Switch (ECS) is open and one line is low.
System Response:
The CID-FMI is logged in memory. The Electronic Control Module (ECM) will flag the
ignition switch as invalid data.
Test Step 1. Perform the following diagnostic procedure: Engine Control Switch (ECS)
Results:
 OK - STOP
MID 036 - CID 0337 - FMI 02 Incorrect Remote E-Stop

Switch inputs
SMCS - 1901-038
The signals from the emergency stop switch are opposite.
System Response:
The CID-FMI is logged in memory. The CID-FMI may be viewed on a display module or
the Caterpillar Electronic Technician (ET).
151
Test Step 1. Perform the following diagnostic procedure: "Emergency Kill Switch"
Results:
 OK - STOP
MID 036 - CID 0338 - FMI 05 Pre-Lube Relay open

circuit
SMCS - 1319-038
The Electronic Control Module (ECM) detects an open circuit at the prelube relay. The
ECM detects a short to battery voltage at the prelube relay.
System Response:
Test Step 1. Perform the following diagnostic procedure: Prelubrication System
Results:
 OK - STOP
MID 036 - CID 0338 - FMI 06 Pre-Lube Relay short to

ground
SMCS - 1319-038
The Electronic Control Module (ECM) detects a short circuit at the prelube relay.
System Response:
152
Test Step 1. Perform the following diagnostic procedure: Prelubrication System
Results:
 OK - STOP
MID 036 - CID 0444 - FMI 05 Start Relay open circuit

SMCS - 1426-038
The Electronic Control Module (ECM) detects an open circuit and/or a short circuit to
battery condition.
System Response:
Test Step 1. Perform the following diagnostic procedure: Starting Motor System
Results:
 OK - STOP
MID 036 - CID 0444 - FMI 06 Start Relay short to

ground
SMCS - 1426-038
The Electronic Control Module (ECM) detects a short circuit to ground condition.
System Response:
153
Test Step 1. Perform the following diagnostic procedure: Starting Motor System
Results:
 OK - STOP
MID 036 - CID 0446 - FMI 05 Air Shutoff Relay open

SMCS - 1078-038
The Electronic Control Module (ECM) detects an open circuit and/or a short circuit to
battery condition. The ECM can only detect this condition when the air shutoff relay is not
energized.
System Response:
Test Step 1. Perform the following diagnostic procedure: Air Shutoff System
Results:
 OK - STOP
MID 036 - CID 0446 - FMI 06 Air Shutoff Relay short

SMCS - 1078-038
The Electronic Control Module (ECM) detects a short circuit to ground. The ECM can only
detect this condition when the air shutoff relay is not energized.
System Response:
154
Test Step 1. Perform the following diagnostic procedure: Air Shutoff System
Results:
 OK - STOP
MID 036 - CID 0542 - FMI 02 Unfiltered Engine Oil

Pressure misinstalled
SMCS - 1924-038
unfiltered engine oil pressure sensor and the filtered engine oil pressure sensor. The sensors
may be installed incorrectly.
System Response:
The CID-FMI is logged in memory. The ECM flags the unfiltered engine oil pressure as
invalid data. The engine monitoring system is disabled for unfiltered engine oil pressure.
Test Step 1.
Results:

Pressure open/short to +batt
SMCS - 1924-038
155
System Response:
The CID-FMI is logged in memory. The ECM flags oil pressure as invalid data and a
default value of 500 kPa (73 psi) is used.
Test
Results:
 OK - STOP

Pressure short to ground
SMCS - 1924-038
System Response:
The CID-FMI is logged in memory. The ECM flags oil pressure as invalid data and a
default value of 500 kPa (73 psi) is used.
Test
Results:
156
 OK - STOP

Pressure cal required
SMCS - 1924-038
The Electronic Control Module (ECM) records one of the following conditions. The oil
pressure sensor never calibrated. The oil pressure is greater than ± 27 kPa (4 psi) from the
atmospheric pressure. The ECM reads oil pressure less than 35 kPa (5 psi). The oil pressure
is greater than 130 kPa (19 psi). The oil pressure changes more than 25 kPa (3.5 psi) during
a calibration attempt. The diagnostics 274-03 or 274-04 are active.
System Response:
The diagnostic codes are not logged in memory.
Results:
 OK - STOP
MID 036 - CID 0545 - FMI 05 Ether Start Relay

open/short to +batt
SMCS - 1456-038
The Electronic Control Module (ECM) has been powered up for two seconds. The ECM
detects an open circuit and/or a short circuit to the +Battery terminal at the output to the
ether start relay.
System Response:
157
The CID-FMI is logged in memory. Ether injection is disabled.
Test Step 1. Perform the following diagnostic procedure: Ether Injection System
Results:
 OK - STOP
MID 036 - CID 0545 - FMI 06 Ether Start Relay short to

ground
SMCS - 1456-038
detects a short circuit to ground at the output to the ether start relay.
System Response:
Results:
 OK - STOP
MID 036 - CID 0546 - FMI 05 Ether Hold Relay

open/short to ground
SMCS - 1456-038
158
detects an open circuit and/or a short circuit to ground at the output to the ether hold relay.
System Response:
The engine may be difficult to start.
Results:
 OK - STOP
MID 036 - CID 0546 - FMI 06 Ether Hold Relay short to

+batt
SMCS - 1456-038
detects a short circuit to the +Battery at the output to the ether hold relay.
System Response:
The engine may be difficult to start.
Results:
 OK - STOP
159
MID 036 - CID 0827 - FMI 08 Left Exhaust Temperature
signal abnormal
SMCS - 1919-038
The Electronic Control Module (ECM) has been powered for three seconds. The diagnostic
codes 263-03 and 263-04 are not active. The sensor frequency is greater than 1000 Hz or
less than 150 Hz. The duty cycle is greater than 90 percent or less than 10 percent.
System Response:
The CID-FMI is logged in memory. The status screen on Caterpillar Electronic Technician
(ET) will show the parameter as invalid data.
Test
Results:
 OK - STOP
MID 036 - CID 0828 - FMI 08 Right Exhaust

Temperature signal abnormal
SMCS - 1919-038
The Electronic Control Module (ECM) has been powered for three seconds. The diagnostic
codes 262-03 and 262-04 are not active. The sensor frequency is greater than 1000 Hz or
less than 150 Hz. The duty cycle is greater than 95 percent or less than 5 percent.
System Response:
160
The code is logged. The status screen on the Caterpillar Electronic Technician (ET) will
show the parameter as invalid data.
Test
Results:
 OK - STOP
Air Shutoff System

SMCS - 1078-038
161
System Operation Description:
The ECM has the ability to stop the engine by cutting off the air supply in an emergency
situation. The ECM activates a relay which activates the air shutoff solenoid.
There are two conditions which cause the engine control to activate the air shutoff relay.
The first condition occurs when the operator initiates a shutdown. When the shutdown is
recognized, fuel is shut off and the air shutoff relay is activated. The ECM will hold the
relay active for 1.5 seconds. The second condition is for an engine overspeed. Engine
overspeed can be a real overspeed condition. Overspeed can be obtained by using the
overspeed verify switch.
The air shutoff relay can also be activated without the aid of the ECM. When the
emergency stop is used, a relay is activated for 2.5 seconds.
Regardless of the reason for activation, the ECS must be turned to the OFF/RESET position
for three seconds in order to reset the engine controls.
Ver imagen
162
g00598786
Illustration 1
Schematic
Test Step 1. Check for Connector Damage
A. Verify that the circuit breakers are not tripped.
B. Turn the circuit breaker for the battery to the OFF position.
C. Turn the ECS to the OFF/RESET position.
163
D. Check connectors and wiring for the following problems: damage, corrosion,
abrasion and incorrect attachment.
Expected Result:
The connectors and wiring should be free of the following problems: damage, corrosion,
Results:
 OK - Proceed to test step 2.

 Not OK -
Repair: Repair the connectors and/or wiring or replace the connectors and/or
wiring.
Stop.
Test Step 2. Check the Air Shutoff System.
A. Turn the circuit breaker for the battery to the ON position.
B. Turn the ECS to the STOP position.
C. Connect the ET.
D. Access the override on the ET. Activate the override for the air shutoff.
E. Disable the override for the air shutoff.
Expected Result:
The air shutoff relay should activate. The air shutoff relay should deactivate after two
seconds. While the relay is active, the air shutoff solenoid should also be active.
Results:
 OK - The system is operating properly at this time. Stop.

 Relays ON - The relay activated but the air shutoff solenoid did not activate.
Proceed to test step 3.
 Not OK - Both the relay and the solenoid failed to activate. Proceed to test step 4.
Test Step 3. Check the Relay.
A. Turn the circuit breaker for the battery to the OFF position.
164
B. Turn the ECS to the OFF/RESET position.
C. Disconnect the wire from terminal 85 and from terminal 86 of the air shutoff relay.
D. Obtain two suitable pieces of 18 AWG wire. Connect one end of the first wire to -
Battery. Connect the other end to terminal 85 of the air shutoff relay.
E. Connect one end of the second wire to +Battery. Connect the other end to terminal
86 of the air shutoff relay for two seconds.
Expected Result:
The air shutoff solenoid should activate when the wire is connected to +Battery.
Results:
 OK - The relay is operating correctly. The problem is most likely in the wiring.
wiring.
Stop.
 Not OK - The air shutoff relay did not activate. The problem appears to be in the air
shutoff relay.
Repair: Temporarily install a new air shutoff relay. Ensure that the problem is no
longer present. Reinstall the old relay. If the problem returns, replace the air shutoff
relay.
Stop.
Test Step 4. Install a Jumper Wire.
A. Turn the ECS to the OFF/RESET position.
B. Disconnect P1 from the ECM. Remove the wire from P1-28.
C. Install a wire at P1-28. Reconnect ECM connector P1.
D. Connect the red probe of the multimeter to -Battery. Connect the black probe of the
multimeter to the socket of the wire at P1-28.
E. Turn the circuit breaker for the battery to the ON position.
165
F. Turn the ECS to the STOP position.
G. Access the override on the ET. Activate the override for the air shutoff.
This test will cause a 446-05 CID-FMI to be logged. Be sure to delete this CID-FMI
when this test is completed.
H. Disable the override for the air shutoff.
I. Turn the ECS to the OFF/RESET position. Remove the jumper wire.
Expected Result:
The voltage should be 24 ± 5 VDC.
Results:
 OK - The voltage is correct. The problem is not with the ECM. Proceed to test step
5.
 Not OK - The voltage is not correct.
Repair: Replace the ECM. Refer to Troubleshooting, "Replacing the ECM".
Stop.
Test Step 5. Test the Relay.
C. Disconnect the relay.
D. Obtain a suitable piece of 18 AWG wire. Connect one end of the wire to -Battery.
Connect the other end of the wire to terminal 85 of the air shutoff relay.
G. Access the override on the ET. Activate the override for the air shutoff.
H. Disable the override for the air shutoff.
I. Remove the jumper wire.

166
Expected Result:
The air shutoff relay should activate. The air shutoff relay should deactivate after two
seconds. While the relay is active, the air shutoff solenoid should also be active.
Results:
 OK - The relay and the solenoid are operating properly.
Repair: Temporarily install a new air shutoff relay. Ensure that the problem is no
longer present. Reinstall the old relay. If the problem returns, replace the air shutoff
relay.
Stop.
 Not OK - Both the relay and the solenoid failed to activate. Proceed to test step 3.
Test Step 6. Check the Air Shutoff Solenoid.
A. Turn the ECS to the OFF position.
B. Disconnect the negative wire from the air shutoff solenoid. Disconnect the positive
wire from the air shutoff solenoid.
C. Obtain two suitable pieces for 10 AWG wire.
D. Connect one end of the first wire to the negative terminal of the air shutoff solenoid.
Connect the other end to -Battery.
E. Connect one end of the second wire to +Battery. Connect the other end to the
positive terminal of the air shutoff solenoid for one second.
Expected Result:
When the wire is connected to the positive terminal, the solenoid should activate.
Results:
 OK - The air shutoff solenoid activated. The problem appears to be in the system
wiring.
Repair: Check the air shutoff solenoid. The first suspect location is between -
Battery and the negative terminal of the air shutoff solenoid. The second suspect
location is between the positive terminal of the air shutoff solenoid and terminal 87
167
of the air shutoff relay. The third suspect location is between terminal 30 of the air
shutoff relay and +Battery.
Stop.
 Not OK - The air shutoff solenoid did not activate. The problem appears to be in
the air shutoff solenoid.
Repair: Temporarily install a new air shutoff solenoid. Ensure that the problem is
no longer present. Reinstall the old solenoid. If the problem returns, replace the air
shutoff solenoid.
Stop.
Analog Sensor Supply

SMCS - 1901-038
The Analog Sensor Supply provides power to all analog sensors. The engine has the
following analog sensors: Fuel Pressure, Atmospheric Pressure, Coolant Temperature,
Turbocharger Compressor Inlet Pressure, Engine Oil Pressure, Aftercooler Temperature,
Turbocharger Compressor Outlet Pressure and Crankcase Pressure.
The ECM supplies 5.0 ± 0.5 VDC from the ECM connector J1/P1 to each analog sensor
connector. The sensor return line connects to the ECM connector J1/P1.
The analog sensor supply is output short circuit protected. A short circuit to the battery will
not damage the circuit inside the ECM.
Note: The analog sensors are not protected from overvoltage. Directly connecting the
analog sensor to battery voltage can result in damage. If the CID-FMI 161-03 is logged, it
is possible that all of the analog sensors have been damaged.
Ver imagen
168
169
g00719755
Illustration 1
Test Step 1. Check for Connector Damage.
C. Check all of the connectors and wiring for the following problems: damage,
corrosion, abrasion and incorrect attachment.
Expected Result:
Results:

 Not OK -
wiring.
Stop.
Test Step 2. Check the Harness for Shorts.
A. Disconnect ECM connector J1/P1. Disconnect all of the analog sensors.
B. Measure the resistance between the analog supply P1-36 and the analog return P1-
30.
C. Measure the resistance between the analog supply P1-36 and the engine ground.
D. Measure the resistance between the analog returnP1-30 and the engine ground.
Expected Result:
Resistance should be more than 10,000 Ohms for each measurement.
Results:
170
 Not OK -
wiring.
Stop.
Test Step 3. Check Analog Sensor Supply Voltage.
A. Reconnect ECM connector J1/P1.
B. Turn the circuit breaker for the battery to the ON position.
C. Turn the ECS to the STOP position.
D. Measure the voltage between the analog supply P1-36 and the analog return P1-30.
Expected Result:
The supply voltage should be 5.0 ± 0.5 VDC.
Results:
 OK - The Analog Sensor Supply is producing the correct voltage. Proceed to test
step 4.
 Not OK - Check that the ECM is receiving the correct voltage from the battery.
wiring.
Stop.
Test Step 4. Check Analog Sensor Supply Voltage.
A. Measure the voltage between socket A and socket B on the harness side of all
analog sensor connectors. Ensure that you are measuring on the harness side of the
connector since the sensors are disconnected.
Expected Result:
Results:
171
 OK - Supply voltage is reaching all analog sensor connectors. Proceed to test step
6.
 Not OK - There is an open circuit in the harness or connectors. Proceed to test step
A.
Test Step 5. Perform the following test: Electrical Power Supply
Results:
 OK - Stop.
 REPAIRED, OK - Stop.
Test Step 6. Check Analog Sensors for Shorts.
A. Connect the analog sensor. Check the voltage between socket A and socket B of the
sensor. Repeat this step for all of the analog sensors.
Expected Result:
The supply voltage should be 5.0 ± 0.5 VDC after each analog sensor is connected.
Results:
 OK - The analog sensor supply and the harness are OK. Stop.
 Not OK - The voltage is OK before the sensor is connected. The voltage is NOT
OK after the sensor is connected. The sensor may be internally shorted.
Repair: Temporarily replace the sensor. Verify that the new sensor solves the
problem before permanently installing the new sensor.
Stop.
CAT Data Link

SMCS - 1901-038
The CAT Data Link is used for communication between electronic modules. The CAT Data
Link is used to communicate information from the ECM to the Caterpillar Monitoring
System. The CAT Data Link is used for programming and troubleshooting the ECM.
172
The ECM communicates with the Caterpillar Monitoring System in order to share engine
information and electronic system diagnostics.
The ECM communicates with the ET in order to share status and diagnostic information.
The ET can also be used to configure the ECM parameters on the engine. This information
will not be available if communications fail between the ECM and the ET.
The 3500B engine can be FLASH downloaded over the CAT Data Link.
Ver imagen
g00629913
Illustration 1
C. Check the connectors and wiring for the following problems: damage, corrosion,
Expected Result:
173
Results:

 Not OK -
Repair: Repair the connector and/or wiring or replace the connector and/or wiring.
Stop.
Test Step 2. Check the CAT Data Link.
B. Connect the ET.
C. Turn the circuit breaker for the battery to the ON position.
D. Turn the ECS to the STOP position.
E. Check for any LOGGED diagnostic codes.
F. Start the engine and read the Status Information on the ET.
G. Observe the engine oil pressure and the coolant temperature on the Caterpillar
Monitoring System.
Note: If some of the parameters, but not all of the parameters were displayed, the
CAT Data Link is OK. Check the component that is associated with any missing
parameter.
Expected Result:
The ET should display the Status Information. The Caterpillar Monitoring System should
display engine parameters.
Results:
 OK - The CAT Data Link is operating correctly at this time. Stop.

 No Parameter Displayed - There is a problem with the CAT Data Link. Proceed to
test step 3.
 Service Tool Did Not Power ON - The ET or the Communication Adapter did not
power up. Proceed to test step 4.
Test Step 3. Check Communication With the ET and the Communication Adapter.
174
B. Reconnect ECM connectors J1/P1 and J2/P2.
C. Disconnect J3C/P3C.
D. Connect the ET.
E. Turn the ECS to the STOP position.
F. Read LOGGED Diagnostics and Status Information on the ET.
Expected Result:
Status Information appears on the ET.
Results:

 Not OK - Proceed to test step 6.
Test Step 4. Check Battery Voltage.
B. Ensure that all connectors are connected.
D. Measure the voltage between pin A and pin B at J60.
Expected Result:
The voltage should be 20 to 28 VDC.
Results:
 OK - The voltage is OK. Proceed to test step G.

 Not OK - There is a problem in the harness or electrical power supply.
Repair: Repair the connector and/or wiring or replace the connector and/or wiring.
Stop.
Test Step 5. Check For Shorts in the Harness

175
B. Disconnect the ECM connectors J1/P1 and J2/P2. Disconnect the service tool
connector J60/P60. Disconnect the Caterpillar Monitoring System.
C. Ensure that the connector J3A/P3A is connected.
D. Measure resistance from P1-3 to P1-9.
E. Check the resistance at the following points:

o P1-3 to P1-5
o P1-9 to P1-5
o P1-3 to P1-6
o P1-3 to P1-4
o P1-9 to P1-4
o P1-3 to P1-11
o P1-9 to P1-11
F. Measure the resistance from P99-5 to P99-14.
Expected Result:
Resistance should read more than 20,000 Ohms for each measurement.
Results:
 OK - The resistance is greater than 20,000 Ohms. The harness is free of shorts.
 Not OK - The resistance is less than 20,000 Ohms.
wiring.
Stop.
Test Step 6. Check the Operation of the ET.
Verify proper operation of the ET on another engine.
Expected Result:
Results:
176
 Not OK - The ET and the Communications Adapter did not work on another
engine. There is a problem with the ET, cables, or the Communication Adapter.
wiring.
Stop.
Test Step 7. Check the Resistance Through the Harness.
B. Disconnect the ECM connectors J1/P1 and J2/P2. Disconnect the service tool
connector J60/P60 and the monitoring system J99/P99.
C. Ensure that the customer connector J3A/P3A is connected.
D. Use a suitable piece of wire to short P1-9 to P1-3.
E. Measure the resistance between P99-14 to P99-5.
F. Measure the resistance between pin D and pin E of the Service Tool Connector J60.
Expected Result:
Resistance should read less than 10 Ohms through the wires.
Results:
 OK - Resistance is less than 10 Ohms through the harness and connectors. Proceed
to test step 8.
 Not OK - There is an open circuit in the harness or connectors.
wiring.
Stop.
Test Step 8. Check Isolated Communication.
B. Reconnect the ECM connectors and the Customer Connector.
C. Disconnect J99/P99. Disconnect the customer connector J3/P3.

177
D. Install the ET.
F. Read LOGGED Diagnostics.
G. Turn the ECS to the START position.
H. Read the Status information.
Expected Result:
The ET should display any Diagnostics and Status Information.
Results:

 Not OK - Verify proper operation of the ET and Communication Adapter on
another engine. Proceed to test step 10.
Test Step 9. Verify the CAT Data Link.
B. Reconnect all of the connectors.
D. Observe the parameters on the Monitoring System.
Note: The CAT Data Link is operating correctly at this time. If some of the
parameters, but not all of the parameters were displayed, the CAT Data Link is OK.
Check the component that is associated with any missing parameter.
Note: The Monitoring System can display a message that indicates a fault with the
ECM. The message may not indicate that the ECM is faulty. The message is
displayed when the system no longer receives any engine related parameters.
Expected Result:
The parameters should appear on the Caterpillar Monitoring System.
Results:
 OK - Stop.
178
 Not OK -
Repair: There is a problem with the Caterpillar Monitoring System and/or the data
link cable. Check that the cable is not too long. Refer to Service Manual,
SENR6587.
Stop.
Results:
 OK - Stop.
Digital Sensor Supply

SMCS - 1901-038
The digital sensor supply provides power to all digital sensors. Digital sensors include the
Left and Right Exhaust Temperature Sensors.
The digital sensor supply is output short circuit protected. A short circuit to the Battery
should not cause permanent damage to the circuit inside the ECM. The digital sensors are
NOT protected from overvoltage.
Ver imagen
179
g00705333
Illustration 1
Schematic
Test Step 1. Check for connector damage.
A. Turn the breaker at the battery to the OFF position.
abrasion and incorrect attachment .
Expected Result:
Results:

 Not OK -
wiring.
Stop.
180
Test Step 2. Check for a short circuit in the wiring harness.
A. Disconnect J1/P1 and J2/P2.
B. Disconnect all the digital sensors.
C. Measure the resistance between the digital supply P1-35 (A700-OR) and the digital
return P1-29 (998-BR) .
D. Measure the resistance between the digital supply P1-35 (A700-OR) and engine
ground.
E. Measure the resistance between the digital return P1-29 (998-BR) and engine
ground.
Expected Result:
The resistance should be greater than 20,000 Ohms for each measurement.
Results:

 Not OK -
wiring. Verify the repair by rechecking for shorts in the harness.
Stop.
Test Step 3. Check the digital supply voltage at the ECM.
A. Reconnect the ECM connectors.
B. Turn the ECS to the ON position. The engine should be OFF.
C. Measure the voltage between the digital supply P1-35 (A700-OR) and the digital
return P1-29 (998-BR).
Expected Result:
Results:
181
 OK - The digital sensor supply is producing the correct voltage. Proceed to test step
4.
 Not OK - The digital sensor is not producing the correct voltage. Proceed to test
step 5.
Test Step 4. Check the digital sensor supply voltage at the sensor connector.
A. Measure the voltage between the digital supply terminal-A (A700-OR) and the
terminal-B (998-BR) of all the digital sensors.
Expected Result:
Results:
 OK - The supply voltage is present at all of the digital sensor connectors. Proceed to
test step 6.
 Not OK - There is an open circuit in the harness or connectors.
wiring.
Stop.
Results:
 OK -
Stop.
Test Step 6. Check the digital sensors for short circuits.
A. Connect one digital sensor.
B. Check the digital sensor supply voltage between the digital supply terminal-A
(A700-OR) and the digital return terminal-B (998-BR). Repeat this step with all of
the digital sensors.
182
Expected Result:
Results:
 OK - The digital sensor supply is OK. The harness is OK. Stop.

 Not OK - The sensor may be internally shorted.
Repair: Temporarily connect a new sensor. Verify that the new sensor solves the
problem before permanently installing the new sensor.
Stop.
 Intermittent - The problem is intermittent. Proceed to test step 7.
Test Step 7. Perform the following test: Inspecting Electrical Connectors
Results:
 OK - Stop.
Direct Fuel Control Mode

SMCS - 1901-038
The Direct Fuel Control Mode enables the engine to be controlled by a external governor.
You must install the signal converter components for the Direct Fuel Control in order to
operate in Direct Fuel Control Mode. The configuration parameter must be programmed to
"ON " in order for the ECM to respond properly to the external governor.
183
The input to the signal converter is a 0 to 200 mA signal. The signal is received from the
external governor. The signal output of the signal converter is a pulse width modulated
PWM signal.
The output signal varies with the current to the signal converter. The ECM calculates the
Desired Fuel from the PWM signal.
The Desired Fuel signal is valid only when the duty cycle is between 2 to 95 percent. If the
Desired Fuel signal is invalid the engine will be set to minimum fuel setting and the engine
will shut down.
The droop is not used for the Direct Fuel Control Mode. Disconnecting the droop at the
ECM will not affect engine operation.
Ver imagen
g00637385
Illustration 1
A. Verify that the circuit breaker has not been tripped.

184
D. Check the components and wiring for the following problems: damage, corrosion,
Expected Result:
The components should be free of the following problems: damage, corrosion, abrasion and
incorrect attachment.
Results:

 Not OK -
wiring.
Stop.
Test Step 2. Check the Current Input.
A. Measure the current to the signal converter.
Note: Some external governors may only be able to output approximately 150 mA.
This should not be seen as a problem with the external governor.
Expected Result:
The current range should be between 0 and 200 mA.
Results:
 OK - The current is OK. Proceed to test step 3.

 Not OK - The current is Not OK.
Repair: Replace the external governor that is supplying the controlling current.
Stop.
Test Step 3. Check the Voltage.
A. Turn the circuit breaker at the battery to the ON position.

185
B. Connect the black probe of the multimeter to +Battery terminal at the signal
converter.
C. Connect the red probe of the multimter to -Battery terminal at the signal converter.
Expected Result:
The voltage is 24 ± 5 VDC.
Results:
 OK - The voltage is correct. Proceed to test step C.

Repair: There is a problem with the supply voltage.
Stop.
Test Step 4. Check the Desired Fuel Position.
A. Turn the ECS to the STOP position.
B. Observe the throttle position reading on the ET.
C. Vary the current to the signal converter.
Expected Result:
The throttle position on the ET should read 0 percent at zero current input and a higher
percentage when the current is increased.
Results:
 OK - Stop.
Test Step 5. Check the Hardware.
A. Remove the wire on the Desired Fuel signal output of the signal converter .
B. Set the multimeter to "VDC".
C. Press the "Hz" button twice so that the "%" symbol is displayed.
D. Place one probe on the Desired Fuel signal output of the signal converter.
186
E. Place the other probe on the -Battery terminal of the signal converter.
F. Monitor the output of the percent duty cycle from the signal converter.
G. Adjust the current input from a low current setting to a high current setting.
Note: The throttle position on the ET will not match the percent duty cycle on the
multimeter.
Expected Result:
The duty cycle should be between 3 and 5 percent at the low setting and above 60 percent
at the high setting.
Results:
 OK - The correct signal is being supplied. Proceed to test step 6.

 Not OK - The duty cycle is not correct on the multimeter.
Repair: Temporarily install another signal converter. Verify that the problem is no
longer present. Reinstall the old signal converter. If the problem returns replace the
signal converter.
Stop.
Test Step 6. Check the ECM.
B. Replace the wire on the Desired Fuel output of the signal converter.
C. Set the multimeter to "VDC".
D. Press the "Hz" button twice so that the "%" symbol is displayed.
E. Measure the voltage between the ECM connector P2-24 and P1-29.
F. Monitor the output of the percent duty cycle on the multimeter.
G. Monitor the percent throttle position on the ET.
H. Vary the input current to the signal converter.
Expected Result:
187
The duty cycle should be between 3 and 5 percent at the low setting and above 60 percent
at the high setting. The percent throttle position should be between 0 and 100 percent.
Results:
 OK - The duty cycle is correct. Stop.

 Not OK - The duty cycle is not correct.
Repair: There is a problem in the wiring between P2-24 and the signal converter.
Stop.
 Throttle Position Not OK -
Stop.
Direct Fuel Control Mode

SMCS - 1901-038
Perform this procedure if the "Direct Fuel Control Mode" is "ON" and a 91-08 Throttle
Position Signal Abnormal diagnostic code is active.
The direct fuel control mode enables the engine to be controlled by an external governor.
You must install the components of the signal converter for the direct fuel control in order
to operate in direct fuel control mode. The configuration parameter must be programmed to
"ON" in order for the Electronic Control Module (ECM) to respond properly to the external
governor.
The input to the signal converter is a 0 to 200 mA signal. The signal is received from the
external governor. The output signal from the signal converter is a Pulse Width Modulated
signal (PWM).
The output signal varies with the current to the signal converter. The ECM calculates the
desired fuel from the PWM signal.
188
The duty cycle for a valid signal is between 5 and 95 percent. If an invalid signal is
received, the engine will automatically be set to a minimum fuel setting and the engine will
shut down.
The following functions are not used in direct fuel control mode.
 Low idle
 Crank terminate speed
 Cooldown speed
Ver imagen
g01030195
Illustration 1
Typical example
A. Turn the Engine Control Switch (ECS) to the OFF/RESET position.
B. Turn the battery disconnect switch to the OFF position.
C. Thoroughly inspect the ECM connectors J1/P1 and J2/P2. Inspect all of the other
connectors. Refer to the diagnostic functional test Troubleshooting, "Inspecting
Electrical Connectors" for details.
189
D. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are
associated with the circuit.
E. Check the allen head screw on each ECM connector for the proper torque. Refer to
Troubleshooting, "Inspecting Electrical Connectors" for the correct torque values.
F. Check the harness and the wiring for abrasion and for pinch points.
Expected Result:
All connectors, pins, and sockets are completely coupled and/or inserted. The harness and
wiring are free of corrosion, of abrasion, and of pinch points.
Results:
 OK - The connectors and wiring are OK. Proceed to Test Step 2.

 Not OK - The connectors and/or wiring are not OK.
Repair: Repair the connectors or wiring and/or replace the connectors or wiring.
STOP
Test Step 2. Check the Current Input to the Signal Converter
A. Measure the current to the signal converter.
Note: Some external governors may only be able to output approximately 150 mA.
This should not be seen as a problem with the external governor.
Expected Result:
The current range is between 0 and 200 mA.
Results:
 OK - The current is within the correct range. Proceed to Test Step 3.

 Not OK - The current is not within the correct range.
Repair: Replace the external governor that is supplying the controlling current.
STOP
Test Step 3. Check the Voltage at the Battery
190
C. Measure no-load battery voltage at the battery terminals. Refer to Testing and
Adjusting, "Test Tools for the Electrical System" for the proper procedures to check
the batteries.
D. Load test the batteries. Use the 4C-4911 Battery Load Tester. Refer to the
Operating Manual, SEHS9249. Refer to Special Instruction, SEHS7633.
Expected Result:
Results:
 OK - The voltage measures 24 ± 3 VDC. Proceed to Test Step 4.

 Not OK - The voltage is not 24 ± 3 VDC.
Repair: The batteries or the alternator are causing the problem. Recharge the
batteries or replace the batteries. Verify that the original condition is resolved. Refer
to Testing and Adjusting, "Electrical System".
STOP
Test Step 4. Check the Voltage at the Signal Converter
A. Connect one probe of the voltmeter to the +Battery terminal at the signal converter.
B. Connect one probe of the voltmeter to the −Battery terminal at the signal converter.
Expected Result:
Results:
 OK - The voltage is 24 ± 3 VDC. Proceed to Test Step 5.

 Not OK - The voltage is not 24 ± 3 VDC.
Repair: Check the wiring and/or the connectors that are between the battery and the
signal converter. Repair the wiring and/or connectors.
STOP
Test Step 5. Check the Fuel Position

191
A. Connect the Caterpillar Electronic Technician (ET) to the service tool connector.
Start Cat ET.
C. Observe the throttle position reading on Cat ET.
D. Vary the current to the signal converter.
Expected Result:
The throttle position on Cat ET varies from 5 percent to 85 percent as the current input is
adjusted from 0 mA to 200 mA.
Results:
 OK - The throttle position on Cat ET corresponds with the current input.
Repair: Check the system for any diagnostic codes.
STOP
 Not OK - The throttle position does not correspond to the current input. Proceed to
Test Step 6.
Test Step 6. Check the Signal from the Signal Converter
A. Remove the signal wire from the signal converter.
B. Set the multimeter to "VDC".
C. Press the "Hz" button twice so that the "%" symbol is displayed.
D. Place one probe on the signal wire of the signal converter.
E. Place the other probe on the −Battery terminal of the signal converter.
F. Monitor the output of the percent duty cycle from the signal converter.
G. Adjust the current input from a low current setting to a high current setting.
Note: The throttle position on Cat ET will not match the percent duty cycle on the
multimeter.
Expected Result:
192
The duty cycle is between 3 and 5 percent at the low setting and above 85 percent at the
high setting.
Results:
 OK - The correct signal is being supplied. Proceed to Test Step 7.

 Not OK - The duty cycle is not correct on the multimeter.
Repair: Temporarily install another signal converter. Verify that the problem is no
longer present. Reinstall the old signal converter. If the problem returns, replace the
signal converter.
STOP
Test Step 7. Check the Signal at the ECM
B. Replace the signal wire on the signal converter.
C. Set the multimeter to "VDC".
D. Press the "Hz" button twice so that the "%" symbol is displayed.
E. Measure the voltage between the signal wire at ECM connector P1-10 and the
digital reference at ECM connector P1-05.
F. Monitor the output of the percent duty cycle on the multimeter.
G. Monitor the percent throttle position on Cat ET.
H. Vary the input current to the signal converter.
Expected Result:
The duty cycle is between 3 and 5 percent at the low setting and above 85 percent at the
high setting. The percent throttle position is between 5 and 85 percent.
Results:
 OK - The duty cycle and the throttle position are correct.
Repair: Check the system for any diagnostic codes.
STOP
193
 Not OK-Duty Cycle - The duty cycle is not correct.
Repair: There is a problem in the wiring between the signal wire at ECM connector
P1-10 and the signal converter.
STOP
 Not OK-Throttle Position - The duty cycle is OK. The throttle position is
incorrect.
Repair: Replace the ECM. Refer to the diagnostic procedure Troubleshooting,

"Replacing the ECM".
STOP
ECM/Personality Module
SMCS - 1901-038
The Electronic Control Module (ECM) is the computer which controls the engine. The
Personality Module is the software which controls the computer. The two must be used
together.
The personality module contains all of the software for the ECM. Updating the personality
module to a different version may cause some engine features to behave differently.
Control maps are used to define engine operation for various conditions. These maps help
the engine to achieve optimum performance. The maps are programmed into the
personality module at the factory.
The ECM uses FLASH memory. The ECM retains programmed information indefinitely.
The reprogramming process is called Flash Programming.
Ver imagen
194
g00691867
Illustration 1
Personality Module
Test Step 1. Check for "ACTIVE" Diagnostic Codes.
A. Disconnect the main power.
B. Start the Caterpillar Electronic Technician (ET).
C. Connect the Battery power to the ECM.
195
D. Connect the main power.
E. Check for active diagnostic codes.
Results:
 253-02 Present - Proceed to test step 2.

 254-12 Present - If an internal problem develops, the diagnostic code 254-12
becomes active. This indicates that the ECM has detected an internal problem that
cannot be fixed.
Repair: Replace the ECM. Ensure that the new ECM serial number has a CD at the
end. Refer to the diagnostic procedure Troubleshooting, "Replacing the ECM".
STOP
 268-02 Present -
Repair: Reprogram the system configuration parameters. Refer to the diagnostic

procedure Troubleshooting, "Programming Parameters".
STOP
Test Step 2. Check for a Personality Module Mismatch.
A. Verify that the correct ECM has been installed.
B. Check the ECM part number. Check the last two characters of the ECM serial
number.
Expected Result:
The ECM serial number should end with a CD.
Results:
 OK - Verify that the correct Personality Module is installed.
Repair: Connect the Cat ET and reprogram the interlock code.
STOP
 Not OK - The ECM serial number does not end with a CD.
196
Repair: Replace the ECM. Ensure that the new ECM serial number has a CD at the
end. Refer to the diagnostic procedure Troubleshooting, "Replacing the ECM".
STOP
Electrical Power Supply

SMCS - 1401-038
The ECM receives electrical power from the Engine Control Switch (ECS) when the switch
is in the AUTO, START or STOP position. A signal is provided to the ECM that senses the
position of the Engine Control Switch. When the ECM senses battery voltage on this input,
the ECM will power up. If the voltage is removed from the input, the ECM will power
down.
With intermittent faults, you may want to bypass the engine wiring. Bypassing the wiring
helps to locate the problem. If the problem is no longer present with the bypass in place the
engine wiring is faulty.
Note: If your system has EMCP II, refer to Service Manual, SENR5398.
Ver imagen
197
g00598858
Illustration 1
Schematic
Ver imagen
198
g00598859
Illustration 2
D. Check the connectors and wiring for the following problems: damage, abrasion,
corrosion and incorrect attachment.
Expected Result:
The connectors and wiring are free of the following problems: damage, abrasion, corrosion
and incorrect attachment.
Results:

 Not OK -
wiring.
Stop.
199
Test Step 2. Check Voltage To The ECM.
A. Disconnect ECM connector J1/P1.
D. Measure the voltage between P1-6 and P1-5.
Expected Result:
The voltage should be 23 to 27 VDC.
Results:
 OK - The ECM is receiving the correct voltage. There may be an intermittent

problem. Consider temporarily bypassing the engine wiring. Proceed to test step 3.
 Out Of Range - The voltage is incorrect. The wiring or components between the
battery and the ECM may be preventing the voltage from reaching the ECM.
Repair: There is a problem in the wiring harness. Repair the connectors and/or
wiring or replace the connectors and/or wiring.
Stop.
Test Step 3. Bypass The Wiring Harness.
Note: The bypass is only for this TEST. The bypass may be left on the engine temporarily.
REMOVE THE BYPASS BEFORE RELEASING THE ENGINE TO THE
CUSTOMER. The ECM will be powered if the bypass switch is activated. The ECS must
be placed in the START or STOP position and the bypass switch must be activated for
normal engine operation. The AUTO function will not operate at this time. The bypass
switch must be deactivated in order to shut down the engine.
Note: Deactivate the bypass switch before performing the following connections.
A. Build a bypass circuit. Refer to figure 2. Use 14 AWG wire.
B. Connect the battery end of the bypass directly to the +Battery post.
C. Remove P1-6 (+Battery) from ECM connector P1. Crimp a socket pin (green stripe)
to the other end of the bypass. Insert the socket into hole-6 (+Battery) of P1.
200
Note: Use black electrical tape on all temporary connections. Wrap the connections
tightly. Keep the connections clean.
D. After tests are complete, restore all wiring to the original condition.
Expected Result:
Engine operation should be normal with the bypass in place.
Results:
 OK - The problem is no longer present when the bypass is installed. The problem
returns when the bypass is removed. The problem appears to be in the engine wiring
that supplies power to the ECM.
Repair: There is a problem in the wiring harness. Repair the connectors and/or
wiring or replace the connectors and/or wiring.
Stop.
 Not OK - The problem remains with the bypass in place. The problem is not in the
electrical system. There may be a mechanical problem. Stop.
Test Step 4. Check The Batteries.
C. Measure no-load battery voltage at the battery posts.
D. Load test the batteries. Use the 4C-4911 Battery Load Tester. Refer to the
Operating Manual, SEHS9249. Refer to Special Instruction, SEHS7633.
Expected Result:
The no-load voltage at the batteries should be at least 23.5 VDC and the batteries should
pass the load test.
Results:
 OK - The batteries are not the problem. Proceed to test step 6.

 Not OK - The batteries are causing the problem.
Repair: Recharge the batteries and/or replace the batteries.

201
Stop.
Test Step 5. Check Voltage At Sensor Power Supplies.
B. Measure the voltage from the analog sensor supply P1-36 to the analog sensor
return P1-30.
C. Measure the voltage from digital sensor supply P1-35 to the digital sensor return
P1-29.
Expected Result:
The voltage should be 5.0 ± 0.25 VDC between P1-36 and P1-30. The voltage should be
8.0 ± 0.25 VDC between P1-35 and P1-29.
Results:
 OK - The sensor power supplies are functioning properly. The ECM is powered up.
Stop.
 Not OK - If the ECM is getting the correct voltage at the +Battery input, but it does
not supply the correct voltages to the sensors. Replace the ECM.
Repair: Refer to Troubleshooting, "Replacing the ECM".
Stop.
Test Step 6. Check the Voltage At The Engine Control Switch.
A. Reconnect ECM connector J1/P1.
B. Locate the ECM ground connection.
C. Measure the voltage from the ECS. Refer to 1.
Table 1
Engine Control Switch
Switch Position Terminal Voltage
STOP 1, 3, 4, 5, 16, 19, 20 23 to 27 VDC
START 1, 3, 4, 5, 16, 19, 20 23 to 27 VDC
202
AUTO 16, 18 23 to 27 VDC (1).
OFF/RESET 3, 4, 5, 16, 19, 20 0 VDC

(1)
Check the remote START/STOP switch if applicable
Expected Result:
The voltage should agree. Refer to table 1.
Results:
 OK - The correct voltage appears at the ECS. Proceed to test step 3.

 Not OK - The correct voltage does not appear at the ECS.
Repair: Replace the ECS. If the problem is no longer present, reinstall the old ECS.
If the problem returns replace the ECS.
Stop.
i01364751
Emergency Stop Switch

SMCS - 1901-038
The emergency stop switch sends two signals to the ECM. The signal is used to determine
if the emergency stop switch is active.
The emergency stop switch is active, when the signals are open.
The emergency stop switch is inactive, when the signals are closed.
When a signal from the emergency stop switch is received, the ECM will activate the air
shutoff solenoid.
The engine will not be able to start when the emergency stop switch is activated.
203
The engine will not start until the engine rpm equals 0. The engine will not start until the
emergency stop switch is closed. The engine will not start until the power to the ECM has
been reset.
Ver imagen
g00598807
Illustration 1
Schematic
C. Check connectors and associated wiring for the following problems: damage,
corrosion, abrasion and incorrect attachment.
Expected Result:
Results:

 Not OK -
wiring.
Stop.
204
Test Step 2. Check the Status of the Switch.
C. Activate the emergency stop switch.
D. Connect the ET.
E. Observe the status of the emergency stop switch on the ET.
Expected Result:
The parameter for the emergency stop switch should read "ON".
Results:
 OK - The emergency stop switch is working correctly. Proceed to test step 3.

 Not OK - The parameter for the emergency stop switch does not display "ON".
A. Deactivate the emergency stop switch.
Expected Result:
The parameter for the emergency stop switch should read "OFF".
Results:
 OK - The emergency stop switch is functioning correctly. Stop.

 Not OK - The parameter for the emergency stop switch does not display "OFF".
Test Step 4. Test the ECM.
B. Disconnect P1 from the ECM. Remove P1-29, P1-02 and P1-24.
C. Locate a suitable jumper wire.
D. Insert the jumper wire at P1. Connect P1-02 and P1-24 to P1-29.
205
F. Observe the parameters for the emergency stop on the ET.
G. Turn the ECS to the OFF/RESET position. Remove the jumper wire and reinstall all
wires.
Expected Result:
The parameter for the emergency stop switch should display "OFF" when the jumper is
installed. The parameter for the emergency stop switch should display "ON" when the
jumper is removed.
Results:
 OK - The problem is not with the ECM. Proceed to test step 5.

 Not OK -
Stop.
Test Step 5. Check the Switches and the Wiring.
B. Activate the emergency stop switch.
C. Measure the resistance between P1-29 and P1-02.
D. Measure the resistance between P1-29 and P1-24.
Expected Result:
The resistance should be greater than 20,000 Ohms.
Results:
 OK - The resistance is greater than 20,000 Ohms. Proceed to test step 6.

 Not OK - The resistance is less than 20,000 Ohm. There is a short circuit in the
emergency stop switch.
Repair: Repair the switch or wiring and/or replace the switch or wiring.
Stop.
206
Test Step 6. Deactivate the Switch.
A. Deactivate the emergency shutdown switch.
B. Measure the resistance between P1-29 and P1-02.
C. Measure the resistance betweenP1-29 and P1-24.
Expected Result:
The resistance should read less than 10 Ohms.
Results:
 OK - The resistance is less than 10 Ohms. The emergency shutdown switch is OK.
Stop.
 Not OK - The resistance is greater than 10 Ohms. There is an open circuit in the
emergency shutdown switch.
Repair: Repair the switch or wiring and/or replace the switch or wiring.
Stop.
Engine Control Switch (ECS)

SMCS - 1901-038
The ECM receives four input signals from the ECS. The input signals allow the control to
determine the mode of operation. The ECS can operate in four modes: OFF/RESET,
MAN/START, COOLDOWN/STOP and AUTO.
When the ECS is set to the OFF/RESET position, the START/RUN/STOP input and the
AUTO input are open. The ECM is not powered. Engine operation will stop when the ECS
is switched to this position.
When the ECS is set to the AUTO position, the START/RUN/STOP input is open and the
AUTO input is low. The ECM is powered. If the remote START/STOP Switch is closed,
the engine start sequence will begin.
When the ECS is set to the MAN/START position, The START/RUN/STOP input is low
and the ECS in AUTO input is open. The ECM will begin the engine start sequence.
207
When the ECS is set to the COOLDOWN/STOP position, the START/RUN/STOP input
and the ECS in AUTO input are open. After the engine cooldown, the ECM will shut down
the engine.
If the signals from the START/RUN/STOP input are opposite, the ECM determines that
one of the signals is faulty. The ECM ignores the signals until power is cycled to the ECM.
If this occurs, the engine must be cranked manually. Use the Manual Crank Switch which is
located inside the Electronic Instrument Panel. When the engine is shut down, the ECS
must be placed in the OFF/RESET position. This will disconnect power to the ECM. A
CID-FMI will be active until the ECM is powered down. The parameter for the Ignition
Switch will display "ABNORMAL DATA" until power to the ECM is cycled.
If you close the Remote START/STOP Switch, and the ECS is in the AUTO position, the
engine will start. The parameter for the switch will display "ON" or "OFF". This parameter
is available on the ET only when the ECS is in the AUTO position.
Ver imagen
208
g00638329
Illustration 1
C. Check connectors and wiring for the following problems: damage, corrosion,
209
Expected Result:
Results:

 Not OK -
wiring. If necessary, replace the ECS.
Stop.
B. Turn the circuit breaker for the Mag Relay of the Starting Motor System to the OFF
position.
C. Activate the emergency stop switch. This will prevent the engine from starting
during the following tests.
D. Turn the ECS to the STOP position.
E. Connect an ET to the service tool connector.
F. Observe the parameter for the ignition switch on the ET.
Expected Result:
The parameter for the ignition switch should read "STOP".
Results:
 OK - The ECS is functioning correctly. Proceed to test step 3.

 Not OK - The status for the ignition switch does not display "STOP". Proceed to
test step 4.
A. Turn the ECS to the START position.
210
B. Observe the parameter for the ignition switch on the ET.
Expected Result:
The parameter for the ignition switch should read "RUN".
Results:
 OK - The ECS is working correctly. Proceed to test step 5.

 Not OK - The status of the Ignition Switch does not display "RUN". Proceed to test
step 4.
B. Disconnect ECM connector P1. Remove P1-14, P1-8 and P1-29.
C. Fabricate a jumper wire.
D. Install the jumper wire at P1. Connect P1-14 and P1-8 to P1-29. Reconnect P1.
F. Observe the parameter for the ignition switch on the ET.
G. Turn the ECS to the OFF/RESET position and remove the jumper wire.
Expected Result:
The parameter for the ignition switch should display "RUN" while the jumper wire is
installed. The parameter for the ignition switch should display"STOP" when the jumper
wire is removed.
Results:
 OK - The parameter for the ignition switch displays the proper states. The problem
is not with the ECM. Proceed to test step 6.
 Not OK - The parameter for the ignition switch does not show the correct states.
Stop.

211
A. Turn the ECS to AUTO. Place the Remote START/STOP Switch in the START
position.
B. Observe the parameters for the ignition switch on the ET. Observe the parameters
for the remote start on the ET.
Expected Result:
The parameter for the ignition switch should read "AUTO". The parameter for the remote
start should read "ON".
Results:
 OK - The ECS and the remote START/STOP switch are working correctly. Stop.
 Remote Start Not OK - The parameter for the remote start does not display "ON".
There is a problem with the wiring between the remote START/STOP switch and
the ECS. Proceed to test step 7.
 Ignition Switch Not OK - The parameter for the Ignition Switch does not display
"AUTO". Proceed to test step 8.
Test Step 6. Check Switches And Wiring.
A. Turn the ECS to the OFF position.
B. Disconnect ECM connector J1/P1.
C. Measure the resistance between the digital return P1-29 and P1-8.
D. Measure the resistance between the digital return P1-29 and the P1-14.
E. Turn the ECS to the STOP position and repeat the above two measurements.
Expected Result:
The resistance should be greater than 20,000 Ohm.
Results:
 OK - The resistance is greater than 20,000 Ohm. Proceed to test step 9.

 Not OK - The resistance is less than 20,000 Ohm. There is a short circuit in the
ECS.
212
Stop.
Test Step 7. Check the Switches And Wiring.
A. Turn the ECS to the AUTO position with the Remote START/STOP Switch in the
STOP position.
B. Measure the resistance between the digital sensor return P1-29 and the P1-8.
C. Measure the resistance between the digital sensor return P1-29 and the P1-14.
Expected Result:
Results:
 OK - The resistance is greater than 20,000 Ohms. The ECS appears to be

functioning properly. Proceed to test step 10.
 Not OK - The resistance is less than 20,000 Ohms. There is a short circuit in the
ECS.
Stop.
B. Disconnect ECM connector P1.
C. Remove the wires from P1-19 and P1-29.
D. Fabricate a jumper wire.
E. Install the jumper wire at P1. Connect P1-19 to P1-29. Reconnect P1.
F. Turn the circuit breaker for the battery to the ON position.
G. Turn the ECS to the STOP position.
H. Observe the parameter for the ignition switch on the ET.
213
I. Turn the ECS to the OFF/RESET position.
J. Remove the jumper wire.
Expected Result:
The parameter for the ignition switch should read "AUTO" while the jumper wire is
installed. The parameter for the ignition switch should read "STOP" when the jumper wire
is removed.
Results:
 OK - The parameter for the ignition switch displays the proper state. The ECS is
functioning correctly at this time. Stop.
 Not OK - The parameter for the ignition switch does not display the correct states.
Proceed to test step B.
Test Step 9. Check Switches And Wiring.
B. Turn the ECS to the START position.
D. Measure the resistance between digital sensor return P1-29 and the P1-14.
Expected Result:
Results:
 OK - The resistance is less than 10 Ohms. Proceed to test step 7.

ECS.
Stop.
Test Step 10. Check the Switches and Wiring.
214
A. Turn the ECS to the AUTO position. Ensure that the Remote START/RUN/STOP
Switch is in the START/RUN position.
B. Measure the resistance between the digital sensor return P1-29 and the P1-8.
Expected Result:
Results:
 OK - The resistance is less than 10 Ohms. The ECS appears to be functioning

properly. Proceed to test step 8.
ECS.
Stop.
Engine Sensor Open/Short Test

SMCS - 1901-038
Engine sensors provide various signals to the engine ECM. These sensors receive a
regulated voltage from the ECM. Analog sensors receive 5.0 VDC and digital sensors
receive 8.0 VDC.
The ECM performs an automatic calibration of these sensors whenever the ECM is
powered and the engine is OFF for at least five seconds. During an automatic calibration,
the ECM calibrates pressure sensors against the Atmospheric Pressure Sensor and an
acceptable offset pressure range.
Ver imagen
215
Illustration 1 g00719929
216
B. Turn the ECS to the OFF position.
Expected Result:
Results:

 Not OK -
wiring.
Stop.
Test Step 2. Check for Active Diagnostic Codes.
A. Connect the ET.
C. Wait for 15 seconds for the CID-FMI.
Expected Result:
Determine the failure mode identifier (FMI). Determine if diagnostic code 262-03 and/or
diagnostic code 262-04 are present. Determine if diagnostic codes 263-03 and/or 263-04
are present.
Results:
 FMI 03 - A diagnostic code with a FMI of 03 is present. Proceed to test step 3.

 FMI 04 - A diagnostic code with a FMI of 04 is present. Proceed to test step 4.
217
 FMI 00, 02 or 08 - A diagnostic code with a FMI of 00, 02 or 08 is present.
 262-03 or 262-04 Active Code - A diagnostic code of 263-03 or 263-04 is present.
 263-03 or 263-04 Active Code - A diagnostic code of 263-03 or 263-04 is present.
Test Step 3. Check the Voltage at the Connector.
B. Measure the voltage on the sensor side of the wiring harness.
C. Measure the voltage between pin A and pin B for the suspect sensor.
Expected Result:
The supply voltage should reach 5.0 ± 0.5 VDC for all analog sensors and 8.0 ± 0.5 for all
digital sensors.
Results:
 OK - The voltage is correct. Proceed to test step 8.

 Not OK - The voltage is out of range. Proceed to test step 9.
Test Step 4. Check the Voltage at the Sensor Connector.
B. Measure the voltage on the ECM side of the wiring harness. Measure the voltage
between pin A and pin B for the suspect sensor.
Expected Result:
The supply voltage should reach 5.0 ± 0.5 VDC for all analog sensors and 8.0 ± 0.5 for all
digital sensors.
Results:
 OK - The voltage is correct. Proceed to test step 10.

 Not OK - The voltage is out of range. Proceed to test step 9.
Test Step 5. Check the Fluid Level.
A. Check the fuel level.
218
B. Check the engine oil level.
C. Check for any leaks.
Expected Result:
The fuel and oil level should be ok. There should not be any leaks.
Results:

 Not OK -
Repair: If the oil level is low add oil. If the fuel level is low add fuel. Repair the
leaks. Reset the system and note any active diagnostic codes.
Stop.
Test Step 6. Perform the following test: Analog Sensor Supply
Results:
Test Step 7. Perform the following test: Digital Sensor Supply
Results:
B. Disconnect the suspect sensor.
C. Use a wire with socket terminals at each end. Connect pin B and pin C at the
suspect sensor connector.
D. Turn the ECS to the ON position. The engine should be OFF.
E. Check if the CID-FMI has changed from 03 to 04.
F. Turn the ECS to the OFF/RESET position.
219
G. Remove the wire short.
Expected Result:
The CID-FMI should change from 03 to 04.
Results:
 OK - The circuit now indicates a short circuit diagnostic code. Proceed to test step
B.
 Not OK - The circuit indicates a open circuit diagnostic code.
Repair: Temporarily connect a new sensor. Verify that the new sensor solves the
problem before you permanently install the new sensor. Calibrate the sensor.
Stop.
Test Step 9. Check the Voltage at the ECM.
C. Use signal reading probes to measure the analog voltage between P1-36 (997-OR)
and P1-30 (993-BR).
D. Use signal reading probes to measure the digital voltage between P1-35 (700-OR)
and P1-29 (998-BR).
E. Turn the ECS to the OFF/RESET position.
Expected Result:
The analog supply voltage should be 5.0 ± 0.5 VDC. The digital supply voltage should be
8.0 ± 0.5 VDC.
Results:
 OK - Stop.
 Not OK Analog - Proceed to test step 6.
 Not OK Digital - Proceed to test step 7.
Test Step 10. Create an Open Circuit at the Sensor Connector.

220
B. Disconnect the suspect sensor.
C. Turn the ECS to the ON position. The engine should be OFF.
D. The CID-FMI should change from 04 to 03.
Note: Disconnecting the Atmospheric Pressure Sensor will cause several sensor
diagnostic codes to become active. Troubleshoot the original code. Reset the
system. Delete the logged diagnostic codes when you are finished.
Expected Result:
The CID-FMI should change from 04 to 03 when the sensor is disconnected.
Results:
 OK -
Repair: Replace the suspect sensor. Verify that the repair eliminates the problem.
Stop.
Test Step 11. Compare the Pressure or Temperature to the Actual Pressure or
Temperature.
B. If you are troubleshooting a temperature sensor, install a 6v-9130 Temperature

Adapter near the sensor.
C. Observe the temperature reading for the suspect sensor. The ET should display the
same temperature as the 6V-9130 Temperature Adapter .
Note: When the temperature is below 0 °C (32 °F), the temperature can vary 15 °C
(59 °F).
D. If you are troubleshooting a pressure sensor, disconnect the sensor.
E. Remove the suspect sensor from the engine.
F. Connect the suspect sensor to the sensor connector.
G. Connect the vacuum pump test unit to the suspect sensor.

221
H. Connect the vacuum pump to the differential pressure gauge.
I. Turn the ECS to the ON position. The engine should be OFF.
J. Observe the pressure reading for the suspect sensor. The ET should display the
barometric pressure in your area.
K. Use the vacuum pump to pull 5 kPa (0.7 psi) of vacuum on the differential pressure
gauge.
Note: The pressure gauge reading should remain constant until the vacuum is
released.
L. Compare the readings on the ET and the pressure test kit.
Expected Result:
The ET should show constant pressure. The ET should show a 5 ± 2 kPa (0.7 ± 0.3 psi)
drop in pressure.
Results:
 OK - The sensor is working correctly. Reset the system and note any active
diagnostic codes. Stop.
 Vacuum Leak -
Repair: Check for leaks. If no leaks are found there is an internal leak in the
suspect pressure sensor. Replace the sensor and calibrate the sensor. Reset the
system and note any active diagnostic codes.
Stop.
A. Connect the suspect sensor.
B. Remove the suspect sensor signal wire from the ECM. Remove the suspect ground
wire from the ECM.
C. Use a wire with socket terminals at each end. Connect the jumper wire at the ECM
between the sensor signal and the ground.
D. Turn the ECS to the ON position. The engine should be OFF.
222
E. The CID-FMI should change from 03 to 04 when the jumper is in place.
Expected Result:
The diagnostic code should change from a FMI of 03 to an FMI of 04.
Results:
 OK - There is a problem with the wiring between the ECM and the suspect sensor.
wiring.
Stop.
 Not OK - Replace the ECM.
Stop.
Test Step 13. Create an Open at the ECM.
B. Disconnect the suspect sensor signal wire from the ECM connector.
C. Turn the ECS to the ON position. The engine should be OFF.
D. Check if the CID-FMI has changed from 04 to 03.
Note: Disconnecting the Atmospheric Pressure Sensor will cause several sensor
diagnostic codes to become active. Troubleshoot the original code. Reset the
system. Delete the logged diagnostic codes when you are finished.
Expected Result:
The CID-FMI should change from 04 to 03 when the sensor signal wire is disconnected.
Results:
 OK - The diagnostic code has changed from a FMI of 04 to an FMI of 03.
wiring.
223
Stop.
 Not OK - Replace the ECM.
Stop.
Test Step 14. Check the Voltage at the Sensor Connector.
B. Measure the analog sensor voltage. Turn the ECS to the ON position. The engine
should be OFF.
C. Measure the voltage between pin C and pin B.
D. Measure the digital sensor voltage. Turn the ECS to the OFF/RESET position.
E. Turn the ECS to the ON position. The engine should be OFF.
F. Measure the frequency and the duty cycle between pin C and pin B.
Expected Result:
The signal voltage should be 0.2 to 4.5 VDC for all analog sensors.
The frequency reading should be between 150 Hz and 1000 Hz for all digital sensors.
When the temperature is below 49 °C (120 °F), the duty cycle should be between 10% to
21%.
When the temperature is between 49 °C (120 °F), and 851 °C (1564 °F) the duty cycle
should be between 22% to 88%.
When the temperature is above 851 °C (1564 °F), the duty cycle should be between 80% to
90%.
Results:

Test Step 15. Check for Shorts in the Wiring Harness.
224
B. Disconnect ECM connector J1/P1, ECM connectorJ2/P2, and the suspect sensor.
C. Measure the resistance between the suspect sensor signal wire at the ECM
connector and the supply voltage at the ECM connector.
D. Measure the resistance between the suspect sensor signal wire at the ECM
connector and the sensor return line at the ECM connector.
E. Measure the resistance between the suspect sensor signal wire at the ECM
connector and engine ground.
F. Reconnect all connectors.
Expected Result:
Results:
 OK - The resistance is greater than 20,000 Ohms. Proceed to test step 17.
 Not OK -
wiring.
Stop.
Test Step 16. Check the Signal Frequency and the Duty Cycle at the Sensor
Connector.
B. Remove pin C from the sensor connector.
C. Connect the main power.
D. Measure the frequency and the duty cycle from pin C with reference to pin B.
Expected Result:
The frequency reading should be between 150 Hz and 1000 Hz.

225
21%.
90%.
Results:

 Not OK -
Repair: Temporarily replace the sensor. Verify that the repair eliminates the
problem.
Stop.
Test Step 17. Check the Resistance through the Harness.
A. Disconnect ECM connector J1/P1, ECM connector J2/P2,and the suspect sensor
connector.
B. Use a suitable piece of wire to connect pin A to pin C.
C. Measure the resistance between suspect sensor signal wire and the suspect sensor
voltage supply at the ECM connector P1.
D. Use a suitable piece of wire to connect pin B to pin C.
E. Measure the resistance between the sensor signal wire and the sensor return line at
the ECM connector P1.
F. Remove all wire shorts.
G. Reconnect all connectors.
Expected Result:
The resistance should be less than 10 Ohms through the harness.
Results:

226
 Not OK -
wiring.
Stop.
C. Measure the analog voltage between the suspect sensor signal voltage and the
sensor return line at the ECM connector P1.
D. Observe the sensor reading on the status screen on the ET.
Note: The status screen on the ET displays INVALID DATA when the ECM reads
an signal that is out of range.
F. Turn the ECS to the OFF/RESET position.
G. Turn the ECS to the ON position. The engine should be OFF.
H. Measure the frequency and the duty cycle between the digital suspect sensor signal
and the sensor return line at the ECM connector P1.
I. Start the engine.
J. Observe the sensor reading on the status screen on the ET.
Note: The status screen on the ET displays INVALID DATA when the ECM reads
an signal that is out of range.
K. Turn the ECS to the OFF/RESET position.
Expected Result:
The signal voltage for the analog sensors should be 0.2 to 0.6 VDC for the suspect analog
sensor.
The frequency reading should be between 150 Hz and 1000 Hz.

227
21%.
90%.
While the engine is cold, the ET should read 30 °C (86 °F). As the engine warms up the
exhaust temperature reading should increase.
Results:
 OK - The sensor is working correctly. Reset the system and note any diagnostic
codes. Stop.
 NOT OK Analog - Proceed to test step 6.
 Not OK Digital - Proceed to test step 7.
 Intermittent Problem - Proceed to test step 19.
 Invalid Data -
Stop.
Test Step 19. Perform the following test: Inspecting Electrical Connectors
Results:
 OK - Stop.

SMCS - 1912-038
228
The Engine Speed/Timing Sensor provides engine information to the Electronic Control
Module (ECM). The sensor generates a pulse signal. A loss of the engine speed/timing
signal causes the ECM to stop sending power to the fuel injectors.
The ECM provides the Engine Speed/Timing Sensor with 12.5 ± 1.0 VDC. A unique tooth
on the timing reference gear generates a unique duty cycle. The signal provides the ECM
with information on the engine position.
Ver imagen
g00594171
Illustration 1
Schematic
B. Check the connectors and wiring for the following problems: damage, corrosion,
Expected Result:
The connectors and wiring are free of the following problems: damage, corrosion, abrasion
and incorrect attachment.
Results:

 Not OK -
wiring.
229
Stop.
Test Step 2. Check for a CID-FMI.
A. Connect the ET.
C. Access the logged diagnostic codes on the ET.
Expected Result:
The ET indicates a CID-FMI 190-03.
Results:
 OK - The 190-03 CID-FMI is present. Proceed to test step 3.

Test Step 3. Check for Shorts in the Harness.
B. Disconnect connectors J1/P1 and J20/P20.
C. Measure the resistance between J20-A (996-GN) and J20-B (998-BR).
D. Measure the resistance between J20-A (996-GN) and J20-C (999-WH).
E. Measure the resistance between J20-B (998-BR) and J20-C (999-WH).
F. Measure the resistance from the following points to engine ground: J20-A, J20-B
and J20-C.
Expected Result:
Resistance should be more than 20,000 Ohms.
Results:

 Not OK - There is a short circuit in the harness or the connectors.
wiring.
230
Stop.
Test Step 4. Check the Sensor.
NOTICE
Be sure to extend the sliphead before you install the Engine
Speed/Timing Sensor. Also check that the Timing Gear is in a position
that will not allow the sliphead of the Engine Speed/Timing Sensor to
protrude into one of the slots of the Timing Gear. This is done visually
with a flashlight prior to the installation of the Engine Speed/Timing
Sensor. Turn the crankshaft to rotate the Timing Gear, if necessary, to
position the gear in a place that will not allow the sliphead to protrude
into a slot. If the sensor sliphead does protrude into one of the slots, the
sliphead will be broken off as the gear begins to rotate.
A. Disconnect J20/P20 and remove the Engine Speed/Timing Sensor.
B. Inspect the plastic sliphead for damage.
C. Check the tension. Gently extend the sliphead 3.5 mm (0.14 inch). Return the
sliphead to the original position.
D. Extend the sliphead.
E. Install the Engine Speed/Timing Sensor.
Expected Result:
The sliphead should take at least 22 N (5 lb) of force to push in the sliphead from the
extended position.
Results:
 OK - The sensor and the sliphead are undamaged. The tension on the sliphead is
normal. Reinstall the sensor. Proceed to test step 6.
 Not OK - The Engine Speed/Timing Sensor or the sliphead is damaged and/or the
sliphead has insufficient tension.
Repair: Replace the Engine Speed/Timing Sensor. Calibrate the sensor. Refer to
Stop.
231
Test Step 5. Check the Resistance Through the Harness.
A. Use a suitable piece of wire to short J20-A (996-GN) to J20-B (998-BR).
B. Measure the resistance from P1-32 (996-GN) and P1-29 (998-BR).
C. Use a suitable piece of wire to short J20-A (996-GN) to J20-C (999-WH).
D. Measure the resistance between P1-32 (996-GN) and P1-38 (999-WH).
E. Remove all shorts and reconnect J1/P1 and J20/P20.
Expected Result:
Resistance should be less than 10 Ohms through the wires.
Results:
 OK - Harness resistance is within acceptable limits. Proceed to test step 7.

 Not OK - There is an open circuit or excessive resistance in the harness or
connectors.
wiring.
Stop.
Test Step 6. Check RPM.
A. Connect the ET to the service tool connector.
B. Turn the ECS to the ON position. Start the engine, when possible.
C. Crank the engine. Observe the display on the ET.
Expected Result:
The ET should display a steady engine speed between 100 and 250 RPM while the engine
is cranking.
Results:
 OK - The Engine Speed/Timing Sensor is operating normally at this time. Stop.

 Not OK - The ET does not display a correct engine RPM signal. Proceed to test
step 8.
232
 The Engine Will Not Start. - The engine will not start, but engine speed appears
on the ET.
wiring.
Stop.
Test Step 7. Check RPM.
A. Turn the ECS to the ON position. The engine should be OFF.
B. Crank the engine. Observe the display on the ET.
Expected Result:
The ET should display a steady engine speed between 100 and 250 RPM while the engine
is cranking.
Results:
 OK - The Engine Speed/Timing Sensor is operating normally at this time. Stop.

Test Step 8. Check the Voltage at the Sensor.
B. Measure the voltage between P20-A and P20-B.
Expected Result:
Results:
 OK - The sensor is receiving correct supply voltage. Proceed to test step 10.
Test Step 9. Check the Signal Voltage at the ECM.
B. Measure the voltage between P1-38 (999-WH) and P1-29 (998-BR).
233
C. Crank the engine and measure the voltage between P1-38 (999-WH) and P1-29
(998-BR).
D. Turn the ECS to the OFF/RESET position.
Expected Result:
With the ECS in the ON position, the voltage should measure less than 3 VDC. The voltage
should measure more than 10 VDC with the ECS in the ON position. While the engine is
cranking, the voltage should be 2.0 to 4.0 VDC.
Results:
 OK - A correct voltage appears at ECM connector P1 but the ECM is not reading
the signal.
Stop.
 Not OK - There is an intermittent problem in the Speed/Timing circuit.
wiring.
Stop.
Test Step 10. Check the Voltage at the Sensor.
A. Reconnect all connectors.
B. Remove the wire J20-C from the sensor connector.
C. Reconnect J20/P20.
D. Measure the voltage between P20-C and P20-B. Crank the engine and measure the
voltage between P20-C and P20-B.
F. Reinsert the sensor signal wire back into J20-C.
Expected Result:
234
With the ECS in the ON position, the voltage should measure less than 3 VDC and more
than 10 VDC. While the engine is cranking, the voltage should be 2.0 to 4.0 VDC.
Results:
 OK - The Engine Speed/Timing Sensor is producing an output signal. Proceed to

test step 3.
 Not OK -
Repair: Replace the Engine Speed/Timing Sensor. Calibrate the sensor. Refer to
Stop.
Test Step 11. Check Supply Voltage at Harness Side of Sensor Connector.
A. Measure the voltage between J20-A (996-GN) and J20-B (998-BR).
Expected Result:
Results:
 OK - There is an open circuit or excessive resistance in J20/P20.
wiring.
Stop.
A. Measure the voltage between P1-32 (996-GN) and P1-29 (998-BR).
Expected Result:
The voltage should be 12.5 ± 1.0 VDC.
Results:
235
 OK - There is an open circuit or excessive resistance.
wiring.
Stop.
Test Step 13. Perform the following test: Engine Speed/Timing Sensor - Calibrate
Results:
 OK - Stop.
Results:
 OK - Stop.
Ether Injection System

SMCS - 1456-038
The ECM controls the ether system. The ether system has two operating modes. The ether
system can operate in AUTO mode and in MANUAL mode. The engine coolant
236
temperature and the engine rpm is used to determine ether injection. AUTO ether injection
will activate for a minimum of 15 seconds at 300 °C (572 °F) and a maximum of 130
seconds at 500 °C (932 °F). AUTO ether injection is disabled whenever engine rpm
exceeds 400 RPM or the engine coolant temperature exceeds 300 °C (572 °F).
MANUAL mode delivers ether to the engine when the Starting Aid Switch is placed in the
MANUAL position. The manual position allows the ether to be injected when the engine
rpm is greater than 50 RPM and the coolant temperature is less than 300 °C (572 °F). The
MANUAL mode will allow ether to be injected for a maximum of 130 seconds when the
switch is toggled.
Two driver outputs are used from the ECM. One output provides +Battery to one terminal
of the Ether Start relay. The other terminal is connected to the Digital Return. The other
output connects one terminal of the Ether Hold Relay to -Battery and the other terminal to
+Battery. The drivers and the relays are used to provide a voltage signal. The voltage signal
is used to actuate the solenoids. A lower voltage signal is used to hold the Ether solenoid
valves open. The solenoids will be damaged if battery voltage is applied continuously.
Ver imagen
237
g00598816
Illustration 1
A. Check the circuit breakers.
Expected Result:
238
Results:

 Not OK -
wiring.
Stop.
Test Step 2. Check for Diagnostics on the ET.
C. Connect the ET.
D. Determine if CID-FMI 545-05, 545-06, 546-05 or 546-06 is active or logged.
E. Toggle the Starting Aid Switch. Observe the parameter for the Ether Switch on the
ET.
Expected Result:
The parameter for the Ether Switch should display "ON" while the Starting Aid Switch is
toggled. The parameter for the Ether Switch should display "OFF" when the switch is
released.
Results:
 OK - No active codes or logged codes are present. The ether injection system does
not inject ether. Proceed to test step 3.
 Active Code - Active Diagnostics are displayed. Proceed to test step 4.
 Logged Code - Logged Diagnostics are displayed. Check for an intermittent short
or open in the wiring or connectors
wiring.
Stop.
239
 Not OK - The Starting Aid Switch is not functioning correctly. Proceed to test step
5.
Test Step 3. Check the Ether Canisters.
C. Remove the ether canister(s) from the ether solenoid(s). Determine if the canister
contains any ether. Ether can not be injected if the canister is empty.
Expected Result:
The canister should not be empty.
Results:

 Not OK -
Repair: The ether canister is empty. Replace the ether canister. Ether can not be
injected if the canister is empty.
Stop.
Test Step 4. Check the Voltage At The Ether Solenoid.
C. Remove the ether canister(s) from the ether solenoid(s).
D. Connect the ET.
E. Turn the circuit breaker to the battery to the ON position.
G. Insert signal reading probes into the 2 Pin connector for the Ether Solenoid.
H. Connect a multimeter.
I. Select the "Diagnostic Tests" on the ET.

240
J. Select the "Override Parameters" screen on the ET.
K. Activate the Ether Override and observe the multimeter while ether injection is
"ON". Disable the Ether Override. This procedure must be performed on both
solenoids if two are present. Do not allow the ether to be "ON" for more than two
minutes. Damage may occur.
Expected Result:
The voltage at the Ether Solenoid should be 13 to 24 VDC during the first two seconds of
injection. The voltage at the solenoid should be 3 to 11 VDC after the first two seconds of
injection.
Results:
 OK - The voltage is approximately 24 VDC for the first two seconds and decreases
to about 3 VDC for the remainder of injection.
Repair: If ether is not being injected, temporarily replace the Ether Solenoid. If the
problem is no longer present, reinstall the old solenoid. If the problem returns
replace the solenoid.
Stop.
 Not 24 VDC - The voltage never reached 24 VDC or the voltage decreased to 3
VDC for the entire test. Proceed to test step 6.
 Not 3 VDC - The voltage reached 24 VDC for the first two seconds. The voltage
did not decrease to 3 VDC for the remainder of the injection duration. Proceed to
test step 7.
Test Step 5. Check the Ether Switch Wires at the Harness.
A. Turn the circuit breaker to the battery to the OFF position.
C. Disconnect J1/P1 and the Starting Aid Switch.
D. Obtain a suitable piece of wire. Connect the wires at the Starting Aid Switch
together.
E. Measure the resistance between the ether switch P1-25 and the digital return P1-29.
Expected Result:
241
The resistance should be less than 10 Ohms.
Results:
 OK - The resistance is less than 10 Ohms. The switch wiring is not the problem.
 Not OK - There is a problem with the switch wiring in the harness.
wiring.
Stop.
Test Step 6. Check the Voltage at the Ether Hold Relay.
D. Connect the ET.
G. Measure the voltage from terminal 87 and terminal 87a on the Ether Hold Relay to
ground.
H. Select Diagnostic Tests from the ET.
I. Select the "Override Parameters" on the ET.
J. Activate the Ether Override and observe the multimeter while ether injection is ON.
Disable the Ether Override. Do not allow ether to be ON more than two minutes.
Damage may result.
Expected Result:
The voltage at terminal 87 should be 13 to 24 VDC during the first two seconds of
injection. The voltage from terminal 87a should be 13 to 24 VDC after the first two seconds
of injection.
Results:
242
 OK - The correct voltage appeared at both terminals. There is a problem in the
wiring harness between the Resistor and the Diode Assembly and the Ether Hold
Relay.
wiring.
Stop.
 Not OK - Voltage did not appear at either terminal. Proceed to test step 9.
 NO Voltage - Voltage appeared at only one of the terminals.
Repair: There is an internal problem with the relay. Temporarily replace the relay.
If the problem is no longer present, reinstall the old relay. If the problem returns
replace the relay.
Stop.
Test Step 7. Check the Voltage at the Resistor and the Diode Assembly.
D. Connect the ET.
E. Turn the circuit breaker to the battery to the ON position.
G. Use signal reading probes to measure the voltage between pin 1 of the Resistor and
the Diode Assembly and ground.
H. Select Diagnostic Tests on the ET.
Disable the Ether Override. This procedure must be performed on both assemblies if
two are present. Do not allow ether to be ON more than two minutes. Damage may
result.
Expected Result:
243
The voltage should be 13 to 24 VDC after the first two seconds of injection.
Results:
 OK - The correct voltage appeared. Proceed to test step 10.

 Not OK - The correct voltage does not appear. Proceed to test step 6.
Test Step 8. Check the Ether Switch Wires in the Harness.
C. Disconnect the Starting Aid Switch.
D. Toggle the Starting Aid Switch.
E. Measure the resistance between pin 1 and pin 2 of the Starting Aid Switch.
F. Release the Starting Aid Switch and repeat the previous measurement.
Expected Result:
The resistance should be less than 10 Ohms with the switch toggled. The resistance should
be greater than 20,000 Ohms when the switch is released.
Results:
 OK -
Repair: The switch is operating correctly but the ECM is not reading the switch
correctly. Replace the ECM. Refer to Troubleshooting, "Replacing the ECM".
Stop.
 Not OK -
Repair: There is a problem with the Starting Aid Switch. Temporarily replace the
Starting Aid Switch with a new switch. If the problem is no longer present, reinstall
the old switch. If the problem returns replace the switch.
Stop.
Test Step 9. Check the Voltage Supply to the Ether Start Relay.
244
D. Connect the ET.
G. Use a multimeter to measure the voltage from terminal 30 on the Ether Start Relay
to ground.
Disable the Ether Override. Do not allow ether to be ON more than two minutes.
Damage may occur.
Expected Result:
The voltage at terminal 30 should be 13 to 24 VDC during injection.
Results:
 OK - The correct voltage appears at the terminal. A problem may exist with the
ECM or the wiring to the Ether Start Relay. Proceed to test step 11.
 Not OK - The relay is not receiving the correct voltage. Proceed to test step 12.
Test Step 10. Check the Assembly.
A. Disconnect the 2 Pin connector at the diode assembly.
B. Set the multimeter to the "Check Diode" setting.
C. Connect the positive lead of the multimeter to pin 2 and the negative lead to pin 1
and observe the multimeter.
D. Connect the positive lead of the multimeter to pin 1 and the negative lead to pin 2
and observe the multimeter.
245
E. Repeat the measurements for the assemblies if two are present.
Expected Result:
When the positive lead of the multimeter is connected to pin 2 and the negative lead to pin
1, the multimeter should display an overload "(OL)".
When the positive lead of the multimeter is connected to pin 1 and the negative lead to pin
2, the multimeter should display a number less than one.
Results:
 OK - The assembly is operating correctly. There is a problem in the harness

between the assembly and the Ether Solenoid.
wiring.
Stop.
 Not OK -
Repair: The Resistor and the Diode Assembly is causing the problem. Temporarily
replace the Resistor and the Diode Assembly. If the problem is no longer present,
reinstall the resistor and the diode. If the problem returns replace the resistor and the
diode assembly.
Stop.
Test Step 11. Check the Signal to the Ether Start Relay.
D. Connect the ET.
G. Use a multimeter and measure the voltage from terminal 85 to terminal 86 at the
Ether Start Relay. Measure the voltage from terminal 85 to +Battery.
246
I. Select the "Override Parameters" on the ET. Activate the Ether Override and
observe the multimeter while ether injection is ON. Disable the Ether Override. Do
not allow ether to be ON more than two minutes. Damage may occur.
Expected Result:
The voltage from terminal 85 to terminal 86 should be 13 to 24 VDC during the first two
seconds of injection.
The voltage from terminal 85 to +Battery should be less than 3 VDC during the first two
Results:
 OK - The correct voltage appears in both measurements.
replace the relay.
Stop.
 Terminal 86 Not OK - The correct voltage appeared between terminal 85 and

+Battery but not between terminal 85 and terminal 86.
Repair: There is a problem in the harness between terminal 86 and +Battery.
Stop.
 No Voltage - Proceed to test step 13.
Test Step 12. Check the Voltage at the Ether Start Relay.
D. Connect the ET.
247
G. Use a multimeter to measure the voltage from terminal 30 and terminal 87 on the
Ether Start Relay to ground.
Expected Result:
The voltage at terminal 30 should always be 13 to 24 VDC.
The voltage at terminal 87 should be 13 to 24 VDC during the first two seconds of
injection.
Results:
 OK - The correct voltage appears at both terminals.
Repair: A problem exists in the wire that connects the Ether Start Relay and the
Ether Hold Relay.
Stop.
 Not OK - No voltage appears at terminal 30. There is a problem in the wiring

between Terminal Block 4 and terminal 30.
wiring.
Stop.
 Terminal 87 Not OK - Proceed to test step 14.
Test Step 13. Check the Ether Hold Relay at the ECM.
248
D. Connect the ET.
G. Measure the voltage from the Ether Hold P1-22 to the +Battery P1-4.
Expected Result:
The voltage should be 13 to 24 VDC during the first two seconds of injection.
Results:
 OK - The ECM is supplying the correct voltage.
Repair: A problem exists in the wire that connects the Ether Start Relay and the
Ether Hold Relay.
Stop.
 Not OK - The correct voltage did not appear at the ECM connector. A problem may
exist in the harness. Proceed to test step 15.
Test Step 14. Check the Signal to the Ether Start Relay.
D. Connect the ET.
249
G. Measure the voltage from terminal 85 to terminal 86 at the Ether Start Relay.
Measure the voltage from terminal 86 to the Instrument Box J3A-25.
Expected Result:
The voltage from terminal 85 to terminal 86 should be 13 to 24 VDC during the first two
The voltage from terminal 85 to J3A-25 should be 13 to 24 VDC during the first two
Results:
 OK - The correct voltage appears in both measurements. There is an internal

problem with the relay.
replace the relay.
Stop.
 Terminal 86 Not OK - The correct voltage appeared between terminal 85 and J3A-
25 but not between terminal 85 and terminal 86. There is a problem in the harness
or on Terminal Block 12 between terminal 86 and J3A-25.
wiring.
Stop.
 No Voltage - No voltage appeared at terminal 85. Proceed to test step 15.
Test Step 15. Check For Shorts in the Harness
250
D. Disconnect ECM connector J1/P1, and terminal 85 at the Ether Hold Relay.
E. Measure the resistance between the Ether Hold P1-22 and the +Battery P1-4.
Measure the resistance between the Ether Hold P1-22 and +Battery P1-6.
F. Reconnect ECM connector J1/P1 and terminal 85.
Expected Result:
Results:
 OK - There are no shorts in the harness. The ECM is not producing the correct
signal.
Stop.
 Not OK - A short exists in the harness.
wiring.
Stop.
Injector Solenoids
SMCS - 1290-038-JV
The engine has Electronic Unit Injectors that are mechanically actuated and electronically
energized. The Electronic Control Module sends a 105 volt pulse to each injector solenoid.
The pulse is sent at the proper time and at the correct duration for a given engine load and
speed. The solenoid is mounted on top of the fuel injector body. The 105 volt pulse can be
individually cut out to aid in troubleshooting misfire problems.
If an open is detected in the solenoid circuit, a diagnostic code is generated. The ECM
continues to try to fire the injector. If a short is detected, a diagnostic code is generated. The
251
ECM will disable the solenoid circuit. The ECM will then enable the solenoid. If the short
circuit remains this sequence of events will be repeated until the problem is corrected.
Ver imagen
g00599630
Illustration 1
8 Cylinder Engine
Ver imagen
252
g00599635
Illustration 2
12 or 16 Cylinder Engine
253
Expected Result:
Results:

 Not OK -
wiring.
Stop.
Test Step 2. Check for LOGGED Diagnostic Codes
A. Connect the ET.
D. Observe the diagnostic codes on the ET.
Expected Result:
A CID-FMI 1-05 to 16-05 or 1-06 to 16-06 should not be logged.
Results:

Test Step 3. Perform the Cylinder Cutout Test.
NOTICE
254
Engine power is reduced when a properly functioning cylinder is cut
out. Make sure that you will not damage auxiliary or driven equipment
if the engine power is suddenly reduced.
Note: The test verifies that the ECM can fire the solenoids. Do not try to crank the
engine during this test. The engine will start and the ECM will terminate the
Injector Solenoid Test.
C. Verify that the ECM connector J2/P2 and the injector connectors J4/P4 through
J19/P19 are properly connected.
D. Turn the circuit breaker for the battery to the ON position.
E. Install the ET.
F. Start the engine.
G. Apply a load to the engine.
H. Use the diagnostic tests on the ET to initiate the injector solenoid test.
I. Check for a difference in the sound, feel, or power of the engine as each cylinder is
cut out. The amount of change should be similar for all of the good cylinders. The
amount of change should be minimal for a weak cylinder or a bad cylinder.
J. Disable the override. Repeat above steps for each cylinder (solenoid).
Expected Result:
The amount of change should be similar for all of the good cylinders. The amount of
change should be minimal for a weak cylinder or a bad cylinder.
Results:
 OK - Stop.
Test Step 4. Check the Harness Resistance.
255
This engine uses high voltage to control the fuel injectors.
Disconnect electronic fuel injector enable circuit connector to prevent

personal injury.
Do not come in contact with the fuel injector terminals while the engine
is running.
C. Disconnect J2/P2 and J4/P4 through J19/P19.
D. Measure the resistance at the J2 connector between the power output for the
individual solenoid and the solenoid return. For the eight cylinder engine, refer to
illustration 1. For the twelve or the sixteen cylinder engine, refer to illustration 2.
Expected Result:
Results:

 Not OK -
wiring.
Stop.
Test Step 5. Check the Spring and the Valve Lash.
C. Check the Injector and the engine Valve Lash Setting. Refer to the Systems
Operation.
Expected Result:
256
Results:
 OK - The injector is OK. Stop.

 Not OK - A problem is found with the injector.
Repair: Repair the injector. If the problem is still present, replace the injector. If the
new injector has a 4 Digit code that is different from the old injector, change the
code in the ECM.
Stop.
Disconnect electronic fuel injector enable circuit connector to prevent

personal injury.
is running.
A. For the 3508B, measure the resistance between the following points and engine
ground: J2-5, J2-16, J2-17, J2-26, J2-27, J2-30, J2-31, J2-32, J2-36, J2-37, J2-38
and J2-39.
B. For the 3512B and 3516B, measure the resistance between the following points and
engine ground: J2-4, J2-5, J2-6, J2-10, J2-11, J2-12, J2-16, J2-17, J2-18, J2-21, J2-
22, J2-26, J2-27, J2-28, J2-30, J2-31, J2-32, J2-33, J2-34, J2-36, J2-37, J2-38, J2-39
and J2-40.
Expected Result:
Results:

 Not OK -
wiring.
257
Stop.
A. Use a suitable piece of wire to short socket 1 to socket 2 at each injector connectors.
B. Measure the resistance at the J2 connector between the power output for the
individual solenoid and the solenoid return. For the eight cylinder engine, refer to
illustration 1. For the twelve or the sixteen cylinder engine, refer to illustration 2.
Expected Result:
The resistance should be less than 10 Ohms.
Results:

 Not OK -
wiring.
Stop.
Test Step 8. Measure the Resistance at the Valve Cover Base.
Personal injury can result from high voltage.
The Electronic Control Module produces high voltage.
Make sure the Electronic Control Module is not powered and the fuel
injector solenoids are disconnected before proceeding.
C. Ensure that the ECM connector J2/P2 is disconnected. Ensure that the injector
connectors J4/P4 through J19/P19 are disconnected.
D. Measure the solenoid resistance between pin 1 and pin 2 at J4 through J19.
258
E. Record the measured resistance for each solenoid.
Expected Result:
Resistance should be between 0.5 and 1.5 Ohms.
Results:

Test Step 9. Perform the Injector Solenoid Test.
Note: This test will help the service technician verify that the ECM can fire the solenoids.
DO NOT try to manually crank the engine during this test. The ECM will terminate the
Injector Solenoid Test.
C. Ensure that the ECM connector J2/P2 is connected. Ensure that the injector
connectors J4/P4 through J19/P19 are connected.
D. Connect the ET.
G. Use Diagnostic Tests on the ET to initiate the Injector Solenoid Test.
H. As each solenoid is energized by the ECM an audible click can be heard at the valve
cover. Listen for a click at each valve cover. A black square will appear over the
cylinder number when the cylinder is being fired.
Expected Result:
As each solenoid is energized by the ECM, an audible click of the solenoid should be
heard. The solenoids will be energized one at a time in the following numerical order: 1-16.
There will be momentary delay between each one.
Results:

259
Test Step 10. Check the Resistance.
Disconnect the fuel enable circuit connector to prevent personal injury.
is running.
B. Remove the valve cover of the suspected cylinder.
C. Remove the harness yoke from the solenoid terminals.
D. Measure the resistance between the two solenoid terminals on top of the injector.
Record the resistance.
E. Measure the resistance from either solenoid terminal to the fuel injector body
(metal).
F. Record the resistance.
G. Reconnect the harness yoke and install the valve cover.
Expected Result:
Resistance between the two solenoid terminals should be between 0.5 and 1.5 Ohms.
Resistance from either solenoid terminal to the fuel injector body (metal) should be greater
than 20,000 Ohms.
Results:
 OK - All resistance readings are within limits. There is a problem in the valve cover
base harness.
wiring.
Stop.
260
 Not OK - The injector has failed.
Repair: Repair the injector. If the problem is still present, replace the injector. If the
new injector has a 4 Digit code that is different from the old injector, change the
code in the ECM.
Stop.
Results:
 OK - Stop.
Inspecting Electrical Connectors

SMCS - 1901-038
Most electrical problems are caused by poor connections. The following procedure will
assist in detecting problems with connectors and with wiring. If a problem is found, correct
the condition and verify that the problem is resolved.
Intermittent electrical problems are sometimes resolved by disconnecting and reconnecting

connectors. It is very important to check for diagnostic codes immediately before
disconnecting a connector. Also check for diagnostic codes after reconnecting the
connector. If the status of a diagnostic code is changed due to disconnecting and
reconnecting a connector, there are several possible reasons. The likely reasons are loose
terminals, improperly crimped terminals, moisture, corrosion, and inadequate mating of a
connection.
Follow these guidelines:
 Always use a 1U-5804 Crimp Tool to service Deutsch HD and DT connectors.

Never solder the terminals onto the wires. Refer to "SEHS9615, Servicing Deutsch
HD and DT Style Connectors".
 Always use a 147-6456 Wedge Removal Tool to remove wedges from DT
connectors. Never use a screwdriver to pry a wedge from a connector.
 Always use a breakout harness for a voltmeter probe or a test light. Never break the
insulation of a wire in order to access to a circuit for measurements.
 If a wire is cut, always install a new terminal for the repair.
261
The connection of any electrical equipment and the disconnection of any
electrical equipment may cause an explosion hazard which may result in
injury or death. Do not connect any electrical equipment or disconnect
any electrical equipment in an explosive atmosphere.
Test Step 1. Check Connectors for Moisture and Corrosion
Ver imagen
g01131211
Illustration 1
Leaky seal at the connector (typical example)
A. Inspect all wiring harnesses. Ensure that the routing of the wiring harness allows the
wires to enter the face of each connector at a perpendicular angle. Otherwise, the
262
wire will deform the seal bore. Refer to Illustration 1. This will create a path for the
entrance of moisture. Verify that the seals for the wires are sealing correctly.
Ver imagen
g01131276
Illustration 2
Diagram for the installation of a connector plug (typical example)
(1) Electronic Control Module (ECM) connector
(2) Correctly inserted plug
(3) Incorrectly inserted plug
B. Ensure that the sealing plugs are in place. If any of the plugs are missing, replace
the plug. Ensure that the plugs are inserted correctly into the connector. Refer to
Illustration 2.
263
Ver imagen
g01131019
Illustration 3
Seal for a three-pin connector (typical example)
Ver imagen
264
g01131165
Illustration 4
Seal for ECM connector (typical example)
C. Disconnect the suspect connector and inspect the connector seal. Ensure that the
seals are in good condition. If necessary, replace the connector.
D. Thoroughly inspect the connectors for evidence of moisture entry.
Note: It is normal to see some minor seal abrasion on connector seals. Minor seal
abrasion will not allow the entry of moisture.
If moisture or corrosion is evident in the connector, the source of the moisture entry
must be found and the source of the moisture entry must be repaired. If the source
of the moisture entry is not repaired, the problem will recur. Simply drying the
connector will not fix the problem. Check the following items for the possible
moisture entry path:
o Missing seals
o Improperly installed seals
265
o Nicks in exposed insulation
o Improperly mated connectors
Moisture can also travel to a connector through the inside of a wire. If moisture is
found in a connector, thoroughly check the connector's harness for damage. Also
check other connectors that share the harness for moisture.
Note: The ECM is a sealed unit. If moisture is found in an ECM connector, the
ECM is not the source of the moisture. Do not replace the ECM.
Expected Result:
The harness wiring, connectors, and seals are in good condition. There is no evidence of
moisture in the connectors.
Results:
 OK - The harness wiring, connectors, and seals are in good condition. Proceed to
Test Step 2.
 Not OK - A problem has been found with the harness or the connectors.
Repair: Repair the connectors or the wiring, as required. Ensure that all of the seals
are properly in place. Ensure that the connectors have been reattached.If corrosion is
evident on the pins, sockets or the connector, use only denatured alcohol to remove
the corrosion. Use a cotton swab or a soft brush to remove the corrosion.If moisture
was found in the connectors, run the engine for several minutes and check again for
moisture. If moisture reappears, the moisture is wicking into the connector. Even if
the moisture entry path is repaired, it may be necessary to replace the wires.Verify
that the repair eliminates the problem.
STOP
Test Step 2. Check the Wires for Damage to the Insulation
A. Carefully inspect each wire for signs of abrasion, of nicks, and of cuts.
Inspect the wires for the following conditions:
o Exposed insulation
o Rubbing of a wire against the engine
o Rubbing of a wire against a sharp point
B. Check all of the wiring harness fasteners in order to verify that the harness is
properly secured. Also check all of the fasteners in order to verify that the harness is
not compressed. Pull back the harness sleeves in order to check for a flattened
266
portion of wire. A fastener that has been overtightened flattens the harness. This
damages the wires that are inside the harness.
Expected Result:
The wires are free of abrasion, of nicks, and of cuts and the harness is properly clamped.
Results:
 OK - The harness is OK. Proceed to Test Step 3.

 Not OK - There is damage to the harness.
Repair: Repair the wires or replace the wires, as required. Verify that the repair
eliminates the problem.
STOP
Test Step 3. Inspect the Connector Terminals
A. Visually inspect each terminal in the connector. Verify that the terminals are not
damaged. Verify that the terminals are properly aligned in the connector and verify
that the terminals are properly located in the connector.
Expected Result:
The terminals are properly aligned and the terminals appear undamaged.
Results:
 OK - The terminals are OK. Proceed to Test Step 4.

 Not OK - The terminals of the connector are damaged.
Repair: Repair the terminals and/or replace the terminals, as required.Verify that
the repair eliminates the problem.
STOP
Test Step 4. Perform a Pull Test on Each Wire Terminal Connection
Ver imagen
267
g01131435
Illustration 5
Receptacle lock wedge (typical example)
A. Ensure that the locking wedge for the connector is installed properly. Terminals
cannot be retained inside the connector if the locking wedge is not installed
properly.
B. Perform the 45 N (10 lb) pull test on each wire. Each terminal and each connector
should easily withstand 45 N (10 lb) of tension and each wire should remain in the
connector body. This test checks whether the wire was properly crimped in the
terminal and whether the terminal was properly inserted into the connector.
Expected Result:
Each terminal and each connector easily withstands 45 N (10 lb) of pull and each wire
remains in the connector body.
Results:
 OK - All terminals pass the pull test. Proceed to Test Step 5.

 Not OK - A wire has been pulled from a terminal or a terminal has been pulled
from the connector.
Repair: Use the 1U-5804 Crimp Tool to replace the terminal. Replace damaged
connectors, as required. Verify that the repair eliminates the problem.
STOP
268
Test Step 5. Check Individual Pin Retention into the Socket
Ver imagen
g01131604
Illustration 6
Diagram for testing pin retention (typical example)
A. Verify that the sockets provide good retention for the pins. Insert a new pin into
each socket one at a time in order to check for a good grip on the pin by the socket.
Expected Result:
The sockets provide good retention for the new pin.
Results:
 OK - The terminals are OK. Proceed to Test Step 6.

 Not OK - Terminals are damaged.
Repair: Use the 1U-5804 Crimp Tool to replace the damaged terminals. Verify that
the repair eliminates the problem.
STOP
Test Step 6. Check the Locking Mechanism of the Connectors
269
A. Ensure that the connectors lock properly. After locking the connectors, ensure that
the two halves cannot be pulled apart.
B. Verify that the latch tab of the connector is properly latched. Also verify that the
latch tab of the connector returns to the locked position.
Expected Result:
The connector will securely lock. The connector and the locking mechanism are without
cracks or breaks.
Results:
 OK - The connectors are in good repair. Proceed to Test Step 7.

 Not OK - The connector's locking mechanism is damaged or missing.
Repair: Repair the connector or replace the connector, as required. Verify that the
repair eliminates the problem.
STOP
Test Step 7. Check the Allen Head Screws on the Connectors
Visually inspect the allen head screws for the ECM connectors. Ensure that the threads on
each allen head screw are not damaged.
A. Connect the ECM connectors.
Ver imagen
270
g01132827
Illustration 7
Allen head screw for the 120 pin ECM connector (typical example)
a. Torque the allen head bolt for the 120 pin ECM connector to 7.0 ± 0.5 N·m
(60 ± 4 lb in).
Ver imagen
Illustration 8 g01132849
271
b. Torque the allen head screw for the 70 pin ECM connector to 6.0 + 1.5 - 0.5
N·m (55 + 13 - 4 lb in).
Ver imagen
g01132863
Illustration 9
c. Torque the allen head screw for the 40 pin ECM connector to 2.25 ± 0.25
N·m (20 ± 2 lb in).
Ver imagen
272
g01133047
Illustration 10
Allen head screw for the 40 pin customer connector and the 70 pin customer connector (typical
example)
B. Connect the customer connector.
Torque the allen head screw for the 40 pin customer connector and the 70 pin
customer connector to 2.25 ± 0.25 N·m (20 ± 2 lb in).
Expected Result:
The ECM connector is secure and the allen head screws are properly torqued.
Results:
 OK - The ECM connectors and the customer connector is properly connected.

Proceed to Test Step 8.
 Not OK - The allen head screws for the ECM connector or the customer connector
is damaged.
Repair: Repair the connector or replace the connector, as required. Verify that the
repair eliminates the problem.
STOP
Test Step 8. Perform the "Wiggle Test" on Caterpillar Electronic Technician (ET)
273
A. Select the "Wiggle Test" from the diagnostic tests on Cat ET.
B. Choose the appropriate group of parameters to monitor.
C. Press the "Start" button. Wiggle the wiring harness in order to reproduce
intermittent problems.
If an intermittent problem exists, the status will be highlighted and an audible beep will be
heard.
Expected Result:
No intermittent problems were indicated during the "Wiggle Test".
Results:
 OK - No intermittent problems were found. The harness and connectors appear to

be OK. If you were sent from another procedure, return to the procedure and
continue testing. If this test has resolved the problem, return the engine to
service.STOP
 Not OK - At least one intermittent problem was indicated.
Repair: Repair the harness or the connector. Verify that the repair eliminates the
problem.
STOP
Prelubrication System
SMCS - 1319-038
The ECM has the ability to automatically prelube the engine. This will increase the life of
certain engine parts.
The engine control will prelube the engine, when the ECS is placed in the START position
or the AUTO position and the remote start/run/stop switch is closed. The engine speed must
equal zero rpm before the prelube will begin.
The following conditions are possible: OFF, ON, COMPLETED and DISABLED.
274
The OFF status is entered when the engine control is first powered up with the ECS in the
STOP position.
The "COMPLETED" status is entered when the engine prelube duration is reached or when
the engine prelube pressure switch is activated.
The "DISABLED" status is entered when the engine prelube duration is programmed to 0.
The prelube function will be aborted when one of the following conditions occur:
 The engine prelube pressure switch is activated.

 The User defined engine prelube duration has been reached.
Ver imagen
g00598825
Illustration 1
275
Expected Result:
Results:

 Not OK -
wiring.
Stop.
Test Step 2. Check the ECS.
A. Verify that the ECS is operating correctly.
Expected Result:
Results:

Test Step 3. Check the Engine Prelube Pressure Switch.
C. Measure the resistance between the engine prelube pressure switch P1-20 and the
Digital Return P1-29.
D. Reconnect the ECM connector P1.

276
Expected Result:
Results:
 OK - The engine prelube pressure switch is not active. Proceed to test step 5.
 Not OK - The engine prelube pressure switch is active. Verify that the engine does
not have a residual oil pressure that is high enough to activate the switch. If there is
no residual oil pressure the switch is not operating correctly or there is a problem
with the wiring. Proceed to test step 6.
Test Step 4. Perform the following test: Engine Control Switch (ECS)
Results:
 OK - Stop.
D. Connect the ET.
E. Observe the parameters for the engine prelube and for the ignition switch.
Expected Result:
The parameter for the engine prelube should display "OFF". The parameter for the ignition
switch should display "OFF".
Results:

 Prelube Disabled -
wiring.
Stop.
277
 Ignition Switch Not OFF - Proceed to test step 4.
B. Disconnect the wires from terminal 1 and terminal 2 of the engine prelube pressure
switch.
C. Measure the resistance between terminal 1 and terminal 2 of the switch.
Expected Result:
Results:
 OK -
wiring.
Stop.
 Not OK -
Repair: There is a problem with the engine prelube pressure switch. Install a new
switch. Determine if the problem no longer exists. If the problem is no longer
present, reinstall the old switch. If the problem returns, replace the switch.
Stop.
B. Use the ET and view the following parameters: Engine Prelube and Ignition Switch.
C. Turn the ECS to the START position.
D. View the parameters for the engine prelube pressure switch and the ignition switch.
View the parameters before the engine prelube duration expires and before the
switch activates.
Note: If necessary, program the engine prelube duration to 60 seconds.

278
Expected Result:
When the ECS is in the OFF/RESET position both parameters should display "OFF". When
the ECS is in the START position the engine prelube should display "ON" and the Ignition
Switch should display "RUN".
Results:
 OK - The parameters are correct. Proceed to test step 8.

 Not OK - The status of the ignition switch does not display "RUN". Proceed to test
step 4.
Test Step 8. Check the Relays.
B. Access the override on the ET.
C. Turn the override for the prelube relays to "ON".
D. Listen for the relay to activate.
E. Turn the override "OFF".
Expected Result:
You should hear a click when the relay activates. The motor should run.
Results:
 OK - The problem is not present at this time. Stop.

 Prelube Motor Does Not Run - The relay activates but the motor does not run.
 Not OK - The relay did not activate. Proceed to test step 10.
Test Step 9. Check the Motor Operation.
C. Connect one side of a suitable piece of 10 AWG wire to +battery.
D. For one second, connect the other end of the wire to the + terminal of the motor.
279
Expected Result:
The motor should start while the wire is connected to the +terminal.
Results:
 OK - The motor starts.
Repair: There is a problem in the wiring harness. Inspect the connectors and the
wiring between the +terminal of the motor and pin 2 of the relay.
Stop.
 Not OK - The motor did not start.
Repair: The problem appears to be in the prelube motor. Install a new motor. If the
condition is no longer present, reinstall the old motor. If the original condition
returns, replace the prelube motor.
Stop.
Test Step 10. Check the Relay Circuit.
C. Remove P-21 from the ECM connector P1.
D. Obtain a suitable piece of 18 AWG wire.
E. Connect one end to -Battery.
F. Connect the other end to P-21.
G. Place one probe of the multimeter on P-21. Connect the other probe to terminal 85
of the prelube relay.
H. Turn the circuit breaker for the battery to the ON position.
Expected Result:
The relay and the motor should activate. The voltage should be 24 ± 5 VDC.
Results:
280
 Not OK - The motor and the relay did not activate. The voltage is correct.
Repair: The problem is with the prelube relays. Install new relays. Check that the
original condition is no longer present. If the problem is no longer present reinstall
the old relays. If the condition returns replace the relays.
Stop.
 Not OK - The motor did not activate. The voltage is not correct.
Repair: There is a problem between the ECM connector J1/P1 and the relays.
Repair the connectors or wiring and/or replace the connectors or wiring.
Stop.
B. Ensure that the jumper wire has been removed.
C. Install signal reading probes at P1-5 and P1-4.
D. Connect the multimeter to the signal reading probes.
Expected Result:
Results:

 Not OK -
Repair: There is a problem with the wiring to the battery. Repair the wiring and/or
replace the wiring.
Stop.
A. Install one signal reading probe at P1-21.
B. Install one signal reading probe at P1-4.

281
C. Connect the multimeter to the signal reading probes.
D. Access the override on the ET.
E. Enable the override for the engine prelube pressure switch.
F. Disable the override.
Expected Result:
The voltage should be 24 ± 5 VDC when the override is enabled.
Results:
 OK - The voltage is correct.
Repair: There is a problem between the ECM and the relay. Repair the relay or
wiring and/or replace the relay or wiring.
Stop.
 Not OK -
Stop.
Prelubrication System
SMCS - 1319-038
The ECM has the ability to automatically prelube the engine. This will increase the life of
certain engine parts.
The engine control will prelube the engine, when the ECS is placed in the START position
or the AUTO position and the remote start/run/stop switch is closed. The engine speed must
equal zero rpm before the prelube will begin.
The following conditions are possible: OFF, ON, COMPLETED and DISABLED.
282
The OFF status is entered when the engine control is first powered up with the ECS in the
STOP position.
The "COMPLETED" status is entered when the engine prelube duration is reached or when
the engine prelube pressure switch is activated.
The "DISABLED" status is entered when the engine prelube duration is programmed to 0.
The prelube function will be aborted when one of the following conditions occur:
 The engine prelube pressure switch is activated.

 The User defined engine prelube duration has been reached.
Ver imagen
g00598825
Illustration 1
283
Expected Result:
Results:

 Not OK -
wiring.
Stop.
A. Verify that the ECS is operating correctly.
Expected Result:
Results:

C. Measure the resistance between the engine prelube pressure switch P1-20 and the
Digital Return P1-29.
D. Reconnect the ECM connector P1.

284
Expected Result:
Results:
 OK - The engine prelube pressure switch is not active. Proceed to test step 5.
 Not OK - The engine prelube pressure switch is active. Verify that the engine does
not have a residual oil pressure that is high enough to activate the switch. If there is
no residual oil pressure the switch is not operating correctly or there is a problem
with the wiring. Proceed to test step 6.
Test Step 4. Perform the following test: Engine Control Switch (ECS)
Results:
 OK - Stop.
D. Connect the ET.
E. Observe the parameters for the engine prelube and for the ignition switch.
Expected Result:
The parameter for the engine prelube should display "OFF". The parameter for the ignition
switch should display "OFF".
Results:

 Prelube Disabled -
wiring.
Stop.
285
 Ignition Switch Not OFF - Proceed to test step 4.
B. Disconnect the wires from terminal 1 and terminal 2 of the engine prelube pressure
switch.
C. Measure the resistance between terminal 1 and terminal 2 of the switch.
Expected Result:
Results:
 OK -
wiring.
Stop.
 Not OK -
Repair: There is a problem with the engine prelube pressure switch. Install a new
switch. Determine if the problem no longer exists. If the problem is no longer
present, reinstall the old switch. If the problem returns, replace the switch.
Stop.
B. Use the ET and view the following parameters: Engine Prelube and Ignition Switch.
C. Turn the ECS to the START position.
D. View the parameters for the engine prelube pressure switch and the ignition switch.
View the parameters before the engine prelube duration expires and before the
switch activates.
Note: If necessary, program the engine prelube duration to 60 seconds.

286
Expected Result:
When the ECS is in the OFF/RESET position both parameters should display "OFF". When
the ECS is in the START position the engine prelube should display "ON" and the Ignition
Switch should display "RUN".
Results:
 OK - The parameters are correct. Proceed to test step 8.

 Not OK - The status of the ignition switch does not display "RUN". Proceed to test
step 4.
Test Step 8. Check the Relays.
B. Access the override on the ET.
C. Turn the override for the prelube relays to "ON".
D. Listen for the relay to activate.
E. Turn the override "OFF".
Expected Result:
You should hear a click when the relay activates. The motor should run.
Results:
 OK - The problem is not present at this time. Stop.

 Prelube Motor Does Not Run - The relay activates but the motor does not run.
 Not OK - The relay did not activate. Proceed to test step 10.
Test Step 9. Check the Motor Operation.
C. Connect one side of a suitable piece of 10 AWG wire to +battery.
D. For one second, connect the other end of the wire to the + terminal of the motor.
287
Expected Result:
The motor should start while the wire is connected to the +terminal.
Results:
 OK - The motor starts.
Repair: There is a problem in the wiring harness. Inspect the connectors and the
wiring between the +terminal of the motor and pin 2 of the relay.
Stop.
 Not OK - The motor did not start.
Repair: The problem appears to be in the prelube motor. Install a new motor. If the
condition is no longer present, reinstall the old motor. If the original condition
returns, replace the prelube motor.
Stop.
Test Step 10. Check the Relay Circuit.
C. Remove P-21 from the ECM connector P1.
D. Obtain a suitable piece of 18 AWG wire.
E. Connect one end to -Battery.
F. Connect the other end to P-21.
G. Place one probe of the multimeter on P-21. Connect the other probe to terminal 85
of the prelube relay.
H. Turn the circuit breaker for the battery to the ON position.
Expected Result:
The relay and the motor should activate. The voltage should be 24 ± 5 VDC.
Results:
288
 Not OK - The motor and the relay did not activate. The voltage is correct.
Repair: The problem is with the prelube relays. Install new relays. Check that the
original condition is no longer present. If the problem is no longer present reinstall
the old relays. If the condition returns replace the relays.
Stop.
 Not OK - The motor did not activate. The voltage is not correct.
Repair: There is a problem between the ECM connector J1/P1 and the relays.
Repair the connectors or wiring and/or replace the connectors or wiring.
Stop.
B. Ensure that the jumper wire has been removed.
C. Install signal reading probes at P1-5 and P1-4.
D. Connect the multimeter to the signal reading probes.
Expected Result:
Results:

 Not OK -
Repair: There is a problem with the wiring to the battery. Repair the wiring and/or
replace the wiring.
Stop.
A. Install one signal reading probe at P1-21.
B. Install one signal reading probe at P1-4.

289
C. Connect the multimeter to the signal reading probes.
D. Access the override on the ET.
E. Enable the override for the engine prelube pressure switch.
F. Disable the override.
Expected Result:
The voltage should be 24 ± 5 VDC when the override is enabled.
Results:
Repair: There is a problem between the ECM and the relay. Repair the relay or
wiring and/or replace the relay or wiring.
Stop.
 Not OK -
Stop.
Speed Control
SMCS - 1901-038
The engine speed control is used to provide a throttle signal and droop signal to the engine
control. The output for rated speed is a pulse width modulated signal. The signal varies
with the position of the speed adjust potentiometer. The output for droop is a pulse width
modulated signal. The signal varies with the position of the droop adjust potentiometer. The
output signal is expressed as a percentage between 0 and 100 percent for the speed adjust
potentiometer and between 0 and 10 percent for the droop adjust potentiometer.
The ECM calculates the desired engine rpm. The desired engine rpm is produced by the
signal from the rated speed setting and the droop signal. The rated speed signal is valid
290
when the duty cycle is in the range of 5 to 95 percent. If the rated speed signal is invalid,
the engine will be set to the low idle.
The droop signal is valid when the duty cycle is in the range of 15 to 85 percent. If the
droop signal is invalid, the engine will run with NO droop.
Some applications may choose not to use the speed control. Some applications may use a
load sharing unit. The unit is configured to provide the engine control with a rated speed
signal. Some of these units can not provide a signal until the engine is running. In these
cases, troubleshooting should be performed while the engine is running.
Ver imagen
g00631341
Illustration 1
Test Step 1. Inspecting Electrical Connectors

291
B. Turn the circuit breaker at the battery to the OFF position.
D. Check the components and wiring for the following problems: damage, corrosion,
abrasion and incorrect attachment
Expected Result:
The components and wiring should be free of the following problems: damage, corrosion,
Results:

 Not OK -
wiring.
Stop.
Test Step 2. Check the Voltage.
A. Turn the circuit breaker at the battery to the ON position.
B. Connect the black probe of the multimeter to the +Battery terminal of the Speed
Control. Connect the red probe of the multimeter to the -Battery terminal of the
Speed Control.
Expected Result:
Results:
 OK - The voltage supply to the Speed Control is correct. Proceed to test step 3.
 Not OK -
Repair: The voltage is not correct. There is a problem with the supply voltage to
the Speed Control.
Stop.
292
Test Step 3. Determine the Component that has Failed.
A. Determine if the problem is with the input for the throttle or the Droop.
B. Select "UNSURE" if the source of the problem is unknown.
Expected Result:
Results:
 RATED SPEED - Proceed to test step 4.

 DROOP SPEED - Proceed to test step 5.
 Unsure - Proceed to test step 4.
Test Step 4. Check the Throttle Position.
B. Observe the position of the throttle on the ET.
C. Turn the Speed Adjust Potentiometer to the lowest setting.

o 60 Hz equals 1369 RPM
o 50 Hz equals 1141 RPM
D. Start at the low idle position. Slowly turn the Speed Adjust Potentiometer in the
other direction. Monitor the position of the throttle on the ET.
Expected Result:
The Throttle Position on the ET should read 0 percent at the lowest setting and 0 to 100
percent as the Speed Adjust Potentiometer is adjusted.
Results:
 OK - The Speed Control is operating correctly. Stop.

Test Step 5. Check the Droop.
B. Observe the Droop on the ET.
C. Turn the Droop Adjust Potentiometer in a counterclockwise direction.
293
D. Slowly turn the Droop Adjust Potentiometer in a clockwise direction. Monitor the
Droop on the ET.
Note: Do not overturn the Droop Adjust Potentiometer in the clockwise direction.
The signal will become erratic.
Expected Result:
The Droop on the ET should read 0 percent at the lowest setting and 0 to 10 percent as the
Potentiometer is adjusted.
Results:
 OK - The Droop is operating correctly. Stop.

Test Step 6. Check the Speed Control.
A. Remove the wire from the S terminal at the Speed Control.
B. Set the multimeter to "VDC". Press the "Hz" button twice so that the % symbol is
displayed.
C. Place one probe of the multimeter on the S terminal of the Speed Control. Place the
other probe on the -Battery terminal of the Speed Control.
D. Monitor the output of the percent duty cycle from the Speed Control on the
multimeter. Turn the potentiometer from the low setting to the high setting.
Note: The throttle position on the ET will NOT match the percent duty cycle on the
multimeter.
Expected Result:
The Duty Cycle should be between 4 and 10 percent at the low setting and between 90 and
95 percent at the high setting.
Results:
 OK - The Speed Control is supplying the correct signal. Proceed to test step 8.
 Not OK - The Duty Cycle is not correct on the multimeter. Proceed to test step D.
Test Step 7. Check the Droop Signal.
A. Remove the wire from the D terminal of the Speed Control.
294
displayed.
C. Place one probe of the multimeter on the D terminal of the Speed Control. Place the
other probe on the -Battery terminal of the Speed Control.
multimeter. Turn the Droop Adjust Potentiometer from the low setting to the high
setting.
Note: The droop on the ET will NOT match the percent duty cycle on the
multimeter.
Expected Result:
The duty cycle is between 15 and 85 percent. This range should be attainable.
Results:
 OK - The Speed Control is providing the correct Droop Signal. Proceed to test step
9.
 Not OK - The problem appears to be in the Speed Control.
Repair: Temporarily install another Speed Control. Verify that the problem is no
longer present. Reinstall the old Speed Control. If the problem returns replace the
Speed Control.
Stop.
Test Step 8. Check ECM Input.
displayed.
C. Measure the voltage between ECM connector P2-24 and ECM connector P1-29.
multimeter. Monitor the percent Throttle Position on the ET. Turn the Speed Adjust
Potentiometer from the low setting to the high setting.
Expected Result:
295
The Duty Cycle should be between 4 and 10 percent at the low setting and between 90 and
95 percent at the high setting. The percent Throttle Position should be between 0 and 100
percent for the above settings of the Speed Adjust Potentiometer.
Results:
 OK - The Duty Cycle is correct. Proceed to test step 5.

 Duty Cycle Not OK - The Duty Cycle is not correct.
Repair: There is a problem in the wiring between P2-24 and the S terminal of the
Speed Control. Verify that the low idle switch is functioning properly.
Stop.
 Throttle Position Not OK - The Duty Cycle is correct but the Throttle Position is
not correct. The ECM is not processing the correct signal.
Stop.
Test Step 9. Check ECM Input.
B. Measure the voltage between ECM connector P1-13 and ECM connector P1-29.
C. Set the multimeter to "VDC". Press the "Hz" button twice so that the % symbol is
displayed.
multimeter. Monitor the Droop on the ET. Turn the Droop Adjust Potentiometer
from the low setting to the high setting.
Note: Do not overturn the Droop Adjust Potentiometer in the clockwise direction.
The signal will become erratic.
Expected Result:
The Duty Cycle should be between 1 and 15 percent at the clockwise setting and between
85 and 99 percent at the counterclockwise setting. The Droop should be between 0 and 100
percent for the above settings of the Droop Adjust Potentiometer.
Results:
296
 OK - The Duty Cycle is correct. Stop.
 Duty Cycle Not OK - The Duty Cycle is not correct.
Repair: There is a problem in the wiring between P2-24 and the S terminal of the
Speed Control. Verify that the low idle switch is functioning properly.
Stop.
 Droop Not OK - The Duty Cycle is correct but the Droop is not correct. The ECM
is not processing the correct signal.
Stop.
Starting Motor System

SMCS - 1901-038
The ECM has the ability to crank the engine when the ECS is placed in the START
position. The engine control will start the first crank cycle, when the ECS is placed in the
START position. The crank cycle will continue for the time that is equal to the cycle crank
time that has been programmed or the crank cycle will continue until the engine speed
reaches the crank terminate speed. If crank terminate speed is not reached before the cycle
crank time, the starting motor will deactivate for a time that is equal to the cycle crank time.
This process will repeat for a programmed amount of times (Total Number of Crank
Cycles). If the engine does not start the starter mode on the Electronic Service Tool will
display "OVERCRANK". The engine control will be in an idle state. The process can be
restarted by turning the ECS to the OFF/RESET. Next turn the ECS to the STOP position.
Then turn the ECS to the START position.
Note: If you are troubleshooting a system that has EMCP II, this function will be
performed by the control panel. Refer to the Service Manual, SENR5398.
Ver imagen
297
g00598835
Illustration 1
Schematic
Test Step 1. Check for connector damage.
Expected Result:
298
Results:

 Not OK -
wiring.
Stop.
A. Verify proper operation of the ECS.
Expected Result:
Results:
 OK - The ECS is working correctly. Proceed to test step 3.

 Not OK - A problem was found with the ECS.
Repair: Repair the ECS and/or replace the ECS.
Stop.
Test Step 3. Attempt To Start the Engine
C. Connect an Electronic Service Tool to the Service Tool Connector.
D. Observe the startup mode parameter on the Electronic Service Tool status screen.
E. Turn the ECS to the START position. Monitor the startup mode parameter.
F. The crank cycle will continue for the time that is equal to the cycle crank time that
has been programmed or the crank cycle will continue until the engine speed
reaches the crank terminate speed.
Expected Result:
299
The status screen for the startup mode parameter should display "CRANK".
Results:
 OK - The startup mode parameter on the status screen on the Electronic Service
Tool displays "CRANK". Stop.
 Not OK - The engine will not crank. Proceed to test step 4.
Test Step 4. Manually Crank The Engine.
A. Turn the ECS to the START position.
B. Open the Electronic Instrument Panel. Activate the manual crank switch. Listen for
the mag relay to activate.
Expected Result:
The mag relay should activate and the starting solenoid should activate.
Results:
 OK - The relay activates and the engine starts. Proceed to test step 5.
 Relay(s) Active - The relay activates but the starting motor did not activate.
 Relay(s) Not Active - The relay did not activate. Proceed to test step 7.
Test Step 5. Test the ECM.
B. Disconnect P2 from the ECM. Remove the wire from P2-7 and P2-13.
C. Obtain two suitable pieces of 18 AWG wire.
D. Install one wire at P2-7. Install the second wire at P2-13. Reconnect ECM connector
P2.
E. Connect one probe of the multimeter to the wire at P2-7. Connect the other probe to
the wire at P2-13.
G. Activate the override for the starting motor relay.
300
Note: This test will cause a 444-05 CID-FMI to be Logged. Delete this CID-FMI
when you are finished with this test.
H. Turn OFF the override for the starting motor relay.
I. Turn the ECS to the OFF/RESET position. Remove the extra wires.
Expected Result:
Results:
Repair: The problem is not with the ECM. The problem is most likely in the wiring
between P2 and the mag relay.
Stop.
Stop.
Test Step 6. Check the Solenoid.
B. Connect one end of a suitable piece of 10 AWG wire to +Battery. Connect the other
end to the S terminal of the starting solenoid for one second.
Expected Result:
The starting solenoid should activate while the wire is connected to the S terminal.
Results:
 OK - The starting solenoid activated. The problem appears to be in the system

wiring.
Repair: Ensure that the circuit breaker for the mag relay has not tripped. Check and
repair the wiring between the S terminal of the starting solenoid and terminal 2 of
the mag relay. Verify repairs by checking starting solenoid operation.
301
Stop.
 Not OK - The starting solenoid did not activate. The problem appears to be in the
starting solenoid.
Repair: Temporarily install a new starting solenoid. Ensure that the problem is no
longer present. Reinstall the old starting solenoid. If the problem returns, replace the
starting solenoid.
Stop.
Test Step 7. Test the Mag Relay.
B. Obtain two suitable pieces of 18 AWG wire. Connect one end of the first wire to -
Battery and the other end to the mag relay terminal 4.
C. Connect one end of the second wire to +Battery. Connect the other end to mag relay
terminal 3 intermittently.
Expected Result:
When the second wire is connected to mag relay terminal 3, the mag relay should be active.
Results:
 OK - The mag relay activated.
Repair: The problem appears to be in the wiring between the mag relay and the
manual crank switch. Ensure that the circuit breaker for the manual crank switch
and the emergency stop has not been tripped.
Stop.
 Not OK - The mag relay did not activate.
Repair: The problem appears to be with the mag relay. Temporarily install a new
mag relay. Ensure that the problem is no longer present. Reinstall the old mag relay.
If the problem returns, replace the mag relay.
Stop.
Analog Sensor - Calibrate

302
SMCS - 1901-038
The Electronic Control Module (ECM) attempts to perform an automatic calibration of all
pressure sensors whenever the ECM is powered and the engine has been off for at least ten
seconds. Cranking the engine during the first ten seconds causes the ECM to abort the
calibration attempt.
During an automatic pressure sensor calibration, the ECM checks all pressure sensors
against an acceptable range. If any pressure sensor reading is outside the acceptable range,
the previous calibration value is used. The ECM then calibrates all pressure sensors against
the atmospheric pressure sensor.
A pressure sensor calibration will not be successful if there are active sensor diagnostic
codes with an FMI of 03 and/or 04. A pressure sensor calibration will not be successful if
one of the following conditions exist:
 The pressure reading is outside of an acceptable range.

 The pressure reading varies significantly during calibration.
Test Step 1. Check for "ACTIVE" Diagnostic Codes
A. Disconnect the main power.
B. Start Caterpillar Electronic Technician (ET).
C. Connect the main power.
D. Check for active diagnostics.
Expected Result:
There are no active diagnostics.
Results:
 OK - There are no active diagnostics. Proceed to Test Step 2.

 Not OK - A pressure sensor with an active diagnostic code cannot be calibrated.
Repair: Perform the appropriate troubleshooting procedure.
STOP
303
Test Step 2. Perform a Calibration of the Sensors
A. Select "Calibrations" from the "Service" menu on Cat ET. Select the "Pressure
Sensor Calibration" from the "Calibrations" menu. The ECM will perform a
pressure sensor calibration when this screen is entered.
Expected Result:
Cat ET indicates that the calibration was completed.
Results:
 OK - Cat ET indicates that the calibration was completed.
Repair: Reset the system and check for active diagnostic codes.
STOP
 Not OK - All pressure sensors could not be calibrated. Proceed to Test Step 3.
Test Step 3. Determine the Cause of Failed Calibration
A. Check if any pressure sensors have an active diagnostic code. A pressure sensor
calibration will not be successful if there are active diagnostic codes with an FMI of
03 and/or 04.
B. Verify that the correct sensor has been installed.
C. Check the display status screen on Cat ET for the pressure sensor reading.
Note: The valid range for atmospheric pressure must be between 45 kPa (6.5 psi)
and 111 kPa (16 psi) for a successful calibration.
Expected Result:
Cat ET displays the following pressures:
 Crankcase pressure is atmospheric pressure ± 8 kPa (1.2 psi).

 Turbocharger compressor inlet pressure is atmospheric pressure ± 8 kPa (1.2 psi).
 Turbocharger compressor outlet pressure is atmospheric pressure ± 15 kPa (2.2 psi).
 Fuel pressure is atmospheric pressure ± 27 kPa (3.9 psi).
 Engine oil pressure is atmospheric pressure ± 27 kPa (3.9 psi).
Results:
304
 OK - Repeat calibration of the sensors.
Repair: Repeat the calibration. Verify that no active diagnostic codes are present.
STOP
 Not OK - There is a problem with the wiring harness and/or the sensor. Inspect the
components for damage, for corrosion or for abrasion. Repair the components
and/or replace the components.
Repair: Perform the appropriate troubleshooting procedure.
STOP
Engine Speed/Timing Sensor - Calibrate

SMCS - 1912-038
The Engine Speed/Timing Sensor provides engine information to the Electronic Control
Module (ECM). The sensor generates a pulse signal. A loss of the engine speed/timing
signal causes the ECM to stop sending power to the fuel injectors.
The ECM provides the Engine Speed/Timing Sensor with 12.5 ± 1.0 VDC. A unique tooth
on the timing reference gear generates a unique duty cycle. The signal provides the ECM
with information on the engine position.
Ver imagen
305
g00594171
Illustration 1
Schematic
Test Step 1. Check for CID-FMI
A. Connect the Electronic Technician at the Service Tool Connector.
B. Remove the timing calibration plug from the flywheel housing.
C. Examine the flywheel through the timing calibration hole. Ensure that the probe is
not inserted into the timing pin hole. If necessary, turn the engine.
D. Install the 6V-3093 Transducer Adapter into the hole for the timing calibration at
the flywheel.
E. Insert the 6V-2197 Magnetic Transducer through the 6V-3093 Transducer Adapter.
Insert the transducer until contact is made with the surface of the flywheel. Move
the transducer 0.9 mm (0.04 inch) away from the flywheel.
NOTICE
DO NOT INSTALL THE TIMING CALIBRATION PROBE OVER
THE TIMING PIN HOLE AT THE FLYWHEEL OR DAMAGE
WILL RESULT.
F. Tighten the nut on the 6V-3093 Transducer Adapter .
G. Connect the 7X-1695 cable from the engine timing calibration probe to the
connector P26.
H. Start the engine. Allow the engine to exit cold mode operation.
Expected Result:
Only CID-FMI 261-13 should be active.
Results:

 Not OK -
Repair: Repair any active diagnostic codes.
306
Stop.
Test Step 2. Calibration
A. Select "Service" from the main menu on the ET. Select "Calibrations" from the drop
down menu. Select Timing Calibration.
B. Press the "Continue" button on the ET. Wait until the ET indicates that the ECM has
calculated the timing reference.
Note: Engine speed will be set to 800 rpm by the ECM during the calibration.
Note: If the Electronic Technician reads "CALIBRATION UNSUCCESSFUL" the

electronic injection timing has not been set.
Expected Result:
The timing should calibrate.
Results:
 OK - The timing calibration was successful. Stop.

 Not OK - The timing did not calibrate.
Repair: Excessive backlash in the engine gear train will cause inconsistent timing.
Refer to Systems Operation for identifying and repairing a gear train problem.
Stop.
307

Localización y Solución de Problemas

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Localización y Solución de Problemas

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Localización y Solución de Problemas

Número de medio -RENR4929-01 Fecha de publicación -01/11/2009Fecha de actualización -04/11/2009

Left Side View (Typical Example)

View A (Typical Example)

Right Side View (Typical Example)

Front View (Typical Example)

There are two types of codes:

Codes can have two different states:

 Troubleshooting, "Troubleshooting With A Diagnostic Code"

Electrical Connectors and Functions

J1/P1 Electronic Control Module

J2/P2 Electronic Control Module

J4/P4 - J19/P19 Electronic Unit Injector

J20/P20 Engine Speed/Timing Sensor

J21/P21 Engine Coolant Temperature Sensor

J22/P22 Filtered Engine Oil Pressure Sensor

J23/P23 Turbocharger Compressor Outlet Pressure Sensor

J25/P25 Right Turbocharger Compressor Inlet Pressure Sensor

J26/P26 Timing Calibration Connector

J27/P27 Atmospheric Pressure Sensor

J28/P28 Left Turbocharger Compressor Inlet Pressure Sensor

J29/P29 Crankcase Pressure Sensor

J30/P30 Left Exhaust Temperature Sensor

J31/P31 Right Exhaust Temperature Sensor

J32/P32 Aftercooler Temperature Sensor

J48/P48 Unfiltered Engine Oil Pressure Sensor

J50/P50 Unfiltered Fuel Pressure Sensor

J60 Service Tool Connector

Electronic Control Module

3 Pin Electrical Connectors

Electronic Service Tools

Required Service Tools

Required Service Tools

Part Number Description

N/A 4 mm Allen Wrench

7X-1171 Transducer Adapter

146-4080 Digital Multimeter Gp (RS232)

7X-6370 Adapter Cable As (3-PIN BREAKOUT)

208-0059 Adapter Cable As (70-PIN BREAKOUT)

257-8718 Adapter Cable As (120-PIN BREAKOUT)

167-9225 Harness (SERVICE TOOL ADAPTER)

1U-5804 Crimp Tool (12−AWG TO 18−AWG)

175-3700 Connector Repair Kit (DEUTSCH DT)

Optional Service Tools

Optional Service Tools

Part Number Description

198-4240 Digital Pressure Indicator

4C-4075 Crimp Tool (4−AWG TO 10−AWG)

4C-4911 (1) Battery Load Tester

6V-9130 (2) Temperature Adapter (MULTIMETER)

8T-5319 Connector Tool Group

155-5176 AC/DC Current Probe

Caterpillar Electronic Technician (ET)

Cat ET can be used by the technician to perform the following functions:

Software Requirements for Cat ET

JERD2124 Single user license for Cat ET

JERD2129 Data subscription for all engines and machines

Connecting with the Communication Adapter II

Standard Hardware for the Use of Cat ET

Part Number Description

N/A Personal Computer (PC)

275-5120 Communication Adapter Gp (CAT ET TO ECM INTERFACE)

237-7547 (2) Adapter Cable As