3516B

RENR2270-02 June 2002

Troubleshooting G3516B Generator Set Engines and G3516B Engines For Caterpillar Built Generator Sets and Power Modules CSC1-Up (Generator Set) CFD1-Up (Power Module) CME1-Up (Generator Set) CEY1-Up (Engine) 7EZ1-Up (Engine) CTW1-Up (Engine)

i01658146

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

The meaning of this safety alert symbol is as follows: Attention! Become Alert! Your Safety is Involved. The message that appears under the warning explains the hazard and can be either written or pictorially presented. Operations that may cause product damage are identified by “NOTICE” labels on the product and in this publication. Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in this publication and on the product are, therefore, not all inclusive. If a tool, procedure, work method or operating technique that is not specifically recommended by Caterpillar is used, you must satisfy yourself that it is safe for you and for others. You should also ensure that the product will not be damaged or be made unsafe by the operation, lubrication, maintenance or repair procedures that you choose. The information, specifications, and illustrations in this publication are on the basis of information that was available at the time that the publication was written. The specifications, torques, pressures, measurements, adjustments, illustrations, and other items can change at any time. These changes can affect the service that is given to the product. Obtain the complete and most current information before you start any job. Caterpillar dealers have the most current information available.

When replacement parts are required for this product Caterpillar recommends using Caterpillar replacement parts or parts with equivalent specifications including, but not limited to, physical dimensions, type, strength and material. Failure to heed this warning can lead to premature failures, product damage, personal injury or death.

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Table of Contents Troubleshooting Section Electronic Troubleshooting System Overview .................................................... 9 Self-Diagnostics .................................................... 10 Electrical Connectors and Functions .................... 11 Electronic Service Tools ........................................ 18 Engine Monitoring System .................................... 21 Programming Parameters Programming Parameters ..................................... Customer Passwords ............................................ Factory Passwords ................................................ Factory Passwords Worksheet ............................. Flash Programming .............................................. System Configuration Parameters ........................ Replacing the ECM ............................................... Replacing the ITSM .............................................. Troubleshooting Data Sheet .................................

28 28 29 29 29 30 36 38 39

Troubleshooting without a Diagnostic Code Symptoms ............................................................. 41 Detonation ............................................................ 41 Driven Equipment ................................................. 43 ECM Will Not Accept Factory Passwords ............. 43 Electrohydraulic System Oil Pressure (Low) ......... 43 Electronic Service Tool Will Not Communicate with ECM (The Caterpillar Electronic Technician (ET) Will Not Communicate With the Electronic Control Module (ECM) and/or the Integrated Temperature Sensing Module (ITSM)) ..................................... 45 Engine Coolant Temperature (High) ..................... 45 Engine Coolant Temperature (Low) ...................... 47 Engine Cranks but Will Not Start .......................... 47 Engine Misfires, Runs Rough or Is Unstable ........ 48 Engine Oil Filter Differential Pressure ................... 50 Engine Oil Pressure (Low) .................................... 50 Engine Oil Temperature (High) ............................. 51 Engine Overcrank ................................................. 51 Engine Overload ................................................... 52 Engine Overspeed ................................................ 53 Engine Pre-Lube Pressure (Low) ......................... 53 Engine Shutdown .................................................. 54 Engine Shutdown (Unexpected) ........................... 55 Engine Shutdown without a Diagnostic Code ....... 56 Engine Starts but Stalls Immediately .................... 57 Engine Timing Does Not Match Programmed Timing ................................................................. 58 Engine Will Not Crank ........................................... 59 Exhaust Port Temperature (High) ......................... 60 Exhaust Port Temperature (Low) .......................... 61 Fuel Energy Content ............................................. 61 Fuel Pressure ....................................................... 62 Fuel Metering Valve .............................................. 62 Gas Fuel Differential Pressure (High) ................... 62 Gas Fuel Differential Pressure (Low) .................... 63 Gas Fuel Flow Rate (Low) .................................... 63 Gas Temperature (High) ....................................... 64 Inlet Air Temperature (High) .................................. 64

Intermittent Engine Shutdown ............................... 65 Jacket Water Inlet Pressure (High) ....................... 66 Jacket Water Pressure (Low) ................................ 67 Jacket Water to Engine Oil Differential Temperature (Low) ................................................................... 67 System Voltage ..................................................... 68 Turbocharger Turbine Temperature (High) ............ 68 Turbocharger Turbine Temperature (Low) ............. 69 Troubleshooting with a Diagnostic Code Diagnostic Codes .................................................. 70 MID 036 - CID 0017 - FMI 05 Fuel Shutoff Value open circuit .......................................................... 71 MID 036 - CID 0017 - FMI 06 Fuel Shutoff Valve short to ground ............................................................. 72 MID 036 - CID 0017 - FMI 12 Fuel Shutoff Valve malfunction .......................................................... 72 MID 036 - CID 0041 - FMI 03 8 Volt DC Supply short to +batt ................................................................ 72 MID 036 - CID 0041 - FMI 04 8 Volt DC Supply short to ground ............................................................. 73 MID 036 - CID 0100 - FMI 03 Engine Oil Pressure open/short to +batt .............................................. 73 MID 036 - CID 0100 - FMI 04 Engine Oil Pressure short to ground .................................................... 74 MID 036 - CID 0106 - FMI 03 Air Inlet Pressure Sensor short to +batt .......................................... 74 MID 036 - CID 0106 - FMI 08 Air Inlet Pressure Sensor noisy signal ............................................. 74 MID 036 - CID 0109 - FMI 03 Coolant Outlet Pressure open/short to +batt .............................................. 75 MID 036 - CID 0109 - FMI 08 Engine Coolant Outlet Pressure Sensor noisy signal ............................. 75 MID 036 - CID 0110 - FMI 03 Engine Coolant Temperature open/short to +batt ......................... 75 MID 036 - CID 0110 - FMI 04 Engine Coolant Temperature short to ground ............................... 76 MID 036 - CID 0145 - FMI 03 12 Volt DC Power Supply short to +batt ........................................... 76 MID 036 - CID 0145 - FMI 04 12 Volt DC Power Supply short to ground ........................................ 76 MID 036 - CID 0168 - FMI 02 System Voltage intermittent/erratic ............................................... 77 MID 036 - CID 0172 - FMI 03 Intake Manifold Air Temp open/short to +batt .................................... 77 MID 036 - CID 0172 - FMI 04 Intake Manifold Air Temp short to ground .......................................... 78 MID 036 - CID 0175 - FMI 03 Engine Oil Temperature open/short to +batt .............................................. 78 MID 036 - CID 0175 - FMI 04 Engine Oil Temperature short to ground .................................................... 79 MID 036 - CID 0261 - FMI 13 Engine Timing calibration required ............................................. 79 MID 036 - CID 0262 - FMI 03 5 Volt Sensor DC Power Supply short to +batt ........................................... 79 MID 036 - CID 0262 - FMI 04 5 Volt Sensor DC Power Supply short to ground ........................................ 80 MID 036 - CID 0301 - FMI 05 Cylinder 1 - Transformer Primary open circuit ............................................ 80 MID 036 - CID 0301 - FMI 06 Cylinder 1 - Transformer Primary short ...................................................... 81 MID 036 - CID 0302 - FMI 05 Cylinder 2 - Transformer Primary open circuit ............................................ 81

4 Table of Contents

MID 036 - CID 0302 - FMI 06 Cylinder 2 - Transformer Primary short ...................................................... 81 MID 036 - CID 0303 - FMI 05 Cylinder 3 - Transformer Primary open circuit ............................................ 82 MID 036 - CID 0303 - FMI 06 Cylinder 3 - Transformer Primary short ...................................................... 82 MID 036 - CID 0304 - FMI 05 Cylinder 4 - Transformer Primary open circuit ............................................ 82 MID 036 - CID 0304 - FMI 06 Cylinder 4 - Transformer Primary short ...................................................... 83 MID 036 - CID 0305 - FMI 05 Cylinder 5 - Transformer Primary open circuit ............................................ 83 MID 036 - CID 0305 - FMI 06 Cylinder 5 - Transformer Primary short ...................................................... 84 MID 036 - CID 0306 - FMI 05 Cyinder 6 - Transformer Primary open circuit ............................................ 84 MID 036 - CID 0306 - FMI 06 Cylinder 6 - Transformer Primary short ...................................................... 84 MID 036 - CID 0307 - FMI 05 Cylinder 7 - Transformer Primary open circuit ............................................ 85 MID 036 - CID 0307 - FMI 06 Cylinder 7 - Transformer Primary short ...................................................... 85 MID 036 - CID 0308 - FMI 05 Cylinder 8 - Transformer Primary open circuit ............................................ 85 MID 036 - CID 0308 - FMI 06 Cylinder 8 - Transformer Primary short ...................................................... 86 MID 036 - CID 0309 - FMI 05 Cylinder 9 - Transformer Primary open circuit ............................................ 86 MID 036 - CID 0309 - FMI 06 Cylinder 9 - Transformer Primary short ...................................................... 87 MID 036 - CID 0310 - FMI 05 Cylinder 10 Transformer Primary open circuit ........................ 87 MID 036 - CID 0310 - FMI 06 Cylinder 10 Transformer Primary short .................................. 87 MID 036 - CID 0311 - FMI 05 Cylinder 11 Transformer Primary open circuit ........................ 88 MID 036 - CID 0311 - FMI 06 Cylinder 11 Transformer Primary short .................................. 88 MID 036 - CID 0312 - FMI 05 Cylinder 12 Transformer Primary open circuit ........................ 88 MID 036 - CID 0312 - FMI 06 Cylinder 12 Transformer Primary short .................................. 89 MID 036 - CID 0313 - FMI 05 Cylinder 13 Transformer Primary open circuit ........................ 89 MID 036 - CID 0313 - FMI 06 Cylinder 13 Transformer Primary short .................................. 90 MID 036 - CID 0314 - FMI 05 Cylinder 14 Transformer Primary open circuit ........................ 90 MID 036 - CID 0314 - FMI 06 Cylinder 14 Transformer Primary short .................................. 90 MID 036 - CID 0315 - FMI 05 Cylinder 15 Transformer Primary open circuit ........................ 91 MID 036 - CID 0315 - FMI 06 Cylinder 15 Transformer Primary short .................................. 91 MID 036 - CID 0316 - FMI 05 Cylinder 16 Transformer Primary open circuit ........................ 91 MID 036 - CID 0316 - FMI 06 Cylinder 16 Transformer Primary short .................................. 92 MID 036 - CID 0320 - FMI 03 Speed/Timing Sensor short to +batt ....................................................... 92

MID 036 - CID 0320 - FMI 08 Engine Speed/Timing signal abnormal ................................................... 93 MID 036 - CID 0323 - FMI 03 Shutdown Lamp short to +batt ................................................................ 93 MID 036 - CID 0324 - FMI 03 Warning Lamp short to +batt .................................................................... 93 MID 036 - CID 0336 - FMI 02 Incorrect ECS Switch inputs .................................................................. 94 MID 036 - CID 0338 - FMI 05 Pre-Lube Relay open circuit ................................................................... 94 MID 036 - CID 0338 - FMI 06 Pre-Lube Relay short to ground ............................................................. 94 MID 036 - CID 0339 - FMI 05 Engine Pre-lube Pressure Switch open circuit ............................... 95 MID 036 - CID 0401 - FMI 05 Cylinder 1 - Transformer Secondary open circuit ....................................... 95 MID 036 - CID 0401 - FMI 06 Cylinder 1 - Transformer Secondary short to ground ................................. 95 MID 036 - CID 0402 - FMI 05 Cylinder 2 - Transformer Secondary open circuit ....................................... 96 MID 036 - CID 0402 - FMI 06 Cylinder 2 - Transformer Secondary short to ground ................................. 96 MID 036 - CID 0403 - FMI 05 Cylinder 3 - Transformer Secondary open circuit ....................................... 97 MID 036 - CID 0403 - FMI 06 Cylinder 3 - Transformer Secondary short to ground ................................. 97 MID 036 - CID 0404 - FMI 05 Cylinder 4 - Transformer Secondary open circuit ....................................... 97 MID 036 - CID 0404 - FMI 06 Cylinder 4 - Transformer Secondary short to ground ................................. 98 MID 036 - CID 0405 - FMI 05 Cylinder 5 - Transformer Secondary open circuit ....................................... 98 MID 036 - CID 0405 - FMI 06 Cylinder 5 - Transformer Secondary short to ground ................................. 99 MID 036 - CID 0406 - FMI 05 Cylinder 6 - Transformer Secondary open circuit ....................................... 99 MID 036 - CID 0406 - FMI 06 Cylinder 6 - Transformer Secondary short to ground ................................. 99 MID 036 - CID 0407 - FMI 05 Cylinder 7 - Transformer Secondary open circuit ..................................... 100 MID 036 - CID 0407 - FMI 06 Cylinder 7 - Transformer Secondary short to ground ............................... 100 MID 036 - CID 0408 - FMI 05 Cylinder 8 - Transformer Secondary open circuit ..................................... 100 MID 036 - CID 0408 - FMI 06 Cylinder 8 - Transformer Secondary short to ground ............................... 101 MID 036 - CID 0409 - FMI 05 Cylinder 9 - Transformer Secondary open circuit ..................................... 101 MID 036 - CID 0409 - FMI 06 Cylinder 9 - Transformer Secondary short to ground ............................... 102 MID 036 - CID 0410 - FMI 05 Cylinder 10 Transformer Secondary open circuit ................. 102 MID 036 - CID 0410 - FMI 06 Cylinder 10 Transformer Secondary short to ground ........... 103 MID 036 - CID 0411 - FMI 05 Cylinder 11 Transformer Secondary open circuit ................. 103 MID 036 - CID 0411 - FMI 06 Cylinder 11 Transformer Secondary short to ground ........... 103 MID 036 - CID 0412 - FMI 05 Cylinder 12 Transformer Secondary open circuit ................. 104

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MID 036 - CID 0412 - FMI 06 Cylinder 12 Transformer Secondary short to ground ........... 104 MID 036 - CID 0413 - FMI 05 Cylinder 13 Transformer Secondary open circuit ................. 104 MID 036 - CID 0413 - FMI 06 Cylinder 13 Transformer Secondary short to ground ........... 105 MID 036 - CID 0414 - FMI 05 Cylinder 14 Transformer Secondary open circuit ................. 105 MID 036 - CID 0414 - FMI 06 Cylinder 14 Transformer Secondary short to ground ........... 106 MID 036 - CID 0415 - FMI 05 Cylinder 15 Transformer Secondary open circuit ................. 106 MID 036 - CID 0415 - FMI 06 Cylinder 15 Transformer Secondary short to ground ........... 107 MID 036 - CID 0416 - FMI 05 Cylinder 16 Transformer Secondary open circuit ................. 107 MID 036 - CID 0416 - FMI 06 Cylinder 16 Transformer Secondary short to ground ........... 107 MID 036 - CID 0443 - FMI 03 Crank Terminate Relay short to +batt ..................................................... 108 MID 036 - CID 0444 - FMI 05 Start Relay open circuit ................................................................. 108 MID 036 - CID 0444 - FMI 06 Start Relay short to ground ............................................................... 108 MID 036 - CID 0445 - FMI 03 Run Relay short to +batt .................................................................. 109 MID 036 - CID 0524 - FMI 03 Desired Engine Speed Sensor short to +batt ........................................ 109 MID 036 - CID 0524 - FMI 04 Desired Engine Speed Sensor short to ground ..................................... 109 MID 036 - CID 0542 - FMI 03 Unfiltered Engine Oil Pressure open/short to +batt ............................ 110 MID 036 - CID 0542 - FMI 04 Unfiltered Engine Oil Pressure short to ground .................................. 110 MID 036 - CID 1042 - FMI 09 Unable to communicate with ITSM .......................................................... 110 MID 036 - CID 1086 - FMI 09 Oxygen Sensor Element not communicating on link .................. 111 MID 036 - CID 1086 - FMI 13 Oxygen Sensor Element calibration required ............................. 111 MID 036 - CID 1087 - FMI 03 Oxygen Sensor Buffer Module short to +batt ........................................ 112 MID 036 - CID 1087 - FMI 08 Oxygen Sensor Buffer Module noisy signal .......................................... 112 MID 036 - CID 1088 - FMI 05 Oxygen Sensor Power Supply open circuit ............................................ 112 MID 036 - CID 1088 - FMI 06 Oxygen Sensor Power Supply short to ground ...................................... 113 MID 036 - CID 1440 - FMI 05 Throttle Actuator Driver open circuit ........................................................ 113 MID 036 - CID 1440 - FMI 06 Throttle Actuator Driver short to ground .................................................. 113 MID 036 - CID 1446 - FMI 05 Fuel Metering Module open circuit ........................................................ 114 MID 036 - CID 1446 - FMI 09 Unable to communicate with Fuel Metering Module ................................ 114 MID 036 - CID 1446 - FMI 12 Fuel Metering Module malfunction ........................................................ 114 MID 036 - CID 1446 - FMI 13 Fuel Metering Module calibration required ........................................... 115 MID 036 - CID 1447 - FMI 12 Fuel Metering Sensor Module malfunction ........................................... 115

MID 036 - CID 1501 - FMI 03 Cylinder #1 Detonation Sensor open/short to +batt ............................... 115 MID 036 - CID 1501 - FMI 04 Cylinder #1 Detonation Sensor short to ground ..................................... 116 MID 036 - CID 1502 - FMI 03 Cylinder #2 Detonation Sensor open/short to +batt ............................... 116 MID 036 - CID 1502 - FMI 04 Cylinder #2 Detonation Sensor short to ground ..................................... 116 MID 036 - CID 1505 - FMI 03 Cylinder #5 Detonation Sensor open/short to +batt ............................... 117 MID 036 - CID 1505 - FMI 04 Cylinder #5 Detonation Sensor short to ground ..................................... 117 MID 036 - CID 1506 - FMI 03 Cylinder #6 Detonation Sensor open/short to +batt ............................... 117 MID 036 - CID 1506 - FMI 04 Cylinder #6 Detonation Sensor short to ground ..................................... 118 MID 036 - CID 1509 - FMI 03 Cylinder #9 Detonation Sensor open/short to +batt ............................... 118 MID 036 - CID 1509 - FMI 04 Cylinder #9 Detonation Sensor short to ground ..................................... 118 MID 036 - CID 1510 - FMI 03 Cylinder #10 Detonation Sensor open/short to +batt ............................... 119 MID 036 - CID 1510 - FMI 04 Cylinder #10 Detonation Sensor short to ground ..................................... 119 MID 036 - CID 1513 - FMI 03 Cylinder #13 Detonation Sensor open/short to +batt ............................... 119 MID 036 - CID 1513 - FMI 04 Cylinder #13 Detonation Sensor short to ground ..................................... 120 MID 036 - CID 1514 - FMI 03 Cylinder #14 Detonation Sensor open/short to +batt ............................... 120 MID 036 - CID 1514 - FMI 04 Cylinder #14 Detonation Sensor short to ground ..................................... 120 MID 036 - CID 1758 - FMI 03 Specific Humidity Sensor open/short to +batt ............................... 121 MID 036 - CID 1758 - FMI 08 Specific Humidity Sensor signal abnormal .................................... 121 MID 036 - CID 1759 - FMI 03 Exhaust Back Pressure Sensor open/short to +batt ............................... 122 MID 036 - CID 1759 - FMI 08 Exhaust Back Pressure Sensor signal abnormal .................................... 122 MID 111 - CID 0591 - FMI 12 EEPROM checksum fault or ECM not programmed ........................... 122 MID 111 - CID 1489 - FMI 03 Left Turbo Turbine Out Temp Sens short to +batt .................................. 123 MID 111 - CID 1489 - FMI 04 Left Turbo Turbine Out Temp Sens short to ground ............................... 123 MID 111 - CID 1489 - FMI 05 Left Turbo Turbine Out Temp Sens open circuit ..................................... 123 MID 111 - CID 1490 - FMI 03 Rt Turbo Turbine Out Temp Sens short to +batt .................................. 124 MID 111 - CID 1490 - FMI 04 Rt Turbo Turbine Out Temp Sens short to ground ............................... 124 MID 111 - CID 1490 - FMI 05 Rt Turbo Turbine Out Temp Sens open circuit ..................................... 124 MID 111 - CID 1491 - FMI 03 Rt Turbo Turbine In Temp Sens short to +batt .................................. 125 MID 111 - CID 1491 - FMI 04 Rt Turbo Turbine In Temp Sens short to ground ............................... 125 MID 111 - CID 1491 - FMI 05 Rt Turbo Turbine In Temp Sens open circuit ..................................... 125 MID 111 - CID 1492 - FMI 03 Left Turbo Turbine In Temp Sens short to +batt .................................. 126

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MID 111 - CID 1492 - FMI 04 Left Turbo Turbine In Temp Sens short to ground ............................... 126 MID 111 - CID 1492 - FMI 05 Left Turbo Turbine In Temp Sens open circuit ..................................... 126 MID 111 - CID 1531 - FMI 03 Cyl #1 Exhaust Port Temp Sensor short to +batt ............................... 127 MID 111 - CID 1531 - FMI 04 Cyl #1 Exhaust Port Temp Sensor short to ground ............................ 127 MID 111 - CID 1531 - FMI 05 Cyl #1 Exhaust Port Temp Sensor open circuit ................................. 128 MID 111 - CID 1532 - FMI 03 Cyl #2 Exhaust Port Temp Sensor short to +batt ............................... 128 MID 111 - CID 1532 - FMI 04 Cyl #2 Exhaust Port Temp Sensor short to ground ............................ 128 MID 111 - CID 1532 - FMI 05 Cyl #2 Exhaust Port Temp Sensor open circuit ................................. 129 MID 111 - CID 1533 - FMI 03 Cyl #3 Exhaust Port Temp Sensor short to +batt ............................... 129 MID 111 - CID 1533 - FMI 04 Cyl #3 Exhaust Port Temp Sensor short to ground ............................ 130 MID 111 - CID 1533 - FMI 05 Cyl #3 Exhaust Port Temp Sensor open circuit ................................. 130 MID 111 - CID 1534 - FMI 03 Cyl #4 Exhaust Port Temp Sensor short to +batt ............................... 130 MID 111 - CID 1534 - FMI 04 Cyl #4 Exhaust Port Temp Sensor short to ground ............................ 131 MID 111 - CID 1534 - FMI 05 Cyl #4 Exhaust Port Temp Sensor open circuit ................................. 131 MID 111 - CID 1535 - FMI 03 Cyl #5 Exhaust Port Temp Sensor short to +batt ............................... 132 MID 111 - CID 1535 - FMI 04 Cyl #5 Exhaust Port Temp Sensor short to ground ............................ 132 MID 111 - CID 1535 - FMI 05 Cyl #5 Exhaust Port Temp Sensor open circuit ................................. 132 MID 111 - CID 1536 - FMI 03 Cyl #6 Exhaust Port Temp Sensor short to +batt ............................... 133 MID 111 - CID 1536 - FMI 04 Cyl #6 Exhaust Port Temp Sensor short to ground ............................ 133 MID 111 - CID 1536 - FMI 05 Cyl #6 Exhaust Port Temp Sensor open circuit ................................. 133 MID 111 - CID 1537 - FMI 03 Cyl #7 Exhaust Port Temp Sensor short to +batt ............................... 134 MID 111 - CID 1537 - FMI 04 Cyl #7 Exhaust Port Temp Sensor short to ground ............................ 134 MID 111 - CID 1537 - FMI 05 Cyl #7 Exhaust Port Temp Sensor open circuit ................................. 135 MID 111 - CID 1538 - FMI 03 Cyl #8 Exhaust Port Temp Sensor short to +batt ............................... 135 MID 111 - CID 1538 - FMI 04 Cyl #8 Exhaust Port Temp Sensor short to ground ............................ 135 MID 111 - CID 1538 - FMI 05 Cyl #8 Exhaust Port Temp Sensor open circuit ................................. 136 MID 111 - CID 1539 - FMI 03 Cyl #9 Exhaust Port Temp Sensor short to +batt ............................... 136 MID 111 - CID 1539 - FMI 04 CYL #9 Exhaust Port Temp Sensor short to ground ............................ 137 MID 111 - CID 1539 - FMI 05 Cyl #9 Exhaust Port Temp Sensor open circuit ................................. 137 MID 111 - CID 1540 - FMI 03 Cyl #10 Exhaust Port Temp Sensor short to +batt ............................... 137

MID 111 - CID 1540 - FMI 04 Cyl #10 Exhaust Port Temp Sensor short to ground ............................ 138 MID 111 - CID 1540 - FMI 05 Cyl #10 Exhaust Port Temp Sensor open circuit ................................. 138 MID 111 - CID 1541 - FMI 03 Cyl #11 Exhaust Port Temp Sensor short to +batt ............................... 139 MID 111 - CID 1541 - FMI 04 Cyl #11 Exhaust Port Temp Sensor short to ground ............................ 139 MID 111 - CID 1541 - FMI 05 Cyl #11 Exhaust Port Temp Sensor open circuit ................................. 139 MID 111 - CID 1542 - FMI 03 Cyl #12 Exhaust Port Temp Sensor short to +batt ............................... 140 MID 111 - CID 1542 - FMI 04 Cyl #12 Exhaust Port Temp Sensor short to ground ............................ 140 MID 111 - CID 1542 - FMI 05 Cyl #12 Exhaust Port Temp Sensor open circuit ................................. 141 MID 111 - CID 1543 - FMI 03 Cyl #13 Exhaust Port Temp Sensor short to +batt ............................... 141 MID 111 - CID 1543 - FMI 04 Cyl #13 Exhaust Port Temp Sensor short to ground ............................ 141 MID 111 - CID 1543 - FMI 05 Cyl #13 Exhaust Port Temp Sensor open circuit ................................. 142 MID 111 - CID 1544 - FMI 03 Cyl #14 Exhaust Port Temp Sensor short to +batt ............................... 142 MID 111 - CID 1544 - FMI 04 Cyl #14 Exhaust Port Temp Sensor short to ground ............................ 143 MID 111 - CID 1544 - FMI 05 Cyl #14 Exhaust Port Temp Sensor open circuit ................................. 143 MID 111 - CID 1545 - FMI 03 Cyl #15 Exhaust Port Temp Sensor short to +batt ............................... 143 MID 111 - CID 1545 - FMI 04 Cyl #15 Exhaust Port Temp Sensor short to ground ............................ 144 MID 111 - CID 1545 - FMI 05 Cyl #15 Exhaust Port Temp Sensor open circuit ................................. 144 MID 111 - CID 1546 - FMI 03 Cyl #16 Exhaust Port Temp Sensor short to +batt ............................... 145 MID 111 - CID 1546 - FMI 04 Cyl #16 Exhaust Port Temp Sensor short to ground ............................ 145 MID 111 - CID 1546 - FMI 05 Cyl #16 Exhaust Port Temp Sensor open circuit ................................. 145 Troubleshooting with an Event Code Event Codes ...................................................... E004 Engine Overspeed Shutdown .................... E015 High Engine Coolant Temperature Derate .. E016 High Engine Coolant Temperature Shutdown .......................................................... E017 High Engine Coolant Temperature Warning ............................................................. E019 High Engine Oil Temperature Shutdown ... E020 High Engine Oil Temperature Warning ...... E025 High Inlet Air Temperature Derate ............. E026 High Inlet Air Temperature Shutdown ........ E027 High Inlet Air Temperature Warning .......... E038 Low Engine Coolant Temperature Warning ............................................................. E040 Low Engine Oil Pressure Shutdown .......... E042 Low System Voltage Shutdown ................. E043 Low System Voltage Warning .................... E050 High System Voltage Warning ................... E053 Low Fuel Pressure Warning ......................

147 149 149 149 150 150 150 151 151 151 151 152 152 152 153 153

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E096 High Fuel Pressure .................................... E100 Low Engine Oil Pressure Warning ............. E127 Engine Oil Filter Diff Pressure Low Warning ............................................................. E128 Engine Oil Filter Diff Pressure Low Shutdown .......................................................... E129 Engine Oil Filter Diff Pressure High Warning ............................................................. E130 Engine Oil Filter Diff Pressure High Shutdown .......................................................... E135 Low Jacket Water Pressure Shutdown ...... E223 High Gas Temperature .............................. E224 High Jacket Water Inlet Pressure .............. E225 Engine Overcrank ...................................... E226 Driven Equipment Not Ready .................... E229 Fuel Energy Content Setting Low .............. E230 Fuel Energy Content Setting High ............. E231 Fuel Quality Out of Range ......................... E233 Low Engine Pre-Lube Pressure ................ E242 Engine Overload ........................................ E243 High Left Turbo Turbine Outlet Temperature ...................................................... E244 High Right Turbo Turbine Outlet Temperature ...................................................... E245 High Right Turbo Turbine Inlet Temperature ...................................................... E246 High Left Turbo Turbine Inlet Temperature .. E247 Low Left Turbo Turbine Outlet Temperature ...................................................... E248 Low Right Turbo Turbine Outlet Temperature ...................................................... E249 Low Right Turbo Turbine Inlet Temperature ...................................................... E250 Low Left Turbo Turbine Inlet Temperature .. E253 Detonation Derate Requested ................... E254 No Detonation Derate Action Taken .......... E264 Emergency Stop Activated ........................ E266 Low Hydrax Oil Pressure ........................... E268 Unexpected Engine Shutdown .................. E269 Customer Shutdown Requested ............... E270 Driven Equipment Shutdown Requested .. E337 High Engine Oil to Engine Coolant Diff Temp ................................................................. E401 Cylinder #1 Detonation .............................. E402 Cylinder #2 Detonation .............................. E403 Cylinder #3 Detonation .............................. E404 Cylinder #4 Detonation .............................. E405 Cylinder #5 Detonation .............................. E406 Cylinder #6 Detonation .............................. E407 Cylinder #7 Detonation .............................. E408 Cylinder #8 Detonation .............................. E409 Cylinder #9 Detonation .............................. E410 Cylinder #10 Detonation ............................ E411 Cylinder #11 Detonation ............................ E412 Cylinder #12 Detonation ............................ E413 Cylinder #13 Detonation ............................ E414 Cylinder #14 Detonation ............................ E415 Cylinder #15 Detonation ............................ E416 Cylinder #16 Detonation ............................ E421 Cylinder #1 Detonation Shutdown ............. E422 Cylinder #2 Detonation Shutdown ............. E423 Cylinder #3 Detonation Shutdown ............. E424 Cylinder #4 Detonation Shutdown .............

153 153 154 154 154 155 155 155 155 156 156 156 156 157 157 157 157 158 158 159 159 159 160 160 161 161 161 161 162 162 162 162 163 163 163 163 164 164 164 164 165 165 165 165 166 166 166 166 167 167 167 168

E425 Cylinder #5 Detonation Shutdown ............. E426 Cylinder #6 Detonation Shutdown ............. E427 Cylinder #7 Detonation Shutdown ............. E428 Cylinder #8 Detonation Shutdown ............. E429 Cylinder #9 Detonation Shutdown ............. E430 Cylinder #10 Detonation Shutdown ........... E431 Cylinder #11 Detonation Shutdown ........... E432 Cylinder #12 Detonation Shutdown ........... E433 Cylinder #13 Detonation Shutdown ........... E434 Cylinder #14 Detonation Shutdown ........... E435 Cylinder #15 Detonation Shutdown ........... E436 Cylinder #16 Detonation Shutdown ........... E801 Cylinder #1 High Exhaust Port Temp ........ E802 Cylinder #2 High Exhaust Port Temp ........ E803 Cylinder #3 High Exhaust Port Temp ........ E804 Cylinder #4 High Exhaust Port Temp ........ E805 Cylinder #5 High Exhaust Port Temp ........ E806 Cylinder #6 High Exhaust Port Temp ........ E807 Cylinder #7 High Exhaust Port Temp ........ E808 Cylinder #8 High Exhaust Port Temp ........ E809 Cylinder #9 High Exhaust Port Temp ........ E810 Cylinder #10 High Exhaust Port Temp ...... E811 Cylinder #11 High Exhaust Port Temp ...... E812 Cylinder #12 High Exhaust Port Temp ...... E813 Cylinder #13 High Exhaust Port Temp ...... E814 Cylinder #14 High Exhaust Port Temp ...... E815 Cylinder #15 High Exhaust Port Temp ...... E816 Cylinder #16 High Exhaust Port Temp ...... E821 Cyl #1 Exhaust Port Temp Deviating High .. E822 Cyl #2 Exhaust Port Temp Deviating High .. E823 Cyl #3 Exhaust Port Temp Deviating High .. E824 Cyl #4 Exhaust Port Temp Deviating High .. E825 Cyl #5 Exhaust Port Temp Deviating High .. E826 Cyl #6 Exhaust Port Temp Deviating High .. E827 Cyl #7 Exhaust Port Temp Deviating High .. E828 Cyl #8 Exhaust Port Temp Deviating High .. E829 Cyl #9 Exhaust Port Temp Deviating High .. E830 Cyl #10 Exhaust Port Temp Deviating High ................................................................... E831 Cyl #11 Exhaust Port Temp Deviating High ................................................................... E832 Cyl #12 Exhaust Port Temp Deviating High ................................................................... E833 Cyl #13 Exhaust Port Temp Deviating High ................................................................... E834 Cyl #14 Exhaust Port Temp Deviating High ................................................................... E835 Cyl #15 Exhaust Port Temp Deviating High ................................................................... E836 Cyl #16 Exhaust Port Temp Deviating High ................................................................... E841 Cyl #1 Exhaust Port Temp Deviating Low .. E842 Cyl #2 Exhaust Port Temp Deviating Low .. E843 Cyl #3 Exhaust Port Temp Deviating Low .. E844 Cyl #4 Exhaust Port Temp Deviating Low .. E845 Cyl #5 Exhaust Port Temp Deviating Low .. E846 Cyl #6 Exhaust Port Temp Deviating Low .. E847 Cyl #7 Exhaust Port Temp Deviating Low .. E848 Cyl #8 Exhaust Port Temp Deviating Low .. E849 Cyl #9 Exhaust Port Temp Deviating Low .. E850 Cyl #10 Exhaust Port Temp Deviating Low ...................................................................

168 168 169 169 169 169 170 170 170 171 171 171 171 172 172 173 173 173 174 174 174 175 175 176 176 176 177 177 178 178 179 179 179 180 180 181 181 181 182 182 183 183 183 184 184 185 185 185 186 186 187 187 187 188

8 Table of Contents

E851 Cyl #11 Exhaust Port Temp Deviating Low ................................................................... E852 Cyl #12 Exhaust Port Temp Deviating Low ................................................................... E853 Cyl #13 Exhaust Port Temp Deviating Low ................................................................... E854 Cyl #14 Exhaust Port Temp Deviating Low ................................................................... E855 Cyl #15 Exhaust Port Temp Deviating Low ................................................................... E856 Cyl #16 Exhaust Port Temp Deviating Low ................................................................... E864 Low Gas Fuel Differential Pressure ........... E865 High Gas Fuel Differential Pressure .......... E866 Low Gas Fuel Flow Rate ........................... E867 Improper Gas Flow Control Valve Response .......................................................... E868 Gas Flow Control Valve Malfunction ..........

188 189 189 189 190 190 191 191 191 191 192

Diagnostic Functional Tests +5V Sensor Voltage Supply ................................ 193 +8V Sensor Voltage Supply ................................ 204 Analog Sensor Signal ......................................... 213 Desired Speed Input (4 - 20 mA) ........................ 222 Detonation Sensors ............................................ 228 ECM Output Circuit (Fuel Control) ...................... 236 ECM Output Circuit (Prelubrication Oil Pump) .... 247 ECM Output Circuit (Starting Motor) ................... 258 ECM Status Indicator Output .............................. 268 Electrical Power Supply ...................................... 274 Engine Speed/Timing Sensor ............................. 281 Fuel Metering Valve ............................................ 287 Fuel Metering Valve ............................................ 295 Ignition Transformers Primary Circuit .................. 303 Ignition Transformers Secondary Circuit and Spark Plugs ................................................................. 314 Inspecting Electrical Connectors ........................ 320 Integrated Temperature Sensing Module (ITSM) ............................................................... 325 Oxygen Sensor Buffer Supply ............................. 333 Oxygen Sensor Signal ........................................ 342 Prelubrication System ......................................... 354 PWM Sensor ....................................................... 358 Throttle Actuator Solenoid .................................. 365 Calibration Procedures Engine Speed/Timing Sensor - Calibrate ........... 375 Oxygen Sensor - Calibrate ................................. 377

Index Section Index ................................................................... 383

9 Troubleshooting Section

Troubleshooting Section Electronic Troubleshooting i01726656

System Overview SMCS Code: 1901-038

Introduction The Electronic Control Module (ECM) controls most of the functions of the engine. The module is an environmentally sealed unit that is mounted in a terminal box on the engine. The ECM monitors various inputs from sensors in order to activate relays, solenoids, etc at the appropriate levels. The ECM supports the following five primary functions:

• Engine speed governing • Ignition control • Air/Fuel ratio control • Start/Stop sequencing • Engine monitoring and protection

Engine Speed Governing The ECM maintains the desired engine speed by controlling the actuator for the throttle. The actuator is located at the flange of the air inlet manifold. The actuator is electrically controlled and hydraulically actuated. A high pressure pump provides hydraulic pressure with oil from a system that is separate from the engine oil. The high pressure oil supply is monitored by a pressure switch that generates an event code if the pressure drops below an acceptable level. The throttle position is controlled in open loop mode: there is no feedback from the throttle position. The ECM issues a throttle command that represents a percent of the level of electrical current. The output can be viewed on the Caterpillar Electronic Technician (ET). The actual throttle position can be viewed on a mechanical pointer that is built into the mechanism of the throttle.

Desired engine speed is determined by the status of the idle/rated switch, the desired speed input (analog voltage or 4 to 20 mA), and parameters such as maximum engine high idle speed that are programmed into the software. Actual engine speed is detected via a signal from the speed/timing sensor. Parameters such as governor gain can be programmed with Cat ET.

Ignition Control The ECM provides variable ignition timing that is sensitive to detonation. Each cylinder has an ignition transformer that is located under the valve cover for the cylinder. To initiate combustion, the ECM sends a pulse of approximately 100 volts to the primary coil of each ignition transformer at the appropriate time and for the appropriate duration. The transformers step up the voltage in order to create a spark across the spark plug electrode. Detonation sensors monitor the engine for excessive detonation. The G3516B Engine has eight detonation sensors. Each sensor monitors two adjacent cylinders. The sensors generate data on vibration that is processed by the ECM in order to determine detonation levels. If detonation reaches an unacceptable level, the ECM retards the ignition timing of the affected cylinder or cylinders. If retarding the timing does not limit detonation to an acceptable level, the ECM shuts down the engine. The ECM provides extensive diagnostics for the ignition system. The ECM also provides a switch for ignition timing in order to allow operation with alternate fuels such as propane that require a timing offset.

Air/Fuel Ratio Control The ECM provides control of the air/fuel mixture for performance and efficiency at low emission levels. The system consists of an electronic fuel metering valve, an oxygen sensor, output drivers in the ECM, and maps in the ECM. The control compensates for changes in the BTU of the fuel in order to maintain desired emission levels. Note: The 50 Hz applications and the 60 Hz applications use different fuel metering valves. The following steps describe the basic operation: 1. The ECM determines the desired flow rates for the air and the fuel. The flow rates are determined by these factors:

• Desired engine speed • Actual engine speed


• Calculated engine load 2. The maps of the data for the desired flow of air and fuel are sent in the form of a PWM signal to the fuel metering valve. 3. The ECM monitors the amount of oxygen in the exhaust gas via the oxygen sensor. The ECM adjusts the signal for the flow of air and fuel in order to achieve the desired level of exhaust oxygen.

Problems with engine operation such as low oil pressure produce an event code. The ECM can issue a warning, a derating, or a shutdown. This depends on the severity of the condition. For more information, see Troubleshooting, “Troubleshooting With An Event Code”. Problems with the electronic system such as an open circuit produce a diagnostic code. For more information, see Troubleshooting, “Troubleshooting With A Diagnostic Code”.

This process is repeated continuously during engine operation.

Start/Stop Sequencing

i01727395

Self-Diagnostics SMCS Code: 1901-038

The ECM contains the logic and the outputs for control of engine prelubrication, starting, and shutdown. The customer programmable logic responds to signals from the following components: engine control switch, emergency stop switch, remote start switch, data link, and other inputs. To control the engine at the appropriate times, the ECM provides +Battery voltage to the relays for the prelube pump, the starting motor, and the gas shutoff valve. When the programmable logic determines that the prelubrication function is necessary, the ECM supplies +Battery voltage to the relay for the prelube pump. The system may also be programmed to perform a postlube cycle during engine shutdown in order to ensure that the turbocharger has adequate lubrication during shutdown. When the programmable logic determines that it is necessary to crank the engine, the ECM supplies +Battery voltage to the relay for the starting motor. The ECM removes the voltage when the programmable crank terminate speed is reached or when a programmable cycle crank time has expired. The engine has an energize-to-run type of gas shutoff valve. When the programmable logic determines that fuel is required to start the engine or to run the engine, the ECM supplies +Battery voltage to the valve. For more information on programmable parameters, see Troubleshooting, “Programming Parameters”.

Engine Monitoring and Protection The ECM monitors both the engine operation and the electronic system.

The Electronic Control Module (ECM) has the ability to detect problems with the electronic system and with engine operation. When a problem is detected, a code is generated. An alarm may also be generated. There are two types of codes:

• Diagnostic • Event Diagnostic Code – When a problem with the electronic system is detected, the ECM generates a diagnostic code. This indicates the specific problem with the circuitry. Diagnostic codes can have two different states:

• Active • Logged Active Code – An active diagnostic code indicates that an active problem has been detected. Active codes require immediate attention. Always service active codes prior to servicing logged codes. Logged Code – Every generated code is stored in the permanent memory of the ECM. The codes are logged. 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.


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. i01756530

Electrical Connectors and Functions SMCS Code: 1408-038

Harness Wire Identification Caterpillar identifies different wires with eleven different solid colors. Table 1 lists the color codes of the wiring. Table 1

Color Codes for Wiring Code

Color

BK

Black

BR

Brown

BU

Blue

GN

Green

GY

Gray

OR

Orange

PK

Pink

PU

Purple

RD

Red

WH

White

YL

Yellow

In addition to the color, the entire length of each wire is stamped with a specific circuit number that is repeated on every 25 mm (1 inch) of the wire. The actual wires are identified on the schematic. For example, a code of J011-RD on the schematic identifies a red wire that is stamped with the circuit number J011. This particular wire is the engine harness wire for the primary signal of the transformer in the number one cylinder. For all Caterpillar engine harnesses with electronic ignition systems, the code of “J011-RD” identifies the wire for the primary signal of the transformer in the number one cylinder.

The schematic also identifies the size of the wire. The size or gauge of the wire is called the American Wire Gauge (AWG). Unless the schematic specifies a different size, you may assume that the wire is 16 AWG.


Terminal Box

g00886988

Illustration 1 The connectors on the terminal box connect the Electronic Control Module (ECM) to various engine controls, sensors, actuators, etc. (1) Emergency stop button (2) Service tool connector J23 for the Caterpillar Electronic Technician (3) Connector J29 for the gauge panel (4) Connector J16 for the fuel metering valve (5) Connector J15 for the prelube pump (6) Connector J14 for the air starting motor (7) Connector J13 for the gas shutoff valve (8) Connector J12 for the analog sensors

(9) Connector J11 for the detonation sensors (10) Connector J10 for the speed/timing sensor, throttle actuator, oxygen buffer, and electrohydraulic actuator (11) Connector J5 for the Integrated temperature sensing module (12) Connector J7 (if equipped) for the versatile control module (13) Connector J9 for the customer


g00887002

Illustration 2 Components inside the terminal box (14) Electronic Control Module (ECM) (15) ECM connector P2 (16) ECM connector P1 (17) Ground strap

(18) P50 connector for calibration of the speed/timing sensor (19) Circuit breaker CB2 for the control panel (20) Circuit breaker CB1 for the ECM

Sensors Sensors provide information to the electronic control module. The information enables the module to control the engine as efficiently as possible over a wide range of operating conditions. The information is used for monitoring engine operation. The sensors also enable the activation of alarms, derates, and shutoffs in response to abnormal operation. Illustrations 3 and 4 show the locations of the sensors.


g00887029

Illustration 3 (1) Pressure switch for the coolant pump (inlet) (2) Detonation sensor

(3) Electrohydraulic actuator’s pressure switch (4) Inlet air temperature sensor

g00887031

Illustration 4 (6) Pressure sensor for filtered oil (7) Pressure sensor for unfiltered oil (8) Engine coolant pressure sensor (outlet) (9) Oxygen sensor

(5) Engine coolant temperature sensor

(10) Inlet manifold air pressure sensor (11) Engine oil temperature sensor (12) Buffer for the oxygen sensor (13) Speed/timing sensor


Illustration 5

g00886591

(14) The humidity sensor (if equipped) is located on the inlet air piping or the inside of the air cleaner housing. (15) Atmospheric pressure sensor (if equipped)

The functions of the sensors are described below. Pressure switch for the coolant pump (inlet) (1) – A pressure switch is located at the inlet for the engine jacket water. If the inlet pressure is too high, the switch will activate a shutdown. To observe the status of the switch, use the Caterpillar Electronic Technician (ET) to view the “Engine Coolant Pump Pressure” parameter. The contacts of the switch are between pin B and pin C. The contact opens at 462 ± 41 kPa (67 ± 6 psi). Closure of the contact is required in order for the engine to run. Detonation sensors (2) – The detonation sensors monitor the engine for mechanical engine vibrations. Each sensor monitors two cylinders. The sensor produces a voltage signal that is proportional to the engine detonation. This information is processed by the electronic control module in order to determine detonation levels. To eliminate detonation, the electronic control module retards the timing of the cylinder, if necessary. If excessive detonation continues, the electronic control module will shut down the engine. To observe the value of the output of the sensors, use Cat ET to view the “Cylinder #X Detonation Level”. The “X” is the number for the particular cylinder.

Electrohydraulic actuator’s pressure switch (3) – The electrohydraulic actuator has a pressure switch for the oil supply. Insufficient oil pressure will activate an engine shutdown. To observe the status of the switch, use Cat ET to view the “Hydrax Pressure Switch Status”. The contacts of the switch are between pin A and pin B. The contact closes at a maximum of 1206 kPa (175 psi). The contact opens at 700 ± 103 kPa (102 ± 15 psi). Closure of the contact is required in order for the engine to run. Inlet air temperature sensor (4) – A sensor for monitoring the air inlet temperature is located in the elbow before the number one cylinder head. Excessive inlet air temperature can activate an alarm, a derating, or a shutdown during high load or low load operation. The trip points for activation can be programmed with Cat ET. To observe the value of the output of the sensor, use Cat ET to view the “Inlet Air Temperature” parameter. The sensor can measure a range of −40 to 120 C (−40 to 248 F).


Engine coolant temperature sensor (5) – The temperature sensor is located in the water temperature regulator housing. To monitor the coolant temperature, the element must be in contact with the coolant. If overheating occurs due to low coolant level or no coolant, the sensor will not function properly. A high coolant temperature will activate an alarm, a derating, or a shutdown. A low coolant temperature will only activate an alarm. The trip points for the activation can be programmed with Cat ET. The engine can be restarted after a shutdown due to high engine coolant temperature. However, another shutdown will occur after one minute if the temperature remains high. To observe the value of the output of the sensor, use Cat ET to view the “Engine Coolant Temperature” parameter. The sensor can measure a range of −40 to 150 C (−40 to 302 F). Oil pressure sensors (6) and (7) – The engine oil pressure is measured before the oil filters and after the oil filters. An alarm or a shutdown can be activated by any of the following occurrences: low filtered oil pressure, low oil filter differential pressure, and high oil filter differential pressure. The trip point for the activation of an alarm or a shutdown for oil filter differential pressure can be programmed with Cat ET. To observe the value of the output of the sensor, use Cat ET to view the “Engine Oil Pressure” or the “Unfiltered Engine Oil Pressure” parameter. Both of the sensors measure pressure in the range of 0 to 1135 kPa (0 to 165 psi). Engine coolant pressure sensor (8) – A pressure switch is located at the outlet for the engine jacket water. If the outlet pressure is too low, the electronic control module will activate a shutdown. The trip point is calculated according to the equation in Table 2. The trip point for the shutdown depends on the value of the signal from the engine coolant temperature sensor. Table 2

Calculation of the Trip Point for the Engine Coolant Pressure Shutdown (5.665

×

T)

−

420.46

=

X

T is the temperature of the jacket water in Degree Celsius. X is the trip point for the shutdown in kPa.

To convert kPa to psi, divide the kPa by 6.89. To observe the value of the output of the engine coolant pressure sensor, use Cat ET to view the “Engine Coolant Pressure (abs)” parameter. The sensor measures pressure in the range of 0 to 472 kPa (0 to 69 psi). The measured pressure is absolute.

Oxygen sensor (9) and oxygen buffer (12) – The oxygen sensor and the oxygen buffer generate a signal that is proportional to the percent of oxygen in the exhaust manifold. The electronic control module uses the signal to adjust for variation of fuel energy content. The signal is also used for adjusting the air/fuel ratio in order to achieve the level of emissions that is desired. To observe the output value of the sensor, use Cat ET to view the “Actual Oxygen” parameter. Inlet air pressure sensor (10) – The sensor for inlet air pressure is connected to the air inlet manifold. The sensor monitors the absolute manifold air pressure. This is the atmospheric pressure plus the gauge pressure. The information is used by the electronic control module to determine the engine load. To observe the output value of the sensor, use Cat ET to view the “Inlet Manifold Air Pressure (abs)” parameter. The sensor measures pressure in the range of 20 to 339 kPa (3 to 49 psi). Engine oil temperature sensor (11) – An oil temperature sensor measures the engine oil temperature. A high oil temperature will activate an alarm or a shutdown. The trip points can be programmed with Cat ET. The electronic control module compares the oil temperature to the coolant temperature. An engine oil temperature that is significantly high in comparison to a lower coolant temperature will activate an alarm or a shutdown. To observe the output value of the sensor, use Cat ET to view the “Engine Oil Temperature” parameter. The sensor measures temperature in the range of −40 to 120 C (−40 to 248 F). Speed/timing sensor (13) – The engine speed/timing sensor is located on the rear end of the left camshaft. The engine speed/timing sensor provides accurate information to the electronic control module about the position of the crankshaft and the engine rpm. The electronic control module uses the position of the crankshaft in order to determine ignition timing. If an overspeed occurs, the electronic control module shuts down the engine. The speed for the trip point of the shutdown can be programmed with Cat ET. To observe the engine speed in rpm, use Cat ET to view the “Engine Speed” parameter. Humidity Sensor (14) – Refer to Illustration 5 for the location of the humidity sensor (if equipped). The humidity sensor generates a digital signal that is proportional to the specific humidity of the inlet air. The signal is used for adjusting the air/fuel ratio in order to achieve the level of emissions that is desired. To observe the output value of the sensor, use Cat ET to view the “Specific Humidity” parameter.


Exhaust Back Pressure(15) – The sensor for atmospheric pressure (if equipped) is located near the exhaust duct above the turbochargers. The sensor monitors the atmospheric pressure. The electronic control module uses the signal to adjust the air/fuel ratio in order to achieve the level of emissions that is desired. To observe the output value of the sensor, use Cat ET to view the “Exhaust Back Pressure” parameter.

Thermocouples Thermocouples provide information to the Integrated Temperature Sensing Module (ITSM). The information is used to monitor engine operation. The thermocouples also enable alarms and shutoffs to be activated.

g00887039

Illustration 6 (16) Thermocouple for the temperature of the cylinder exhaust port (17) Thermocouple for the temperature of the exhaust inlet to the turbocharger turbine

(18) Thermocouples for the temperature of the turbocharger exhaust outlet

Cylinder Exhaust Temperature (16) – Thermocouples measure the exhaust temperatures from the exhaust port of each cylinder. An alarm or a shutdown is activated if the exhaust temperature from any cylinder is too high or if the exhaust temperature from any cylinder deviates excessively from the average temperature of all of the cylinders. The trip points can be programmed with Cat ET. To observe the value of the output of the thermocouples, use Cat ET to view the “Cylinder #X Exhaust Port”. The “X” is the number for the particular cylinder. The thermocouples measure temperature in the range of 0 to 600 C ± 10 C (32 to 1112 F ± 18 F).

Exhaust Inlet to the Turbocharger Turbine (17) – A thermocouple is mounted at the inlet for the exhaust gas of each turbocharger turbine. An alarm or a shutdown is activated if the temperature of the exhaust to the turbine is too high or too low. The trip points can be programmed with Cat ET. To observe the value of the output of the thermocouples, use Cat ET to view the “Left Bank Turbine Inlet Temp” or the “Right Bank Turbine Inlet Temp”. The thermocouples measure temperature in the range of 0 to 600 C ± 10 C (32 to 1112 F ± 18 F).


Exhaust Outlet from the Turbocharger Turbine (18) – A thermocouple is mounted at the outlet for the exhaust gas of each turbocharger turbine. An alarm or a shutdown is activated if the temperature of the exhaust from either turbine is too high or too low. The trip points can be programmed with Cat ET. To observe the value of the output of the thermocouples, use Cat ET to view the “Left Bank Turbine Outlet Temp” or the “Right Bank Turbine Outlet Temp”. The thermocouples measure temperature in the range of 0 to 600 C ± 10 C (32 to 1112 F ± 18 F).

Integrated Temperature Sensing Module

i01726899

Electronic Service Tools SMCS Code: 1901-038 Caterpillar Electronic Service Tools are designed to help the service technician:

• Obtain data. • Diagnose problems. • Read parameters. • Program parameters. • Calibrate sensors. The tools that are listed in Table 3 are required in order to enable a service technician to perform the procedures.

Illustration 7

g00688273

Integrated temperature sensing module

The integrated temperature sensing module monitors thermocouples that are located at the exhaust port of each cylinder. Thermocouples are also mounted at the inlets and outlets to the turbochargers. The temperatures are broadcast over data links for use with other modules. The integrated temperature sensing module calculates the average temperature for each bank. Event codes are generated if the following conditions occur:

• The temperature is higher than the limit that is programmed.

• The temperature is lower than the limit that is programmed.

• The temperature of a cylinder deviates significantly from the average temperature for all of the cylinders.


Table 3

Service Tools Pt. No.

Description

Functions

N/A

Personal Computer (PC)

This PC configuration is recommended: Intel Pentium II 333 mHz processor 64 megabyte of RAM 4.3 GB hard drive 14X speed CD-ROM drive

N/A

Personal Computer (PC)

This PC configuration has the minimum requirements: IBM PC compatible 100 MHz processor 32 megabyte of RAM 10 MB of available hard drive space CD-ROM drive 3.5 inch 1.44-MB floppy disk drive Windows NT or Windows 95 RS232 port with 16550AF UART VGA monitor or display

“JERD2124 Version 2001B”

Software

Single user license for Cat ET If a more recent version of this software is available, the more recent version may be used.

“JERD2129”

Software

Data subscription for all engines

171-4401

Communication Adapter II (1)

The communication adapter is connected between the PC (Cat ET) and the ECM.

196-0055

Serial Cable As

(1)(2)

This cable connects the PC to the 171-4401 Communication Adapter II.

160-0141

Serial Cable As

(2)

This cable connects the PC to the 171-4401 Communication Adapter II.

207-6845

Adapter Cable As (1)(3)

This cable connects the 171-4401 Communication Adapter II to the 7X-1414 Data Link Cable As.

7X-1701

Communication Adapter

The communication adapter is connected between the PC (Cat ET) and the ECM.

7X-1425

Serial Cable As

This cable connects the PC (Cat ET) to the 7X-1701 Communication Adapter.

139-4166

Adapter Cable As

This cable connects the 7X-1701 Communication Adapter to the 7X-1414 Data Link Cable As.

7X-1414

Data Link Cable As

This cable connects the service tool connector on the engine mounted terminal box to the 139-4166 Adapter Cable As.

8T-8726

Adapter Cable As

This breakout harness is for use between the jacks and the plugs of the sensors.

151-6320

Wire Removal Tool

This tool is used for the removal of pins and sockets from Deutsch connectors and AMP connectors.

1U-5804

Crimp Tool

This tool is used for work with CE electrical connectors.

9U-7330

Digital Multimeter

The multimeter is used for the testing and the adjusting of electronic circuits.

7X-1710

Multimeter Probes

The probes are used with the multimeter to measure voltage in wiring harnesses without disconnecting the harnesses.

5P-7277

Voltage Tester

The tester is used to test for voltage in circuits, relays, bulbs, wires, and switches.

(1) (2) (3)

This item is included in the 171-4400 Communication Adapter Gp. Either the 160-0141 or the 196-0055 cable may be used. Either the 160-0133 or the 207-6845 cable may be used.


Note: Either the 171-4401 Communication Adapter II or the 7X-1700 Communication Adapter Gp can be used. However, the 7X-1700 Communication Adapter Gp is no longer serviced.

Caterpillar Electronic Technician (ET) The Caterpillar Electronic Technician (ET) is designed to run on a personal computer. Cat ET can display the following information:

• Parameters • Diagnostic codes • Event codes • Engine configuration • Status of the monitoring system Cat ET can perform the following functions:

• Diagnostic tests • Sensor calibration Illustration 8

• Flash downloading • Set parameters Connecting Cat ET with the 171-4401 Communication Adapter II The battery supplies the communication adapter with 24 VDC. Use the following procedure to connect Cat ET and the communication adapter to the engine. 1. Turn the engine control switch to the OFF position.

g00694774

(1) PC (2) 196-0055 Serial Cable or the 160-0141 Serial Cable (3) 171-4401 Communication Adapter II (4) 207-6845 Adapter Cable (5) 7X-1414 Data Link Cable

2. Connect cable (2) to the RS232 serial port of PC (1). 3. Connect cable (2) to communication adapter (3). 4. Connect cable (4) to communication adapter (3). 5. Connect cable (4) to cable (5). 6. Connect cable (5) to the service tool connector of the terminal box. 7. Turn the engine control switch to the ON position. The engine should be OFF. If Cat ET and the communication adapter do not communicate with the ECM, refer to Troubleshooting, “Electronic Service Tool Will Not Communicate With ECM”.

Connecting Cat ET with the 7X-1701 Communication Adapter The battery supplies the communication adapter with 24 VDC. Use the following procedure to connect Cat ET and the communication adapter to the engine.


1. Turn the engine control switch to the OFF position.

i01726945

Engine Monitoring System SMCS Code: 1901-038 The Electronic Control Module (ECM) monitors the operating parameters of the engine. The ECM can initiate responses if a specific engine parameter exceeds an acceptable range. Three possible responses may be available for each parameter: “WARNING”, “DERATE”, and “SHUTDOWN”. Some of the responses are not available for some of the parameters. Use the Caterpillar Electronic Technician (ET) to perform the following activities:

• Select the available responses. • Program the level for monitoring. • Program delay times for each response. The default settings for the parameters are programmed at the factory. To accommodate unique applications and sites, the parameters may be reprogrammed with Cat ET. The screens of Cat ET provide guidance for the changing of trip points.

Illustration 9 (1) (2) (3) (4) (5)

g00694776

PC 7X-1425 Serial Cable 7X-1701 Communication Adapter 139-4166 Adapter Cable 7X-1414 Data Link Cable

2. Connect cable (2) to the RS232 serial port of PC (1). 3. Connect cable (2) to communication adapter (3). 4. Connect cable (4) to communication adapter (3). 5. Connect cable (4) to cable (5). 6. Connect cable (5) to the service tool connector of the terminal box.

Note: Some of the parameters are protected by factory passwords. Other parameters can be changed with customer passwords.

Changing the Settings of the Monitoring System Use the following procedure to change settings of the parameters: 1. Use Cat ET and select the “Service/Monitoring System” screen. 2. Highlight the desired parameter. Then click on the “Change” button in the lower left corner of the screen. The “Change Monitor System” screen will appear. 3. Change the “State” to “On” or “Off”.

7. Turn the engine control switch to the ON position. The engine should be OFF. If Cat ET and the communication adapter do not communicate with the ECM, refer to Troubleshooting, “Electronic Service Tool Will Not Communicate With ECM”.

4. Set the “Trip Point” and the “Delay Time” according to the “Allowed Values” in the lower half of the screen. 5. Click the “OK” button. If a password is required, the “Enter Passwords” screen will appear. Enter the correct passwords and then click the “OK” button. The new settings will be effective immediately.


Monitoring Parameters “Low System Voltage” The trip point for this parameter is set at the factory. The trip point cannot be changed. If the system voltage reaches the trip point, the ECM will generate a warning or a shutdown.

“High Engine Coolant Temperature” If the engine coolant temperature reaches the trip point, the ECM will generate a warning, a derating, or a shutdown.

“Low Engine Coolant Temperature” If the engine coolant temperature reaches the trip point, the ECM will generate a warning.

“Engine Overspeed” If the engine speed reaches the trip point, the ECM will activate an engine shutdown. A typical trip point is 118 percent of the engine’s rated speed.

“High Engine Oil Temperature” If the engine oil temperature reaches the trip point, the ECM will generate a warning or a shutdown.

“High Oil Filter Differential Pressure”

“High Jacket Water to the Engine Oil Temperature Differential” If the differential temperature of the jacket water and the engine oil reaches the trip point, the ECM will generate a warning or a shutdown.

“Low Gas Fuel Differential Pressure” If the fuel differential pressure reaches the trip point, the ECM will generate a warning.

“High Gas Fuel Differential Pressure” If the fuel differential pressure reaches the trip point, the ECM will generate a warning.

“High System Voltage” The trip point for this parameter is set at the factory. The trip point cannot be changed. If the system voltage reaches the trip point, the ECM will generate a warning or a shutdown.

Trip Points of the Engine Load for High Inlet Air Temperature This feature provides a trip point between high engine load and low engine load. The trip point is used for events that involve high inlet air temperature. The trip point for the events is based on the engine load. The possible responses of the system include warning, derating, and shutdown.

The trip point for this parameter is set at the factory. The trip point cannot be changed. The parameter cannot be turned off. The parameter is always ON. If the engine oil filter differential pressure reaches the trip point, the ECM will generate a warning or a shutdown.

If the load is greater than the trip point, the trip point for the “High Inlet Air Temperature at High Engine Load” event is used for the logging of the high inlet air temperature.

“Low Oil Filter Differential Pressure”

If the load is less than the trip point, the trip point for the “High Inlet Air Temperature at Low Engine Load” event is used for the logging of the high inlet air temperature.

The trip point for this parameter is set at the factory. The trip point cannot be changed. The parameter cannot be turned off. The parameter is always ON. If the engine oil filter differential pressure reaches to the trip point, the ECM will generate a warning or a shutdown.

“High Fuel Temperature” If the engine oil temperature reaches the trip point, the ECM will generate a warning.

“Low Fuel Pressure” If the fuel pressure reaches the trip point, the ECM will generate a warning.

“High Inlet Air Temperature at Low Engine Load” The “Service/Configuration” screen of Cat ET defines the “High Inlet Air Temp Engine Load Set Point”. The ECM can activate a warning, a derating, or a shutdown if the inlet air temperature reaches the trip point during the low load operation that is defined.


“High Inlet Air Temperature at High Engine Load” The “Service/Configuration” screen of Cat ET defines the “High Inlet Air Temp Engine Load Set Point”. The ECM can activate a warning, a derating, or a shutdown if the inlet air temperature reaches the trip point during the high load operation that is defined.

“High Fuel Pressure” The ECM will activate a warning if the fuel pressure reaches the trip point.

Engine Power Derating The ECM can automatically derate the engine power in order to protect the engine from undesirable operating conditions. The ECM can derate the engine power in response to the following operating conditions:

• E015 High Engine Coolant Temperature • E025 High Inlet Air Temperature at Low Engine Load

• E025 High Inlet Air Temperature at High Engine Load

• E242 Engine Overload The derating for the engine coolant and the inlet air temperatures can be programmed to be ON or OFF with Cat ET. The default setting for the derating is OFF. The temperature for the trip point and the delay time are also programmable. The range for the temperature for the trip point and the delay time is limited. If one of these three deratings is activated, the ECM will reduce the desired engine speed by 0.1 percent per each second. After the condition which activated the derating is gone, the ECM will increase desired engine speed by 0.1 percent per each second. The derating is deactivated when a derating of 0 percent is achieved and the original desired engine speed is restored. For example, if the desired engine speed is 1507 rpm and a derating is activated, the desired engine speed will be reduced to 1477 rpm in 20 seconds. If the condition that activated the derating is gone after 20 seconds, the desired engine speed will return to 1507 rpm in 20 seconds. In this example, the incident lasted for 40 seconds. The derating for “Engine Overload” is programmed to be ON at the factory. This derating cannot be adjusted via Cat ET. The default value for the derating is 110 percent of the rated load.

If more than one derating is active, the ECM will automatically use the largest value that is programmed for a derating of the desired engine speed. When a derating of 0 percent is achieved, all of the deratings are deactivated.

Default Settings of the Monitoring System Examples of the default settings for the parameters are listed in Table 4. The values may have changed. Use the Cat ET to determine the programming for your engine. Many of the items can be reprogrammed in order to accommodate the requirements of individual sites.


Table 4

Default Settings of the Programmable Monitoring System Parameter

Event Code

System Response

“Low System Voltage”

E043 (1)

Warning

State

On

Trip Point

Delay in Seconds

20 volts

20

18 volts

10

(1)

E042 (3)

Shutdown

“E017 (1)”

Warning

“E016 (3)”

Shutdown

“E015 (2)”

Derating

Off

109 C

“Low Engine Coolant Temperature”

E038 (1)

Warning

On

5 C

“Engine Overspeed”

E004 (3)

Shutdown

1770 rpm

“High Engine Oil Temperature”

E020 (1)

Warning

102 C

E019 (3)

Shutdown

“High Oil Filter Differential Pressure”

E129 (1)

Warning

“High Engine Coolant Temperature”

“Low Oil Filter Differential Pressure”

(1)

(1)

111 C

104 C On

(1)

80 to 129 C 20

Customer

0

Factory

1200 to 2125 rpm

Customer

85 to 102 C

Factory

85 to 104 C

20

103 kPa

Customer

E127 (1)

Warning

35 kPa

Customer

E128 (3)

Shutdown

7 kPa

Factory

E053 (1)

On Warning

On

“Low Gas Fuel Differential Pressure”

E864 (1)

“High Gas Fuel Differential Pressure”

E865 (1)

“High System Voltage”

E050 (1)

60 C

20

105 kPa

10

E027 (1)

“High Inlet Air Temperature at High Engine Load”

80 to 138 kPa

Factory

7 to 80 kPa 0 to 60 C 1 to 60

(1)

Shutdown

20 C

Customer

100 to 135 kPa

20 Factory

0 to 20 C

5 kPa On

“High Inlet Air Temperature at Low Engine Load”

10

0

14 C

E123 (1) E124 (3)

1 to 60 5 to 80 C

Shutdown

“Low Fuel Pressure”

Range of the Delay in Seconds

113 C

E130 (3)

E223 (1)

“High Fuel Pressure”

On

Range

This item cannot be programmed.

138 kPa

“High Fuel Temperature”

“High Jacket Water to Engine Oil temperature Differential”

On

Security Level Password

10

Customer

0 to 35 kPa

35 kPa

Warning On

(1)

34 volts

On

69 C

Off

100 C

E025 (2)

Derating

E026 (3)

Shutdown

E027 (1)

Warning

On

53 C

E025 (2)

Derating

Off

100 C

E026 (3)

Shutdown

E096 (1)

Warning

On

On

(1)

(1)

On

73 C

20 ec

This item cannot be programmed. 32 to 85 C

20 Customer

32 to 100 C

57 C 135 kPa

This parameter is permanently active. This parameter cannot be turned off.

10

100 to 135 kPa

1 to 60


Separate timers are used in the ECM for each response that is associated with a parameter. If a trip point is reached, the timer for that event is started. For example, the warning for “High Engine Coolant Temperature E017 (1)” can be set to 95 C with a five second delay. The timer starts counting if the coolant temperature reaches 95 C. If the temperature is not reduced to less than 95 C within five seconds, the event becomes active and the event is logged.

Conditions for Parameters Some of the programmable parameters are dependent on the status of an ECM output before the parameters are allowed to function. Some of the parameters are allowed to function after the crank terminate relay has been energized for more than 30 seconds. Other parameters are allowed to function after the output for the fuel control relay is energized. Some parameters are not dependent upon any conditions. The conditions are designed to eliminate false events during start-up if the customer has programmed a delay time to zero. The conditions are listed in Table 5. Table 5

Conditions for Activation for Monitoring the Parameters Parameter

Condition

“Low System Voltage”

None

“High Engine Coolant Temperature”

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

“Low Engine Coolant Temperature”

None

“Engine Overspeed”

None

“High Engine Oil Temperature”


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

The fuel control relay is energized.

“High Jacket Water to Engine Oil Temp Differential”


“Low Gas Fuel Differential Pressure”


“High Gas Fuel Differential Pressure” “High System Voltage”

None

“High Inlet Air Temperature at Low Engine Load”


“High Inlet Air Temperature at High Engine Load” “High Fuel Pressure”


Use care when you program the trip points and the delay times. Ensure that the response of the ECM is correct for the application. The monitoring system will accept any settings within the ranges.


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

Programmable Parameters of the Integrated Temperature Sensing Module The Integrated Temperature Sensing Module (ITSM) monitors the temperatures of the cylinder exhaust ports, the inlets of the turbocharger turbine, and the outlets of the turbocharger turbines. If a temperature exceeds an acceptable range, the ITSM can initiate a “WARNING” or “SHUTDOWN”. Both of the responses are available for all of the parameters. Use Cat ET to perform the following activities:

• Select the available responses. • Program the level for monitoring. • Program delay times for each response. Note: To initiate the responses, the ITSM sends commands to the ECM via the Cat Data Link. If the connection between the ITSM and the ECM is not correct, the ITSM cannot initiate any response. The default settings for the parameters are programmed at the factory. To accommodate unique applications and sites, the parameters may be reprogrammed with Cat ET. The screens of Cat ET provide guidance for changing trip points. Table 6 lists default examples of the values for the parameters. However, the values may have changed. Use Cat ET to determine the programming for your engine. The items can be reprogrammed in order to accommodate the requirements of individual sites. Use care when you program the trip points and the delay times. Ensure that the response of the ITSM is correct for the application. The monitoring system will accept any setting within the ranges. If the trip point for a shutdown is programmed to activate before the trip point for a warning, the engine will shut down and the warning will not be activated.


Table 6

Default Settings for the Integrated Temperature Sensing Module Parameter

Event Code

“High Exhaust Temperature”

E801 (1) through E816 (1)

Warning

E801 (3) through E816 (3)

Shutdown

650 C

E821 (1) through E836 (1)

Warning

50 C

“Exhaust Port Temperature High Deviation”

“Exhaust Port Temperature Low Deviation”

“High Turbo Turbine Inlet Temperature”

“High Turbo Turbine Outlet Temperature”

“Low Turbo Turbine Inlet Temperature”

“Low Turbo Turbine Outlet Temperature”

System Response

State

Trip Point

Delay in Seconds

495 C

5

Security Level Password

Range

Range of the Delay in Seconds

100 to 1000 C

On

E821 (3) through E836 (3)

Shutdown

E841 (1) through E856 (1)

Warning

50 C

E841 (3) through E856 (3)

Shutdown

150 C

E245 (1) E246 (1)

Warning

495 C

E245 (3) E246 (3)

Shutdown

650 C

E243 (1) E244 (1)

Warning

495 C

E243 (3) E244 (3)

Shutdown

650 C

150 C 10 to 500 C

Customer

Off

E249 (1) E250 (1)

Warning

250 C

E249 (3) E250 (3)

Shutdown

100 C

E247 (1) E248 (1)

Warning

250 C

E247 (3) E248 (3)

Shutdown

100 C

Separate timers are used in the ITSM for each response that is associated with a parameter. If a trip point is exceeded, the timer for that event is started. For example, the warning for the “High Exhaust Temperature” (E801 (1)) can be set to 495 C with a five second delay. The timer starts counting if the exhaust port temperature of the number 1 cylinder reaches 495 C. If the temperature is not reduced to less than 495 C within five seconds, the event becomes active and the event is logged.

1 to 6000

10

100 to 1000 C


Programming Parameters i01726978

Programming Parameters SMCS Code: 1901-038 Programmable parameters enable the engine to be configured in order to meet the requirements of the application. The system configuration parameters must be programmed when the application is installed. Perform this programming before the initial engine start-up. Data from a gas analysis and data on engine performance are required in order to determine the correct settings for the ignition timing and the exhaust oxygen. Incorrect programming of parameters may lead to complaints about performance and/or to engine damage. Programmable parameters can be classified into the following types: engine identification, timing control, air/fuel ratio control, speed control, and start/stop control. If the Electronic Control Module (ECM) is replaced, the appropriate parameters must be copied from the old ECM. This can be done with the “Copy Configuration” feature of the Caterpillar Electronic Technician (ET). Alternatively, the settings can be recorded on paper and then programmed into the new module. NOTICE Changing the parameters during engine operation can cause the engine to operate erratically. This can cause engine damage. Only change the settings of the parameters when the engine is STOPPED.

i01726982

Customer Passwords SMCS Code: 1901 Certain monitoring system parameters and system configuration parameters may be protected with customer passwords. Use of the passwords helps to prevent free access to the modification of the parameters. If the customer passwords are not programmed, all of the parameters are unprotected.

The customer passwords can be changed, if necessary. The customer passwords or a factory password is needed in order to change the customer passwords. If the customer passwords are forgotten, factory passwords can be acquired from Caterpillar. After the customer passwords are entered, the passwords are required in order to change certain parameters. Once the passwords are entered successfully, the passwords are not requested again until another screen is accessed or the data link is interrupted. This feature is enabled by programming two customer passwords. Use the following procedure to program the passwords. The same procedure is used to change the passwords: 1. Access the “Service/Configuration” screen of the Caterpillar Electronic Technician (ET). 2. Highlight the “Customer Password #1” parameter. Click on the “Change” button in the lower right corner of the screen. Note: Be sure to record the customer passwords. Store the passwords securely. The passwords can have a maximum of eight characters. Alphanumeric characters may be used. The passwords are case sensitive. 3. Enter the password in the “Change Parameter Value” dialog box and click on the “OK” button. 4. Highlight the “Customer Password #2” parameter. Click on the “Change” button in the lower right corner of the screen. 5. Enter the password in the “Change Parameter Value” dialog box and click on the “OK” button. The passwords are now programmed into the memory of the Electronic Control Module (ECM). Make a copy of Table 7 and record your passwords. Store the passwords securely. Table 7

Customer Passwords Customer Password #1 Customer Password #2


i01727009

i01727016

Factory Passwords

Factory Passwords Worksheet

SMCS Code: 1901-038

SMCS Code: 1901-038

Factory level security passwords are required for clearing certain logged events and for changing certain programmable parameters. Because of the passwords, only authorized personnel can make changes to some of the programmable items in the Electronic Control Module (ECM). When the correct passwords are entered, the changes are programmed into the ECM.

Note: A mistake in recording this information will result in incorrect passwords.

Factory passwords are required to program the following shutdowns:

Table 8

Factory Passwords Worksheet Dealer Code Customer’s Name Address

• “Engine Overspeed” Telephone Number

• “High Engine Oil Temperature” • “High Oil Filter Differential Pressure”

Information from the “Enter Factory Passwords” Screen on the Caterpillar Electronic Technician (ET) Serial Number for Cat ET

• “Low Oil Filter Differential”

Engine Serial Number

• “High Jacket Water to Engine Oil Temperature

ECM Serial Number

Differential”

Diagnostic Clock(1)

The “Enter Factory Passwords” screen on Cat ET will display the following parameters. To obtain the proper passwords, the information must be given to an authorized Caterpillar dealer:

Total Tattletale

• Current ECM

Factory Password (No. 1)

Reason Code Factory Passwords

Factory Password (No. 2)

• Serial number of the service tool

(1)

Do not obtain this information from the service meter.

• Serial number of the engine i01726985

• Serial number of the ECM • Diagnostic clock • Total Tattletale • Reason The old interlock code is required to change the interlock code on a used ECM. The passwords are controlled by Caterpillar. The passwords may only be obtained by an authorized Caterpillar dealer. The passwords may only be used for one programming session. After you exit the “Enter Factory Passwords” screen on Cat ET, a different set of passwords will be required before you can program the ECM. Factory passwords are not required for the first hour of operation for a new ECM. After the hour expires, factory passwords are required for some of the programming.

Flash Programming SMCS Code: 1901-038 Software is located in the flash memory of the Electronic Control Module (ECM) and the Integrated Temperature Sensing Module (ITSM). The Caterpillar Electronic Technician (ET) can be used to flash new software into the ECM or the ITSM. This is the only method for updating the software. The module that contains the software cannot be physically removed from the ECM. This eliminates the risk of moisture entry into the ECM due to improper seal installation. The flash is accomplished by transferring the data from Cat ET to the module via data link wiring. The Software, JERD2124 or Software, JERD2129 is used.


Flash Programming If the slowest baud rate of Cat ET is selected, flash programming can last up to 15 minutes. Be sure to set the baud rate to the fastest rate for your PC. To select the baud rate, use the “Utilities/ Preferences” option on the Cat ET. Select the “Communications” tab and click on “Advanced...”. Then select the baud rate from the “Advanced Communication Settings” menu and click the “OK” button. If a communication error occurs, select a slower baud rate in order to improve the reliability. Note: The 141-1957 Electronic Control (ITSM) will not function properly with the Software, “190036601.fls”. Do not use any subsequent version such as Software, “190036602.fls” and Software, “190036603.fls”, etc. Do not flash this software into the 141-1957 Electronic Control.

8. Program the configuration parameters and the monitoring system parameters. The parameters must be programmed in order to ensure proper engine operation. Refer to Troubleshooting, “Engine Monitoring System” and Troubleshooting, “System Configuration Parameters”. 9. Start the engine and check for proper operation. a. If a diagnostic code of 268-02 “Check Programmable Parameters” is generated, program any parameters that were not in the original software. b. Access the “Configuration” screen under the “Service” menu in order to determine the parameters that 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.

1. Connect Cat ET to the service tool connector. 2. Turn the engine control switch to the STOP position. Cat ET will not flash if the engine control switch is in the OFF or START position. 3. Select “WinFlash” from the “Utilities” menu on the Cat ET.

“WinFlash” Error Messages If you receive any error messages during flash programming, click on the “Cancel” button in order to stop the process. Access the information about the “ECM Summary” under the “Information” menu. Make sure that you are flashing the correct file for your engine.

“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.

i01756490

System Configuration Parameters SMCS Code: 1901-038 Certain parameters are unique for each engine application. Table 9 is a list of the parameters that can be configured for G3500B Engines. The values of the parameters can be viewed on the “Configuration” screen of the Caterpillar Electronic Technician (ET). Table 9

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 “Open”. 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”.

Configuration Parameters for G3500B Engines Information for the Electronic Control Module (ECM) “Engine Serial Number” “Equipment ID” “Customer Password #1” “Customer Password #2” “Total Tattletale” (continued)


(Table 9, contd)

(Table 9, contd)

Configuration Parameters for G3500B Engines

Configuration Parameters for G3500B Engines

“KW Meter Offset”

Override Parameters

“KW Meter KW/Volt”

“Oxygen Sensor Override”

Timing Control

“Requested Detonation Derate Percentage Override” (1)

“First Desired Timing” “Second Desired Timing”

Information for the Electronic Control Module (ECM)

Air/Fuel Ratio Control “Fuel Quality”

“Engine Serial Number”

“Gas Specific Gravity” “Fuel Specific Heat Ratio”

This parameter is only for 60 Hz engines.

(1)

The engine serial number is programmed into the ECM at the factory. The number is stamped on the engine Information Plate.

“Desired Oxygen At Full Load” “Oxygen Feedback Feature Enabled Status”

“Equipment ID”

“Air/Fuel Proportional Gain” “Air/Fuel Integral Gain”

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

Speed Control “Low Idle Speed”

Customer Passwords

“Minimum Engine High Idle Speed”

Two customer passwords can be entered. The passwords are used to protect certain configuration parameters from unauthorized changes.

“Maximum Engine High Idle Speed” “Engine Accel. Rate” “Desired Speed Input Configuration”

Use the following procedure to enter the customer passwords:

“Governor Type Setting” “Grid Status”

1. Use Cat ET and select the “Service/Configuration” screen.

“Engine Speed Droop” “Governor Proportional Gain”

2. Highlight “Customer Password #1” or “Customer Password #2”. Then click the “Change” button in the lower left corner of the screen.

“Governor Integral Gain” “Governor Derivative Gain” “Auxiliary Proportional Governor Gain 1”

3. Enter the password in the “Change Parameter Value” dialog box. Then click the “OK” button.

“Auxiliary Integral Governor Gain 1” “Auxiliary Derivative Governor Gain 1”

The password is immediately programmed into the ECM memory.

Start/Stop Control “Driven Equipment Delay Time”

Note: Factory level security passwords are required for clearing certain logged events and for changing certain programmable parameters. Because of the passwords, only authorized personnel can make changes to some of the programmable items in the ECM. When the correct passwords are entered, the changes are programmed into the ECM.

“Crank Terminate Speed” “Engine Purge Cycle Time” “Engine Cooldown Duration” “Cycle Crank Time” “Engine Overcrank Time”

“Total Tattletale”

“Engine Speed Drop Time”

This item displays the number of changes that have been made to the configuration parameters.

“Engine Pre-lube Time Out Period” Monitoring and Protection “High Inlet Air Temp Engine Load Set Point” (continued)


“kW Meter Offset”

Air/Fuel Ratio Control

This parameter is unavailable at the time of publication.

“Fuel Quality”

“kW Meter kW/Volt” This parameter is unavailable at the time of publication.

Timing Control “First Desired Timing” The “First Desired Timing” is determined with the methane number of the primary fuel that is used. Use the Engine Performance Sheet, “Fuel Usage Guide”. The ECM selects the “First Desired Timing” when the switch for the selection of the timing is in the open position.

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

“Second Desired Timing”

The ECM reverts to the customer programmed “Fuel Energy Content” during start-up. The ECM also reverts to the customer programmed “Fuel Energy Content” when a problem is detected in the oxygen sensor’s circuit. An accurate customer programmed “Fuel Energy Content” value that is determined by a laboratory is recommended.

The “Second Desired Timing” is determined with the methane number of the alternate fuel that is used and the Engine Performance Sheet, “Fuel Usage Guide”. The gas engine’s ECM selects the “Second Desired Timing” when the timing selection switch is in the closed position. If an alternate fuel is not used, enter the same timing that was entered in the “First Desired Timing”.

The “Fuel Quality” parameter can be used to change the air/fuel ratio when the engine is not operating in “Oxygen Feedback” mode. The operation in “Oxygen Feedback” is determined by the engine’s rating, the application, and the load. Normally, the engine does not operate in “Oxygen Feedback” mode when the load is between 0 percent and up to 25 or 40 percent load.

“Desired Timing”

The engine will not operate in “Oxygen Feedback” when the “Oxygen Feedback Enable Status” parameter is disabled. The operation of the engine will not change if the “Fuel Quality” parameter is changed and the “Oxygen Feedback Enable Status” is enabled. The “Fuel Correction Factor” will automatically compensate.

The “Desired Timing” parameter allows the customer to electronically program the timing of the ignition spark of the electronic system in order to meet the needs for specific applications and specific installations. The desired timing is programmed with Cat ET. The desired timing value can be changed while the engine is running or while the engine is stopped. The value that is entered for the desired timing is the ignition timing when the engine is operating at rated speed and at full load. Note: The actual ignition timing at a given instance may vary from the desired timing value. This variance is due to variations in the engine speed or the detonation. The range for programming the desired timing is 0 to 40 degrees before the top center (TC) position.

“Gas Specific Gravity” The value for the fuel metering valve requires an input for the “Gas Specific Gravity” in order to precisely meter the air/fuel ratio. The “Gas Specific Gravity” can be obtained by a gas analysis of the fuel.


“Desired Oxygen at Full Load”

Speed Control

Program the “Desired Oxygen at Full Load” parameter to the percent of exhaust oxygen that is stated in the Engine Performance Sheet for your application. This parameter is used to trim the oxygen map that is preprogrammed in the gas engine’s ECM at the factory. If the measured exhaust oxygen or the NOX emissions are not the required value, increase the “Desired Oxygen at Full Load” parameter in order to lean the engine or decrease the “Desired Oxygen at Full Load” parameter in order to richen the fuel mixture.

“Low Idle Speed”

“Oxygen Feedback Enable Status” The “Oxygen Feedback Enable Status” can be set to “Enable” or “Disable”. This feature allows the system for the fuel correction factor to be disabled in order to troubleshoot. For example, the disabling of this feature can help determine whether the air/fuel ratio control is the cause of instability. If an exhaust oxygen sensor fails, this parameter can be set to “Disable” in order to allow the engine to run in the open loop mode until a new sensor is obtained. An emissions analyzer must be used to verify the emissions level. The “Fuel Quality” parameter must be adjusted in order to adjust the air/fuel mixture. Note: Do not operate an engine that is unattended in the open loop mode if the fuel has an LHV that is changing. The engine risks a shutdown due to lean misfire or detonation.

“Air/Fuel Ratio Proportional Gain” The “Air/Fuel Ratio Proportional Gain” determines the response of the fuel metering valve to the magnitude of error for the fuel ratio. The factory default setting is 0. This value should not require adjustment. If problems occur, this is one of the last parameters that should be adjusted. The adjustable range is −50 to +50. Negative values reduce the magnitude and positive values increase the magnitude.

“Air/Fuel Ratio Integral Gain” The “Air/Fuel Ratio Integral Gain” determines the response of the fuel metering valve to the error that is accumulated over time for the air/fuel ratio. The factory default setting is 0. This value should not require adjustment. If problems occur, this is one of the last parameters that should be adjusted. The adjustable range is −50 to +50. Negative values reduce the magnitude and positive values increase the magnitude.

Program this parameter to the desired low idle rpm. The low idle rpm can be programmed from 500 to 1100 rpm.

“Minimum Engine High Idle Speed” Program this parameter to the desired minimum high idle rpm. The actual high idle speed is regulated by the desired speed input. The regulation is linear in proportion to the input. An input of 0 percent results in the minimum high idle rpm and an input of 100 percent results in the maximum high idle rpm.

“Maximum Engine High Idle Speed” Program this parameter to the desired maximum high idle rpm. The actual high idle speed is regulated by the desired speed input. The regulation is linear in proportion to the input. An input of 0 percent results in the minimum high idle rpm and an input of 100 percent results in the maximum high idle rpm.

Speed Selection The desired speed operates at low idle speed or high idle speed. The speed is selected by the position of the idle/rated switch and by the status of the engine oil pressure. If the switch is in the idle position, the ECM will always select the low idle speed. If the engine oil pressure is less than the trip point for the low oil pressure warning, the ECM will always select low idle speed regardless of the position of the idle/rated switch. If the oil pressure is greater than the trip point for the low oil pressure warning and the switch is in the rated position, the ECM will select the high idle speed.

“Engine Accel. Rate” This parameter controls the rate for engine response to a change in the desired engine speed. For example, the engine can be programmed to accelerate at a rate of 50 rpm per second when the “Idle/Rated” switch is turned to the “Rated” position.

“Desired Speed Input Configuration” The ECM reads the desired engine speed from a throttle position sensor. The parameter “Desired Speed Input Configuration” will determine the type of signal from the throttle position sensor. The output signal from the throttle position sensor can be either 0 to 5 VDC or 4 to 20 mA.


Note: Do not select “PWM” for the desired speed input. The ECM is not configured to accept a pulse width modulated signal for input of the desired engine speed.

“Governor Type Setting” The “Governor Type Setting” parameter can be set to “Isochronous Mode” or to “Droop Mode”. This setting is dependent upon the application of the engine. The status of the “Governor Type Setting” can be observed on the “Status Group 5 Governor Type Setting” on Cat ET. There are two methods for selecting the setting. For some engines, the ECM is programmed to read the status of terminal J1-13. If the terminal is unconnected, the governor is set to “Isochronous Mode”. If the terminal is grounded, the governor is set to “Droop Mode”. To set the governor to “Droop Mode”, fabricate a jumper wire with Deutsch connectors on both ends. Connect one end to terminal J1-13 and connect the other end to terminal J1-31 (return). For other engines, the configuration parameter is programmed with Cat ET.

“Governor Proportional Gain” Note: The default values that are programmed into the ECM for the governor gain settings should be sufficient for most applications. If you have a problem with instability, always investigate other causes before you adjust the governor gain settings. These other conditions can cause instability: diagnostic codes, unstable gas pressure, incorrect throttle angle, and position of the wastegate. The “Governor Proportional Gain” determines the throttle response of the governor to the magnitude of the error in engine speed. This parameter is based on a proportional multiplier. This parameter changes the reaction of the governor when the “Grid Status” parameter is “OFF”. If this gain is adjusted and the “Grid Status” is “ON”, the stability is not affected. To change this parameter, use the “Graph” feature on the “Governor Gain” screen. The graph provides the best method for observing the effects of the adjustment on engine stability. If changing this gain causes no effect, check the “Grid Status” in order to make sure that the status is “OFF”.

“Governor Integral Gain” “Grid Status” The generator’s “Grid Status” parameter can be set to “On” or “Off”. The “Grid Status” can be observed on the “Status Group 5 Grid Status” on Cat ET. The ECM is programmed to read the status of terminal J1-66. If the terminal is unconnected, the “Grid Status” is “Off”. If the terminal is grounded, the “Grid Status” is “On”. To set the “Grid Status” to “On”, fabricate a jumper wire with Deutsch connectors on both ends. Connect one end to terminal J1-66 and connect the other end to terminal J1-31 (return).

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

This parameter determines the throttle response of the governor to the error of engine speed that is accumulated over time. This parameter is based on an integral multiplier. This parameter changes the reaction of the governor when the “Grid Status” parameter is “OFF”. If this gain is adjusted and the “Grid Status” is “ON”, the stability is not affected. To change this parameter, use the “Graph” feature on the “Governor Gain” screen. The graph provides the best method for observing the effects of the adjustment on engine stability. If changing this gain causes no effect, check the “Grid Status” in order to make sure that the status is “OFF”.

“Governor Derivative Gain” This parameter changes the governor’s response to the rate of change in the engine speed fluctuation. This parameter is based on a derivative multiplier when the “Grid Status” parameter is “Off”. If the gain is changed and the “Grid Status” is “On”, the stability of the engine will not change. This parameter is changed with the “Graph” feature on the “Governor Gain” screen. The graph provides the best method for observing the effects of the adjustment on engine stability. If changing this gain causes no effect, check the “Grid Status” in order to make sure that the status is “OFF”.


“Auxiliary Proportional Governor Gain 1”

“Crank Terminate Speed”

This parameter changes the governor’s response. This parameter is based on a proportional multiplier when the engine’s “Grid Status” parameter is “On”. If the gain is changed and the “Grid Status” is “Off”, the stability of the engine will not change. This parameter is changed with the “Graph” feature on the “Governor Gain” screen. The graph provides the best method for observing the effects of the adjustment on engine stability. If changing this gain causes no effect, check the “Grid Status” in order to make sure that the status is “OFF”.

The ECM disengages the starting motor when the engine speed exceeds the programmed “Crank Terminate Speed”. The default value of 250 rpm should be sufficient for all applications.

“Engine Purge Cycle Time” The “Engine Purge Cycle Time” is the duration of time for the engine to crank without fuel before the crank cycle. The “Engine Purge Cycle Time” allows any unburned fuel to exit through the exhaust before you fire the engine.

“Auxiliary Integral Governor Gain 1” This parameter changes the governor’s response. This parameter is based on an integral multiplier when the engine’s “Grid Status” parameter is “On”. If the gain is changed and the “Grid Status” is “Off”, the stability of the engine will not change. This parameter is changed with the “Graph” feature on the “Governor Gain” screen. The graph provides the best method for observing the effects of the adjustment on engine stability. If changing this gain causes no effect, check the “Grid Status” in order to make sure that the status is “ON”.

“Auxiliary Derivative Governor Gain 1” This parameter changes the governor’s response. This parameter is based on a derivative multiplier when the engine’s “Grid Status” parameter is “On”. If the gain is changed and the “Grid Status” is “Off”, the stability of the engine will not change. This parameter is changed with the “Graph” feature on the “Governor Gain” screen. The graph provides the best method for observing the effects of the adjustment on engine stability. If changing this gain causes no effect, check the “Grid Status” in order to make sure that the status is “ON”.

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

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

“Engine Overcrank Time” The “Engine Overcrank Time” determines the length of time for the ECM to attempt to start the engine. An event is generated if the engine does not start within this period of time.

Start/Stop Control Parameters

Example Setting

“Driven Equipment Delay Time”

Table 10

Examples of the Settings for Start-up

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

Parameter

Time

“Purge Cycle Time”

10 seconds

“Cycle Crank Time”

30 seconds

“Overcrank Time”

280 seconds

The following sequence will occur if the parameters are programmed according to the example in Table 10: 1. The fuel and the ignition are OFF. The engine will crank for 10 seconds in order to purge gas from the engine via the exhaust system.


2. The fuel and the ignition are enabled. The engine will continue to crank for a maximum of 30 seconds.

Override Parameters

3. If the engine does not start, the ignition, the fuel, and the starting motor are disabled for a 30 second “Rest Cycle”.

This parameter enables the oxygen sensor and the oxygen buffer to be energized when the engine is not running. The override facilitates troubleshooting of the sensor’s electrical circuit.

With this example, a complete cycle is 70 seconds: a purge cycle of 10 seconds, a cycle crank of 30 seconds, and a rest cycle of 30 seconds. The “Overcrank Time” of 280 seconds allows a maximum of four crank cycles.

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

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

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

“Oxygen Sensor Override”

“Requested Detonation Derate Percentage Override” This parameter is unavailable at the time of publication. i01727022

Replacing the ECM SMCS Code: 1901-038 The Electronic Control Module (ECM) contains no moving parts. Replacement of the ECM can consume much time. Before you replace an ECM, follow the troubleshooting procedures in this manual in order to be sure that replacement of the ECM will correct the problem. Verify that the suspect ECM is the cause of the problem. Install a test ECM in place of the suspect ECM. Transfer the software from the suspect ECM to the test ECM. Program all the parameters for the test ECM in order to match the parameters of the suspect ECM. The parameters must match. Refer to the following test steps for details on programming the parameters. If the test ECM resolves the problem, reconnect the suspect ECM. Verify that the problem recurs. If the problem recurs, replace the suspect ECM with the test ECM. Note: If the parameters cannot be read from the suspect ECM, the parameters must be obtained from records or from the factory. Perform the following procedure to replace the ECM. 1. Use the “Service/Copy Configuration/ECM Replacement” function of the Caterpillar Electronic Technician (ET). Save the file. You can select “Load from ECM”. You may also select the “Print” function in order to obtain a paper copy of the parameter settings. Note: Before you replace an ECM, record all of the logged events.


a. Connect the Cat ET with the communications adapter. Select “Service/Copy Configuration/ECM Replacement” from the pull-down menu on Cat ET. Cat ET will load the configuration parameters and the monitoring system parameters of the suspect ECM. b. Select “Load from ECM” in the lower left corner of the Cat ET screen. Select the suspect ECM and select “OK”. After the loading is complete, the Cat ET will display this message: “The data has been successfully loaded from the ECM”. Select “OK”. c. Select “File/Disconnect F8” from the pull-down menu. Note: Do not terminate the Cat ET. 2. Replace the ECM.

Note: Rubber grommets behind the ECM are held in place by the mounting studs. The grommets help to reduce vibration. The grommets may fall when the ECM is removed. Be sure not to lose the grommets. e. Remove the ECM from the terminal box. 3. Install the replacement ECM. a. Use the mounting hardware to install the new ECM. Use a mounting nut to fasten the ground strap for the ECM to the upper left mounting stud. Then install the other three mounting nuts. Check the mounting hardware and the ECM for correct installation. A correctly installed ECM will move slightly on the rubber grommets. If the ECM cannot move slightly on the grommets, check that the washers, spacers, and grommets are positioned correctly. b. Use a 4 mm Allen wrench to connect the P1 and P2 connectors to the ECM. Tighten the screws to a torque of 6 N·m (55 lb in).

a. Turn the engine control switch to the “OFF/RESET” position.

4. Program the configuration parameters and the monitoring system parameters into the replacement ECM. a. Switch circuit breaker (1) to the ON position. b. Turn the engine control switch to the “STOP” position. c. Select “File/Select ECM” from the pull-down menu. d. Select the replacement ECM and click “OK”. e. Select “Service/Copy Configuration/ECM Replacement” from the pull-down menu. Click “OK” on the window.

Illustration 10

g00887172

b. Switch circuit breaker (1) to the OFF position. c. Use a 4 mm Allen wrench to disconnect connector P2 (3) and connector P1 (4). d. Remove mounting nut (2) in order to disconnect the ground strap. Remove the three remaining mounting nuts.

f. Select “Program ECM” from the lower left corner of the screen. Select the replacement ECM and click “OK”. If the correct ECM is shown, select “Yes”. g. After the loading is complete, a window with the message “Programming Conflict Warning” will appear. Select “OK”. h. A window with the message “Program ECM Results” will appear. Select “OK”. Note: When you program a new ECM, factory passwords are not required for the first hour of operation. After one hour, factory passwords are required for changing the parameters that are normally protected with factory passwords.


5. Calibrate the oxygen sensor and the speed/timing sensor. See Troubleshooting, “Oxygen Sensor - Calibrate” and Troubleshooting, “Engine Speed/Timing Sensor - Calibrate”. i01727067

Replacing the ITSM SMCS Code: 1901-038 The Integrated Temperature Sensing Module (ITSM) contains no moving parts. Replacement of the ITSM can consume much time. Before you replace an ITSM, follow the troubleshooting procedures in this manual in order to be sure that replacement of the ITSM will correct the problem. Use the following guidelines to verify that the suspect ITSM is the cause of the problem: Install a test ITSM in place of the suspect ITSM. Transfer the software from the suspect ITSM to the test ITSM. Program all the parameters for the test ITSM in order to match the parameters of the suspect ITSM. The parameters must match. Refer to the following steps for details on programming the parameters.

a. Connect Cat ET with the communications adapter. Select “Service/Copy Configuration/ECM Replacement” from the pull-down menu. Cat ET will load the configuration parameters and the monitoring parameters from the ECM. b. Select “Load from ECM” in the lower left corner of the screen. Select the suspect ITSM and select “OK”. After the loading is complete, Cat ET will display this message: “The data has been successfully loaded from the ECM”. Select “OK”. c. Select “File/Disconnect F8” from the pull-down menu. Note: Do not exit from Cat ET. 2. Replace the ITSM. a. Turn the engine control switch to the “OFF/RESET” position.

If the test ITSM resolves the problem, reconnect the suspect ITSM. Verify that the problem recurs. If the problem recurs, replace the suspect ITSM with the test ITSM. Note: The 141-1957 Electronic Control (ITSM) will not function properly with the Software, “190036601.fls”. Do not use any subsequent version such as Software, “190036602.fls” and Software, “190036603.fls”, etc. Do not flash this software into the 141-1957 Electronic Control.

Illustration 11

g00887190

(1) Circuit breaker in the terminal box for the ECM

Use the following procedure to replace the ITSM: Note: If the parameters cannot be read from the suspect ITSM, the parameters must be obtained from records or from the factory. 1. Use the “Service/Copy Configuration/ECM Replacement” function of the Caterpillar Electronic Technician (ET) in order to transfer the software from the suspect ITSM. You may also select the “Print” function in order to obtain a paper copy of the parameter settings. Note: Before you replace an ITSM, record all of the logged events.

b. Switch the 16 amp circuit breaker for the ECM (1) to the OFF position.


a. Use the mounting hardware to install the new ITSM. If all of the hardware has been removed, lubricate the bottom washers between the mounting plate and the rubber grommets. Be sure to install ground strap (9) between one of the washers on the mounting flange and the nut. Check the mounting hardware and the ITSM for correct installation. A properly installed ITSM will move slightly on the rubber grommets. If the ITSM cannot move slightly on the grommets, check that the washers and grommets are positioned correctly. Illustration 12

g00743125

b. Connect connectors (2) and (3) to the ITSM.

Connectors for the ITSM

4. Program the configuration parameters and the monitoring system parameters into the replacement ITSM.

(2) P40 connector from the thermocouples to the ITSM (3) P18 connector from the ITSM to the terminal box

c. Disconnect connectors (2) and (3) from the ITSM.

a. Switch the circuit breaker in the terminal box ON. b. Turn the engine control switch to the “STOP” position. c. Select “File/Select ECM” from the pull-down menu of Cat ET. d. Select the “Replacement ITSM” and click “OK”. e. Select “Service/Copy Configuration/ECM Replacement” from the pull-down menu. Click “OK” on the window.

Illustration 13

g00743195

Mounting hardware for the ITSM (4) (5) (6) (7) (8) (9)

Nut Washer Mounting flange on the ITSM Rubber grommet Washer Ground strap

Note: One of the mounts for the ITSM has a ground strap that is attached between the nut and the washer. d. Remove the 4 mounting nuts (4) and washers (5) from mounting flanges (6) of the ITSM. The ground strap must also be detached from one of the studs. Note: Rubber grommets for the ITSM are held in place on the mounting studs. The grommets help to reduce vibration. The grommets may fall when the ITSM is removed. Be sure not to lose the grommets. e. Remove the ITSM from the engine. 3. Install the replacement ITSM. Orient the 54 pin P40 connector toward the right of the engine.

f. Select “Program ECM” from the lower left corner of the screen. Select the replacement ITSM and click “OK”. g. After the loading is complete, a window with the message “Programming Complete” will appear. Select “OK”. Note: When you program a new ITSM, factory passwords are not required. Also, the ITSM does not require calibration. i01727078

Troubleshooting Data Sheet SMCS Code: 1901-038 To help troubleshoot a gas engine, complete the information in Table 11. Be sure to include the units of measurement.


Table 11

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

Application

Service hours

Compression ratio

Altitude

Ignition timing

LHV of fuel

Methane number of fuel

Fuel rate

Pressure to the regulator

Differential pressure of the regulator

Brand of oil and type of oil

Engine rpm

Throttle angle

Percent load

Inlet manifold air pressure

Detonation level

Inlet manifold air temperature

Air restriction

Location of temperature probe

Turbocharger boost pressure

left

Exhaust stack temperature

% O2

Cylinder exhaust port temperatures

(1)

(3)

(5)

(7)

(9)

(11)

(13)

(15)

(2)

(4)

(6)

(8)

(10)

(12)

(14)

(16)

Aftercooler water temperature

in

Jacket water temperature

in

Engine oil temperature

right

out

Turbocharger exhaust temperature

left

PPM of NOx

PPM of CO

out

Exhaust stack pressure

right

Brand of exhaust analyzer

in out

Comments

Report the Service Information After you have successfully repaired the engine, it is important to provide good information about the repair. The following topics are recommended for your report: Complaint – Include a description of the customer’s complaint in the report. Cause – Provide a specific description of the cause of the failure. Include the method that was used in order to diagnose the problem. If diagnostic codes or event codes were generated, include all of the codes and the status of the codes. Indicate your determination of the problem. For example, if you performed a diagnostic functional test, identify the test procedure. For example, a visual inspection revealed abrasion of a wire in a harness. Be specific: dynamometer testing of the engine produced power below specifications at 1800 rpm due to the loss of an ignition transformer. Repair – Explain your repair of the problem. For example, you may have installed a new wiring harness. You may have replaced the ignition transformer per instructions from the factory.

The providing of complete, accurate information will help Caterpillar to provide better service to you and to the customer.


Troubleshooting without a Diagnostic Code

Operator Information Obtain the following information from the operator:

• The occurrence and the time of the occurrence i01305323

Symptoms SMCS Code: 1000-038; 1901-038 Some engine symptoms can be unrelated to the electronic control system. This section is for troubleshooting problems that have symptoms without active diagnostic codes. Conditions such as poor fuel quality or improperly adjusted valves can cause some engine symptoms. For basic troubleshooting of the engine, perform the following steps first in order to diagnose a malfunction. 1. Gather information about the complaint from the operator.

• Determine the conditions for the occurrence. The conditions will include the engine rpm and the load.

• Determine if there are any systems that were installed by the dealer or the customer that could cause the symptom.

• Determine whether any other occurrences happened in addition to the symptom.

Diagnostic Codes and Event Codes Examine the following information regarding any codes:

• The probable cause of the symptom is correlated to the code.

2. Verify that the complaint is not due to normal engine operation. Verify that the complaint is not due to error of the operator. 3. Perform a visual inspection. Inspect the following items:

• Fuel supply

• The code was generated when the symptom occurred.

• Codes that are repeatedly logged • The complaint is not due to normal engine operation.

• Oil level

Other Symptoms

• Oil supply

If other occurrences happened in addition to the symptom, investigate the following conditions:

• Wiring • Connectors 4. Check the diagnostic codes and event codes. Repair any active codes. If these inspections do not reveal any problems, identify the probable causes with the procedures in this manual that best describe the symptoms. See Troubleshooting, “Troubleshooting With A Diagnostic Code” or see Troubleshooting, “Troubleshooting With Event Codes”. Check each probable cause according to the tests that are recommended. Be sure to check the connectors. This is specially true for problems that are intermittent. See Troubleshooting, “Inspecting Electrical Connectors”. Narrow the probable cause. Consider the operator information, the conditions of operation, and the history of the engine.

• The other occurrences are related to the symptom.

• The symptoms have a probable cause that is common. i01727325

Detonation SMCS Code: 1901-038

Probable Causes • Excessive load • High inlet air temperature • Incorrect air/fuel ratio • Incorrect timing • Faulty circuit for the timing selection switch


• Changes in the fuel quality • The engine speed/timing sensor is not calibrated. • Faulty circuit for the detonation sensor(s) • Excessive deposits in the combustion chamber

Recommended Repairs Excessive Load

Use the Caterpillar Electronic Technician (ET) to check the ignition timing during engine operation with a load. Compare the timing to the recommended timing in the Engine Performance, “Fuel Usage Guide”. Adjust the ignition timing according to the recommended timing in the Engine Performance, “Fuel Usage Guide”.

Check the Timing Selection Switch

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

Check the position of the timing selection switch. Verify that the switch is in the correct position for the type of gas that is used.

Check the Inlet Manifold Air Pressure

If the position of the switch is correct, troubleshoot the circuit for the switch. Refer to the electrical schematic for the engine.

The calculated engine load increases when the inlet manifold air pressure increases. Measure the inlet manifold air pressure during engine operation with a load. For specific data on the engine, refer to the engine Technical Marketing Information.

Check the Inlet Air Temperature High inlet air temperature can cause detonation. Check the inlet air temperature. Look for the following event codes:

• “E025 (2) High Inlet Air Temperature” (derating) • “E026 (3) High Inlet Air Temperature” (shutdown) • “E027 (1) High Inlet Air Temperature” (warning) Refer to Troubleshooting, “Inlet Air Temperature (High)”.

Air/Fuel Ratio An air/fuel mixture that is too rich will cause detonation. A change in the fuel energy content will change the air/fuel ratio. Obtain a fuel analysis. The fuel supply pressure must be adequate and stable.

Check for Event Codes Regarding the Fuel Check for the following event codes:

• “E229 (1) Fuel Energy Content Setting Low” (warning)

• “E230 (1) Fuel Energy Content Setting High” (warning)

• “E231 (3) Fuel Quality Out Of Range” (shutdown) Refer to Troubleshooting, “Fuel Energy Content”.

Calibrate the Engine Speed/Timing Sensor Note: Only perform this procedure if work on the engine may have affected the engine timing. Also, perform this procedure if the engine speed/timing sensor has not been calibrated. Calibrate the engine speed/timing sensor. Refer to Troubleshooting, “Engine Speed/Timing Sensor Calibrate”.

Check the Detonation Sensors Make sure that the fuel metering valve is operating correctly.

Troubleshoot the detonation sensors. Refer to Troubleshooting, “Detonation Sensors”.

Verify that the exhaust emissions are correct.

Check the Ignition Timing Note: Data from a fuel analysis is required for this procedure.

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


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

i01727336

• Deposits on the valve seats

ECM Will Not Accept Factory Passwords

• Deposits on the valve faces

SMCS Code: 1901-038

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

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

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

i01727423

Driven Equipment

Recommended Repairs

SMCS Code: 1901-038

1. Verify that the correct passwords were entered. Check every character in each password. Turn the engine control switch to the OFF/RESET position for 30 seconds and then retry.

Probable Causes • The Electronic Control Module (ECM) has received a “Start Inhibit” or a “Shutdown” signal.

• The circuit for the signal is faulty.

Recommended Repairs Check the Driven Equipment Determine whether the driven equipment has generated a “Start Inhibit” or “Shutdown” request. Determine the cause for the request. Service the driven equipment according to the recommendations of the OEM of the equipment.

2. Verify that Cat ET is on the “Factory Password” screen. 3. Verify that the following information from Cat ET has been recorded correctly:

• Serial Number of the engine • Serial Number of the ECM • Serial Number of the Cat ET • Total Tattletale • Reason Code

Check the Circuit for the Switch i01754399

The circuit for the switch must remain closed in order to allow the engine to run. Check wiring between the driven equipment and the ECM connector for damage and/or corrosion. Refer to Troubleshooting, “Inspecting Electrical Connectors”. Repair the wiring, as needed. Check the resistance of the circuit between terminals 21 and 31 of the P1 connector. The correct resistance of the circuit is 5 ohms or less. If the resistance is greater than 5 ohms, locate the source of the excessive resistance. Make repairs, as needed.

Electrohydraulic System Oil Pressure (Low) SMCS Code: 1901-038

Probable Causes • The electrohydraulic system’s oil level is low. • The electrical circuit for the electrohydraulic oil pressure switch is open.


• There is an open circuit in the wiring harness

between the electrohydraulic oil pressure switch and the Electronic Control Module (ECM).

5. Use Cat ET to observe the “Hydrax Pressure Switch Status”. The status of the switch should be “Closed”.

• The oil pressure for the electrohydraulic system is insufficient.

Recommended Repairs Check the Electrohydraulic System’s Oil Level Observe the electrohydraulic system’s oil level in the sight gauge on the tank. If necessary, pour oil into the tank until the oil level is between the “ADD” and “FULL” marks on the sight gauge.

6. Continue to observe the “Hydrax Pressure Switch Status”. Wiggle the yellow wire and pull on the wire from the harness connector to the ECM P2 connector. The status of the switch should still be “Closed”. If the “Hydrax Pressure Switch Status” momentarily changes to “Open”, the harness has an intermittent circuit. If there is an intermittent circuit, locate the problem. Make repairs to the harness, when possible. After the harness is repaired, remove the jumper wire from the 3-pin connector. Reconnect the connector.

Check for oil leaks.

Open Circuit for the Electrohydraulic Oil Pressure Switch The electrohydraulic oil pressure switch must remain closed while the engine is running. If the switch opens for more than 1 second, an “E266 (3)” event code is generated and the engine is shut down. The switch opens at 700 ± 103 kPa (102 ± 15 psi). The switch closes at 1206 kPa (175 psi). Check for proper operation of the switch. Apply a known pressure to the electrohydraulic system. While you apply the pressure, use a ohmmeter to observe the status of the contact for the switch between pin A and pin B. If the switch does not function properly, replace the switch.

Open Circuit in the Wiring Harness Use the following procedure to check the harness. Do not operate the engine during this procedure. 1. Turn the engine control switch to the STOP position. 2. Use the Caterpillar Electronic Technician (ET) to observe the “Hydrax Pressure Switch Status”. The status of the switch should be “Open”. 3. Disconnect the 3-pin connector at the electrohydraulic oil pressure switch. 4. Attach a jumper wire between pin A and pin B on the harness connector.

If the harness cannot be repaired, replace the harness.

Check the Oil Pressure of the Electrohydraulic System The electrohydraulic oil pressure switch is designed to close at 1206 kPa (175 psi). The switch is designed to open at 700 ± 103 kPa (102 ± 15 psi). The switch must remain closed during engine operation. Use a gauge to check the oil pressure of the electrohydraulic system at the outlet for the hydraulic pump while the engine is cranking or running. Check the pressure while the engine is at normal operating temperature, when possible. If the pressure is less than 1206 kPa (175 psi), inspect the electrohydraulic system for leaks. Inspect the hydraulic pump. Make repairs, as needed.


i01727343

Electronic Service Tool Will Not Communicate with ECM (The Caterpillar Electronic Technician (ET) Will Not Communicate With the Electronic Control Module (ECM) and/or the Integrated Temperature Sensing Module (ITSM))

2. Disconnect the communication adapter and the cables from the service tool connector. Then reconnect the communication adapter. If you are using the 7X-1700 Communication Adapter Gp, refer to Special Instruction, SEHS9264, “Using the 7X1700 Communication Adapter Group”. If you are using the 171-4401 Communication Adapter II, refer to Manual, NEHS0758, “Communication Adapter II User’s Manual”.

SMCS Code: 1901-038

3. Verify that battery voltage is present between terminal A and terminal B of the service tool connector. If the communication adapter is not receiving power, the display will be blank.

Probable Causes

Electronic Service Tool

• Electrical power supply

In order to eliminate Cat ET as the problem, connect Cat ET to a different engine. If the same problem occurs with a different engine, check Cat ET and the related equipment in order to determine the cause of the problem.

• Electrical connectors • Communication adapter and/or cables • Electronic service tool

Recommended Repairs

i01727351

Engine Coolant Temperature (High)

Electrical Power Supply SMCS Code: 1901-038 Check power to the ECM or the ITSM. Refer to Troubleshooting, “Electrical Power Supply”.

Probable Causes

Note: If the modules are not receiving battery voltage, the modules will not communicate.

• High ambient temperature and/or high inlet air

Electrical Connectors

• Low coolant level and/or coolant leakage

Check the following components:

• Insufficient flow of air or coolant through the

temperature

radiator or heat exchanger

• Battery connections and ground to the ECM or the ITSM

• Wiring harnesses and the connectors for the ECM or the ITSM

• Wiring harnesses and the connectors for the ECM or the ITSM in the terminal box Refer to Troubleshooting, “Inspecting Electrical Connectors”.

• Faulty water temperature regulators • Faulty coolant temperature sensor and/or circuit • Insufficient flow of coolant through the engine • Exhaust restriction • Excessive load • Incorrect ignition timing

Communication Adapter and/or Cables 1. Check the condition of the fuse for the communication adapter.

• Incorrect air/fuel ratio


Recommended Repairs Check for High Ambient Temperature and/or High Inlet Air Temperature Determine if the ambient air temperature is within the design specifications for the cooling system. Check for high inlet air temperature. Refer to Troubleshooting, “Inlet Air Temperature (High)”. Determine the cause of the high air temperature. Make corrections, when possible.

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

Replace the water temperature regulators, if necessary.

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

Check the Flow of Coolant Through the Engine During normal operation, check the status of the following components:

• Switch for the inlet pressure of the jacket water • Sensor for the outlet pressure of the jacket water

Determine whether the leak occurs before the engine overheats. Add coolant, if necessary. If leaking is found, make the necessary repairs.

Check for Insufficient Flow of Air and Coolant Through the Radiator or Heat Exchanger Radiator Check the fins of the radiator for obstructions. Check the fan for proper operation. If the radiator fins are obstructed, clean the fins. If the fan does not operate properly, make the necessary repairs. Heat Exchanger Check for sufficient flow and temperature of the cooling water through the heat exchanger. If the flow of cooling water through the heat exchanger is insufficient, determine the location of the obstruction. If the temperature of the cooling water is too high, determine the cause. Make the necessary repairs.

If the flow of coolant through the engine is not sufficient, determine the cause of the obstruction. Make necessary repairs.

Check the Exhaust Restriction Check the back pressure of the exhaust system. Refer to Systems Operation/Testing and Adjusting, “Air Inlet and Exhaust System”. If the back pressure exceeds the specifications for the engine, determine the cause of the excessive back pressure. Make the necessary repairs.

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

Ignition Timing Note: Data from a fuel analysis is required for this procedure.

Check the Water Temperature Regulators

Use an electronic service tool to check for the correct desired ignition timing. Compare the timing to the recommended timing in the Engine Performance, “Fuel Usage Guide”.

Check the water temperature regulators for proper operation. Refer to Systems Operation/Testing and Adjusting, “Testing the Cooling System”.

Adjust the ignition timing according to the recommended timing in the Engine Performance, “Fuel Usage Guide”.


Air/Fuel Ratio


An air/fuel mixture that is too rich will cause overheating. A change in the fuel energy content will change the air/fuel ratio. Obtain a fuel analysis.

The water temperature regulators should not begin to open until jacket water reaches opening temperature for the regulators. Allow the engine to cool and then start the engine. Check the hose at the outlet for the jacket water. If the hose is warm and normal operating temperature is not achieved yet, a regulator may be stuck open.

The fuel supply pressure must be adequate and stable. Strike the gas pressure regulator with a soft hammer. If the engine speed changes, inspect the internal parts of the gas pressure regulator for wear. Inspect the gas pressure regulator’s diaphragm for leaks. Make sure that the valve moves freely. The valve must seat correctly.

If the water temperature regulators are malfunctioning, check the water temperature regulators according to Systems Operation/Testing and Adjusting, “Testing the Cooling System”. Replace the water temperature regulators, if necessary.

Ensure that the fuel metering valve is operating correctly. Verify that the exhaust emissions are correct. i01727368

i01727427

Engine Cranks but Will Not Start

Engine Coolant Temperature (Low)

SMCS Code: 1000-038; 1901-038

SMCS Code: 1901-038

• Fuel supply

Probable Causes

• Electrical connectors or power supply

• Faulty jacket water heater

• No signal from the speed/timing sensor

• Faulty coolant temperature sensor and/or circuit

• Ignition system

• Faulty water temperature regulators

• Excessive load

Recommended Repairs

Recommended Repairs

Check the Jacket Water Heater

Fuel Supply

Determine if the jacket water heaters are functioning properly.

Make sure that fuel is supplied at a sufficient pressure that is stable. Make sure that the size of the fuel line is sufficient. Inspect the fuel system for leaks.

If the jacket water heaters are not functioning properly, determine the cause of the malfunction of the heaters. Make the necessary repairs.

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

Probable Causes

The following conditions can cause the engine to malfunction:

• Low fuel pressure • High fuel pressure • Poor fuel quality Make sure that the fuel pressure is correct. When possible, interview the operator in order to determine if fuel quality is in question. Try to determine if the source of the fuel was changed.


Inspect the fuel system components: fuel filter, gas pressure regulator, gas shutoff valve, and fuel metering valve. Verify that the system’s components are operating correctly.

Engine Misfires, Runs Rough or Is Unstable

Replace the fuel filter, if necessary.

SMCS Code: 1000-038; 1901-038

Electrical Connectors or Power Supply

Probable Causes

There may be an intermittent interruption of power. Check the wiring harnesses and the connectors. Inspect the connectors in the terminal box. Inspect the battery connections and the ground.

• Cold cylinder

Inspect the wiring from the battery to the Electronic Control Module (ECM). Inspect the wires and the power relay. Check the power and ground connections. Refer to Troubleshooting, “Electrical Power Supply”.

No Signal from the Engine Speed/Timing Sensor

i01727449

• Electrical connectors or power supply • Ignition system • Fuel supply • Incorrect air/fuel ratio • Air inlet restriction • Exhaust restriction

Make sure that the speed/timing sensor is installed correctly. Refer to Troubleshooting, “Speed/Timing Sensor”.

• Incorrect valve lash

Make sure that the timing wheel is correctly installed.

• Throttle

Ignition System

Recommended Repairs

Inspect the ignition transformers for loose connections, moisture, short circuits, and open circuits. Inspect the primary wiring and the secondary electrical connections.

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

Make sure that the correct transformers and spark plugs are installed. Inspect the extenders for signs or pin holes and arcing. Maintain the spark plug according to Operation and Maintenance Manual, “Ignition System Spark Plugs”.

• Cylinder head and related components

The Caterpillar Electronic Technician (ET) and the Integrated Temperature Sensing Module (ITSM) can be used to detect a misfiring cylinder. Use the following procedure:

Make sure that the ignition timing is correct.

1. Use the “Data Link/Select ECM” option on the Cat ET to select the ITSM.

Excessive Load

2. Select “Diagnostics/Diagnostic Tests”.


3. Select the suspect cylinder and click the “Start” button in the lower left corner of the screen. Cat ET will display a graph of the cylinder’s exhaust gas temperature. The output voltage of the transformer’s secondary circuit, the engine speed, and the desired engine speed are also displayed.


Cold Cylinder

Replace the fuel filter, if necessary.

Locate the misfiring cylinder. Check the following components for failure: spark plug, extender, ignition transformer, and primary wiring. Inspect the extender for signs of pin holes and/or arcing.

Air/Fuel Ratio

Refer to Troubleshooting, “Ignition Transformers Secondary Circuit and Spark Plugs”.

Electrical Connectors or Power Supply There may be an intermittent interruption of power. Check the wiring harnesses and the connectors. Inspect the connectors in the terminal box. Inspect the battery connections and the ground. Inspect the wiring from the battery to the control modules. Refer to Troubleshooting, “Electrical Power Supply”.

Ignition System Inspect the ignition transformers for loose connections, moisture, short circuits, and open circuits. Inspect the primary wiring and the secondary electrical connections. Make sure that the correct transformers and spark plugs are installed. Inspect the extenders for signs or pin holes and arcing. Maintain the spark plug according to the engine’s Operation and Maintenance Manual. Make sure that the ignition timing is correct.

Fuel Supply Make sure that fuel is supplied at a sufficient pressure that is stable. Make sure that the size of the fuel line is sufficient. Inspect the fuel system for leaks. The following conditions can cause the engine to malfunction:

• Low fuel pressure • High fuel pressure • Poor fuel quality Make sure that the fuel pressure is correct. When possible, interview the operator in order to determine if fuel quality is in question. Try to determine if the source of the fuel was changed. Inspect the fuel system components: fuel filter, gas pressure regulator, gas shutoff valve, and fuel metering valve. Verify that the system’s components are operating correctly.

An air/fuel mixture that is too rich or too lean will have an adverse effect on engine operation. A change in the fuel energy content will change the air/fuel ratio. Obtain a fuel analysis. The fuel supply pressure must be adequate and stable. Verify that the exhaust emissions are correct.

Air Inlet Restriction The maximum allowable air inlet restriction is 3.75 kPa (15 inches of H2O). If the indication is higher than the maximum permissible restriction, clean the filter element or install a new filter element. Check the restriction again. If the restriction remains too high, inspect the air inlet piping for obstructions. For more information, refer to Systems Operation/Testing and Adjusting, “Restriction of Air Inlet and Exhaust”.

Exhaust Restriction Check for restriction in the exhaust system. Refer to Systems Operation/Testing and adjusting, “Restriction of Air Inlet and Exhaust”.

Incorrect Valve Lash Check the valve lash. Refer to Systems Operation, Testing And Adjusting, “Valve Lash and Valve Bridge Adjustment”.

Cylinder Head and Related Components Measure the cylinder compression. Refer to the engine’s Operation and Maintenance Manual, “Cylinder Pressure - Measure/Record”. Inspect the components of the valve train for good condition. Check for signs of damage and/or wear to the valves, cylinder head gasket, etc. Inspect the condition of the camshafts. If a camshaft is replaced, new valve lifters must be installed.

Throttle Make sure that the throttle actuator is operating properly. If the motion of the actuator is sticky and/or rough, service the actuator. For electrohydraulic actuators, make sure that the hydraulic oil is not contaminated.


i01727473

Engine Oil Filter Differential Pressure SMCS Code: 1308-035

i01727510

Engine Oil Pressure (Low) SMCS Code: 1901-038

Probable Causes

Probable Causes

• Low engine oil level

• Plugged oil filter or faulty oil filter

• Incorrect viscosity

• Faulty oil pressure sensor and/or circuit

• Contaminated engine oil

• Malfunctioning of the oil filter bypass valve

• Faulty oil pressure sensors

Recommended Repairs

• Improper circulation of the engine oil

Check the Oil Filters

• Worn components

Check the oil filter differential pressure. Do not allow the differential pressure to exceed 103 kPa (15 psi). If the oil filter differential pressure is too high, change the oil filter elements.

Recommended Repairs

Inspect the oil filters for good condition. Replace any suspect oil filter.

Check the Oil Pressure Sensors and/or Circuits Use the Caterpillar Electronic Technician (ET) to compare the readings for the filtered oil pressure and the unfiltered oil pressure while the engine is OFF. Make sure that the sensors are correctly wired. If the readings are not approximately zero for both of the sensors, the sensors are wired improperly. Troubleshoot the sensor circuit(s). Refer to Troubleshooting, “Analog Sensor Signal”.

Check the Oil Filter Bypass Valve An oil filter bypass valve that is stuck in the closed position can cause a high reading for differential pressure when the oil is cold. An oil filter bypass valve that is stuck in the open position can cause a low reading for differential pressure when the oil is hot. Check the operation of the oil filter bypass valve. For more information, see Systems Operation/Testing and Adjusting, “Measuring Engine Oil Pressure”. If the oil filter bypass valve is faulty, repair the valve, when possible. Replace the valve, if necessary.

Low Engine Oil Level Check the oil level. Add oil, as needed.

Contaminated Engine Oil Engine oil that is contaminated with another liquid will cause low engine oil pressure. High engine oil level can be an indication of contamination. Obtain an analysis of the engine oil. Determine the reason for contamination of the engine oil and make the necessary repairs. Change the engine oil and the engine oil filter. For the correct engine oil to use, refer to Operation and Maintenance Manual, “Engine Oil”.

Incorrect Viscosity Make sure that the engine is supplied with the correct engine oil. For the correct engine oil to use, refer to Operation and Maintenance Manual, “Engine Oil”.

Faulty Engine Oil Pressure Sensors Use the Caterpiller Electronic Technician (ET) to compare the readings of the filtered engine oil pressure and the unfiltered engine oil pressure while the engine is OFF. Both readings should be close to zero pressure. If a reading is significantly different from zero, replace the suspect engine oil pressure sensor.


Improper Circulation of the Engine Oil

Recommended Repairs

Several factors could cause improper circulation of the engine oil:

Check the Oil Temperature Sensor and/or the Circuit

• The engine oil filter is clogged. Replace the engine oil filter.

• An engine oil line or a passage for engine oil is disconnected or broken.

• The engine oil cooler is clogged. Thoroughly clean the engine oil cooler.

• There is a problem with a piston cooling jet. Breakage, a restriction, or incorrect installation of a piston cooling jet will cause seizure of the piston.

• The inlet screen of the suction tube for the engine oil pump can have a restriction. This restriction will cause cavitation and a loss of engine oil pressure. Check the inlet screen on the suction tube and remove any material that may be restricting engine oil flow.

• The suction tube is drawing in air. Check the joints

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

Check the Flow of Coolant Through the Oil Cooler Oil Coolers that are Cooled with Jacket Water Check for “High Engine Coolant Temperature” events. Refer to Troubleshooting, “Engine coolant Temperature (High)”. Oil Coolers that are Cooled by the Separate Circuit

of the tube for cracks or a damaged O-ring seal.

• There is a problem with the engine oil pump. Check the gears of the engine oil pump for excessive wear. Engine oil pressure is reduced by gears that have too much wear.

• The engine oil pump’s pressure regulating valve or a bypass valve is stuck in the open position. Clean the valve. Replace parts, if necessary.

Compare the temperature of the coolant at the inlet of the oil cooler to the regulated temperature. If the inlet temperature is OK, check the temperature of the coolant at the outlet of the oil cooler. A high temperature difference indicates an insufficient flow rate. Investigate the cause of the obstruction. Make the necessary repairs.

Worn Components

Check the Flow of Oil Through the Oil Cooler

Excessive clearance at the crankshaft or camshaft bearings will cause low engine oil pressure. Also, inspect the clearance between the rocker arm shafts and the rocker arms. Check the engine components for excessive clearance.

Run the engine at normal operating temperature. Determine the pressure differential between the inlet and the outlet of the oil cooler. For comparative data, refer to the Technical Marketing Information for the engine.

Obtain an analysis of the engine oil. Check the analysis for the level of wear metals in the engine oil.

If the pressure differential between the inlet and the outlet of the oil cooler exceeds the data that is published for the engine, there is an insufficient flow of oil through the oil cooler. Determine the cause of the obstruction. Make the necessary repairs.

i01727521

Engine Oil Temperature (High)

i01727544

SMCS Code: 1901-038

Probable Causes

Engine Overcrank SMCS Code: 1901-038

• Faulty oil temperature sensor and/or circuit • Insufficient flow of coolant through the oil cooler • Insufficient flow of oil through the oil cooler

Probable Causes • The gas supply to the engine is insufficient.


• A feature for engine protection prevents the

Check the Engine Speed

• The starting motor circuit is faulty.

The ECM must detect a minimum of 50 rpm before the gas and the ignition are supplied to the engine. Use Cat ET to monitor the engine speed while you crank the engine.

engine from starting.

• There is no engine speed signal to the Electronic Control Module (ECM).

• The ignition system is not functioning or the switch for the ignition timing is not in the correct position.

If no engine speed is displayed on Cat ET or if the engine speed is not stable, troubleshoot the speed/timing sensor. Refer to Troubleshooting, “Engine Speed/Timing Sensor”.

• The quality of the gas does not match the parameter for “Fuel Quality”.

Recommended Repairs Check the Gas Supply to the Engine Check for low gas pressure. Observe the angle of the throttle plate while you crank the engine. If the gas pressure is low, refer to Troubleshooting, “Fuel Pressure”. If the throttle does not open, troubleshoot the electrohydraulic oil system. The gas supply lines may require purging before servicing.

Check for Active Shutdowns Use the Caterpillar Electronic Technician (ET) to check for active diagnostic codes or event codes which may prevent the engine from starting. Correct the cause of the active code. Before the engine can be started, the control system must be power cycled. Turn the engine control switch to the OFF/RESET position. Then turn the switch to the STOP position.

Check the Status of the Relay for the Starting Motor Attempt to start the engine while you observe the status of the relay for the starting motor on Cat ET. If the status of the relay for the starting motor indicates that the engine should crank but no cranking occurs, troubleshoot the starting circuit. Refer to Systems Operation/Testing and Adjusting, “Air/Electric Starting System”. If the engine should crank and cranking occurs, check the engine rpm.

Check for Diagnostic Codes Check for active diagnostic codes that relate to the ignition system. If there is at least one active diagnostic code that relates to the ignition system, troubleshoot the diagnostic code. Check the position of the timing selection switch. Verify that the switch is in the correct position for the type of gas that is used.

Check the Fuel Quality Compare the Low Heat Value (LHV) of the gas supply to the “Fuel Quality” parameter that is programmed by the customer into the ECM. The ECM uses the setting for start-up and for air/fuel ratio control at low loads. If the LHV of the fuel does not match the “Fuel Quality” parameter that is programmed into the ECM, program the ECM with the correct setting for the “Fuel Quality” parameter. i01746204

Engine Overload SMCS Code: 1901-038

Probable Causes • Excessive inlet manifold air pressure • The Low Heat Value (LHV) of the gas or the

specific gravity of the gas is significantly different from the value that is programmed.

• The oxygen sensor is not accurate.


Recommended Repairs Check the Inlet Manifold Air Pressure The calculated engine load increases when the inlet manifold air pressure increases. Measure the inlet manifold air pressure during engine operation with a load. For specific data on the engine, refer to the engine Technical Marketing Information.

Obtain a Fuel Analysis and Program the Fuel Energy Content Obtain an analysis of the gas in order to determine the LHV. Program the correct LHV for the “Fuel Quality” configuration parameter. If the quality of the gas is not consistent, obtain several analyses over a period of time. Program the “Fuel Quality” configuration parameter to the average value of the LHV.

Check the Oxygen Sensor Calibrate the oxygen sensor. Refer to Troubleshooting, “Oxygen Sensor - Calibrate”. If the oxygen sensor could not be calibrated successfully, refer to Troubleshooting, “Oxygen Sensor Buffer Supply” and Troubleshooting, “Oxygen Sensor Signal”. i01727554

Engine Overspeed SMCS Code: 1000-038; 1901-038

Probable Causes • Low trip point for engine overspeed • Signal from the signal driver in the Electronic Control Module (ECM) for the actuator of the throttle

The trip point or engine overspeed may be too low. Verify that the trip point for the engine overspeed is properly programmed. Typically, this parameter is set at 118 percent of rated speed. This parameter requires a factory password in order to change the trip point. Change the trip point to an acceptable speed.

Check for Diagnostic Codes that Relate to the Signal from the Signal Driver in the ECM Check for diagnostic codes that relate to the actuator of the throttle. Investigate the diagnostic code(s). Make the necessary repairs.

Check for Binding of the Actuator Slide the electrohydraulic actuator’s rod in and out while you feel the motion. If the motion is sticky and/or rough, investigate the cause of the binding. Make the necessary repairs.

Check the Driven Equipment Determine if the driven equipment has additional inputs of energy that could drive the engine beyond the rated rpm. Make corrections to the installation in order to prevent the overspeed from recurring.

Check for Slow Governor Response Observe the “Speed Governor Adjustment” screen on the Caterpillar Electronic Technician (ET). Look for the engine response to the worst cases for step-loading and unloading. Use “Throttle Bump” feature of Cat ET in order to disturb steady state engine operation. If the undershoot or the overshoot of the engine speed is excessive, refer to Troubleshooting, “Engine Misfires, Runs Rough Or Is Unstable ”.

• Binding of the actuator for the throttle • Energy of the driven equipment • Slow governor response

Recommended Repairs Check the Trip Point Note: Do not program the trip point for engine overspeed higher than the maximum ratings of the driven equipment.

i01727564

Engine Pre-Lube Pressure (Low) SMCS Code: 1901-038

Probable Causes • Low engine oil level • Low pressure from the prelube pump • The prelube pump is not energized.


• The prelube pressure switch is faulty.

Recommended Repairs

i01727572

Engine Shutdown SMCS Code: 1901-038

Check the Engine Oil Level Check the engine oil level. Add oil until the oil level is between the “ADD” and “FULL” marks on the oil level gauge. Inspect the lubrication system for leaks.

Check the Pressure of the Prelube Pump Measure pressure at the outlet of the prelube pump. The prelube pressure switch will not close unless a pressure of 9 ± 3 kPa (1.3 ± 0.4 psi) is achieved. Determine the cause of the low pressure. Look for leaks in the oil lines for the prelube pump. Ensure that the pump is operating correctly. Make repairs, as needed.

Check the Power Source for the Prelube Pump Make sure that the prelube pump is supplied with the correct voltage and current. Check the Caterpillar Electronic Technician (ET) for these logged diagnostic codes: “MID 036 - CID 338 - FMI 05 Pre-lube Relay open circuit” and “MID 036 - CID 338 - FMI 06 Pre-lube Relay short to ground”. Refer to Troubleshooting, “ECM Start/Stop Output”.

Check the Prelube Pressure Switch The prelube pressure switch must close before the starting motor relay will be energized. Make sure that the switch operates in the following manner:

• When the engine oil pressure rises above 9 ± 3 kPa (1.3 ± 0.4 psi), terminals “A” and “B” close.

Probable Causes • The “Emergency Stop” button is pressed. • The circuit for the emergency stop is faulty. • The normal stop switch that is installed by the customer is activated.

• The circuit for the normal stop switch is faulty. • Either switch is activated by excessive vibration.

Recommended Repairs Talk to the operator Ask the operator if the stop was intentional. Make sure that the reason for the stop has been corrected. Reset the control system. Resume normal operation. If the stop was accidental, reset the control system. Resume normal operation.

Check the Circuit for the Stop Switches Note: The circuit for the normal stop switch and the circuit for the emergency stop switch must remain closed in order for the engine to run. Inspect the wiring between the switches and the connector of the electronic control module. Look for damage and/or corrosion. Refer to Troubleshooting, “Inspecting Electrical Connectors”. For the emergency stop switch, close the switch and check the resistance between terminals 22 and 31 of the P1 connector.

• When the engine oil pressure falls below 7 kPa

For the normal stop switch, close the switch and check the resistance between terminals 23 and 31 of the P1 connector.

Check Cat ET for a logged “339 - 05 Engine Pre-Lube Pressure switch open circuit” diagnostic code. If the diagnostic code is logged, refer to Troubleshooting, “Prelubrication System”.

The correct resistance between the terminals is less than 5 ohms. If the resistance is greater than 5 ohms, locate the source of the excessive resistance. Make repairs, as needed.

(1 psi), terminals “A” and “B” open.


Inspect the Stop Switches

• 17-06 Fuel Shutoff Valve short to ground

Inspect the stop switches for evidence of damage that has been caused by vibration. Disassemble the switches. Inspect the components for looseness, cracks, and abrasion. Use an ohmmeter and toggle the switches in order to check for proper electrical operation.

• 17-12 Fuel Shutoff Valve malfunction

Replace any faulty components.

Refer to Troubleshooting, “ECM Output Circuit (Fuel Control)”. Make repairs, as needed.

Check the Inputs to the ECS Troubleshoot for the “336-02 Incorrect ECS Switch inputs” diagnostic code.

i01727612

Engine Shutdown (Unexpected) SMCS Code: 1901-038

Refer to Troubleshooting, “Electrical Power Supply”. Make repairs, as needed.

Check the Relay for the Prelube Troubleshoot for the following diagnostic codes:

Probable Causes

• 338-05 Pre-Lube Relay open circuit

• There is a problem with the Gas Shutoff Valve

• 338-06 Pre-Lube Relay short to ground

(GSOV).

• Incorrect input(s) to the Engine Control Switch (ECS)

• There is a problem with the relay for the prelube. • There is a problem with the switch for the prelube. • There is a problem with the “Crank Terminate” relay.

• There is a problem with the relay for the starting motor.

• A shutdown has been requested by the driven

Refer to Troubleshooting, “ECM Output Circuit (Prelubrication Oil Pump)”. Make repairs, as needed.

Check the Pressure Switch for the Prelube Troubleshoot for the “339-05 Engine Pre-Lube Pressure Switch open circuit” diagnostic code. Refer to Troubleshooting, “Prelubrication System”. Make repairs, as needed.

Check the “Crank Terminate” Relay

equipment.

• There is a problem with the “Run” relay. • The “Crank Terminate Speed” is incorrectly programmed.

• The “Cycle Crank Time” is incorrectly programmed.

• The “Engine Overcrank Time” is incorrectly programmed.

• The delay time for the driven equipment is excessive.

Recommended Repair Check the Circuit for the GSOV Troubleshoot for the following diagnostic codes:

• 17-05 Fuel Shutoff Valve open circuit

Troubleshoot for the “443-03 Crank Terminate Relay short to +batt” diagnostic code. Refer to Troubleshooting, “ECM Status Indicator Output”. Make repairs, as needed.

Check the “Start” Relay Troubleshoot for the following diagnostic codes:

• 444-05 Start Relay open circuit • 444-06 Start Relay short to ground Refer to Troubleshooting, “ECM Output Circuit (Starting Motor)”. Make repairs, as needed.


Check for a Request for a Shutdown by the Driven Equipment

If the “Cycle Crank Time” is insufficient, the “Engine Overcrank Time” can elapse before the engine is able to start.

Determine whether a shutdown for the driven equipment has been requested. Refer to Troubleshooting, “Driven Equipment”. Make corrections, as needed.

Use Cat ET to check the “Engine Overcrank Time”. Use Cat ET to increase the “Engine Overcrank Time”, if necessary.

Check the “Run” Relay

Check the “Driven Equipment Delay Time”

Troubleshoot for the “445-03 Run Relay short to +batt” diagnostic code. Refer to Troubleshooting, “ECM Status Indicator Output”. Make repairs, as needed.

Check the “Crank Terminate Speed” The “Crank Terminate Speed” is a parameter that can be configured. The Electronic Control Module (ECM) disengages the starting motor when the engine exceeds the programmed “Crank Terminate Speed”. The default value of 250 rpm should be sufficient for all applications. If the “Crank Terminate Speed” is too slow, the engine will shut down. Use the Caterpillar Electronic Technician (ET) to check the programmed “Crank Terminate” speed. Use Cat ET to adjust the “Crank Terminate Speed”, if necessary.

Check the “Cycle Crank Time” The “Cycle Crank Time” is a parameter that can be configured. This parameter determines the time for engagement of the starting motor and the gas shutoff valve during the crank cycle. If the engine does not start within the programmed “Cycle Crank Time”, the attempt to start is suspended for an equal “Rest” cycle.

The “Driven Equipment Delay Time” is a parameter that can be configured. The ECM provides a switch input for the driven equipment in order to delay engine start-up until the driven equipment is ready. The ECM will not attempt to start the engine until the switch input for the driven equipment closes to ground and the prelubrication (if equipped) is complete. An event code is generated if the “Driven Equipment Delay Time” elapses without closure of the switch input. To disable this feature, program the delay time to zero. If the programmed delay time is too long, the engine may not start. Use Cat ET to check the “Driven Equipment Delay Time”. Use Cat ET to program the delay time to a reasonable amount of time. i01727650

Engine Shutdown without a Diagnostic Code SMCS Code: 1000-038; 1901-038

Probable Causes • An external shutdown or a customer shutdown was requested.

If the “Cycle Crank Time” is insufficient, the “Engine Overcrank Time” can elapse before the engine is able to start.

• The battery power to the Electronic Control

Use Cat ET to check the “Cycle Crank Time”. Use Cat ET to increase the time, if necessary.

• The ECM has lost the supply voltage for the

Check the “Engine Overcrank Time” The “Engine Overcrank Time” is a parameter that can be configured. This parameter determines the length of time for the crank cycle. If the engine does not start within the programmed “Engine Overcrank time”, the attempt to start is terminated. An “E225 (3) Engine Overcrank” event is generated.

Module (ECM) is lost. speed/timing sensor.

• There is a problem with the fuel supply. • A cylinder or cylinders are misfiring.


Recommended Repairs External Shutdown or Customer Shutdown Check the ECM and the integrated temperature sensing module for logged codes of events that are shutdowns.

Locate the misfiring cylinder. Check the following components for failure: spark plug, extender, ignition transformer, and primary wiring. Inspect the extender for signs of pin holes and/or arcing. Refer to Troubleshooting, “Ignition Transformers Secondary Circuit and Spark Plugs”. i01727661

Battery Power to the ECM 1. Refer to Troubleshooting, “Electrical Power Supply”.

Engine Starts but Stalls Immediately SMCS Code: 1000-038; 1901-038

2. Inspect the ground strap and the battery for connections that are loose and/or corroded. 3. Inspect the ECM and the terminal box for proper installation of the connectors. 4. Check the circuit breaker for the ECM in the terminal box.

Probable Causes • Fuel supply • Electrical connectors or power supply • Engine speed/timing sensor

Speed/Timing Sensor

• Ignition system

A loss of supply voltage to the speed/timing sensor will cause a shutdown. Refer to Troubleshooting, “Engine Speed/Timing Sensor”.

• Excessive load

Fuel Supply • Check the fuel supply pressure. • Inspect the fuel lines for foreign objects and for obstructions that can block the fuel supply.

Misfiring Cylinders For a shutdown that is due to misfiring cylinders, the shutdown is likely to occur only when the engine is operating under a load. The Caterpillar Electronic Technician (ET) and the Integrated Temperature Sensing Module (ITSM) can be used to detect a misfiring cylinder. Use the following procedure: 1. Use the “Data Link/Select ECM” screen on Cat ET to select the ITSM. 2. Select “Diagnostics/Diagnostic Tests”. 3. Select the suspect cylinder and click the “Start” button in the lower left corner of the screen. Cat ET will display a graph of the cylinder’s exhaust gas temperature. The transformer’s secondary circuit, the engine speed, and the desired engine speed are also displayed.

Recommended Repairs Fuel Supply Make sure that fuel is supplied at a sufficient pressure that is stable. Make sure that the size of the fuel line is sufficient. Inspect the fuel system for leaks. The following conditions can cause the engine to malfunction:

• Low fuel pressure • High fuel pressure • Poor fuel quality Make sure that the fuel pressure is correct. When possible, interview the operator in order to determine if fuel quality is in question. Try to determine if the source of the fuel was changed. Inspect the fuel system components: fuel filter, gas pressure regulator, gas shutoff valve, fuel metering valve, and actuator for the throttle. Verify that the system’s components are operating correctly. Replace the fuel filter, if necessary.


Electrical Connectors or Power Supply 1. Check the wiring harnesses and the connectors. Inspect the connectors in the terminal box. Inspect the battery connections and the ground. Refer to Troubleshooting, “Inspecting Electrical Connectors”. 2. Use the Caterpillar Electronic Technician (ET) to check for the 168-02 diagnostic code for “System Voltage Intermittent”. If this diagnostic code is logged, proceed to Troubleshooting, “Electrical Power Supply”. 3. Inspect the wiring from the battery to the Electronic Control Module (ECM). 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.

Engine Speed/Timing Sensor Make sure that the speed/timing sensor is installed correctly. See Troubleshooting, “Speed/Timing Sensor”. Make sure that the timing wheel is correctly installed.

Ignition System Inspect the ignition transformers for loose connections, moisture, short circuits, and open circuits. Inspect the primary wiring and the secondary electrical connections. Make sure that the correct transformers and spark plugs are installed. Inspect the extenders for signs or pin holes and arcing.

i01727671

Engine Timing Does Not Match Programmed Timing SMCS Code: 1901-038

Probable Causes • The timing may be retarded due to detonation. • The timing may be retarded due to the selection of the map for speed or the map for load.

• The timing selection switch may be closed.

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

Detonation Use the Caterpillar Electronic Technician (ET) to review the logged codes. Look for codes “E401-1” through “E416-1”. Refer to the topic in Troubleshooting for the particular event code.

Map Use the “Service/Configuration” screen of Cat ET in order to verify the value that is programmed for the timing. Check the “First Desired Timing” and the “Second Desired Timing”. Refer to Systems Operation/Testing And Adjusting, “Programming Parameters”.

Maintain the spark plug according to the engine’s Operation and Maintenance Manual.

Timing Selection Switch

Excessive Load

1. Verify that the timing selection switch is in the correct position.


The open position selects the “First Desired Timing” and the closed position selects the “Second Desired Timing”. 2. Verify that the circuit of the switch has continuity to terminals J1-20 (input) and J1-31 (return) at the electronic control module. Make sure that the continuity is not inverted or incorrect. 3. Verify that the switch toggles properly. The action of the lever is smooth.


i01746410

Engine Will Not Crank SMCS Code: 1000-038; 1901-038

Probable Causes • Batteries and/or battery cables • Starting motor solenoid and/or starting circuit • Starter motor pinion or flywheel ring gear • Low air pressure • Static load • Wiring for the starting system • Internal mechanical problem

Recommended Repairs Batteries and/or Battery Cables 1. Inspect the main power switch, battery posts, and battery cables for loose connections and 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, “Battery Test Procedure”. b. Load test the batteries. Refer to Special Instruction, “Use of 4C-4911 Battery Load Tester for 6, 8 and 12 Volt Lead Acid Batteries”.

Starting Motor Solenoid or Starting Circuit 1. Test the operation of the starting motor solenoid. If the solenoid does not operate properly, install a new solenoid. 2. Check the wiring to the starting motor solenoid.

Starting Motor or Flywheel Ring Gear If the pinion engages the flywheel but the flywheel does not turn, there may be a problem with the starting motor. If the starting motor turns but the flywheel does not turn, inspect the gear teeth, the clutch jaws, or other parts.

Inspect the pinion and the flywheel ring gear for damage. If the teeth of the pinion and/or the flywheel ring gear are worn or broken, replace the parts. If the pinion does not engage correctly with the flywheel, the pinion shaft may be stuck. Remove the pinion. Grease the splines of the drive shaft and the pinion. If the pinion does not engage the flywheel, the clutch jaws may be broken. Before you remove the starting motor, turn the crankshaft by hand. Ensure that a mechanical failure inside the engine is not preventing the crankshaft from turning. If the crankshaft will turn by hand, try the starting motor again. If the starting motor does not turn the crankshaft, remove the starting motor. Repair the starting motor or replace the starting motor.

Low Air Pressure Determine the cause of the low air pressure. Inspect the air lines for leaks. Repair any leaks in the air lines.

Static Load Make sure that the driven equipment is not preventing the crankshaft from turning. Try to turn the crankshaft by hand. If necessary, disengage the driven equipment and test the engine.

Wiring If you suspect that the wiring is faulty, refer to Troubleshooting, “Electrical Power Supply”.

Internal Mechanical Problem If the crankshaft will not turn and the driven equipment is disengaged, remove the spark plugs. Check for fluid in the cylinders. If this is not the problem, the engine must be disassembled in order to investigate internal mechanical problems. Possible internal problems include the following conditions:

• Bearing seizure • Piston seizure • Valve and piston contact


i01727679

Exhaust Port Temperature (High)

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

SMCS Code: 1901-038

Check the Ignition Timing

Probable Causes • High inlet air temperature • Inlet air restriction • Air/fuel ratio • Excessive load • Incorrect timing • Exhaust restriction • A buildup of deposits in the cylinder or internal oil leaks

Recommended Repairs Check the Inlet Air Temperature High inlet air temperature can cause detonation. Check the inlet air temperature.

Note: Data from a fuel analysis is required for this procedure. Use the Caterpillar Electronic Technician (ET) to check the ignition timing during engine operation with a load. Compare the timing to the recommended timing in the Engine Performance, “Fuel Usage Guide”. Adjust the ignition timing according to the recommended timing in the Engine Performance, “Fuel Usage Guide”.

Measure the Exhaust Restriction Measure the exhaust restriction during engine operation with a load. For data that is specific to the engine, refer to the Technical Marketing Information. Investigate the cause of the exhaust restriction. Perform adjustments and/or make repairs, as needed.

Refer to Troubleshooting, “Inlet Air Temperature (High)”.

Check for Deposits in the Cylinder and Check for Internal Oil Leaks

Inlet Air Restriction

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

The maximum allowable inlet air restriction is 3.75 kPa (15 inches of H2O). If the indication is higher than the maximum permissible restriction, clean the filter element or install a new filter element. Check the restriction again. If the restriction remains too high, inspect the air inlet piping before the air cleaner for obstructions.

Air/Fuel Ratio An air/fuel mixture that is too rich will increase the exhaust temperature. A change in the fuel energy content will change the air/fuel ratio. Obtain a fuel analysis. The fuel supply pressure must be adequate and stable. Verify that the exhaust emissions are correct.

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

• Signs of internal oil leaks Other signs of internal oil leaks include high oil consumption and blue smoke. Note: Excessive deposits contribute to guttering of the valves. If excessive deposits and/or signs of internal oil leaks are found, investigate the cause of the condition. Make repairs, as needed.


i01727687

Exhaust Port Temperature (Low) SMCS Code: 1901-038

Probable Causes • Operation with a light load • Active diagnostic code from the Integrated Temperature Sensing Module (ITSM)

• A faulty thermocouple • Insufficient ignition • Low cylinder compression

Recommended Repairs Check for Misfire Operation with a low load can result in low exhaust temperatures. Operate the engine at low idle or near low idle in order to identify a misfire problem. Troubleshoot the cause of the misfire. Refer to Troubleshooting, “Engine Misfires,Runs Rough or Is Unstable”.

Check for Diagnostic Codes from the Integrated Temperature Sensing Module (ITSM) Use the Caterpillar Electronic Technician (ET) to check for diagnostic codes that relate to the thermocouples for exhaust temperatures. Troubleshoot the code.

Check for Suspect Thermocouples Observe the temperatures from the thermocouples after the engine is shut off. When the engine is operating properly, the temperatures from similar locations are reduced at a similar rate. Also, the temperatures from similar locations are comparable. If any discrepancies are found, switch the suspect thermocouple for another thermocouple. If the temperature problem follows the thermocouple, replace the thermocouple. If the temperature problem stays at the original location of the suspect thermocouple, investigate the cause for the low temperature.

Check for Insufficient Ignition Use Cat ET to check for logged diagnostic codes that relate to the ignition system. Troubleshoot the code. Refer to Troubleshooting, “Ignition Transformers Primary Circuit”. If no logged diagnostic codes are present for the suspect cylinder, inspect the components of the ignition system for the cylinder. Refer to Troubleshooting, “Ignition Transformers Secondary Circuit and Spark Plugs”.

Check the Cylinder Compression Measure the cylinder pressures of the suspect bank in order to check for problems that are related to compression. If low compression is found, investigate the cause of the low compression. Make repairs, as needed. i01727698

Fuel Energy Content SMCS Code: 1901-038

Probable Causes • The Low Heat Value (LHV) of the gas or the

specific gravity of the gas is significantly different from the value that is programmed into the electronic control module.

• The oxygen sensor is not accurate or the oxygen sensor needs to be calibrated.

• Condensation is forming in the gas.

Recommended Repairs Obtain a Fuel Analysis and Program the “Fuel Quality” Parameter Obtain an analysis of the gas in order to determine the LHV. Program the “Fuel Quality” parameter to the actual value of the LHV. If the quality of the gas is not consistent, obtain several analyses over a period of time. Program the “Fuel Quality” parameter to the average value of the LHV.

Check the Oxygen Sensor Calibrate the oxygen sensor. Refer to Troubleshooting, “Oxygen Sensor - Calibrate”.


If the oxygen sensor could not be calibrated successfully, refer to Troubleshooting, “Oxygen Sensor Buffer Supply” and Troubleshooting, “Oxygen Sensor Signal”.

Recommended Repairs Check the Battery Voltage Check the battery voltage for the fuel metering valve. Refer to Troubleshooting, “Electrical Power Supply”.

Check the Dryer for the Gas Check the dryer for the gas for proper operation. Repair the dryer, if necessary. i01727704

Fuel Pressure

Make repairs, as needed.

Check the Fuel Metering Valve Shut OFF the fuel supply. Disconnect the fuel lines from the fuel metering valve. Visually inspect the internal mechanism of the valve. Check for binding due to dirt and/or contamination. Check for binding due to wear of internal components.

SMCS Code: 1250-035

Probable Causes • Incorrect setting of the gas pressure regulator • Faulty gas pressure regulator

Clean the valve, if necessary. If the valve is binding due to wear of internal components, refer to the literature that is provided by the OEM of the valve.

Recommended Repairs

i01369481

Gas Fuel Differential Pressure (High)

Check the Gas Pressure Regulator Use the Caterpillar Electronic Technician (ET) to observe the absolute fuel pressure and the fuel differential pressure. The fuel metering valve requires a gas supply that is regulated to a pressure between 10 to 35 kPa (1.5 to 5 psi). If the fuel pressure is not within the acceptable range, adjust the gas pressure regulator in order to achieve the correct pressure. Verify that the emissions are within specifications. If the gas pressure regulator cannot be adjusted to the correct setting, repair the regulator or replace the regulator. i01369469

Fuel Metering Valve SMCS Code: 1901-038

Probable Causes

SMCS Code: 1901-038

Probable Causes • Excessive fuel supply pressure • Leaks in the piping after the fuel metering valve

Recommended Repairs Check the Fuel Supply Pressure Check the pressure of the fuel supply to the fuel metering valve for high pressure. The maximum allowable pressure to the fuel metering valve is 35 kPa (5 psi). Adjust the gas pressure regulator in order to achieve the correct pressure.

• Low battery voltage

If the gas pressure regulator cannot be adjusted to the correct setting, repair the regulator or replace the regulator.

• Internal binding of the fuel metering valve

Check for Leaks Use a gas detector to check for leaks in the piping between the outlet of the fuel metering valve and the turbocharger compressor. Repair the piping, if necessary.


i01727713

Gas Fuel Differential Pressure (Low)

Inspect the fuel supply lines to the fuel metering valve for obstructions. Clean the lines and make repairs, as needed.

Probable Causes

Check the Gas Shutoff Valve (GSOV) for proper operation. Verify that the valve is fully open when the valve is energized. Verify that the GSOV does not stick in a partially open position. Repair the GSOV. Replace the GSOV, if necessary.

• Improper installation of the fuel metering valve

Check the Fuel Outlet for Obstructions

SMCS Code: 1901-038

• Low fuel supply pressure • Obstructed fuel supply

Inspect the piping for obstructions between the fuel metering valve and the inlet to the turbocharger compressor.

• Obstructed fuel outlet

Clean the piping and make repairs, as needed.

Recommended repairs i01727721

Check the Installation of the Fuel Metering Valve

Gas Fuel Flow Rate (Low) SMCS Code: 1901-038

An “E864 Low Gas Fuel Differential Pressure” event will be generated if the fuel metering valve is installed backward. When the fuel metering valve is properly installed, the end with the electrical connector is connected to the air system which leads to the inlet of the turbocharger compressor. The opposite end of the valve is connected to the pressurized gas supply. Check for proper installation of the fuel metering valve. Ensure that the fuel metering valve is installed properly.

Check the Gas Pressure Regulator The fuel metering valve requires a minimum pressure of 10 kPa (1.5 psi) for the gas supply. Check the outlet pressure from the gas pressure regulator. Adjust the gas pressure regulator in order to achieve the correct pressure. If the gas pressure regulator cannot be adjusted to the correct setting, repair the regulator or replace the regulator.

Check the Fuel Supply for Obstructions Check the fuel filter for restriction. Replace the fuel filter, if necessary. Inspect the screen inside the inlet of the fuel metering valve for cleanliness. Clean the screen, if necessary.

Probable Causes • High fuel temperature • Faulty gas pressure regulator or low fuel supply pressure

• Obstructions in the fuel supply • Inadequate fuel energy content or moisture in the gas

Recommended Repairs Check the Fuel Temperature Measure the temperature of the gas that is entering the fuel metering valve. Compare the measurement to the reading for the fuel temperature on the Caterpillar Electronic Technician (ET). Check Cat ET for a “E223 High Gas Temperature” event code. If the temperature on Cat ET is different, determine the reason for the faulty signal from the fuel metering valve. If the fuel temperature is high, determine the cause of the high fuel temperature. Check for proper operation of the equipment that treats the gas prior to the engine. If there is an active “E223 High Gas Temperature” event code, refer to Troubleshooting, “Gas Temperature (High)”. Make repairs, as needed.


Check the Gas Pressure Regulator Check the outlet pressure from the gas pressure regulator. The fuel metering valve requires a minimum pressure of 10 kPa (1.5 psi) for the gas supply. If the pressure of the gas supply is too low, adjust the gas pressure regulator in order to achieve the correct pressure. If the gas pressure regulator cannot be adjusted to the correct setting, repair the regulator or replace the regulator.

Check the Fuel Supply for Obstructions Check the fuel filter for restriction. Replace the fuel filter, if necessary. Inspect the screen inside the inlet of the fuel metering valve for cleanliness. Clean the screen, if necessary. Inspect the fuel supply lines to the fuel metering valve for obstructions. Clean the lines and make repairs, as needed. Check the Gas Shutoff Valve (GSOV) for proper operation. Verify that the valve is fully open when the valve is energized. Verify that the GSOV does not stick in a partially open position. Repair the GSOV. Replace the GSOV, if necessary.

Obtain a Fuel Analysis If the fuel energy content is too low, the fuel metering valve could demand an excessive supply of fuel. Check Cat ET for a “E230 (1) Fuel Energy Content Setting High” event code. If the code is present, refer to Troubleshooting, “Fuel Energy Content”.

i01727732

Gas Temperature (High) SMCS Code: 1901-038

Probable Causes • The temperature of the gas is too high. • The fuel metering valve has sent faulty data to the electronic control module.

Recommended Repairs Investigate the Cause of the High Temperature Check for proper operation of the equipment that treats the gas prior to the engine. If a problem is found for the equipment that treats the gas prior to the engine, repair the equipment, as needed.

Check the Data from the Fuel Metering Valve Measure the temperature of the gas that is entering the fuel metering valve. Compare the measurement to the reading for the temperature on the Caterpillar Electronic Technician (ET). If the measurement for the temperature is significantly different from the reading on Cat ET, determine the reason for the faulty data from the fuel metering valve. Make repairs, as needed. i01623042

Inlet Air Temperature (High)

Obtain an analysis of the gas in order to determine the LHV. Program the Fuel Energy Content to the actual value of the LHV.

SMCS Code: 1901-038

If the quality of the gas is not consistent, obtain several analyses over a period of time. Program the Fuel Energy Content to the average value of the LHV.

• High ambient air temperature

Check the Dryer for the Gas

• High inlet air restriction and/or high altitude

Check the dryer for the gas for proper operation. Repair the dryer, if necessary.

• Faulty inlet air temperature sensor and/or circuit

Probable Causes • High coolant temperature

• Insufficient flow of cooling water through the aftercooler

• Insufficient flow of air through the aftercooler


Recommended Repairs High Ambient Air Temperature

If there is a high differential between the inlet temperature and the outlet temperature of the coolant for the aftercooler, perform the following procedures:

Determine if the ambient air temperature is within the design specifications for the cooling system.

• Check the water circuit of the aftercooler for

Determine the cause of the high air temperature. Make corrections, when possible.

• Check the pump for proper operation.

Coolant Temperature

obstructions.

• Make repairs, if necessary.

Refer to Troubleshooting, “Engine Coolant Temperature (High)”.

Check for Sufficient Flow of Air Through the Aftercooler

Check for High Inlet Air Restriction and/or High Altitude

Determine the pressure differential of the inlet air across the aftercooler. For specific data, refer to the Technical Marketing Information for the engine.

When inlet air pressure is low, the turbocharger works harder in order to achieve the desired inlet manifold pressure. This increases inlet air temperature.

If the pressure differential of the air across the aftercooler does not match the specifications, clean the aftercooler.

Measure the inlet air pressure while the engine is operating under load. For specific data, refer to the Technical Marketing Information for the engine.

Intermittent Engine Shutdown

Inlet Air Restriction

SMCS Code: 1000-038; 1901-038

Check for plugged air filters. Check for obstructions to the air inlet.

Note: Use this procedure only if the engine shuts down completely and the engine must be restarted.

Replace the air filters and/or remove the obstruction from the air inlet.

Probable Causes

High Altitude Make sure that the settings for the engine are correct for the altitude.

Check the Temperature Sensor and/or the Circuit Allow the sensor to cool and remove the sensor. Check the reading for the inlet air temperature. If the sensor is OK, the reading and the ambient temperature are approximately equal. If the reading is not correct, switch the sensor with a sensor that is known to be good. Verify that the problem is solved.

Check for Sufficient Flow of Cooling Water Through the Aftercooler Check the inlet temperature of the coolant for the aftercooler. Compare the reading to the regulated temperature. If the temperature is OK, check the outlet temperature of the coolant. A high temperature differential indicates an insufficient flow rate.

i01727744

• Active engine shutdown • Electrical connectors • Circuit breaker • Engine speed/timing signal • Fuel supply • Spark plug

Recommended Repairs Active Engine Shutdown Use the Caterpillar Electronic Technician (ET) to check for any active engine shutdowns and/or logged engine shutdowns. Determine the reason for the shutdown. After correcting the problem, cycle the engine control switch to the OFF/RESET position for at least 15 seconds before you try to restart the engine.


Electrical Connectors 1. Check the wiring harnesses and the connectors. Inspect the connectors in the terminal box. Inspect the battery connections and the ground. Refer to Troubleshooting, “Inspecting Electrical Connectors”. 2. Use Cat ET to check for the 168-02 diagnostic code for “System Voltage Intermittent”. If this diagnostic code is logged, proceed to Troubleshooting, “Electrical Power Supply”. 3. Inspect the wiring from the battery to the electronic control module. 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.

Circuit Breakers Check the circuit breaker in the terminal box. The circuit breaker may exceed the trip point due to overheating. Reset the circuit breaker if the circuit breaker is tripped.

Engine Speed/Timing Signal Loss of the signal from the speed/timing sensor will cause a shutdown. Use Cat ET to check for logged diagnostic codes. For more information, refer to Troubleshooting, “Engine Speed/Timing Sensor”.

Fuel Supply 1. Check the fuel lines for the following problems: restrictions, obstructions, collapsed lines, and pinched lines. If problems are found with the fuel lines, repair the lines and/or replace the lines. 2. Check the restriction of the fuel filter. If the fuel pressure is low, replace the fuel filter. 3. Check the fuel quality. 4. Check the fuel pressure. Refer to Systems Operation/Testing and Adjusting, “Fuel System” for the correct pressure values. If the fuel pressure is still low, check the gas regulator and the fuel metering valve.

Spark Plug An engine shutdown that is due to a faulty spark plug is likely to occur when the engine is operating under a load. Refer to Troubleshooting, “Ignition Transformers Secondary Circuit and Spark Plugs”.

i01368495

Jacket Water Inlet Pressure (High) SMCS Code: 1901-038

Probable Causes • The circuit for the engine coolant pump pressure switch (inlet) is OPEN.

• The pressure at the inlet for the jacket water is excessive.

Recommended Repairs Check the Circuit for the Engine Coolant Pump Pressure Switch (Inlet) The circuit for the switch must remain closed in order to avoid an “E224 High Jacket Water Inlet Pressure” event. Check wiring for damage or corrosion. Refer to Troubleshooting, “Inspecting Electrical Connectors”. If a problem with the wiring for the circuit is found, repair the wiring, as needed.

Check the Inlet Pressure of the Jacket Water The engine coolant pump pressure switch (inlet) is designed to open across pin B and pin C at a pressure of 462 ± 41 kPa (67 ± 6 psi). Use a gauge to check the pressure at the inlet for the jacket water. If the pressure is less than 462 ± 41 kPa (67 ± 6 psi) but the event code “E224 High Jacket Water Inlet Pressure” is occurring, replace the pressure switch at the inlet for the jacket water. If a pressure of at least 462 ± 41 kPa (67 ± 6 psi) is measured at the inlet for the jacket water, the high pressure may be caused by a restriction in the jacket water system. Inspect the system for restrictions. Make repairs, as needed.


Note: If the outlet pressure of the coolant is greater than approximately 444 kPa (64 psi), a 109-08 diagnostic code will be generated. The “Engine Coolant Outlet Pressure Sensor noisy signal” diagnostic will be generated although there is no malfunction in the electrical circuit. If this code is generated, verify the actual outlet pressure of the coolant with a pressure gauge. If the actual pressure is greater than approximately 444 kPa (64 psi), reduce the pressure. This will prevent a false 109-08 from being logged. i01727750

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

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

Make the necessary repairs. i01727753

Jacket Water to Engine Oil Differential Temperature (Low)

Jacket Water Pressure (Low)

SMCS Code: 1901-038

SMCS Code: 1901-038

Probable Causes

Probable Causes

• High oil temperature and low coolant temperature

• Low coolant level

• Faulty temperature sensor and/or circuit

• Insufficient flow of coolant

• Faulty water temperature regulators

Recommended Repairs

Recommended Repairs

Check the Coolant Level and Inspect the Cooling System for Leaks

Check the Engine Coolant Temperature and the Oil Temperature

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

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

• Check the water temperature regulators for proper operation.

Use the Caterpillar Electronic Technician (ET) to check for the following event codes:

• E123 (1) Jacket Water to Oil Temperature Low (warning)

• E124 (3) Jacket Water to Oil Temperature (shutdown)

• E019 (3) High Engine Oil Temperature (shutdown) • E020 (1) High Engine Oil Temperature (warning) • E038 (1) Low Engine Coolant Temperature (warning) If one or more of the codes are active, troubleshoot the code(s).

Check the Temperature Sensors and/or Circuits Use Cat ET in order to verify that the oil temperature and the engine coolant temperature are reasonable. If one or both of the readings are incorrect, troubleshoot the circuit(s). Refer to Troubleshooting, “Analog Sensor Signal”.



• E026 (3) High Inlet Air Temperature (shutdown)

The water temperature regulators should not begin to open until jacket water reaches opening temperature for the regulators. Allow the engine to cool and then start the engine. Check the tube at the outlet for the jacket water. If the tube is warm and normal operating temperature is not achieved yet, a regulator may be stuck open.

• E027 (1) High Inlet Air Temperature (warning)

Check the water temperature regulators according to Systems Operation/Testing and Adjusting, “Testing the Cooling System”. Replace the water temperature regulators, if necessary. i01368006

System Voltage

If one or more of the codes is active, refer to Troubleshooting, “Inlet Air Temperature (High)”.

Check the Ignition Timing Note: Data from a fuel analysis is required for this procedure. Use Cat ET to check the ignition timing during engine operation with a load. Compare the timing to the recommended timing in the Engine Performance, “Fuel Usage Guide”.

SMCS Code: 1901-038

Adjust the ignition timing according to the recommended timing in the Engine Performance, “Fuel Usage Guide”.

Probable Causes

Measure the Exhaust Restriction

There is a problem with the electrical system.

Measure the exhaust restriction during engine operation with a load. For data that is specific to the engine, refer to the Technical Marketing Information.

Recommended Repairs

Investigate the cause of the exhaust restriction. Perform adjustments and/or make repairs, as needed.

Troubleshoot the electrical system. Refer to Troubleshooting, “Electrical Power Supply”. i01727763

Turbocharger Turbine Temperature (High)

Check for Deposits in the Cylinder and Check for Internal Oil Leaks Use a borescope to inspect the cylinders. Look for the following conditions:

SMCS Code: 1052-038

• Deposits on the valve seats

Probable Causes

• Deposits on the valve faces

• High inlet manifold temperature

• Deposits on the cylinder walls that are above the

• Advanced timing • Exhaust restriction • A buildup of deposits in the cylinder or internal oil leaks

upper limit of the piston stroke

• Signs of internal oil leaks Other signs of internal oil leaks include high oil consumption and blue smoke.

Recommended Repairs

Note: Excessive deposits contribute to guttering of the valves.

Check for Event Codes for High Inlet Manifold Air Temperature

If excessive deposits and/or signs of internal oil leaks are found, investigate the cause of the condition. Make repairs, as needed.

Use the Caterpillar Electronic Technician (ET) to check for the following event codes:

• E025 (2) High Inlet Air Temperature (derating)


i01727766

Turbocharger Turbine Temperature (Low) SMCS Code: 1052-038

Probable Causes • Operation with a light load • Diagnostic code from the Integrated Temperature Sensing Module (ITSM)

• Low temperature from the cylinder exhaust ports • A faulty temperature sensor

When the engine is operating properly, the temperatures from similar locations are reduced at a similar rate. Also, the temperatures from similar locations are comparable. If any discrepancies are found, switch the suspect thermocouple for another thermocouple. If the temperature problem follows the thermocouple, replace the thermocouple. If the temperature problem stays at the original location of the thermocouple, investigate the cause for the low temperature.

Check for Diagnostic Codes that Relate to Ignition

• Faulty ignition

Use Cat ET to check for diagnostic codes that relate to the ignition system. Troubleshoot the code.

• Low cylinder compression

Check the Ignition System

Recommended Repairs

Inspect the components of the ignition system for the suspect cylinder bank. Refer to Troubleshooting, “Ignition Transformers Secondary Circuit and Spark Plugs”.

Check for Misfire Operation with a low load can result in low exhaust temperatures. Operate the engine at low idle or near low idle in order to identify a misfire problem. Troubleshoot the cause of the misfire. Refer to Troubleshooting, “Engine Misfires, Runs Rough or Is Unstable”.

Check for Diagnostic Codes from the Integrated Temperature Sensing Module (ITSM) Use the Caterpillar Electronic Technician (ET) to check for diagnostic codes that relate to the thermocouples. Troubleshoot the code.

Check the Temperatures of the Cylinder Exhaust Ports Observe the temperatures for the exhaust ports of the cylinders in the suspect bank. If any of the temperatures for the exhaust ports are significantly different, determine the reason for the difference in the exhaust port temperatures. Make repairs, as needed.

Check for Suspect Thermocouples Observe the temperatures from the thermocouples for the turbochargers after the engine is shut off.

Make repairs, as needed.

Check the Cylinder Compression Measure the cylinder pressures of the suspect bank in order to check for problems that are related to compression. If low compression is found, investigate the cause of the low compression. Make repairs, as needed.


Troubleshooting with a Diagnostic Code

Table 12

Failure Mode Identifiers FMI i01727770

Diagnostic Codes SMCS Code: 1901-038 Diagnostic codes alert the operator that a problem in the electronic system has been detected. Diagnostic codes also indicate the nature of the problem to the service technician. The Caterpillar Electronic Technician (ET) is a software program that is designed to run on a personal computer. Diagnostic codes may be viewed on a personal computer that has Cat ET software. Diagnostic codes consist of the module identifier (MID), the component identifier (CID), and the failure mode identifier (FMI). Module Identifier (MID) – The MID is a code with two or three digits that indicates the electronic module which generated the diagnostic code. The MID for the Electronic Control Module (ECM) is 36. The MID for the Integrated Temperature Sensing Module (ITSM) is 111. Some electronic displays do not display the MID because the module which generates the code is obvious. Component Identifier (CID) – The CID is a number with three or four digits. The CID indicates the component that generated the code. For example, the CID number 0017 identifies the fuel shutoff valve. Failure Mode Identifier (FMI) – The FMI is a two digit code that indicates the type of failure. Table 12 is a list of the failure mode identifiers that are adapted from the “SAE J1587” standard.

Description of Failure

00

“Data valid but above normal operating range”

01

“Data valid but below normal operating range”

02

“Data erratic, intermittent or incorrect”

03

“Voltage above normal or shorted high”

04

“Voltage below normal or shorted low”

05

“Current below normal or open circuit”

06

“Current above normal or grounded circuit”

07

“Mechanical system not responding properly”

08

“Abnormal frequency, pulse, or period”

09

“Abnormal update”

10

“Abnormal rate of change”

11

“Failure mode not identifiable”

12

“Bad device or component”

13

“Out of calibration”

14

“Not used”

15

“Not used”

16

“Parameter not available”

17

“Module not responding”

18

“Sensor supply fault”

19

“Condition not met”

20

“Not used”

Note: Do not confuse diagnostic codes with event codes. For information on event codes, see Troubleshooting, “Troubleshooting with an Event Code”. Illustration 14 represents the operating range of an oil temperature sensor. The diagram is a reference. Do not use the diagram to troubleshoot the oil temperature sensor.


This information is a valuable indicator for troubleshooting intermittent problems. Any logged diagnostic codes will automatically be deleted if no additional occurrences are recorded in 100 hours. Some diagnostic codes may be easily triggered. Some diagnostic codes may log occurrences that did not result in complaints. The most likely cause of an intermittent problem is a faulty connection or damaged wiring. The next likely cause is a component failure. The least likely cause is the failure of the ECM. Diagnostic codes that are logged repeatedly may indicate a problem that needs special investigation. Note: Always clear logged diagnostic codes after investigating and correcting the problem which generated the code. i01727809

Illustration 14

g00791619

Typical operating range of an oil temperature sensor (1) In these areas, the output voltage of the sensor is too high or too low. The output is outside of the normal range. The electronic problem will generate a diagnostic code. (2) In this area, the oil temperature above 102 C (216 F) is higher than normal. The output voltage of the sensor will generate an event code for a warning, a derating, or a shutdown for high oil temperature. The sensor does not have an electronic problem. (3) This area represents the normal operating temperature for the engine oil. The normal output voltage of the sensor is between 0.2 and 4.1 volts.

MID 036 - CID 0017 - FMI 05 Fuel Shutoff Value open circuit SMCS Code: 1901-038 Conditions Which Generate This Code:

• The output to the fuel control relay from the Electronic Control Module (ECM) is OFF.

• When no electrical load is provided, a resistor in the fuel shutoff valve rises to the +Battery side.

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

Logged Diagnostic Codes

Note: This code cannot be detected by the ECM when the output for the fuel control relay is ON. The output is normally ON when the engine control switch is in the START position and the engine RPM is greater than zero. System Response: No fuel is provided to the engine. The alarm output is activated. The code is logged. Possible Performance Effect: The engine will not start due to the lack of fuel. Troubleshooting:

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 following information when a code is generated:

The most likely cause is one of the following conditions:

• An open circuit in the harness or in the fuel control relay

• The hour of the first occurrence of the code • The hour of the last occurrence of the code • The number of occurrences of the code

• A short circuit to the +Battery in the harness or in the fuel control relay Perform the following diagnostic procedure: “ECM Output Circuit (Fuel Control)”


Results:

i01741131

MID 036 - CID 0017 - FMI 12 Fuel Shutoff Valve malfunction

• OK – STOP. i01727848

MID 036 - CID 0017 - FMI 06 Fuel Shutoff Valve short to ground

SMCS Code: 1901-038 Conditions Which Generate This Code:

SMCS Code: 1901-038

The driver in the Electronic Control Module (ECM) for the gas shutoff valve is OFF but the engine still runs.

Conditions Which Generate This Code:

System Response:

• The output for the fuel control relay is ON.

The ECM will disable the ignition system and the gas shutoff valve in order to shut down the engine. The shutdown output is activated. The code is logged.

• The Electronic Control Module (ECM) detects

excessive current on the output for the fuel control relay.

Note: This condition cannot be detected by the ECM when the output for the fuel control relay is OFF. The output is normally OFF when the engine control switch is in the OFF/RESET position. System Response: The ECM will continue attempting to energize the relay. The engine may shut down due to a lack of fuel. The alarm output is activated. The code is logged.

Possible Performance Effect: The engine is shut down. Troubleshooting: Perform the following diagnostic procedure: “ECM Output Circuit (Fuel Control)” Results:

• OK – STOP.

Possible Performance Effect: The engine will not start due to the lack of fuel. Troubleshooting:

i01727944

MID 036 - CID 0041 - FMI 03 8 Volt DC Supply short to +batt

The condition is probably caused by a short circuit in the harness or by an internal short circuit in the fuel control relay.

SMCS Code: 1901-038

Perform the following diagnostic procedure: “ECM Output Circuit (Fuel Control)”

The voltage supply from the Electronic Control Module (ECM) to one of the following sensors has exceeded the normal range.

Results:

• OK – STOP.


• Detonation sensors • Sensor for inlet manifold air pressure • Sensor for engine coolant pressure System Response: Default values are assumed for the inputs to the ECM from all of the 8 volt analog sensors. All of the diagnostic codes for the 8 volt analog sensors to the ECM are disabled while this code is active.


The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: Since the engine protection is disabled, the engine is shut down. Troubleshooting:

i01728439

MID 036 - CID 0100 - FMI 03 Engine Oil Pressure open/short to +batt SMCS Code: 1924-038 Conditions Which Generate This Code:

Perform the following diagnostic procedure: “+8V Sensor Voltage Supply” Results:

The signal from the filtered oil pressure sensor to the Electronic Control Module (ECM) is greater than 4.8 VDC for at least five seconds. Additionally, neither of the following diagnostic codes are active:

• OK – STOP. i01727976

MID 036 - CID 0041 - FMI 04 8 Volt DC Supply short to ground

• 262 - 03 5 Volt Sensor DC Power Supply short to +batt

• 262 - 04 5 Volt Sensor DC Power Supply short to ground

SMCS Code: 1901-038 System Response: Conditions Which Generate This Code: The voltage supply from the Electronic Control Module (ECM) to one of the following sensors is below the normal range.

• Detonation sensors • Sensor for inlet manifold air pressure • Sensor for engine coolant pressure System Response:

The ECM assumes the last valid value for the engine oil pressure. The monitoring of the oil pressure is disabled. This disables the engine protection for low oil pressure and excessive oil pressure. The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: Since the engine protection is disabled, the engine is shut down.

Default values are assumed for the inputs to the ECM from all of the 8 volt analog sensors. All of the diagnostic codes for the 8 volt analog sensors to the ECM are disabled while this code is active.

Troubleshooting:

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

Perform the following diagnostic procedure: “Analog Sensor Signal”

Possible Performance Effect:

Results:

Since the engine protection is disabled,the engine is shut down.

• OK – STOP.

Troubleshooting: Perform the following diagnostic procedure: “+8V Sensor Voltage Supply” Results:

• OK – STOP.

This condition indicates an open circuit or a short circuit to a positive voltage source.


i01728444

MID 036 - CID 0100 - FMI 04 Engine Oil Pressure short to ground

Additionally, neither of the following diagnostic codes are active:

• 41 - 03 8 Volt DC Supply short to +batt • 41 - 04 8 Volt DC Supply short to ground

SMCS Code: 1924-038

System Response:



The signal from the filtered oil pressure sensor to the Electronic Control Module (ECM) is less than 0.2 VDC for at least five seconds. Additionally, neither of the following diagnostic codes are active:



Possible Performance Effect: The engine is shut down. Troubleshooting: This condition indicates the possibility of an open circuit or a short circuit. Perform the following diagnostic procedure: “PWM Sensor”

System Response:

Results:

The ECM assumes the last valid value for the engine oil pressure. The monitoring of the oil pressure is disabled. This disables the engine protection for low oil pressure and excessive oil pressure.

• OK – STOP.

The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: Since the engine protection is disabled, the engine is shut down. Troubleshooting: Perform the following diagnostic procedure: “Analog Sensor Signal”

i01636377

MID 036 - CID 0106 - FMI 08 Air Inlet Pressure Sensor noisy signal SMCS Code: 1901-038 Conditions Which Generate This Code: The duty cycle or the frequency for the inlet manifold pressure sensor is out of range.

Results:


• OK – STOP.

• 41 - 03 8 Volt DC Supply short to +batt • 41 - 04 8 Volt DC Supply short to ground i01636347

MID 036 - CID 0106 - FMI 03 Air Inlet Pressure Sensor short to +batt SMCS Code: 1901-038 Conditions Which Generate This Code: The duty cycle for the inlet manifold pressure sensor is greater than the maximum value.

System Response: The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down.


Troubleshooting:

i01691110

Results:

MID 036 - CID 0109 - FMI 08 Engine Coolant Outlet Pressure Sensor noisy signal

• OK – STOP.

SMCS Code: 1901-038

Perform the following diagnostic procedure: “PWM Sensor”

Conditions Which Generate This Code: i01631733

MID 036 - CID 0109 - FMI 03 Coolant Outlet Pressure open/short to +batt SMCS Code: 1901-038 Conditions Which Generate This Code: The duty cycle of the pressure sensor for the outlet of the engine coolant is greater than the maximum limit. Additionally, neither of the following diagnostic codes are active:

The duty cycle or the frequency of the signal from the pressure sensor for the outlet of the engine coolant is out of range. Additionally, neither of the following diagnostic codes are active:

• 41 - 03 8 Volt DC Supply short to +batt • 41 - 04 8 Volt DC Supply short to ground System Response: The alarm output is activated. The code is logged. Possible Performance Effect:

• 41 - 03 8 Volt DC Supply short to +batt

The engine performance is not affected.

• 41 - 04 8 Volt DC Supply short to ground

Troubleshooting:

System Response:


The alarm output is activated. The code is logged. Possible Performance Effect: The engine performance is not affected.

Results:

• OK – STOP.

Troubleshooting: The condition indicates a possible open circuit or a short circuit. Perform the following diagnostic procedure: “PWM Sensor” Results:

• OK – STOP.

i01728446

MID 036 - CID 0110 - FMI 03 Engine Coolant Temperature open/short to +batt SMCS Code: 1906-038 Conditions Which Generate This Code: The signal from the engine coolant temperature sensor to the Electronic Control Module (ECM) is greater than 4.8 VDC for at least five seconds. System Response: The ECM assumes the last valid value for engine coolant temperature. The monitoring of the coolant temperature is disabled. This disables the engine protection for low coolant temperature and high coolant temperature.


The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: Since the engine protection is disabled, the engine is shut down. Troubleshooting:

i01728448

MID 036 - CID 0145 - FMI 03 12 Volt DC Power Supply short to +batt SMCS Code: 1901-038 Conditions Which Generate This Code:

This condition indicates the possibility of an open circuit or a short circuit. Perform the following diagnostic procedure: “Analog Sensor Signal”

The electronic control module has been powered up for at least five seconds. The 12 volt sensor supply voltage becomes greater than 14.2 V for at least one second.

Results:

System Response:

• OK – STOP.

If the engine is running, the fuel is shut off. The shutdown output is activated. The code is logged. i01728447

MID 036 - CID 0110 - FMI 04 Engine Coolant Temperature short to ground

Possible Performance Effect: The engine is shut down or the engine will not start. Troubleshooting:

SMCS Code: 1906-038

Perform the following diagnostic procedure: “Engine Speed/Timing Sensor”


Results:

The signal from the engine coolant temperature sensor to the Electronic Control Module (ECM) is less than 0.2 VDC for at least five seconds.

• OK – STOP. i01728449

System Response: The ECM assumes the last valid value for the engine coolant temperature. The monitoring of the coolant temperature is disabled. This disables the engine protection for low coolant temperature and high coolant temperature. The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: Since the engine protection is disabled, the engine is shut down. Troubleshooting: Perform the following diagnostic procedure: “Analog Sensor Signal” Results:

• OK – STOP.

MID 036 - CID 0145 - FMI 04 12 Volt DC Power Supply short to ground SMCS Code: 1901-038 Conditions Which Generate This Code: The electronic control module has been powered up for at least five seconds. The 12 volt sensor supply voltage becomes less than 11 VDC for at least one second. System Response: If the engine is running, the fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down or the engine will not start.


Troubleshooting:

i01728451

Results:

MID 036 - CID 0172 - FMI 03 Intake Manifold Air Temp open/short to +batt

• OK – STOP.

SMCS Code: 1901-038

Perform the following diagnostic procedure: “Engine Speed/Timing Sensor”


MID 036 - CID 0168 FMI 02 System Voltage intermittent/erratic SMCS Code: 1401-038 Conditions Which Generate This Code: The Electronic Control Module (ECM) has been powered for at least 5 seconds. The engine is running. Either of the two following conditions occur:

• The battery voltage is less than 6 VDC for a minimum of 0.060 seconds. The voltage returns to the normal range within 0.015 seconds.

• There are three voltage readings of less than 6 VDC within 7 seconds. System Response: The alarm output is activated. The code is logged.

The Electronic Control Module (ECM) has been powered for at least five seconds. The signal from the inlet manifold temperature sensor to the ECM is greater than 4.8 VDC for at least five seconds. Additionally, neither of the following diagnostic codes are active:


• 262 -04 5 Volt Sensor DC Power Supply short to ground System Response: The ECM assumes the last valid value for the inlet manifold air temperature. The monitoring of the inlet manifold air temperature is disabled. This disables the engine protection for high inlet manifold air temperature. The air/fuel ratio control cannot compensate for the inlet air temperature. The fuel is shut off. The shutdown output is activated. The code is logged.

Note: If battery voltage is lost and the voltage does not return, the ECM will not log this diagnostic code. The engine will shut down.



Troubleshooting:

The intermittent problem may not affect engine operation. However, the engine may experience speed burps, intermittent shutdowns, and/or complete shutdowns.

The condition indicates a possible open circuit or a short circuit to a positive voltage source.

Troubleshooting: Perform the following diagnostic procedure: “Electrial Power Supply” Results:

• OK – STOP.

The engine is shut down.

Perform the following diagnostic procedure: “Analog Sensor Signal” Results:

• OK – STOP.


i01728453

i01728456

MID 036 - CID 0172 - FMI 04 Intake Manifold Air Temp short to ground

MID 036 - CID 0175 - FMI 03 Engine Oil Temperature open/short to +batt

SMCS Code: 1901-038

SMCS Code: 1901-038



The signal from the inlet manifold temperature sensor to the Electronic Control Module (ECM) is less than 0.2 VDC for at least five seconds.

The signal from the engine oil temperature sensor to the Electronic Control Module (ECM) is greater than 4.8 VDC for at least five seconds.



• 262 - 03 5 Volt Sensor DC Power Supply short


to +batt


to +batt


System Response:

System Response:

The ECM assumes the last valid value for the inlet manifold air temperature. The monitoring of the inlet manifold air temperature is disabled. This disables the engine protection for high inlet manifold air temperature. The air/fuel ratio control cannot compensate for the inlet air temperature.

The ECM assumes the last valid value for the engine oil temperature. The monitoring of the engine oil temperature is disabled. Also, the monitoring for a high difference in temperature between the engine oil and the engine coolant is disabled. This disables the engine protection for both parameters.


The shutdown output is activated. The code is logged.




Since engine protection is disabled, the engine is shut down.

Troubleshooting: Troubleshooting: Perform the following diagnostic procedure: “Analog Sensor Signal”

The condition indicates a possible open circuit or a short circuit to a positive voltage source.

Results:

• OK – STOP.


• OK – STOP.


i01728458

MID 036 - CID 0175 - FMI 04 Engine Oil Temperature short to ground

System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The timing will be advanced or the timing will be retarded. Either condition will result in reduced engine performance. If the condition is not corrected, engine damage will result.

SMCS Code: 1901-038 Conditions Which Generate This Code: The signal from the engine oil temperature sensor to the Electronic Control Module (ECM) is less than 0.2 VDC for at least five seconds.

Troubleshooting:


Perform the following diagnostic procedure: “Engine Speed/Timing Sensor - Calibrate”


Results:

to +batt


Calibrate the engine speed/timing sensor.

• OK – STOP.

to ground i01728460

System Response: The ECM assumes the last valid value for the engine oil temperature. The monitoring of the engine oil temperature is disabled. Also, monitoring for a high difference in temperature between the engine oil and the engine coolant is disabled. This disables the engine protection for both parameters. The shutdown output is activated. The code is logged. Possible Performance Effect: Since engine protection is disabled, the engine is shut down. Troubleshooting:

MID 036 - CID 0262 - FMI 03 5 Volt Sensor DC Power Supply short to +batt SMCS Code: 1408-038-NS Conditions Which Generate This Code: The supply voltage from the Electronic Control Module (ECM) to the sensors for the following parameters is exceeding the normal level:

• Inlet manifold air temperature • Engine oil temperature • Filtered engine oil pressure

Perform the following diagnostic procedure: “Analog Sensor Signal”

• Unfiltered engine oil pressure

Results:

System Response:

• OK – STOP.

All of the inputs to the ECM for the 5 volt analog sensors assume default values. All other diagnostic codes for the 5 volt analog sensors are disabled while this diagnostic code is active. The “Status” screen of Caterpillar Electronic Technician (ET) indicates a “Sensor Supply Fault” for each sensor. This indicates that the sensors are not operating due to an active diagnostic code.

i01636386

MID 036 - CID 0261 - FMI 13 Engine Timing calibration required SMCS Code: 1905-038 Conditions Which Generate This Code: The timing calibration has not been performed.

The shutdown indicator is activated. The code is logged.



Troubleshooting:

Since engine protection is disabled, the engine is shut down.

The condition indicates a possible short circuit to ground or a short circuit between the sensor supply and the return.

Troubleshooting: Perform the following diagnostic procedure: “+5V Sensor Voltage Supply”

Perform the following diagnostic procedure: “+5V Sensor Voltage Supply” Results:

Results:

• OK – STOP.

• OK – STOP.

i01728464 i01728462

MID 036 - CID 0262 - FMI 04 5 Volt Sensor DC Power Supply short to ground

MID 036 - CID 0301 - FMI 05 Cylinder 1 - Transformer Primary open circuit SMCS Code: 1901-038

SMCS Code: 1408-038-NS Conditions Which Generate This Code: Conditions Which Generate This Code: The supply voltage from the Electronic Control Module (ECM) to the sensors for the following parameters is less than the normal level:

The primary circuit of the transformer is diagnosed with an open circuit. System Response:

• Inlet manifold air temperature

The alarm output is activated. The code is logged.

• Engine oil temperature


• Filtered engine oil pressure

The cylinder will misfire.

• Unfiltered engine oil pressure

Troubleshooting:

System Response:

One of the following conditions is the source of the diagnostic code:

All of the inputs to the ECM for the 5 volt analog sensors assume default values. All other diagnostic codes for the 5 volt analog sensors are disabled while this diagnostic code is active. The “Status” screen of the Caterpillar Electronic Technician (ET) indicates a “Sensor Supply Fault” for each sensor. This indicates that the sensors are not operating due to an active diagnostic code. The shutdown output is activated. The code is logged. Possible Performance Effect: Since engine protection is disabled, the engine is shut down.

• A broken circuit driver’s wire for the transformer • A broken return wire for the transformer • An open circuit within the primary winding of the transformer

• An internal failure of the electronic control module (ECM)

Perform the following diagnostic procedure: “Ignition Transformers Primary Circuit” Results:

• OK – STOP.


i01728465

MID 036 - CID 0301 - FMI 06 Cylinder 1 - Transformer Primary short

Troubleshooting: One of the following conditions is the source of the diagnostic code:

• A broken circuit driver’s wire for the transformer

SMCS Code: 1901-038

• A broken return wire for the transformer


• An open circuit within the primary winding of the

The path for the circuit driver of the transformer is diagnosed with a short circuit.

transformer

• An internal failure of the Electronic Control Module (ECM)

System Response: The alarm output is activated. The code is logged.

Perform the following diagnostic procedure: “Ignition Transformers Primary Circuit”


Results:


• OK – STOP.

Troubleshooting: i01728470


• The wiring from the circuit driver for the transformer to the coil has a short circuit.


• There is a short circuit within the transformer.

SMCS Code: 1901-038

• There is an internal failure of the Electronic


Control Module (ECM).


Possible Performance Effect: i01728469

MID 036 - CID 0302 - FMI 05 Cylinder 2 - Transformer Primary open circuit SMCS Code: 1901-038 Conditions Which Generate This Code: The primary circuit of the transformer is diagnosed with an open circuit. System Response: The alarm output is activated. The code is logged.



• OK – STOP.



The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the diagnostic code:


• There is a short circuit within the transformer. • There is an internal failure of the Electronic Control Module (ECM). Perform the following diagnostic procedure: “Ignition Transformers Primary Circuit”


Results:

i01728473

• OK – STOP. i01728471

MID 036 - CID 0303 - FMI 05 Cylinder 3 - Transformer Primary open circuit

MID 036 - CID 0303 - FMI 06 Cylinder 3 - Transformer Primary short SMCS Code: 1901-038 Conditions Which Generate This Code:

SMCS Code: 1901-038



System Response:

The primary circuit of the transformer is diagnosed with an open circuit.


System Response: The alarm output is activated. The code is logged. Possible Performance Effect:

Possible Performance Effect: The cylinder will misfire. Troubleshooting:



Troubleshooting:

• The wiring from the circuit driver for the




transformer to the coil has a short circuit.

• There is a short circuit within the transformer. • There is an internal failure of the Electronic Control Module (ECM).


• OK – STOP.


• OK – STOP.

i01728474






The cylinder will misfire. Perform the following diagnostic procedure: “Ignition Transformers Primary Circuit”



Results:

• OK – STOP. i01728478

• A broken return wire for the transformer • An open circuit within the primary winding of the transformer





Results:


• OK – STOP.

System Response: i01728475


The alarm output is activated. The code is logged. Possible Performance Effect: The cylinder will misfire. Troubleshooting:

SMCS Code: 1901-038 Conditions Which Generate This Code: The path for the circuit driver of the transformer is diagnosed with a short circuit.


• A broken circuit driver’s wire for the transformer • A broken return wire for the transformer


• An open circuit within the primary winding of the transformer







• OK – STOP.


i01728479



SMCS Code: 1901-038





• A broken return wire for the transformer • An open circuit within the primary winding of the

System Response:

transformer



Possible Performance Effect: The cylinder will misfire.


Troubleshooting:

Results:


• OK – STOP.


i01728481



MID 036 - CID 0306 - FMI 06 Cylinder 6 - Transformer Primary short SMCS Code: 1901-038



Results:


• OK – STOP.


MID 036 - CID 0306 - FMI 05 Cyinder 6 - Transformer Primary open circuit SMCS Code: 1901-038






System Response:





• There is an internal failure of the Electronic Control Module (ECM).


i01728485


• OK – STOP.



The path for the circuit driver of the transformer is diagnosed with a short circuit. System Response: The alarm output is activated. The code is logged.

SMCS Code: 1901-038





Troubleshooting:

System Response:










Results:


• OK – STOP.




• OK – STOP.

i01728490

MID 036 - CID 0308 - FMI 05 Cylinder 8 - Transformer Primary open circuit SMCS Code: 1901-038 Conditions Which Generate This Code: The primary circuit of the transformer is diagnosed with an open circuit. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The cylinder will misfire.


Troubleshooting:

Results:


• OK – STOP.



i01728496

MID 036 - CID 0309 - FMI 05 Cylinder 9 - Transformer Primary open circuit SMCS Code: 1901-038 Conditions Which Generate This Code:



Results:

System Response:

• OK – STOP.

The alarm output is activated. The code is logged. i01728493



SMCS Code: 1901-038







transformer




Troubleshooting:

Results:


• OK – STOP.




i01728499




SMCS Code: 1901-038



• An open circuit within the primary winding of the


transformer





Results:


• OK – STOP.






SMCS Code: 1901-038









• OK – STOP.







Results:

i01728513

• OK – STOP. i01728512


MID 036 - CID 0311 - FMI 06 Cylinder 11 - Transformer Primary short SMCS Code: 1901-038 Conditions Which Generate This Code:

SMCS Code: 1901-038



System Response:







Troubleshooting:








• OK – STOP.


• OK – STOP.

i01728515






The cylinder will misfire. Perform the following diagnostic procedure: “Ignition Transformers Primary Circuit”



Results:

• OK – STOP. i01728523

• A broken return wire for the transformer • An open circuit within the primary winding of the transformer





Results:


• OK – STOP.




SMCS Code: 1901-038 Conditions Which Generate This Code: The path for the circuit driver of the transformer is diagnosed with a short circuit.


• A broken circuit driver’s wire for the transformer • A broken return wire for the transformer









• OK – STOP.


i01728527



SMCS Code: 1901-038






System Response:

transformer





Troubleshooting:

Results:


• OK – STOP.


i01728535






Results:


• OK – STOP.








System Response:





• There is an internal failure of the Electronic Control Module (ECM).


i01728545


• OK – STOP.



The path for the circuit driver of the transformer is diagnosed with a short circuit. System Response: The alarm output is activated. The code is logged.

SMCS Code: 1901-038





Troubleshooting:

System Response:










Results:


• OK – STOP.




• OK – STOP.

i01728548

MID 036 - CID 0316 - FMI 05 Cylinder 16 - Transformer Primary open circuit SMCS Code: 1901-038 Conditions Which Generate This Code: The primary circuit of the transformer is diagnosed with an open circuit. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The cylinder will misfire.


Troubleshooting:

Results:


• OK – STOP.



i01728554

MID 036 - CID 0320 - FMI 03 Speed/Timing Sensor short to +batt SMCS Code: 1912-038 Conditions Which Generate This Code:


To activate this code, all of the following conditions must occur:

Results:

The Electronic Control Module (ECM) has been powered for at least one second. The pattern of the timing reference gear is lost for more than one second. The engine speed is greater than 150 rpm. Neither of the following diagnostic codes are active:

• OK – STOP. i01728552

MID 036 - CID 0316 - FMI 06 Cylinder 16 - Transformer Primary short SMCS Code: 1901-038 Conditions Which Generate This Code: The path for the circuit driver of the transformer is diagnosed with a short circuit.

• 145 - 03 12 Volt DC Power Supply short to +batt • 145 - 04 12 Volt DC Power Supply short to ground Note: The 0320 - 03 code is set after the pattern of the timing reference gear is lost for more than one second. However, the logic hesitates for 1.5 seconds before the code is activated. If a 145 - 03 or 145 - 04 is activated during the 1.5 seconds, then the 0320 - 03 code is deactivated. System Response:


If the engine is running, the ignition signals stop. The shutdown output is activated. The code is logged.

Possible Performance Effect: Possible Performance Effect: The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the diagnostic code:


If the engine is running, the engine will be shut down. If the engine is not running, the engine will not start. Troubleshooting: Perform the following diagnostic procedure: “Engine Speed/Timing Sensor”


Results:


• OK – STOP.

Control Module (ECM). Perform the following diagnostic procedure: “Ignition Transformers Primary Circuit”


i01728556

MID 036 - CID 0320 - FMI 08 Engine Speed/Timing signal abnormal

System Response: The ECM limits the current for the shutdown output to 0.3 amperes. The code is logged. Possible Performance Effect:

SMCS Code: 1912-038

The engine operation is not affected.


Troubleshooting:

The Electronic Control Module (ECM) must be powered for at least one second. The engine speed is greater than 150 rpm. One of the following two conditions occurs:

Perform the following diagnostic procedure: “ECM Status Indicator Output”

• An invalid pattern for the timing reference gear

• OK – STOP.

is detected. For example, reverse rotation is detected.

Results:

i01728563

• The pattern for the timing reference gear is lost for less than one second. System Response:

MID 036 - CID 0324 - FMI 03 Warning Lamp short to +batt SMCS Code: 1901-038

If the engine is running, the ignition signals stop. The shutdown output is activated. The code is logged.



The Electronic Control Module (ECM) detects excessive current for the alarm output.

If the engine is running, the engine will be shut down. If the engine is not running, the engine will not start.

Note: This diagnostic condition cannot be detected when the alarm output is OFF. System Response:

Troubleshooting: Perform the following diagnostic procedure: “Engine Speed/Timing Sensor”

The ECM limits the current for the alarm output to 0.3 amperes. The code is logged. Possible Performance Effect:

Results: The engine operation is not affected.

• OK – STOP. Troubleshooting: i01728557

MID 036 - CID 0323 - FMI 03 Shutdown Lamp short to +batt SMCS Code: 1901-038 Conditions Which Generate This Code: The Electronic Control Module (ECM) detects excessive current for the shutdown output. Note: This diagnostic condition cannot be detected when the shutdown output is OFF.

Perform the following diagnostic procedure: “ECM Status Indicator Output” Results:

• OK – STOP.


i01728570

MID 036 - CID 0336 - FMI 02 Incorrect ECS Switch inputs SMCS Code: 1901-038

Possible Performance Effect: The prelubrication will probably be disabled. Troubleshooting: Perform the following diagnostic procedure: “ECM Output Circuit (Prelubrication Oil Pump)”

Conditions Which Generate This Code: The Electronic Control Module (ECM) detects an invalid combination on these inputs from the Engine Control Switch (ECS): “Switched +Battery”, “Start”, “Stop”, and “Auto”.

Results:

• OK – STOP. i01728581

System Response: The shutdown output is activated. The code is logged. Possible Performance Effect: If the engine is running, the engine will be shut down. Troubleshooting:

MID 036 - CID 0338 - FMI 06 Pre-Lube Relay short to ground SMCS Code: 1319-038 Conditions Which Generate This Code: The Electronic Control Module (ECM) detects excessive current for the output to the prelube relay. This indicates a possible short circuit to the −Battery side.

Perform the following diagnostic procedure: “Electrical Power Supply” Results:

• OK – STOP. i01728575

MID 036 - CID 0338 - FMI 05 Pre-Lube Relay open circuit

Note: This diagnostic condition can only be detected by the ECM when the output for the prelube relay is ON. The output is normally ON when the engine control switch is in the START position and the prelube pressure switch is still OPEN. System Response:

SMCS Code: 1319-038

The ECM will continue to attempt to energize the relay. The alarm output is activated. The code is logged.



An open circuit or a short circuit to the +Battery side is detected while the output from the Electronic Control Module (ECM) to the prelube relay is OFF.

The prelubrication will probably be disabled.

Note: This diagnostic condition can only be detected by the ECM when the output for the prelube relay is OFF. The output is normally OFF when the engine control switch is in the STOP position and/or when the prelube pressure switch is CLOSED.

Perform the following diagnostic procedure: “ECM Output Circuit (Prelubrication Oil Pump)”

System Response: An internal resistor rises to the +Battery side when no electrical load is present. This indicates an open circuit in the harness or the solenoid. The alarm output is activated. The code is logged.

Troubleshooting:

Results:

• OK – STOP.


i01728588

MID 036 - CID 0339 - FMI 05 Engine Pre-lube Pressure Switch open circuit

System Response: The status of the transformer’s secondary output is set to 120 percent. The alarm output is activated and the code is logged. Possible Performance Effect:

SMCS Code: 1901-038


Conditions Which Generate This Code: The prelube pressure switch is OPEN. The oil pressure that is measured from the engine oil pressure sensor is greater than 50 kPa (7.25 psi).

Troubleshooting: One of the following conditions is the source of the problem:

System Response:

• There is a problem with the transformer’s ground.

The Electronic Control Module (ECM) normally monitors the prelube pressure switch. In this case, the engine oil pressure sensor will be monitored. This determines if the prelube pump is supplying oil to the engine.

• The winding of the transformer’s secondary circuit

If an “E233 (3) Low Engine Prelube Pressure” event is active, the output to the starting motor will not be energized and the engine will not start.

• The spark plug has internal damage or an open

The alarm output is activated. The code is logged. The output to the prelube relay remains energized until the engine control switch is turned to the STOP position.

is open.

• There is a problem with the connection to the spark plug’s terminal post. circuit.

• The spark plug gap is too wide. Perform the following diagnostic procedure: “Ignition Transformers Secondary Circuit and Spark Plugs” Results:

Possible Performance Effect: The prelubrication will probably be disabled.

• OK – STOP.

Troubleshooting:

i01632184

MID 036 - CID 0401 - FMI 06 Cylinder 1 - Transformer Secondary short to ground

Perform the following diagnostic procedure: “Prelubrication System” Results:

SMCS Code: 1901-038

• OK – STOP.


MID 036 - CID 0401 - FMI 05 Cylinder 1 - Transformer Secondary open circuit SMCS Code: 1901-038 Conditions Which Generate This Code: The transformer’s secondary circuit is diagnosed with an open circuit.

The transformer’s secondary circuit is diagnosed with a short circuit. System Response: The status of the transformer’s secondary output is set to zero percent. The alarm output is activated and the code is logged. Possible Performance Effect: The cylinder will misfire.


Troubleshooting:

• The spark plug gap is too wide.

One of the following conditions is the source of the problem:

Perform the following diagnostic procedure: “Ignition Transformers Secondary Circuit and Spark Plugs”

• The spark plug is fouled.

Results:

• The spark plug gap is closed.

• OK – STOP.


i01632192

is shorted.

Perform the following diagnostic procedure: “Ignition Transformers Secondary Circuit and Spark Plugs” Results:

MID 036 - CID 0402 - FMI 06 Cylinder 2 - Transformer Secondary short to ground SMCS Code: 1901-038

• OK – STOP.


MID 036 - CID 0402 - FMI 05 Cylinder 2 - Transformer Secondary open circuit SMCS Code: 1901-038

The transformer’s secondary circuit is diagnosed with a short circuit. System Response: The status of the transformer’s secondary output is set to zero percent. The alarm output is activated and the code is logged.

Conditions Which Generate This Code: Possible Performance Effect: The transformer’s secondary circuit is diagnosed with an open circuit.


System Response:

Troubleshooting:

The status of the transformer’s secondary output is set to 120 percent. The alarm output is activated and the code is logged.


• The spark plug is fouled. Possible Performance Effect:

• The spark plug gap is closed. The cylinder will misfire.

• The winding of the transformer’s secondary circuit Troubleshooting:

is shorted.




Results:


• OK – STOP.

is open.

• There is a problem with the connection to the spark plug’s terminal post.

• The spark plug has internal damage or an open circuit.


i01685955

MID 036 - CID 0403 - FMI 05 Cylinder 3 - Transformer Secondary open circuit

System Response: The status of the transformer’s secondary output is set to zero percent. The alarm output is activated and the code is logged. Possible Performance Effect:

SMCS Code: 1901-038


Conditions Which Generate This Code: The transformer’s secondary circuit is diagnosed with an open circuit. System Response: The status of the transformer’s secondary output is set to 120 percent. The alarm output is activated and the code is logged.


• The spark plug is fouled. • The spark plug gap is closed. • The winding of the transformer’s secondary circuit


is shorted.




Results:

• OK – STOP.

• There is a problem with the transformer’s ground. i01685958

• The winding of the transformer’s secondary circuit is open. • There is a problem with the connection to the spark plug’s terminal post.


MID 036 - CID 0404 - FMI 05 Cylinder 4 - Transformer Secondary open circuit SMCS Code: 1901-038 Conditions Which Generate This Code:


The transformer’s secondary circuit is diagnosed with an open circuit. System Response: The status of the transformer’s secondary output is set to 120 percent. The alarm output is activated and the code is logged.

• OK – STOP. i01632203



SMCS Code: 1901-038




The transformer’s secondary circuit is diagnosed with a short circuit.

• The winding of the transformer’s secondary circuit is open.





i01685960

MID 036 - CID 0405 - FMI 05 Cylinder 5 - Transformer Secondary open circuit SMCS Code: 1901-038



Results:

The transformer’s secondary circuit is diagnosed with an open circuit.

• OK – STOP.


MID 036 - CID 0404 - FMI 06 Cylinder 4 - Transformer Secondary short to ground SMCS Code: 1901-038 Conditions Which Generate This Code:

The status of the transformer’s secondary output is set to 120 percent. The alarm output is activated and the code is logged. Possible Performance Effect: Generation of the diagnostic code does not affect engine performance. However, the engine will probably misfire. This will cause the engine to run rough. The engine may shut down.


Troubleshooting:

System Response:


The status of the transformer’s secondary output is set to zero percent. The alarm output is activated and the code is logged. Possible Performance Effect: The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the problem:

• The spark plug is fouled. • The spark plug gap is closed. • The winding of the transformer’s secondary circuit is shorted. Perform the following diagnostic procedure: “Ignition Transformers Secondary Circuit and Spark Plugs” Results:

• OK – STOP.

• There is a problem with the transformer’s ground. • The winding of the transformer’s secondary circuit is open.




• OK – STOP.


i01632261



SMCS Code: 1901-038






System Response:

• There is a problem with the connection to the

is open. spark plug’s terminal post.

The status of the transformer’s secondary output is set to zero percent. The alarm output is activated and the code is logged.







circuit.

Results:

• OK – STOP.

• The spark plug is fouled. i01632269

• The spark plug gap is closed. • The winding of the transformer’s secondary circuit is shorted.



SMCS Code: 1901-038

Results:


• OK – STOP.

The transformer’s secondary circuit is diagnosed with a short circuit. i01685964

MID 036 - CID 0406 - FMI 05 Cylinder 6 - Transformer Secondary open circuit SMCS Code: 1901-038 Conditions Which Generate This Code: The transformer’s secondary circuit is diagnosed with an open circuit. System Response: The status of the transformer’s secondary output is set to 120 percent. The alarm output is activated and the code is logged.

System Response: The status of the transformer’s secondary output is set to zero percent. The alarm output is activated and the code is logged. Possible Performance Effect: The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the problem:

• The spark plug is fouled. • The spark plug gap is closed.


• The winding of the transformer’s secondary circuit is shorted.


i01632278


• OK – STOP.



The transformer’s secondary circuit is diagnosed with a short circuit. System Response:

SMCS Code: 1901-038






System Response: The status of the transformer’s secondary output is set to 120 percent. The alarm output is activated and the code is logged.








• There is a problem with the transformer’s ground. • The winding of the transformer’s secondary circuit

is shorted. Perform the following diagnostic procedure: “Ignition Transformers Secondary Circuit and Spark Plugs” Results:

• OK – STOP.

is open.

i01685995





SMCS Code: 1901-038



Results:

• OK – STOP.



System Response:

Troubleshooting:









Results:


• OK – STOP.

is open.



i01686000



SMCS Code: 1901-038



Results:


• OK – STOP.



The status of the transformer’s secondary output is set to 120 percent. The alarm output is activated and the code is logged. Possible Performance Effect: The cylinder will misfire.

SMCS Code: 1901-038 Troubleshooting: Conditions Which Generate This Code: The transformer’s secondary circuit is diagnosed with a short circuit.


• There is a problem with the transformer’s ground. System Response: The status of the transformer’s secondary output is set to zero percent. The alarm output is activated and the code is logged.







i01686011

Results:


• OK – STOP.

SMCS Code: 1901-038



MID 036 - CID 0409 - FMI 06 Cylinder 9 - Transformer Secondary short to ground SMCS Code: 1901-038 Conditions Which Generate This Code: The transformer’s secondary circuit is diagnosed with a short circuit.

The transformer’s secondary circuit is diagnosed with an open circuit. System Response: The status of the transformer’s secondary output is set to 120 percent. The alarm output is activated and the code is logged. Possible Performance Effect: The cylinder will misfire.

System Response:

Troubleshooting:



Possible Performance Effect: The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the problem:


• OK – STOP.





• OK – STOP.


i01632343



SMCS Code: 1901-038






System Response:










circuit.

Results:

• OK – STOP.





SMCS Code: 1901-038

Results:


• OK – STOP.








i01632360


• OK – STOP.



The transformer’s secondary circuit is diagnosed with a short circuit. System Response:

SMCS Code: 1901-038






System Response: The status of the transformer’s secondary output is set to 120 percent. The alarm output is activated and the code is logged.








• There is a problem with the transformer’s ground. • The winding of the transformer’s secondary circuit

is shorted. Perform the following diagnostic procedure: “Ignition Transformers Secondary Circuit and Spark Plugs” Results:

• OK – STOP.

is open.

i01686029





SMCS Code: 1901-038



Results:

• OK – STOP.



System Response:

Troubleshooting:









Results:


• OK – STOP.

is open.



i01686036



SMCS Code: 1901-038



Results:


• OK – STOP.



The status of the transformer’s secondary output is set to 120 percent. The alarm output is activated and the code is logged. Possible Performance Effect: The cylinder will misfire.

SMCS Code: 1901-038 Troubleshooting: Conditions Which Generate This Code: The transformer’s secondary circuit is diagnosed with a short circuit.


• There is a problem with the transformer’s ground. System Response: The status of the transformer’s secondary output is set to zero percent. The alarm output is activated and the code is logged.







i01686039

Results:


• OK – STOP.

SMCS Code: 1901-038



MID 036 - CID 0414 - FMI 06 Cylinder 14 - Transformer Secondary short to ground SMCS Code: 1901-038 Conditions Which Generate This Code: The transformer’s secondary circuit is diagnosed with a short circuit.

The transformer’s secondary circuit is diagnosed with an open circuit. System Response: The status of the transformer’s secondary output is set to 120 percent. The alarm output is activated and the code is logged. Possible Performance Effect: The cylinder will misfire.

System Response:

Troubleshooting:



Possible Performance Effect: The cylinder will misfire. Troubleshooting: One of the following conditions is the source of the problem:


• OK – STOP.





• OK – STOP.


i01632402



SMCS Code: 1901-038






System Response:










circuit.

Results:

• OK – STOP.





SMCS Code: 1901-038

Results:


• OK – STOP.






• The winding of the transformer’s secondary circuit Perform the following diagnostic procedure: “Ignition Transformers Secondary Circuit and Spark Plugs”

Note: This diagnostic condition can only be detected by the ECM when the output for the starting motor relay is OFF. The output is normally OFF when the engine control switch is in the STOP position or when the crank terminate relay is energized.

Results:

System Response:

• OK – STOP.

An internal resistor rises to the +Battery side when no electrical load is present. The alarm output is activated. The code is logged.

is shorted.

i01728635

MID 036 - CID 0443 - FMI 03 Crank Terminate Relay short to +batt SMCS Code: 1901-038

Possible Performance Effect: The engine will be unable to crank. Troubleshooting: The harness or the relay probably has an open circuit.

Conditions Which Generate This Code: The Electronic Control Module (ECM) detects excessive current for the crank terminate relay.

Perform the following diagnostic procedure: “ECM Output Circuit (Starting Motor)”

Note: This diagnostic condition cannot be detected when the output for the crank terminate relay is OFF. The output is normally OFF when the engine control switch is in the STOP position.

Results:

• OK – STOP. i01728642

System Response: The ECM will limit the current for the crank terminate relay to 0.3 amperes. The alarm output is activated. The code is logged. Troubleshooting:

MID 036 - CID 0444 - FMI 06 Start Relay short to ground SMCS Code: 1426-038 Conditions Which Generate This Code:

Perform the following diagnostic procedure: “ECM Status Indicator Output” Results:

• OK – STOP. i01728639

MID 036 - CID 0444 - FMI 05 Start Relay open circuit SMCS Code: 1426-038 Conditions Which Generate This Code: The output from the Electronic Control Module (ECM) for the starting motor relay is OFF. An open circuit or a short circuit to the +Battery is detected.

The Electronic Control Module (ECM) detects excessive current for the output of the starting motor relay. Note: This diagnostic condition can only be detected by the ECM when the output for the starting motor relay is ON. The output is normally ON when the engine control switch is turned from the STOP position to the START position. The output is ON until the crank terminate relay is energized. System Response: The ECM will continue to attempt to energize the relay. The alarm output is activated. The code is logged. Possible Performance Effect: The engine will probably be unable to crank.


Troubleshooting:

System Response:

This condition indicates an short circuit in the harness or the relay.

When the “Idle/Rated” switch is in the “Rated” position, the ECM assumes a default value for the desired engine speed.

Perform the following diagnostic procedure: “ECM Output Circuit (Starting Motor)”


Results:


• OK – STOP.

The default value for the desired engine speed is equal to the “Minimum Engine High Idle Speed” that is programmed on the “Service/Configuration” screen of the Caterpillar Electronic Technician (ET).

i01728646

MID 036 - CID 0445 - FMI 03 Run Relay short to +batt

Troubleshooting:

SMCS Code: 1901-038

The diagnostic code is generated by one of the following conditions:


• A short circuit to the +Battery side

The Electronic Control Module (ECM) detects excessive current for the run relay.

• A short circuit to ground

Note: This diagnostic condition cannot be detected when the output for the “Run” relay is OFF. The output is normally OFF when the engine control switch is in the STOP position.

Perform the following diagnostic procedure: “Desired Speed Input (4 - 20 mA)” Results:

• OK – STOP.

System Response: The ECM will limit the current to 0.3 amperes. The “Status” screen of the Caterpillar Electronic Technician (ET) will display “Relay Fault”. The code is logged. Troubleshooting: Perform the following diagnostic procedure: “ECM Status Indicator Output” Results:

i01728659

MID 036 - CID 0524 - FMI 04 Desired Engine Speed Sensor short to ground SMCS Code: 1907-038 Conditions Which Generate This Code: The Electronic Control Module (ECM) has been powered up for at least five seconds. The current to the ECM for the desired speed input is less than 2 mA for more than five seconds.

• OK – STOP. i01728651

MID 036 - CID 0524 - FMI 03 Desired Engine Speed Sensor short to +batt

System Response:

SMCS Code: 1907-038




The Electronic Control Module (ECM) has been powered up for at least five seconds. The current to the ECM for the desired speed input is greater than 22 mA for more than five seconds.

The default value for the desired engine speed is equal to the “Minimum Engine High Idle Speed” that is programmed on the “Service/Configuration” screen of the Caterpillar Electronic Technician (ET).

When the “Idle/Rated” switch is in the “Rated” position, the ECM assumes a default value for the desired engine speed.


Troubleshooting:

i01728669

• An open circuit or a short circuit to ground

MID 036 - CID 0542 - FMI 04 Unfiltered Engine Oil Pressure short to ground

• An open circuit or a short circuit to the +Battery

SMCS Code: 1924-038

Perform the following diagnostic procedure: “Desired Speed Input (4 - 20 mA)”


The diagnostic code is generated by one of the following conditions:

The signal to the Electronic Control Module (ECM) from the sensor for unfiltered engine oil pressure is less than 0.2 VDC for at least five seconds. Also, neither of the following diagnostic codes are active:

Results:

• OK – STOP.

• 262 - 03 5 Volt Sensor DC Power Supply short i01728660

MID 036 - CID 0542 - FMI 03 Unfiltered Engine Oil Pressure open/short to +batt SMCS Code: 1924-038 Conditions Which Generate This Code: The signal to the Electronic Control Module (ECM) from the sensor for unfiltered engine oil pressure is greater than 4.8 VDC for at least five seconds. Also, neither of the following diagnostic codes are active:



to +batt

• 262 - 04 5 Volt Sensor DC Power Supply short to ground System Response: The ECM assumes the last valid value for unfiltered engine oil pressure. Monitoring for restriction of the oil filters is disabled. The alarm output is activated. The code is logged. Troubleshooting: Perform the following diagnostic procedure: “Analog Sensor Signal” Results:

• OK – STOP.


The ECM assumes the last valid value for unfiltered engine oil pressure. Monitoring for restriction of the oil filters is disabled. The alarm output is activated. The code is logged.

MID 036 - CID 1042 - FMI 09 Unable to communicate with ITSM


SMCS Code: 1901-038

Engine operation is not affected.


Troubleshooting:

The Electronic Control Module (ECM) has been powered up for at least five seconds. The Integrated Temperature Sensing Module (ITSM) has sent ten consecutive messages to the ECM via the CAT Data Link. None of the messages have been received by the ECM.


• OK – STOP.


• Disconnected oxygen sensor

Note: This diagnostic code is logged by the ECM only. This code is not activated or logged by the ITSM. Although there is a failure to communicate with the ECM, the ITSM may still be able to communicate with the Caterpillar Electronic Technician (ET).

Perform the following diagnostic procedure: “Oxygen Sensor Signal”

System Response:

Results:


• OK – STOP.

Note: If ET cannot communicate with the ITSM, the values for the ITSM “Status Parameter” will display “Unavailable”. Troubleshooting: Perform the following diagnostic procedure: “Integrated Temperature Sensing Module”

• Burned out heater for the oxygen sensor

i01636406

MID 036 - CID 1086 - FMI 13 Oxygen Sensor Element calibration required SMCS Code: 1096-038

Results:


• OK – STOP.

The oxygen sensor is out of tolerance. i01636401

MID 036 - CID 1086 - FMI 09 Oxygen Sensor Element not communicating on link

System Response: Compensation for fuel quality is disabled. The diagnostic code will remain active until calibration of the oxygen sensor is successfully completed. The alarm output is activated. The code is logged.

SMCS Code: 1096-038 Possible Performance Effect: Conditions Which Generate This Code: The oxygen buffer has been powered for at least 60 seconds. The duty cycle for the oxygen signal is between 10 and 20 percent. The following diagnostic code is NOT active: 1088 - 06 Oxygen Sensor Power Supply short to ground. System Response: Compensation for fuel quality is disabled. The diagnostic code remains active until the duty cycle of the oxygen sensor is greater than 20 percent for at least five seconds. The alarm output is activated. The code is logged. Possible Performance Effect: Engine performance and emissions may be affected. Troubleshooting: A duty cycle of 10 to 20 percent is the default output when a load for the heater of the oxygen sensor is NOT detected by the oxygen buffer. In this case, check for one of the following conditions:

Engine performance and emissions may be affected. Troubleshooting: Calibrate the oxygen sensor. Perform the following diagnostic procedure: “Oxygen Sensor - Calibrate” Results:

• OK – STOP.


i01636414

MID 036 - CID 1087 - FMI 03 Oxygen Sensor Buffer Module short to +batt

System Response: Compensation for fuel quality is disabled. The diagnostic code will remain active until the following conditions occur:

• The frequency for the oxygen signal is less than

SMCS Code: 1096-038

625 Hz.


• A duty cycle between 10 and 90 percent is

The oxygen buffer has been powered for at least 60 seconds. The frequency (PWM) for the oxygen signal is below 375 Hz. The following diagnostic code is NOT active: 1088 - 06 Oxygen Sensor Power Supply open circuit.

present for at least five seconds.

The alarm output is activated. The code is logged. Possible Performance Effect: Engine performance and emissions may be affected.

System Response: Compensation for fuel quality is disabled. The diagnostic code will remain active until the frequency for the oxygen signal is greater than 375 Hz for at least five seconds.

Troubleshooting:


Results:


• OK – STOP.


Engine performance and emissions may be affected.

i01728689


MID 036 - CID 1088 - FMI 05 Oxygen Sensor Power Supply open circuit

Results:

SMCS Code: 1096-038

• OK – STOP.


Troubleshooting:

i01636422

MID 036 - CID 1087 - FMI 08 Oxygen Sensor Buffer Module noisy signal

Power to the oxygen buffer is OFF but the Electronic Control Module (ECM) receives a signal from the buffer. System Response:

SMCS Code: 1096-038

Compensation for fuel quality is disabled. The diagnostic code will remain active until a consistent oxygen signal is present for at least five seconds.



The oxygen buffer has been powered for at least 60 seconds. The frequency (PWM) for the oxygen signal is more than 625 Hz OR the duty cycle is not within the valid range of 10 to 90 percent. The following diagnostic code is NOT active: 1088 - 06 Oxygen Sensor Power Supply open circuit.

Possible Performance Effect: Engine performance and emissions may be affected. Troubleshooting: Perform the following diagnostic procedure: “Oxygen Sensor Buffer Supply”


• The signal driver inside the Electronic Control

Results:

Module (ECM) for the throttle solenoid is energized. However, the output current is below normal. This indicates an open circuit.

• OK – STOP. i01728696

MID 036 - CID 1088 - FMI 06 Oxygen Sensor Power Supply short to ground SMCS Code: 1096-038

• The J2 - 64 circuit is shorted to ground. System Response: The shutdown output is activated. The code is logged. Possible Performance Effect:


If the engine is operating, the engine is shut down.

The supply voltage for the oxygen buffer is shorted to the −Battery side. Note: This diagnostic condition can only be detected by the Electronic Control Module (ECM) when the signal driver for the oxygen buffer is ON. Terminal 13 of the J2/P2 connectors is the signal driver for the oxygen buffer. The signal driver is normally ON when the engine control switch is in the “START” position.

Troubleshooting: Perform the following diagnostic procedure: “Throttle Actuator Solenoid” Results:

• OK – STOP. i01728715

System Response: Compensation for fuel quality is disabled. The diagnostic code will remain active until a consistent oxygen signal is present for at least five seconds.

MID 036 - CID 1440 - FMI 06 Throttle Actuator Driver short to ground


SMCS Code: 1901-038



Engine performance and emissions may be affected.

One of the following conditions will generate this code:

Troubleshooting:

• The signal driver inside the Electronic Control Module (ECM) for the throttle solenoid is energized. The output current is above normal. This indicates a short circuit in the solenoid for the throttle actuator.

Perform the following diagnostic procedure: “Oxygen Sensor Buffer Supply” Results:

• The J2 - 63 circuit is shorted to ground.

• OK – STOP.

• The J2 - 63 circuit is shorted to the +Battery. i01728706

MID 036 - CID 1440 - FMI 05 Throttle Actuator Driver open circuit SMCS Code: 1901-038 Conditions Which Generate This Code: One of the following conditions will generate this code:

System Response: The shutdown output is activated. The code is logged. Possible Performance Effect: If the engine is operating, the engine is shut down. Troubleshooting: Perform the following diagnostic procedure: “Throttle Actuator Solenoid”


Results:

i01728733

• OK – STOP. i01728721

MID 036 - CID 1446 - FMI 05 Fuel Metering Module open circuit SMCS Code: 1901-038 Conditions Which Generate This Code: To generate this diagnostic code, all of the following conditions must occur:

• The Electronic Control Module (ECM) has been powered up for more than 5 seconds.

• The battery voltage is greater than 20 VDC. • The flow rate of the fuel is less than 481 N·m3/hr (300 CFM).

• The voltage of the signal is less than “X” for 5

seconds. The calculation for “X” is given in Table 13.

Table 13

X =

MID 036 - CID 1446 - FMI 09 Unable to communicate with Fuel Metering Module SMCS Code: 1901-038 Conditions Which Generate This Code: The Electronic Control Module (ECM) has been powered up for more than 5 seconds. Ten consecutive messages have been sent from the fuel metering valve to the ECM via the CAN Data Link. None of the messages have been received by the ECM. System Response: The “Alarm Status” is activated. The “Status Parameter” for “Fuel Valve Position”, “Fuel Pressure (abs)”, “Fuel Valve Differential Pressure”, and “Fuel Temperature” are frozen on the Caterpillar Electronic Technician (ET). The alarm output is activated. The code is logged. Possible Performance Effect: Engine performance is affected. Troubleshooting:

3.0 V

−

G × 1.75 V 300 CFM

Perform the following diagnostic procedure: “Fuel Metering Valve”

G is the flow of the fuel in CFM.

Results: System Response: The “Status Parameter” for “Fuel Valve Position” will display “0 %” on the Caterpillar Electronic Technician (ET). The alarm output is activated. The code is logged. Possible Performance Effect: Engine performance is affected. Troubleshooting: Perform the following diagnostic procedure: “Fuel Metering Valve” Results:

• OK – STOP.

• OK – STOP. i01728740

MID 036 - CID 1446 - FMI 12 Fuel Metering Module malfunction SMCS Code: 1901-038 Conditions Which Generate This Code: The fuel metering valve sends a signal to the Electronic Control Module (ECM) via the CAN data link. The signal indicates that there is a problem with the fuel metering valve. System Response: The code is logged. The shutdown output is activated.



System Response:


The code is logged. The shutdown output is activated.

Troubleshooting: Possible Performance Effect: Perform the following diagnostic procedure: “Fuel Metering Valve”


Results:

Troubleshooting:

• OK – STOP.

Perform the following diagnostic procedure: “Fuel Metering Valve” i01619975

MID 036 - CID 1446 - FMI 13 Fuel Metering Module calibration required

Results:

• OK – STOP. i01741170

MID 036 - CID 1501 - FMI 03 Cylinder #1 Detonation Sensor open/short to +batt

SMCS Code: 1901-038 Conditions Which Generate This Code: The “Gas Fuel Properties” have not been programmed for the fuel metering valve.

SMCS Code: 1901-038

System Response:


The code is logged. The alarm output is activated.

The run relay and the crank terminate relay are energized. The input of a signal from a detonation sensor to the Electronic Control Module (ECM) is greater than 4.8 VDC for ten seconds.

Possible Performance Effect: The fuel metering valve is shutdown. This prevents the engine from running.

Neither of the following diagnostic codes are active:

Troubleshooting:


Perform the following diagnostic procedure: “Fuel Metering Valve”

• 0041 - 04 8 Volt DC Supply short to ground System Response:

Results: The shutdown output is activated. The code is logged.

• OK – STOP. i01728751

MID 036 - CID 1447 - FMI 12 Fuel Metering Sensor Module malfunction SMCS Code: 1901-038 Conditions Which Generate This Code: The fuel metering valve sends a signal to the Electronic Control Module (ECM) via the CAN data link. The signal indicates that there is a problem with the fuel metering valve’s sensor module.

Possible Performance Effect: The engine is shut down. Troubleshooting: Perform the following diagnostic procedure: “Detonation Sensors” Results:

• OK – STOP.


i01741177

MID 036 - CID 1501 - FMI 04 Cylinder #1 Detonation Sensor short to ground

System Response: The shutdown output is activated. The code is logged. Possible Performance Effect:

SMCS Code: 1901-038



Troubleshooting:

The run relay and the crank terminate relay are energized. The input of the signal from the detonation sensor to the Electronic Control Module (ECM) is less than 1.0 VDC for ten seconds.

Perform the following diagnostic procedure: “Detonation Sensors”


• OK – STOP.

Results:

• 0041 - 03 8 Volt DC Supply short to +batt i01741184

• 0041 - 04 8 Volt DC Supply short to ground System Response: The shutdown output is activated. The code is logged. Possible Performance Effect:

MID 036 - CID 1502 - FMI 04 Cylinder #2 Detonation Sensor short to ground SMCS Code: 1901-038 Conditions Which Generate This Code:



Troubleshooting: Perform the following diagnostic procedure: “Detonation Sensors”


Results:


• OK – STOP.

• 0041 - 04 8 Volt DC Supply short to ground i01741181



SMCS Code: 1901-038



Troubleshooting:




• OK – STOP.


Results:


i01741187



SMCS Code: 1901-038



Troubleshooting:




• OK – STOP.

Results:



MID 036 - CID 1506 - FMI 03 Cylinder #6 Detonation Sensor open/short to +batt SMCS Code: 1901-038 Conditions Which Generate This Code:





Results:


• OK – STOP.




SMCS Code: 1901-038



Troubleshooting:




• OK – STOP.


Results:


i01741203



SMCS Code: 1901-038



Troubleshooting:




• OK – STOP.

Results:








Results:


• OK – STOP.




SMCS Code: 1901-038



Troubleshooting:




• OK – STOP.


Results:


i01741209



SMCS Code: 1901-038



Troubleshooting:




• OK – STOP.

Results:



MID 036 - CID 1513 - FMI 03 Cylinder #13 Detonation Sensor open/short to +batt SMCS Code: 1901-038 Conditions Which Generate This Code:





Results:


• OK – STOP.




SMCS Code: 1901-038



Troubleshooting:




• OK – STOP.


Results:


i01741219



SMCS Code: 1901-038



Troubleshooting:




• OK – STOP.

Results:








Results:


• OK – STOP.




SMCS Code: 1901-038



Troubleshooting:




• OK – STOP.


Results:


i01741260

i01741264

MID 036 - CID 1758 - FMI 03 Specific Humidity Sensor open/short to +batt

MID 036 - CID 1758 - FMI 08 Specific Humidity Sensor signal abnormal

SMCS Code: 1901-038-NS


S/N: CFD1-Up

S/N: CFD1-Up

S/N: CME1-Up

S/N: CME1-Up

S/N: CEY1-Up

S/N: CEY1-Up

S/N: CSC1-Up; CTW1-Up




The duty cycle of the pressure sensor for the specific humidity of the inlet air is greater than the maximum limit.

The duty cycle or the frequency of the signal from the pressure sensor for the specific humidity of the inlet air is out of range.




• 262-035 Volt DC Supply short to +batt

• 262 - 04 5 Volt DC Supply short to ground

• 262-045 Volt DC Supply short to ground

System Response:

System Response:







Troubleshooting:

Troubleshooting:

The condition indicates a possible open circuit or a short circuit.



Results:

• OK – STOP. Results:

• OK – STOP.


i01741313

i01754491

MID 036 - CID 1759 - FMI 03 Exhaust Back Pressure Sensor open/short to +batt

MID 036 - CID 1759 - FMI 08 Exhaust Back Pressure Sensor signal abnormal

SMCS Code: 1061-038-PXS

SMCS Code: 1061-038-PXS

S/N: CFD1-Up

S/N: CFD1-Up

S/N: CME1-Up

S/N: CME1-Up

S/N: CEY1-Up

S/N: CEY1-Up





The duty cycle of the pressure sensor for the atmospheric pressure is greater than the maximum limit.

The duty cycle or the frequency of the signal from the atmospheric pressure sensor is out of range.




• 41 - 03 8 Volt DC Supply short to +batt • 41 - 04 8 Volt DC Supply short to ground System Response:

System Response: The alarm output is activated. The code is logged. The alarm output is activated. The code is logged. Possible Performance Effect: Possible Performance Effect: The engine performance is not affected. The engine performance is not affected. Troubleshooting: Troubleshooting: The condition indicates a possible open circuit or a short circuit.

Perform the following diagnostic procedure: “PWM Sensor” Results:


• OK – STOP.

Results:

• OK – STOP.

i01636449

MID 111 - CID 0591 - FMI 12 EEPROM checksum fault or ECM not programmed SMCS Code: 1901-038 Conditions Which Generate This Code: The Integrated Temperature Sensing Module (ITSM) detects a problem within the EPROM circuit.


System Response:

i01728777


MID 111 - CID 1489 - FMI 04 Left Turbo Turbine Out Temp Sens short to ground

Troubleshooting:


There is a problem with the ITSM.


Replace the ITSM. Follow the instructions in Troubleshooting, “Replacing the ITSM”.

The Integrated Temperature Sensing Module (ITSM) detects one of the following conditions for the input from the thermocouple of the turbocharger:

Monitoring of the exhaust temperature is lost. Also, protection against high exhaust temperatures is lost.

Results:

• A short circuit to the −Battery side

• OK – STOP.

• A short circuit to the ground i01728761

MID 111 - CID 1489 - FMI 03 Left Turbo Turbine Out Temp Sens short to +batt SMCS Code: 1052-038-NS Conditions Which Generate This Code: The Integrated Temperature Sensing Module (ITSM) detects a short circuit to the +Battery side for the input from the thermocouple of the turbocharger. System Response: Monitoring of the temperature for the port of the turbine is lost. Also, protection for the port is lost. The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Open/Shorted High” for the port of the turbine.

System Response: Monitoring of the temperature for the port of the turbine is lost. Also, protection for the port is lost. The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Shorted to Ground” for the port of the turbine. Possible Performance Effect: Engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: “Integrated Temperature Sensing Module (ITSM)” Results:

• OK – STOP. i01728782

This diagnostic code remains active until the condition that caused the problem is not present for 30 seconds. Possible Performance Effect:

MID 111 - CID 1489 - FMI 05 Left Turbo Turbine Out Temp Sens open circuit



Troubleshooting:


Perform the following diagnostic procedure: “Integrated Temperature Sensing Module (ITSM)”

The Integrated Temperature Sensing Module (ITSM) detects an open circuit for the input from the thermocouple of the turbocharger.

Results:

• OK – STOP.

System Response: Monitoring of the exhaust temperature for the port of the turbine is lost. Also, protection for the port is lost. The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Open/Shorted High” for the port of the turbine.



i01728791

MID 111 - CID 1490 - FMI 04 Rt Turbo Turbine Out Temp Sens short to ground

Engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: “Integrated Temperature Sensing Module (ITSM)”


Results:


• OK – STOP.

The Integrated Temperature Sensing Module (ITSM) detects one of the following conditions for the input from the thermocouple of the turbocharger: i01728785

MID 111 - CID 1490 - FMI 03 Rt Turbo Turbine Out Temp Sens short to +batt SMCS Code: 1052-038-NS Conditions Which Generate This Code:

• A short circuit to the −Battery side • A short circuit to the ground System Response: Monitoring of the temperature for the port of the turbine is lost. Also, protection for the port is lost. The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Shorted to Ground” for the port of the turbine.

The Integrated Temperature Sensing Module (ITSM) detects a short circuit to the +Battery side for the input from the thermocouple of the turbocharger.


System Response:


Monitoring of the temperature for the port of the turbine is lost. Also, protection for the port is lost. The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Open/Shorted High” for the port of the turbine.

Troubleshooting:

This diagnostic code remains active until the condition that caused the problem is not present for 30 seconds.

Perform the following diagnostic procedure: “Integrated Temperature Sensing Module (ITSM)” Results:

• OK – STOP.

Possible Performance Effect: Engine operation is not affected. Troubleshooting:

i01728794

MID 111 - CID 1490 - FMI 05 Rt Turbo Turbine Out Temp Sens open circuit



Results:


• OK – STOP.



System Response:

i01728797

Monitoring of the exhaust temperature for the port of the turbine is lost. Also, protection for the port is lost. The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Open/Shorted High” for the port of the turbine. Possible Performance Effect:

MID 111 - CID 1491 - FMI 04 Rt Turbo Turbine In Temp Sens short to ground SMCS Code: 1052-038-NS Conditions Which Generate This Code:

Engine operation is not affected. Troubleshooting:

The Integrated Temperature Sensing Module (ITSM) detects one of the following conditions for the input from the thermocouple of the turbocharger:



Results:

• A short circuit to the ground

• OK – STOP.


Monitoring of the temperature for the port of the turbine is lost. Also, protection for the port is lost. The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Shorted to Ground” for the port of the turbine.

MID 111 - CID 1491 - FMI 03 Rt Turbo Turbine In Temp Sens short to +batt





Troubleshooting:



System Response: Monitoring of the temperature for the port of the turbine is lost. Also, protection for the port is lost. The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Open/Shorted High” for the port of the turbine. This diagnostic code remains active until the condition that caused the problem is not present for 30 seconds. Possible Performance Effect: Engine operation is not affected.

Results:

• OK – STOP. i01728800

MID 111 - CID 1491 - FMI 05 Rt Turbo Turbine In Temp Sens open circuit SMCS Code: 1052-038-NS Conditions Which Generate This Code:

Troubleshooting:



System Response:

Results:

• OK – STOP.

Monitoring of the exhaust temperature for the port of the turbine is lost. Also, protection for the port is lost. The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Open/Shorted High” for the port of the turbine.



i01728806

MID 111 - CID 1492 - FMI 04 Left Turbo Turbine In Temp Sens short to ground



Results:


• OK – STOP.

The Integrated Temperature Sensing Module (ITSM) detects one of the following conditions for the input from the thermocouple of the turbocharger: i01728804

MID 111 - CID 1492 - FMI 03 Left Turbo Turbine In Temp Sens short to +batt SMCS Code: 1052-038-NS Conditions Which Generate This Code:

• A short circuit to the −Battery side • A short circuit to the ground System Response: Monitoring of the temperature for the port of the turbine is lost. Also, protection for the port is lost. The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Shorted to Ground” for the port of the turbine.



System Response:


Monitoring of the temperature for the port of the turbine is lost. Also, protection for the port is lost. The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Open/Shorted High” for the port of the turbine.

Troubleshooting:

This diagnostic code remains active until the condition that caused the problem is not present for 30 seconds.


• OK – STOP.


i01728813

MID 111 - CID 1492 - FMI 05 Left Turbo Turbine In Temp Sens open circuit



Results:


• OK – STOP.



System Response:

Results:

Monitoring of the exhaust temperature for the port of the turbine is lost. Also, protection for the port is lost. The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Open/Shorted High” for the port of the turbine.

• OK – STOP.

Possible Performance Effect: Engine operation is not affected.

i01728826

MID 111 - CID 1531 - FMI 04 Cyl #1 Exhaust Port Temp Sensor short to ground SMCS Code: 1919

Troubleshooting: Perform the following diagnostic procedure: “Integrated Temperature Sensing Module (ITSM)” Results:

• OK – STOP.

Conditions Which Generate This Code: The Integrated Temperature Sensing Module (ITSM) detects one of the following conditions for the input from the thermocouple of the cylinder.

• A short circuit to the −Battery side i01728819

MID 111 - CID 1531 - FMI 03 Cyl #1 Exhaust Port Temp Sensor short to +batt

• A short circuit to the ground System Response: Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost.

SMCS Code: 1919 Conditions Which Generate This Code:

The thermocouple is removed from the calculation for the average temperature of the engine.

The Integrated Temperature Sensing Module (ITSM) detects a short circuit to the +Battery side for the input from the thermocouple of the cylinder.

The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Shorted to ground” for the cylinder.

System Response:

The diagnostic code remains active until the condition that caused the code is not present for 30 seconds.

Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost. The thermocouple is removed from the calculation for the average temperature of the engine.


The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Open/Shorted High” for the cylinder. The diagnostic code remains active until the condition that caused the code is not present for 30 seconds. Possible Performance Effect: Engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: “Integrated Temperature Sensing Module (ITSM)”


• OK – STOP.


i01728828

System Response:

MID 111 - CID 1531 - FMI 05 Cyl #1 Exhaust Port Temp Sensor open circuit

Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost.

SMCS Code: 1919


Conditions Which Generate This Code: The Integrated Temperature Sensing Module (ITSM) detects an open circuit for the input from the thermocouple of the cylinder. System Response:

The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Open/Shorted High” for the cylinder. The diagnostic code remains active until the condition that caused the code is not present for 30 seconds.




Troubleshooting:




• OK – STOP. i01728835


MID 111 - CID 1532 - FMI 04 Cyl #2 Exhaust Port Temp Sensor short to ground

Engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: “Integrated Temperature Sensing Module (ITSM)” Results:

SMCS Code: 1919 Conditions Which Generate This Code: The Integrated Temperature Sensing Module (ITSM) detects one of the following conditions for the input from the thermocouple of the cylinder.

• OK – STOP. i01728833

MID 111 - CID 1532 - FMI 03 Cyl #2 Exhaust Port Temp Sensor short to +batt SMCS Code: 1919 Conditions Which Generate This Code: The Integrated Temperature Sensing Module (ITSM) detects a short circuit to the +Battery side for the input from the thermocouple of the cylinder.

• A short circuit to the −Battery side • A short circuit to the ground System Response: Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost. The thermocouple is removed from the calculation for the average temperature of the engine.


The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Shorted to ground” for the cylinder. The diagnostic code remains active until the condition that caused the code is not present for 30 seconds. Possible Performance Effect: Engine operation is not affected.

Results:

• OK – STOP. i01728852

MID 111 - CID 1533 - FMI 03 Cyl #3 Exhaust Port Temp Sensor short to +batt SMCS Code: 1919

Troubleshooting: Perform the following diagnostic procedure: “Integrated Temperature Sensing Module (ITSM)” Results:

• OK – STOP.

Conditions Which Generate This Code: The Integrated Temperature Sensing Module (ITSM) detects a short circuit to the +Battery side for the input from the thermocouple of the cylinder. System Response:

i01728837




The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Open/Shorted High” for the cylinder.

The Integrated Temperature Sensing Module (ITSM) detects an open circuit for the input from the thermocouple of the cylinder.


System Response:







Results:

SMCS Code: 1919

The diagnostic code remains active until the condition that caused the code is not present for 30 seconds. Possible Performance Effect: Engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: “Integrated Temperature Sensing Module (ITSM)”

Troubleshooting:

• OK – STOP.


i01728912

i01728915



SMCS Code: 1919

SMCS Code: 1919



The Integrated Temperature Sensing Module (ITSM) detects one of the following conditions for the input from the thermocouple of the cylinder.



System Response:



System Response: Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost.









Troubleshooting:




Troubleshooting: Results: Perform the following diagnostic procedure: “Integrated Temperature Sensing Module (ITSM)”

• OK – STOP.

Results:

• OK – STOP.

i01728917



System Response: Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost. The thermocouple is removed from the calculation for the average temperature of the engine.

The diagnostic code remains active until the condition that caused the code is not present for 30 seconds. Possible Performance Effect: Engine operation is not affected. Troubleshooting:



• OK – STOP.


i01728928


MID 111 - CID 1534 - FMI 05 Cyl #4 Exhaust Port Temp Sensor open circuit SMCS Code: 1919 Conditions Which Generate This Code:

• OK – STOP. i01728923


The Integrated Temperature Sensing Module (ITSM) detects an open circuit for the input from the thermocouple of the cylinder. System Response: Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost.





• A short circuit to the −Battery side • A short circuit to the ground


System Response:







Results:

Troubleshooting:

• OK – STOP.


i01728934

MID 111 - CID 1535 - FMI 03 Cyl #5 Exhaust Port Temp Sensor short to +batt SMCS Code: 1919

• A short circuit to the ground System Response: Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost.





System Response:


Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost. The thermocouple is removed from the calculation for the average temperature of the engine. The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Open/Shorted High” for the cylinder. The diagnostic code remains active until the condition that caused the code is not present for 30 seconds.

Possible Performance Effect: Engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: “Integrated Temperature Sensing Module (ITSM)” Results:

• OK – STOP.



MID 111 - CID 1535 - FMI 05 Cyl #5 Exhaust Port Temp Sensor open circuit SMCS Code: 1919 Conditions Which Generate This Code:

• OK – STOP. i01728940


The Integrated Temperature Sensing Module (ITSM) detects an open circuit for the input from the thermocouple of the cylinder. System Response: Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost.







The diagnostic code remains active until the condition that caused the code is not present for 30 seconds. Possible Performance Effect: Engine operation is not affected.

i01728968


Troubleshooting:




• OK – STOP.

• A short circuit to the −Battery side • A short circuit to the ground i01728959


System Response:

SMCS Code: 1919


Conditions Which Generate This Code: The Integrated Temperature Sensing Module (ITSM) detects a short circuit to the +Battery side for the input from the thermocouple of the cylinder. System Response: Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost. The thermocouple is removed from the calculation for the average temperature of the engine. The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Open/Shorted High” for the cylinder. The diagnostic code remains active until the condition that caused the code is not present for 30 seconds.


The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Shorted to ground” for the cylinder. The diagnostic code remains active until the condition that caused the code is not present for 30 seconds. Possible Performance Effect: Engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: “Integrated Temperature Sensing Module (ITSM)” Results:

• OK – STOP.


i01728976



SMCS Code: 1919

Results:


• OK – STOP.







• OK – STOP.


i01728999


MID 111 - CID 1537 - FMI 04 Cyl #7 Exhaust Port Temp Sensor short to ground SMCS Code: 1919 Conditions Which Generate This Code:

• OK – STOP. i01728993



• A short circuit to the −Battery side • A short circuit to the ground System Response:

SMCS Code: 1919 Conditions Which Generate This Code: The Integrated Temperature Sensing Module (ITSM) detects a short circuit to the +Battery side for the input from the thermocouple of the cylinder. System Response: Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost. The thermocouple is removed from the calculation for the average temperature of the engine.

Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost. The thermocouple is removed from the calculation for the average temperature of the engine. The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Shorted to ground” for the cylinder. The diagnostic code remains active until the condition that caused the code is not present for 30 seconds. Possible Performance Effect:




Troubleshooting:

i01729015

Results:


• OK – STOP.

SMCS Code: 1919





SMCS Code: 1919



System Response:



System Response:



The diagnostic code remains active until the condition that caused the code is not present for 30 seconds. Possible Performance Effect:






Troubleshooting:

Results:

• OK – STOP.

Troubleshooting:

i01729019

Results:


• OK – STOP.

SMCS Code: 1919







The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Shorted to ground” for the cylinder. The diagnostic code remains active until the condition that caused the code is not present for 30 seconds.


• OK – STOP.


i01729257


MID 111 - CID 1539 - FMI 03 Cyl #9 Exhaust Port Temp Sensor short to +batt SMCS Code: 1919 Conditions Which Generate This Code:

• OK – STOP. i01729025


The Integrated Temperature Sensing Module (ITSM) detects a short circuit to the +Battery side for the input from the thermocouple of the cylinder. System Response: Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost.





System Response:







Results:

i01729264

• OK – STOP. i01729262

MID 111 - CID 1539 - FMI 04 CYL #9 Exhaust Port Temp Sensor short to ground SMCS Code: 1919 Conditions Which Generate This Code: The Integrated Temperature Sensing Module (ITSM) detects one of the following conditions for the input from the thermocouple of the cylinder.

• A short circuit to the −Battery side • A short circuit to the ground System Response: Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost. The thermocouple is removed from the calculation for the average temperature of the engine. The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Shorted to ground” for the cylinder. The diagnostic code remains active until the condition that caused the code is not present for 30 seconds.

MID 111 - CID 1539 - FMI 05 Cyl #9 Exhaust Port Temp Sensor open circuit SMCS Code: 1919 Conditions Which Generate This Code: The Integrated Temperature Sensing Module (ITSM) detects an open circuit for the input from the thermocouple of the cylinder. System Response: Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost. The thermocouple is removed from the calculation for the average temperature of the engine. The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Open/Shorted High” for the cylinder. The diagnostic code remains active until the condition that caused the code is not present for 30 seconds. Possible Performance Effect: Engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: “Integrated Temperature Sensing Module (ITSM)”


Results:


• OK – STOP.



• OK – STOP.




The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Shorted to ground” for the cylinder. The diagnostic code remains active until the condition that caused the code is not present for 30 seconds. Possible Performance Effect:






Results:


• OK – STOP.

Troubleshooting:

i01729271


• OK – STOP.

MID 111 - CID 1540 - FMI 05 Cyl #10 Exhaust Port Temp Sensor open circuit SMCS Code: 1919

i01729270





Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost. The thermocouple is removed from the calculation for the average temperature of the engine. The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Open/Shorted High” for the cylinder. The diagnostic code remains active until the condition that caused the code is not present for 30 seconds. Possible Performance Effect: Engine operation is not affected.


Troubleshooting:

i01729275

Results:


• OK – STOP.

SMCS Code: 1919





SMCS Code: 1919



System Response:



System Response:


Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost. The thermocouple is removed from the calculation for the average temperature of the engine. The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Open/Shorted High” for the cylinder.








Troubleshooting:

Results:

• OK – STOP. i01729277

Results:

• OK – STOP.

MID 111 - CID 1541 - FMI 05 Cyl #11 Exhaust Port Temp Sensor open circuit SMCS Code: 1919 Conditions Which Generate This Code: The Integrated Temperature Sensing Module (ITSM) detects an open circuit for the input from the thermocouple of the cylinder.






• OK – STOP.


i01729281


MID 111 - CID 1542 - FMI 04 Cyl #12 Exhaust Port Temp Sensor short to ground SMCS Code: 1919 Conditions Which Generate This Code:

• OK – STOP. i01729278



• A short circuit to the −Battery side • A short circuit to the ground System Response:

SMCS Code: 1919 Conditions Which Generate This Code: The Integrated Temperature Sensing Module (ITSM) detects a short circuit to the +Battery side for the input from the thermocouple of the cylinder. System Response: Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost. The thermocouple is removed from the calculation for the average temperature of the engine.

Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost. The thermocouple is removed from the calculation for the average temperature of the engine. The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Shorted to ground” for the cylinder. The diagnostic code remains active until the condition that caused the code is not present for 30 seconds. Possible Performance Effect:




Troubleshooting:

i01729287

Results:


• OK – STOP.

SMCS Code: 1919





SMCS Code: 1919



System Response:



System Response:



The diagnostic code remains active until the condition that caused the code is not present for 30 seconds. Possible Performance Effect:






Troubleshooting:

Results:

• OK – STOP.

Troubleshooting:

i01729291

Results:


• OK – STOP.

SMCS Code: 1919







The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Shorted to ground” for the cylinder. The diagnostic code remains active until the condition that caused the code is not present for 30 seconds.


• OK – STOP.


i01729297


MID 111 - CID 1544 - FMI 03 Cyl #14 Exhaust Port Temp Sensor short to +batt SMCS Code: 1919 Conditions Which Generate This Code:

• OK – STOP. i01729294


The Integrated Temperature Sensing Module (ITSM) detects a short circuit to the +Battery side for the input from the thermocouple of the cylinder. System Response: Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost.





System Response:







Results:

i01729306

• OK – STOP. i01729303

MID 111 - CID 1544 - FMI 04 Cyl #14 Exhaust Port Temp Sensor short to ground SMCS Code: 1919 Conditions Which Generate This Code: The Integrated Temperature Sensing Module (ITSM) detects one of the following conditions for the input from the thermocouple of the cylinder.

• A short circuit to the −Battery side • A short circuit to the ground System Response: Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost. The thermocouple is removed from the calculation for the average temperature of the engine. The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Shorted to ground” for the cylinder. The diagnostic code remains active until the condition that caused the code is not present for 30 seconds.

MID 111 - CID 1544 - FMI 05 Cyl #14 Exhaust Port Temp Sensor open circuit SMCS Code: 1919 Conditions Which Generate This Code: The Integrated Temperature Sensing Module (ITSM) detects an open circuit for the input from the thermocouple of the cylinder. System Response: Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost. The thermocouple is removed from the calculation for the average temperature of the engine. The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Open/Shorted High” for the cylinder. The diagnostic code remains active until the condition that caused the code is not present for 30 seconds. Possible Performance Effect: Engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: “Integrated Temperature Sensing Module (ITSM)”


Results:


• OK – STOP.



• OK – STOP.










Results:


• OK – STOP.

Troubleshooting:

i01729312


• OK – STOP.

MID 111 - CID 1545 - FMI 05 Cyl #15 Exhaust Port Temp Sensor open circuit SMCS Code: 1919

i01729310





Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost. The thermocouple is removed from the calculation for the average temperature of the engine. The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Open/Shorted High” for the cylinder. The diagnostic code remains active until the condition that caused the code is not present for 30 seconds. Possible Performance Effect: Engine operation is not affected.


Troubleshooting:

i01729316

Results:


• OK – STOP.

SMCS Code: 1919





SMCS Code: 1919



System Response:



System Response:


Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost. The thermocouple is removed from the calculation for the average temperature of the engine. The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Open/Shorted High” for the cylinder.








Troubleshooting:

Results:

• OK – STOP. i01729319

Results:

• OK – STOP.

MID 111 - CID 1546 - FMI 05 Cyl #16 Exhaust Port Temp Sensor open circuit SMCS Code: 1919 Conditions Which Generate This Code: The Integrated Temperature Sensing Module (ITSM) detects an open circuit for the input from the thermocouple of the cylinder.


System Response: Monitoring of the exhaust temperature for the cylinder is lost. Also, protection for the cylinder is lost. The thermocouple is removed from the calculation for the average temperature of the engine. The code is logged. The “Status” screen of the Caterpillar Electronic Technician (ET) displays “Open/Shorted High” for the cylinder. The diagnostic code remains active until the condition that caused the code is not present for 30 seconds. Possible Performance Effect: Engine operation is not affected. Troubleshooting: Perform the following diagnostic procedure: “Integrated Temperature Sensing Module (ITSM)” Results:

• OK – STOP.


Troubleshooting with an Event Code i01729324

Event Codes SMCS Code: 1901-038 Use this section for the troubleshooting of problems that have generated event codes but do not have active diagnostic codes. When the event code is generated, the event is active. Any generated code becomes logged in the permanent memory of the Electronic Control Module (ECM). Event codes alert the operator that an abnormal engine operating condition such as low oil pressure or high coolant temperature has been detected. Events do not indicate problems with the electronic system. Event codes also indicate the nature of the problem. The Caterpillar Electronic Technician (ET) is designed to run on a personal computer. Event codes may be viewed on a personal computer that has the Cat ET software. Illustration 15 represents the operating range of an oil temperature sensor. The diagram is a reference. Do not use the diagram to troubleshoot the oil temperature sensor.

Illustration 15

g00791619

Typical operating range of an oil temperature sensor (1) In these areas, the output voltage of the sensor is too high or too low. The output is outside of the normal range. The electronic problem will generate a diagnostic code. (2) In this area, the oil temperature above 102 C (216 F) is higher than normal. The output voltage of the sensor will generate an event code for a warning, a derating, or a shutdown for high oil temperature. The sensor does not have an electronic problem. (3) This area represents the normal operating temperature for the engine oil. The normal output voltage of the sensor is between 0.2 and 4.1 volts.

The following format is used for event codes:

• “EXXX (X) Description of the code” The “E” means that the code is an event code. The “XXX” represents a numeric identifier for the event code. The fourth “(X)” represents a numeric identifier for the severity of the code. This is followed by a description of the code. See the following example:

• “E004 (3) Engine Overspeed Shutdown” The numbers that indicate the severity of the event code are defined below: Warning (1) – This condition represents a serious problem with engine operation. However, this condition does not require a deration or a shutdown. Derate (2) – For this condition, the engine power is reduced in order to help prevent possible engine damage. Shutdown (3) – For this condition, the engine is shut down in order to help prevent possible engine damage.


These responses to certain events may be programmed into the ECM. If the responses are programmed, Cat ET can display the event. If the responses are not programmed, the display will not appear. However, the occurrence of any event will cause the event code to be logged in the ECM.

Be sure to check the connectors. This is specially true for problems that are intermittent. See Troubleshooting, “Inspecting Electrical Connectors”. Narrow the probable cause. Consider the operator information, the conditions of operation, and the history of the engine.

Note: Do not confuse event codes with diagnostic codes. For information on diagnostic codes, see Troubleshooting, “Troubleshooting with a Diagnostic Code”.

Operator Information

Perform the following tasks before you troubleshoot the event code:

• The occurrence and the time of the occurrence

• Gather enough information about the complaint in order to describe the symptom(s) adequately.

• Verify that the complaint is not due to normal engine operation.

• Repair all active diagnostic codes. See

Troubleshooting, “Troubleshooting With A Diagnostic Code”.

Troubleshooting For basic troubleshooting of the engine, perform the following steps first in order to diagnose a malfunction. 1. Gather information about the complaint from the operator. 2. Verify that the complaint is not due to normal engine operation. Verify that the complaint is not due to error of the operator. 3. Perform a visual inspection. Inspect the following items:

• Fuel supply • Oil level

Obtain the following information from the operator:

• Determine the conditions for the occurrence. The conditions will include the engine rpm and the load.

• Determine if there are any systems that were installed by the dealer or the customer that could cause the symptom.

• Determine whether any other occurrences happened in addition to the symptom.

Diagnostic Codes and Event Codes Examine the following information regarding any codes:

• The probable cause of the symptom is correlated to the code.

• The code was generated when the symptom occurred.

• Codes that are repeatedly logged • The complaint is not due to normal engine operation.

Other Symptoms

• Oil supply

If other occurrences happened in addition to the symptom, investigate the following conditions:

• Wiring

• The other occurrences are related to the

• Connectors 4. Check the diagnostic codes and event codes. Repair any active codes. If these inspections do not reveal any problems, identify the probable causes with the procedures in this manual that best describe the symptoms. Check each probable cause according to the tests that are recommended.

symptom.

• The symptoms have a probable cause that is common.

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


When an event code is active, the “Active Alarm” indicator (“Engine Control Alarm Status” on Cat ET) is activated in order to alert the operator. If the condition that generated the code is momentary, the message disappears. The event code will be logged in the ECM memory. Active event codes are listed in ascending numerical order. The code with the lowest number is listed first.

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

• The hour of the first occurrence of the code • The hour of the last occurrence of the code • The number of occurrences of the code This information can be helpful for troubleshooting intermittent problems. Logged codes can also be used to review the performance of the engine. Any logged event codes will automatically be deleted if no additional occurrences are recorded in 100 hours. Logged events are listed in chronological order. The most recent event code is listed first. Note: Always clear logged event codes after investigating and correcting the problem which generated the code. i01729333

E004 Engine Overspeed Shutdown SMCS Code: 1901-038 Conditions Which Generate This Code: The engine rpm has exceeded the trip point that is programmed into the Electronic Control Module (ECM) and the delay time has expired. The ECM has determined that the detected speed is accurate. System Response: The gas shutoff valve and the ignition are shut off. The shutdown output is activated. The code is logged.


Refer to Troubleshooting, “Engine Overspeed”. Results:

• OK – STOP. i01637572

E015 High Engine Coolant Temperature Derate

Logged Event Codes


Troubleshooting:

SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 30 seconds. The engine coolant temperature has exceeded the trip point and the delay time has expired. No other codes for the engine coolant are active. System Response: The alarm output is activated. The event is logged. Possible Performance Effect: The engine power is reduced. Troubleshooting: Refer to Troubleshooting, “Engine Coolant Temperature (High)”. Results:

• OK – STOP. i01633543

E016 High Engine Coolant Temperature Shutdown SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 30 seconds. The engine coolant temperature has exceeded the trip point and the delay time has expired. No other codes for the engine coolant are active. System Response: The fuel is shut off. The shutdown output is activated. The code is logged.



i01633603

E019 High Engine Oil Temperature Shutdown

The engine is shut down. Troubleshooting:

SMCS Code: 1901-038



Results:

• OK – STOP. i01633545

E017 High Engine Coolant Temperature Warning SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 30 seconds. The engine coolant temperature has exceeded the trip point and the delay time has expired. No other codes for the engine coolant are active.

The crank terminate relay is set and the engine has been running for at least 30 seconds. The engine oil temperature has exceeded the trip point and the delay time has expired. No other codes for the engine oil temperature are active. System Response: The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut off. Troubleshooting: Refer to Troubleshooting, “Engine Oil Temperature (High)”.

System Response:

Results:


• OK – STOP.


The engine operation is not immediately affected. However, if the coolant temperature continues to rise, the engine will be shut down.

E020 High Engine Oil Temperature Warning

Troubleshooting:

SMCS Code: 1901-038



Results:

• OK – STOP.

The crank terminate relay is set and the engine has been running for at least 30 seconds. The engine oil temperature has exceeded the trip point and the delay time has expired. No other codes for the engine oil temperature are active. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine operation is not immediately affected. However, if the engine oil temperature continues to rise, the engine can be shut down.


Troubleshooting:


Refer to Troubleshooting, “Engine Oil Temperature (High)”.

The engine is shut down. Troubleshooting:

Results: Refer to Troubleshooting, “Inlet Air Temperature (High)”.

• OK – STOP. i01637574

Results:

E025 High Inlet Air Temperature Derate

• OK – STOP.

SMCS Code: 1901-038

E027 High Inlet Air Temperature Warning

i01633756

Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 30 seconds. The inlet air temperature has exceeded the setpoint and the delay time has expired. No other codes for the inlet air temperature are active.


The alarm output is activated. The event is logged.

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


System Response:

The engine power is reduced.


Troubleshooting:


Refer to Troubleshooting, “Inlet Air Temperature (High)”.

The engine operation is not immediately affected. However, if the inlet air temperature continues to rise, the engine may be shut down.

System Response:

Results: Troubleshooting:

• OK – STOP. Refer to Troubleshooting, “Inlet Air Temperature (High)”. i01633755

E026 High Inlet Air Temperature Shutdown

Results:

• OK – STOP.

SMCS Code: 1901-038 i01633757

Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 30 seconds. The inlet air temperature has exceeded the trip point and the delay time has expired. No other codes for the inlet air temperature are active. System Response: The fuel is shut off. The shutdown output is activated. The code is logged.

E038 Low Engine Coolant Temperature Warning SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 30 seconds. The temperature of the engine coolant is less than the trip point and the delay time has expired. No other codes for the coolant temperature are active.


System Response:

i01633763

The alarm output is activated. The code is logged. Possible Performance Effect: The engine operation is not immediately affected.

E042 Low System Voltage Shutdown SMCS Code: 1901-038 Conditions Which Generate This Code:

Troubleshooting: Refer to Troubleshooting, “Engine Coolant Temperature (Low)”.

The voltage is less than the trip point and the delay time has expired. No other codes for the system voltage are present.

Results:

System Response:

• OK – STOP.

The shutdown output is activated. The code is logged. i01633762

E040 Low Engine Oil Pressure Shutdown SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 10 seconds. The engine oil pressure is less than the trip point and the delay time has expired. No codes for the engine oil pressure sensor are active. System Response: The fuel is shut off. The shutdown output is activated. The code is logged.

Possible Performance Effect: The engine is shut down. Troubleshooting: Refer to Troubleshooting, “System Voltage”. Results:

• OK – STOP. i01633765

E043 Low System Voltage Warning SMCS Code: 1901-038




The voltage is less than the trip point and the delay time has expired. No other codes for the system voltage are present.

Troubleshooting: Refer to Troubleshooting, “Engine Oil Pressure (Low)”. Results:

• OK – STOP.

System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine operation is not immediately affected. However, if the system voltage continues to be reduced, the engine will be shut down. Troubleshooting: Refer to Troubleshooting, “System Voltage”. Results:

• OK – STOP.


i01633766

i01637590

E050 High System Voltage Warning

E096 High Fuel Pressure

SMCS Code: 1901-038


Conditions Which Generate This Code: The voltage is greater than the trip point and the delay time has expired. No other codes for the system voltage are present.

SMCS Code: 1901-038

The fuel pressure is higher than the trip point and the delay time has expired. System Response: The alarm output is activated. The code is logged.

System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine operation is not immediately affected. However, if the system voltage continues to increase the circuit breaker will switch OFF and the engine will be shut down.

Possible Performance Effect: The engine operation is not immediately affected. However, if the fuel pressure continues to increase, the supply may exceed the maximum limit for the fuel metering valve. Troubleshooting: Refer to Troubleshooting, “Fuel Pressure”.

Troubleshooting:

Results:

Refer to Troubleshooting, “System Voltage”.

• OK – STOP.

Results:

• OK – STOP.

i01633787

i01637578

E053 Low Fuel Pressure Warning SMCS Code: 1901-038 Conditions Which Generate This Code: The fuel pressure is less than the trip point and the delay time has expired. System Response: The alarm output is activated. The code is logged.

E100 Low Engine Oil Pressure Warning SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least ten seconds. The engine oil pressure is less than the trip point and the delay time has expired. There are no active codes for the engine oil pressure sensor. System Response: The alarm output is activated. The code is logged.



The engine operation is not immediately affected. However, if the fuel pressure continues to be reduced, the supply may become inadequate for the fuel metering valve.

The engine operation is not immediately affected. However, if the oil pressure continues to be reduced, the engine may be shut down.

Troubleshooting: Refer to Troubleshooting, “Fuel Pressure”. Results:

• OK – STOP.

Troubleshooting: Refer to Troubleshooting, “Engine Oil Pressure (Low)”.


Results:


• OK – STOP.

The engine is shut down. i01633790

E127 Engine Oil Filter Diff Pressure Low Warning

Troubleshooting: Refer to Troubleshooting, “Engine Oil Filter Differential Pressure”. Results:

SMCS Code: 1901-038

• OK – STOP.

Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 30 seconds. The engine oil filter differential pressure is less than the trip point and the delay time has expired. There are no active codes for the oil pressure sensors.

i01633828

E129 Engine Oil Filter Diff Pressure High Warning SMCS Code: 1901-038

System Response: Conditions Which Generate This Code: The alarm output is activated. The code is logged. Possible Performance Effect: The engine operation is not immediately affected. However, if the engine oil filter differential pressure continues to be reduced, the engine may be shut down.

The crank terminate relay is set and the engine has been running for at least 30 seconds. The oil filter differential pressure is greater than the trip point and the delay time has expired. There are no active codes for the oil pressure sensors. System Response:

Troubleshooting:


Refer to Troubleshooting, “Engine Oil Filter Differential Pressure”.

Possible Performance Effect: The engine operation is not immediately affected. However, if the oil filter differential pressure continues to increase, the engine may be shut down.

Results:

• OK – STOP. i01633814

E128 Engine Oil Filter Diff Pressure Low Shutdown

Troubleshooting: Refer to Troubleshooting, “Engine Oil Filter Differential Pressure”. Results:

SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 30 seconds. The oil filter differential pressure is less than the trip point and the delay time has expired. There are no active codes for the oil pressure sensors. System Response: The fuel is shut off. The shutdown output is activated. The code is logged.

• OK – STOP.


i01633832

E130 Engine Oil Filter Diff Pressure High Shutdown

Results:

• OK – STOP. i01633954

SMCS Code: 1901-038

E223 High Gas Temperature


SMCS Code: 1901-038 The crank terminate relay is set and the engine has been running for at least 30 seconds. The engine oil filter differential pressure is greater than the trip point and the delay time has expired. There are no active codes for the oil pressure sensors. System Response:

Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 30 seconds. The temperature of the gas has exceeded the trip point and the delay timer has expired. There are no active codes for the fuel temperature sensor.


System Response:





Troubleshooting: Refer to Troubleshooting, “Engine Oil Filter Differential Pressure”.

The engine operation is not immediately affected. However, if the fuel temperature continues to increase, the air/fuel ratio and the inlet manifold air temperature can be affected.

Results:

Troubleshooting:

• OK – STOP.

Refer to Troubleshooting, “Gas Temperature (High)”. i01633833

E135 Low Jacket Water Pressure Shutdown

Results:

• OK – STOP. i01633956

SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least ten seconds. The pressure of the jacket water is less than the trip point and the delay time has expired. There are no active codes for the pressure sensor at the outlet for the jacket water. System Response:

E224 High Jacket Water Inlet Pressure SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 10 seconds. The trip point for high pressure at the inlet for the jacket water has been exceeded and the delay time has expired.


System Response:



The engine is shut off.


Troubleshooting:


Refer to Troubleshooting, “Jacket Water Pressure (Low)”.


Troubleshooting:

Troubleshooting:

Refer to Troubleshooting, “Jacket Water Inlet Pressure (High)”.

Refer to Troubleshooting, “Driven Equipment”. Results:

Results:

• OK – STOP.

• OK – STOP.

i01633972 i01633959

E225 Engine Overcrank SMCS Code: 1901-038

E229 Fuel Energy Content Setting Low SMCS Code: 1901-038



The engine did not start within the programmed parameters for starting. System Response: The fuel is shut off. Engine cranking is prevented. The code is logged.

The crank terminate relay is set and the engine has been running for at least 30 seconds. The fuel correction factor is less than the trip point for 20 seconds. System Response: The alarm output is activated. The code is logged.



The engine will not start.

The engine performance may be erratic.

Troubleshooting: Refer to Troubleshooting, “Engine Overcrank”.

Troubleshooting: Refer to Troubleshooting, “Fuel Energy Content”.

Results:

Results:

• OK – STOP.

• OK – STOP. i01729345

E226 Driven Equipment Not Ready SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is ready to start. However, the Electronic Control Module (ECM) has received a signal which indicates that the driven equipment is not ready for the engine to start. System Response: The shutdown output is activated. Engine cranking is prevented. The code is logged. Possible Performance Effect: The engine will not start.

i01633976

E230 Fuel Energy Content Setting High SMCS Code: 1901-038 Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 30 seconds. The fuel correction factor is greater than the trip point for 20 seconds. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine performance may be erratic.


Troubleshooting:

Troubleshooting:

Refer to Troubleshooting, “Fuel Energy Content”.

Refer to Troubleshooting, “Engine Pre-Lube Pressure (Low)”.

Results: Results:

• OK – STOP.

• OK – STOP. i01746483

E231 Fuel Quality Out of Range

i01729352

E242 Engine Overload

SMCS Code: 1901-038 SMCS Code: 1901-038 Conditions Which Generate This Code: Conditions Which Generate This Code: The crank terminate relay is set and the engine has been running for at least 30 seconds. The Low Heat Value (LHV) of the fuel is less than the trip point OR the LHV of the fuel is greater than the trip point for 20 seconds.

The calculation by the Electronic Control Module (ECM) for the engine load is greater than 110 percent of the rated load. System Response:

System Response: The alarm output is activated. The code is logged. The fuel is shut off. The shutdown output is activated. The code is logged.



The engine power is reduced.


Troubleshooting:

Troubleshooting:

Refer to Troubleshooting, “Engine Overload”.

Refer to Troubleshooting, “Fuel Energy Content”.

Results:

Results:

• OK – STOP.

• OK – STOP.

i01634015 i01634004

E233 Low Engine Pre-Lube Pressure

E243 High Left Turbo Turbine Outlet Temperature SMCS Code: 1052-038

SMCS Code: 1901-038



The temperature at the outlet for the left turbocharger turbine has exceeded the trip point and the delay time has expired.

The prelube oil pressure is less than the trip point and the delay time has expired.

System Response: System Response: The shutdown output is activated. Starting of the engine is prevented. The signal driver for the prelube pump remains activated. The code is logged. Possible Performance Effect:

The following event codes are logged according to the trip points for the temperature:

• E243 (1) High Left Turbo Turbine Outlet Temperature (warning)

• E243 (3) High Left Turbo Turbine Outlet Temperature (shutdown)

The engine will not start.


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

Troubleshooting: Refer to Troubleshooting, “Turbocharger Turbine Temperature (High)”. Results:


• OK – STOP. If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded.

i01634041

E245 High Right Turbo Turbine Inlet Temperature

Troubleshooting: SMCS Code: 1052-038 Refer to Troubleshooting, “Turbocharger Turbine Temperature (High)”.

Conditions Which Generate This Code: The temperature at the inlet for the right turbocharger turbine has exceeded the trip point and the delay time has expired.

Results:

• OK – STOP.


E244 High Right Turbo Turbine Outlet Temperature


• E245 (1) High Right Turbo Turbine Inlet SMCS Code: 1052-038 Conditions Which Generate This Code:

Temperature (warning)

• E245 (3) High Right Turbo Turbine Inlet Temperature (shutdown)

The temperature at the outlet for the right turbocharger turbine has exceeded the trip point and the delay time has expired. System Response: The following event codes are logged according to the trip points for the temperature:

• E244 (1) High Right Turbo Turbine Outlet Temperature (warning)

• E244 (3) High Right Turbo Turbine Outlet Temperature (shutdown) If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated.

If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated. Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting: Refer to Troubleshooting, “Turbocharger Turbine Temperature (High)”. Results:




i01634043

System Response:

E246 High Left Turbo Turbine Inlet Temperature


SMCS Code: 1052-038

• E247 (1) Low Left Turbo Turbine Outlet Temperature (warning)


• E247 (3) Low Left Turbo Turbine Outlet

The temperature at the inlet for the left turbocharger turbine has exceeded the trip point and the delay time has expired. System Response: The following event codes are logged according to the trip points for the temperature:

• E246 (1) High Left Turbo Turbine Inlet Temperature (warning)

• E246 (3) High Left Turbo Turbine Inlet Temperature (shutdown)

Temperature (shutdown) If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated. Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded.

If a warning is generated, the alarm output is activated.

Troubleshooting:

If a shutdown is generated, the shutdown output is activated.

Refer to Troubleshooting, “Turbocharger Turbine Temperature (Low)”.


Results:

If a warning is generated, the engine performance is not immediately affected.

• OK – STOP.

The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting: Refer to Troubleshooting, “Turbocharger Turbine Temperature (High)”. Results:

i01634050

E248 Low Right Turbo Turbine Outlet Temperature SMCS Code: 1052-038 Conditions Which Generate This Code: The temperature at the outlet for the right turbocharger turbine is less than the trip point and the delay time has expired.

• OK – STOP. i01634046

System Response:

E247 Low Left Turbo Turbine Outlet Temperature


SMCS Code: 1052-038

• E248 (1) Low Right Turbo Turbine Outlet

Conditions Which Generate This Code: The temperature at the outlet for the left turbocharger turbine is less than the trip point and the delay time has expired.

Temperature (warning)

• E248 (3) Low Right Turbo Turbine Outlet Temperature (shutdown)




Troubleshooting: Refer to Troubleshooting, “Turbocharger Turbine Temperature (Low)”.

Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected.

Results:

• OK – STOP. The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting: Refer to Troubleshooting, “Turbocharger Turbine Temperature (Low)”.

i01634056

E250 Low Left Turbo Turbine Inlet Temperature SMCS Code: 1052-038

Results: Conditions Which Generate This Code:

• OK – STOP. i01634054

E249 Low Right Turbo Turbine Inlet Temperature

The temperature at the inlet for the left turbocharger turbine is less than the trip point and the delay time has expired. System Response:

SMCS Code: 1052-038



• E250 (1) Low Left Turbo Turbine Inlet Temperature (warning)

The temperature at the inlet for the right turbocharger turbine is less than the trip point and the delay time has expired. System Response: The following event codes are logged according to the trip points for the temperature:

• E250 (3) Low Left Turbo Turbine Inlet Temperature (shutdown) If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated.

• E249 (1) Low Right Turbo Turbine Inlet Temperature (warning)

• E249 (3) Low Right Turbo Turbine Inlet Temperature (shutdown)



The engine will be shut down if the trip point for the shutdown is exceeded.


Troubleshooting:


Refer to Troubleshooting, “Turbocharger Turbine Temperature (Low)”. Results:

• OK – STOP. The engine will be shut down if the trip point for the shutdown is exceeded.


i01637596

E253 Detonation Derate Requested

System Response: The gas shutoff valve (GSOV) and the ignition are shut off. The shutdown output is activated. The code is logged.

SMCS Code: 1550




A derating is requested for detonation.

Troubleshooting:

System Response:

Refer to Troubleshooting, “Engine Shutdown”.

The alarm output is activated. The code is logged. Possible Performance Effect:

Results:

• OK – STOP.

The engine power is reduced. i01634061

Troubleshooting:

E266 Low Hydrax Oil Pressure

Refer to Troubleshooting, “Detonation”.

SMCS Code: 1901-038 Results: Conditions Which Generate This Code:

• OK – STOP. i01637600

E254 No Detonation Derate Action Taken

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



A derating was requested for detonation but the derating did not occur.

Possible Performance Effect: The engine is shut down.


Troubleshooting:

Troubleshooting:

Refer to Troubleshooting, “Electrohydraulic System Oil Pressure (Low)”.


Results:

Results:

• OK – STOP.

• OK – STOP. i01634059

E264 Emergency Stop Activated SMCS Code: 1901-038 Conditions Which Generate This Code: The input for the emergency stop is activated.


i01634063

i01634097

E268 Unexpected Engine Shutdown

E270 Driven Equipment Shutdown Requested

SMCS Code: 1901-038

SMCS Code: 1901-038



The crank terminate relay is set and the engine is running. The engine rpm is less than the programmed speed of the postlube cycle for 200 ms.

The crank terminate relay is set and the engine is running. The input requests a shutdown for 200 ms.

System Response:


System Response:






Troubleshooting:

Troubleshooting:

Refer to Troubleshooting, “Driven Equipment”.

Refer to Troubleshooting, “Engine Shutdown (Unexpected)”.

Results:

• OK – STOP. Results: i01619830

• OK – STOP. i01634093

E269 Customer Shutdown Requested

E337 High Engine Oil to Engine Coolant Diff Temp SMCS Code: 1901-038 Conditions Which Generate This Code:

SMCS Code: 1901-038 Conditions Which Generate This Code: The engine is either cranking or running. The input for the stop is set for 200 ms. System Response: The fuel is shut off. The shutdown output is activated. The code is logged.

The crank terminate relay is set and the engine has been running for at least 30 seconds. The differential between the temperature of the engine oil and the temperature of the engine coolant has exceeded the trip point. Also, the delay time has expired. There are no active codes for the sensors for the engine oil temperature and the engine coolant. System Response:


The following event codes are logged according to the trip points for the temperature differential:


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

Troubleshooting:

• E337 (3) High Engine Oil to Engine Coolant Diff Refer to Troubleshooting, “Engine Shutdown”. Results:

• OK – STOP.

Temp (shutdown) If a warning is activated, the alarm output is activated.


If a shutdown is activated, the shutdown output is activated.


Possible Performance Effect: Possible Performance Effect: If a warning is generated, the engine operation is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded.

The engine performance may be affected by an adjustment of the timing in order to reduce detonation. Troubleshooting:

Troubleshooting: Refer to Troubleshooting, “Detonation”. Refer to Troubleshooting, “Jacket Water to Engine Oil Temperature (Low)”.

Results:

Results:

• OK – STOP.

• OK – STOP.

i01637627 i01637607

E403 Cylinder #3 Detonation


SMCS Code: 1901-038

SMCS Code: 1901-038



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


System Response:

System Response:





The engine performance may be affected by an adjustment of the timing in order to reduce detonation.


Troubleshooting:

Troubleshooting:



Results:

Results:

• OK – STOP.

• OK – STOP.

i01637634 i01637623



SMCS Code: 1901-038

SMCS Code: 1901-038






System Response:

System Response:







Troubleshooting:

Troubleshooting:



Results:

Results:

• OK – STOP.

• OK – STOP. i01637642

i01637648



SMCS Code: 1901-038

SMCS Code: 1901-038





System Response:

System Response:







Troubleshooting:

Troubleshooting:



Results:

Results:

• OK – STOP.

• OK – STOP. i01637646

i01637651



SMCS Code: 1901-038

SMCS Code: 1901-038






System Response:

System Response:







Troubleshooting:

Troubleshooting:



Results:

Results:

• OK – STOP.

• OK – STOP. i01637653

i01637663



SMCS Code: 1901-038

SMCS Code: 1901-038





System Response:

System Response:







Troubleshooting:

Troubleshooting:



Results:

Results:

• OK – STOP.

• OK – STOP. i01637657

i01637665



SMCS Code: 1901-038

SMCS Code: 1901-038






System Response:

System Response:







Troubleshooting:

Troubleshooting:



Results:

Results:

• OK – STOP.

• OK – STOP. i01637696

i01637702



SMCS Code: 1901-038

SMCS Code: 1901-038





System Response:

System Response:







Troubleshooting:

Troubleshooting:



Results:

Results:

• OK – STOP.

• OK – STOP. i01637699

i01637706



SMCS Code: 1901-038

SMCS Code: 1901-038






System Response:

i01634746

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

E422 Cylinder #2 Detonation Shutdown SMCS Code: 1901-038 Conditions Which Generate This Code:

Results:

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

• OK – STOP.

System Response:

Troubleshooting: Refer to Troubleshooting, “Detonation”.

i01634664

E421 Cylinder #1 Detonation Shutdown SMCS Code: 1901-038 Conditions Which Generate This Code: The level of detonation has exceeded the trip point. Maximum retardation of the timing was unable to control the detonation adequately during the number of ignition sparks that are allowed. There is no active diagnostic code for the cylinder’s detonation sensor.

The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Refer to Troubleshooting, “Detonation”. Results:

• OK – STOP. i01634838

System Response: The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down.


Results:


• OK – STOP.

System Response:


The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Refer to Troubleshooting, “Detonation”.


Results:


• OK – STOP.


Troubleshooting:

E424 Cylinder #4 Detonation Shutdown


SMCS Code: 1901-038

• OK – STOP.

Results:




System Response: The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect:


The engine is shut down. System Response: Troubleshooting: Refer to Troubleshooting, “Detonation”.


Results:


• OK – STOP.


Troubleshooting:



SMCS Code: 1901-038

• OK – STOP.

Conditions Which Generate This Code: The level of detonation has exceeded the trip point. Maximum retardation of the timing was unable to control the detonation adequately during the number of ignition sparks that are allowed. There is no active diagnostic code for the cylinder’s detonation sensor. System Response: The fuel is shut off. The shutdown output is activated. The code is logged.

Results:


i01635420


Results:

• OK – STOP. i01635423

SMCS Code: 1901-038


Conditions Which Generate This Code: The level of detonation has exceeded the trip point. Maximum retardation of the timing was unable to control the detonation adequately during the number of ignition sparks that are allowed. There is no active diagnostic code for the cylinder’s detonation sensor.





System Response:



System Response:

Troubleshooting:




Results:

Troubleshooting:

• OK – STOP.

Refer to Troubleshooting, “Detonation”. i01635421

E428 Cylinder #8 Detonation Shutdown SMCS Code: 1901-038 Conditions Which Generate This Code: The level of detonation has exceeded the trip point. Maximum retardation of the timing was unable to control the detonation adequately during the number of ignition sparks that are allowed. There is no active diagnostic code for the cylinder’s detonation sensor.

Results:

• OK – STOP. i01635424





System Response:



System Response:


Possible Performance Effect: The engine is shut down.


Troubleshooting:

System Response:



Results: Possible Performance Effect:

• OK – STOP.



Troubleshooting: Refer to Troubleshooting, “Detonation”. Results:

SMCS Code: 1901-038

• OK – STOP.


i01635431



System Response:





Troubleshooting:

System Response:




SMCS Code: 1901-038

Results: Possible Performance Effect:

• OK – STOP. The engine is shut down. i01635429


Troubleshooting: Refer to Troubleshooting, “Detonation”. Results:

SMCS Code: 1901-038 Conditions Which Generate This Code: The level of detonation has exceeded the trip point. Maximum retardation of the timing was unable to control the detonation adequately during the number of ignition sparks that are allowed. There is no active diagnostic code for the cylinder’s detonation sensor.

• OK – STOP.


i01635433


Results:

• OK – STOP. i01635436

SMCS Code: 1901-038


Conditions Which Generate This Code: The level of detonation has exceeded the trip point. Maximum retardation of the timing was unable to control the detonation adequately during the number of ignition sparks that are allowed. There is no active diagnostic code for the cylinder’s detonation sensor.





System Response:



System Response:

Troubleshooting:




Results:

Troubleshooting:

• OK – STOP.

Refer to Troubleshooting, “Detonation”. i01635435

E435 Cylinder #15 Detonation Shutdown SMCS Code: 1901-038 Conditions Which Generate This Code: The level of detonation has exceeded the trip point. Maximum retardation of the timing was unable to control the detonation adequately during the number of ignition sparks that are allowed. There is no active diagnostic code for the cylinder’s detonation sensor. System Response: The fuel is shut off. The shutdown output is activated. The code is logged. Possible Performance Effect: The engine is shut down. Troubleshooting: Refer to Troubleshooting, “Detonation”.

Results:

• OK – STOP. i01635494

E801 Cylinder #1 High Exhaust Port Temp SMCS Code: 1901-038 Conditions Which Generate This Code: The cylinder exhaust temperature has exceeded the trip point and the delay time has expired. System Response: The following event codes are logged according to the trip points for the temperature:

• E801 (1) Cylinder #1 High Exhaust Port Temp (warning)

• E801 (3) Cylinder #1 High Exhaust Port Temp (shutdown)


If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated and the fuel is shut off.

Troubleshooting: Refer to Troubleshooting, “Exhaust Port Temperature (High)”. Results:



i01635503

E803 Cylinder #3 High Exhaust Port Temp

Troubleshooting: SMCS Code: 1901-038 Refer to Troubleshooting, “Exhaust Port Temperature (High)”.


Results:

The cylinder exhaust temperature has exceeded the trip point and the delay time has expired.

• OK – STOP.





SMCS Code: 1901-038

• E803 (3) Cylinder #3 High Exhaust Port Temp Conditions Which Generate This Code:

(shutdown)



System Response:

If a shutdown is generated, the shutdown output is activated and the fuel is shut off.



• E802 (1) Cylinder #2 High Exhaust Port Temp





Troubleshooting:

(warning)

(shutdown)


Refer to Troubleshooting, “Exhaust Port Temperature (High)”. Results:




i01635505

E804 Cylinder #4 High Exhaust Port Temp SMCS Code: 1901-038







System Response:






(warning)

• E804 (3) Cylinder #4 High Exhaust Port Temp (shutdown) If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated and the fuel is shut off.

Troubleshooting: Refer to Troubleshooting, “Exhaust Port Temperature (High)”. Results:

• OK – STOP.


i01635511




SMCS Code: 1901-038

Troubleshooting:


Refer to Troubleshooting, “Exhaust Port Temperature (High)”.


Results:

System Response:

• OK – STOP.

The following event codes are logged according to the trip points for the temperature: i01635508








System Response:





The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting: Refer to Troubleshooting, “Exhaust Port Temperature (High)”.

i01635513

E808 Cylinder #8 High Exhaust Port Temp SMCS Code: 1901-038 Conditions Which Generate This Code:

Results:


• OK – STOP. i01635512

E807 Cylinder #7 High Exhaust Port Temp SMCS Code: 1901-038 Conditions Which Generate This Code: The cylinder exhaust temperature has exceeded the trip point and the delay time has expired. System Response: The following event codes are logged according to the trip points for the temperature:


• E807 (3) Cylinder #7 High Exhaust Port Temp (shutdown) If a warning is generated, the alarm output is activated.

System Response: The following event codes are logged according to the trip points for the temperature:


• E808 (3) Cylinder #8 High Exhaust Port Temp (shutdown) If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated and the fuel is shut off. Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting:




Results:


• OK – STOP.

The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting: Refer to Troubleshooting, “Exhaust Port Temperature (High)”. Results:

• OK – STOP.

i01635546

E809 Cylinder #9 High Exhaust Port Temp SMCS Code: 1901-038 Conditions Which Generate This Code: The cylinder exhaust temperature has exceeded the trip point and the delay time has expired.


System Response:






(warning)


Troubleshooting:

(shutdown) If a warning is generated, the alarm output is activated.



• OK – STOP.


i01635556




SMCS Code: 1901-038

Troubleshooting:




Results:

System Response:

• OK – STOP.









System Response:






(warning)


Troubleshooting:




• OK – STOP.


i01635568

System Response:



SMCS Code: 1901-038





(shutdown)

System Response:






(warning)

• E812 (3) Cylinder #12 High Exhaust Port Temp (shutdown) If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated and the fuel is shut off. Possible Performance Effect:

If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting: Refer to Troubleshooting, “Exhaust Port Temperature (High)”. Results:

If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded.

• OK – STOP. i01635577

Troubleshooting:



SMCS Code: 1901-038

Results:


• OK – STOP.

The cylinder exhaust temperature has exceeded the trip point and the delay time has expired. i01635570

System Response:



SMCS Code: 1901-038


Conditions Which Generate This Code: The cylinder exhaust temperature has exceeded the trip point and the delay time has expired.

(warning)

• E814 (3) Cylinder #14 High Exhaust Port Temp (shutdown) If a warning is generated, the alarm output is activated.



Results:

• OK – STOP. Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded.

i01635584


Troubleshooting: Conditions Which Generate This Code: Refer to Troubleshooting, “Exhaust Port Temperature (High)”.


Results: System Response:

• OK – STOP.




• E816 (3) Cylinder #16 High Exhaust Port Temp SMCS Code: 1901-038 Conditions Which Generate This Code: The cylinder exhaust temperature has exceeded the trip point and the delay time has expired.

(shutdown) If a warning is generated, the alarm output is activated. If a shutdown is generated, the shutdown output is activated and the fuel is shut off.

System Response: Possible Performance Effect: The following event codes are logged according to the trip points for the temperature:


If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded.


Troubleshooting:




Results:

• OK – STOP. Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting: Refer to Troubleshooting, “Exhaust Port Temperature (High)”.


i01635587

i01635593

E821 Cyl #1 Exhaust Port Temp Deviating High


SMCS Code: 1901-038

SMCS Code: 1901-038



The cylinder exhaust temperature is higher than the average temperature for all of the cylinders. The amount of deviation has exceeded the trip point and the delay time has expired.


System Response:

System Response:



• E821 (1) Cyl #1 Exhaust Port Temp Deviating














Troubleshooting:

Troubleshooting:



Results:

Results:

• OK – STOP.

• OK – STOP.

High (warning)

High (shutdown)

High (warning)

High (shutdown)


i01635600

System Response:



SMCS Code: 1901-038

• E824 (1) Cyl #4 Exhaust Port Temp Deviating High (warning)




High (shutdown) If a warning is generated, the alarm output is activated.

System Response:









Troubleshooting:

High (warning)

High (shutdown)

If a shutdown is generated, the shutdown output is activated and the fuel is shut off. Possible Performance Effect:


• OK – STOP.

If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting:

i01635605

E825 Cyl #5 Exhaust Port Temp Deviating High SMCS Code: 1901-038


Conditions Which Generate This Code: The cylinder exhaust temperature is higher than the average temperature for all of the cylinders. The amount of deviation has exceeded the trip point and the delay time has expired.

Results:

• OK – STOP. i01635604

System Response:



SMCS Code: 1901-038



High (warning)

• E825 (3) Cyl #5 Exhaust Port Temp Deviating High (shutdown) If a warning is generated, the alarm output is activated.



Troubleshooting: Refer to Troubleshooting, “Exhaust Port Temperature (High)”.


Results:

• OK – STOP. The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting: Refer to Troubleshooting, “Exhaust Port Temperature (High)”.

i01635614



• OK – STOP. i01635612


The cylinder exhaust temperature is higher than the average temperature for all of the cylinders. The amount of deviation has exceeded the trip point and the delay time has expired. System Response: The following event codes are logged according to the trip points for the temperature:

Conditions Which Generate This Code: The cylinder exhaust temperature is higher than the average temperature for all of the cylinders. The amount of deviation has exceeded the trip point and the delay time has expired. System Response: The following event codes are logged according to the trip points for the temperature:


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








Troubleshooting:

Possible Performance Effect: If a warning is generated, the engine performance is not immediately affected. The engine will be shut down if the trip point for the shutdown is exceeded.


• OK – STOP.


i01635616

System Response:



SMCS Code: 1901-038






System Response:









Troubleshooting:

High (warning)

High (shutdown)



• OK – STOP.


i01635634




Results:

• OK – STOP. i01635618

System Response:



SMCS Code: 1901-038



High (warning)






Results:


i01635645



• OK – STOP. i01635641


The cylinder exhaust temperature is higher than the average temperature for all of the cylinders. The amount of deviation has exceeded the trip point and the delay time has expired. System Response: The following event codes are logged according to the trip points for the temperature:











Troubleshooting:



• OK – STOP.


i01635653

System Response:



SMCS Code: 1901-038






System Response:









Troubleshooting:

High (warning)

High (shutdown)



• OK – STOP.


i01635658




Results:

• OK – STOP. i01635656

System Response:



SMCS Code: 1901-038



High (warning)






Results:


i01635664

E841 Cyl #1 Exhaust Port Temp Deviating Low SMCS Code: 1901-038


• OK – STOP. i01635661


The cylinder exhaust temperature is less than the average temperature for all of the cylinders. The amount of deviation has exceeded the trip point and the delay time has expired. System Response: The following event codes are logged according to the trip points for the temperature:


• E841 (1) Cyl #1 Exhaust Port Temp Deviating Low (warning)

• E841 (3) Cyl #1 Exhaust Port Temp Deviating Low (shutdown)








Troubleshooting:


Refer to Troubleshooting, “Exhaust Port Temperature (Low)”. Results:

• OK – STOP.


i01635667

System Response:

E842 Cyl #2 Exhaust Port Temp Deviating Low


SMCS Code: 1901-038



• E843 (3) Cyl #3 Exhaust Port Temp Deviating Low

The cylinder exhaust temperature is less than the average temperature for all of the cylinders. The amount of deviation has exceeded the trip point and the delay time has expired.


System Response:









Troubleshooting:

(warning)

(shutdown)



• OK – STOP.


i01635670


Refer to Troubleshooting, “Exhaust Port Temperature (Low)”.

Conditions Which Generate This Code: The cylinder exhaust temperature is less than the average temperature for all of the cylinders. The amount of deviation has exceeded the trip point and the delay time has expired.

Results:

• OK – STOP. i01635668

System Response:



SMCS Code: 1901-038



(warning)

• E844 (3) Cyl #4 Exhaust Port Temp Deviating Low (shutdown) If a warning is generated, the alarm output is activated.



Troubleshooting: Refer to Troubleshooting, “Exhaust Port Temperature (Low)”.


Results:

• OK – STOP. The engine will be shut down if the trip point for the shutdown is exceeded. Troubleshooting: Refer to Troubleshooting, “Exhaust Port Temperature (Low)”.

i01635673



• OK – STOP. i01635672



Conditions Which Generate This Code: The cylinder exhaust temperature is less than the average temperature for all of the cylinders. The amount of deviation has exceeded the trip point and the delay time has expired. System Response: The following event codes are logged according to the trip points for the temperature:










Troubleshooting:



• OK – STOP.


i01635677

System Response:



SMCS Code: 1901-038






System Response:









Troubleshooting:

(warning)

(shutdown)



• OK – STOP.


i01635683




Results:

• OK – STOP. i01635680

System Response:



SMCS Code: 1901-038



(warning)






Results:


i01635685



• OK – STOP. i01635684













Troubleshooting:



• OK – STOP.


i01635688

System Response:



SMCS Code: 1901-038





Low (shutdown) If a warning is generated, the alarm output is activated.

System Response:









Troubleshooting:

Low (warning)

Low (shutdown)



• OK – STOP.


i01635692




Results:

• OK – STOP. i01635691

System Response:



SMCS Code: 1901-038



Low (warning)






Results:


i01635695



• OK – STOP. i01635694













Troubleshooting:



• OK – STOP.


i01637712

E864 Low Gas Fuel Differential Pressure

Results:

• OK – STOP. i01637720

SMCS Code: 1901-038

E866 Low Gas Fuel Flow Rate


SMCS Code: 1901-038 The gas shutoff valve (GSOV) is energized. The difference in fuel pressure between the outlet and the inlet of the fuel metering valve is less than the trip point. The delay time has expired. System Response:

Conditions Which Generate This Code: The fuel metering valve is fully open. However, the flow rate that is computed by the valve does not match the fuel demand for a delay time of 5 seconds.

The alarm output is activated. The code is logged. System Response: Possible Performance Effect: The alarm output is activated. The code is logged. The engine performance is not immediately affected.


Troubleshooting:

The engine performance is not immediately affected.

Refer to Troubleshooting, “Gas Fuel Differential Pressure (Low)”. Results:

Troubleshooting: Refer to Troubleshooting, “Gas Fuel Flow Rate (Low)”.

• OK – STOP. Results: i01637716

E865 High Gas Fuel Differential Pressure SMCS Code: 1901-038 Conditions Which Generate This Code:

• OK – STOP. i01637722

E867 Improper Gas Flow Control Valve Response SMCS Code: 1901-038

The Gas Shutoff Valve (GSOV) is energized. The difference in fuel pressure between the inlet and the outlet of the fuel metering valve is greater than the trip point. The delay time has expired.

Conditions Which Generate This Code: The fuel metering valve is not responding correctly to the ECM and the delay time has expired.

System Response: System Response: The alarm output is activated. The code is logged. The alarm output is activated. The code is logged. Possible Performance Effect: Possible Performance Effect: The engine performance is not immediately affected.

The engine performance is not immediately affected.

Troubleshooting: Troubleshooting: Refer to Troubleshooting, “Gas Fuel Differential Pressure (High)”.

Refer to Troubleshooting, “Fuel Metering Valve”.


Results:

• OK – STOP. i01637725

E868 Gas Flow Control Valve Malfunction SMCS Code: 1901-038 Conditions Which Generate This Code: The ECM has detected a malfunction for the fuel metering valve and the delay time has expired. System Response: The alarm output is activated. The code is logged. Possible Performance Effect: The engine performance is not immediately affected. Troubleshooting: Refer to Troubleshooting, “Fuel Metering Valve”. Results:

• OK – STOP.


Diagnostic Functional Tests i01726283

+5V Sensor Voltage Supply SMCS Code: 1901-038 System Operation Description: The Electronic Control Module (ECM) supplies 5.0 ± 0.5 VDC to the sensors for these parameters:

• Inlet air temperature • Engine oil temperature • Unfiltered engine oil pressure • Filtered engine oil pressure • Humidity (if equipped) The ECM also provides 5 VDC to the “DESIRED SPEED” potentiometer (if equipped). A “+5 Volt Sensor DC Power Supply short to ground” diagnostic code will be activated if both of these conditions occur:

• The desired speed signal wire is shorted to ground.

• The “DESIRED SPEED” potentiometer is near the maximum desired speed or at the maximum desired speed. A “+5 V sensor supply” diagnostic code is probably caused by a short circuit or an open circuit in a harness. The next likely cause is a sensor problem. The least likely cause is a problem with the ECM. Logged diagnostic codes provide an historical record. Before you begin this procedure, use the Caterpillar Electronic Technician (ET) to print the logged codes to a file. This troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved. The 5 V diagnostic code is probably caused by a short circuit or an open circuit in a harness. The next likely cause is a sensor problem. The least likely cause is a problem with the ECM.


Illustration 16 Schematic for the analog sensors

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Test Step 1. Inspect the Electrical Connectors and Wiring A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Note: For the following steps, refer to Troubleshooting, “Inspecting Electrical Connectors”.

Illustration 18

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Harness side of the ECM P1 connector (2) +5 volt supply (3) Return (11) Signal for the humidity (14) Signal for the inlet manifold air temperature (16) Signal for the desired speed (17) Signal for the engine oil temperature (18) +5 volt supply (24) Signal for the filtered engine oil pressure (26) Signal for the unfiltered engine oil pressure (35) Return

Illustration 17

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(1) ECM connectors J1/P1 (2) J12/P12 connectors for the 5 V sensors (3) J19/P19 connectors for the harness from the control panel (if equipped) (4) 16 amp circuit breaker (5) J9/P9 connectors for the customer (if equipped)

B. Thoroughly inspect each of the following connectors:

• ECM J1/P1 connectors

Illustration 19

• J12/P12, J19/P19, and J9/P9 connectors on

(A) +5 volt supply (C) Return (E) Signal for the unfiltered engine oil pressure (F) Signal for the filtered engine oil pressure (G) Signal for the humidity (H) Signal for the engine oil temperature (K) Signal for the inlet air temperature

the terminal box a. Check the torque of the Allen head screw for the ECM connector. The proper torque is 6 ± 1 N·m (55 ± 9 lb in).

Harness side of the P12 connector

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Illustration 20

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Harness side of the P19 connector (if equipped) (S) +5 volt supply (T) Signal for desired speed (U) Return

b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the 5 V sensors.

Illustration 21 (5) Inlet air temperature sensor (6) Engine coolant temperature sensor

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Illustration 22 (7) Filtered oil pressure sensor (8) Unfiltered oil pressure sensor (9) Oil temperature sensor

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Illustration 23 (10) Humidity sensor (if equipped)

c. Check the harness and wiring for abrasion and pinch points from the 5 V sensors to the ECM. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points.

C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Observe the “Active Diagnostic” screen on Cat ET. Wait at least 30 seconds so that any codes may become activated. Look for these codes:

• 262-03 5 Volt Sensor DC Power Supply short to +batt

Results:

• OK – All of the connectors, pins, and sockets

are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. The components are in good condition with proper connections. Proceed to Test Step 2.

• 262-04 5 Volt Sensor DC Power Supply short to ground E. Observe the “Logged Diagnostic” screen on Cat ET. Look for the same codes. Expected Result:

• Not OK – At least one of the connectors, pins, or sockets are not connected properly. At least one of the connectors and the wiring has corrosion, abrasion, and/or pinch points.

The 262-03 code or the 262-04 code is not active or logged. Results:

Repair: Perform the necessary repairs and/or replace parts, if necessary.

• No codes – There are no active codes or logged codes. Proceed to Test Step 3.

STOP.

Test Step 2. Check for Diagnostic Codes A. Connect Cat ET to the service tool connector on the terminal box. B. Rotate the “DESIRED SPEED” potentiometer (if equipped) counterclockwise to the minimum speed position.

• Active code – The 262-03 code or the 262-04 code is active. Proceed to Test Step 6.

• Logged code – The 262-03 code or the 262-04 code is not active. However, there is at least one logged code for the +5 volt sensor supply.


Repair: There may be a problem with the wiring and/or a connector. Refer to Troubleshooting, “Inspecting Electrical Connectors”. Verify that the wiring and/or connectors are OK. Check for diagnostic codes again. Proceed to Test Step 3, if necessary.

Test Step 3. Check the Analog Speed Circuit Note: If the engine is not equipped with a “DESIRED SPEED” potentiometer, proceed to Test Step 8. A. Rotate the “DESIRED SPEED” potentiometer (if equipped) clockwise to the maximum speed position. Expected Result: The 262-03 code or the 262-04 code is not active. Illustration 24

Results:

• No codes – Rotating the “DESIRED SPEED” potentiometer clockwise to the maximum speed position did not cause an active code. The +5 V sensor voltage supply is operating correctly at this time. Resume normal operation. STOP.

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P19 connector on the terminal box

B. Disconnect the P19 connector from the terminal box.

• Active code – Rotating the “DESIRED SPEED” potentiometer clockwise to the maximum speed position caused an active code. There is a problem with the analog speed circuit. Proceed to Test Step 4.

Test Step 4. Disconnect the P19 Connector and Check the Wiring for the Potentiometer A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

Illustration 25

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Harness connector P19 (P19-B) -BATT (P19-T) Signal wire for the “DESIRED SPEED” potentiometer

C. Measure the resistance from terminal B to T on harness connector P19. Expected Result: The resistance is greater than 20,000 ohms. Results:

• OK – The resistance is greater than 20,000 ohms. The wiring on the outside of the terminal box for the “DESIRED SPEED” potentiometer appears to be OK. Proceed to Test Step 5.


• Not OK – The resistance is less than 20,000

ohms. There is a problem with the wiring on the outside of the terminal box for the “DESIRED SPEED” potentiometer.

Repair: Perform the following procedure:

Results:

• OK – The resistance is greater than 20,000 ohms. The wiring inside the terminal box appears to be OK. The problem appears to be resolved. The initial diagnostic code was probably caused by a poor electrical connection.

1. Carefully inspect the following items:

• Connector P19

Repair: Reconnect all of the connectors. Resume normal operation.

• The harness from the P19 connector to the

STOP.

“DESIRED SPEED” potentiometer

• Not OK – The resistance is less than 20,000 2. Verify that all connections are in good condition and free of moisture. Verify that the harness from the P19 connector to the “DESIRED SPEED” potentiometer is in good condition. 3. Perform any necessary repairs or replace parts, if necessary. 4. Reconnect all of the connectors and perform this procedure again. Verify that the original problem is resolved. STOP.

Test Step 5. Check the Wiring Inside the Terminal Box

ohms. There is a problem with a connector and/or the wiring inside the terminal box. Repair: Repair the connector and/or wiring, when possible. Replace the wiring, if necessary. STOP.

Test Step 6. Isolate the Wiring Harnesses from the ECM A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Reconnect the P1 connector to the ECM.

A. Disconnect the P1 connector from the ECM.

Illustration 26

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ECM side of the P1 connector (P1-16) Signal wire for the “DESIRED SPEED” potentiometer (P1-69) Ground

B. Measure the resistance between terminals 16 and 69 of connector P1. Expected Result: The resistance is greater than 20,000 ohms. Illustration 27

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ECM connector P1 (P1-2) + 5 volt supply for the analog sensors (P1-18) +5 volt supply for the “DESIRED SPEED” potentiometer


C. Use a 151-6320 Wire Removal Tool to remove terminal 2 and terminal 18 from the P1 connector. D. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. E. Use Cat ET to look for diagnostic codes. Expected Result: No active codes Results:

• No codes – The 262-03 code or the 262-04 code

is not active. Disconnecting all of the +5 V wiring from the ECM eliminated the active “5 Volt Sensor Supply” diagnostic code. There is a problem with a connector and/or the wiring in a harness. Proceed to Test Step 7.

Illustration 28

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ECM connector P1 (P1-18) +5 V supply

B. Insert terminal 18 into the P1 connector. Pull on the wire in order to verify that the terminal is fully inserted into the connector.

• Active code – The 262-03 code or the 262-04 code is active. Disconnecting all of the +5 V wiring from the ECM did not eliminate the +5 V diagnostic code. There may be a problem with the ECM. Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following steps:

C. Rotate the “DESIRED SPEED” potentiometer clockwise to the maximum speed position. D. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. E. Use Cat ET to look for diagnostic codes. Expected Result:

Temporarily install a new ECM. Refer to Troubleshooting, “Replacing the ECM”. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Refer to Troubleshooting, “Replacing the ECM”.

No active codes Results:

• No codes – The 262-03 code or the 262-04 code is not active. Connecting the wiring for the analog speed circuit to the ECM did not cause a diagnostic code. The wiring for the analog speed circuit appears to be OK. Proceed to Test Step 8.

STOP.

Test Step 7. Connect the +5 V Wiring for the Analog Speed Circuit to the ECM A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

• Active codes – The 262-03 code or the 262-04 code is active. Connecting the wiring for the analog speed circuit to the ECM caused a diagnostic code. Proceed to Test Step 4.

Test Step 8. Connect the +5 V Wiring for the Sensors to the ECM A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.


• Engine oil temperature • Unfiltered engine oil pressure • Filtered engine oil pressure • Humidity (if equipped) C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.

Illustration 29

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ECM connector P1 (P1-2) +5 V supply

B. Insert terminal 2 into the P1 connector. Pull on the wire in order to verify that the terminal is fully inserted into the connector. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.

Note: An “Open Circuit” code will be generated for each sensor that is disconnected. This is normal. Clear the codes after you complete this procedure. D. Observe the “Active Diagnostic” screen on Cat ET. Verify that the 262-03 code or the 262-04 code is not active. E. Reconnect the sensors for the following parameters one at a time. After you reconnect each sensor, wait for at least 30 seconds and then observe the “Active Diagnostic” screen on Cat ET.

• Inlet air temperature D. Use Cat ET to look for diagnostic codes.

• Engine oil temperature Expected Result:

• Unfiltered engine oil pressure No active codes

• Filtered engine oil pressure Results:

• Humidity • No codes – The 262-03 code or the 262-04 code is not active. Connecting the 5 VDC for the sensors did not cause a diagnostic code. The problem appears to be resolved. Repair: The initial diagnostic code was probably caused by a poor electrical connection. Resume normal operation.

Expected Result: The original “5 Volt Sensor” diagnostic code is activated when a particular sensor is disconnected. Results:

• Yes – The original “5 Volt Sensor” diagnostic STOP.

• Active code – The 262-03 code or the 262-04 code is active. Connecting the 5 VDC for the sensors caused a diagnostic code. Proceed to Test Step 9.

Test Step 9. Disconnect the +5 V Sensors and Look For Active Diagnostic Codes.

code is activated when a particular sensor is reconnected. The sensor and/or the wiring for the sensor has a short circuit. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. 2. Disconnect the suspect sensor.

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect the sensors for the following parameters:

• Inlet air temperature

3. Turn the engine control switch to the STOP position. Use Cat ET to clear the Logged 262-03 or 262-04 code. 4. Reconnect the suspect sensor. Verify that the diagnostic code recurs. If these conditions are true, replace the sensor.


5. Clear all of the diagnostic codes. Verify that the problem is eliminated.

Table 14

Measure the Resistance for the Engine Harness. Connector and Terminal

STOP.

• No – The original “5 Volt Sensor” diagnostic code was still active while all of the +5 V sensors were disconnected. Do not reconnect the sensors. Proceed to Test Step 10.

P1-2 +5 V supply

Connector and Terminal P1-14 (inlet air temperature) P1-17 (engine oil temperature) P1-26 (unfiltered engine oil pressure)

Test Step 10. Check the Harnesses

P1-24 (filtered engine oil pressure) P1-11 (humidity)

A. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM OFF.

P1-3 (analog return) Ground strap for the engine

B. Disconnect the P1 connector. Verify that all of the sensors for the following parameters are disconnected from the engine harness:

P1-69 (−battery terminal) P1-57 (unswitched +battery terminal) P1-70 (switched +battery terminal)

• Inlet air temperature Expected Result:

• Engine oil temperature • Unfiltered engine oil pressure

Each check of the resistance is greater than 20,000 ohms.

• Filtered engine oil pressure

Results:

• Humidity

• OK – Each check of the resistance is greater than 20,000 ohms. The +5 V wires in the engine harnesses do not have a problem. The problem appears to be resolved. The initial diagnostic code was probably caused by a poor electrical connection. Repair: Reconnect all of the connectors. Resume normal operation. STOP.

• Not OK – At least one check of the resistance is Illustration 30

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ECM side of the P1 connector

C. Measure the resistance between terminal (2) of the P1 connector and the points that are listed in Table 14. During each measurement, wiggle the harnesses in order to check for an intermittent problem with the harness. Be sure to wiggle the harnesses near each of the connectors for the disconnected sensors. Also, wiggle the harness at the P12 connector.

less than 20,000 ohms. There is a problem with a connector and/or at least one of the +5 V wires in a harness. Proceed to Test Step 11.

Test Step 11. Check the Engine Harness A. Disconnect the P12 connector. Verify that all of the sensors are disconnected.


Test Step 12. Check the Terminal Box’s Harness A. Disconnect the P19 connector. Verify that P12, and P1 are also disconnected. This will isolate the terminal box’s harness.

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Illustration 31 Harness connector P12

B. Measure the resistance between terminal A of the P12 connector and the points that are listed in Table 15. During each measurement, wiggle the harnesses in order to check for an intermittent problem with the harness. Be sure to wiggle the harnesses near each of the connectors. Table 15

Measure the Resistance for the Engine Harness. Connector and Terminal P12-A +5 V supply

Connector and Terminal

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Illustration 32 ECM side of the P1 connector

B. Measure the resistance between terminal 2 of the P1 connector and the points that are listed in Table 16. During each measurement, wiggle the wires in the terminal box in order to check for an intermittent problem. Be sure to wiggle the wires near each of the connectors.

P12-C (analog return / shield) Table 16

P12-K (inlet air temperature) P12-H (engine oil temperature) P12-E (unfiltered engine oil pressure) P12-F (filtered engine oil pressure)

Measure the Resistance for the Engine Harness. Connector and Terminal P1-2 +5 V supply

P12-G (humidity)

Connector and Terminal P1-14 (inlet air temperature) P1-17 (engine oil temperature) P1-26 (unfiltered engine oil pressure)

Ground strap for the engine

P1-24 (filtered engine oil pressure)

P1-57 (unswitched +battery terminal)

P1-11 (humidity)

P1-69 (−battery terminal)

P1-3 (analog return)

P1-70 (switched +battery terminal)

Ground strap for the engine P1-69 (−battery terminal)

Expected Result:

P1-57 (unswitched +battery terminal)



Results:

Expected Result:

• OK – Each check of the resistance is greater


than 20,000 ohms. The +5 V wires in the engine harness do not have a problem. Proceed to Test Step 12.

• Not OK – Repair the engine harness, when possible. Replace the harness, if necessary. STOP.

Results:

• OK – Each check of the resistance is greater than 20,000 ohms. The problem seems to be resolved. The initial diagnostic code was probably caused by a poor electrical connection.


Repair: Reconnect all of the connectors and resume normal operation. STOP.

• Not OK – At least one check of the resistance is less than 20,000 ohms. There is a problem with a connector and/or at least one of the +5 V wires in the terminal box. Repair: Repair the terminal box’s harness, when possible. Replace the harness, if necessary. STOP. i01731152

+8V Sensor Voltage Supply SMCS Code: 1901-038 System Operation Description: The Electronic Control Module (ECM) supplies 8.0 ± 0.8 VDC to these sensors:

• Sensor for engine coolant pressure (outlet) • Sensor for inlet air pressure • Sensor for atmospheric pressure (if equipped) • All of the detonation sensors A “+8 V sensor supply” diagnostic code is probably caused by a short circuit or an open circuit in a harness. The next likely cause is a sensor problem. The least likely cause is a problem with the ECM. Logged diagnostic codes provide an historical record. Before you begin this procedure, use the Caterpillar Electronic Technician (ET) to print the logged codes to a file. This troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.


Illustration 33 Schematic for the 8 V sensors

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Test Step 1. Inspect the Electrical Connectors and Wiring. A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Note: For the following steps, refer to Troubleshooting, “Inspecting Electrical Connectors”.

Illustration 35

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Harness side of the ECM P1 connector (P1-4) +8 V supply for the pressure sensors (P1-5) Return for the pressure sensors

Illustration 34

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(1) ECM J2/P2 connectors (2) ECM connectors J1/P1 (3) J12/P12 connectors for the 8 V sensors (4) J11/P11 connectors for the detonation sensors (5) 16 amp circuit breaker


Illustration 36

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Harness side of the ECM P2 connector (P2-54) (P2-55) (P2-56) (P2-57)

Return for the detonation sensors Return for the detonation sensors +8 V supply for the detonation sensors +8 V supply for the detonation sensors

• ECM J1/P1 and J2/P2 connectors • J12/P12 and J11/P11 connectors on the terminal box a. Check the torque of the Allen head screw for the ECM connector. The proper torque is 6 ± 1 N·m (55 ± 9 lb in).

Illustration 37 Harness side of the P11 connector (A) Return for the detonation sensors (E) Return for the detonation sensors (F) +8 V supply for the detonation sensors (J) +8 V supply for the detonation sensors

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Illustration 38

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Harness side of the P12 connector (L) +8 V supply for the sensors (N) Return

b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the 8 V sensors.

Illustration 39 (6) Sensor for engine coolant pressure (outlet) (7) Detonation sensor (8) Sensor for inlet air pressure

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Illustration 40 (9) Sensor for atmospheric pressure (if equipped)

c. Check the harness and wiring for abrasion and pinch points from the 8 V sensors to the ECM. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Results:

• OK – All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. The components are in good condition with proper connections. Proceed to Test Step 2.

B. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. C. Observe the “Active Diagnostic” screen on Cat ET. Wait at least 30 seconds so that any codes may become activated. Look for these codes:

• 41-03 8 Volt DC Supply short to +batt • 41-04 8 Volt DC Supply short to ground D. Observe the “Logged Diagnostic” screen on Cat ET. Look for the same codes. Expected Result: The 41-03 code or the 41-04 code is not active.

• Not OK – At least one of the connectors, pins, and sockets are not connected properly. At least one of the connectors and/or the wiring have corrosion, abrasion, and/or pinch points. Repair: Perform the necessary repairs and/or replace parts, if necessary.

Results:

• No codes – The 41-03 code or the 41-04 code is not active. The +8 volt sensor supply is operating correctly at this time. STOP.

• Active code – The 41-03 code or the 41-04 code STOP.

Test Step 2. Check for Diagnostic Codes A. Connect Cat ET to the service tool connector on the terminal box.

is active. Proceed to Test Step 3.

• Logged code – The 41-03 code or the 41-04

code is not active. However, there is at least one logged code for the 8 volt sensor supply.


Repair: There may be a problem with the wiring and/or a connector. Refer to Troubleshooting, “Inspecting Electrical Connectors”. Verify that the wiring and/or connectors are OK. Check for diagnostic codes again. Proceed to Test Step 3, if necessary.

Test Step 4. Isolate the Wiring Harnesses from the ECM A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

Test Step 3. Disconnect the 8 V Sensors and Look for Active Diagnostic Codes. A. Turn on the “Active Diagnostic” screen on Cat ET. Verify that the “41-03” or “41-04” code is active. B. Disconnect each 8 V sensor one at a time. After you disconnect each sensor, wait for at least 30 seconds and then observe the “Active Diagnostic” screen on Cat ET. Note: An “Open Circuit” code will be generated for each sensor that is disconnected. This is normal. Clear the codes after you complete this procedure. Expected Result: The original “8 Volt DC Supply” diagnostic code is deactivated when a particular sensor is disconnected. Results:

• Yes – The original “8 Volt DC Supply” diagnostic code is deactivated when a particular sensor is disconnected. The sensor and/or the wiring for the sensor has a short circuit. Repair: Perform the following procedure: 1. Reconnect the suspect sensor. Verify that the diagnostic code recurs. 2. Disconnect the suspect sensor. Verify that the diagnostic code is deactivated. If these conditions are true, repair the sensor or the sensor’s harness. Replace parts, if necessary. 3. Clear all of the diagnostic codes. Verify that the problem is eliminated. STOP.

• No – The original “8 Volt DC Supply” diagnostic code is still active when a particular sensor is disconnected. Do not reconnect the sensors. Proceed to Test Step 4.

Illustration 41

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Harness side of ECM P1 connector and P2 connector (P1-4) +8 V supply for the pressure sensors (P2-56) +8 V supply for the detonation sensors (P2-57) +8 V supply for the detonation sensors

B. Use a 151-6320 Wire Removal Tool to remove the wires from the following terminals:

• Terminal 56 and 57 of the P2 connector (1) • Terminal 4 of the P1 connector (2) C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Wait for at least 30 seconds and then observe the “Active Diagnostics” screen on Cat ET. Determine if a 41-03 code or a 41-04 code is active.


Expected Result: No active codes Results:

• No codes – The 41-03 code or the 41-04 code is

not active. Disconnecting all of the +8 V wiring from the ECM eliminated the active “8 Volt DC Supply” diagnostic code. There is a problem in a connector and/or the wiring in a harness. Proceed to Test Step 5.

• Active code – There is an active 41-03 or 41-04 code. Disconnecting all of the +8 V wiring from the ECM did not eliminate the active “8 Volt DC Supply” diagnostic code. There may be a problem with the ECM. Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following steps: Temporarily install a new ECM. Refer to Troubleshooting, “Replacing the ECM”. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Refer to Troubleshooting, “Replacing the ECM”. STOP.

Test Step 5. Check the Wiring Harness Inside the Terminal Box

Illustration 42

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Harness side of the ECM P2 connector (P2-56) +8 V supply for the detonation sensors (P2-57) +8 V supply for the detonation sensors

B. Insert terminals 56 and 57 into the P2 connector. Insert terminal 4 into the P1 connector. Pull on the wires in order to verify that the terminals are fully inserted into the connector. C. Disconnect the following connectors:

A. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM OFF.

• Connectors P2 and P1 • Connectors P11 and P12 This will isolate the +8 V wiring inside the terminal box.


Table 17

Points for the Measurement of Resistance Connector and Terminal


P1-4 (+8 VDC)

P1-5 (Digital return) P1-10 (Digital sensor signal) P1-12 (Digital sensor signal) P2-68 (Digital sensor signal)

P2-56 (+8 VDC)

P2-36 (Detonation sensor signal) P2-37 (Detonation sensor signal) P2-38 (Detonation sensor signal) P2-39 (Detonation sensor signal) P2-54 (Digital return)

P2-57 (+8 VDC)

Illustration 43

P2-44 (Detonation sensor signal) P2-45 (Detonation sensor signal)

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(1) ECM side of the P1 connector (2) ECM side of the P2 connector

P2-46 (Detonation sensor signal)

Note: For the functions of the terminals, refer to Table 17.

P2-47 (Detonation sensor signal)

D. Measure the resistance between the terminals that are listed in Table 17. During each measurement, wiggle the wires inside the terminal box in order to check for an intermittent problem. Be sure to wiggle the wires near each of the connectors.

P2-55 (Digital return) P1-4 (+8 VDC)

Engine ground

P2-56 P2-57 P1-4

P1-69 (−Battery terminal)

P2-56 P2-57 P1-4 P2-56

P1-57 (Unswitched +Battery)

P2-57 P1-4

P1-70 (Switched +Battery)

P2-56 P2-57

Expected Result: Each check of the resistance is greater than 20,000 ohms.


Results:

Table 18

• OK – Each check of the resistance is greater than 20,000 ohms. The +8 V wires and connectors in the terminal box do not have a short circuit. Proceed to Test Step 6.

• Not OK – At least one check of the resistance is

Measure the Resistance for the Harness. Connector and Terminal P11-F +8 V supply

less than 20,000 ohms. There is a problem with the wiring inside the terminal box.

Connector and Terminal P11-A (return) P11-B (detonation sensor signal) P11-C (detonation sensor signal) P11-D (detonation sensor signal)

Repair: Repair the terminal box’s harness, when possible. Replace the harness, if necessary.

P11-E (return) P11-G (detonation sensor signal)

STOP.

P11-H (detonation sensor signal)

Test Step 6. Check the Harness for the Detonation Sensors

P11-I (detonation sensor signal)

A. Verify that all of the detonation sensors are disconnected.

P11-L (detonation sensor signal)

P11-K (detonation sensor signal)

Ground strap for the engine P1-69 (−battery terminal) P1-57 (unswitched +battery terminal) P1-70 (switched +battery terminal) P11-J +8 V supply

P11-A (return) P11-B (detonation sensor signal) P11-C (detonation sensor signal) P11-D (detonation sensor signal) P11-E (return)

Illustration 44

P11-G (detonation sensor signal)

g00889123

P11-H (detonation sensor signal)

Harness connector P11

P11-I (detonation sensor signal)

Note: For the functions of the terminals, refer to Table 18.

P11-K (detonation sensor signal) P11-L (detonation sensor signal)

B. Measure the resistance between the points that are listed in Table 18. During each measurement, wiggle the wires in the harness in order to check for an intermittent problem. Be sure to wiggle the wires near each of the connectors.

Ground strap for the engine P1-69 (−battery terminal) P1-57 (unswitched +battery terminal) P1-70 (switched +battery terminal)

Expected Result: Each check of the resistance is greater than 20,000 ohms.


Results:

Table 19

• OK – Each check of the resistance is greater than 20,000 ohms. The harness for the detonation sensors appears to be OK. Proceed to Test Step 7.

• Not OK – At least one check of the resistance is

Measure the Resistance for the Harness. Connector and Terminal P12-L +8 V supply

less than 20,000 ohms. There is a problem with a connector and/or at least one of the +8 V wires in the harness for the detonation sensors.

Connector and Terminal P12-D (atmospheric pressure) P12-M (inlet air pressure) P12-N (return) P12-P (engine coolant pressure) Ground strap for the engine

Repair: Repair the harness, when possible. Replace the harness, if necessary.

P1-69 (−battery terminal) P1-57 (unswitched +battery terminal)

STOP.

Test Step 7. Check the Harness for the +8 V Pressure Sensors


Expected Result:

A. Verify that the sensors for the following parameters are disconnected:


• Engine coolant pressure

Results:

• Inlet air pressure

• OK – Each check of the resistance is greater than

• Atmospheric pressure

20,000 ohms. The problem seems to be resolved. The initial diagnostic code was probably caused by a poor electrical connection. Repair: Reconnect all of the connectors and resume normal operation. STOP.

• Not OK – At least one check of the resistance is less than 20,000 ohms. There is a problem with a connector and/or at least one of the +8 V wires in the harness for the pressure sensors.

Illustration 45

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Repair: Repair the harness, when possible. Replace the harness, if necessary. STOP.

Note: For the functions of the terminals, refer to Table 19. B. Measure the resistance between the points that are listed in Table 19. During each measurement, wiggle the wires in the harness in order to check for an intermittent problem. Be sure to wiggle the wires near each of the connectors.

i01734297

Analog Sensor Signal SMCS Code: 1901-038 System Operation Description: Use this procedure to troubleshoot diagnostic codes for open circuits or short circuits for the sensors of these parameters:

• Engine coolant temperature • Inlet air temperature


• Engine oil temperature • Filtered engine oil pressure • Unfiltered engine oil pressure Note: The engine coolant temperature sensor does not require +5 VDC from the Electronic Control Module (ECM). The engine coolant temperature sensor is a passive sensor of the analog type. The sensor operates without a voltage supply from the ECM. The ECM can be configured for one of these types of speed control:

• Potentiometer • 4-20 ma The “DESIRED SPEED” potentiometer (if equipped) must be supplied with +5 VDC from the ECM. If the “DESIRED SPEED” potentiometer has a short circuit or the potentiometer’s wiring has a short circuit, a 262-03 or 262-04 diagnostic code may be activated. There are no diagnostic codes for the circuit of the “DESIRED SPEED” potentiometer. The -03 code is probably caused by a problem in an engine harness. There may be an open circuit in a harness, or a short circuit to a positive voltage source in a harness. The next likely cause is a sensor problem. The least likely cause is a problem with the ECM. The -04 code is probably caused by a short circuit to ground in an engine harness. The next likely cause is a sensor problem. The least likely cause is a problem with the ECM. Logged diagnostic codes provide an historical record. Before you begin this procedure, use the Caterpillar Electronic Technician (ET) to print the logged codes to a file. This troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic code after the problem is resolved.


Illustration 46

g00889282

Schematic for the analog sensors

Test Step 1. Inspect the Electrical Connectors and Wiring A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

Note: For the following steps, refer to Troubleshooting, “Inspecting Electrical Connectors”.


Illustration 49

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Illustration 47

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Terminal box (1) ECM connectors J1/P1 (2) J12/P12 connectors for the analog sensors (3) 16 amp circuit breaker

(A) +5 volt supply (C) Return (K) Signal for the inlet manifold air temperature (H) Signal for the engine oil temperature (F) Signal for the filtered engine oil pressure (E) Signal for the unfiltered engine oil pressure (J) Signal for the engine coolant temperature

b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the analog sensors.

B. Thoroughly inspect the following connectors:

• ECM J1/P1 connectors • J12/P12 connectors on the terminal box a. Check the torque of the Allen head screw for the ECM connector. The proper torque is 6 ± 1 N·m (55 ± 9 lb in).

Illustration 50

Illustration 48 Harness side of the ECM P1 connector (2) +5 volt supply (3) Return (14) Signal for the inlet manifold air temperature (17) Signal for the engine oil temperature (24) Signal for the filtered engine oil pressure (26) Signal for the unfiltered engine oil pressure (27) Signal for the engine coolant temperature

g00755481

(4) Inlet air temperature sensor (5) Engine coolant temperature sensor

g00889766


C. Observe the “Active Diagnostic” screen on ET. Allow a minimum of 30 seconds for any codes to activate. Look for these codes:

• 262-03 5 Volt Sensor DC Power Supply short to +batt

• 262-04 5 Volt Sensor DC Power Supply short to ground Expected Result: There are no active “5 Volt Sensor DC Power Supply” diagnostic codes. Results:

• No codes – There are no active “5 Volt Sensor DC Power Supply” diagnostic codes. Proceed to Test Step 3. Illustration 51

g00889767

(6) Filtered oil pressure sensor (7) Unfiltered oil pressure sensor (8) Oil temperature sensor

c. Check the harness and wiring for abrasion and pinch points from the analog sensors to the ECM. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Results:


• Not OK – At least one of the connectors, pins, and/or sockets are not connected properly. At least one of the connectors and/or the wiring have corrosion, abrasion, and/or pinch points. Repair: Perform the necessary repairs and/or replace parts, if necessary. STOP.

Test Step 2. Check for Diagnostic Codes for the Power Supply A. Connect Cat ET to the service tool connector on the terminal box. B. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.

• Active code – There is an active “5 Volt Sensor DC Power Supply” diagnostic code. This procedure will not work when this type of code is active.

Repair: Refer to Troubleshooting, “+5V Sensor Supply”. If necessary, return to this functional test in order to troubleshoot the analog sensor after the “+5 V Sensor Supply” diagnostic code has been resolved. STOP.

Test Step 3. Check for Active Analog Sensor Diagnostic Codes A. Observe the “Active Diagnostic” screen on Cat ET. Wait at least 30 seconds so that any codes may become activated. Look for the codes that are listed in Table 20:


Table 20

Analog Sensor Diagnostic Codes

Test Step 4. Create an Open Circuit for the Sensor

100-03

Engine Oil Pressure open/short to +batt

100-04

Engine Oil Pressure short to ground

A. Turn the engine control switch to the OFF/RESET position.

110-03

Engine Coolant Temperature open/short to +batt

B. Disconnect the sensor that has the “short to ground” diagnostic code.

110-04

Engine Coolant Temperature short to ground

172-03

Intake Manifold Air Temp open/short to +batt

172-04

Intake Manifold Air Temp short to ground

175-03

Engine Oil Temperature open/short to +batt

175-04

Engine Oil Temperature short to ground

542-03

Unfiltered Engine Oil Pressure open/short to +batt

542-04

Unfiltered Engine Oil Pressure short to ground

B. If one of the above codes is active, identify the type of diagnostic according to the condition: the diagnostic code is either “open/short to +batt” (FMI 03) or “short to ground” (FMI 04). Expected Result: None of the above codes are active. Results:

• No active codes – None of the above codes are active.

Repair: If any of the above codes are logged and the engine is not running properly, refer to Troubleshooting, “Troubleshooting Without a Diagnostic Code”. If the engine is running properly at this time, there may be an intermittent problem in the harness that is causing the codes to be logged. Refer to Troubleshooting, “Inspecting Electrical Connectors”. STOP.

• Active “open/short to +batt” (FMI 03) – There is an active “open/short to +batt” diagnostic code. If you are troubleshooting the sensor for engine coolant temperature, proceed to Test Step 6. Otherwise, proceed to Test Step 5.

• Active “short to ground” (FMI 04) – There is an active “short to ground” diagnostic code. Proceed to Test Step 4.

C. Turn the engine control switch to the STOP position. D. Observe the “Active Diagnostic” screen on Cat ET. Allow a minimum of 30 seconds for any codes to activate. Look for an active “open/short to +batt” diagnostic code. Expected Result: There is an active “open/short to +batt” diagnostic code for the disconnected sensor. Results:

• Yes – Before the suspect sensor was

disconnected, there was an active “short to ground” diagnostic code for the sensor. After the suspect sensor was disconnected, there was an active “open/short to +batt” diagnostic code for the sensor. The voltage between terminal “A” and terminal “B” is +5.0 ± 0.5 volts.

Repair: Reconnect the sensor. If the active “short to ground” diagnostic code recurs, replace the original sensor. Verify that the code does not activate when the new sensor is installed. Clear the logged diagnostic code from the ECM. STOP.

• No – Before the suspect sensor was disconnected, there was an active “short to ground” diagnostic code for the sensor. After the suspect sensor was disconnected, the active “open/short to +batt” diagnostic code remained. If you are troubleshooting the sensor for engine coolant temperature, proceed to Test Step 6. Otherwise, proceed to Test Step 5.

Test Step 5. Check the Supply Voltage at the Sensor Connector A. Verify that the suspect sensor is disconnected from the engine harness.


Illustration 52

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Illustration 53

Harness connectors for the various sensors

Harness connectors for the various sensors

(A) +5 volt supply (B) Return (C) Signal

(A) +5 volt supply (B) Return (C) Signal (1) Signal (2) Return

B. At the harness connector for the suspect sensor, measure the voltage between terminal “A” and terminal “B”. Expected Result:

g00889801

B. At the harness connector for the suspect sensor, measure the voltage between terminal “B” and terminal “C”, or between terminal “1” and terminal “2”.

The voltage between terminal “A” and terminal “B” is +5.0 ± 0.5 VDC.

Expected Result:

Results:

The voltage between the signal terminal and the return terminal is +6.5 ± 0.5 VDC.

• OK – The voltage between terminal “A” and

terminal “B” is +5.0 ± 0.5 VDC. +5 V is present at the sensor connector. Proceed to Test Step 6.

• Not OK – The voltage between terminal “B” and

Results:

• OK – The voltage between the signal terminal and the return terminal is +6.5 ± 0.5 VDC. The pull-up voltage that is created by the ECM is present at the sensor connector. The signal wire and the return wire for the suspect sensor appear to be OK. Proceed to Test Step 8.

terminal “C” is not +5.0 ± 0.5 VDC. +5 V is not present at the sensor connector. The +5 V supply voltage must be present at the sensor in order to continue this procedure. The +5 V wiring problem may be inside the terminal box, or in the engine harness.

• Not OK – The voltage between the signal terminal

Repair: Verify that the wiring and/or connectors are OK. Repair any faulty wiring and/or connectors, when possible. Replace any faulty wiring and/or connectors, if necessary. Refer to Troubleshooting, “Inspecting Electrical Connectors”. Check for diagnostic codes again.

Test Step 7. Check the Pull-Up Voltage at the ECM

STOP.

Test Step 6. Check the Pull-Up Voltage at the Sensor A. Verify that the suspect sensor’s connector is disconnected from the engine harness.

and the return terminal is not +6.5 ± 0.5 VDC. The pull-up voltage that is created by the ECM is not present at the sensor connector. Proceed to Test Step 7.

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.


Expected Result: The pull-up voltage for the suspect sensor at the ECM is +6.5 ± 0.5 VDC. Results:

• OK – The pull-up voltage for the suspect sensor at the ECM is 6.5 ± 0.5 VDC. The ECM is producing a pull-up voltage that is valid. There is a problem with the signal wire between P1 and the harness connector for the sensor. There may be a problem with a connector. Repair: Perform the following procedure: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Disconnect the multimeter leads. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P1 connector.

Illustration 54

g00890023

Harness side of the ECM P1 connector (3) Analog return (14) Inlet air temperature (17) Oil temperature (24) Filtered oil pressure (26) Unfiltered oil pressure (27) Engine coolant temperature

Reinstall the terminal that was removed from the P1 connector. Pull on the wire in order to verify proper installation of the terminal. Verify that the wiring and/or connectors are OK. Repair any faulty wiring and/or connectors, when possible. Replace any wiring and/or connectors, if necessary. Refer to Troubleshooting, “Inspecting Electrical Connectors”. STOP.

B. Use a 151-6320 Wire Removal Tool to remove the signal wire for the suspect sensor from the P1 connector.

• Not OK – The pull-up voltage for the suspect

C. Use a jumper wire with Deutsch terminals on the ends. Insert one end of the jumper wire into the open terminal of the P1 connector.

Test Step 8. Check the Sensor

D. Connect a multimeter lead to the end of the jumper wire that is not inserted into the connector. E. At the harness side of the P1 connector, insert a 7X-1710 Multimeter Probe along terminal 3. F. Connect the other multimeter lead to the probe.

sensor at the ECM is not +6.5 ± 0.5 VDC. Proceed to Test Step 9.

A. Temporarily connect a sensor that is known to be good to the engine harness. B. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. C. Observe the “Active Diagnostic” screen on Cat ET. Allow a minimum of 30 seconds for any codes to activate.

G. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.

Expected Result:

H. Measure the pull-up voltage at the ECM.

No diagnostic codes are activated.


Results:

Test Step 9. Check the Operation of the ECM

• OK – No diagnostic codes are activated when a good sensor is temporarily installed. Connecting a new sensor resolved the problem. Repair: Perform the following procedure: 1. Reconnect the suspect sensor. Verify that the “open/short to +batt” diagnostic code recurs. 2. Disconnect the suspect sensor. Verify that the “open/short to +batt” diagnostic code is deactivated. 3. Connect the new connector. Verify that no diagnostic codes are activated. If these conditions are true, replace the faulty sensor with the new sensor. For the proper torque value for the new sensor, refer to the Specifications manual. 4. Clear all of the diagnostic codes. Verify that the problem has been resolved. STOP.

• Not OK – The active “open/short to +batt” code remains. Connecting a new sensor did not resolve the problem. Proceed to Test Step 9.

Illustration 55

g00890135

Harness side of the ECM P1 connector (3) Analog return (14) Inlet manifold air temperature (17) Oil temperature (19) Unused ground for the ECM (24) Filtered oil pressure (26) Unfiltered oil pressure (27) Engine coolant temperature

A. Verify that the signal wire for the suspect sensor has been removed from the P1 connector. B. Clear any existing diagnostic codes. C. Observe the “Active Diagnostic” screen on ET. Allow a minimum of 30 seconds for any codes to activate. An active “open/short to +batt” diagnostic code is generated for the sensor. D. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM to the OFF position. E. Use a jumper wire that is the appropriate length with Deutsch terminals on the ends. Install one end of the jumper wire into the terminal for the signal wire that was removed from the P1 connector. Install the other end of the jumper wire into terminal (19) of the P1 connector. This will replace the sensor circuit with a short circuit.


F. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. G. Observe the “Active Diagnostic” screen on Cat ET. Allow a minimum of 30 seconds for any codes to activate.

If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the ECM. Refer to Troubleshooting, “Replacing the ECM”. STOP.

An active “short to ground” diagnostic code is generated. Expected Result: Active “open/short to +batt” and “short to ground” diagnostic codes are generated according to the above steps.

i01738063

Desired Speed Input (4 - 20 mA) SMCS Code: 1901-038

Results:

System Operation Description:

• OK – Active “open/short to +batt” and “short

Note: For this troubleshooting procedure, the “Desired Speed Input” configuration parameter must be set to “4-20 mA Input” in the “Service/Configuration” screen of the Caterpillar Electronic Technician (ET). Do not select “PWM”. The Electronic Control Module (ECM) cannot be configured to accept a PWM input signal for control of the engine speed.

to ground” diagnostic codes are generated according to the above steps. The ECM is operating correctly. The initial diagnostic code was probably caused by a poor electrical connection. Repair: Perform the following procedure: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P1 connector. Reinstall the terminal that was removed from the P1 connector. Pull on the wire in order to verify proper installation of the terminal. Resume normal operation. STOP.

• Not OK – No active “open/short to +batt” and “short to ground” diagnostic codes were generated. The ECM is not operating correctly. Repair: It is unlikely that the ECM has failed. Perform this entire procedure again. If the problem is not resolved, perform the following steps: Temporarily install a new ECM. Refer to Troubleshooting, “Replacing the ECM”.

The selection of the “4-20 mA Input” setting requires a 4 to 20 mA signal for regulation of the desired engine speed. If the “Desired Speed Input” is set to “0-5 VDC Input”, do not use this procedure to troubleshoot the circuit. When the desired speed input is correspondingly configured, the ECM controls the engine speed according to the 4 to 20 mA current. The value of the current corresponds to a range of desired engine speeds between minimum high idle and maximum high idle. The “Minimum Engine High Idle Speed” and the “Maximum Engine High Idle Speed” are set with the “Service/Configuration” screen of ET. For more information, refer to Systems Operation/Testing and Adjusting, “Electronic Control System Parameters”. When the “Idle/Rated” switch is in the Rated position, a current value of 4.0 mA corresponds to the programmed “Minimum Engine High Idle Speed”. A current value of 20.0 mA corresponds to “Maximum Engine High Idle Speed”. Current values within this range will vary the desired engine speed in a linear fashion between “Minimum Engine High Idle Speed” and “Maximum Engine High Idle Speed”. The ECM will generate a diagnostic code in response to current outside of the range of 4 to 20 mA.


Current values that are greater than 22.0 mA will activate the “524-03 Desired Engine Speed Sensor short to +batt” diagnostic code. Current values that are less than 2.0 mA will activate the “524-04 Desired Engine Speed Sensor short to ground” diagnostic code. The most likely causes of the diagnostic code are a poor connection or a problem in a wiring harness. The next likely cause is a problem with a component. The least likely cause is a problem with the ECM. Logged diagnostic codes provide an historical record. Before you begin this procedure, use ET to print the logged codes to a file. The troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.

Illustration 57

g00890178

(1) ECM connectors J1/P1 (2) 16 amp circuit breaker (3) J9/P9 Connectors for the customer (if equipped)

B. Thoroughly inspect the following components:

• ECM J1/P1 connectors • J9/P9 connectors on the terminal box • Wiring and the connections between the terminal box and the device that supplies the 4 to 20 mA signal Illustration 56

g00890150

Schematic of the 4 to 20 mA desired speed input


a. Check the torque of the Allen head screw for the ECM connector. The proper torque is 6 ± 1 N·m (55 ± 9 lb in).


Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Results:

• OK – The components are in good condition with proper connections. If you are troubleshooting a “524-03 Desired Engine Speed Sensor short to +batt” diagnostic code, proceed to Test Step 3. If you are troubleshooting a “524-04 Desired Engine Speed Sensor short to ground” diagnostic code, proceed to Test Step 5.

• Not OK – The components are not in good condition and/or at least one connection is improper. Repair: Perform the necessary repairs and/or replace parts, if necessary. STOP.

Test Step 2. Check for an Open Circuit Illustration 58

g00890187

Harness side of the ECM P1 connector (1) ECM P1 connector (P1-36) + Signal (P1-37) - Signal

A. Remove the two wires (“+” and “-”) for the 4 to 20 mA signal from the device that supplies the 4 to 20 mA signal. B. Install a jumper wire between the two wires (“+” and “-”) that were removed from the device that supplies the 4 to 20 mA signal. C. Disconnect the ECM P1 connector.

Illustration 59

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Harness side of the P9 connector (P9-K) + Signal (P9-P) - Signal

Illustration 60

g00870629

ECM side of the P1 connector

b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the 4 to 20 mA circuit. c. Check the harness and wiring for abrasion and pinch points between the device that supplies the 4 to 20 mA signal and the ECM.

(P1-36) + Signal (P1-37) - Signal

D. Use an ohmmeter to measure the resistance between terminals (P1-36) and (P1-37) on the ECM side of the P1 connector.


Expected Result: The resistance is less than 5 ohms. Results:

• OK – The resistance is less than 5 ohms. The circuit is not open.

Repair: Remove the jumper wire. Insulate the wire leads with electrical tape in order to ensure that the leads do not create a short circuit. Proceed to Test Step 3.

• Not OK – The resistance is greater than 5 ohms. There is a problem with a connector and/or the wiring from the P1 connector.

Repair: The problem may be between the ECM P1 connector and the J9 connector. Alternatively, the problem may be between the P9 connector and the device that provides the 4 to 20 mA signal. Repair the connection and/or the wire, when possible. Replace parts, if necessary. Verify that the problem is resolved. STOP.

Test Step 3. Check for a Short Circuit to the +Battery Side at the ECM P1 Terminal 36 A. Verify that the engine control switch is in the OFF/RESET position and that the 16 amp circuit breaker for the ECM is OFF. B. Make sure that there is no electrical power to the device that provides the 4 to 20 mA signal.

Illustration 61

g00890245

(1) Harness connector P1 (P1-36) + Signal (P1-57) +Battery

C. Use an ohmmeter to measure the resistance between terminals (P1-36) and (P1-57). Expected Result: The resistance is greater than 20,000 ohms. Results:

• Yes – The resistance is greater than 20,000 ohms. The wiring from terminal P1-36 is not shorted to the +Battery side. Do not reconnect any connectors. Proceed to Test Step 4.

• No – The resistance is less than 20,000 ohms.

There is a problem with a connection and/or the wiring from terminal P1-36. Repair: The problem may be between the ECM P1 connector and the J9 connector. Alternatively, the problem may be between the P9 connector and the device that provides the 4 to 20 mA signal. Repair the connection and/or the wire, when possible. Replace parts, if necessary. Verify that the problem is resolved. STOP.


Test Step 4. Check for a Short to Ground at the ECM P1 Terminal 37 A. Verify that the engine control switch is in the OFF/RESET position and the 16 amp circuit breaker for the ECM OFF. B. Make sure that the leads of the wires for the 4 to 20 mA signal do not create a short circuit.


There is a problem with a connection and/or the wiring that is connected to P1-37. Repair: The problem may be between the ECM P1 connector and the J9 connector. Alternatively, the problem may be between the P9 connector and the device that provides the 4 to 20 mA signal. Locate the wire with the short circuit and replace the wire. Verify that the problem is resolved. STOP.

Test Step 5. Check for a Short Circuit to the +Battery Side at the ECM P1 Terminal 37 A. Verify that the engine control switch is in the OFF/RESET position and the 16 amp circuit breaker for the ECM OFF. B. Make sure that there is no electrical power to the device that provides the 4 to 20 mA signal. C. Remove the two wires (“+” and “-”) for the 4 to 20 mA signal from the device that supplies the 4 to 20 mA signal. Insulate the wire leads with electrical tape in order to ensure that the leads do not create a short circuit. D. Disconnect the ECM P1 connector.

Illustration 62

g00890258

(1) Ground strap (2) P1 connector (P1-37) - Signal

C. Use an ohmmeter to measure the resistance between terminal (P1-37) and the ECM ground strap. Expected Result: The resistance is greater than 20,000 ohms. Results:

• Yes – The resistance is greater than 20,000 ohms. The wiring from terminal P1-37 appears to be OK. Repair: Reconnect the ECM P1 connector. Reconnect the two wires (“+” and “-”) for the 4 to 20 mA signal to the device that supplies the 4 to 20 mA signal. Proceed to Test Step 7.


Test Step 6. Check for a Short Circuit to Ground at the ECM P1 Terminal 36 A. Verify that the engine control switch is in the OFF/RESET position and the 16 amp circuit breaker for the ECM OFF. B. Make sure that the ends of the wires for the 4 to 20 mA signal do not create a short circuit.

Illustration 63

g00890265

(1) Connector P1 (P1-37) - Signal (P1-57) +Battery

E. Use an ohmmeter to measure the resistance between terminals (P1-37) and (P1-57). Expected Result: The resistance is greater than 20,000 ohms. Results:

• Yes – The resistance is greater than 20,000 ohms. The wiring from terminal P1-37 is not shorted to the +Battery side. Do not reconnect any connectors. Proceed to Test Step 6.


There is a problem with a connection and/or the wiring from terminal P1-37. Repair: The problem may be between the ECM P1 connector and the J9 connector. Alternatively, the problem may be between the P9 connector and the device that provides the 4 to 20 mA signal. Repair the connection and/or the wire, when possible. Replace parts, if necessary. Verify that the problem is resolved. STOP.

Illustration 64

g00890269

(1) Ground strap (2) P1 connector (P1-36) + Signal

C. Use an ohmmeter to measure the resistance between terminal (P1-36) and the ECM ground strap. Expected Result: The resistance is greater than 20,000 ohms. Results:

• Yes – The resistance is greater than 20,000

ohms. The wiring from terminal P1-36 appears to be OK. Do not reconnect any connectors. Proceed to Test Step 2.

• No – The resistance is less than 20,000 ohms. There is a problem with a connection and/or the wiring from terminal P1-36.


Repair: The problem may be between the ECM P1 connector and the J9 connector. Alternatively, the problem may be between the P9 connector and the device that provides the 4 to 20 mA signal. Repair the connection and/or the wire, when possible. Replace parts, if necessary. Verify that the problem is resolved. STOP.

Test Step 7. Check the Device that Provides the 4 to 20 mA Signal

Results:

• Yes – The correct 4 to 20 mA signal is provided to the ECM. However, the ECM is not responding correctly to the signal. There may be a problem with the ECM. Repair: It is unlikely that the ECM is faulty. Exit this procedure and perform this procedure again. If the problem is not resolved, replace the ECM according to Troubleshooting, “Replacing the ECM”. Verify that the problem is resolved. STOP.

Measure the 4 to 20 mA signal according to the literature that is provided by the OEM of the device that provides the 4 to 20 mA signal. Verify that the correct signal is provided to the ECM.

• No – The ECM is not receiving the correct 4 to

20 mA signal. There is probably a problem with the device that provides the 4 to 20 mA. Repair: Service the device that provides the 4 to 20 mA according to the literature that is provided by the OEM of the device. Verify that the problem is resolved. STOP. i01738479

Detonation Sensors SMCS Code: 1559-038 System Operation Description: Detonation sensors are located on the upper cylinder block between every two cylinders. Each sensor monitors two adjacent cylinders. For example, one sensor monitors cylinders 1 and 3.

Illustration 65

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Harness side of the P1 connector (1) ECM P1 connector (P1-36) + Signal (P1-37) - Signal

Verify the correct 4 to 20 mA signal at the ECM P1 terminals (36) and (37). Expected Result: The correct 4 to 20 mA signal is provided to the ECM.

The Electronic Control Module (ECM) supplies 8 VDC in order to power the sensors. The detonation sensors provide electrical signals to the ECM that indicate mechanical engine vibrations. Each sensor outputs an electrical signal. The signal is amplified and the signal is filtered. The frequency of the signal corresponds to the mechanical frequency of the vibrations. The amplitude of the signal is proportional to the intensity of the vibrations. The ECM monitors the signals in order to determine the presence and the severity of the detonation. The ECM retards the timing in order to limit detonation levels. The timing may be retarded for a single cylinder or for more than one cylinder. The timing may be retarded for all of the cylinders, if necessary. If retardation of the timing does not sufficiently limit the detonation, the engine is shut down.


The ECM can retard timing by as few as three degrees for light detonation levels. The timing can be retarded up to six degrees for severe detonation. For most applications, the minimum allowable actual timing is ten degrees BTC (five degrees BTC for propane operation). A proportional strategy is used for advancing the timing after the timing has been retarded. The rate of advance is based upon the level of detonation. The rate is faster for lighter detonation. The fastest rate of proportional timing advance is one degree per minute. The ECM will diagnose the detonation sensors for a signal that is shorted to the −Battery side, the +Battery side, or an open circuit. To avoid detecting vibrations that are not related to detonation, the ECM only monitors a detonation sensor on the firing stroke, when one of the sensor’s cylinders is between top center and 40 degrees after top center. Therefore, the “Block Tap” method of testing the detonation sensors does not work for the G3500B Engine. An input from a detonation sensor that is diagnosed by the ECM as “open/shorted to +battery” may measure 0 VDC on a voltmeter. The ECM also supports related event codes when the levels of detonation warrant a reaction from the ECM. If the timing has been retarded by the maximum amount and the level of detonation remains high, the ECM will shut down the engine. Detonation protection is disabled when the engine speed is less than 250 rpm. Logged diagnostic codes provide an historical record. Before you begin this procedure, use the Caterpillar Electronic Technician (ET) to print the logged codes to a file. The most likely causes of the diagnostic code are a poor connection or a problem in a wiring harness. The next likely cause is a problem with a sensor. The least likely cause is a problem with the ECM. The troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.


Illustration 66 Schematic for the detonation sensors

Test Step 1. Inspect the Electrical Connectors and Wiring A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM “OFF”. Note: For the following steps, refer to Troubleshooting, “Inspecting Electrical Connectors”.

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Illustration 69

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Harness side of the side of the P11 connector

Illustration 67

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(1) ECM connectors J2/P2 (2) J11/P11 connectors for the detonation sensors (3) 16 amp circuit breaker


(J11-B) Signal for cylinders 1 and 3 (J11-C) Signal for cylinders 5 and 7 (J11-D) Signal for cylinders 9 and 11 (J11-G) Signal for cylinders 13 and 15 (J11-L) Signal for cylinders 14 and 16 (J11-K) Signal for cylinders 10 and 12 (J11-I) Signal for cylinders 6 and 8 (J11-H) Signal for cylinders 2 and 4 (J11-A) Return (right side) (J11-E) Return (left side) (J11-J) +8 V supply (right side) (J11-F) +8 V supply (left side)

b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the detonation sensors.


Illustration 70

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Detonation sensors

Illustration 68

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c. Check the harness and wiring for abrasion and pinch points from the detonation sensors to the ECM.

Harness side of the side of the ECM P2 connector (P2-36) (P2-37) (P2-38) (P2-39) (P2-44) (P2-45) (P2-46) (P2-47) (P2-54) (P2-55) (P2-56) (P2-57)

Signal for cylinders 1 and 3 Signal for cylinders 5 and 7 Signal for cylinders 9 and 11 Signal for cylinders 13 and 15 Signal for cylinders 2 and 4 Signal for cylinders 6 and 8 Signal for cylinders 10 and 12 Signal for cylinders 14 and 16 Return (right side) Return (left side) +8 V supply (right side) +8 V supply (left side)

d. Make sure that the detonation sensors are properly installed according to the torque in Specifications, “Detonation Sensors”. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. All of the detonation sensors are properly installed.


Results:

Test Step 3. Check for Active Diagnostic Codes for the Detonation Sensors

• OK – The components are in good condition with proper connections. Proceed to Test Step 2.


Test Step 2. Check for Diagnostic Codes for the +8 V Sensor Supply A. Connect Cat ET to the service tool connector on the terminal box.

Note: The run relay and the crank terminate relay must be energized before a diagnostic code for a detonation sensor can be generated. Therefore, the engine must be running. The engine will shut down soon after the diagnostic code for the detonation sensor is activated. A. Start the engine and run the engine. B. Allow a minimum of 30 seconds for any diagnostic codes to become active. Observe the “Active Diagnostic” screen of Cat ET and look for the diagnostic codes that are listed in Table 21: Table 21

Code

Description

1501-03

Cylinder #1 Detonation Sensor short to +batt

1501-04

Cylinder #1 Detonation Sensor short to ground

1502-03


1502-04


1505-03


Expected Result:

1505-04


Neither of the “8 Volt DC Supply” diagnostic codes are active.

1506-03


Results:

1506-04


• OK – Neither of the “8 Volt DC Supply” diagnostic

1509-03


1509-04


1510-03


1510-04


1513-03


1513-04


1514-03


1514-04


B. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. C. Observe the “Active Diagnostic” screen of Cat ET. Wait at least 30 seconds so that any codes may become activated. Look for these codes:

• “41-03 8 Volt DC Supply short to +batt” • “41-04 8 Volt DC Supply short to ground”

codes are active. Proceed to Test Step 3.

• Not OK – At least one of the “8 Volt DC Supply” diagnostic codes is active. Repair: The “8 Volt DC Supply” diagnostic code must be resolved before you can proceed with this functional test. Exit this procedure and refer to Troubleshooting, “+8V Sensor Voltage Supply”. If necessary, return to this functional test in order to troubleshoot the detonation sensor after the “8 Volt DC Supply” diagnostic code has been resolved. STOP.

Cylinders

1 and 3

2 and 4

5 and 7

6 and 8

9 and 11

10 and 12

13 and 15

14 and 16


Note: A “short to ground” diagnostic code can indicate either an actual short to ground or an open circuit.

D. Measure the voltage between terminal “A” and terminal “B” on the harness connector for the sensor.

Expected Result:

Expected Result:

None of the above diagnostic codes are active.

The voltage is between 7.6 VDC and 8.4 VDC.

Results:

Results:

• OK (No active codes) – None of the above codes

• OK – The voltage is between 7.6 VDC and 8.4

are active at this time. The problem seems to be resolved. The original diagnostic code was probably caused by a poor electrical connection in one of the harness connectors. Repair: If any of the above codes are logged and the engine is not running properly, refer to Troubleshooting, “Troubleshooting Without a Diagnostic Code”. If any of the above codes are logged and the engine is running properly, there may be an intermittent problem in a connector or a wiring harness. Refer to Troubleshooting, “Inspecting Electrical Connectors”. STOP.

• Not OK (Active Code) – A “short to +batt” or “short to ground” diagnostic code was activated. Repair: Note the diagnostic code and note the location of the suspect detonation sensor. Proceed to Test Step 4.

VDC. The correct voltage is available to the sensor. Do not reconnect the sensor. Proceed to Test Step 5.

• Not OK – The voltage is not between 7.6 VDC

and 8.4 VDC. The correct voltage is not available to the sensor. There is probably an open circuit in the +8 volt supply or in the return for the sensor. Repair: The open circuit may be caused by a poor electrical connection or a wiring problem between the ECM and the connector for the sensor. If only one detonation sensor has a diagnostic code, the open circuit for the +8 volt supply is in the engine harness. Repair the electrical connection and/or the wiring, when possible. If more than one detonation sensor has a diagnostic code, use the following procedure to locate the open circuit for the +8 volt supply: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

Test Step 4. Verify the Presence of the Supply Voltage at the Sensor A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect the sensor with the diagnostic code. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.

Illustration 71 Harness connector for the detonation sensors (A) +8 V (B) Return (C) Signal

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Illustration 72

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(1) P11 connector (2) J11 connector

2. Disconnect the P11 connector (1) from the J11 connector (2) on the side of the terminal box.


3. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.

Test Step 5. Measure the Voltage of the Signal Wire at the Sensor

Illustration 74

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Harness connector for the detonation sensors (A) +8 V (B) Return (C) Signal

A. Measure the voltage between terminals (B) and (C) on the harness connector for the suspect sensor. Expected Result: The voltage is between 0.4 VDC and 0.6 VDC. g00890378

Illustration 73 Side view of the terminal box and the J11 connector

4. Measure the voltage between the terminals that are listed in Table 22. Table 22

Points for the Measurement of Voltage Connector and Terminal


J11-J +8 V supply for the detonation sensors on the right side of the engine

J11-A Return (right side)

J11-F +8 V supply for the detonation sensors on the left side of the engine

J11-E Return (left side)

If both of the voltage measurements are between 7.6 VDC and 8.4 VDC, the open circuit is in the engine harness. Repair the engine harness, when possible. Replace the harness, if necessary. If either of the voltage measurements are not between 7.6 VDC and 8.4 VDC, the open circuit is in the terminal box’s harness. Repair the terminal box’s harness, when possible. Replace the harness, if necessary. STOP.

Results:

• Yes – The voltage is between 0.4 VDC and 0.6 VDC.

Repair: Reconnect the suspect sensor. Start the engine again and check for the diagnostic code. If the diagnostic code recurs, replace the detonation sensor with a known good detonation sensor. Tighten the detonation sensor according to the torque in Specifications, “Detonation Sensor”. Verify that the problem is resolved. STOP.

• No – The voltage is not between 0.4 VDC and 0.6 VDC. If the voltage is less than 0.4 VDC, there is probably a short to ground or an open circuit between the connector for the detonation sensor and the ECM. If the voltage is greater than 4.8 VDC, there is probably a short circuit to a +Battery source between the connector for the detonation sensor and the ECM. Proceed to Test Step 6.

Test Step 6. Check the Operation of the ECM A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.


Illustration 75 (P1-19) (P2-36) (P2-37) (P2-38) (P2-39) (P2-44) (P2-45) (P2-46) (P2-47)

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Unused ground for the ECM Signal for cylinders 1 and 3 Signal for cylinders 5 and 7 Signal for cylinders 9 and 11 Signal for cylinders 13 and 15 Signal for cylinders 2 and 4 Signal for cylinders 6 and 8 Signal for cylinders 10 and 12 Signal for cylinders 14 and 16

B. Use a 151-6320 Wire Removal Tool to remove the signal wire for the suspect sensor from the P2 connector. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Note: The run relay and the crank terminate relay must be energized before a diagnostic code for a detonation sensor can be generated. Therefore, the engine must be running. The engine will shut down soon after the diagnostic code for the detonation sensor is activated. D. Start the engine. Observe the “Active Diagnostic” screen on Cat ET. Allow a minimum of 30 seconds for any codes to activate. An active “open/short to +batt” diagnostic code is generated for the sensor. E. Turn the engine control switch to the OFF/RESET position.

Illustration 76

g00890937

(1) ECM connector P2 (2) Jumper wire (3) ECM connector P1

F. Fabricate a jumper wire that is long enough to reach between the P1 connector and the P2 connector. Install Deutsch terminals on the ends. Install one end of the jumper wire (2) into the terminal for the signal wire that was removed from the P2 connector (1). Install the other end of the jumper wire into terminal 19 of the P1 connector (3). G. Start the engine. Observe the “Active Diagnostic” screen on Cat ET. Allow a minimum of 30 seconds for any codes to activate. An active “short to ground” diagnostic code is generated for the sensor. Expected Result: Active “open/short to +batt” and “short to ground” diagnostic codes are generated according to the above steps. Results:

• OK – Active “open/short to +batt” and “short to ground” diagnostic codes are generated according to the above steps. The ECM is operating correctly. There is probably an open circuit in the engine harness between the ECM and the connector for the sensor.


Repair: Remove the jumper wire. Insert the terminal that was removed from the P2 connector. Pull on the wire in order to verify that the terminal is fully inserted into the connector. Repair the harness, when possible. Replace the harness, if necessary. STOP.

• Not OK – No active “open/short to +batt”

and “short to ground” diagnostic codes were generated. The ECM is not operating correctly. Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following steps: Temporarily install a new ECM. Refer to Troubleshooting, “Replacing the ECM”. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Refer to Troubleshooting, “Replacing the ECM”. STOP. i01741418

ECM Output Circuit (Fuel Control) SMCS Code: 1901-038 System Operation Description: The Electronic Control Module (ECM) contains the logic and the outputs for control of prelubrication, starting, and shutdown of the engine. The logic for starting and stopping is customer programmable. The logic responds to inputs from the following components: engine control switch, emergency stop switch, remote start switch, data link, and other inputs. The fuel control relay is energize-to-run. To enable fuel flow to the engine, the relay for the Gas Shutoff Valve (GSOV) must be energized. The ECM provides +Battery voltage to the relay for the GSOV when the logic determines that fuel is required for engine operation. For engine shutdown, the ECM removes the voltage from the fuel control relay. This stops the fuel flow.

Logged diagnostic codes provide an historical record. Before you begin this procedure, use the Caterpillar Electronic Technician (ET) to print the logged codes to a file. The most likely causes of the diagnostic code are a poor electrical connection or a problem in a wiring harness. The next likely cause is a problem with the GSOV. The least likely cause is a problem with the ECM. The troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.


g00891759

Illustration 77 Schematic of the output circuit for the fuel control relay

Test Step 1. Inspect the Electrical Connectors and Wiring

• ECM J2/P2 connectors • Terminal box’s connectors (J13/P13) • Connector for the fuel control relay a. Check the torque of the Allen head screw for the 70-pin connectors. The proper torque is 6 ± 1 N·m (55 ± 9 lb in).

Illustration 78

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(1) ECM J2/P2 connectors (2) Terminal box’s J13/P13 connectors for the fuel control relay (3) 16 amp circuit breaker (4) 6 amp circuit breaker

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Switch the 6 amp circuit breaker OFF. Note: For the following steps, refer to Troubleshooting, “Inspecting Electrical Connectors”. B. Thoroughly inspect the following connectors and the wiring harnesses for the connectors:

Illustration 79 Harness side of the ECM P2 connector (P2-11) Circuit driver for the fuel control relay (P2-21) Return

g00891875


• Not OK – The components are not in good condition and/or at least one connection is improper.

Repair: Perform the necessary repairs, when possible. Replace parts, if necessary. STOP.

Test Step 2. Check for Diagnostic Codes A. Connect Cat ET to the service tool connector on the terminal box. B. Switch the 16 amp circuit breaker for the ECM ON. Switch the 6 amp circuit breaker ON. Turn the engine control switch to the STOP position. C. Wait for 30 seconds and use Cat ET to check for an active “17-05 Fuel Shutoff Valve open circuit” diagnostic code. Illustration 80

g00891878

If there is an active “17-05 Fuel Shutoff Valve open circuit” diagnostic code, proceed to the “Results” for this Test Step. Otherwise, continue this procedure.

(5) Connector P13 for the fuel control relay (P13-A) Circuit driver for the fuel control relay (P13-B) Return

b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the fuel control relay.

Note: The “17-05 Fuel Shutoff Valve open circuit” diagnostic code cannot be detected when the output for the fuel control relay is ON. The output is ON when the engine control switch is in the START position and the engine speed is not zero. D. Use Cat ET to check the logged diagnostic codes. If there is a “17-06 Fuel Shutoff Valve short to ground” or a “17-12 Fuel Shutoff Valve malfunction” diagnostic code, clear the code. Note: This diagnostic condition cannot be detected by the ECM when the output for the fuel control relay is OFF. The output is OFF when the engine control switch is in the STOP position.

Illustration 81

g00869737

E. To prevent the engine from starting, shut the gas supply OFF.

Fuel control relay

c. Check the harness and wiring for abrasion and pinch points from the ECM to the fuel control relay. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Results:


Note: To provide the output for the fuel control relay, the sequence for engine start-up must be initiated. Otherwise, a “17-06 Fuel Shutoff Valve short to ground” or a “17-12 Fuel Shutoff Valve malfunction” diagnostic code cannot be generated. F. Turn the engine control switch to the START position for at least 30 seconds. Then turn the engine control switch to the STOP position. G. Use Cat ET to look for a logged “17-06 Fuel Shutoff Valve short to ground” or a “17-12 Fuel Shutoff Valve malfunction” diagnostic code again.


Expected Result:

Test Step 3. Check for a Short Circuit to the +Battery Side

When the engine control switch was in the STOP position, there was no active “17-05 Fuel Shutoff Valve open circuit” diagnostic code. After the engine was cranked, there was no logged “17-06 Fuel Shutoff Valve short to ground” or “17-12 Fuel Shutoff Valve malfunction” diagnostic code. Results:

• OK – No diagnostic codes were generated. The

output for the fuel control relay seems to be OK at this time. The initial diagnostic code was probably caused by a poor electrical connection.

Repair: If there is an intermittent problem that is causing the codes to be logged, refer to Troubleshooting, “Inspecting Electrical Connectors”. STOP.

Gaseous fuel is present. Personal Injury or Death can result from an open flame or spark igniting the gaseous fuel causing an explosion and/or fire. Always use a gas detector to determine the presence of gaseous fuel when maintaining and servicing. Contact you local gas provider immediately for assistance in the event of a leak. Note: Open sparks can be generated during this test. A. Make sure that no combustible gas is present in the surrounding atmosphere. B. Ensure that the engine control switch is in the STOP position.

• Not OK (“17-05 Fuel Shutoff Valve open circuit”

diagnostic code) – A “17-05 Fuel Shutoff Valve open circuit” diagnostic code was activated. This can be caused by an actual open circuit or by a short circuit to the +Battery side. Proceed to Test Step 3.

• Not OK (“17-06 Fuel Shutoff Valve short to ground” diagnostic code) – After the engine was cranked, a “17-06 Fuel Shutoff Valve short to ground” diagnostic code was generated. Proceed to Test Step 8.

• Not OK (“17-12 Fuel Shutoff Valve malfunction” diagnostic code) – After the engine was cranked, a “17-12 Fuel Shutoff Valve malfunction” diagnostic code was generated. The ECM disabled the ignition. Repair: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Replace the fuel control relay. STOP.

Illustration 82

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Fuel control relay (1) Connector for the fuel control relay (2) Relay

C. Disconnect the connector (1) from the relay (2). Then reconnect the connector. Listen for an audible click from the relay. If the ambient noise is too loud, touch the relay when the relay is reconnected in order to feel the vibration. The relay will vibrate when the relay is de-energized and energized. Expected Result: There is no audible click and/or vibration when the relay is disconnected and reconnected. The relay is not energized when the engine control switch is in the STOP position.


B. Disconnect connector P13 (1) from the terminal box.

Results:

• OK – There is no audible click and/or vibration when the relay is disconnected and connected. There is no short circuit to the +Battery side. There is an open circuit. Proceed to Test Step 5.

C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.

• Not OK – There is an audible click and/or vibration when the relay is disconnected and connected. The relay is receiving power when the engine control switch is in the STOP position. There is probably a short circuit to the +Battery side in a connector or a wiring harness. Proceed to Test Step 4.

Test Step 4. Determine the Cause of the Energized Relay

Gaseous fuel is present. Personal Injury or Death can result from an open flame or spark igniting the gaseous fuel causing an explosion and/or fire. Always use a gas detector to determine the presence of gaseous fuel when maintaining and servicing. Contact you local gas provider immediately for assistance in the event of a leak. Note: Open sparks can be generated during this test. A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

Illustration 84

g00891901


D. Disconnect the connector (2) from the relay (3). Then reconnect the connector. Listen for an audible click from the relay. If the ambient noise is too loud, touch the relay when the relay is reconnected in order to feel the vibration. The relay will vibrate when the relay is de-energized and energized. Expected Result: There is no audible click and/or vibration when the relay is disconnected and reconnected. The relay is not energized when the P13 connector is disconnected. Results:

• OK – There is no audible click and/or vibration when the solenoid is disconnected and reconnected. The solenoid is not energized when the P13 connector is disconnected. Repair: Use the following procedure to determine whether the circuit driver for the relay is faulty:

Illustration 83

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(1) Terminal box’s P13 connector for the fuel control relay


Gaseous fuel is present. Personal Injury or Death can result from an open flame or spark igniting the gaseous fuel causing an explosion and/or fire. Always use a gas detector to determine the presence of gaseous fuel when maintaining and servicing. Contact you local gas provider immediately for assistance in the event of a leak. Note: Open sparks can be generated during this test. 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reconnect the P13 connector to the terminal box.

Illustration 86

g00891901


5. Disconnect the connector (2) from the relay (3). Then reconnect the connector. Listen for an audible click from the relay. If the ambient noise is too loud, touch the relay when the relay is reconnected in order to feel the vibration. The relay will vibrate when the relay is de-energized and energized. If the relay is energized, there is a problem with a connector and/or wiring in the terminal box. Repair the wiring and/or the connector, when possible. Replace parts, if necessary. If the relay is not energized, there may be a problem with the ECM. Continue with this procedure. 6. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 7. Reinstall terminal 11 and terminal 21 into the P2 connector. Pull on the wires in order to verify proper installation of the terminals.

Illustration 85

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Harness side of the ECM P2 connector (1) ECM P2 connector (P2-11) Circuit driver for the fuel control relay (P2-21) Return

3. Use a 151-6320 Wire Removal Tool to remove terminals (P2-11) and (P2-21) from the P2 connector (1). 4. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.

8. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. 9. Disconnect the connector from the fuel control relay. Then reconnect the connector. Listen for an audible click from the relay. If the ambient noise is too loud, touch the relay when the relay is reconnected in order to feel the vibration. The relay will vibrate when the relay is de-energized and energized. If the relay is not energized, there is an intermittent problem with a connector and/or the wiring. Refer to Troubleshooting, “Inspecting Electrical Connectors”.


If the relay is energized, there may be a problem with the ECM. It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following steps: Temporarily install a new ECM. Refer to Troubleshooting, “Replacing the ECM”. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Refer to Troubleshooting, “Replacing the ECM”. STOP.

• Not OK – There is an audible click and/or vibration when the relay is disconnected and reconnected. The relay is energized when the P13 connector is disconnected. There is a short circuit to the +Battery side in the engine harness.

D. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Note: The “17-05 Fuel Shutoff Valve open circuit” diagnostic code can only be detected when the output for the fuel control relay is OFF. The output is OFF when the engine control switch is in the STOP position and the engine is not running. E. Wait for 30 seconds and use the “Active Diagnostic” screen of Cat ET to look for a “17-05 Fuel Shutoff Valve open circuit” diagnostic code. Expected Result: A “17-05 Fuel Shutoff Valve open circuit” diagnostic code was not generated when the jumper wire was installed. Results:

• OK – A “17-05 Fuel Shutoff Valve open circuit” diagnostic code was not generated when the jumper wire was installed. The harness and the ECM are OK. There is a problem with the relay.

Repair: Repair the connector and/or wiring in the engine harness, when possible. Replace the engine harness, if necessary.


STOP.

1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

Test Step 5. Create a Short Circuit in order to Check for an Open Circuit

2. Remove the jumper wire from the relay’s connector on the engine harness.


3. Inspect the relay’s connectors for damage, moisture, and corrosion.

B. Disconnect the fuel control relay.

4. Make repairs, as needed. If the problem is not resolved, replace the fuel control relay. STOP.

• Not OK – A “17-05 Fuel Shutoff Valve open circuit” diagnostic code was generated when the jumper wire was installed. There may be an open circuit in the engine harness. Proceed to Test Step 6.

Test Step 6. Check the Engine Harness Illustration 87

g00891959

(1) Connector for the fuel control relay (2) Jumper wire

C. Install a jumper wire (2) into the two terminals of the relay’s connector (1) on the engine harness.

A. Ensure that the engine control switch is in the OFF/RESET position and that the 16 amp circuit breaker for the ECM is OFF.


B. Disconnect the P13 connector from the terminal box. Inspect the P13 and J13 connectors for damage, moisture, and corrosion. Make repairs, if necessary.

• Not OK – When the jumper wire was installed, a

“17-05 Fuel Shutoff Valve open circuit” diagnostic code was activated. The ECM did not detect the jumper wire in the J13 connector. There is a problem in the terminal box. Proceed to test Step 7.

Test Step 7. Check the ECM A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Remove the jumper wire from the J13 connector.

Illustration 88

g00891989

(1) Connector J13 for the fuel control relay (2) Jumper wire

C. Install a jumper wire into the two terminals of the J13 connector. D. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Note: The “17-05 Fuel Shutoff Valve open circuit” diagnostic code can only be detected when the output for the fuel control relay is OFF. The output is OFF when the engine control switch is in the STOP position and the engine is not running. E. Wait for 30 seconds and use Cat ET to check for an active “17-05 Fuel Shutoff Valve open circuit” diagnostic code. Expected Result: There is no active “17-05 Fuel Shutoff Valve open circuit” diagnostic code. Results:

• OK – When the jumper wire was installed, there was no active “17-05 Fuel Shutoff Valve open circuit” diagnostic code. There is a problem in the engine harness. Repair: Repair the engine harness, when possible. Replace the engine harness, if necessary. STOP.

Illustration 89

g00891995

Harness side of the ECM P2 connector (1) ECM P2 connector (P2-11) Circuit driver for the fuel control relay (P2-21) Return

C. Use the 151-6320 Wire Removal Tool to remove terminals (P2-11) and (P2-21).


Results:

• OK – When the jumper wire was installed, there was no active “17-05 Fuel Shutoff Valve open circuit” diagnostic code. The ECM detects the jumper wire at the P2 connector. However, the ECM did not detect the jumper wire at the J13 connector. There is a problem between the ECM P2 connector and the terminal box J13 connector. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P2 connector. 3. Reinstall the terminals into P2-11 and P2-21. Pull on the wires in order to verify proper installation of the terminals. 4. Disconnect the ECM J2/P2 connectors. Inspect the connectors for damage, moisture, and corrosion. Illustration 90

g00892003

5. Thoroughly inspect the terminal box J13 connector for the engine harness.

Harness side of the ECM P2 connector (2) Jumper wire (P2-11) Circuit driver for the fuel control relay (P2-21) Return

D. Install a jumper wire (2) into terminals (P2-11) and (P2-21). Pull on the jumper wire in order to verify proper installation. E. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Note: The “17-05 Fuel Shutoff Valve open circuit” diagnostic code can only be detected when the output for the fuel control relay is OFF. The output is OFF when the engine control switch is in the STOP position and the engine is not running. F. Wait for 30 seconds and use the “Active Diagnostic” screen of Cat ET to look for an active “17-05 Fuel Shutoff Valve open circuit” diagnostic code. Expected Result: There is no active “17-05 Fuel Shutoff Valve open circuit” diagnostic code.

6. Use an ohmmeter to measure the resistance between the P2-11 terminal and the J13-A terminal. Also, measure the resistance between the P2-21 terminal and the J13-B terminal. If the resistance measurements are less than 5 ohms, the circuit has good continuity. Otherwise, there is an open circuit. Make repairs, if necessary. STOP.

• No – When the jumper wire was installed, a “17-05 Fuel Shutoff Valve open circuit” diagnostic code was activated. The ECM did not detect the jumper wire. There is a problem with the ECM. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P2 connector. 3. Reinstall the terminals into P2-11 and P2-21. Pull on the wires in order to verify proper installation of the terminals.


4. Replace the ECM according to Troubleshooting, “Replacing the ECM”. Verify that the problem is resolved. STOP.

Test Step 8. Create an Open Circuit in order to Check for a Short Circuit to Ground A. Turn the engine control switch to the OFF/RESET position.

Results:

• OK – When the relay was connected, a “short to ground” diagnostic code was generated. When the relay was disconnected, no “short to ground” diagnostic code was generated. There is a problem with the relay. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Inspect the connections of the relay for damage and/or corrosion. 3. Make repairs, as needed. If the problem is not resolved, replace the relay. STOP.

• Not OK – A “short to ground” diagnostic code was generated when the relay was disconnected. Proceed to Test Step 9. Illustration 91

g00891892


B. Disconnect the connector (1) from the relay (2).

Test Step 9. Create an Open Circuit at the Terminal Box A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

C. Turn the engine control switch to the STOP position. D. Use Cat ET to clear the logged “17-06 Fuel Shutoff Valve short to ground” diagnostic code. E. To prevent the engine from starting, shut OFF the main gas supply. Note: To provide the output for the fuel control relay, the sequence for engine start-up must be initiated. Otherwise, a “17-06 Fuel Shutoff Valve short to ground” diagnostic code cannot be generated. F. Turn the engine control switch to the START position for at least 30 seconds. Then turn the engine control switch to the STOP position. G. Use Cat ET to look for a logged “17-06 Fuel Shutoff Valve short to ground” diagnostic code again. Expected Result: A “17-06 Fuel Shutoff Valve short to ground” was not generated.

Illustration 92

g00891900

(1) P13 connector for the fuel control relay

B. Disconnect connector P13 (1) from the terminal box.


C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Use Cat ET to clear the logged “17-06 Fuel Shutoff Valve short to ground” diagnostic code.

Test Step 10. Check the ECM A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

E. To prevent the engine from starting, shut OFF the main gas supply. Note: To provide the output for the fuel control relay, the sequence for engine start-up must be initiated. Otherwise, a “17-06 Fuel Shutoff Valve short to ground” diagnostic code cannot be generated. F. Turn the engine control switch to the START position for at least 30 seconds. Then turn the engine control switch to the STOP position. G. Use Cat ET to look for a logged “17-06 Fuel Shutoff Valve short to ground” diagnostic code again. Expected Result: A “17-06 Fuel Shutoff Valve short to ground” was not generated. Results:

• OK – A “17-06 Fuel Shutoff Valve short to ground” diagnostic code was not generated when the P13 connector was disconnected. There is a problem in the engine harness.

Illustration 93

g00892016

Harness side of the ECM P2 connector


(P2-11) Circuit driver for the fuel control relay


B. Use the 151-6320 Wire Removal Tool to remove terminal (P2-11).

2. Reconnect the P13 connector.


3. Repair the engine harness, when possible. Replace the harness, if necessary. STOP.

• Not OK – A “17-06 Fuel Shutoff Valve short to

ground” diagnostic code was generated when the P13 connector was disconnected. There is probably a short circuit to ground in the terminal box. Repair: Reconnect the P13 connector. Proceed to Test Step 10.

D. Use Cat ET to clear the logged “17-06 Fuel Shutoff Valve short to ground” diagnostic code. E. To prevent the engine from starting, shut OFF the main gas supply. Note: To provide the output for the fuel control relay, the sequence for engine start-up must be initiated. Otherwise, a “17-06 Fuel Shutoff Valve short to ground” diagnostic code cannot be generated. F. Turn the engine control switch to the START position for at least 30 seconds. Then turn the engine control switch to the STOP position.


G. Use Cat ET to look for a logged “17-06 Fuel Shutoff Valve short to ground” diagnostic code again. Expected Result: The “17-06 Fuel Shutoff Valve short to ground” diagnostic code was not generated. Results:

• OK – When the output to the relay was disconnected from the ECM P2 connector, the “17-06 Fuel Shutoff Valve short to ground” diagnostic code was not generated. However, a “short to ground” diagnostic code was generated when the P13 connector was disconnected from the terminal box. There is a problem in the terminal box between the P2 connector and the terminal box P13 connector. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the terminal that was removed from P2-11. Pull on the wire in order to verify proper installation of the terminal. 3. Repair the terminal box’s harness, when possible. Replace the harness, if necessary. STOP.

• Not OK – A “17-06 Fuel Shutoff Valve short to

ground” diagnostic code was generated when the output to the relay was disconnected from the ECM P2 connector. There seems to be a problem with the ECM. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the terminal that was removed from P2-11. Pull on the wire in order to verify proper installation of the terminal. 3. Replace the ECM according to Troubleshooting, “Replacing the ECM”. Verify that the problem is resolved. STOP.

i01742661

ECM Output Circuit (Prelubrication Oil Pump) SMCS Code: 1901-038 System Operation Description: The Electronic Control Module (ECM) contains the logic and the outputs for control of prelubrication, starting, and shutdown of the engine. The logic for starting and stopping is customer programmable. The logic responds to inputs from the following components: engine control switch, emergency stop switch, remote start switch, data link, and other inputs. The output for the prelube relay will not operate if the emergency stop button is activated or if the engine speed is greater than 0 rpm. When the conditions permit operation and the logic determines that lubrication is required, the ECM provides +Battery voltage to the prelube relay. After activation, the prelube pump will operate until one of the following occurrences:

• The prelube pressure switch closes. • The programmable “Engine Pre-lube Time Out Period” expires.

• The emergency stop button is pressed. The output for the prelube relay can also be operated with a manual switch. When the switch is closed, a +Battery signal is sent to the ECM. The ECM provides +Battery voltage to the prelube relay until the switch is released or until the prelube pressure switch closes. The prelubrication system also operates after shutdown. This ensures that the turbocharger has adequate lubrication during coastdown. When the engine reaches 0 rpm, the output for the prelube relay will operate for three minutes. When +Battery voltage is supplied to the prelube relay, the ECM also provides +Battery voltage to the “Prelube Active” indicator in the control panel (if equipped). Before you troubleshoot the prelubrication system, make sure that the ECM is programmed properly. The “Engine Pre-Lube Time Out Period” must be programmed to a value between 30 and 300 seconds. Make sure that the hardware is installed: prelube pump, prelube relay, prelube pressure switch, and manual prelube switch. Make sure that the wiring is installed. Refer to the engine’s electrical schematic.


If Caterpillar did not supply the prelubrication system, the prelubrication function and the E233 (3) event code are disabled. The 338-05, 338-06, and 339-05 diagnostic codes are also disabled.


Logged diagnostic codes provide an historical record. Before you begin this procedure, use the Caterpillar Electronic Technician (ET) to print the logged codes to a file. The most likely causes of the diagnostic code are a poor electrical connection or a problem in a wiring harness. The next likely cause is a problem with the prelube relay. The least likely cause is a problem with the ECM. The troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.

Illustration 95

g00892158

(1) ECM J2/P2 connectors (2) Terminal box’s J15/P15 connectors for the prelube relay (3) 16 amp circuit breaker (4) 6 amp circuit breaker

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Switch the 6 amp circuit breaker OFF. Note: For the following steps, refer to Troubleshooting, “Inspecting Electrical Connectors”. B. Thoroughly inspect the following connectors and the wiring harnesses for the connectors:

• ECM J2/P2 connectors • Terminal box’s connectors (J15/P15) • Connector for the prelube relay a. Check the torque of the Allen head screw for the 70-pin connectors. The proper torque is 6 ± 1 N·m (55 ± 9 lb in). Illustration 94 Schematic for the prelube relay

g00892150



Repair: Perform the necessary repairs, when possible. Replace parts, if necessary. STOP.

Test Step 2. Check for Diagnostic Codes A. Connect Cat ET to the service tool connector on the terminal box. Illustration 96

g00892163

Harness side of the ECM P2 connector (P2-12) Circuit driver for the prelube relay (P2-22) Return

B. Switch the 16 amp circuit breaker for the ECM ON. Switch the 6 amp circuit breaker ON. Turn the engine control switch to the STOP position. C. Wait for 30 seconds and use Cat ET to check for an active “338-05 Prelube Relay open circuit” diagnostic code. If there is an active “338-05 Prelube Relay open circuit” diagnostic code, proceed to the “Results” for this Test Step. Otherwise, continue this procedure. Note: The “338-05 Prelube Relay open circuit” diagnostic code can only be detected when the ECM output for the prelube relay is OFF. The output is normally OFF when the engine control switch is in the STOP position and when the prelube pressure switch is closed. D. Use Cat ET to check the logged diagnostic codes. If there is a “338-06 Prelube Relay short to ground” diagnostic code, clear the code. E. Activate the manual prelube switch for at least 30 seconds. Then release the switch.

Illustration 97

g00892166

(5) Connector P15 for the prelube relay (P15-A) Circuit driver for the prelube relay (P15-B) Return

b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the prelube relay. c. Check the harness and wiring for abrasion and pinch points from the ECM to the prelube relay. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Results:


Note: The “338-06 Prelube Relay short to ground” diagnostic code can only be detected when the ECM output for the prelube relay is ON. The output is normally ON when the engine control switch is in the START position and the prelube pressure switch is open. F. Use Cat ET to look for a logged “338-06 Prelube Relay short to ground” diagnostic code again. Expected Result: When the engine control switch was in the STOP position, there was no active “338-05 Prelube Relay open circuit” diagnostic code. After the manual prelube switch was operated, there was no logged “338-06 Prelube Relay short to ground” diagnostic code.


Results:

Expected Result:


There is no audible click and/or vibration when the relay is disconnected and reconnected. The relay is not energized when the engine control switch is in the STOP position.

output for the prelube relay seems to be OK at this time. The initial diagnostic code was probably caused by a poor electrical connection. Repair: If there is an intermittent problem that is causing the codes to be logged, refer to Troubleshooting, “Inspecting Electrical Connectors”. STOP.

• Not OK (“338-05 Prelube Relay open circuit” diagnostic code) – A “338-05 Prelube Relay open circuit” diagnostic code was activated. This can be caused by an actual open circuit or by a short circuit to the +Battery side. Proceed to Test Step 3.

• Not OK (“338-06 Prelube Relay short to ground”

diagnostic code) – After the manual prelube switch was operated, a “338-06 Prelube Relay short to ground” diagnostic code was generated. Proceed to Test Step 8.


Gaseous fuel is present. Personal Injury or Death can result from an open flame or spark igniting the gaseous fuel causing an explosion and/or fire. Always use a gas detector to determine the presence of gaseous fuel when maintaining and servicing. Contact you local gas provider immediately for assistance in the event of a leak. Note: Open sparks can be generated during this test. A. Make sure that no combustible gas is present in the surrounding atmosphere. B. Ensure that the engine control switch is in the STOP position. C. Disconnect the connector from the prelube relay. Then reconnect the connector. Listen for an audible click from the relay. If the ambient noise is too loud, touch the relay when the relay is reconnected in order to feel the vibration. The relay will vibrate when the relay is de-energized and energized.

Results:

• OK – There is no audible click and/or vibration

when the relay is disconnected and connected. There is no short circuit to the +Battery side. There is an open circuit. Proceed to Test Step 5.

• Not OK – There is an audible click and/or vibration when the relay is disconnected and connected. The relay is receiving power when the engine control switch is in the STOP position. There is probably a short circuit to the +Battery side in a connector or a wiring harness. Proceed to Test Step 4.




Gaseous fuel is present. Personal Injury or Death can result from an open flame or spark igniting the gaseous fuel causing an explosion and/or fire. Always use a gas detector to determine the presence of gaseous fuel when maintaining and servicing. Contact you local gas provider immediately for assistance in the event of a leak. Note: Open sparks can be generated during this test. 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reconnect the P15 connector to the terminal box. Illustration 98

g00892192

(1) Terminal box’s P15 connector for the prelube relay

B. Disconnect connector P15 (1) from the terminal box. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Disconnect the connector from the prelube relay. Then reconnect the connector. Listen for an audible click from the relay. If the ambient noise is too loud, touch the relay when the relay is reconnected in order to feel the vibration. The relay will vibrate when the relay is de-energized and energized. Expected Result: There is no audible click and/or vibration when the relay is disconnected and reconnected. The relay is not energized when the P15 connector is disconnected. Results:

• OK – There is no audible click and/or vibration when the relay is disconnected and reconnected. The relay is not energized when the P15 connector is disconnected. Repair: Use the following procedure to determine whether the circuit driver for the relay is faulty:

Illustration 99

g00892199

Harness side of the ECM P2 connector (2) ECM P2 connector (P2-12) Circuit driver for the prelube relay (P2-22) Return

3. Use a 151-6320 Wire Removal Tool to remove terminals (P2-12) and (P2-22) from the P2 connector (2). 4. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.


5. Disconnect the connector from the prelube relay. Then reconnect the connector. Listen for an audible click from the relay. If the ambient noise is too loud, touch the relay when the relay is reconnected in order to feel the vibration. The relay will vibrate when the relay is de-energized and energized. If the relay is energized, there is a problem with a connector and/or wiring in the terminal box. Repair the wiring and/or the connector, when possible. Replace parts, if necessary. If the relay is not energized, there may be a problem with the ECM. Continue with this procedure. 6. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 7. Reinstall terminal 12 and terminal 22 into the P2 connector. Pull on the wires in order to verify proper installation of the terminals. 8. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.

If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Refer to Troubleshooting, “Replacing the ECM”. STOP.

• Not OK – There is an audible click and/or

vibration when the relay is disconnected and reconnected. The relay is energized when the P15 connector is disconnected. There is a short circuit to the +Battery side in the engine harness. Repair: Repair the connector and/or wiring in the engine harness, when possible. Replace the harness, if necessary. STOP.

Test Step 5. Create a Short Circuit in order to Check for an Open Circuit A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect the harness connector from the prelube relay.

9. Disconnect the connector from the prelube relay. Then reconnect the connector. Listen for an audible click from the relay. If the ambient noise is too loud, touch the relay when the relay is reconnected in order to feel the vibration. The relay will vibrate when the relay is de-energized and energized. If the relay is not energized, there is an intermittent problem with a connector and/or the wiring. Refer to Troubleshooting, “Inspecting Electrical Connectors”. If the relay is energized, there may be a problem with the ECM.

Illustration 100

g00892215

Typical solenoid connector on an engine harness

It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following steps:

C. Install a jumper wire into the two terminals of the relay’s connector on the engine harness.

Temporarily install a new ECM. Refer to Troubleshooting, “Replacing the ECM”.

D. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Note: The “338-05 Prelube Relay open circuit” diagnostic code can only be detected when the ECM output for the prelube relay is OFF. The output is normally OFF when the engine control switch is in the STOP position and when the prelube pressure switch is closed.


E. Wait for 30 seconds and use the “Active Diagnostic” screen of Cat ET to look for a “338-05 Prelube Relay open circuit” diagnostic code. Expected Result: A “338-05 Prelube Relay open circuit” diagnostic code was not generated when the jumper wire was installed. Results:

• OK – A “338-05 Prelube Relay open circuit”

diagnostic code was not generated when the jumper wire was installed. The harness and the ECM are OK. There is a problem with the relay. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Remove the jumper wire from the relay’s connector on the engine harness. 3. Inspect the relay’s connectors for damage, moisture, and corrosion.

4. Make repairs, as needed. If the problem is not resolved, replace the relay. STOP.

• Not OK – A “338-05 Prelube Relay open circuit” diagnostic code was generated when the jumper wire was installed. There may be an open circuit in the engine harness. Proceed to Test Step 6.

Test Step 6. Check the Engine Harness A. Ensure that the engine control switch is in the OFF/RESET position and that the 16 amp circuit breaker for the ECM is OFF. B. Disconnect the P15 connector from the terminal box. Inspect the P15 and J15 connectors for damage, moisture, and corrosion. Make repairs, if necessary.

Illustration 101

g00892226

(1) Connector J15 for the prelube relay (2) Jumper wire

C. Install a jumper wire (2) into the two terminals of the J15 connector (1). D. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Note: The “338-05 Prelube Relay open circuit” diagnostic code can only be detected when the ECM output for the prelube relay is OFF. The output is normally OFF when the engine control switch is in the STOP position and when the prelube pressure switch is closed. E. Wait for 30 seconds and use Cat ET to check for an active “338-05 Prelube Relay open circuit” diagnostic code. Expected Result: There is no active “338-05 Prelube Relay open circuit” diagnostic code. Results:

• OK – When the jumper wire was installed, there

was no active “338-05 Prelube Relay open circuit” diagnostic code. There is a problem in the engine harness. Repair: Repair the engine harness, when possible. Replace the harness, if necessary. STOP.


• Not OK – When the jumper wire was installed, a “338-05 Prelube Relay open circuit” diagnostic code was activated. The ECM did not detect the jumper wire in the J15 connector. There is a problem in the terminal box. Proceed to test Step 7.


Illustration 103

g00892247

Harness side of the ECM P2 connector (2) Jumper wire (P2-12) Circuit driver for the prelube relay (P2-22) Return

D. Install a jumper wire (2) into terminals (P2-12) and (P2-22). Pull on the jumper wire in order to verify proper installation. E. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Illustration 102

g00892236

Harness side of the ECM P2 connector (1) ECM P2 connector (P2-12) Circuit driver for the prelube relay (P2-22) Return


Note: The “338-05 Prelube Relay open circuit” diagnostic code can only be detected when the ECM output for the prelube relay is OFF. The output is normally OFF when the engine control switch is in the STOP position and when the prelube pressure switch is closed. F. Wait for 30 seconds and use the “Active Diagnostic” screen of Cat ET to look for an active “338-05 Prelube Relay open circuit” diagnostic code. Expected Result: There is no active “338-05 Prelube Relay open circuit” diagnostic code.


Results:

• OK – When the jumper wire was installed, there was no active “338-05 Prelube Relay open circuit” diagnostic code. The ECM detects the jumper wire at the P2 connector. However, the ECM did not detect the jumper wire at the J15 connector. There is a problem between the ECM P2 connector and the terminal box J15 connector. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P2 connector. 3. Reinstall the terminals into P2-12 and P2-22. Pull on the wires in order to verify proper installation of the terminals. 4. Disconnect the ECM J2/P2 connectors. Inspect the connectors for damage, moisture, and corrosion. 5. Thoroughly inspect the terminal box J15 connector for the engine harness. 6. Use an ohmmeter to measure the resistance between the P2-12 terminal and the J15-A terminal. Also, measure the resistance between the P2-22 terminal and the J15-B terminal.


Test Step 8. Create an Open Circuit in order to Check for a Short Circuit to Ground A. Turn the engine control switch to the OFF/RESET position. B. Disconnect the connector from the prelube relay. C. Turn the engine control switch to the STOP position. D. Use Cat ET to clear the logged “338-06 Prelube Relay short to ground” diagnostic code. Note: The “338-06 Prelube Relay short to ground” diagnostic code can only be detected when the ECM output for the prelube relay is ON. The output is normally ON when the engine control switch is in the START position and the prelube pressure switch is open. E. Activate the manual prelube switch for at least 30 seconds. Then release the switch. F. Use Cat ET to look for a logged “338-06 Prelube Relay short to ground” diagnostic code again. Expected Result:

If the resistance measurements are less than 5 ohms, the circuit has good continuity. Otherwise, there is an open circuit.

After the manual prelube switch was operated, there was no logged “338-06 Prelube Relay short to ground” diagnostic code.

Make repairs, if necessary. Results: STOP.

• No – When the jumper wire was installed, a

• OK – When the relay was connected, a “short

“338-05 Prelube Relay open circuit” diagnostic code was activated. The ECM did not detect the jumper wire. There is a problem with the ECM.

to ground” diagnostic code was generated. When the relay was disconnected, no “short to ground” diagnostic code was generated. There is a problem with the relay.





2. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P2 connector.

2. Inspect the connections of the relay for damage and/or corrosion.

3. Reinstall the terminals into P2-12 and P2-22. Pull on the wires in order to verify proper installation of the terminals.

3. Make repairs, as needed. If the problem is not resolved, replace the relay. STOP.


• Not OK – After the manual prelube switch was operated, a “338-06 Prelube Relay short to ground” diagnostic code was logged. Proceed to Test Step 9.

Test Step 9. Create an Open Circuit at the Terminal Box

Expected Result: A “338-06 Prelube Relay short to ground” was not generated. Results:

• OK – A “338-06 Prelube Relay short to ground” A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

diagnostic code was not generated when the P15 connector was disconnected. There is a problem in the engine harness. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reconnect the P15 connector. 3. Repair the engine harness, when possible. Replace the harness, if necessary. STOP.

• Not OK – A “338-06 Prelube Relay short to ground” diagnostic code was generated when the P15 connector was disconnected from the terminal box. There is probably a short circuit to ground in the terminal box. Repair: Reconnect the P15 connector. Illustration 104

g00892192

(1) P15 connector for the prelube relay

B. Disconnect connector P15 (1) from the terminal box. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Use Cat ET to clear the logged “338-06 Prelube Relay short to ground” diagnostic code. Note: The “338-06 Prelube Relay short to ground” diagnostic code can only be detected when the ECM output for the prelube relay is ON. The output is normally ON when the engine control switch is in the START position and the prelube pressure switch is open. E. Activate the manual prelube switch for at least 30 seconds. Then release the switch. F. Use Cat ET to look for a logged “338-06 Prelube Relay short to ground” diagnostic code again.

Proceed to Test Step 10.



Results:

• OK – When the output to the relay was disconnected from the ECM P2 connector, the “338-06 Prelube Relay short to ground” diagnostic code was not generated. However, a “short to ground” diagnostic code was generated when the P15 connector was disconnected from the terminal box. There is a problem in the terminal box between the ECM connector and the terminal box J15 connector. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the terminal that was removed from P2-12. Pull on the wire in order to verify proper installation of the terminal. 3. Repair the harness, when possible. Replace the harness, if necessary. STOP. Illustration 105

g00892315

Harness side of the ECM P2 connector (P2-12) Circuit driver for the prelube relay

• Not OK – A “338-06 Prelube Relay short to

ground” diagnostic code was generated when the output to the relay was disconnected from the ECM P2 connector. There seems to be a problem with the ECM.





D. Use Cat ET to clear the logged “338-06 Prelube Relay short to ground” diagnostic code.

2. Reinstall the terminal that was removed from P2-12. Pull on the wire in order to verify proper installation of the terminal.

Note: The “338-06 Prelube Relay short to ground” diagnostic code can only be detected when the ECM output for the prelube relay is ON. The output is normally ON when the engine control switch is in the START position and the prelube pressure switch is open. E. Activate the manual prelube switch for at least 30 seconds. Then release the switch. F. Use Cat ET to look for a logged “338-06 Prelube Relay short to ground” diagnostic code again. Expected Result: The “338-06 Prelube Relay short to ground” diagnostic code was not generated.



i01742945

ECM Output Circuit (Starting Motor) SMCS Code: 1901-038 System Operation Description: The ECM contains the logic and the outputs for control of prelubrication, starting, and shutdown of the engine. The logic for starting and stopping is customer programmable. The logic responds to inputs from the following components: engine control switch, emergency stop switch, remote start switch, data link, and other inputs. The ECM supplies +Battery voltage to the starter motor relay when the logic determines that it is necessary. The ECM removes the voltage when the crank terminate relay is energized. The voltage is also removed if the customer programmable “Overcrank Time” has expired. Logged diagnostics provide an historical record. Before you begin this procedure, use the Caterpillar Electronic Technician (ET) to print the logged codes to a file. The most likely causes of the diagnostic code are a poor electrical connection or a problem in a wiring harness. The next likely cause is a problem with the starter motor relay. The least likely cause is a problem with the ECM.

Illustration 106

g00892362

Schematic for the starter motor relay’s circuit


The troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.

Illustration 107

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(1) ECM J2/P2 connectors (2) Terminal box’s J14/P14 connectors for the starter motor relay’s circuit (3) 16 amp circuit breaker (4) 6 amp circuit breaker



b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the starter motor relay.


c. Check the harness and wiring for abrasion and pinch points from the ECM to the starter motor relay.

B. Thoroughly inspect the following connectors and the wiring harnesses for the connectors:

• ECM J2/P2 connectors

Expected Result:

• Terminal box J14/P14 connectors

All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points.

• Connector for the starter motor relay’s circuit

Results:

a. Check the torque of the Allen head screw for the 70-pin connectors. The proper torque is 6 ± 1 N·m (55 ± 9 lb in).


• Not OK – The components are not in good condition and/or at least one connection is improper. Repair: Perform the necessary repairs, when possible. Replace parts, if necessary. STOP.

Test Step 2. Check for Diagnostic Codes A. Connect Cat ET to the service tool connector on the terminal box. Illustration 108

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Harness side of the ECM P2 connector (P2-10) Terminal for the starter motor relay’s circuit (P2-20) Return

B. Switch the 16 amp circuit breaker for the ECM ON. Switch the 6 amp circuit breaker ON. Turn the engine control switch to the STOP position. Note: The “444-05 Start Relay open circuit” diagnostic code can only be detected when the ECM output for the starter motor relay is OFF. The output is normally OFF when the engine control switch is in the STOP position or when the crank terminate relay is energized. C. Wait for 30 seconds and use Cat ET to check for an active “444-05 Start Relay open circuit” diagnostic code. If there is an active “444-05 Start Relay open circuit” diagnostic code, proceed to the “Results” for this Test Step. Otherwise, continue this procedure. D. Use Cat ET to check the logged diagnostic codes. If there is a “444-06 Start Relay short to ground” diagnostic code, clear the code. E. To prevent the engine from starting, shut the gas supply OFF.

Illustration 109 (5) Connector P14 for the starter motor relay’s circuit (P14-A) Terminal for the starter motor relay’s circuit (P14-B) Return

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Note: The “338-06 Prelube Relay short to ground” diagnostic code can only be detected when the ECM output for the starter motor relay is ON. The output is normally ON when the engine control switch is turned from the “STOP” position to the “START” position. The output remains ON until the crank terminate relay is energized. F. Turn the engine control switch to the START position for at least 30 seconds. Then turn the engine control switch to the STOP position. G. Use Cat ET to look for a logged “444-06 Start Relay short to ground” diagnostic code again.


Gaseous fuel is present. Personal Injury or Death can result from an open flame or spark igniting the gaseous fuel causing an explosion and/or fire. Always use a gas detector to determine the presence of gaseous fuel when maintaining and servicing. Contact you local gas provider immediately for assistance in the event of a leak.

Expected Result:

Note: Open sparks can be generated during this test.

When the engine control switch was in the STOP position, there was no active “444-05 Start Relay open circuit” diagnostic code.

A. Make sure that no combustible gas is present in the surrounding atmosphere.

After the engine was cranked, there was no logged “444-06 Start Relay short to ground” diagnostic code. Results:


output for the starter motor relay seems to be OK at this time. The initial diagnostic code was probably caused by a poor electrical connection.

Repair: If there is an intermittent problem that is causing the codes to be logged, refer to Troubleshooting, “Inspecting Electrical Connectors”. STOP.

• Not OK (“444-05 Start Relay open circuit”

diagnostic code) – A “444-05 Start Relay open circuit” diagnostic code was activated. This can be caused by an actual open circuit or by a short circuit to the +Battery side. Proceed to Test Step 3.

• Not OK (“444-06 Start Relay short to ground” diagnostic code) – After the engine was cranked, a “444-06 Start Relay short to ground” diagnostic code was generated. Proceed to Test Step 8.

B. Ensure that the engine control switch is in the STOP position. C. Disconnect the connector from the starter motor relay. Then reconnect the connector. Listen for an audible click from the relay. If the ambient noise is too loud, touch the starter motor relay when the relay is reconnected in order to feel the vibration. The relay will vibrate when the relay is de-energized and energized. Expected Result: There is no audible click and/or vibration when the relay is disconnected and reconnected. The relay is not energized when the engine control switch is in the STOP position. Results:

• OK – There is no audible click and/or vibration when the relay is disconnected and connected. There is no short circuit to the +Battery side. There is an open circuit. Proceed to Test Step 4.

• Not OK – There is an audible click and/or

vibration when the relay is disconnected and connected. The relay is receiving power when the engine control switch is in the STOP position. There is probably a short circuit to the +Battery side in a connector or a wiring harness. Proceed to Test Step 5.




Expected Result: There is no audible click and/or vibration when the relay is disconnected and reconnected. The relay is not energized when the P14 connector is disconnected. Results:

• OK – There is no audible click and/or vibration

when the relay is disconnected and reconnected. The relay is not energized when the P14 connector is disconnected. Repair: Use the following procedure to determine whether the circuit driver for the relay is faulty:

Gaseous fuel is present. Personal Injury or Death can result from an open flame or spark igniting the gaseous fuel causing an explosion and/or fire. Always use a gas detector to determine the presence of gaseous fuel when maintaining and servicing. Contact you local gas provider immediately for assistance in the event of a leak. Note: Open sparks can be generated during this test. 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reconnect the P14 connector to the terminal box.

Illustration 110

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(1) Connector P14 for the starter motor relay’s circuit

B. Disconnect connector P14 (1) from the terminal box. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Disconnect the connector from the starter motor relay. Then reconnect the connector. Listen for an audible click from the relay. If the ambient noise is too loud, touch the relay when the relay is reconnected in order to feel the vibration. The relay will vibrate when the relay is de-energized and energized.


6. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 7. Reinstall terminal 10 and terminal 20 into the P2 connector. Pull on the wires in order to verify proper installation of the terminals. 8. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. 9. Disconnect the connector from the starter motor relay. Then reconnect the connector. Listen for an audible click from the relay. If the ambient noise is too loud, touch the relay when the relay is reconnected in order to feel the vibration. The relay will vibrate when the relay is de-energized and energized. If the relay is not energized, there is an intermittent problem with a connector and/or the wiring. Refer to Troubleshooting, “Inspecting Electrical Connectors”.

Illustration 111

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3. Use a 151-6320 Wire Removal Tool to remove terminals (P2-10) and (P2-20) from the P2 connector (1). 4. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. 5. Disconnect the connector from the starter motor relay. Then reconnect the connector. Listen for an audible click from the relay.

If the relay is energized, there may be a problem with the ECM. It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following steps: Temporarily install a new ECM. Refer to Troubleshooting, “Replacing the ECM”. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Refer to Troubleshooting, “Replacing the ECM”. STOP.

If the ambient noise is too loud, touch the relay when the relay is reconnected in order to feel the vibration. The relay will vibrate when the relay is de-energized and energized. If the relay is energized, there is a problem with a connector and/or wiring in the terminal box. Repair the wiring and/or the connector, when possible. Replace parts, if necessary. If the relay is not energized, there may be a problem with the ECM. Continue with this procedure.

• Not OK – There is an audible click and/or vibration when the relay is disconnected and reconnected. The relay is energized when the P14 connector is disconnected. There is a short circuit to the +Battery side in the engine harness. Repair: Repair the connector and/or wiring in the engine harness, when possible. Replace the engine harness, if necessary. STOP.


Test Step 5. Create a Short Circuit in order to Check for an Open Circuit

4. Make repairs, as needed. If the problem is not resolved, replace the relay.


STOP.

• Not OK – A “444-05 Start Relay open circuit” B. Disconnect the harness connector from the starter motor relay.

diagnostic code was generated when the jumper wire was installed. There may be an open circuit in the engine harness. Proceed to Test Step 6.

Test Step 6. Check the Engine Harness A. Ensure that the engine control switch is in the OFF/RESET position and that the 16 amp circuit breaker for the ECM is OFF. B. Disconnect the P14 connector from the terminal box. Inspect the P14 and J14 connectors for damage, moisture, and corrosion. Make repairs, if necessary.

Illustration 112

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Typical relay connector on an engine harness

C. Install a jumper wire into the two terminals of the relay’s connector on the engine harness. D. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. E. Wait for 30 seconds and use the “Active Diagnostic” screen of Cat ET to look for a “444-05 Start Relay open circuit” diagnostic code. Expected Result: A “444-05 Start Relay open circuit” diagnostic code was not generated when the jumper wire was installed.

Illustration 113

Results:

(1) Connector J14 for the starter motor relay’s circuit (2) Jumper wire

• OK – A “444-05 Start Relay open circuit” diagnostic code was not generated when the jumper wire was installed. The harness and the ECM are OK. There is a problem with the relay.

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C. Install a jumper wire (2) into the two terminals of the J14 connector (1).


D. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.


E. Wait for 30 seconds and use Cat ET to check for an active “444-05 Start Relay open circuit” diagnostic code.

2. Remove the jumper wire from the relay’s connector on the engine harness.

Expected Result:

3. Inspect the relay’s connectors for damage, moisture, and corrosion.

There is no active “444-05 Start Relay open circuit” diagnostic code.


Results:

• OK – When the jumper wire was installed, there was no active “444-05 Start Relay open circuit” diagnostic code. There is a problem in the engine harness. Repair: Repair the engine harness, when possible. Replace the harness, if necessary. STOP.

• Not OK – When the jumper wire was installed, a

“444-05 Start Relay open circuit” diagnostic code was activated. The ECM did not detect the jumper wire in the J14 connector. There is a problem in the terminal box. Proceed to test Step 7.


Illustration 115

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Harness side of the ECM P2 connector (1) Jumper wire (P2-10) Terminal for the starter motor relay’s circuit (P2-20) Return

D. Install a jumper wire (1) into terminals (P2-10) and (P2-20). Pull on the jumper wire in order to verify proper installation. E. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. F. Wait for 30 seconds and use the “Active Diagnostic” screen of Cat ET to look for an active “444-05 Start Relay open circuit” diagnostic code. Expected Result: There is no active “444-05 Start Relay open circuit” diagnostic code. Results: Illustration 114

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• OK – When the jumper wire was installed,

there was no active “444-05 Start Relay open circuit” diagnostic code. The ECM detects the jumper wire at the P2 connector. However, the ECM did not detect the jumper wire at the J14 connector. There is a problem between the ECM P2 connector and the terminal box J14 connector.



B. Disconnect the connector from the starter motor relay.


C. Turn the engine control switch to the STOP position.

2. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P2 connector.

D. Use Cat ET to clear the logged “444-06 Start Relay short to ground” diagnostic code.

3. Reinstall the terminals into P2-10 and P2-20. Pull on the wires in order to verify proper installation of the terminals.

E. To prevent the engine from starting, shut OFF the main gas supply.

4. Disconnect the ECM J2/P2 connectors. Inspect the connectors for damage, moisture, and corrosion. 5. Thoroughly inspect the terminal box J14 connector for the engine harness. 6. Use an ohmmeter to measure the resistance between the P2-10 terminal and the J14-A terminal. Also, measure the resistance between the P2-20 terminal and the J14-B terminal. If the resistance measurements are less than 5 ohms, the circuit has good continuity. Otherwise, there is an open circuit. Make repairs, if necessary.

Note: The “338-06 Prelube Relay short to ground” diagnostic code can only be detected when the ECM output for the starter motor relay is ON. The output is normally ON when the engine control switch is turned from the “STOP” position to the “START” position. The output remains ON until the crank terminate relay is energized. F. Turn the engine control switch to the START position for at least 30 seconds. Then turn the engine control switch to the STOP position. G. Use Cat ET to look for a logged “444-06 Start Relay short to ground” diagnostic code again. Expected Result: A “444-06 Start Relay short to ground” was not generated.

STOP. Results:

• No – When the jumper wire was installed, a

“444-05 Start Relay open circuit” diagnostic code was activated. The ECM did not detect the jumper wire. There is a problem with the ECM. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P2 connector. 3. Reinstall the terminals into P2-10 and P2-20. Pull on the wires in order to verify proper installation of the terminals. 4. Replace the ECM according to Troubleshooting, “Replacing the ECM”. Verify that the problem is resolved. STOP.

Test Step 8. Create an Open Circuit in order to Check for a Short Circuit to Ground A. Turn the engine control switch to the OFF/RESET position.

• OK – When the relay was connected, a “short to ground” diagnostic code was generated. When the relay was disconnected, no “short to ground” diagnostic code was generated. There is a problem with the relay. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Inspect the connections of the relay for damage and/or corrosion. 3. Make repairs, as needed. If the problem is not resolved, replace the relay. STOP.

• Not OK – A “short to ground” diagnostic code was generated when the relay was disconnected. Proceed to Test Step 9.


Test Step 9. Create an Open Circuit at the Terminal Box

Results:

• OK – A “444-06 Start Relay short to ground” A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

diagnostic code was not generated when the P14 connector was disconnected. There is a problem in the engine harness. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reconnect the P14 connector. 3. Repair the harness, when possible. Replace the harness, if necessary. STOP.

• Not OK – A “444-06 Start Relay short to ground” diagnostic code was generated when the P14 connector was disconnected from the terminal box. There is probably a short circuit to ground in the terminal box. Repair: Reconnect the P14 connector. Illustration 116

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(1) Connector P14 for the starter motor relay’s circuit

B. Disconnect connector P14 (1) from the terminal box. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Use Cat ET to clear the logged “444-06 Start Relay short to ground” diagnostic code. E. To prevent the engine from starting, shut OFF the main gas supply. Note: To provide the output for the starter motor relay, the sequence for engine start-up must be initiated. Otherwise, a “444-06 Start Relay short to ground” diagnostic code cannot be generated. F. Turn the engine control switch to the START position for at least 30 seconds. Then turn the engine control switch to the STOP position. G. Use Cat ET to look for a logged “444-06 Start Relay short to ground” diagnostic code again. Expected Result: A “444-06 Start Relay short to ground” was not generated.




Results:

• OK – When the output to the relay was disconnected from the ECM P2 connector, the “444-06 Start Relay short to ground” diagnostic code was not generated. However, a “short to ground” diagnostic code was generated when the P14 connector was disconnected from the terminal box. There is a problem in the terminal box between the ECM connector and the terminal box J14 connector. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the terminal that was removed into P2-10. Pull on the wire in order to verify proper installation of the terminal. 3. Repair the harness, when possible. Replace the harness, if necessary. STOP. Illustration 117

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Harness side of the ECM P2 connector (P2-10) Terminal for the starter motor relay’s circuit

• Not OK – A “444-06 Start Relay short to ground”

diagnostic code was generated when the output to the relay was disconnected from the ECM P2 connector. There seems to be a problem with the ECM.





D. Use Cat ET to clear the logged “444-06 Start Relay short to ground” diagnostic code.

2. Reinstall the terminal that was removed into P2-10. Pull on the wire in order to verify proper installation of the terminal.

E. To prevent the engine from starting, shut OFF the main gas supply. Note: To provide the output for the starter motor relay, the sequence for engine start-up must be initiated. Otherwise, a “444-06 Start Relay short to ground” diagnostic code cannot be generated. F. Turn the engine control switch to the START position for at least 30 seconds. Then turn the engine control switch to the STOP position. G. Use Cat ET to look for a logged “444-06 Start Relay short to ground” diagnostic code again. Expected Result: The “444-06 Start Relay short to ground” diagnostic code was not generated.



i01740308

ECM Status Indicator Output SMCS Code: 1901-038 System Operation Description: The Electronic Control Module (ECM) has four outputs in order to indicate the status of engine operation: “Run Relay”, “Crank Terminate Relay”, “Engine Control Alarm Status”, and “Fault Relay”. These outputs can be used to energize indicator lamps or the outputs can be used to interface with other controls. When the output is OFF, the circuit is open. The output provides a maximum current of 0.3 amperes to the ECM. The ECM grounds the current to the negative terminal of the battery in order to activate the appropriate output. If any of the outputs have a short circuit to the +Battery side or excessive current, a diagnostic code is generated. Note: These outputs do not provide enough current for illumination of standard incandescent lights. If a lamp is burned out, replace the lamp with the lamp that is specified in the engine’s Parts Manual. “Run Relay” – This output indicates that the engine is in the “Run” status. The engine will start soon or the engine is running. While this output is energized, a short circuit to a positive voltage source or excessive electrical current on the output will cause a diagnostic code to become activated. The ECM cannot diagnose this output while the output is OFF. “Crank Terminate Relay” – This output indicates that the engine rpm is greater than the programmed engine speed that is required for disengagement of the starting motor. While this output is energized, a short circuit to a positive voltage source or excessive electrical current on the output will cause a diagnostic code to become Activated. The ECM cannot diagnose this output while the output is OFF. “Engine Control Alarm Status” – This is the alarm output. This output indicates that the ECM has detected an electrical problem or an abnormal operating condition. While this output is energized, a short circuit to a positive voltage source or excessive electrical current on the output will cause a diagnostic code to become Activated. The ECM cannot diagnose this output while the output is OFF.

“Fault Relay” – This is the shutdown output. This output indicates that a potentially damaging operating condition was detected by the ECM. The ECM has shut down the engine. While this output is energized, a short circuit to a positive voltage source or excessive electrical current on the output will cause a diagnostic code to become Activated. The ECM cannot diagnose this output while the output is OFF. A “323-03 Shutdown Lamp short to +batt” or “324-03 Warning Lamp short to +batt” diagnostic code can only be generated if a shutdown condition or an alarm condition is active. Failure to correct these serious conditions can result in engine damage. Use the Caterpillar Electronic Technician (ET) to determine the event code or the diagnostic code that corresponds to the 323-03 or 324-03 diagnostic code. Troubleshoot that event code or that diagnostic code before you troubleshoot the 323-03 or 324-03 diagnostic code. Refer to Troubleshooting, “Troubleshooting with an Event Code” or Troubleshooting, “Troubleshooting with a Diagnostic Code”. The most likely causes of a diagnostic code for a status indicator is a poor electrical connection or a problem in a wiring harness. The next likely cause is a problem with an indicator. The least likely cause is a problem with the ECM. Logged diagnostic codes provide an historical record. Before you begin this procedure, use ET to print the logged codes to a file. The troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.


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Illustration 118 Schematic for the status indicators

Test Step 1. Inspect the Electrical Connectors and Wiring A. Turn the engine control switch to the OFF/RESET position. Note: Some indicators may obtain the status of the engine via a data link. If all of the status indicators are not directly controlled by the ECM, do not proceed with this test.

Illustration 119

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(1) ECM J2/P2 connectors (2) Connector J19/P19 for the optional control panel (3) 16 amp circuit breaker for the ECM (4) 6 amp circuit breaker (5) Customer connector J9/P9 (if equipped)

B. Switch circuit breakers (3) and (4) OFF. Thoroughly inspect each of the following connectors:


• ECM J2/P2 connectors • J19/P19 and J9/P9 connectors on the terminal box a. Check the torque of the Allen head screw for the ECM connector. The proper torque is 6 ± 1 N·m (55 ± 9 lb in).

Illustration 122

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Harness side of the P19 connector (if equipped) (P19-E) Crank Terminate Relay (P19-F) Fault Relay (P19-G) Engine Control Alarm Status

Illustration 120

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Harness side of the P2 connector (P2-28) (P2-29) (P2-30) (P2-31)

b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the status indicators. Note: These outputs do not provide enough current for illumination of standard incandescent lights. If a lamp is burned out, replace the lamp with the lamp that is specified in the engine’s Parts Manual.

Run Relay Crank Terminate Relay Fault Relay Engine Control Alarm Status

c. Inspect the wiring and the receptacles for the status indicators. d. Check the harness and wiring for abrasion and pinch points from the customer’s equipment to the ECM. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Illustration 121 Harness side of the P9 connector (if equipped) (P9-V) Run Relay (P9-R) Crank Terminate Relay (P9-M) Fault Relay (P9-U) Engine Control Alarm Status

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Results:




Test Step 2. Check for Diagnostic Codes A. Connect Cat ET to the service tool connector on the terminal box. Switch the 16 amp circuit breaker for the ECM ON. Switch the 6 amp circuit breaker ON. B. Attempt to start the engine and observe the status indicators. Allow a minimum of 30 seconds for any diagnostic codes to activate. Use the “Active Diagnostic” screen on Cat ET to look for the codes that are listed in Table 23: Table 23

Diagnostic Codes and Descriptions with Corresponding ECM Outputs Code

Description

ECM Output

323-03

Shutdown Lamp short to +batt

“Fault Relay”

324-03

Warning Lamp short to +batt

“Engine Control Alarm Status”

443-03

Crank Terminate Relay short to +batt

“Crank Terminate Relay”

445-03

Run Relay short to +batt

“Run Relay”

• Yes (Original 323-03 or 324-03 Diagnostic Code) – The original diagnostic code was “323-03 Shutdown Lamp short to +batt” or “324-03 Warning Lamp short to +batt”. When the engine was started, the “Run Relay” indicator and the “Crank Terminate Relay” indicator (if equipped) illuminated normally. The “Engine Control Alarm Status” indicator and the “Fault Relay” indicator did not illuminate. There are no active diagnostic codes.

Repair: The 323-03 and 324-03 diagnostic codes can only be activated when the corresponding indicator is activated. There may still be a problem with the output for the alarm indicator or the shutdown indicator. The alarm and/or the shutdown must be activated. Allow the engine operation to continue. Proceed to Test Step 3.

• Not OK (Active 323-03 or 324-03 Diagnostic

Code) – There is an active “323-03 Shutdown Lamp short to +batt” or “324-03 Warning Lamp short to +batt”. There must be a shutdown condition before a 323-03 diagnostic code can be generated. There must be an alarm condition before a 324-03 diagnostic code can be generated. Both of these conditions are serious.

Expected Result: There are no active diagnostic codes. The “Engine On” indicator and the “Crank Terminate” indicator (if equipped) illuminated normally. The “Active Alarm” indicator and the “Engine Failure” indicator did not illuminate. Results:

• Yes (Original 443-03 or 445-03 Diagnostic Code) – The original diagnostic code was “443-03 Crank Terminate Relay short to +batt” or “445-03 Run Relay short to +batt”. When the engine was started, the “Run Relay” indicator and the “Crank Terminate Relay” indicator (if equipped) illuminated normally. The “Engine Control Alarm Status” indicator and the “Fault Relay” indicator did not illuminate. There are no active diagnostic codes. Repair: The outputs for the status indicators seem to be operating correctly at this time. The original diagnostic code was probably caused by a poor electrical connection. If there is an intermittent problem that is causing the codes to be logged, refer to Troubleshooting, “Inspecting Electrical Connectors”. STOP.

Repair: Use Cat ET to determine the event code or the diagnostic code that corresponds to the 323-03 or 324-03 diagnostic code. Troubleshoot that event code or that diagnostic code before you troubleshoot the 323-03 or 324-03 diagnostic code. Refer to Troubleshooting, “Troubleshooting with an Event Code” or Troubleshooting, “Troubleshooting with a Diagnostic Code”. Exit this procedure. After you have resolved the condition, return to this procedure in order to troubleshoot the 323-03 and/or 324-03 diagnostic code, if necessary. STOP.

• Not OK (Active 443-03 or 445-03 Diagnostic Code) – When the engine was started, the “Run Relay” indicator and/or the “Crank Terminate Relay” indicator (if equipped) did not illuminate normally. The “Engine Control Alarm Status” indicator and the “Fault Relay” indicator did not illuminate. A 443-03 or 445-03 diagnostic code was activated. There is a problem with the output for the “Run Relay” indicator and/or the “Crank Terminate Relay” indicator (if equipped). Proceed to Test Step 4.


Test Step 3. Check for Proper Operation of the Status Indicators for the Alarm and Shutdown Allow the engine operation to continue for this procedure.

Results:

• OK – The indicators, diagnostic codes, and shutdown were activated according to the “Expected Result”. The outputs for the status indicators seem to be operating correctly at this time. The original problem seems to be resolved. Repair: The original diagnostic code was probably caused by a poor electrical connection. If there is an intermittent problem that is causing the codes to be logged, refer to Troubleshooting, “Inspecting Electrical Connectors”. STOP.

• Not OK – The “Engine Control Alarm Status”

Illustration 123

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(1) Unfiltered engine oil pressure sensor (2) Filtered engine oil pressure sensor (3) Connectors for the engine oil pressure sensors (4) Terminal box

A. During engine operation, disconnect the connector (3) that is appropriate for the unfiltered engine oil pressure sensor. Observe the “Engine Control Alarm Status” indicator on the control panel (if equipped). If you are only troubleshooting a “324-03 Warning Lamp short to +batt”, proceed to the “Expected Result”. Note: When the filtered engine oil pressure sensor is disconnected, the engine will shut down. B. Disconnect the connector (3) that is appropriate for the filtered engine oil pressure sensor. Observe the “Fault Relay” indicator on the control panel (if equipped). C. Use the “Diagnostics” screen on Cat ET to look for active diagnostic codes. Expected Result: The “Engine Control Alarm Status” indicator illuminated and a “542-03 Unfiltered Engine Oil Pressure open/short to +batt” diagnostic code was activated when the unfiltered engine oil pressure sensor is disconnected. The “Fault Relay” indicator illuminated and a “100-03 Engine Oil Pressure open/short to +batt” diagnostic code was activated when the filtered engine oil pressure sensor is disconnected. The engine was shut down.

indicator and/or the “Fault Relay” indicator did not illuminate normally when the sensors were disconnected. A “323-03 Shutdown Lamp short to +batt” and/or a “324-03 Warning Lamp short to +batt” diagnostic code was generated. There is a problem with the output for the status indicators. The “542-03” and the “100-03” diagnostic codes were generated. The engine was shut down. Proceed to Test Step 4.


Test Step 4. Measure the Voltage of the Suspect Indicator at the ECM P2 Connector

G. If the customer has equipment for the status indicators, disconnect the output wire from the suspect indicator. Disconnect the end of the wire that is attached to the indicator. H. Insulate the end of the wire with electrical tape in order to ensure that the wire does not create a short circuit. I. Switch circuit breakers (4) and (5) ON. Turn the engine control switch to the STOP position. J. Note the voltage that is displayed on the voltmeter. Expected Result: Before the suspect indicator was disconnected, voltage was displayed on the voltmeter. After the suspect indicator was disconnected, the voltmeter displayed approximately zero volts. Results:

• Yes – Before the suspect indicator was

Illustration 124

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Location of the output wires for the status indicators on the harness side of the P2 connector (1) Ground strap (2) ECM J2/P2 connectors (3) Connector J19/P19 for the optional control panel (4) 16 amp circuit breaker (5) 6 amp circuit breaker (6) Customer connector J9/P9 (if equipped) (P2-28) Run Relay (P2-29) Crank Terminate Relay (P2-30) Fault Relay (P2-31) Engine Control Alarm Status

A. Turn the engine control switch to the OFF/RESET position. Switch circuit breakers (4) and (5) OFF. B. Insert a 7X-1710 Multimeter Probe into the suspect control terminal in the ECM P2 connector. C. Connect the positive lead of a voltmeter to the end of the 7X-1710 Multimeter Probe. Connect the voltmeter’s negative lead to ground strap (1). D. Switch circuit breakers (4) and (5) ON. Turn the engine control switch to the STOP position. E. Note the voltage that is displayed on the voltmeter. F. Turn the engine control switch to the OFF/RESET position. Switch circuit breakers (4) and (5) OFF.

disconnected, voltage was displayed on the voltmeter. After the suspect indicator was disconnected, the voltmeter displayed approximately zero volts. There is a problem in the control panel (if equipped) or in the customer’s equipment. Repair: The problem could be caused by a poor electrical connection, a wire, or a component in the customer’s equipment. Turn the engine control switch to the OFF/RESET position. Switch circuit breakers (4) and (5) OFF. Thoroughly inspect all of the wiring and the connectors in the customer’s equipment. Refer to Troubleshooting, “Inspecting Electrical Connectors”. If you suspect that the indicator has an internal short circuit, temporarily install a known good indicator for the suspect indicator. Test the indicator. Verify that the problem is resolved. Make the necessary repairs, when possible. Replace parts, if necessary. STOP.

• No – Before the suspect indicator was

disconnected, voltage was displayed on the voltmeter. After the suspect indicator was disconnected, the voltage was still displayed on the voltmeter. The problem is between the indicator and the ECM. Repair: Do not disconnect the voltmeter. Perform the following procedure:


1. Disconnect customer connector P9 (5) (if equipped) from the terminal box. 2. Switch circuit breakers (4) and (5) ON. Turn the engine control switch to the STOP position. Observe the reading on the voltmeter. Results The voltage is approximately zero. – After customer connector (P9) was disconnected, the reading on the voltmeter was approximately zero. There is a problem with a connection and/or the wiring between customer connector P9 and the indicator in the customer’s equipment. Turn the engine control switch to the OFF/RESET position. Switch circuit breakers (3) and (4) OFF. Repair the connection and/or the wiring, when possible. Replace parts, if necessary. Stop The voltage remained. – After customer connector P9 was disconnected, voltage was still displayed on the voltmeter. Proceed to the next Step. 3. Turn the engine control switch to the OFF/RESET position. Switch circuit breakers (4) and (5) OFF. 4. Use a 151-6320 Wire Removal Tool to remove the suspect terminal from the ECM P2 connector. 5. Insulate the output wire with electrical tape in order to ensure that the wire does not create a short circuit. 6. Fabricate a jumper wire with Deutsch terminals on the ends. Insert one end of the jumper wire into the open terminal of the P1 connector. 7. Connect a voltmeter lead to the end of the jumper wire that is not inserted into the connector. 8. Connect the other lead of the voltmeter to the ECM ground strap (1). 9. Switch circuit breakers (4) and (5) ON. Turn the engine control switch to the STOP position. Observe the voltage reading on the voltmeter. Results

The voltage is approximately zero. – After the suspect terminal was removed from connector P2 (2), the reading on the voltmeter was approximately zero. There is a problem with a connection and/or the wiring between the customer’s equipment and the terminal box. Turn the engine control switch to the OFF/RESET position. Switch circuit breakers (4) and (5) OFF. Repair the connection and/or the wiring, when possible. Replace parts, if necessary. Stop The voltage remained. – After the suspect terminal was removed from connector P2(2), voltage was still displayed on the voltmeter. There may be a problem with the ECM. It is unlikely that the ECM has failed. Perform this entire procedure again. If the problem is not resolved, perform the following steps: Temporarily install a new ECM. Refer to Troubleshooting, “Replacing the ECM”. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the ECM. Refer to Troubleshooting, “Replacing the ECM”. STOP. i01756459

Electrical Power Supply SMCS Code: 1401-038 System Operation Description: This procedure tests whether proper voltage is supplied to the Electronic Control Module (ECM), the Integrated Temperature sensing Module, and the fuel metering valve. In addition to troubleshooting diagnostic codes, use this procedure if you suspect that the ECM, the Integrated Temperature Sensing Module, or the fuel metering valve are not receiving the proper supply voltage. The cause of an intermittent power supply can occur on either the positive side or the negative side of the power supply. The 24 VDC power supply for the engine can be provided by a battery or by an electrical power supply. The minimum requirement for the power supply is 22 VDC at 16 amperes. The power supply should be routed through a dedicated fuse or through a dedicated circuit breaker.


The ECM input at terminal 70 of the P1 connector (“Switched +Battery”) receives battery voltage from the engine control switch when the switch is in the START, STOP, or AUTO position. When the ECM detects battery voltage at this input, the ECM will power up. When battery voltage is removed from this input, the ECM will power down after the engine has shut down. The “168-02” diagnostic code indicates that the voltage of the power supply is intermittent or low while the engine is running. If the supply voltage drops to zero and stays at zero, the ECM will not log this code. The engine will shut down. The “336-02” diagnostic code indicates that the ECM has detected a problem with the circuit for the engine control switch. Logged diagnostic codes provide an historical record. Before you begin this procedure, use the Caterpillar Electronic Technician (ET) to print the logged codes to a file. This procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.


Illustration 125 Schematic for the electrical power source

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Illustration 127

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ECM connector P1

b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the electrical power supply:

• Unswitched +Battery terminals 52, 53, 55, and 57

• −Battery terminals 63, 65, 67, and 69 • Switched +Battery terminal 70

Illustration 126

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(1) J1/P1 connectors for the ECM (2) J16/P16 connectors for the fuel metering valve (3) J23 connector for the service tool (4) J19/P19 connector for the gauge panel (5) 16 amp circuit breaker (6) 6 amp circuit breaker (7) J15/P5 connectors for the ITSM (8) J9/P9 connector for the customer

c. Check the harness and wiring for abrasion and pinch points from the power supply to the ECM and from the engine control switch to the ECM. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points.

B. Disconnect the J1/P1 connectors. Inspect the J1 connector and the P1 connector for damage, corrosion, and moisture. Reconnect the J1/P1 connectors.

Results:

C. Thoroughly inspect the following connections:

• Not OK – The components are not in good

• Electrical connections to each of the circuit breakers

• Connectors for the 24 VDC power supply • Connectors for the engine control switch a. Check the torque of the Allen head screw for the ECM connector. The proper torque is 6 ± 1 N·m (55 ± 9 lb in).

• OK – The components are in good condition with proper connections. Proceed to Test Step 2. condition and/or at least one connection is improper. Repair: Perform the necessary repairs and/or replace parts, if necessary. Ensure that all of the seals are properly installed. Make sure that the connectors are properly fastened. Verify that the repair has eliminated the problem. STOP.


Test Step 2. Check the Voltage at the Power Supply and at the ECM A. Make sure that the engine will not crank during this procedure. For an engine with an electric starting motor, make sure that the battery cables are disconnected from the motor. For an engine with an air starting motor, make sure that the pressurized air supply is OFF. Make sure that the air is purged from the system. Note: If a power supply is used instead of batteries, the minimum voltage for the power supply is 22 VDC at 16 amperes. Troubleshoot the power supply if the voltage is less than 22 VDC or more than 29 VDC.

E. Measure the power supply voltage at the P1 connector. During the measurement, wiggle the harness in order to check for an intermittent problem. Be sure to wiggle the harness near each of the connections. Expected Result: The voltage that is measured at the terminals for the power supply is at least 22 VDC. The voltage that is measured at the P1 connector is within 2 VDC of the voltage that was measured at the terminals for the power supply. The voltage measurements are constant. Results:

B. Measure the voltage at the terminals for the power supply. Record the voltage.

• OK – The ECM is receiving the correct voltage at the P1 connector. Repair: Perform the following procedure: Switch the 16 amp circuit breaker for the ECM OFF. Remove the probes from connector P1. Proceed to Test Step 3.

• Not OK – The ECM is not receiving the correct voltage at the P1 connector. Repair: Perform the following procedure: 1. Switch the 16 amp circuit breaker for the ECM OFF. 2. Remove the probes from connector P1. 3. Use a voltmeter to check the wiring. Refer to the appropriate schematic for the electrical system. Locate the source of the voltage drop. 4. Make repairs, as needed. STOP. Illustration 128

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Harness side of ECM connector P1

C. Insert two 7X-1710 Multimeter Probes into the harness side of the P1 connector. Insert the first probe into terminal 52. Insert the second probe into terminal 63. Connect a multimeter to the probes. D. Switch the 16 amp circuit breaker for the ECM ON.

Test Step 3. Check the Engine Control Switch A. Make sure that the engine will not crank during this procedure. For an engine with an electric starting motor, make sure that the battery cables are disconnected from the motor. For an engine with an air starting motor, make sure that the pressurized air supply is OFF. Make sure that the air is purged from the system. B. Connect Cat ET to the service tool connector.


C. Switch the 16 amp circuit breaker for the ECM ON. Note: An “E225 Engine Overcrank” and/or an “E233 Low Engine Prelube Pressure” event code may be generated during this step. After you have completed this step, clear the events from the “Logged Events” screen of Cat ET. D. Observe the “Active Diagnostic” screen on Cat ET and turn the engine control switch to the STOP position, the START position, and the AUTO position. Look for an active “336-02 Incorrect ECS Switch inputs” diagnostic code. Repeat this step several times. Expected Result: A “336-02 Incorrect ECS Switch inputs” diagnostic code was not activated when the engine control switch was turned to the STOP position, the START position, and the AUTO position. Results:

• OK – A “336-02 Incorrect ECS Switch inputs” diagnostic code was not activated. The inputs to the engine control switch are correct. The problem seems to be resolved.

Illustration 129

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Harness side of ECM connector P1

Repair: The problem may be intermittent. Refer to Troubleshooting, “Inspecting Electrical Connectors”. STOP.

C. Insert two 7X-1710 Multimeter Probes into the harness side of the P1 connector. Insert the first probe into terminal 31. Insert the second probe into terminal 61. Connect a multimeter to the probes.

• Not OK – A “336-02 Incorrect ECS Switch inputs” diagnostic code was activated. The ECM has detected an invalid pattern for the input to the engine control switch. Proceed to Test Step 4.

Test Step 4. Check the Circuit of the Engine Control Switch A. Make sure that the engine will not crank during this procedure. For an engine with an electric starting motor, make sure that the battery cables are disconnected from the motor. For an engine with an air starting motor, make sure that the pressurized air supply is OFF. Make sure that the air is purged from the system. B. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

D. Switch the 16 amp circuit breaker for the ECM ON. Note: An “E225 Engine Overcrank” and/or an “E233 Low Engine Prelube Pressure” event code may be generated during the test. After you have completed the test, clear the events from the “Logged Events” screen of Cat ET. Note: During these measurements, wiggle the harness in order to check for an intermittent problem. Be sure to wiggle the harness near each of the connections. E. Turn the engine control switch to the STOP position and measure the voltage between terminal 31 and terminal 61 of the P1 connector. The correct voltage measurement is less than one volt. F. Remove the probe from terminal 61 and insert the probe into terminal 62.


G. Turn the engine control switch to the START position and measure the voltage between terminal 31 and terminal 62 of the P1 connector. The correct voltage measurement is less than one volt. H. Remove the probe from terminal 62 and insert the probe into terminal 64. I. Turn the engine control switch to the AUTO position and measure the voltage between terminal 31 and terminal 64 of the P1 connector. The correct voltage measurement is less than one volt. J. Remove the probe from terminal 31 and insert the probe into terminal 69. Remove the probe from terminal 64 and insert the probe into terminal 70. K. Turn the engine control switch to the STOP position and measure the voltage between terminal 69 and terminal 70 of the P1 connector. The correct voltage measurement is at least +20 VDC. L. Turn the engine control switch to the START position and measure the voltage between terminal 69 and terminal 70 of the P1 connector. The correct voltage measurement is at least +20 VDC.

If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the ECM. Refer to Troubleshooting, “Replacing the ECM”. STOP.

• Not OK – The P1 connector does not have the correct voltage.

Repair: Perform the following steps: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Disconnect the wires for the STOP, START, and AUTO positions from the engine control switch. 3. Use an ohmmeter to check the contacts for the switch. Turn the switch to each position in order to check the contacts. 4. If the engine control switch is faulty, replace the switch. If the problem is not resolved, repair the harness, when possible. Replace the harness, if necessary. STOP.

M. Turn the engine control switch to the AUTO position and measure the voltage between terminal 69 and terminal 70 of the P1 connector. The correct voltage measurement is at least +20 VDC. Expected Result: The voltage checks are within the specifications. Results:

• OK – The voltage checks are within the specifications. Remove the probes from the P1 connector. Start the engine and run the engine. If the original problem is not resolved, the ECM may have a problem. Repair: It is unlikely that the ECM has failed. Perform the following procedure: Temporarily install a new ECM. Refer to Troubleshooting, “Replacing the ECM”.


i01745104

Engine Speed/Timing Sensor SMCS Code: 1912-038 System Operation Description:

Illustration 130

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Speed/Timing sensor and timing ring

The speed/timing sensor provides information about engine speed and the position of the crankshaft to the Electronic Control Module (ECM). The sensor is powered by the sensor supply (12 VDC) from the ECM. A magnetic pickup is located in the plastic sliphead of the sensor. The timing ring is mounted on the rear of the left camshaft. As the teeth of the ring rotate past the sliphead of the sensor, the sensor generates a signal that matches the pattern of the teeth. The timing ring has a special tooth pattern that indicates the position of the camshaft and the direction of rotation. The timing ring has 24 slots in the outer diameter. Twenty-one of the slots are narrow. Three of the slots are about 2.5 times wider than the rest of the slots. When the engine rotates in the normal direction, the slots pass the speed/timing sensor in the following order:

The number one cylinder is at the top center position when the rising edge of the third narrow slot passes the center of the sliphead. All 24 teeth pass the sliphead during one revolution of the camshaft or two revolutions of the crankshaft. With the information from the engine speed/timing sensor, the ECM is able to calculate the positions of the pistons in the cylinders. The ECM determines the desired ignition timing according to the engine speed and load. If detonation is detected in any of the cylinders, the ECM retards the timing of the affected cylinders. The ECM sends voltage pulses to the ignition transformers for firing the spark plugs according to the desired timing. During engine operation, the ECM will shut down the engine if the ECM detects a problem with the signal from the speed/timing sensor. The ECM will activate the corresponding diagnostic code.

• 1 wide slot • 3 narrow slots • 2 wide slots

If there is a problem with the engine speed/timing sensor’s signal during start-up but no corresponding diagnostic code is active, the ECM will not initiate the ignition. The engine will not start. The corresponding diagnostic code is not activated.

• 18 narrow slots The most likely causes of the diagnostic code are a poor electrical connection or a problem in a wiring harness. The next likely cause is a problem with the engine speed/timing sensor. The least likely cause is a problem with the ECM.


Logged diagnostic codes provide an historical record. Before you begin this procedure, use the Caterpillar Electronic Technician (ET) to print the logged codes to a file. The troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.

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Illustration 131 Schematic for the circuit of the speed/timing sensor

Test Step 1. Inspect the Electrical Connectors and Wiring. A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Note: For the following steps, refer to Troubleshooting, “Inspecting Electrical Connectors”.

Illustration 132

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(1) ECM connectors J1/P1 (2) J10/P10 connectors for the harness from the speed/timing sensor

B. Thoroughly inspect the ECM J1/P1 connectors, the terminal box J10/P10 connectors, and the connectors for the speed/timing sensor. a. Check the torque of the Allen head screw for the ECM connector. The proper torque is 6 ± 1 N·m (55 ± 9 lb in).


c. Check the harness and wiring for abrasion and pinch points from the speed/timing sensor to the ECM. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Results:


Illustration 133

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Harness side of the ECM P1 connector (33) Signal (43) +12 volt supply (51) Return

Repair: Perform the necessary repairs and/or replace parts, if necessary. STOP.

Test Step 2. Check the Sensor A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

Illustration 134

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Harness side of the P10 connector (T) +12 volt supply (U) Return (V) Signal

b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the speed/timing sensor. Illustration 136

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(1) Speed/timing sensor

B. Remove the speed/timing sensor (1).

Illustration 137 Speed/timing sensor Illustration 135 Speed/timing sensor (1) Connector for the speed/timing sensor (2) Speed/timing sensor

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(2) Sliphead

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C. Inspect the condition of the plastic sliphead (2). Look for signs of wear and contaminants. Clean any debris from the plastic sliphead. D. Check the tension of the plastic sliphead (2). Gently extend the plastic sliphead for a minimum of 4 mm (0.16 inch). Then push back the plastic sliphead.

• Not OK – The plastic sliphead is damaged and/or the tension of the sliphead is insufficient.

Repair: Install a new sensor. Calibrate the sensor. Refer to Troubleshooting, “Engine Speed/Timing Sensor - Calibrate”. If the condition is not resolved, proceed to proceed to Test Step 3.

Expected Result: The sensor is in good condition. At least 22 N (5 lb) of force is required to push in the plastic sliphead from the extended position.

Test Step 3. Check for Active Diagnostic Codes for the 12 Volt Sensor Supply A. Connect Cat ET to the service tool connector on the terminal box.

Results:

• OK – The sensor is not damaged. The tension of the plastic sliphead is correct. Repair: Install the sensor. NOTICE The plastic sliphead must be fully extended when the speed/timing sensor is installed so that the sensor maintains the correct clearance with the timing ring. If the correct clearance is not maintained, the signal from the sensor will not be generated. Do not install the sensor’s plastic sliphead between the teeth of the timing ring. Damage to the plasic sliphead will result. Before installing the sensor, ensure that a tooth of the ring is visible in the mounting hole for the sensor. 1. Use the following steps to install the speed/timing sensor: a. Ensure that a tooth on the timing ring is visible in the mounting hole for the sensor. b. Fully extend the sliphead. Note: The plastic sliphead is designed to contact the tooth of the timing ring during installation. As the timing ring begins to turn, the radial runout of the timing ring will push the plastic sliphead into the sensor body slightly. This provides the plastic sliphead’s air gap with a self-adjusting function. The maximum allowable clearance between the sliphead and a tooth on the timing ring is 0.5 mm (0.02 inch). c. Coat the threads of the sensor with 4C-5597 Anti-Seize Compound. d. Install the sensor. Tighten the sensor to 40 ± 5 N·m (30 ± 4 lb ft). Proceed to Test Step 3.

B. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. C. Use the “Active Diagnostic” screen on Cat ET. Look for the following codes:

• 145-03 12 Volt DC Power Supply short to +batt • 145-04 12 Volt DC Power Supply short to ground

Expected Result: None of the above codes are active. Results:

• No active codes – None of the above codes are active. However, at least one of the codes is logged. Repair: Clear the logged codes. Proceed to Test Step 4.

• Active code – One of the above codes is active. Proceed to Test Step 5.

Test Step 4. Use Cat ET to Check the Engine RPM A. Use the “Status - Group 1” screen in order to observe “Engine Speed”. Observe the “Engine Speed” parameter on the screen and turn the engine control switch to the START position. Crank the engine. B. Continue to observe the screen and allow the engine rpm to stabilize at the normal cranking speed. C. Turn the engine control switch to the STOP position.


Expected Result: Before the engine is cranked, the engine speed is “0”. The engine speed increases until the speed stabilizes at the normal cranking speed. When the engine is stopped, the speed decreases back to “0”. A 320-03 diagnostic code or a 320-08 diagnostic code is not activated. Results:

• OK – The engine started and the engine ran properly. A 320-03 diagnostic code or a 320-08 diagnostic code was not activated. The speed/timing sensor is operating properly. STOP.

Test Step 6. Isolate the Signal Voltage at the Sensor A. Turn the engine control switch to the OFF/RESET position. B. Ensure that the breakout t is connected in series with the connectors for the speed/timing sensor. C. Remove the wire from terminal “C” of the breakout t in order to isolate the sensor signal wire from the ECM terminal J1-33. D. Turn the engine control switch to the STOP position. Measure the signal voltage between terminal “C” and terminal “B”.

• Not OK – The engine cranked. However, Cat ET did not display the correct engine speed or a 320-03 or a 320-08 diagnostic code was activated. Proceed to Test Step 5.

E. Turn the engine control switch to the START position. Crank the engine and measure the signal voltage between terminal “C” and terminal “B”.

• Not OK – The engine cranked but the engine did not start. Cat ET displayed the correct engine speed. A 320-03 diagnostic code or a 320-08 diagnostic code was not activated. The ECM is receiving a valid signal.

Repair: Refer to Troubleshooting, “Engine Cranks But Will Not Start”. Make repairs, as needed.

Expected Result: When the engine control switch is in the STOP position, the voltage is less than 3.0 VDC or the voltage is greater than 10.0 VDC. The voltage varied between 2.0 VDC and 4.0 VDC during cranking.

STOP.

Test Step 5. Measure the Sensor Supply Voltage at the Sensor

Results:

• OK – The sensor is producing the correct output signal.

A. Turn the engine control switch to the OFF position. B. Install a 8T-8726 Adapter Cable As (3 Pin Breakout) in series with the connectors for the speed/timing sensor.

Repair: Remove the breakout t from the connectors for the speed/timing sensor. Reconnect the connectors for the speed/timing sensor. Proceed to Test Step 8.

C. Turn the engine control switch to the STOP position. Measure the supply voltage between Terminal “A” and terminal “B” of the breakout t. Expected Result: The supply voltage is 12.5 ± 1.0 VDC. A 145-03 diagnostic code or a 145-04 diagnostic code is not active.

• Not OK – The sensor is not producing the correct output signal.

Repair: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Remove the breakout t from the connectors for the speed/timing sensor.

Results:

• OK – The sensor is receiving correct supply voltage. A 145-03 diagnostic code or a 145-04 diagnostic code is not active. Leave the breakout t connected. Proceed to Test Step 6.

• Not OK – The sensor is not receiving correct

supply voltage or a 145-03 diagnostic code or a 145-04 diagnostic code is active. Remove the breakout t. Proceed to Test Step 7.

Install a new speed/timing sensor. Calibrate the sensor. Refer to Troubleshooting, “Engine Speed/Timing Sensor - Calibrate”. STOP.


Test Step 7. Measure the Sensor Supply Voltage at the ECM A. Turn the engine control switch to the OFF/RESET position.

Repair: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Make the necessary repairs to the harness and/or connectors. STOP.

• No – The ECM is not producing the correct sensor supply voltage or a 145-03 or a 145-04 diagnostic code is active. There may be a problem with the ECM. Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the condition is not resolved, perform the following steps: Temporarily install a new ECM. Refer to Troubleshooting, “Replacing the ECM”. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the ECM. Refer to Troubleshooting, “Replacing the ECM”. STOP.

Test Step 8. Measure the Sensor Signal Voltage at the ECM Illustration 138

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Harness side of the ECM P1 connector (33) Signal (43) +12 volt supply (51) Return

B. Use two 7X-1710 Multimeter Probes. Insert the probes into terminals 43 and 51 of the P1 connector. C. Turn the engine control switch to the STOP position. Measure the supply voltage at the ECM. Expected Result: The voltage is 12.5 ± 1.0 VDC. A 145-03 diagnostic code or a 145-04 diagnostic code is not active. Results:

• Yes – The sensor supply voltage at the ECM is 12.5 ± 1.0 VDC. A 145-03 diagnostic code or a 145-04 diagnostic code is not active. The wiring and/or the connectors between the sensor and the ECM has an open circuit or the circuit has excessive resistance.



Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the condition is not resolved, perform the following steps: Temporarily install a new ECM. Refer to Troubleshooting, “Replacing the ECM”. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the ECM. Refer to Troubleshooting, “Replacing the ECM”. STOP.

• Not OK – The signal voltage is not correct. There is an intermittent problem in the circuit for the speed/timing sensor. Repair: Refer to Troubleshooting, “Inspecting Electrical Connectors”. Make repairs, as needed. STOP. i01745508

Illustration 139

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Harness side of the ECM P1 connector (33) Signal (51) Return

Fuel Metering Valve SMCS Code: 1741 S/N: 7EZ1-Up

B. Use a 151-6320 Wire Removal Tool to remove the wire from terminal 33 of the ECM P1 connector. C. Turn the engine control switch to the STOP position. Use two 7X-1710 Multimeter Probes in order to measure the signal voltage between terminal 33 and terminal 51 of the ECM P1 connector. D. Turn the engine control switch to the START position. Crank the engine and measure the signal voltage between terminal 33 and terminal 51 of the ECM P1 connector. Expected Result: When the engine control switch is in the STOP position, the voltage is less than 3.0 VDC or the voltage is greater than 10.0 VDC. The voltage varied between 2.0 VDC and 4.0 VDC during cranking. Results:

• OK – The signal voltage is correct. However, the ECM is not reading the signal. There may be a problem with the ECM.

S/N: CSC1-Up; CTW1-Up System Operation Description: The fuel metering valve is an electronic gas valve that controls the flow of fuel to the engine. The valve works with the Electronic Control Module (ECM) in order to ensure the correct flow of gas in all conditions of engine operation. The ECM sends a command signal for the flow of fuel and information about the specific gravity of the gas to the fuel metering valve. The valve converts the command signal and the information into a valve position that directly corresponds to the desired gas flow. The position of the valve is compensated by these additional factors that are internal to the valve: a signal for absolute fuel pressure, differential pressure of the valve, and fuel temperature sensors. The following procedure tests whether the command signal for the flow of fuel and the information about the specific gravity of the gas is properly sent to the fuel metering valve by the ECM. The command signal is a 180 hertz PWM signal. Information about the specific gravity of the gas is sent to the fuel metering valve via the CAN Data Link.


The fuel metering valve sends information to the ECM via the CAN Data Link. This procedure tests whether the following information is properly sent to the ECM by the fuel metering valve: position of the fuel valve, absolute fuel pressure, differential pressure of the valve, and fuel temperature. A diagnostic code is probably caused by a problem with a wiring harness or a connector. The next likely cause is a problem with the fuel metering valve. The least likely cause is a problem with the ECM. Logged diagnostic codes provide an historical record. Before you begin this procedure, use the Caterpillar Electronic Technician (ET) to print the logged codes to a file. This troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic code after the problem is resolved.

Illustration 140 Schematic for the circuit of the fuel metering valve


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Illustration 143

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Illustration 141

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(A) +Battery (B) CAN Data Link + (C) CAN Data Link − (D) CAN shield (E) Signal for fuel flow (H) -Battery

(1) ECM connectors J1/P1 (2) J16/P16 connectors for the fuel metering valve


• ECM J1/P1 connectors • J16/P16 connectors on the terminal box a. Check the torque of the Allen head screw for the ECM connector. The proper torque is 6 ± 1 N·m (55 ± 9 lb in). Illustration 144

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Harness side of the P24 connector (B) CAN high out (G) Signal in (K) Switched +Battery (L) −Battery (N) Can Data Link + (R) Switched +Battery (S) CAN low out (V) CAN Data Link −

b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the fuel metering valve. Illustration 142 Harness side of the P1 connector (34) (42) (50) (58) (63) (65) (67) (69)

CAN Data Link − CAN shield CAN Data Link + PWM out 1 (fuel flow) -Battery -Battery -Battery -Battery

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C. Observe the “Active Diagnostic ” screen on Cat ET. wait at least 30 seconds so that any codes may become activated. Look for these codes:

• 1446-05 “Fuel Metering Module open circuit” • 1446-09 “Unable to communicate with Fuel Metering Module”

• 1446-12 “Fuel Metering Module malfunction” • 1446-13 “Fuel Metering Module calibration required” Expected Result: None of the above codes are active. Results:

• No active codes – None of the above codes are Illustration 145

g00894648

(1) Fuel metering valve

c. Check the harness and wiring for abrasion and pinch points from the fuel metering valve to the ECM. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Results:

• OK – All of the connectors, pins, and sockets

are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. The components are in good condition with proper connections. Proceed to Test Step 2.

• Not OK – At least one of the connectors, pins, or sockets are not connected properly. At least one of the connectors and the wiring has corrosion, abrasion, and/or pinch points. Repair: Perform the necessary repairs and/or replace parts, if necessary. STOP.

Test Step 2. Check for Diagnostic Codes A. Connect Cat ET to the service tool connector on the terminal box. B. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.

active. Repair: If you are troubleshooting an intermittent problem, refer to Troubleshooting, “Inspecting Electrical Connectors”. STOP.

• Not OK (Active 1446-05) – The ECM has detected an open circuit or a short circuit for the circuit of the fuel flow signal between the ECM and the fuel metering valve. Proceed to Test Step 3.

• Not OK (Active 1446-09) – The ECM has detected an open circuit or a short circuit for the circuit of the CAN Data Link between the ECM and the fuel metering valve. Proceed to Test Step 4.

• Not OK (Active 1446-12) – The fuel metering valve has detected an internal malfunction. Repair: Refer to Operation and Calibration Manual, “Tecjet Gas Control Valve”. STOP.

• Not OK (Active 1446-13) – The fuel metering valve requires calibration. Repair: Refer to Operation and Calibration Manual, “Tecjet Gas Control Valve”. STOP.

Test Step 3. Check the Signal for the Fuel Flow A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.


Test Step 4. Check the Continuity of the Wiring Harness for the Circuit of the CAN Data Link A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect the ECM J1/P1 connectors. Disconnect the fuel metering valve J24/P24 connectors.

Illustration 146

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ECM P1 terminals for the signal of the fuel flow (58) PWM out 1 (63) −Battery

B. Insert two 7X-1710 Multimeter Probes into the harness side of the P1 connector. Insert the first probe into terminal 58. Insert the second probe into terminal 63. Use a multimeter that is capable of measuring the frequency and the duty cycle. Connect the multimeter to the probes. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Measure the DC voltage, the duty cycle, and the frequency of the signal for the fuel flow.

Illustration 147

g00895462

Expected Result:

Connectors for Data Link circuits that are external to the terminal box

The DC voltage is between 13.7 and 15.7.

(1) P19 connector for the gauge panel (2) P5 connector for the integrated temperature sensing module (3) P7 connector (if equipped) (4) P9 Connector for the customer

The duty cycle is between 92 and 98 percent. The frequency is between 175 and 185 hertz. Results:

• OK – The voltage, the duty cycle, and the frequency of the signal for the fuel flow is correct at the ECM P1 connector. There is a problem with the fuel metering valve. Repair: Replace the fuel metering valve. Verify that the repair has eliminated the original problem. STOP.

• Not OK – The voltage, the duty cycle, and/or the frequency of the signal for the fuel flow is not correct at the ECM P1 connector. Proceed to Test Step 5.

C. Disconnect the P19, P5, P7, and P9 connectors from the terminal box.


Repair: Perform the following steps: 1. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. 2. Observe the “Active Diagnostic Codes” screen of Cat ET as you reconnect the following connectors one at a time: J5/P5, J7/P7, J9/P9, and J19/P19.

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Illustration 148 (P1) Connector for the ECM (P24) Connector for the fuel metering valve (P1-34) Can Data Link − (P1-50) Can Data Link + (P24-V) Can Data Link − (P24-N) Can Data Link + (P24-S) CAN low out

D. Use a multimeter to check for continuity or resistance between the points that are listed in Table 24. Table 24

Points to Check for Continuity Connector and Terminal


P1-34

P24-V

P1-50

P24-N

P1-34

ECM ground strap

P1-50

ECM ground strap Points to Check for Resistance

P24-B

P24-S

Expected Result: The continuity of the circuits between the terminals is good. The continuity between the terminals and the ECM ground strap is open. The resistance between the P24-B terminal and the P24-S terminal is 120 ± 5 ohms. Results:

• OK – The continuity of the circuit between the ECM P1 connector and the connector for the fuel metering valve is good. The continuity of the circuit between the ECM P1 connector and the ECM ground strap is open. The resistance of the terminals on the P24 connector is correct.

If a “1446-09 Unable to communicate with Fuel Metering Module” diagnostic code is activated, troubleshoot the circuit that is external to the terminal box. If a 1446-09 diagnostic code is not activated, proceed to Test Step 6.

• Not OK – At least one of the following conditions is found: There is an open circuit between the ECM P1 connector and the connector for the fuel metering valve. There is a short circuit between the ECM P1 connector and a component that is at ground potential. The resistance of the terminals on the P24 connector is incorrect. Repair: Perform the necessary repairs to the wiring and/or connectors. Replace parts, if necessary. Ensure that all of the seals are properly installed. Ensure that the connectors are properly engaged. Verify that the repair has eliminated the original problem. STOP.

Test Step 5. Check the Continuity of the Circuit for the Fuel Flow A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect the ECM J1/P1 connectors. C. Disconnect the fuel metering valve J24/P24 connectors.


B. Ensure that the ECM J1/P1 connectors are disconnected.

Illustration 149

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(P1) Connector for the ECM (P24) Connector for the fuel metering valve (P1-58) PWM out 1 (fuel flow) (P24-G) Signal in

D. Use a multimeter to check the continuity of the following circuits: g00895462

• P1-58 and P24-G

Illustration 150

• P1-58 and the ECM ground strap


Expected Result: The continuity of the circuits between the terminals is good. The continuity between the terminal and the ECM ground strap is open. Results:

• OK – The continuity of the circuit between the ECM and the fuel metering valve is good. The continuity of the circuit between the ECM and the ECM ground strap is open. Proceed to Test Step 7.

• Not OK – One or both of the following conditions is found: There is an open circuit between the ECM and the fuel metering valve. There is a short circuit between the ECM and a component that is at ground potential. Repair: Repair the wiring and/or connectors. Replace parts, if necessary. Ensure that all of the seals are properly installed. Ensure that the connectors are properly engaged. Verify that the repair has eliminated the original problem.

(1) P19 connector for the gauge panel (2) P5 connector for the integrated temperature sensing module (3) P7 connector (if equipped) (4) P9 connector for the customer

C. Disconnect the P19, P5, P7, and P9 connectors from the terminal box. D. Use a multimeter to check the continuity of the circuits that are listed in Table 25: Table 25



P1-42

J5-D

P1-42

J7-H

P1-42

J9-a

P1-42

J16-D

P1-42

J19-R

P1-58

ECM ground strap

Expected Result: The continuity of the circuits between the terminals is good.

STOP.

Test Step 6. Check the Wire Shield of the CAN Data Link A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

The continuity between the terminal and the ECM ground strap is open.


Results:

• OK – The continuity of the circuits of the wire shield for the CAN Data Link is good. The continuity of the circuit between P1-58 and the ECM ground strap is open. Repair: Perform the following steps: 1. Reconnect the P16 connector. Do not connect the P24 connector to the fuel metering valve. 2. Check the continuity again between the ECM P1-58 terminal and the ECM ground strap. If a short circuit is found between the ECM P1-58 terminal and the ECM ground strap, replace the harness for the fuel metering valve. If the circuit between the ECM P1-58 terminal and the ECM ground strap is still open, proceed to Test Step 8.

• Not OK – One or both of the following conditions is found: At least one of the circuits of the wire shield for the CAN Data Link is open. There is a short circuit between the ECM P1-58 terminal and a component that is at ground potential.

Illustration 151

g00897167

J24 connector on the fuel metering valve (G) Signal in (L) −Battery

B. Measure the resistance between terminal J24-G and terminal J24-L. Expected Result: The resistance between terminal J24-G and terminal J24-L is 12,700 ± 500 ohms. Results:

Repair: Repair the wiring and/or connectors. Replace parts, if necessary. Ensure that all of the seals are properly installed. Ensure that the connectors are properly engaged. Verify that the repair has eliminated the original problem. STOP.

• OK – The resistance between terminal J24-G and terminal J24-L is 12,700 ± 500 ohms. Proceed to Test Step 8.

• Not OK – The resistance between terminal J24-G and terminal J24-L is not 12,700 ± 500 ohms.

Test Step 7. Check the Resistance of the Internal Circuit of the Fuel Metering Valve

Repair: Replace the fuel metering valve. Verify that the repair has eliminated the original problem.

A. Ensure the following conditions:

STOP.

• The engine control switch is in the OFF/RESET position.

• The 16 amp circuit breaker in the terminal box for the ECM is OFF.

• The fuel metering valve J24/P24 connectors are disconnected.

Test Step 8. Check the Supply Voltage to the Fuel Metering Valve A. Ensure the following conditions:


• The 16 amp circuit breaker for the ECM is OFF. • The fuel metering valve J24/P24 connectors are disconnected. B. Reconnect the J5/P5, J7/P7, J9/P9, and J19/P19 connectors on the terminal box. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.


Note: The “1446-05 Fuel Metering Module open circuit” and “1446-09 Unable to communicate with Fuel Metering Module” diagnostic codes will be activated.

Repair: Perform the necessary repairs for the wiring and/or the connectors. Replace parts, if necessary. Ensure that all of the seals are properly installed. Ensure that the connectors are properly engaged. Verify that the repair has eliminated the original problem. STOP. i01749466

Fuel Metering Valve SMCS Code: 1741 S/N: CSC1-Up S/N: CFD1-Up Illustration 152

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S/N: CME1-Up

P24 connector on the harness for the fuel metering valve

S/N: CEY1-Up

(K) +Battery (L) −Battery (R) +Battery

System Operation Description:

D. Use a multimeter to measure the voltage between the following terminals of the P24 harness connector for the fuel metering valve:

The fuel metering valve is an electronic gas valve that controls the flow of fuel to the engine. The valve works with the ECM in order to ensure the correct flow of gas in all conditions of engine operation.

• P24-K and P24-L • P24-R and P24-L Expected Result: The battery voltage between the P24-K and P24-L terminals is 24 ± 2 VDC. The battery voltage between the P24-R and P24-L terminals is 24 ± 2 VDC. Results:

• OK – The battery voltage is good at the P24 harness connector for the fuel metering valve. However, the fuel metering valve is not communicating with the ECM. Repair: Replace the fuel metering valve. Verify that the repair has eliminated the original problem. STOP.

• Not OK – The battery voltage to the P24 harness connector for the fuel metering valve is open or the voltage is shorted to a component that is at ground potential.

The Electronic Control Module (ECM) sends a command signal for the flow of fuel and information about the specific gravity of the gas to the fuel metering valve. The valve converts the command signal and the information into a valve position that directly corresponds to the desired gas flow. The position of the valve is compensated by these additional factors that are internal to the valve: a signal for absolute fuel pressure, differential pressure of the valve, and fuel temperature sensors. The following procedure tests whether the command signal for the flow of fuel and the information about the specific gravity of the gas is properly sent to the fuel metering valve by the ECM. The command signal is a 180 hertz PWM signal. Information about the specific gravity of the gas is sent to the fuel metering valve via the CAN Data Link. The fuel metering valve sends information to the ECM via the CAN Data Link. This procedure also tests whether the following information is properly sent to the ECM by the fuel metering valve: position of the fuel valve, absolute fuel pressure, differential pressure of the valve, and fuel temperature.


g00897187

Illustration 153 Schematic for the circuit of the fuel metering valve


• ECM J1/P1 connectors • J16/P16 connectors for the fuel metering valve




Illustration 155 Harness side of the ECM P1 connector

Illustration 154

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(1) ECM connectors J1/P1 (2) J16/P16 connectors for the fuel metering valve


(34) (42) (50) (58) (60) (63) (65) (67) (69)

CAN Data Link − CAN shield CAN Data Link + PWM out 1 (fuel flow) Return −Battery −Battery −Battery −Battery

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Illustration 156

g00895636

Harness side of the P16 connector (A) Switched +Battery (B) CAN Data Link + (C) CAN Data Link − (D) CAN shield (E) Signal for the fuel flow (F) Return (H) −Battery

Illustration 158

g00895657

(1) Fuel metering valve

c. Check the wiring for abrasion and pinch points from the fuel metering valve to the ECM. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Results:

• OK – The components are in good condition with Illustration 157

g00897185

Harness side of the P24 connector (C) CAN Data Link + (F) CAN Data Link − (L) −Battery (M) Switched +battery (P) CAN Resistor + (R) CAN Resistor − (S) Signal for the fuel flow (T) Return

b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the fuel metering valve.

proper connections. Proceed to Test Step 2.


Repair: Perform the necessary repairs and/or replace parts, if necessary. Ensure that all of the seals are properly installed. Ensure that the connectors are properly engaged. Verify that the repair has eliminated the original problem. STOP.

Test Step 2. Check for Diagnostic Codes A. Connect the Caterpillar Electronic Technician (ET) to the service tool connector on the terminal box. B. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. C. Use Cat ET to determine if any of the following diagnostic codes are active:


• 1446-05 “Fuel Metering Module open circuit” • 1446-09 “Unable to communicate with Fuel

Repair: Refer to Installation and Operation Manual, “Raptor Gas Regulation and Metering Valve/Actuator System for Caterpillar”.

Metering Module” STOP.

• 1446-12 “Fuel Metering Module malfunction” • 1446-13 “Fuel Metering Module calibration

Test Step 3. Check the Signal for the Fuel Flow

required”

• 1447-12 “Fuel Metering Sensor Module malfunction”


Expected Result: There are no active diagnostic codes. Results:

• OK – There are no active diagnostic codes. The signal and the communication between the ECM and the fuel metering valve appear to be OK at this time. However, diagnostic codes may be logged. Repair: If you are troubleshooting an intermittent problem, refer to Troubleshooting, “Inspecting Electrical Connectors”.

Illustration 159

g00838477

ECM P1 terminals for the signal of the fuel flow

STOP.

• Not OK (Active 1446-05) – The ECM has detected an open circuit or a short circuit for the circuit of the fuel flow signal between the ECM and the fuel metering valve. Proceed to Test Step 3.

• Not OK (Active 1446-09) – The ECM has detected an open circuit or a short circuit for the circuit of the CAN Data Link between the ECM and the fuel metering valve. Proceed to Test Step 4.

• Not OK (Active 1446-12) – The fuel metering

(58) PWM out 1 (60) −Battery

B. Insert two 7X-1710 Multimeter Probes into the harness side of the P1 connector. Insert the first probe into terminal 58. Insert the second probe into terminal 60. Use a multimeter that is capable of measuring the frequency and the duty cycle. Connect the multimeter to the probes. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.

valve has detected an internal malfunction. Repair: Refer to Installation and Operation Manual, “Raptor Gas Regulation and Metering Valve/Actuator System for Caterpillar”. STOP.

• Not OK (Active 1446-13) – The fuel metering

D. Measure the DC voltage, the duty cycle, and the frequency of the signal for the fuel flow. Expected Result: The DC voltage is between 13.7 and 15.7. The duty cycle is between 92 and 98 percent.

valve requires calibration. The frequency is between 175 and 185 hertz. Repair: Refer to Installation and Operation Manual, “Raptor Gas Regulation and Metering Valve/Actuator System for Caterpillar”.

Results:

• OK – The voltage, the duty cycle, and the STOP.

• Not OK (Active 1447-12) – There is a malfunction of the sensor module in the fuel metering valve.

frequency of the signal for the fuel flow is correct at the ECM P1 connector. There is a problem with the fuel metering valve.


Repair: Replace the fuel metering valve. Verify that the repair has eliminated the original problem. STOP.

• Not OK – The voltage, the duty cycle, and/or the frequency of the signal for the fuel flow is not correct at the ECM P1 connector. Proceed to Test Step 5.

Test Step 4. Check the Continuity of the Wiring Harness for the Circuit of the CAN Data Link A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect the ECM J1/P1 connectors. Disconnect the fuel metering valve J24/P24 connectors.

g00839621

Illustration 161 (P1) Plug for the ECM (P24) Plug for the fuel metering valve (P1-34) Can Data Link − (P1-50) Can Data Link + (P24-F) Can Data Link − (P24-C) Can Data Link + (P24-P) Jumper wire (P24-R) Jumper wire

D. Use a multimeter to check for continuity between the points that are listed in Table 26. Table 26



P1-34

P24-F

P1-50

P24-C

P1-34

ECM ground strap

P1-50

ECM ground strap

P24-P

P24-R

Expected Result: Illustration 160

g00897190

Connectors for Data Link circuits that are external to the terminal box (1) ECM ground strap (2) P19 connector for the gauge panel (3) P5 connector for the integrated temperature sensing module (4) J7 connector (if equipped) (5) J9 connector for the customer


The continuity of the circuits between the terminals is good. The continuity between the terminals and the ECM ground strap is open. The continuity between the P24-P terminal and the P24-R terminal is good. Results:

• OK – The continuity of the circuits is good. The continuity of the circuit between the plug for the ECM and the ECM ground strap is open. The continuity between the P24-P terminal and the P24-R terminal is good. Repair: Perform the following steps: 1. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.


2. Observe the “Active Diagnostic Codes” screen of Cat ET as you reconnect the following connectors one at a time: J5/P5, J7/P7, J9/P9, and J19/P19. If a “1446-09 Unable to communicate with Fuel Metering Module” diagnostic code is activated, troubleshoot the circuit that is external to the terminal box. If a 1446-09 diagnostic code is not activated, proceed to Test Step 6.

• Not OK – At least one of the following conditions is found: There is an open circuit between the plug for the ECM and the plug for the fuel metering valve. There is a short circuit between the plug for the ECM and a component that is at ground potential. The continuity between the P24-P terminal and the P24-R terminal is open. Repair: Perform the necessary repairs to the wiring and/or connectors. Replace parts, if necessary. Ensure that all of the seals are properly installed. Ensure that the connectors are properly engaged. Verify that the repair has eliminated the original problem.

Illustration 162

g00838617

(P1) Plug for the ECM (P24) Plug for the fuel metering valve (P1-58) PWM out 1 (fuel flow) (P1-60) Return (P24-S) PWM out 1 (fuel flow) (P24-T) Return

D. Use a multimeter to check the continuity of the following circuits:

• P1-58 and P24-S • P1-58 and the ECM ground strap

STOP.

Test Step 5. Check the Continuity of the Circuit for the Fuel Flow A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect the ECM J1/P1 connector. C. Disconnect the fuel metering valve J24/P24 connector.

• P1-60 and P24-T Expected Result: The continuity of the circuits between the terminals is good. The continuity between the terminal and the ECM ground strap is open. Results:

• OK – The continuity of the circuit between the ECM and the fuel metering valve is good. The continuity of the circuit between the ECM and the ECM ground strap is open. Proceed to Test Step 7.

• Not OK – One or both of the following conditions is found: There is an open circuit between the ECM and the fuel metering valve. There is a short circuit between the ECM and a component that is at ground potential. Repair: Repair the wiring and/or connectors. Replace parts, if necessary. Ensure that all of the seals are properly installed. Ensure that the connectors are properly engaged. Verify that the repair has eliminated the original problem. STOP.


Test Step 6. Check the Wire Shield of the CAN Data Link

The continuity between the terminal and the ECM ground strap is open.


Results:

B. Ensure that the ECM J1/P1 connectors are disconnected.

• OK – The continuity of the circuits of the wire shield for the CAN Data Link is good. The continuity of the circuit between P1-58 and the ECM ground strap is open. Repair: Perform the following steps: 1. Reconnect the J16/P16 connection on the terminal box. Do not connect the J24/P24 connection on the fuel metering valve. 2. Check the continuity again between the ECM P1-58 terminal and the ECM ground strap. If a short circuit is found between the ECM P1-58 terminal and the ECM ground strap, replace the harness for the fuel metering valve. If the circuit between the ECM P1-58 terminal and the ECM ground strap is still open, proceed to Test Step 8.

• Not OK – One or both of the following conditions g00897190

Illustration 163


is found: At least one of the circuits of the wire shield for the CAN Data Link is open. There is a short circuit between the ECM P1-58 terminal and a component that is at ground potential.

(1) ECM ground strap (2) P19 connector for the gauge panel (3) P5 connector for the integrated temperature sensing module (4) J7 connector (if equipped) (5) J9 connector for the customer

Repair: Repair the wiring and/or connectors. Replace parts, if necessary. Ensure that all of the seals are properly installed. Ensure that the connectors are properly engaged. Verify that the repair has eliminated the original problem.


STOP.

D. Use a multimeter to check the continuity of the circuits that are listed in Table 27:

Test Step 7. Check the Resistance of the Internal Circuit of the Fuel Metering Valve A. Ensure the following conditions:

Table 27



P1-42

J5-D

P1-42

J7-H

P1-42

J9-a

P1-42

J16-D

P1-42

J19-R

P1-58

ECM ground strap

Expected Result: The continuity of the circuits between the terminals is good.


• The 16 amp circuit breaker in the terminal box for the ECM is OFF.

• The fuel metering valve J24/P24 connectors are disconnected.


C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Note: The “1446-05 Fuel Metering Module open circuit” and “1446-09 Unable to communicate with Fuel Metering Module” diagnostic codes will be activated.

Illustration 164

g00897204

J24 connector on the fuel metering valve (J24-S) Signal for the fuel flow (J24-T) Return

B. Measure the resistance of the circuit between terminal J24-S and terminal J24-T. Expected Result:

Illustration 165

g00838651

P24 plug on the harness for the fuel metering valve

The resistance of the circuit between terminal J24-S and terminal J24-T is 320,000 ± 5000 ohms.

(K) Unswitched +Battery (M) Switched +Battery (L) −Battery

Results:

• OK – The resistance of the circuit between

terminal J24-S and terminal J24-T is 320,000 ± 5000 Ohms. Proceed to Test Step 8.

D. Use a multimeter to measure the voltage between the following terminals of the P24 harness connector for the fuel metering valve:

• P24-M and P24-L • Not OK – The resistance of the circuit between terminal J24-S and terminal J24-T is not 320,000 ± 5000 Ohms.

• P24-K and P24-L Expected Result:

Repair: Replace the fuel metering valve. Verify that the repair has eliminated the original problem.

The battery voltage between the P24-M and P24-L terminals is 24 ± 2 VDC.

STOP.

Test Step 8. Check the Supply Voltage to the Fuel Metering Valve A. Ensure the following conditions:


• The 16 amp circuit breaker for the ECM is OFF. • The fuel metering valve J24/P24 connectors are disconnected. B. Reconnect the J5/P5, J7/P7, J9/P9, and J19/P19 connectors on the terminal box.

The battery voltage between the P24-K and P24-L terminals is 24 ± 2 VDC. Results:

• OK – The battery voltage is good at the P24 plug for the fuel metering valve. However, the fuel metering valve is not communicating with the ECM. Repair: Replace the fuel metering valve. Verify that the repair has eliminated the original problem. STOP.

• Not OK – The battery voltage to the P24 plug for the fuel metering valve is open or the voltage is shorted to a component that is at ground potential.


Repair: Perform the necessary repairs for the wiring and/or the connectors. Replace parts, if necessary. Ensure that all of the seals are properly installed. Ensure that the connectors are properly engaged. Verify that the repair has eliminated the original problem. STOP. i01745958

Ignition Transformers Primary Circuit SMCS Code: 1561-038 System Operation Description: The Electronic Control Module (ECM) has internal circuit drivers for the transformers. The circuit drivers send a signal of +108 volts through terminals that are in pairs. The signal goes to the high side of the primary circuits of the ignition transformers. The transformers deliver high voltage (8000 to 37,000 volts) to the spark plugs. The pairs of cylinders that are opposite by 360 degrees in the firing order reach Top Center simultaneously. These pairs of cylinders share the same high side circuit driver inside the ECM. This means that a short circuit to the high side on any cylinder will also affect the cylinder that is opposite by 360 degrees. If any cylinder’s high side has an open circuit, only that cylinder is affected. Each following pair of cylinders are supplied by one of the eight high side circuit drivers: 1-15, 2-16, 3-13, 4-14, 5-11, 6-12, 7-9, and 8-10. Note: The ECM has internal returns for the transformer’s circuits. Externally, these returns consist of individual terminals for each primary circuit. Internally, these returns are grouped into four groups of four circuits. Each of the circuits are connected via 16 diodes. Because of the diodes, a return short circuit to the −Battery side will affect only one cylinder. On the other hand, a return short circuit to the +Battery side can simultaneously affect all four return circuits in a single group. Each following group of cylinders are coupled by an internal diode to one low side circuit driver: 1-3-5-9, 2-4-6-10, 7-11-13-15, and 8-12-14-16. Because the circuits are in pairs or groups, multiple diagnostic codes can be activated for a single problem. If multiple diagnostic codes are active for the primary ignition, troubleshooting the circuits one at a time is an effective way to find the root cause.

Logged diagnostic codes provide an historical record. Before you begin this procedure, use the Caterpillar Electronic Technician (ET) to print the logged codes to a file. The most likely causes of the diagnostic code are a poor electrical connection or a problem in a wiring harness. The next likely cause is a problem with an ignition transformer. The least likely cause is a problem with the ECM.


Illustration 166

g00719645


Schematic for the ignition system


Illustration 168

g00893769


Illustration 167

g00893752

ECM connectors J2/P2

B. Thoroughly inspect the ECM J2/P2 connectors. a. Check the torque of the Allen head screw for the ECM connector. The proper torque is 6 ± 1 N·m (55 ± 9 lb in).

(P2-1) Number 1 transformer’s circuit driver (P2-2) Number 1 transformer’s return (P2-3) Number 2 transformer’s circuit driver (P2-4) Number 2 transformer’s return (P2-24) Number 3 transformer’s circuit driver (P2-25) Number 3 transformer’s return (P2-26) Number 4 transformer’s circuit driver (P2-27) Number 4 transformer’s return (P2-14) Number 5 transformer’s circuit driver (P2-15) Number 5 transformer’s return (P2-16) Number 6 transformer’s circuit driver (P2-17) Number 6 transformer’s return (P2-5) Number 7 transformer’s circuit driver (P2-18) Number 7 transformer’s return (P2-52) Number 8 transformer’s circuit driver (P2-62) Number 8 transformer’s return (P2-32) Number 9 transformer’s circuit driver (P2-33) Number 9 transformer’s return (P2-34) Number 10 transformer’s circuit driver (P2-35) Number 10 transformer’s return (P2-48) Number 11 transformer’s circuit driver (P2-49) Number 11 transformer’s return (P2-50) Number 12 transformer’s circuit driver (P2-51) Number 12 transformer’s return (P2-58) Number 13 transformer’s circuit driver (P2-59) Number 13 transformer’s return (P2-60) Number 14 transformer’s circuit driver (P2-61) Number 14 transformer’s return (P2-40) Number 15 transformer’s circuit driver (P2-41) Number 15 transformer’s return (P2-42) Number 16 transformer’s circuit driver (P2-43) Number 16 transformer’s return

b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit of the ignition system.


• 301-06 Cylinder 1 Transformer Primary short through 316-06 Cylinder 16 Transformer Primary short

Note: If a diagnostic code for the primary circuit is logged but not currently active, attempt to repeat the condition that generated the code. Run the engine to full operating temperature. Expected Result: None of the above diagnostic codes are active. Results: Illustration 169

g00719936

Bulkhead connector on the front housing

• Active “open circuit” – There is an open in the primary circuit. Proceed to Test Step 5.

C. Inspect the bulkhead connector for the ignition harness.

• Active “short” – There is a short in the primary

D. Check the ignition harness and wiring for abrasion and pinch points from the bulkhead connector to the ECM.

• Logged only – There may be an intermittent

circuit. Proceed to Test Step 3.

problem in the ignition harness.

Repair: Perform the following steps: Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Results:




Test Step 2. Check for Diagnostic Codes for the Primary Circuit A. Connect Cat ET to the service tool connector on the terminal box. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. B. Attempt to start the engine and use Cat ET. Determine if the following codes are active or logged:

• 301-05 Cylinder 1 Transformer Primary open circuit through 316-05 Cylinder 16 Transformer Primary open circuit

Ignition systems can cause electrical shocks. Avoid contacting the ignition system components and wiring. Do not attempt to remove the valve covers when the engine is operating. The transformers are grounded to the valve covers. Personal injury or death may result and the ignition system will be damaged if the valve covers are removed during engine operation. The engine will not operate without the valve covers. 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.


Illustration 170 (1) (2) (3) (4) (5)

g00897228

Valve cover Transformer 2-pin connector Camshaft cover Ignition harness

2. Remove valve cover (1) for the suspect cylinder. Inspect the harness and the 2-pin connector (3) of transformer (2). 3. Remove camshaft cover (4) and inspect ignition harness (5) for abrasion, exposed wires, and damage. 4. Inspect the engine harness. Refer to Troubleshooting, “Inspecting Electrical Connectors”. STOP.

Test Step 3. Check the Transformer’s Primary Circuit and the Secondary Circuit

Ignition systems can cause electrical shocks. Avoid contacting the ignition system components and wiring. Do not attempt to remove the valve covers when the engine is operating. The transformers are grounded to the valve covers. Personal injury or death may result and the ignition system will be damaged if the valve covers are removed during engine operation. The engine will not operate without the valve covers. A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

Illustration 171

g00897999

(1) Valve cover (2) Transformer (3) 2-pin connector

B. Remove the valve cover (1) of the suspect cylinder. C. Disconnect the 2-pin connector (3). Visually inspect the 2-pin connector for corrosion and/or damage. D. Remove the transformer (2) from the cylinder head.


a. Set the multimeter to the diode scale. Connect the multimeter leads to the terminals (13,14) of the 2-pin connector. The polarity of the leads is not important. Measure the voltage between the terminals. Record the measurement. b. Reverse the multimeter leads. Measure the voltage between the terminals again. Record the measurement. F. Measure the resistance of the secondary circuit. Note: The resistance of the secondary coil will vary with the temperature. Illustration 174 demonstrates the relationship between the secondary coil’s resistance and the temperature. A reading that is within 1000 ohms is acceptable. For example, if the transformer’s temperature is 60 C (140 F), the correct resistance is between 21,000 and 23,000 ohms. Illustration 172

g00898077

Schematic for the primary circuit and the secondary circuit (4) 2-pin connector for the transformer (5) + Terminal (6) - Terminal (7) Flyback diode (8) Blocking diode (9) Primary coil of the transformer (10) Secondary coil of the transformer (11) Plug resistor (12) Spark plug gap

E. Measure the primary circuit by checking the voltage of the blocking diode. Illustration 174

g00863850

Resistance versus temperature (Y) Resistance in ohms (X) Temperature in degrees celsius (degrees fahrenheit)

a. Set the multimeter to the 40,000 ohm scale. Measure the resistance between the screw for the ground spring (15) and the connector for the spark plug (16). Expected Result: For the primary circuit, one of the voltage measurements is approximately 0.450 VDC. The other voltage measurement is infinite. For the secondary circuit, the resistance between the screw for the ground spring and the connector for the spark plug is within the acceptable tolerance. Illustration 173 (13) + Terminal (14) - Terminal (15) Screw for the ground spring (16) Connector for the spark plug

g00897988

Results:

• OK – All three of the measurements are correct. Repair: Perform the following steps:


1. Install the spark plug according to the instructions in Operation and Maintenance Manual, “Ignition System Spark Plugs Check/Adjust/Replace”.

Note: Additional diagnostic codes will be generated during this test. Disregard the additional codes. Pay attention to the original “short” code. Expected Result:

2. Switch the suspect transformer with a transformer from a different cylinder that is known to be good. Install the transformers. Install the valve covers.

The original “short” code is active when the bulkhead connector is disconnected. Results:

3. Reset the control system. Restart the engine. Clear any logged codes. 4. Operate the engine. Check for a recurrence of the problem. If the problem stays with the suspect transformer, replace the transformer. If the problem stays with the suspect cylinder, proceed to Test Step 4.

• Not OK – At least one of the three measurements

• Yes – The original “short” code was generated after the bulkhead connector was disconnected. The short circuit is probably located in the harness between the bulkhead connector and the ECM P2 connector. Repair: Locate the short circuit. Refer to Troubleshooting, “Inspecting Electrical Connectors”. Make repairs, as needed. If the condition is not corrected, proceed to Test Step 5.

is incorrect. Repair: Replace the ignition transformer. Make sure that you use the correct transformer for the G3500B Engine. STOP.

Test Step 4. Check for a Short Circuit Between the P2 Connector and the Bulkhead Connector

There is a strong electrical shock hazard when the crankshaft is rotating. Do not touch the wires that are associated with the ignition system when the engine is cranking or when the engine is running. NOTICE The air inlet, the cylinders, and the exhaust system can be filled with fuel when the gas supply is ON, the ignition system is disabled, and the engine is cranked. The unburned fuel can ignite unexpectedly and cause damage. Turn OFF the gas supply before you perform this step. A. Shut OFF the fuel supply. Turn the engine control switch to the OFF position. Disconnect the ignition harness from the bulkhead connector. B. Turn the engine control switch to the START position and observe the “Active Diagnostic” screen of Cat ET while you crank the engine.

• No – The original “short” code was not generated

after the bulkhead connector was disconnected. The short circuit is in the ignition harness that is inside of the engine block. Proceed to Test Step 8.

Test Step 5. Create an Open Circuit in the Ignition Harness

Ignition systems can cause electrical shocks. Avoid contacting the ignition system components and wiring. Do not attempt to remove the valve covers when the engine is operating. The transformers are grounded to the valve covers. Personal injury or death may result and the ignition system will be damaged if the valve covers are removed during engine operation. The engine will not operate without the valve covers. NOTICE The air inlet, the cylinders, and the exhaust system can be filled with fuel when the gas supply is ON, the ignition system is disabled, and the engine is cranked. The unburned fuel can ignite unexpectedly and cause damage. Turn OFF the gas supply before you perform this step. A. Shut OFF the fuel supply. Turn the engine control switch to the OFF/RESET position.


There is a strong electrical shock hazard when the crankshaft is rotating. Do not touch the wires that are associated with the ignition system when the engine is cranking or when the engine is running. NOTICE The air inlet, the cylinders, and the exhaust system can be filled with fuel when the gas supply is ON, the ignition system is disabled, and the engine is cranked. The unburned fuel can ignite unexpectedly and cause damage. Turn OFF the gas supply before you perform this step.

Illustration 175

g00720019

(1) Valve cover (2) 2-pin connector for the ignition harness

B. Remove valve cover (1) for the suspect cylinder. C. Disconnect the 2-pin connector (2). Inspect the connectors of the harness and the transformer for damage and/or corrosion. Inspect the harness. D. Install a jumper wire into the terminals of the 2-pin connector on the ignition harness. E. Turn the engine control switch to the START position and observe the “Active Diagnostic” screen of Cat ET while you crank the engine. Look for the original “open circuit” code. Expected Result: The original “open circuit” code is active. Results:

• Yes – The original “open circuit” code was generated after a short circuit was created in the ignition harness. The ECM did not detect the jumper wire. Proceed to Test Step 6.

• No – Cat ET displayed an active “short”

diagnostic code after a short circuit was created in the ignition harness. The harness and the ECM are OK. Repair: Perform the following steps:

1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Remove the jumper wire from the 2-pin connector of the ignition harness. Thoroughly inspect the connectors for the transformer. Refer to Troubleshooting, “Inspecting Electrical Connectors”. 3. Connect the ignition harness to the transformer. 4. Turn the engine control switch to the START position and observe the “Active Diagnostic” screen of Cat ET while you crank the engine. Look for the original “open circuit” code. 5. If the original “open circuit” code is generated, turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 6. Replace the transformer. Make sure that you use the correct transformer for the G3500B Engine. 7. Clear all of the logged diagnostic codes. STOP.


Test Step 6. Check the Engine Harness for an Open Circuit

There is a strong electrical shock hazard when the crankshaft is rotating. Do not touch the wires that are associated with the ignition system when the engine is cranking or when the engine is running. NOTICE The air inlet, the cylinders, and the exhaust system can be filled with fuel when the gas supply is ON, the ignition system is disabled, and the engine is cranked. The unburned fuel can ignite unexpectedly and cause damage. Turn OFF the gas supply before you perform this step. A. Shut OFF the fuel supply. Turn the engine control switch to the OFF/RESET position. B. Disconnect the bulkhead connector.

Table 28

Cylinders and Corresponding Terminals of the Bulkhead Connector for the Ignition Harness Cylinder

Terminals for the Circuit Driver

Return Terminals

1

A

B

2

V

W

3

C

D

4

X

Z

5

E

F

6

c

d

7

G

H

8

e

f

9

J

R

10

h

j

11

N

P

12

k

m

13

L

M

14

n

p

15

S

K

16

r

s

D. Turn the engine control switch to the START position and observe the “Active Diagnostic” screen of Cat ET while you crank the engine. Look for the original “open circuit” diagnostic code. Expected Result: The original “open circuit” diagnostic code is not active. However, a “short” diagnostic code is generated for the suspect cylinder. Results:

• Yes – When the jumper wire was installed into Illustration 176

g00720061

Terminals on the bulkhead connector of the ignition harness

C. Install the ends of the jumper wire into the terminals of the connector on the external engine harness side of the bulkhead connector for the suspect cylinder. The cylinders and the terminals are identified in Table 28 and Illustration 176.

the harness, the original “open circuit” diagnostic code was not active. However, a “short” diagnostic code was generated for the suspect cylinder. The external engine harness and the ECM are OK. The internal ignition harness in the engine block has an open circuit. Repair: Perform the following steps: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Remove the camshaft covers from the bank of the engine with the suspect cylinder.


3. Inspect the internal ignition harness for abrasion, exposed wires, or other damage. Be sure to inspect the harness inside the front of the engine. Repair the harness, when possible. Replace the harness, if necessary. STOP.

• No – When the jumper wire was installed into the external engine harness, the original “open circuit” diagnostic code was generated. The ECM did not detect the jumper wire. The open circuit is probably in the external engine harness. Repair: Refer to Troubleshooting, “Inspecting Electrical Connectors”. Make repairs, as needed.

Illustration 177

If the condition is not corrected, proceed to Test Step 7.

Note: For identification of the terminals, refer to Illustration 177 and Table 29.

Test Step 7. Check the ECM

There is a strong electrical shock hazard when the crankshaft is rotating. Do not touch the wires that are associated with the ignition system when the engine is cranking or when the engine is running. NOTICE The air inlet, the cylinders, and the exhaust system can be filled with fuel when the gas supply is ON, the ignition system is disabled, and the engine is cranked. The unburned fuel can ignite unexpectedly and cause damage. Turn OFF the gas supply before you perform this step. A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect the ECM J2/P2 connectors. Thoroughly inspect the connectors for corrosion, moisture, and other damage. Make repairs, if necessary. C. Use a 151-6320 Wire Removal Tool to remove wiring from the ECM P2 connector. The removal of the wiring depends on the original diagnostic code.

g00720097

a. If you are troubleshooting a “short” diagnostic code, remove the wire from the terminal for the circuit driver of the suspect cylinder. b. If you are troubleshooting an “open circuit” diagnostic code, remove the wires from the terminal for the circuit driver AND from the return of the suspect cylinder. Then install the ends of the jumper wire into the terminals for the removed wires.


Table 29

Cylinders and Corresponding Terminals of the ECM P2 Connector for the Ignition Harness

Repair: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Repair the harness, when possible. Replace the harness, if necessary.

Terminals for the Circuit Driver

Return Terminals

1

1

2

• No – A diagnostic code was NOT generated

2

3

4

according to the Expected Result. There is a problem with the ECM.

3

24

25

4

26

27

5

14

15

6

16

17

7

5

18

8

52

62

9

32

33

10

34

35

11

48

49

12

50

51

13

58

59

14

60

61

15

40

41

16

42

43

Cylinder

D. Reconnect all of the connectors. If any valve covers were removed, install the valve covers. E. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. F. Turn the engine control to the START position and observe the “Active Diagnostic” screen of Cat ET while you crank the engine. Expected Result: An “open circuit” diagnostic code is generated for the circuit after removal of the wire for the circuit driver. A “short” diagnostic code is generated for the circuit with the installed jumper wire. Results:

• Yes – A diagnostic code was generated

according to the Expected Result. The ECM is operating correctly. There is a problem with the ignition harness.

STOP.

Repair: Replace the ECM. Follow the instructions in Troubleshooting, “Replacing the ECM”. STOP.

Test Step 8. Check the Ignition Transformer for a Short Circuit

Ignition systems can cause electrical shocks. Avoid contacting the ignition system components and wiring. Do not attempt to remove the valve covers when the engine is operating. The transformers are grounded to the valve covers. Personal injury or death may result and the ignition system will be damaged if the valve covers are removed during engine operation. The engine will not operate without the valve covers. NOTICE The air inlet, the cylinders, and the exhaust system can be filled with fuel when the gas supply is ON, the ignition system is disabled, and the engine is cranked. The unburned fuel can ignite unexpectedly and cause damage. Turn OFF the gas supply before you perform this step. A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Remove the valve cover for the suspect cylinder. C. Inspect the ignition harness for abrasion, exposed wires, or other damage. D. Disconnect the ignition harness from the transformer. Thoroughly inspect the 2-pin connector on the transformer. E. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.


F. Do not reconnect the transformer. Turn the engine control switch to the START position and observe the “Active Diagnostic” screen of Cat ET while you crank the engine. Expected Result: An “open circuit” diagnostic code is generated for the circuit with the disconnected transformer.

5. If the “short circuit” code is generated again, turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Replace the transformer. Make sure that you use the correct transformer for the G3500B Engine. 6. Clear all of the logged diagnostic codes. STOP.

Results:

• Yes – An “open circuit” diagnostic code was

• No – An “open circuit” diagnostic code was not

generated for the circuit with the disconnected transformer.

generated for the circuit with the disconnected transformer. The short circuit is in the internal ignition harness.

Repair: Perform the following steps:

Repair: Perform the following steps:

There is a strong electrical shock hazard when the crankshaft is rotating. Do not touch the wires that are associated with the ignition system when the engine is cranking or when the engine is running. NOTICE The air inlet, the cylinders, and the exhaust system can be filled with fuel when the gas supply is ON, the ignition system is disabled, and the engine is cranked. The unburned fuel can ignite unexpectedly and cause damage. Turn OFF the gas supply before you perform this step. 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Thoroughly inspect the 2-pin connectors for the internal ignition harness and the transformer. Refer to Troubleshooting, “Inspecting Electrical Connectors”. 3. Reconnect the internal ignition harness to the transformer. 4. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the START position and observe the “Active Diagnostic” screen of Cat ET while you crank the engine.

1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Remove the camshaft covers from the bank of the engine with the suspect cylinder. 3. Inspect the internal ignition harness for abrasion, exposed wires, or other damage. Repair the harness, when possible. Replace the harness, if necessary. STOP. i01755380

Ignition Transformers Secondary Circuit and Spark Plugs SMCS Code: 1561-038 System Operation Description: The ignition transformers initiate combustion by providing high voltage to the spark plugs. The positive output from the secondary circuit of the transformer is at the connection for the terminal of the transformer and the terminal of the spark plug. The transformers are located underneath the valve covers. Each transformer is grounded to a valve cover via a ground spring.


Note: Ignition transformers from Electronic Ignition Systems (EIS) are not interchangeable with the transformers in this engine. Caterpillar spark plugs are high voltage devices with internal resistors. The spark plugs operate at a voltage that is greater than 5,000 volts. Most ignition systems are not affected by resistance in the secondary circuit. If a measurement of the resistance is desired, a megohmmeter must be used. A low voltage multimeter will not provide a reliable reading of the resistance because oxidation of the spark plug’s internal components will affect the readings of those meters.

Test Step 1. Check the Status Screen of Cat ET for the Output of the Secondary Circuits of the Transformers A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Connect Cat ET to the service tool connector on the terminal box. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Set up two Status screens for Cat ET. Use eight of the following labels for parameters on each Status screen: Illustration 178

g00893879

Ignition transformer and spark plug (1) Ground spring (2) 2-pin connector (3) secondary spark plug terminal (4) Extension (5) O-ring seal (6) Hole in the spark plug’s precombustion chamber

The secondary circuit of the transformer provides an initial 8,000 to 37,000 volts to the spark plug. This voltage ionizes the spark plug gap. This voltage is then reduced to about 1000 volts. The total duration of the spark is approximately 400 microseconds. The Electronic Control Module (ECM) can diagnose the primary circuit of the ignition transformers for open circuits and/or for short circuits. Secondary open circuits and short circuits will not directly shut down the engine. However, these conditions may lead to misfire which can cause lugging of the engine. Lugging of the engine can cause a shutdown. Logged diagnostic codes provide an historical record. Before you begin this procedure, use the Caterpillar Electronic Technician (ET) to print the logged codes to a file.


• Not OK – At least one of the outputs displayed

Table 30

Parameters for the Status Screens on Cat ET Screen 1 Group 8

Screen 2 Group 9

“Cylinder #1 Transformer Secondary Output Voltage Percentage”
















a value of 0 percent or a value that is greater than 90 percent. The ignition system components require maintenance. Proceed to Test Step 2.

Test Step 2. Inspect the Transformer

Ignition systems can cause electrical shocks. Avoid contacting the ignition system components and wiring. Do not attempt to remove the valve covers when the engine is operating. The transformers are grounded to the valve covers. Personal injury or death may result and the ignition system will be damaged if the valve covers are removed during engine operation. The engine will not operate without the valve covers. A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

E. Start the engine. Apply the normal load at rated speed. Allow the engine to warm up to normal operating temperature. F. Observe the value of the output for the secondary circuit of each transformer. Expected Result: The displayed value of the output for the secondary circuit of each transformer is between 1 and 90 percent. Results:

• OK – The displayed value of the output for the secondary circuit of each transformer is between 1 and 90 percent. The ignition system components are operating properly. Repair: Investigate other possible root causes of the problem. Troubleshoot the symptom. Refer to Troubleshooting, “Troubleshooting Without A Diagnostic Code”. STOP.

Illustration 179

g00893893

(1) Valve cover (2) 2-pin connector

B. Remove the valve cover of the suspect cylinder. NOTICE Pulling on the wiring harness may break the wires. Do not pull on the wiring harness. C. Disconnect the ignition harness from the ignition transformer. Remove the transformer from the engine.


I. Clean any deposits from the inside of the extension. Use a 6V-7093 Brush with isopropyl alcohol. Expected Result: The transformer is in good condition. Results:

• OK – The transformer appears to be in good condition. Proceed to Test Step 3.

• Not OK – An inspection found a problem with the transformer. Repair: Repair the transformer, when possible. Replace the transformer, if necessary. Be sure to use the correct transformer for the G3500B Engine. Reset the control system. Restart the engine. Clear the logged codes. STOP.

Illustration 180 (1) (2) (3) (4) (5) (6)

g00715304

Test Step 3. Check the Primary Circuit and the Secondary Circuit

Screw Ground spring Spacer secondary terminal for the spark plug Extension O-ring seal

D. Inspect the body of the transformer and the ground spring for corrosion and/or damage. Verify that the screws for the ground spring are secure. E. Inspect the secondary terminal for the spark plug (4) inside the extension for corrosion and/or damage. F. Inspect the O-ring seal inside the extension for damage. G. Check for a secure connection between the transformer and the spark plug. Note: Punch through is caused by misfire in the engine that does not generate a diagnostic code. H. Check the extension near the spacer for signs of punch through (pin holes) and/or arcing. NOTICE The extension can be scratched and damaged with a wire brush. Do not use a wire brush on the extension.

Illustration 181

g00898121

Schematic for the primary circuit and the secondary circuit (1) (2) (3) (4) (5) (6) (7) (8) (9)

2-pin connector for the transformer + Terminal - Terminal Flyback diode Blocking diode Primary coil of the transformer Secondary coil of the transformer Plug resistor Spark plug gap

A. Measure the primary circuit by checking the voltage of the blocking diode.


Illustration 183

g00863850

Resistance versus temperature (Y) Resistance in ohms (X) Temperature in degrees celsius (degrees fahrenheit)

Illustration 182

g00898124

(10) + Terminal (11) - Terminal (12) Screw for the ground spring (13) Secondary terminal for the spark plug

a. Set the multimeter to the diode scale. Connect the multimeter leads to the terminals (10,11) of the 2-pin connector. The polarity of the leads is not important. Measure the voltage between the terminals. Record the measurement. b. Reverse the multimeter leads. Measure the voltage between the terminals again. Record the measurement. B. Measure the resistance of the secondary circuit.

a. Set the multimeter to the 40,000 ohm scale. Measure the resistance between the screw for the ground spring (12) and the connector for the spark plug (13). Expected Result: For the primary circuit, one of the voltage measurements is approximately 0.450 VDC. The other voltage measurement is infinite. For the secondary circuit, the resistance between the screw for the ground spring and the connector for the spark plug is within the acceptable tolerance. Results:

• OK – All three of the measurements are correct. Proceed to Test Step 4.

Note: The resistance of the secondary coil will vary with the temperature. Illustration 183 demonstrates the relationship between the secondary coil’s resistance and the temperature. A reading that is within 1000 ohms is acceptable. For example, if the transformer’s temperature is 60 C (140 F), the correct resistance is between 21,000 and 23,000 ohms.

• Not OK – At least one of the measurements is incorrect. Repair: Make sure that the engine control switch to the OFF/RESET position and the 16 amp circuit breaker for the ECM is OFF. Replace the ignition transformer. Make sure that you use the correct transformer for the G3500B Engine. STOP.

Test Step 4. Check the Spark Plug A. Switch the 16 amp circuit breaker for the ECM OFF.


D. Start the engine and operate the engine in order to generate the diagnostic code again. Expected Result: A diagnostic code is not generated. Results: Illustration 184

g00837850

Spark plug that has a precombustion chamber

• OK – A diagnostic code is not generated.

B. Perform the following procedures according to the instructions in the engine’s Operation and Maintenance Manual.

• Not OK – A diagnostic code is generated.

Proceed with normal operation. STOP. Proceed to Test Step 6.

a. Remove the spark plug from the cylinder head.

Test Step 6. Isolate the Spark Plug and the Transformer

b. Inspect the spark plug.

A. Switch the suspect transformer with a transformer from a different cylinder that is known to be good. Install the transformers. Install the valve covers.

c. Clean the spark plug. Note: For a spark plug with a precombustion chamber, the resistance cannot be measured. The minimum service life of a spark plug with a precombustion chamber is approximately 3000 service hours. The spark plug may be good for a considerable period beyond 3000 service hours. Experience at the particular site will help to determine the proper interval for replacement of the spark plug. Expected Result: The spark plug is in good condition.

B. Reset the control system. Clear any logged diagnostic codes. C. Start the engine and operate the engine in order to generate the diagnostic code again. Expected Result: The diagnostic code is generated for the suspect transformer. Results:

• Yes – The diagnostic code is generated for the

Results:

suspect transformer.

• OK – The spark plug is in good condition.

Repair: Make sure that the engine control switch to the OFF/RESET position and the 16 amp circuit breaker for the ECM is OFF. Replace the faulty transformer. Make sure that you use the correct transformer for the G3500B Engine. Reset the control system. Clear any logged diagnostic codes.


• Not OK – The spark plug is not in good condition. Repair: Discard the spark plug. Install a new spark plug according to the instructions in the engine’s Operation and Maintenance Manual. Reset the control system. Restart the engine. Clear the logged codes. STOP.

Test Step 5. Operate the Engine A. Install the spark plug according to the instructions in the engine’s Operation and Maintenance Manual. B. Install the transformer and the valve cover. C. Reset the control system. Clear any logged diagnostic codes.

STOP.

• No – The diagnostic code is generated for the original cylinder.

Repair: Make sure that the engine control switch to the OFF/RESET position and the 16 amp circuit breaker for the ECM is OFF. Install a new spark plug according to the instructions in Operation and Maintenance Manual, “Ignition System Spark Plugs - Check/Adjust/Replace”. Reset the control system. Clear any logged diagnostic codes. STOP.


i01746137

Inspecting Electrical Connectors SMCS Code: 1901-038 System Operation Description: Many of the troubleshooting procedures direct you to a specific electrical connector. Use the following test steps to help determine whether the connector is the cause of the problem. If a problem is found in a connector, repair the connector and verify that the problem is corrected. Intermittent electrical problems are often caused by poor connections. Always check for an active diagnostic code before you open any connection. Immediately after you reconnect the connector, check for codes again. Sometimes, simply disconnecting a connector and then reconnecting the connector can solve a problem. If this occurs, the following conditions are likely causes:

• Loose terminals • Bent terminals • Improperly crimped terminals • Improperly mated connectors • Moisture • Corrosion

Illustration 185

g00700045

The MS Connectors have a metal housing. The pins and the sockets are soldered to the electrical wires. The solder connections are usually protected by a chemical potting which prevents access to the solder point.

Illustration 186

g00700064

Deutsch connectors have a plastic housing. The pins and the sockets are crimped onto the electrical wires. The connector has a locking mechanism in order to hold the pins and the sockets. These connectors are repairable without cutting the wires.


g00700442

Illustration 187

Use the following test steps in order to thoroughly inspect the connectors and determine if the connectors are the cause of the problem.

Expected Result: All connectors are properly mated and free of damage.

Test Step 1. Check the Connectors. Results: A. Always turn the engine control switch to the OFF/RESET position before you inspect electrical conductors. Switch the 16 amp circuit breaker for the ECM OFF. B. For the MS connectors, make sure that the receptacle is turned fully in the clockwise direction. Check that the threading is properly aligned and securely mated. C. For the Deutsch HD connectors, make sure that the plug and the receptacle are aligned properly with the index markings. Make sure that the receptacle is turned fully in the clockwise direction. Verify that the receptacle is clicked into the locked position. Make sure that the two halves cannot be pulled apart. D. For the Deutsch DT style, make sure that the orange wedge is used in order to lock the pins. Check that the receptacle has clicked into the locked position. Make sure that the two halves cannot be pulled apart.

• OK – Proceed to test step 2. • Not OK Repair: Repair the connectors and/or replace the connectors. Reconnect all of the connectors. STOP.

Test Step 2. Check the Allen Head Screw on the ECM Connector. A. Ensure that the allen head screw is properly tightened. Be careful not to overtighten the screw and break the screw. B. When you connect the 70-pin connector to the Electronic Control Module (ECM), do not exceed 6 ± 1 N·m (55 ± 9 lb in) of torque on the screw. Expected Result: The ECM connector is secure and the allen head screw is properly torqued.


Results:

A. If there is an active diagnostic code that pertains to the circuit, perform the following steps:

• OK – Proceed to Test Step 3. • Not OK Repair: Repair the connector or replace the connector, as required. Verify that the repair eliminates the problem. STOP.

Test Step 3. Perform a Pull Test on Each Wire Connection. A. Each terminal and each connector should easily withstand 45 N (10 lb) of pull 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. B. The DT connectors use an orange wedge to lock the terminals in place. Ensure that the orange wedge is not missing and that the orange wedge is installed properly on the DT connectors. Note: Terminals should ALWAYS be crimped onto the wires by using a Crimp Tool. Do not solder terminals. Use the 1U-5804 Crimp Tool. 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 – Proceed to Test Step 4. • Not OK Repair: Repair the circuit. Verify that the repair eliminates the problem.

a. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. b. Connect the Caterpillar Electronic Technician (ET) to the service tool connector on the terminal box. c. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the “STOP” position. Then start the engine. Run the engine under normal operating conditions. d. Monitor the “Active Diagnostic Code” screen on Cat ET while you pull on all harnesses and connectors for the circuit with the active code. If the harness is being pulled and the active diagnostic code disappears, there is a problem in the wiring or the connector. B. If there are no active diagnostic codes that pertain to the circuit, perform the following test: a. Run the engine under normal operating conditions. b. Monitor the “Display Status” screen on Cat ET while you pull on all harnesses and connectors for the circuit. If the harness is being pulled and the reading changes erratically, there is a problem in the wiring or the connector. C. If there are no active diagnostic codes and there are complaints about intermittent changes in speed or power cutouts, perform the following test: a. Run the engine under normal operating conditions. b. Listen for speed burps or power cutouts while the wiring and/or the connectors are pulled.

STOP.

Test Step 4. Monitor the Electronic Service Tool While the Wiring and the Connectors Are Being Pulled.

If the harness is being pulled and the engine has a speed burp or a power cutout, there could be a problem in the wiring or the connector. Expected Result:

There is a strong electrical shock hazard when the crankshaft is rotating. Do not touch wires that are associated with the ignition transformer circuit when the engine is cranking or running.

The problem appears to be external to the harnesses and connectors. Pulling on the harness and the connectors has no effect on the active diagnostic code, component status, or engine performance.


Results:

Test Step 6. Check the Connectors for Moisture or Corrosion.

• OK – Proceed to Test Step 5. • Not OK Repair: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Repair the circuit. Verify that the repair eliminates the problem. STOP.

Test Step 5. Check Wires for Nicks or Abrasion in the Insulation. A. Turn the engine control switch to the “STOP” position. Allow the engine to coast to a stop. B. Turn the engine control switch to the “OFF/RESET” position. Switch the 16 amp circuit breaker for the ECM OFF. C. Carefully inspect each wire for signs of abrasion, nicks, or cuts. The following areas are likely locations:

• Places with exposed insulation

Illustration 188

g00690571

A. Ensure that the connector seals and the white sealing plugs are in place. If any of the seals or plugs are missing, replace the seal or plug. If necessary, replace the connector.

• Points with wiring that rubs against the engine • Places with wiring that rubs against a sharp point D. Check all of the hold down clamps for the harness in order to verify that the harness is properly clamped. Also, check all of the hold down clamps in order to verify that the harness is not compressed by the clamps. Pull back the harness sleeves in order to check for flattening of the wires by the clamps. Expected Result: The wires are free of abrasion, nicks, or cuts and the harness is properly clamped. Results: g00690568

• OK – Proceed to Test Step 6.

Illustration 189

• Not OK

B. Check all of the wiring harnesses in order to verify that the harness does not make a sharp bend out of a connector. This will deform the connector seal and this will create a path for the entrance of moisture.

Repair: Repair the wires or replace the wires, as required. Verify that the repair eliminates the problem. STOP.

Thoroughly inspect ECM J1/P1 and J2/P2 connectors for evidence of moisture entry.


Note: It is normal to see some minor seal abrasion on the ECM connector seals. Minor seal abrasion will not allow 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 repair is not made, the problem will recur. Simply drying the connector will not fix the problem. The following list includes likely paths for the entrance of moisture:

• Missing seals or plugs

Verify that the repair eliminates the problem by running the engine for several minutes and by checking 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 that have moisture. These wires may have moisture that is trapped inside the insulation. Verify that the repair eliminates the problem. STOP.

Test Step 7. Inspect the Connector Terminals.

• Improperly installed seals or plugs • Nicks in exposed insulation • Improperly mated connectors Moisture can also wick from one connector through the inside of a wire to the ECM connector. If moisture is found in the ECM connector, thoroughly check all connectors and wires on the harness that connects to the ECM. The ECM is not the source of the moisture. Do not replace an ECM if moisture is found in either ECM connector. Note: If corrosion is evident on 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. Do not use any cleaners that contain 1,1,1 trichloro-ethylene because 1,1,1 trichloro-ethylene may damage 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 – Proceed to Test Step 7. • Not OK Repair: Repair the terminals and/or replace the terminals, as required. Verify that the repair eliminates the problem.

Expected Result: STOP. All of the connectors are completely coupled and all of the seals are completely inserted. The harness and the wiring is free of corrosion, abrasion, and pinch points. Results:

• OK – Proceed to Test Step 7. • Not OK Repair: Repair the circuit. Ensure that all of the seals are properly in place and ensure that the connectors are completely coupled.


Test Step 8. Check the Individual Retention of the Pins and Sockets.

i01754840

Integrated Temperature Sensing Module (ITSM) SMCS Code: 1901-038 System Operation Description: The Integrated Temperature Sensing Module (ITSM) monitors K type thermocouples at each cylinder exhaust port and at the inlets and outlets for both turbochargers. The ITSM can also calculate the average temperature for each cylinder bank (left and right). Temperature readings of the thermocouples are available over the CAT Data Link for use by the Electronic Control Module (ECM) and other modules. The temperatures can be viewed on the Caterpillar Electronic Technician (ET). The ITSM generates event codes for each of the following programmable conditions:

Illustration 190

g00690572

Note: This is especially important for intermittent problems.

• High exhaust temperature • High deviation of an exhaust port temperature • Low deviation of an exhaust port temperature

A. One at a time, insert a new pin into each socket. Make sure that the pin is properly gripped by the socket.

• High inlet temperature to the turbocharger turbine • High outlet temperature from the turbocharger

B. One at a time, insert a new socket onto each pin. Make sure that the pin is properly gripped by the socket. Verify that the socket holds the pin when the connector hangs freely.

turbine

A diagnostic code is generated by the ITSM for the circuit of any thermocouple that is shorted to the +Battery side, shorted to ground, or open.

Expected Result: Each socket firmly grips each pin.

Logged diagnostic codes provide an historical record. Before you begin this procedure, use Cat ET to print the logged codes to a file.

Results:

• OK – The pins and sockets mate properly. STOP. • Not OK – The pins and sockets do not mate properly. Repair: Repair any bad pins and sockets. Replace the connectors, if necessary. Replace the wiring, if necessary. Verify that the repair eliminates the problem. STOP.

This troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved. Note: The 141-1957 Electronic Control (ITSM) will not function properly with a personality module date code that is dated after March 1998. Do not FLASH any software with a personality module date code that is dated after March 1998 into the 141-1957 Electronic Control.


Illustration 191

g00897802

Schematic for the circuit of the ITSM The ECM is connected to the ITSM via the J1/P1 connectors and the terminal box J5/P5 connectors. The J1/P1 and J5/P5 connectors are not shown. For the actual wiring, refer to the schematic for the engine electrical system.



Illustration 194

g00754888


• ECM J1/P1 connectors • J5/P5, J7 (if equipped), and J9/P9 (if equipped) connectors on the terminal box Illustration 192

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G3516 Engine cylinders (A) Inlet valve (B) Exhaust valve (C) Flywheel

Illustration 195

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Harness side of the ECM P1 connector (8) CAT data link + (9) CAT data link −

Illustration 193 Terminal box (1) ECM connectors J1/P1 (2) J5/P5 connectors for the ITSM (3) J7 connector (if equipped) (4) J9/P9 connector for the customer (if equipped)

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b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the ITSM.


g00754942

Illustration 196 Harness and thermocouples

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Illustration 197 Harness and connectors for the thermocouples (P40) Connector for the harness to the ITSM (1 through 16) Cylinders

Illustration 198

(17) Outlet for the right turbine (18) Outlet for the left turbine

g00894405

Connectors for the ITSM (1) J18/P18 connectors for the harness to the terminal box (2) J40/P40 connectors for the harness to the thermocouples

(19) Right turbine inlet (20) Left turbine inlet


g00894459

Illustration 199 Connectors for the harness from the ITSM to the terminal box (1) P5 connector to the terminal box

(2) P18 connector to the ITSM

c. Thoroughly inspect the J18/P18 connectors and the J40/P40 connectors. Carefully inspect the connectors for each of the thermocouples. Check the harnesses and wiring for abrasion and pinch points from each component to the ECM. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Results:



Repair: Perform the necessary repairs and/or replace parts, if necessary. Note that all of the wiring for the thermocouples must be K type. STOP.

Illustration 200

g00894400

Terminal box (1) ECM connectors J1/P1 (2) J5/P5 connectors for the ITSM (3) J7 connector for the Versatile Control Module (if equipped) (4) J9/P9 connector for the customer (if equipped)

Test Step 2. Use Cat ET to Check the Communications from the ITSM

B. Disconnect the terminal box J7/P7 and J9/P9 connectors (if equipped).

A. Connect Cat ET to the service tool connector on the terminal box.

C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Select the ITSM under the “File/Select ECM” menu of Cat ET. Access the “ITSM Configuration Parameter” screen. Observe the display. Expected Result: “V16,2 Turbos” is displayed in the “Value” column of the “ITSM Application Type”.


Test Step 3. Check the Continuity of the CAT Data Link

Results:

• OK – “V16,2 Turbos” is displayed in the “Value” column of the “ITSM Application Type”. The ITSM seems to be communicating properly. Repair: Before you continue, perform the following procedure in order to make sure that the CAT Data Link is OK:

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect the ECM J1/P1 connectors. C. Disconnect the ITSM J18/P18 connectors.

1. Reconnect the terminal box J7/P7 connectors (if equipped). Check Cat ET for an active “1042-09 Unable to communicate with ITSM” diagnostic code.

D. Use a multimeter to check for continuity of the circuits that are listed in Table 32: Table 32

2. Reconnect the terminal box J9/P9 connectors (if equipped). Check Cat ET again for an active 1042-09 diagnostic code.

Check for Continuity Connector and Terminal


P1-8

P18-J

If either connection activates the 1042-09 diagnostic code, troubleshoot the circuits of the CAT Data Link that are external to the terminal box. The terminals are listed in Table 31.

J23-D P18-J

J23-D

P1-9

P18-N J23-E

Table 31

J7/P7 and J9/P9 Connections for the CAT Data Link Terminal

Function

P7-E P9-c

CAT Data Link +

P7-M P9-g

CAT Data Link −

If no 1042-09 diagnostic code is generated, proceed to Test Step 3.

• Not OK – “V16,2 Turbos” is not displayed in the “Value” column of the “ITSM Application Type”. The ITSM is not communicating normally. Repair: Perform the following Steps: 1. Access the “Service/Configuration” screen of Cat ET. Select “Change” in the lower left corner of the “Configuration” screen. 2. Select “V16,2 Turbos” for a “New Value”. If the ITSM cannot be selected, ensure that the flash programming of the ITSM has been performed. This is normally only needed for a replacement ITSM. For instructions on flash programming of the ITSM, refer to Troubleshooting, “Replacing the ITSM”. If the original problem is not resolved, proceed to Test Step 3.

P18-N

J23-E

J23-D

Engine block

J23-E

Expected Result: The continuity of the circuits between the terminals is good. The continuity of the circuits between the terminals and the engine block are open. Results:

• OK – The continuity of the circuits between the terminals is good. The continuity of the circuits between the terminals and the engine block are open. Repair: If the original problem is not resolved, verify that voltage is supplied to the ITSM P18-A and P18-B terminal. Refer to the schematic of the engine electrical system and Troubleshooting, “Electrical Power Supply”. If the voltage supply is good but the ITSM does not communicate, replace the ITSM. Follow the instructions in Troubleshooting, “Replacing the ITSM”. STOP.


• Not OK – One or both of the following conditions are found: The continuity of any circuit between the ECM P1 connector, the service tool J23 connector, and the ITSM P18 connector is open. There is a short circuit to the engine block.

Test Step 5. Create an Open Circuit A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

Repair: Repair the wiring and/or the connectors. If necessary, replace the wiring and/or connectors. Ensure that all of the seals are properly installed. Ensure that the connectors are properly engaged. Verify that the repair has eliminated the original problem.

B. Disconnect the connector for the thermocouple with the short circuit diagnostic code.

STOP.

D. Access the “Active Diagnostic” screen for the ITSM on Cat ET. Allow a minimum of 30 seconds for any diagnostic codes to be generated.

Test Step 4. Verify the Active Diagnostic Codes


Expected Result: A. Access the “Active Diagnostic” screen for the ITSM on Cat ET. Determine if any of the following diagnostic codes for the thermocouples are active:

There is an active “open circuit” diagnostic code for the disconnected thermocouple. Results:

• 1489-03 through 1492-03 (“short to +batt”) • 1489-04 through 1492-04 (“short to ground”) • 1489-05 through 1492-05 (“open circuit”) • 1531-03 through 1546-03 (“short to +batt”) • 1531-04 through 1546-04 (“short to ground”) • 1531-05 through 1546-05 (“open circuit”) Expected Result: None of the above diagnostic codes for the thermocouples are active. Results:

• No Active Codes – None of the above diagnostic codes for the thermocouples are active. Repair: If any of the codes are logged, there may be an intermittent condition that is causing the codes to be generated. If the engine is not running properly, refer to Troubleshooting, “Troubleshooting Without a Diagnostic Code”. STOP.

• Active “short to ground” or “short to +batt” – At least one “short to ground” or “short to +batt” diagnostic code is active. Proceed to Test Step 5.

• Active “open circuit” – At least one “open circuit” diagnostic code is active. Proceed to Test Step 6.

• Yes – There is an active “open circuit” diagnostic code for the disconnected thermocouple. The ITSM and the harness are OK. Repair: Perform the following procedure: 1. Thoroughly inspect the thermocouple’s connectors. Ensure that the connectors and the seals are in good condition. 2. Reconnect the thermocouple’s connectors and check for an active short circuit diagnostic code. If the short circuit diagnostic code becomes active again, there is a problem with the thermocouple. 3. Disconnect the suspect thermocouple and connect a thermocouple that is known to be good. Do not install the thermocouple into the engine yet. 4. Check for an active short circuit diagnostic code. If the diagnostic code is not generated with the good thermocouple, remove the suspect thermocouple from the engine. Install the good thermocouple. 5. Clear the logged diagnostic codes. STOP.


• No – There is not an active “open circuit”

diagnostic code for the disconnected thermocouple. There is a short circuit between the harness for the thermocouple and the ITSM. Proceed to Test Step 7.

Test Step 6. Create a Short Circuit A. Fabricate a jumper wire that is approximately 100 to 150 mm (4 to 6 inches) long with Deutsch terminals on both ends. B. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. C. Disconnect the connector for the thermocouple with the open circuit diagnostic code. D. Install the jumper wire into terminal A and terminal B on the harness connector from the ITSM. E. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.

If the open circuit diagnostic code becomes active again, there is a problem with the thermocouple. 3. Disconnect the suspect thermocouple and connect a thermocouple that is known to be good. Do not install the good thermocouple into the engine yet. 4. Check for an active open circuit diagnostic code. If the diagnostic code is not generated with the good thermocouple, remove the suspect thermocouple from the engine. Install the good thermocouple. 5. Clear the logged diagnostic codes. STOP.

• No – When the jumper wire was installed, the

“open circuit” diagnostic code recurred. There is probably an open circuit in the harness between the ITSM and the connector for the thermocouple. Repair: Remove the jumper wire.

F. Access the “Active Diagnostic” screen for the ITSM on Cat ET. Allow a minimum of 30 seconds for any diagnostic codes to be generated. Observe the “Active Diagnostic” screen. G. Remove the jumper wire and observe the “Active Diagnostic” screen. Allow a minimum of 30 seconds for any diagnostic codes to be generated. Expected Result: When the jumper wire was installed, a “short circuit” diagnostic code was generated. When the jumper wire was removed, the “open circuit” diagnostic code recurred. Results:

• Yes – When the jumper wire was installed, a “short circuit” diagnostic code was generated. When the jumper wire was removed, the “open circuit” diagnostic code recurred. The ITSM and the harness are OK. Repair: Perform the following procedure: 1. Thoroughly inspect the thermocouple’s connectors. Ensure that the connectors and the seals are in good condition. 2. Reconnect the thermocouple’s connectors and check for an active open circuit diagnostic code.


Test Step 7. Check the ITSM A. Fabricate a jumper wire that is approximately 100 to 150 mm (4 to 6 inches) long with Deutsch terminals on both ends. B. Turn the engine control switch to the OFF/RESET position. Switch the circuit breaker for the ECM OFF. C. Disconnect the P40 plug from the ITSM. Thoroughly inspect the J40/P40 connectors. Ensure that the connectors are in good condition. D. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Note: When the J40/P40 connectors are disconnected, an active “open circuit” diagnostic code will be generated for all of the thermocouples that are associated with the ITSM. This is normal. Only pay attention to the diagnostic codes for the suspect thermocouple. E. Access the “Active Diagnostic” screen for the ITSM on Cat ET. Allow a minimum of 30 seconds for any diagnostic codes to be generated. Observe the “Active Diagnostic” screen.


F. Turn the engine control switch to the OFF/RESET position. Switch the circuit breaker for the ECM OFF. G. Install the jumper wire into the terminals for the suspect sensor on the J40 connector. For identification of the terminals, refer to Illustration 191. H. Switch the circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Observe the “Active Diagnostic” screen. Allow a minimum of 30 seconds for any diagnostic codes to be generated. Expected Result:

4. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. Observe the “Active Diagnostic” screen. Allow a minimum of 30 seconds for any diagnostic codes to be generated. 5. Verify that no diagnostic codes are generated with the good ITSM. 6. Turn the engine control switch to the OFF/RESET position. Switch the circuit breaker for the ECM OFF. 7. Reconnect the original ITSM to the P18 plug from the terminal box. Reconnect the P40 plug to the original ITSM.

When the J40/P40 connectors were disconnected, an “open circuit” diagnostic code was generated for the suspect sensor. When the jumper wire was installed, a “short circuit” diagnostic code was generated.

8. Verify that the diagnostic code recurs with the original ITSM.

Results:

STOP.

9. Replace the ITSM. See Troubleshooting, “Replacing the ITSM”.

• Yes – When the J40/P40 connectors were disconnected, an “open circuit” diagnostic code was generated for the suspect sensor. When the jumper wire was installed, a “short circuit” diagnostic code was generated. The ITSM is OK. There is a problem in the harness between the ITSM and the connector for the suspect thermocouple. Repair: Remove the jumper wire. Repair the harness, when possible. Replace the harness, if necessary. Clear the logged diagnostic codes and verify that the problem is resolved. STOP.

• No – Either of the following results or both of the results occurred: When the J40/P40 connectors were disconnected, an “open circuit” diagnostic code was not generated for the suspect sensor. When the jumper wire was installed, a “short circuit” diagnostic code was not generated. Repair: Perform the following procedure: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Remove the jumper wire. Disconnect the P18 connector from the ITSM. 3. Connect an ITSM that is known to be good to the P18 plug from the terminal box. Connect the P40 plug to the good ITSM. Make sure that the good ITSM has the correct flash programming. See Troubleshooting, “Replacing the ITSM”.

i01747684

Oxygen Sensor Buffer Supply SMCS Code: 1901-038 System Operation Description: The oxygen buffer uses an oxygen sensor in order to measure the concentration of oxygen in the engine exhaust. The oxygen buffer receives power from terminal 13 of the J2/P2 connector on the ECM. The return circuit is through terminal 23 of the J2/P2 connector. The buffer provides a power supply of 1.5 amperes and 10.5 volts between the positive VH and negative VH terminals in order to power a resistive type of heater in the oxygen sensor. After this heater raises the temperature of the sensing element to 700 C (1292 F), the buffer regulates the current from the positive IP terminal to the negative IP terminal. This keeps the voltage between the positive VS terminal and negative VS terminal relatively constant. The amount of current is a measure of the concentration of oxygen in the exhaust gases. The current will vary from 0 mA at 0 percent of oxygen to approximately 8.7 mA at 21 percent of oxygen. The oxygen buffer measures this current. The buffer converts the current to a Pulse Width Modulated signal (PWM) with a nominal frequency of 500 Hz. This signal is supplied to terminal 67 of the ECM J2/P2 connector.


The duty cycle of the PWM signal has a range of 30 to 65 percent. The 30 percent corresponds to 0 percent of oxygen and the 65 percent corresponds to 21 percent of oxygen. These values vary slightly between different buffers and sensors. Calibration is required for every new buffer. Calibration of the buffer is also required after every 1500 service hours. Some applications may require more frequent calibration or less frequent calibration. The oxygen buffer is equipped with a diagnostic circuit that detects the current which is provided to the heating element of the oxygen sensor. If this current is too low, the buffer assumes that the oxygen sensor has failed or the sensor is disconnected from the oxygen buffer. This will cause the PWM signal from the oxygen buffer to change to a duty cycle of approximately 15 percent. The ECM interprets this condition as a diagnostic condition. The ECM will generate a diagnostic code that can be viewed with the Caterpillar Electronic Technician (ET). The sensor provides a wet reading that is slightly lower than a dry reading. The wet reading is multiplied by a conversion factor of approximately 1.25 in order to obtain the reading that is displayed on Cat ET. This allows oxygen readings from Cat ET to be compared to dry readings from an emissions analyzer. The ECM uses the signal of the percent of oxygen for two functions:

• Make corrections for variation of fuel BTU. • Maintain desired emissions levels. If an incorrect signal is detected by the ECM, a diagnostic code is activated and compensation for fuel quality is disabled. Problems with the circuit for the oxygen signal must be repaired as soon as possible because of the effects on engine performance and emissions.


g00894718

Illustration 201 Schematic of the circuit for the oxygen buffer and the oxygen sensor


During operation, the oxygen sensor may reach temperatures that exceed 700 C (1292 F). Severe personal injury and property damage will result from contact with a hot oxygen sensor. Do not touch the sensor during engine operation, calibration, or testing. Allow the sensor to cool before moving the sensor. Wear gloves that resist heat. Do not place the sensor on or near any flammable material or any surface that can be damaged by high temperatures. A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Illustration 202


g00894811

(1) ECM connectors J2/P2 (2) J10/P10 connectors for the harness from the oxygen buffer

B. Thoroughly inspect the following connections:



Illustration 203

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Harness side of the ECM P2 connector (13) +24 Volt supply for the buffer (23) Return (53) Shield (67) Oxygen signal (PWM) Illustration 205

g00894840

(1) Oxygen sensor (2) Connectors for the oxygen sensor (3) Oxygen buffer (4) J651/P651 connectors for the harness from the terminal box (5) J652/P652 connectors for the harness to the oxygen sensor

c. Check the harness and wiring for abrasion and pinch points from the oxygen sensor to the ECM. Expected Result:

Illustration 204

g00894829


Harness side of the P10 connector (K) +24 Volt supply for the buffer (H) Shield (L) Return (M) Oxygen signal (PWM)

b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the oxygen buffer.

Results:


• Not OK – The components are not in good condition and/or at least one connection is improper. Repair: Perform the necessary repairs and/or replace parts, if necessary. Ensure that all of the seals are properly installed. Make sure that the connections are properly fastened. Verify that the repair has eliminated the problem. STOP.


Test Step 2. Check for Diagnostic Codes for the Oxygen Buffer

Test Step 3. Check the Supply Voltage for the Oxygen Buffer

A. Connect Cat ET to the service tool connector on the terminal box. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.


B. Access the “Logged Diagnostic Codes” screen on Cat ET. If the following codes are logged, clear the codes:

• 1088-05 Oxygen Sensor Power Supply open circuit

• 1088-06 Oxygen Sensor Power Supply short to ground C. Access the “Diagnostic Override” screen of Cat ET. Select “Diagnostics/Diagnostic Tests/Override Parameters”. D. Select “Oxygen Sensor Override” under the “Description” column. E. Select “Change” in the lower left corner of the screen. A popup window with the title “Change Parameter Value” will appear. F. Select a “New Value” of “On” and then select “OK”. Allow a minimum of ten seconds for the diagnostic codes to be activated. The oxygen buffer is now ON. The “Value” of the “Oxygen Sensor Override” should change to “On”. Note: After you exit the “Override Parameters” screen, the “Value” of the “Oxygen Sensor Override” is automatically changed to “OFF” when the engine control switch is not in the START position. G. Access the “Logged Diagnostic Codes” screen again. Look for the 1088-05 or 1088-06 diagnostic codes again. Expected Result: A 1088-05 or 1088-06 diagnostic code is logged. Results:

• Logged 1088-05 diagnostic code – The supply for the buffer has an open circuit or a short circuit to the +Battery side. Proceed to Test Step 3.

• Logged 1088-06 diagnostic code – The supply for the buffer has a short circuit to ground. Proceed to Test Step 5.

• No codes – The supply for the buffer is OK. STOP.

Illustration 206

g00894874

(1) P651 connector

B. Disconnect the P651 connector from the oxygen buffer. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Access the “Diagnostic Override” screen of Cat ET. Select “Diagnostics/Diagnostic Tests/Override Parameters”. E. Select “Change” in the lower left corner of the screen. F. Select a “New Value” of “On” and then select “OK”. The oxygen buffer is now ON. The status of the “Oxygen Sensor Override” should change to “On”. Wait for 65 seconds. Note: After you exit the “Override Parameters” screen, the status of the “Oxygen Sensor Override” is automatically changed to “OFF” when the engine control switch is not in the START position.


Test Step 4. Check the Voltage at the Terminal Box

Illustration 207

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P651 harness connector for the oxygen buffer (A) +24 Volt supply (B) Return

G. Measure the voltage between terminal “A” and terminal “B” of the P651 connector on the harness. Expected Result: The supply voltage for the oxygen buffer is greater than 18 VDC. Results: Illustration 208

• OK – The supply voltage for the oxygen buffer is greater than 18 VDC. The buffer is receiving the correct supply voltage. Repair: Reconnect the connectors. Determine whether the diagnostic code recurs. If the problem is not resolved, turn the engine control switch to the OFF/RESET position and switch the 16 amp circuit breaker for the ECM OFF. Replace the oxygen buffer. After you replace the buffer, calibrate the oxygen sensor. Follow the instructions in Troubleshooting, “Oxygen Sensor Calibrate”.

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(1) P10 connector for the harness from the oxygen buffer

A. Disconnect the P10 connector from the terminal box.

STOP.

• Not OK – The supply voltage is less than 18 VDC. Proceed to Test Step 4.

Illustration 209

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Side view of the terminal box and the J10 connector

B. Measure the voltage between terminals “K” and “L” on the J10 connector. Expected Result: The voltage is greater than 18 VDC.


Results:

• OK – The voltage is greater than 18 VDC. There is a problem with the harness between the terminal box and the oxygen buffer. Repair: Repair the harness, when possible. Replace the harness, if necessary.

The oxygen buffer is now ON. The status of the “Oxygen Sensor Override” should change to “On”. Wait for 65 seconds. Note: After you exit the “Override Parameters” screen, the status of the oxygen sensor is automatically changed to “OFF” when the engine control switch is not in the START position. H. Access the “Logged Diagnostic Codes” screen again. Look for the 1088-06 diagnostic code.

STOP.

• Not OK – The voltage is less than 18 VDC. Proceed to Test Step 6.

Expected Result:

Test Step 5. Disconnect the Oxygen Buffer and Check for a Short to Ground

There is a logged 1088-06 diagnostic code. Results:


• Yes – The supply for the buffer still has a short circuit. Proceed to Test Step 7.

• No – The supply for the buffer does not have a

short circuit when the buffer is disconnected. The harness to the buffer is OK. Repair: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Inspect the buffer J651 connector for corrosion and/or damage. Make repairs, as needed. If the condition is not resolved, replace the buffer. Be sure to calibrate the oxygen sensor after you replace the buffer. Refer to Troubleshooting, “Oxygen Sensor - Calibrate”.

STOP.

Illustration 210

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(1) P651 connector

B. Disconnect the P651 connector from the oxygen buffer. C. Turn the engine control switch to the STOP position. D. Access the “Logged Diagnostic Codes” screen on Cat ET. If a 1088-06 diagnostic code is logged, clear the code. E. Access the “Diagnostic Override” screen of Cat ET. Select “Diagnostics/Diagnostic Tests/Override Parameters”. F. Select “Change” in the lower left corner of the screen. G. Select a “New Value” of “On” and then select “OK”. Wait for a minimum of 65 seconds.

Test Step 6. Create a Short Circuit in the Harness A. Turn the engine control switch to the OFF/RESET position.


The oxygen buffer is now ON. The status of the “Oxygen Sensor Override” should change to “On”. Wait for 65 seconds. Note: After you exit the “Override Parameters” screen, the status of the oxygen sensor is automatically changed to “OFF” when the engine control switch is not in the START position. I. Access the “Logged Diagnostic Codes” screen again. Look for the 1088-05 diagnostic code. Expected Result: The 1088-05 diagnostic code is not logged when the circuit for the supply to the buffer is shorted by the jumper wire. Results:

• OK – The 1088-05 diagnostic code is not logged Illustration 211

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(1) P651 connector

B. Disconnect the P651 connector from the oxygen buffer.

when the circuit for the supply to the buffer is shorted by the jumper wire. The harness and the ECM are OK. Repair: Perform the following steps: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Inspect the J651 connector on the oxygen buffer for corrosion and other damage. Make repairs, as needed.

Illustration 212

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P651 harness connector for the oxygen buffer (A) +24 volt supply (B) Return

C. Install the ends of a jumper wire into terminals “A” and “B” of the P651 connector. D. Turn the engine control switch to the STOP position.

If the condition is not resolved, replace the oxygen buffer. Be sure to calibrate the oxygen sensor after you replace the buffer. Refer to Troubleshooting, “Oxygen Sensor - Calibrate”. STOP.

• Not OK – The 1088-05 diagnostic code is logged when the circuit for the supply to the buffer is shorted by the jumper wire. The ECM does not detect the short circuit. Proceed to Test Step 7.

E. Access the “Logged Diagnostic Codes” screen on Cat ET. If a 1088-05 diagnostic code is logged, clear the code.

Test Step 7. Check the Supply for the Oxygen Buffer at the ECM

F. Access the “Diagnostic Override” screen of Cat ET. Select “Diagnostics/Diagnostic Tests/Override Parameters”.


G. Select “Change” in the lower left corner of the screen. H. Select a “New Value” of “On” and then select “OK”. Wait for 65 seconds.


Note: After you exit the “Override Parameters” screen, the status of the oxygen sensor is automatically changed to “OFF” when the engine control switch is not in the START position.

Illustration 213

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Harness side of the ECM P2 connector (13) Supply for the buffer (23) Return Illustration 214

B. Use a 151-6320 Wire Removal Tool to remove terminals (P2-13) and (P2-23) of the ECM P2 connector. This will create an open circuit between the buffer and the ECM. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Access the “Logged Diagnostic Codes” screen on Cat ET. If a 1088-05 or 1088-06 diagnostic code is logged, clear the code.

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Harness side of the ECM P2 connector (2) Jumper wire (13) Supply for the buffer (23) Return

H. Install a jumper wire (2) into terminals (P2-13) and (P2-23). Pull on the jumper wire in order to verify proper installation. This will create a short circuit between the supply and the return of the buffer circuit. I. Access the “Logged Diagnostic Codes” screen again. Allow a minimum of ten seconds for any diagnostic codes to be activated. Look for the 1088-05 or 1088-06 diagnostic code.

E. Access the “Diagnostic Override” screen of Cat ET. Select “Diagnostics/Diagnostic Tests/Override Parameters”.

Expected Result:

F. Select “Change” in the lower left corner of the screen.

When an open circuit was created, a 1088-05 diagnostic code was activated.

G. Select a “New Value” of “On” and then select “OK”. Wait for a minimum of 65 seconds.

When a short circuit was created, a 1088-06 diagnostic code was activated.

The oxygen buffer is now ON. The status of the “Oxygen Sensor Override” should change to “On”. Wait for 65 seconds.


Results:

• Yes – When an open circuit was created in the P2 connector, a 1088-05 diagnostic code was activated. When a short circuit was created with the jumper wire in the P2 connector, a 1088-06 diagnostic code was activated. The ECM is OK. There is a problem in the harness between the ECM and the oxygen buffer. Repair: Perform the following procedure: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P2 connector. Reinstall the terminals into P2-12 and P2-23. Pull on the wires in order to verify proper installation of the terminals. Repair the harness, when possible. Replace the harness, if necessary. STOP.

• No – The ECM did not detect an open circuit and/or a short circuit. There may be a problem with the ECM. Repair: Perform the following procedure: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P2 connector. Reinstall the terminals into P2-12 and P2-23. Pull on the wires in order to verify proper installation of the terminals. It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following steps: Temporarily install a new ECM. Refer to Troubleshooting, “Replacing the ECM”. If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Refer to Troubleshooting, “Replacing the ECM”. STOP.

i01748331

Oxygen Sensor Signal SMCS Code: 1901-038 System Operation Description: The oxygen sensor is used by the oxygen buffer in order to measure the concentration of oxygen in the engine exhaust. The oxygen buffer receives power from terminal 13 of the J2/P2 connector on the Electronic Control Module (ECM). The return circuit is through terminal 23 of the J2/P2 connector. The buffer provides a power supply of 1.5 amperes and 10.5 volts between the positive VH and negative VH terminals in order to power a resistive type of heater in the oxygen sensor. After this heater raises the temperature of the sensing element to 700 C (1292 F), the buffer regulates the current from the positive IP terminal to the negative IP terminal. This keeps the voltage between the positive VS terminal and negative VS terminal relatively constant. The amount of current is a measure of the concentration of oxygen in the exhaust gases. The current will vary from 0 mA at 0 percent of oxygen to approximately 8.7 mA at 21 percent of oxygen. The oxygen buffer measures this current. The buffer converts the current to a Pulse Width Modulated signal (PWM) with a nominal frequency of 500 Hz. This signal is supplied to terminal 67 of the ECM J2/P2 connector. The duty cycle of the PWM signal has a range of 30 to 60 percent. The 30 percent corresponds to 0 percent of oxygen and the 60 percent corresponds to 21 percent of oxygen. These values vary slightly between different buffers and sensors. Calibration is required for every new buffer. Calibration of the buffer is also required after every 1500 service hours. Some applications may require more frequent calibration or less frequent calibration. The oxygen buffer is equipped with a diagnostic circuit that detects the current which is provided to the heating element of the oxygen sensor. If this current is too low, the buffer assumes that the oxygen sensor has failed or the sensor is disconnected from the oxygen buffer. This will cause the PWM signal from the oxygen buffer to change to a duty cycle of approximately 15 percent. The ECM interprets this condition as a diagnostic condition. The ECM will generate a diagnostic code that can be viewed with the Caterpillar Electronic Technician (ET).


The sensor provides a wet reading that is slightly lower than a dry reading. The wet reading is multiplied by a conversion factor of approximately 1.25 in order to obtain the reading that is displayed on Cat ET. This allows oxygen readings from Cat ET to be compared to dry readings from a meter such as a Teledyne meter. The ECM uses the signal of the percent of oxygen for two functions:

• Make corrections for variation of fuel BTU. • Maintain desired emissions levels. If an incorrect signal is detected by the ECM, a diagnostic code is generated and compensation for fuel quality is disabled. Problems with the circuit for the oxygen signal must be repaired as soon as possible because of the effects on engine performance and emissions.

Illustration 215

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Schematic of the circuit for the oxygen sensor and the oxygen buffer


During operation, the oxygen sensor may reach temperatures that exceed 700 C (1292 F). Severe personal injury and property damage will result from contact with a hot oxygen sensor. Do not touch the sensor during engine operation, calibration, or testing. Allow the sensor to cool before moving the sensor. Wear gloves that resist heat. Do not place the sensor on or near any flammable material or any surface that can be damaged by high temperatures.

A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Note: For the following steps, refer to Troubleshooting, “Inspecting Electrical Connectors”.


Illustration 218

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Harness side of the P10 connector (K) +24 volt supply for the buffer (H) Return (L) Return (M) Oxygen signal Illustration 216

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(1) ECM connectors J2/P2 (2) J10/P10 connector for the harness from the oxygen buffer

b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the oxygen sensor.

B. Thoroughly inspect the following connections:


Illustration 219

Illustration 217 Harness side of the ECM P2 connector (13) +24 volt supply for the buffer (23) Return (53) Return (67) Oxygen signal

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(1) Oxygen sensor (2) Connectors for the oxygen sensor (3) Oxygen buffer (4) J651/P651 connectors for the harness from the terminal box (5) J652/P652 connectors for the harness to the oxygen sensor

c. Check the harness and wiring for abrasion and pinch points from the oxygen sensor to the ECM.


Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points.

D. Access the “Diagnostic Override” screen of Cat ET. Select “Diagnostics/Diagnostic Tests/Override Parameters”. E. Select “Change” in the lower left corner of the screen.

Results:


• Not OK – At least one of the connectors, pins, or sockets are not connected properly. At least one of the connectors and/or the wiring has corrosion, abrasion, and/or pinch points.

F. Select a “New Value” of “On” and then select “OK”. The oxygen buffer is now ON. The status of the “Oxygen Sensor Override” should change to “On”. Wait for 65 seconds. Note: After you exit the “Override Parameters” screen, the status of the “Oxygen Sensor Override” is automatically changed to “OFF” when the engine control switch is not in the START position.


Test Step 2. Measure the Supply Voltage for the Heater at the Connector for the Oxygen Sensor A. Connect Cat ET to the service tool connector on the terminal box.

Illustration 221

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Harness connector for the oxygen sensor (A) VH+ (B) VH-

G. Measure the voltage between terminals “A” and “B” on the harness connector for the oxygen buffer. Expected Result: Illustration 220

g00895028

The voltage is greater than 9 VDC.

(1) Connector for the oxygen sensor

Results:

B. Disconnect the oxygen sensor from the engine harness.

• OK – The voltage is greater than 9 VDC. The


correct supply voltage for the heater of the oxygen sensor is present at the harness connector. Proceed to Test Step 3.


• Not OK – The voltage is less than 9 VDC. The

supply voltage for the heater of the oxygen sensor is not present at the harness connector. Proceed to Test Step 6.

Test Step 3. Check for Diagnostic Codes A. Access the “Logged Diagnostic Codes” screen on Cat ET. If the following codes are logged, clear the codes:

• 1086-09 Oxygen Sensor Element not communicating on link

• 1087-03 Oxygen Buffer Module short to +batt • 1087-08 Oxygen Buffer Module noisy signal • 1088-05 Oxygen Sensor Power Supply open circuit

• 1088-06 Oxygen Sensor Power Supply short to ground

B. Access the “Diagnostic Override” screen of Cat ET. Select “Diagnostics/Diagnostic Tests/Override Parameters”. C. Select “Change” in the lower left corner of the screen. D. Select a “New Value” of “On” and then select “OK”. The oxygen buffer is now ON. The status of the “Oxygen Sensor Override” should change to “On”. Wait for 65 seconds.

1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Inspect the connections and the harness from the oxygen buffer to the oxygen sensor. Look for corrosion and other damage. Refer to Troubleshooting, “Inspecting Electrical Connectors”. 3. Make repairs, as needed. If the connectors and the harness appear to be OK, install an oxygen sensor that is known to be good. Calibrate the oxygen sensor. Refer to Troubleshooting, “Oxygen Sensor - Calibrate”. 4. Verify that the condition is resolved with the new oxygen sensor. If the condition is not resolved, replace the oxygen buffer. Be sure to calibrate the oxygen sensor after you replace the buffer. Refer to Troubleshooting, “Oxygen Sensor - Calibrate”. STOP.

• Logged 1087-03 or 1087-08 Diagnostic Code – The PWM signal is noisy or the signal is missing. Proceed to Test Step 4.

• Logged 1088-05 or 1088-06 Diagnostic Code – There is a problem with the supply voltage for the oxygen buffer.

Repair: Refer to Troubleshooting, “Oxygen Sensor Buffer Supply”. STOP.

Note: After you exit the “Override Parameters” screen, the status of the “Oxygen Sensor Override” is automatically changed to “OFF” when the engine control switch is not in the START position. E. Access the “Logged Diagnostic Codes” screen again. Look for the following diagnostic codes again: 1086-09, 1087-03, 1087-08, 1088-05, and 1088-06.

• No Codes – The circuit for the oxygen sensor is OK. STOP.

Test Step 4. Check the Harness for Open Circuits and Short Circuits A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

Expected Result: At least one of the above diagnostic codes are logged. Results:

• Logged 1086-09 – A 1086-09 diagnostic code is active. Repair: Perform the following steps:

B. Disconnect the following connectors: J1/P1, J2/P2, and J651/P651. Thoroughly inspect all of the connectors for corrosion and/or moisture. Make repairs, if necessary.


g00895813

Illustration 222

P651 harness connector for the terminal box to the oxygen buffer (B) Return (C) Oxygen signal

C. Install the ends of a jumper wire into terminals “B” and “C” of the P651 connector. D. Use an ohmmeter to check for continuity between the terminals that are listed in Table 33. Table 33

Points to Check P2-67 Signal (1)

P2-23 Return

P2-67 Signal (2)

J1-69 −battery terminal Engine block P2-13 supply All of the remaining terminals in the P2 connector

(1) (2)

Check for continuity. Check for a short circuit.

Illustration 223

g00895866

B. Use a 151-6320 Wire Removal Tool to remove terminal P2-67 from the ECM P2 connector.

Expected Result: The resistance between terminals 67 and 23 of the P2 connector is less than 2 ohms. All of the other ohmmeter readings are greater than 20,000 ohms. Results:

• OK – The resistance between terminals 67 and 23 of the P2 connector is less than 2 ohms. All of the other ohmmeter readings are greater than 20,000 ohms. Proceed to Test Step 5.

• Not OK – There is a problem with the harness between the terminal box and the oxygen buffer. Repair: Repair the harness, when possible. Replace the harness, if necessary. STOP.

Test Step 5. Isolate the Oxygen Signal and Check the Signal at the ECM A. Remove the jumper wire from the P651 connector. Reconnect the J1/P1, J2/P2, and J651/P651 connectors.

Illustration 224

g00895873


C. Insert a 7X-1710 Multimeter Probe along terminal P2-23 of the ECM P2 connector. D. Use a multimeter that is capable of measuring the duty cycle and the frequency. Connect one lead of the multimeter to terminal that was removed from P2-67.

2. Reinstall the wire into terminal 67 of the ECM P2 connector. Pull on the wire in order to verify proper installation of the terminal. 3. Remove the 7X-1710 Multimeter Probe from terminal P2-23.

E. Connect the other multimeter lead to the 7X-1710 Multimeter Probe.

4. Turn the engine control switch to the STOP position. Clear all of the logged diagnostic codes.

F. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.

5. Turn ON the oxygen buffer. Use Cat ET to check for logged 1087-03 and 1087-08 diagnostic codes.

G. Access the “Diagnostic Override” screen of the Cat ET. Select “Diagnostics/Diagnostic Tests/Override Parameters”.

6. If either of the codes are present, replace the ECM according to Troubleshooting, “Replacing the ECM”.

H. Select “Change” in the lower left corner of the screen.

STOP.

I. Select a “New Value” of “On” and then select “OK”.

• Not OK – The harness is OK. However, the

oxygen signal is not present at the loose wire. Repair: Perform the following steps:

The oxygen buffer is now ON. The status of the “Oxygen Sensor Override” should change to “On”. Wait for 65 seconds. Note: After you exit the “Override Parameters” screen, the status of the “Oxygen Sensor Override” is automatically changed to “OFF” when the engine control switch is not in the START position. Note: Do not remove the wire from terminal 23 of the P2 connector. Use a 7X-1710 Multimeter Probe to make contact with terminal 23. J. Measure the signal between the wire that was removed from terminal 67 and terminal 23 (return) of the ECM P2 connector. Expected Result: The signal for the duty cycle is between 20 and 90 percent. The signal for the frequency is between 375 and 625 Hz. Results:

• OK – A valid oxygen signal is present at the loose wire. Repair: Perform the following steps: 1. Turn the engine control switch to the OFF/RESET position.

1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Reinstall the wire into terminal 67 of the ECM P2 connector. Pull on the wire in order to verify proper installation of the terminal. 3. Remove the 7X-1710 Multimeter Probe from terminal P2-23. 4. Install an oxygen buffer that is known to be good. 5. Verify that the condition has been resolved. If the condition is not resolved, replace the oxygen sensor. Be sure to calibrate the oxygen sensor after you replace the buffer and/or the sensor. Refer to Troubleshooting, “Oxygen Sensor - Calibrate”. STOP.

Test Step 6. Measure the Supply Voltage for the Heater at the Oxygen Buffer A. Turn the engine control switch to the OFF/RESET position.


Illustration 225

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(1) P652 connector for the harness to the oxygen sensor

B. Disconnect the P652 connector from the oxygen buffer. C. Turn the engine control switch to the STOP position.

Illustration 226

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J652 connector on the oxygen buffer (A) VH+ (B) VH−

G. Measure the voltage between terminals J652-A and J652-B on the oxygen buffer. Expected Result:

D. Access the “Diagnostic Override” screen of Cat ET. Select “Diagnostics/Diagnostic Tests/Override Parameters”.

The voltage is greater than 9 VDC. Results:

E. Select “Change” in the lower left corner of the screen. F. Select a “New Value” of “On” and then select “OK”. The oxygen buffer is now ON. The status of the “Oxygen Sensor Override” should change to “On”. Wait for 65 seconds.

• OK – The voltage is greater than 9 VDC. The correct supply voltage for the heater of the oxygen sensor is present at the oxygen buffer. There is a problem with the harness for the oxygen sensor. Repair: Repair the harness, when possible. Replace the harness, if necessary. STOP.

Note: After you exit the “Override Parameters” screen, the status of the “Oxygen Sensor Override” is automatically changed to “OFF” when the engine control switch is not in the START position.

• Not OK – The voltage is less than 9 VDC. The

correct supply voltage for the heater of the oxygen sensor is not present at the oxygen buffer. Proceed to Test Step 7.

Test Step 7. Check the Supply Voltage for the Oxygen Buffer A. Turn the engine control switch to the OFF/RESET position.


G. Measure the voltage between terminals “A” and “B” of the P651 connector on the harness. Expected Result: The voltage is greater than 18 VDC. Results:

• OK – The oxygen buffer is receiving the correct supply voltage for the heater in the oxygen sensor. However, the buffer is not sending the supply to the heater for the oxygen sensor. Repair: Perform the following procedures: Reconnect the J651/P651 connectors for the oxygen buffer. Repeat Test Step 2. If the condition is not resolved, replace the oxygen buffer. Be sure to calibrate the oxygen sensor after you replace the buffer. Illustration 227

g00895883

• Not OK – The oxygen buffer is not receiving

(1) P651 connector

B. Disconnect the P651 connectors from the oxygen buffer. C. Turn the engine control switch to the STOP position.

the correct supply voltage for the heater in the oxygen sensor. Proceed to Test Step 8.

Test Step 8. Check the Supply for the Oxygen Buffer at the ECM

D. Access the “Diagnostic Override” screen of Cat ET. Select “Diagnostics/Diagnostic Tests/Override Parameters”. E. Select “Change” in the lower left corner of the screen. F. Select a “New Value” of “On” and then select “OK”. The oxygen buffer is now ON. The status of the “Oxygen Sensor Override” should change to “On”. Wait for 65 seconds. Note: After you exit the “Override Parameters” screen, the status of the “Oxygen Sensor Override” is automatically changed to “OFF” when the engine control switch is not in the START position. Illustration 229

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(1) P10 connector for the harness from the oxygen buffer

A. Disconnect the P10 connector from the terminal box.

Illustration 228 P651 harness connector for the oxygen buffer (A) +24 volt supply (B) Return

g00894897


Illustration 230

g00894854

Illustration 231

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Side view of the terminal box and the J10 connector

(1) P651 connector

B. Measure the voltage between terminals “K” and “L” on the J10 connector.

B. Disconnect the P651 connector from the oxygen buffer.

Expected Result: The voltage is greater than 18 VDC. Results:

• OK – The voltage is greater than 18 VDC. There is a problem with the harness between the terminal box and the oxygen buffer.

Illustration 232

Repair: Repair the harness, when possible. Replace the harness, if necessary.

(A) +24 volt supply (B) Return

STOP.

• Not OK – The voltage is less than 18 VDC. Proceed to Test Step 9.

Test Step 9. Create a Short Circuit in the Harness A. Turn the engine control switch to the OFF/RESET position.

g00894897

P651 harness connector for the oxygen buffer

C. Install the ends of a jumper wire into terminals “A” and “B” of the P651 connector. D. Turn the engine control switch to the STOP position. E. Access the “Logged Diagnostic Codes” screen on Cat ET. If a 1088-05 diagnostic code is logged, clear the code. F. Access the “Diagnostic Override” screen of Cat ET. Select “Diagnostics/Diagnostic Tests/Override Parameters”. G. Select “Change” in the lower left corner of the screen. H. Select a “New Value” of “On” and then select “OK”. Wait for 65 seconds. The oxygen buffer is now ON. The status of the “Oxygen Sensor Override” should change to “On”. Wait for 65 seconds.


Note: After you exit the “Override Parameters” screen, the status of the oxygen sensor is automatically changed to “OFF” when the engine control switch is not in the START position. I. Access the “Logged Diagnostic Codes” screen again. Look for the 1088-05 diagnostic code. Expected Result: The 1088-05 diagnostic code is not logged when the circuit for the supply to the buffer is shorted by the jumper wire. Results:

• OK – The 1088-05 diagnostic code is not logged when the circuit for the supply to the buffer is shorted by the jumper wire. The harness and the ECM are OK. Repair: Perform the following steps: 1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Inspect the J651 connector on the oxygen buffer for corrosion and other damage. Make repairs, as needed. If the condition is not resolved, replace the oxygen buffer. Be sure to calibrate the oxygen sensor after you replace the buffer. Refer to Troubleshooting, “Oxygen Sensor - Calibrate”.

Illustration 233

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Harness side of the ECM P2 connector (13) +24 volt supply (23) Return

B. Use a 151-6320 Wire Removal Tool to remove terminals (P2-13) and (P2-23) from the ECM P2 connector.

STOP.

• Not OK – The 1088-05 diagnostic code is logged when the circuit for the supply to the buffer is shorted by the jumper wire. The ECM does not detect the short circuit. Proceed to Test Step 10.

Test Step 10. Check the Supply for the Oxygen Buffer at the ECM A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

This will create an open circuit between the buffer and the ECM. C. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. D. Access the “Logged Diagnostic Codes” screen on Cat ET. If a 1088-05 or 1088-06 diagnostic code is logged, clear the code. E. Access the “Diagnostic Override” screen of Cat ET. Select “Diagnostics/Diagnostic Tests/Override Parameters”. F. Select “Change” in the lower left corner of the screen. G. Select a “New Value” of “On” and then select “OK”. Wait for a minimum of 65 seconds. The oxygen buffer is now ON. The status of the “Oxygen Sensor Override” should change to “On”. Wait for 65 seconds.


Note: After you exit the “Override Parameters” screen, the status of the oxygen sensor is automatically changed to “OFF” when the engine control switch is not in the START position.

Results:

• Yes – When an open circuit was created in the P2 connector, a 1088-05 diagnostic code was activated. When a short circuit was created with the jumper wire in the P2 connector, a 1088-06 diagnostic code was activated. The ECM is OK. There is a problem in the harness between the ECM and the oxygen buffer. Repair: Perform the following procedure: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P2 connector. Reinstall the terminals into P2-12 and P2-23. Pull on the wires in order to verify proper installation of the terminals. Repair the harness, when possible. Replace the harness, if necessary. STOP.

• No – The ECM did not detect an open circuit and/or a short circuit. There may be a problem with the ECM. Illustration 234

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Harness side of the ECM P2 connector (2) Jumper wire (13) +24 volt supply (23) Return

H. Install a jumper wire (2) into terminals (P2-13) and (P2-23). Pull on the jumper wire in order to verify proper installation. This will create a short circuit between the supply and the return of the buffer circuit.

Repair: Perform the following procedure: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Use a 151-6320 Wire Removal Tool to remove the jumper wire from the P2 connector. Reinstall the terminals into P2-12 and P2-23. Pull on the wires in order to verify proper installation of the terminals.

I. Access the “Logged Diagnostic Codes” screen again. Allow a minimum of ten seconds for any diagnostic codes to be activated. Look for the 1088-05 or 1088-06 diagnostic code.

It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following steps:

Expected Result:

Temporarily install a new ECM. Refer to Troubleshooting, “Replacing the ECM”.

When an open circuit was created, a 1088-05 diagnostic code was activated. When a short circuit was created, a 1088-06 diagnostic code was activated.

If the problem is resolved with the new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Refer to Troubleshooting, “Replacing the ECM”. STOP.


i01748491

Prelubrication System SMCS Code: 1319-038 System Operation Description: The prelube system is an option. During the prestart, the Electronic Control Module (ECM) can energize the prelube pump before cranking the engine in order to provide lubrication to the engine bearings. The ECM uses the input from the prelube pressure switch in order to monitor the lubrication pressure. Closure of the pressure switch indicates that sufficient oil pressure has been achieved. After the pressure switch closes, the prelube pump can continue to operate for a programmable period of time (“Engine Pre-Lube Time Out Period”). The pump is de-energized when the process of prelubrication is completed. The “A” and “B” contacts of the prelube pressure switch close at a pressure of 9 ± 3 kPa (1.3 ± 0.4 psi). The “A” and “B” contacts of the prelube pressure switch open at a pressure of 7 kPa (1 psi).

For the prelube system to work, the “Engine Pre-Lube Time Out Period” must be programmed for a time period between 30 and 300 seconds. The range for the “Engine Pre-Lube Time Out Period” is 30 to 300 seconds. If the “Engine Pre-Lube Time Out Period” is not programmed for a time period between 30 and 300 seconds or if the engine is not equipped with the prelubrication function, the prelubrication is disabled. The engine will crank without the prelubrication. The following codes cannot be generated:

• E233 Low Engine Prelube Pressure • 338-05 Pre-Lube Relay open circuit • 338-06 Pre-Lube Relay short to ground • 339-05 Engine Pre-Lube Pressure Switch open circuit Note: To troubleshoot the circuit for the prelube relay, see Troubleshooting, “ECM Start/Stop Output”.

If the prelube pressure switch is closed before the prestart, the prelube pump will run for the programmed “Engine Pre-Lube Time Out Period”. If the ECM does not detect closure of the pressure switch within the programmed period of time, the ECM monitors the engine oil pressure sensor in order to determine whether lubrication has occurred. If the prelubrication does not occur, an “E233 Low Engine Prelube Pressure” event code is generated. The starting sequence is terminated. Under the following circumstances, the prelube pump is energized until the prelube pressure switch closes:

• The manual prelube switch is closed. • The emergency stop switch is open. • The engine speed is zero. The pump will operate until one of these conditions occur:

• The prelube pressure switch closes. • The manual prelube switch opens. • The emergency stop switch closes.

Illustration 235

g00895116

Schematic of the prelube system J1-30 and J1-31 are connected to the prelube pressure switch via the J12/P12 connectors on the terminal box. J1-56 is connected to the manual prelube switch via the J9/P9 connectors on the terminal box. The J12/P12 and J9/P9 connectors are not shown. For the actual wiring, refer to the schematic for the engine electrical system. Closure of the prelube pressure switch indicates that the lubrication pressure is acceptable. Closure of the manual prelube switch selects the operation of the prelube system.

Test Step 1. Check the Programming of the ECM and Check for the Proper Hardware A. Check the “Service/Configuration” screen on the Caterpillar Electronic Technician (ET). Verify that the time that is programmed for the “Engine Pre-Lube Time Out Period” parameter is between 30 and 300 seconds.


B. Verify that the following components are installed:

• Prelube pump

Results:

• Not OK – The “Engine Pre-Lube Time Out Period” parameter is not programmed for a time period between 30 and 300 seconds. All of the components are installed. The wiring is installed.

• Prelube pump relay • Prelube pressure switch

Repair: Program the “Engine Pre-Lube Time Out Period” for a time period between 30 and 300 seconds.

• Manual prelube switch

STOP.

• Not OK – The “Engine Pre-Lube Time Out Period” parameter is programmed for a time period between 30 and 300 seconds. None of the components are installed and/or the wiring is not installed. Repair: The engine is not equipped for the prelube system. The prelube system is an option that can be added. Program the “Engine Pre-Lube Time Out Period” for zero seconds. STOP.

• OK – The “Engine Pre-Lube Time Out Period” parameter is programmed for a time period between 30 and 300 seconds. All of the components are installed. The wiring is installed. Proceed to Test Step 2.


Illustration 236

g00895120

Harness sides of the P1 and P2 connectors (P1-30) (P1-31) (P1-56) (P2-12) (P2-22)

Prelube pressure switch Digital return Manual prelube switch Prelube relay Return

C. Verify that the wiring is present in the terminals that are shown in Illustration 236. Expected Result: The “Engine Pre-Lube Time Out Period” parameter is programmed for a time period between 30 and 300 seconds. All of the components are installed. The wiring is installed.


Table 34

Terminals for the Wiring of the Prelube System P1-30 Pressure switch P1-56 Manual switch P1-31 Return P2-12 Relay P2-22 Return J9-D Manual switch J12-R Return J12-T Pressure switch J15-A J15-B

Illustration 237

g00895134

(1) ECM connectors J2/P2 (2) ECM connectors J1/P1 (3) J15/P15 connectors for the prelube pump’s solenoid (4) J12/P12 connectors for the prelube pressure switch (5) J9/P9 connectors for the manual prelube switch

B. Check the terminals for the prelube pressure switch and the manual prelube switch. Thoroughly inspect each of the following connectors:

• ECM J1/P1 and J2/P2 connectors • J9/P9, J12/P12, and J15/P15 connectors on the terminal box

a. Check the torque of the Allen head screw for the ECM connector. The proper torque is 6 ± 1 N·m (55 ± 9 lb in). b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the prelube system. The wires are listed in Table 34.

c. Check the harness and wiring for abrasion and pinch points from the prelube pressure switch and the manual prelube switch to the ECM. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points. Results:



Test Step 3. Use Cat ET to Check for Logged Diagnostic Codes A. Connect Cat ET to the service tool connector on the terminal box. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. B. Observe the “Logged Diagnostic” screen on Cat ET. Look for these codes: 338-05 Pre-Lube Relay open circuit and 338-06 Pre-lube Relay short to ground. Expected Result: Neither of the codes are logged.


Results:

• E269 Customer Shutdown Requested

• OK – Neither of the codes are logged. Proceed

• E270 Driven Equipment Shutdown Requested

to Test Step 4.

• Not OK – One of the codes is logged. Repair: Refer to Troubleshooting, “ECM Start/Stop Output”.

A. Turn the engine control switch to the OFF/RESET position. B. Reconnect the wires to the terminals of the prelube pressure switch.

STOP.

Test Step 4. Check the Prelube Pressure Switch A. Turn the engine control switch to the OFF/RESET position. B. Disconnect the wires from the terminals of the prelube pressure switch. C. Measure the resistance between the terminals of the prelube pressure switch. D. Turn the engine control switch to the STOP position. Turn the manual prelube switch ON. Make sure that the prelube pump is ON. E. Measure the resistance between the terminals of the prelube pressure switch. Expected Result: When the prelube pump is OFF, the resistance is greater than 2000 ohms. When the prelube pump is ON, the resistance is less than 2 ohms. Results:

• OK – The resistance is correct. Proceed to test Step 5.

• Not OK – The resistance is not correct. The contacts of the prelube pressure switch are stuck in the closed position or the open position. Repair: Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM OFF. Replace the prelube pressure switch. STOP.

Test Step 5. Check the Circuit of the Prelube Pressure Switch Note: The following diagnostic codes and event codes may be logged during this test. The codes are caused by removing the P1-31 terminal. Reinstall the terminal and clear the codes after the test:

• 336-02 Incorrect ECS Switch inputs

Illustration 238

g00895145

Harness side of the P1 connector (30) Prelube pressure switch (31) Return

C. Use a 151-6320 Wire Removal Tool to remove terminals P1-30 and P1-31. D. Connect a multimeter to the terminals that were removed from the P1 connector. E. Measure the resistance of the prelube pressure switch. F. Turn the engine control switch to the STOP position. Turn the manual prelube switch ON. Make sure that the prelube pump is ON. G. Measure the resistance of the prelube pressure switch. Expected Result: When the prelube pump is OFF, the resistance is greater than 2000 ohms. When the prelube pump is ON, the resistance is less than 2 ohms.


Note: Excessive pressure can generate false “noisy signal” diagnostic codes.

Results:

• OK – The resistance is correct. The ECM is not reading the circuit for the prelube pressure switch correctly. Repair: Perform the following procedure: Turn the engine control switch to the OFF/RESET position. Insert terminals 30 and 31 into the P1 connector. Pull on the wires in order to verify that the terminals are fully inserted into the connector. Replace the ECM according to the instructions in Troubleshooting, “Replacing the ECM”. STOP.

• Not OK – The resistance is not correct. There is a short circuit or an open circuit in at least one of the wires for the prelube pressure switch.

If the actual inlet manifold air pressure is greater than approximately 338 kPa (49 psi), a “106-08 Air Inlet Pressure Sensor noisy signal” diagnostic code will be generated. Although there is not a problem with the sensor, the code will be generated. If the actual engine coolant pressure is greater than approximately 444 kPa (64 psi), a “109-08 Engine Coolant Outlet Pressure Sensor noisy signal” diagnostic code will be generated. Although there is not a problem with the sensor, the code will be generated. If a “106-08” or “109-08” diagnostic code is generated, measure the absolute pressure with a pressure gauge before you troubleshoot the sensor. If the pressure is actually too high, reduce the pressure in order to avoid activation of false diagnostic codes. Logged diagnostic codes provide an historical record. Before you begin this procedure, print the logged codes to a file.

Repair: Perform the following procedure: Turn the engine control switch to the OFF/RESET position. Insert terminals 30 and 31 into the P1 connector. Pull on the wires in order to verify that the terminals are fully inserted into the connector. Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM OFF. Repair the harness, when possible. Replace the harness, if necessary. STOP. i01754772

PWM Sensor SMCS Code: 1901-038 System Operation Description: The Electronic Control Module (ECM) supplies 8.0 ± 0.8 VDC to the following sensors:

• Engine coolant pressure (outlet) • Inlet manifold air pressure • Atmospheric pressure (if equipped) The ECM supplies 5.0 ± 0.5 VDC to the humidity sensor (if equipped).

This troubleshooting procedure may generate additional diagnostic codes. Keep your mind on correcting the cause of the original diagnostic code. Clear the diagnostic codes after the problem is resolved.


g00896182

Illustration 239 Schematic of the circuit for the PWM sensors


Illustration 240 (1) ECM connectors J2/P2 (2) ECM connectors J1/P1 (3) J12/P12 connectors for the PWM sensors

g00896222



• ECM J1/P1 connectors • ECM J2/P2 connectors • J12/P12 connectors on the terminal box a. Check the torque of the Allen head screw for the ECM connector. The proper torque is 6 ± 1 N·m (55 ± 9 lb in).

Illustration 243

g00896248

Harness side of the P12 connector (A) +5 volt supply (C) Return (D) Signal for atmospheric pressure (G) Signal for humidity (L) +8 volt supply (M) Signal for inlet manifold air pressure (N) Return (P) Signal for engine coolant pressure (outlet)

Illustration 241

g00896239

Harness sides of the ECM P1 connector

b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the PWM sensors.

(2) + 5 volt supply (3) Return (4) +8 volt supply (5) Return (10) Signal for inlet manifold air pressure (11) Signal for humidity (12) Signal for atmospheric pressure

Illustration 242 Harness sides of the ECM P2 connector (68) Signal for engine coolant pressure (outlet)

g00896241

Illustration 244 (1) Sensor for engine coolant pressure (outlet) (2) Sensor for inlet manifold air pressure

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g00896276

Illustration 245 (3) Sensor for humidity

(4) Sensor for atmospheric pressure

c. Check the harness and wiring for abrasion and pinch points from each of the PWM sensors to the ECM.

C. Observe the “Active Diagnostic” screen on Cat ET. Allow a minimum of thirty seconds for any codes to activate. Look for these codes:

Expected Result:

• 41-03 8 Volt DC Supply short to +batt


• 41-04 8 Volt DC Supply short to ground

Results:

• 262-04 5 volt Sensor DC Supply short to

• 262-03 5 Volt Sensor DC Supply short to +batt ground



Repair: Perform the necessary repairs and/or replace parts, if necessary.

Expected Result: There are no active “8 Volt DC Supply” diagnostic codes or “5 Volt Sensor DC Supply” diagnostic codes. Results:

• No codes – There are no active diagnostic codes STOP.

Test Step 2. Check for Active “8 Volt DC Supply” Diagnostic Codes and “5 Volt Sensor DC Supply” Diagnostic Codes

for the power supplies. Proceed to Test Step 3.

• Active code – There is an active diagnostic code for a power supply. This procedure will not work when this type of code is active.

A. Connect the Caterpillar Electronic Technician (ET) to the service tool connector on the terminal box.

Repair: Refer to Troubleshooting, “+8 V Sensor Voltage Supply”, or Troubleshooting, “+5 V Sensor Voltage Supply”.

B. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position.

STOP.


Test Step 3. Check for Active Diagnostic Codes for the PWM Sensors

C. Turn the engine control switch to the STOP position.

A. Turn on the “Active Diagnostic” screen on Cat ET. Determine if any of these diagnostic codes are active:

• 106-03 Air Inlet Pressure Sensor open/short to +batt

• 106-08 Air Inlet Pressure Sensor noisy signal • 109-03 Engine Coolant Outlet Pressure open/short to +batt

• 109-08 Engine Coolant Outlet Pressure noisy signal

• 1758-03 Specific Humidity Sensor open/short to +batt

• 1758-08 Specific Humidity Sensor noisy signal • 1759-03 Exhaust Back Pressure Sensor open/short to +batt

• 1759-08 Exhaust Back Pressure Sensor noisy signal Expected Result: One of the above codes is active. Results:

• Yes – At least one of the above diagnostic codes is active. Proceed to Test Step 4.

• No – None of the above codes are active. Repair: If any of the above codes are logged and the engine is not running properly, refer to Troubleshooting, “Troubleshooting Without a Diagnostic Code”. If the engine is running properly at this time, there may be an intermittent problem in the harness that is causing the codes to be logged. Refer to Troubleshooting, “Inspecting Electrical Connectors”. STOP.

Test Step 4. Verify the Supply Voltage to the Sensor A. Turn the engine control switch to the OFF/RESET position. B. Disconnect the suspect sensor.

Illustration 246

g00896288

Harness connector for the PWM sensors (A) +8 volt supply or +5 volt supply (B) Return

D. At the harness connector for the suspect sensor, measure the voltage between terminal “A” and terminal “B”. Expected Result: The voltage between terminal “A” and terminal “B” is +8.0 ± 0.4 VDC. If you are troubleshooting the humidity sensor, the voltage is +5.0 ± 0.5 VDC. Results:

• OK – The voltage is within the specification. The

correct voltage is present at the sensor connector. Proceed to Test Step 5.

• Not OK – The voltage is not within the specification. The correct voltage is not present at the sensor connector. The correct voltage must be present at the sensor connector in order to continue this procedure. The wiring problem may be inside the terminal box, or in the engine harness. Repair: Verify that the wiring and/or connectors are OK. Repair any faulty wiring and/or connectors, when possible. Replace any faulty wiring and/or connectors, if necessary. Refer to Troubleshooting, “Inspecting Electrical Connectors”. STOP.


Test Step 5. Verify that +Battery Voltage is Not Present in the Signal Wire

C. Use a multimeter that is capable of measuring both the duty cycle and the frequency. Connect the multimeter to terminal “B” and terminal “C” of the breakout t. D. Turn the engine control switch to the STOP position. E. Measure the duty cycle and the frequency of the suspect sensor.

Illustration 247

g00896299

Harness connector for the PWM sensors (B) Return (C) Signal

A. At the harness connector for the suspect sensor, measure the voltage between terminal “B” and terminal “C”. Expected Result: The voltage is between 7.0 and 8.0 volts. Results:

• OK – The voltage is between 7.0 and 8.0 volts. The +Battery voltage is not present in the signal wire. Proceed to Test Step 6.

• Not OK – The voltage is approximately equal to the Battery voltage. The signal wire is probably shorted to the +Battery between the sensor and the ECM. Repair: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Repair the harness, when possible. Replace the harness, if necessary. STOP.

• Not OK – The voltage is approximately 0 volts.

Expected Result: The duty cycle is between 5 percent and 95 percent for the engine coolant pressure sensor, the inlet manifold pressure sensor, or the atmospheric pressure sensor. The duty cycle is between 10 and 90 percent for the humidity sensor. The frequency is between 400 and 600 Hz. Results:

• OK – The duty cycle is between 5 percent and 95 percent for the engine coolant pressure sensor, the inlet manifold pressure sensor, or the atmospheric pressure sensor. The duty cycle is between 10 and 90 percent for the humidity sensor. The frequency is between 400 and 600 Hz. A valid signal is produced by the sensor. Proceed to Test Step 7.

• Not OK – The duty cycle or the frequency is incorrect. The sensor is receiving the correct supply voltage but the sensor is not producing a valid signal. Repair: Perform the following steps: 1. Thoroughly inspect the connector for the sensor according to Troubleshooting, “Inspecting Electrical Connectors”.

The signal wire is probably shorted to ground between the sensor and the ECM.

2. Check the duty cycle and the frequency of the sensor signal again.

Repair: Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Repair the harness, when possible. Replace the harness, if necessary.

3. If the duty cycle and the frequency of the sensor signal are incorrect, turn the engine control switch to the OFF/RESET position.

STOP.

4. Disconnect the sensor. Connect a sensor that is known to be good. Do not install the new sensor into the engine yet.

Test Step 6. Check the Signal at the Sensor A. Turn the engine control switch to the OFF/RESET position. B. Install a 8T-8726 Adapter Cable As (Three-Pin Breakout) at the harness connector for the suspect sensor.

5. Turn the engine control switch to the OFF/RESET position. 6. Turn the engine control switch to the STOP position. Allow a minimum of 30 seconds for any codes to activate.


7. Check for an active diagnostic code. If the code is not active for the new sensor, install the sensor into the engine. Clear any logged diagnostic codes.

The terminals for the connection of the probes are identified in Table 35. Table 35

Terminals for the Connection of the Probes

STOP.

Test Step 7. Check the Signal at the ECM A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF.

Suspect Sensor

Connector and Terminals

Engine coolant pressure (outlet)

J2-68 and J1-5

Inlet manifold air pressure

J1-10 and J1-5

Atmospheric pressure

J1-12 and J1-5

Humidity

J1-11 and J1-3

C. Use a multimeter that is capable of measuring both the duty cycle and the frequency. Connect the multimeter to the probes. D. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. E. Measure the duty cycle and the frequency of the suspect sensor. Expected Result: The duty cycle is between 5 percent and 95 percent for the engine coolant pressure sensor, the inlet manifold pressure sensor, or the atmospheric pressure sensor. The duty cycle is between 10 and 90 percent for the humidity sensor. Results:

• OK – The duty cycle is between 5 percent and 95 percent for the engine coolant pressure sensor, the inlet manifold pressure sensor, or the atmospheric pressure sensor. The duty cycle is between 10 and 90 percent for the humidity sensor. The frequency is between 400 and 600 Hz. The ECM is receiving a valid signal from the sensor. Repair: Perform the following steps: Illustration 248

g00896482

Harness side of the ECM P1 and P2 connectors (1) P1 connector (2) P2 connector (P1-3) Return (P1-5) Return (P1-10) Signal for inlet manifold air pressure (P1-11) Signal for humidity (P1-12) Signal for atmospheric pressure (P2-68) Signal for engine coolant pressure (outlet)

B. Insert two 7X-1710 Multimeter Probes into the terminals that are appropriate for the suspect sensor.

1. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. 2. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. 3. Check “Status Screen Group 2” on Cat ET. Look for a valid signal.


It is possible that the actual air inlet pressure is less than the pressure that can be measured by the sensor during low idle operation (26.7 kPa (3.87 psi)). This causes the ECM to set the 106-03 diagnostic code although there is no short circuit to the +Battery side. In this case, adjust the derivative gain and the fuel quality in order to make the engine more stable at low idle. Refer to Troubleshooting, “System Configuration Parameters”. Otherwise, verify that the ECM is receiving the correct voltage. Refer to Troubleshooting, “Electrical Power Supply”. If the condition is not resolved, install a known good ECM according to Troubleshooting, “Replacing the ECM”. Verify that the problem is resolved. STOP.

• Not OK – The duty cycle or the frequency is incorrect. The sensor is producing a valid signal but the signal does not reach the ECM. There is a problem in the harness between the sensor and the ECM. Repair: Repair the harness, when possible. Replace the harness, if necessary. STOP. i01748742

Throttle Actuator Solenoid SMCS Code: 1901-038 System Operation Description: The Electronic Control Module (ECM) controls the throttle actuator by adjusting current flow through the actuator’s solenoid. The 1440-05 diagnostic code is probably caused by a problem with an electrical connector or an open circuit in a harness. Under certain circumstances, the 1440-05 diagnostic code can occur if the low side wire is shorted to ground. The next likely cause is an open circuit inside the actuator solenoid. The least likely cause is a problem with the ECM. The 1440-06 diagnostic code is probably caused by a short circuit in a harness or a problem with an electrical connector. The next likely cause is a short circuit inside the actuator solenoid. The least likely cause is a problem with the ECM.


g00895170

Illustration 249 Schematic of the circuit for the throttle actuator



Note: This Test Step is important for troubleshooting a problem with instability. A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Note: For the following steps, refer to Troubleshooting, “Inspecting Electrical Connectors”.

Illustration 251 Harness side of the ECM P2 connector Illustration 250

g00895184

(1) ECM connectors J2/P2 (2) J10/P10 connector for the harness from the throttle actuator (3) 16 amp circuit breaker


• J2/P2 ECM connectors • J10/P10 connectors on the terminal box

(63) High side wire for the throttle actuator (64) Low side wire for the throttle actuator

g00895195




Test Step 2. Check the Solenoid and Harnesses for an Open Circuit

Illustration 252

g00895202


A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. B. Disconnect connector P2 from the ECM.

(C) High side wire for the throttle actuator (D) Low side wire for the throttle actuator

b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the throttle actuator.

Illustration 254

g00895267

ECM side of connector P2 (P2-63) High side wire for the throttle actuator (P2-64) Low side wire for the throttle actuator

Illustration 253

g00895192

(4) Throttle actuator (5) J518/P518 connectors for the throttle actuator

c. Thoroughly inspect the connectors (J518/P518) for the throttle actuator for moisture and contamination. Check the harness and wiring for abrasion and pinch points from the throttle actuator to the ECM.

C. Measure the resistance between P2 terminal (63) and terminal (64). During this measurement, wiggle the harnesses in order to check for an intermittent problem with the harness. Be sure to wiggle the harnesses near each of the connectors. Expected Result: The resistance is between 5.0 and 20.6 ohms.

Expected Result:

Results:

All of the connectors and terminals are connected properly. The connectors are free of moisture and corrosion. The connectors and the wiring are free of corrosion, abrasion, and pinch points.

• OK – The resistance is between 5.0 and 20.6

Results:

• OK – The components are in good condition with

proper connections. If you are troubleshooting a 1440-05 diagnostic code, proceed to Test Step 2. If you are troubleshooting a 1440-06 diagnostic code, proceed to Test Step 8.

ohms. The solenoid and wiring appear to be OK. The low side wire may have a short to ground, or the ECM may have a problem. Proceed to Test Step 3.

• Not OK – The resistance is higher than 20.6

ohms. There is a problem with a connector and/or the wiring for the solenoid, or the solenoid may have a problem. Proceed to Test Step 6.


Test Step 3. Check All of the Low Side Wiring for a Short to Ground

Test Step 4. Check the Low Side Wiring inside the Engine Harness for a Short to Ground

A. Verify that harness connector P2 is disconnected from the ECM.

Illustration 256

g00894848

(1) P10 connector for the harness from the throttle actuator

A. Disconnect connector P10 from the terminal box.

Illustration 255

g00895270

ECM side of connector P2 (1) Ground strap for the ECM (P2-64) Low side wire for the throttle actuator

B. Measure the resistance between the ground strap for the ECM and P2 terminal (64). During this measurement, wiggle the harnesses in order to check for an intermittent problem with the harness. Be sure to wiggle the harnesses near each of the connectors. Expected Result: The resistance is greater than 20,000 ohms. Results:

• OK – The resistance measurement is greater than 20,000 ohms. The low side wire for the throttle actuator appears to be OK. Proceed to Test Step 12.

• Not OK – The resistance measurement is less than 20,000 ohms. There is a problem with the low side wire for the throttle actuator. Proceed to Test Step 4.


• Not OK – The resistance measurement is less

than 20,000 ohms. The low side wire inside the engine harness may have a problem, or there may be a problem with the solenoid. Proceed to Test Step 5.

Test Step 5. Check the Solenoid for an Internal Short Circuit A. Disconnect connector P518 from the throttle actuator.

Illustration 258

g00895288

Throttle actuator (1) Shell (2) J518-B

B. Measure the resistance between terminal J518-B and the connector’s shell. Illustration 257

g00895280

Harness connector P10 (1) Ground Strap for the ECM (P10-D) Low side wire for the throttle actuator

B. Measure the resistance between the ground strap for the ECM and terminal P10-D. During this measurement, wiggle the harnesses in order to check for an intermittent problem with the harness. Be sure to wiggle the harnesses near each of the connectors. Expected Result: The resistance is greater than 20,000 ohms. Results:

• OK – The resistance measurement is greater

than 20,000 ohms. The low side wire inside the engine harness appears to be OK. The low side wire inside the terminal box may have a problem. There may be a problem with a connector.

Expected Result: The resistance is greater than 20,000 ohms. Results:

• OK – The resistance is greater than 20,000

ohms. The solenoid does not have an internal short circuit. The low side wire inside the engine harness has a short to ground. Repair: Repair the engine harness or connectors, when possible. Replace the harness, if necessary. STOP.

• Not OK – The resistance is less than 20,000 ohms. The solenoid has an internal short circuit. Repair: Replace the solenoid. Refer to Operation and Maintenance Manual, “Electrohydraulic Actuator - Recondition”. STOP.

Repair: Repair the harness and/or the connector, when possible. Replace the harness, if necessary.

Test Step 6. Check the Engine Harness and the Solenoid for an Open Circuit

STOP.

A. Disconnect connector P10 from the terminal box.


Illustration 259

g00895298

Illustration 260

g00895313


Throttle actuator

(P10-C) High side wire for the throttle actuator (P10-D) Low side wire for the throttle actuator

(1) J518-A (2) J518-B

B. Measure the resistance between P10 terminal (C) and terminal (D). During this measurement, wiggle the harnesses in order to check for an intermittent problem with the harness. Be sure to wiggle the harnesses near each of the connectors.

B. Measure the resistance between terminals (A) and (B) on the throttle actuator’s connector.

Expected Result:

Results:

The resistance is between 5.0 and 20.6 ohms.

• OK – The resistance of the solenoid is between

Results:


ohms. The engine harness and the solenoid appear to be OK. The wiring inside the terminal box or the terminal box’s connectors may have a problem.

Expected Result: The resistance is between 5.0 and 10.3 ohms.

5.0 and 10.3 ohms. The solenoid does not have an open circuit. There is an open circuit in the engine harness. There may be a problem with a connector. Repair: Repair the engine harness or connectors, when possible. Replace the harness, if necessary. STOP.

Repair: Repair the wiring and/or connectors, when possible. Replace the wiring, if necessary. STOP.

• Not OK – The resistance is greater than 20.6 ohms. There is a problem with the engine harness or the solenoid. Proceed to Test Step 7.

Test Step 7. Check the Solenoid for an Open Circuit A. Disconnect connector P518 from the throttle actuator.

• Not OK – The resistance of the solenoid is higher than 10.3 ohms. The resistance of the solenoid is incorrect. The solenoid has an open circuit. Repair: Replace the solenoid. Refer to Operation and Maintenance Manual, “Electrohydraulic Actuator - Recondition”. STOP.

Test Step 8. Check all of the Wiring and the Solenoid for a Short Circuit A. Disconnect connector P2 from the ECM.


Illustration 261

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Illustration 262

g00895298

ECM side of connector P2


(P2-63) High side wire for the throttle actuator (P2-64) Low side wire for the throttle actuator

(P10-C) High side wire for the throttle actuator (P10-D) Low side wire for the throttle actuator

B. Measure the resistance between P2 terminal (63) and terminal (64). During this measurement, wiggle the harnesses in order to check for an intermittent problem with the harness. Be sure to wiggle the harnesses near each of the connectors.

B. Measure the resistance between harness connector P10 terminal (C) and terminal (D). During this measurement, wiggle the harnesses in order to check for an intermittent problem with the harness. Be sure to wiggle the harnesses near each of the connectors.

Expected Result:

Expected Result:



Results:

Results:



ohms. The solenoid and wiring do not have a short circuit. Proceed to Test Step 11.

• Not OK – The resistance is less than 5.0 ohms.

ohms. The engine harness and the solenoid appear to be OK. The wiring inside the terminal box has a problem. There may be a problem with a connector.

There is a problem with a connector and/or the wiring, or the solenoid has a problem. Proceed to Test Step 9.

Repair: Repair the wiring and/or the connector, when possible. Replace the harness, if necessary.

Test Step 9. Check the Engine Harness and the Solenoid for a Short Circuit

STOP.

• Not OK – The resistance is lower than 5.0 ohms. A. Disconnect connector P10 from the terminal box.

There is a problem with the engine harness or the solenoid. Proceed to Test Step 10.

Test Step 10. Check the Solenoid for a Short Circuit A. Disconnect connector P518 from the throttle actuator.


Illustration 263

g00895313

Throttle actuator (1) J518-A (2) J518-B

B. Measure the resistance between terminals (A) and (B) on the throttle actuator’s connector. Expected Result: The resistance is between 5.0 and 10.3 ohms. Results: Illustration 264

• OK – The resistance of the solenoid is between

g00895195


5.0 and 10.3 ohms. The solenoid does not have a problem. The engine harness appears to have a short circuit.

(63) High side wire for the throttle actuator (64) Low side wire for the throttle actuator

Repair: Repair the engine harness or connectors, when possible. Replace the harness, if necessary.

C. Use a 151-6320 Wire Removal Tool to remove terminal (63) and terminal (64) from harness connector P2. This will replace the wiring for the throttle actuator with an open circuit.

STOP.

• Not OK – The resistance of the solenoid is lower than 5.0 ohms. The resistance of the solenoid is incorrect.

Repair: Replace the solenoid. Refer to Operation and Maintenance Manual, “Electrohydraulic Actuator - Recondition”. STOP.

Test Step 11. Create an Open Circuit and Check the Operation of the ECM A. Prevent fuel from entering the engine. Verify that the gas supply to the engine is OFF.

D. Switch the 16 amp circuit breaker for the ECM ON. E. If a 1440-05 diagnostic code and/or a 1440-06 diagnostic code is logged, clear the code. F. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes. Then turn the engine control switch to the STOP position. G. Observe the “Active Diagnostic” screen on the Caterpillar Electronic Technician (ET). Look for a 1440-05 diagnostic code. Expected Result:

B. Verify that the engine control switch is in the OFF/RESET position. Verify that the 16 amp circuit breaker for the ECM is OFF.

A 1440-05 diagnostic code is activated.


Results:

• OK – When an open circuit was created, a 1440-05 diagnostic code was activated. The ECM is operating correctly. The problem appears to be resolved. The initial diagnostic code was probably caused by a poor electrical connection. Repair: Perform the following procedure: Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM OFF. Reinstall the terminals that were removed from connector P2. Pull on the wires in order to verify proper installation of the terminals. Reconnect all of the connectors. Verify that the problem is resolved. STOP.

• Not OK – When an open circuit was created, a 1440-05 diagnostic code was not activated. The ECM may have a problem. Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following procedure: Temporarily install a new ECM. Refer to Troubleshooting, “Replacing the ECM”. If the problem is resolved with a new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Follow the instructions in Troubleshooting, “Replacing the ECM”.

Illustration 265

g00895195

Harness side of the ECM P2 connector (63) High side wire for the throttle actuator (64) Low side wire for the throttle actuator

C. Use a 151-6320 Wire Removal Tool to remove terminal (63) and terminal (64) from harness connector P2. D. Fabricate a jumper wire with Deutsch sockets on the ends. Insert one end of the jumper wire into the open terminal 63 of the P2 connector. Verify that the socket is making contact with pin 63 in the J2 connector.

STOP.

Test Step 12. Create a Short Circuit and Check the Operation of the ECM A. Prevent fuel from entering the engine. Verify that the gas supply to the engine is OFF. B. Verify that the engine control switch is in the OFF/RESET position. Verify that the 16 amp circuit breaker for the ECM is OFF.

E. Insert the other end of the jumper wire into the open terminal 64 of the P2 connector. Verify that the socket is making contact with pin 64 in the J2 connector. This will replace the wiring for the throttle actuator with a short circuit. F. Switch the 16 amp circuit breaker for the ECM ON. G. If a 1440-05 diagnostic code and/or a 1440-06 diagnostic code is logged, clear the code. H. Turn the engine control switch to the START position and crank the engine. Allow a minimum of 30 seconds for the generation of any codes. Then turn the engine control switch to the STOP position. I. Observe the “Active Diagnostic” screen on Cat ET. Look for a 1440-06 diagnostic code.


Expected Result: A 1440-06 diagnostic code is activated. Results:

• OK – When the wiring for the throttle actuator

was replaced with a short circuit, a 1440-06 diagnostic code was activated by the ECM. The ECM is operating correctly. The problem appears to be resolved. The initial diagnostic code was probably caused by a poor electrical connection. Repair: Perform the following procedure: Turn the engine control switch to the OFF position. Switch the 16 amp circuit breaker for the ECM OFF. Remove the jumper wire from the P2 connector. Reinstall the terminals that were removed from connector P2. Pull on the wires in order to verify proper installation of the terminals. Reconnect all of the connectors. Verify that the problem is resolved. STOP.

• Not OK – When the wiring for the throttle actuator is replaced with a short circuit, a 1440-06 diagnostic code is not activated by the ECM. The ECM may have a problem. Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the problem is not resolved, perform the following procedure: Temporarily install a new ECM. Refer to Troubleshooting, “Replacing the ECM”. If the problem is resolved with a new ECM, install the original ECM and verify that the problem returns. If the new ECM operates correctly and the original ECM does not operate correctly, replace the original ECM. Follow the instructions in Troubleshooting, “Replacing the ECM”. STOP.


Calibration Procedures i01746763

Engine Speed/Timing Sensor Calibrate SMCS Code: 1912-038 System Operation Description: The Electronic Control Module (ECM) has the ability to calibrate the mechanical differences between the Top Center (TC) of the flywheel and the TC of the timing gear on the left rear camshaft gear. A magnetic transducer signals the TC of the flywheel to the ECM when the TC hole on the flywheel passes beneath the transducer. The engine speed/timing sensor signals the TC of the timing gear to the ECM. Any offset between the TC of the flywheel and the TC of the timing gear is stored into memory. Calibration of the timing is required only after the following circumstances:

• The ECM has been replaced. • The speed/timing sensor has been replaced. • The timing gear and/or the rear gear train have been adjusted.

• The timing gear and/or the rear gear train have been replaced.

Note: The “261-13 Engine Timing calibration required” diagnostic code is generated only for an ECM that has never performed a timing calibration. The calibration procedure is initiated with the Caterpillar Electronic Technician (ET).


Test Step 1. Install the Transducer

g00894217

Illustration 266 (1) P50 connector (2) 6V-3093 Transducer Adapter

(3) 6V-2197 Magnetic Transducer (4) 7X-1695 Cable

A. Turn the engine control switch to the OFF position. Remove the timing calibration plug from either the left side or the right side of the flywheel housing. Install the 6V-3093 Transducer Adapter into the hole. NOTICE The timing hole in the flywheel must not be aligned with the hole for the transducer. The transducer will be damaged on engine start-up if the transducer is installed through both holes. Rotate the flywheel for more than 10 degrees before or after the TC position in order to move the flywheel hole away from the hole for the transducer. Always confirm that the holes are not aligned.

B. Make sure that the hole in the flywheel housing for the transducer is not aligned with the timing hole in the flywheel. Remove the protective end cap from the 6V-2197 Magnetic Transducer. Insert the transducer into the adapter until the transducer contacts the surface of the flywheel. Move the transducer 1 mm (0.04 inch) away from the surface of the flywheel. Tighten the nut on the adapter in order to secure the transducer in place. C. Connect the one end of the 7X-1695 Cable to the transducer. Connect the other end of the cable to connector P50 inside of the terminal box. D. Turn the engine control switch to the STOP position.


E. Connect Cat ET to the service tool connector on the terminal box. For instructions, refer to Troubleshooting, “Electrical Connectors and Functions”. Start Cat ET.

Repair: If the calibration failed in the first step, verify that the engine rpm was stable during the calibration (± 50 rpm). Verify that there are no active diagnostic codes which can prevent the calibration. Repeat the calibration procedure.

Continue to the next test step.

Test Step 2. Calibration Note: A two-step process is used to calibrate the signal for the speed/timing sensor. The new timing reference is calculated first. The reference is based on the signals from the transducer and the speed/timing sensor. Next, the new timing reference is programmed into the permanent memory of the ECM. A. Start the engine. Operate the engine at the rated speed and load. B. Select “Service” from the main menu on Cat ET. Select “Calibrations” from the menu. Select “Timing Calibration”. C. Use either of the following methods in order to initiate the calculation of the new timing reference:

• Press the space bar on the keyboard of the

If the calibration is still unsuccessful, check the installation of the tools and check the operation of the tools. Check the 7X-1695 Cable for continuity. Verify that the transducer is not bent, open, or shorted internally. Repeat the calibration procedure. Excessive backlash in the gear train will cause inconsistent timing. Refer to Disassembly and Assembly for identifying and repairing a gear train problem. STOP.

• Not OK – The calibration was completed successfully. However, the “261-13 Engine Timing calibration required” diagnostic code is still active. Repair: Replace the ECM according to the instructions in Troubleshooting, “Replacing the ECM”. STOP.

PC. i01746774

• Click the left mouse button on the “Continue” button in the lower left corner of the Cat ET screen. Cat ET will indicate “Please wait...Calculating the new Timing Reference”. After a few moments, Cat ET will display “The ECM has calculated the Timing Reference” and “Choose the Continue button to program the Timing Reference”. D. Use either of the following methods in order to program the new timing reference:

• Press the space bar on the keyboard of the PC.

• Click the left mouse button on the “Continue” button in the lower left corner of the Cat ET screen. Expected Result: After a few moments, Cat ET will display “CALIBRATION SUCCESSFUL”. Results:

• OK – The timing calibration was successful. STOP.

• Not OK – Cat ET displayed “COULD NOT CALIBRATE”. The calibration was unsuccessful.

Oxygen Sensor - Calibrate SMCS Code: 1901-038 System Operation Description: Periodic calibration of the oxygen sensor is required in order to ensure accurate readings and optimum engine performance. See the Operation And Maintenance Manual for the maintenance interval schedule. The engine must be stopped and the sensor must be removed. The sensor must be placed in uncontaminated air in order to calibrate the sensor. The air must be free of exhaust. During the calibration, the Electronic Control Module (ECM) first establishes the reference for zero percent of oxygen by reading the sensor after the sensor has cooled for two minutes. The ECM energizes the heater in the sensor for five minutes. Last, the ECM reads the percent of oxygen in the surrounding air. The surrounding air is assumed to be clean with approximately 20.95 percent oxygen. The calibration offset and the calibration range are determined from these two points.


g00894265

Illustration 267 Schematic of the circuit for the oxygen sensor and the oxygen buffer


During operation, the oxygen sensor may reach temperatures that exceed 700 C (1292 F). Severe personal injury and property damage will result from contact with a hot oxygen sensor. Do not touch the sensor during engine operation, calibration, or testing. Allow the sensor to cool before moving the sensor. Wear gloves that resist heat. Do not place the sensor on or near any flammable material or any surface that can be damaged by high temperatures. A. Turn the engine control switch to the OFF/RESET position. Switch the 16 amp circuit breaker for the ECM OFF. Illustration 268


g00894279

(1) ECM connectors J2/P2 (2) J10/P10 connectors for the harness from the oxygen buffer




Illustration 269

g00894288

Terminals of the circuit for the oxygen buffer on the harness side of the ECM P2 connector (13) +24 Volt supply for the buffer (23) Return (53) Return for the shield (67) Oxygen signal (PWM)

Illustration 271

g00720459

J652/P652 connectors for the oxygen sensor to the oxygen buffer (A) VH+ (B) VH− (C) IP+ (D) IP− (E) VS+ (F) VS+

b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the oxygen buffer.

Illustration 270

g00894295

Harness side of the P10 connector (H) Return for the shield (K) +24 Volt supply for the buffer (L) Oxygen signal (PWM) (M) Return

Illustration 272

g00894309

(1) Oxygen sensor (2) Oxygen buffer (3) J651/P651 connectors for the harness from the terminal box (4) J652/P652 connectors for the oxygen sensor

c. Check the harness and wiring for abrasion and pinch points from the oxygen sensor to the ECM. Expected Result: All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of corrosion, abrasion, and pinch points.


Results:


• Not OK – At least one of the connectors, pins, or sockets are not connected properly. At least one of the connectors or the wiring has corrosion, abrasion, and/or pinch points. Repair: Perform the necessary repairs and/or replace parts, if necessary. STOP.

Test Step 2. Check the Atmospheric Conditions A. Determine the ambient temperature, relative humidity, and barometric pressure. B. Use Table 36 to determine whether your relative humidity is within the permissible range for calibration of the oxygen sensor. a. Find the row for your ambient temperature. If the temperature is less than 12 C (54 F), use the 12 C (54 F) row. If the temperature is more than 38 C (100 F), do not calibrate the sensor. b. Find the column for your barometric pressure. c. Find the relative humidity in the cell that intersects your column and your row. If your relative humidity is equal to the humidity or greater than the humidity that is listed in the Table, do not calibrate the sensor. If the humidity is 90 percent or more, do not calibrate the sensor.


Table 36

Ambient Temperature, Barometric Pressure, and Relative Humidity for Calibration of the Oxygen Sensor Ambient Temperature

Barometric Pressure 96 kPa (13.9 psi)

97 kPa (14.7 psi)

99 kPa (14.4 psi)

101 kPa (14.6 psi)

102 kPa (14.8 psi)

104 kPa (15 psi)

105 kPa (15.2 psi)

107 kPa (15.5 psi)

109 kPa (15.8 psi)

110 kPa (16 psi)

112 kPa (16.2 psi)

113 kPa (16.4 psi)

Relative Humidity

90

90

90

90

90

90

90

90

90

90

90

90

85

85

85

85

90

90

90

90

90

90

90

90

16 C (61 F)

75

75

75

75

80

80

80

80

85

85

85

85

18 C (64 F)

65

65

65

70

70

70

70

75

75

75

75

75

20 C (68 F)

12 C (54 F) 14 C (57 F)

60

60

60

60

60

65

65

65

65

65

65

70

50

50

55

55

55

55

55

60

60

60

60

60

45

45

45

50

50

50

50

50

50

55

55

55

26 C (79 F)

40

40

40

45

45

45

45

45

45

45

50

50

28 C (82 F)

35

35

40

40

40

40

40

40

40

40

45

45

30 C (86 F)

22 C (72 F) 24 C (75 F)

35

35

35

35

35

35

35

35

35

40

40

40

30

30

30

30

30

30

35

35

35

35

35

35

25

25

30

30

30

30

30

30

30

30

30

30

36 C (97 F)

25

25

25

25

25

25

25

25

25

30

30

30

38 C (100 F)

20

25

25

25

25

25

25

25

25

25

25

25

32 C (90 F) 34 C (93 F)

Expected Result: The temperature is less than 38 C (100 F). The ambient relative humidity is within the permissible range for calibration of the oxygen sensor.

• 1086-13 Oxygen Sensor Element calibration required

• 1087-03 Oxygen Buffer Module short to +batt • 1087-08 Oxygen Buffer Module noisy signal

Results:

• OK – The ambient conditions are acceptable. Proceed to Test Step 3. • Not OK – The humidity is not acceptable. Repair: Do not calibrate the sensor until the humidity is acceptable.

• 1088-05 Oxygen Sensor Power Supply open circuit

• 1088-06 Oxygen Sensor Power Supply short to ground C. Access the “Diagnostic Override” screen of Cat ET. Select “Diagnostics/Diagnostic Tests/Override Parameters”.

STOP. D. Turn ON the “Oxygen Sensor Override”.

Test Step 3. Check for Diagnostic Codes A. Switch the 16 amp circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. B. Access the “Logged Diagnostic Codes” screen on the Caterpillar Electronic Technician ET. If the following codes are logged, clear the codes:

E. Allow a minimum of 90 seconds for any diagnostic codes to be generated. F. Access the “Logged Diagnostic Codes” screen again. Look for the following diagnostic codes again: 1086-09, 1086-13, 1087-03, 1087-08, 1088-05, and 1088-06. Expected Result:

• 1086-09 Oxygen Sensor Element not communicating on link

None of the above diagnostic codes are logged.


Results:

Expected Result:

• No Codes – The circuit for the oxygen sensor is

Successful calibration is indicated by Cat ET.

OK. Proceed to test Step 4. Results:

• Logged 1086-09, 1087-03 or 1087-08 – A 1086-09 1087-03 or 1087-08 diagnostic code is active.

• OK – The calibration was successful. Proceed to Test Step 5.

Repair: Refer to Troubleshooting, “Oxygen Sensor Signal”.

• Not OK – The calibration was not successful. Cat ET will display a diagnostic code.

STOP.

• Logged 1088-05 or 1088-06 Diagnostic Code – There is a problem with the supply voltage for the oxygen buffer. Repair: Refer to Troubleshooting, “Oxygen Sensor Buffer Supply”.

Repair: Troubleshoot the diagnostic code. Check the connectors for the oxygen sensor and the oxygen buffer. Repeat the calibration procedure. If the procedure is not successful after three attempts, obtain a new oxygen sensor and repeat the calibration procedure. STOP.

STOP.

Test Step 4. Calibrate the Oxygen Sensor

Test Step 5. Verify the Calibration of the Sensor

A. Turn the engine control switch to the OFF/RESET position. Switch the circuit breaker for the ECM OFF.

A. Access the “Diagnostic Override” screen of Cat ET. Select “Diagnostics/Diagnostic Tests/Override Parameters”. B. Turn ON the “Oxygen Sensor Override” parameter.

During operation, the oxygen sensor may reach temperatures that exceed 700 C (1292 F). Severe personal injury and property damage will result from contact with a hot oxygen sensor. Do not touch the sensor during engine operation, calibration, or testing. Allow the sensor to cool before moving the sensor. Wear gloves that resist heat. Do not place the sensor on or near any flammable material or any surface that can be damaged by high temperatures. B. Disconnect the oxygen sensor from the oxygen buffer.

Expected Result: The “Actual Oxygen” reading stabilizes to approximately 20.95 percent in about 30 seconds. Results:

• OK – The calibration of the oxygen sensor is verified. Allow the sensor to cool before you install the sensor. STOP.

• Not OK – The calibration of the oxygen sensor is not verified. Repair: Repeat the calibration procedure.

C. Allow the sensor to cool sufficiently for removal. Then remove the sensor from the exhaust system. D. Connect the oxygen sensor to the oxygen buffer. Suspend the sensor in uncontaminated air. E. Switch the circuit breaker for the ECM ON. Turn the engine control switch to the STOP position. F. Access the “Service/Calibrations/Oxygen Sensor” screen of Cat ET. Use Cat ET to start the calibration. Approximately 12 minutes are required for the calibration.

STOP.

383 Index Section

Index Numerics +5V Sensor Voltage Supply................................. 193 +8V Sensor Voltage Supply................................. 204 A Analog Sensor Signal .......................................... 213 C Calibration Procedures ........................................ 375 Customer Passwords............................................. 28 D Desired Speed Input (4 - 20 mA)......................... 222 Detonation ............................................................. 41 Probable Causes ............................................... 41 Recommended Repairs ..................................... 42 Detonation Sensors ............................................. 228 Diagnostic Codes .................................................. 70 Active Diagnostic Codes .................................... 71 Logged Diagnostic Codes.................................. 71 Diagnostic Functional Tests................................. 193 Driven Equipment .................................................. 43 Probable Causes ............................................... 43 Recommended Repairs ..................................... 43 E E004 Engine Overspeed Shutdown .................... E015 High Engine Coolant Temperature Derate.. E016 High Engine Coolant Temperature Shutdown........................................................... E017 High Engine Coolant Temperature Warning ............................................................. E019 High Engine Oil Temperature Shutdown .... E020 High Engine Oil Temperature Warning....... E025 High Inlet Air Temperature Derate.............. E026 High Inlet Air Temperature Shutdown ........ E027 High Inlet Air Temperature Warning ........... E038 Low Engine Coolant Temperature Warning ............................................................. E040 Low Engine Oil Pressure Shutdown........... E042 Low System Voltage Shutdown.................. E043 Low System Voltage Warning .................... E050 High System Voltage Warning ................... E053 Low Fuel Pressure Warning ....................... E096 High Fuel Pressure .................................... E100 Low Engine Oil Pressure Warning ............. E127 Engine Oil Filter Diff Pressure Low Warning ............................................................. E128 Engine Oil Filter Diff Pressure Low Shutdown...........................................................

149 149 149 150 150 150 151 151 151 151 152 152 152 153 153 153 153 154 154

E129 Engine Oil Filter Diff Pressure High Warning ............................................................. E130 Engine Oil Filter Diff Pressure High Shutdown........................................................... E135 Low Jacket Water Pressure Shutdown....... E223 High Gas Temperature ............................... E224 High Jacket Water Inlet Pressure............... E225 Engine Overcrank ...................................... E226 Driven Equipment Not Ready..................... E229 Fuel Energy Content Setting Low .............. E230 Fuel Energy Content Setting High.............. E231 Fuel Quality Out of Range.......................... E233 Low Engine Pre-Lube Pressure ................. E242 Engine Overload ........................................ E243 High Left Turbo Turbine Outlet Temperature....................................................... E244 High Right Turbo Turbine Outlet Temperature....................................................... E245 High Right Turbo Turbine Inlet Temperature....................................................... E246 High Left Turbo Turbine Inlet Temperature.. E247 Low Left Turbo Turbine Outlet Temperature....................................................... E248 Low Right Turbo Turbine Outlet Temperature....................................................... E249 Low Right Turbo Turbine Inlet Temperature....................................................... E250 Low Left Turbo Turbine Inlet Temperature .. E253 Detonation Derate Requested.................... E254 No Detonation Derate Action Taken........... E264 Emergency Stop Activated ......................... E266 Low Hydrax Oil Pressure ........................... E268 Unexpected Engine Shutdown ................... E269 Customer Shutdown Requested ................ E270 Driven Equipment Shutdown Requested ... E337 High Engine Oil to Engine Coolant Diff Temp .................................................................. E401 Cylinder #1 Detonation............................... E402 Cylinder #2 Detonation............................... E403 Cylinder #3 Detonation............................... E404 Cylinder #4 Detonation............................... E405 Cylinder #5 Detonation............................... E406 Cylinder #6 Detonation............................... E407 Cylinder #7 Detonation............................... E408 Cylinder #8 Detonation............................... E409 Cylinder #9 Detonation............................... E410 Cylinder #10 Detonation............................. E411 Cylinder #11 Detonation............................. E412 Cylinder #12 Detonation............................. E413 Cylinder #13 Detonation............................. E414 Cylinder #14 Detonation............................. E415 Cylinder #15 Detonation............................. E416 Cylinder #16 Detonation............................. E421 Cylinder #1 Detonation Shutdown.............. E422 Cylinder #2 Detonation Shutdown.............. E423 Cylinder #3 Detonation Shutdown.............. E424 Cylinder #4 Detonation Shutdown.............. E425 Cylinder #5 Detonation Shutdown.............. E426 Cylinder #6 Detonation Shutdown.............. E427 Cylinder #7 Detonation Shutdown..............

154 155 155 155 155 156 156 156 156 157 157 157 157 158 158 159 159 159 160 160 161 161 161 161 162 162 162 162 163 163 163 163 164 164 164 164 165 165 165 165 166 166 166 166 167 167 167 168 168 168 169

384 Index Section

E428 Cylinder #8 Detonation Shutdown.............. E429 Cylinder #9 Detonation Shutdown.............. E430 Cylinder #10 Detonation Shutdown............ E431 Cylinder #11 Detonation Shutdown............ E432 Cylinder #12 Detonation Shutdown............ E433 Cylinder #13 Detonation Shutdown............ E434 Cylinder #14 Detonation Shutdown............ E435 Cylinder #15 Detonation Shutdown............ E436 Cylinder #16 Detonation Shutdown............ E801 Cylinder #1 High Exhaust Port Temp ......... E802 Cylinder #2 High Exhaust Port Temp ......... E803 Cylinder #3 High Exhaust Port Temp ......... E804 Cylinder #4 High Exhaust Port Temp ......... E805 Cylinder #5 High Exhaust Port Temp ......... E806 Cylinder #6 High Exhaust Port Temp ......... E807 Cylinder #7 High Exhaust Port Temp ......... E808 Cylinder #8 High Exhaust Port Temp ......... E809 Cylinder #9 High Exhaust Port Temp ......... E810 Cylinder #10 High Exhaust Port Temp ....... E811 Cylinder #11 High Exhaust Port Temp ....... E812 Cylinder #12 High Exhaust Port Temp ....... E813 Cylinder #13 High Exhaust Port Temp ....... E814 Cylinder #14 High Exhaust Port Temp ....... E815 Cylinder #15 High Exhaust Port Temp ....... E816 Cylinder #16 High Exhaust Port Temp ....... E821 Cyl #1 Exhaust Port Temp Deviating High.. E822 Cyl #2 Exhaust Port Temp Deviating High.. E823 Cyl #3 Exhaust Port Temp Deviating High.. E824 Cyl #4 Exhaust Port Temp Deviating High.. E825 Cyl #5 Exhaust Port Temp Deviating High.. E826 Cyl #6 Exhaust Port Temp Deviating High.. E827 Cyl #7 Exhaust Port Temp Deviating High.. E828 Cyl #8 Exhaust Port Temp Deviating High.. E829 Cyl #9 Exhaust Port Temp Deviating High.. E830 Cyl #10 Exhaust Port Temp Deviating High ................................................................... E831 Cyl #11 Exhaust Port Temp Deviating High ................................................................... E832 Cyl #12 Exhaust Port Temp Deviating High ................................................................... E833 Cyl #13 Exhaust Port Temp Deviating High ................................................................... E834 Cyl #14 Exhaust Port Temp Deviating High ................................................................... E835 Cyl #15 Exhaust Port Temp Deviating High ................................................................... E836 Cyl #16 Exhaust Port Temp Deviating High ................................................................... E841 Cyl #1 Exhaust Port Temp Deviating Low .. E842 Cyl #2 Exhaust Port Temp Deviating Low .. E843 Cyl #3 Exhaust Port Temp Deviating Low .. E844 Cyl #4 Exhaust Port Temp Deviating Low .. E845 Cyl #5 Exhaust Port Temp Deviating Low .. E846 Cyl #6 Exhaust Port Temp Deviating Low .. E847 Cyl #7 Exhaust Port Temp Deviating Low .. E848 Cyl #8 Exhaust Port Temp Deviating Low .. E849 Cyl #9 Exhaust Port Temp Deviating Low .. E850 Cyl #10 Exhaust Port Temp Deviating Low.. E851 Cyl #11 Exhaust Port Temp Deviating Low.. E852 Cyl #12 Exhaust Port Temp Deviating Low.. E853 Cyl #13 Exhaust Port Temp Deviating Low..

169 169 169 170 170 170 171 171 171 171 172 172 173 173 173 174 174 174 175 175 176 176 176 177 177 178 178 179 179 179 180 180 181 181 181 182 182 183 183 183 184 184 185 185 185 186 186 187 187 187 188 188 189 189

E854 Cyl #14 Exhaust Port Temp Deviating Low.. 189 E855 Cyl #15 Exhaust Port Temp Deviating Low.. 190 E856 Cyl #16 Exhaust Port Temp Deviating Low.. 190 E864 Low Gas Fuel Differential Pressure ........... 191 E865 High Gas Fuel Differential Pressure........... 191 E866 Low Gas Fuel Flow Rate ............................ 191 E867 Improper Gas Flow Control Valve Response........................................................... 191 E868 Gas Flow Control Valve Malfunction .......... 192 ECM Output Circuit (Fuel Control)....................... 236 ECM Output Circuit (Prelubrication Oil Pump) .... 247 ECM Output Circuit (Starting Motor) ................... 258 ECM Status Indicator Output............................... 268 ECM Will Not Accept Factory Passwords.............. 43 Probable Causes ............................................... 43 Recommended Repairs ..................................... 43 Electrical Connectors and Functions..................... 11 Harness Wire Identification ................................ 11 Sensors.............................................................. 13 Terminal Box ...................................................... 12 Electrical Power Supply....................................... 274 Electrohydraulic System Oil Pressure (Low) ......... 43 Probable Causes ............................................... 43 Recommended Repairs ..................................... 44 Electronic Service Tool Will Not Communicate with ECM (The Caterpillar Electronic Technician (ET) Will Not Communicate With the Electronic Control Module (ECM) and/or the Integrated Temperature Sensing Module (ITSM))...................................... 45 Probable Causes ............................................... 45 Recommended Repairs ..................................... 45 Electronic Service Tools ........................................ 18 Caterpillar Electronic Technician (ET)................ 20 Electronic Troubleshooting ...................................... 9 Engine Coolant Temperature (High) ...................... 45 Probable Causes ............................................... 45 Recommended Repairs ..................................... 46 Engine Coolant Temperature (Low) ....................... 47 Probable Causes ............................................... 47 Recommended Repairs ..................................... 47 Engine Cranks but Will Not Start ........................... 47 Probable Causes ............................................... 47 Recommended Repairs ..................................... 47 Engine Misfires, Runs Rough or Is Unstable ......... 48 Probable Causes ............................................... 48 Recommended Repairs ..................................... 48 Engine Monitoring System .................................... 21 Changing the Settings of the Monitoring System ............................................................. 21 Default Settings of the Monitoring System......... 23 Engine Power Derating ...................................... 23 Monitoring Parameters....................................... 22 Programmable Parameters of the Integrated Temperature Sensing Module .......................... 26 Engine Oil Filter Differential Pressure ................... 50 Probable Causes ............................................... 50 Recommended Repairs ..................................... 50 Engine Oil Pressure (Low)..................................... 50 Probable Causes ............................................... 50 Recommended Repairs ..................................... 50

385 Index Section

Engine Oil Temperature (High) .............................. 51 Probable Causes ............................................... 51 Recommended Repairs ..................................... 51 Engine Overcrank.................................................. 51 Probable Causes ............................................... 51 Recommended Repairs ..................................... 52 Engine Overload.................................................... 52 Probable Causes ............................................... 52 Recommended Repairs ..................................... 53 Engine Overspeed................................................. 53 Probable Causes ............................................... 53 Recommended Repairs ..................................... 53 Engine Pre-Lube Pressure (Low) .......................... 53 Probable Causes ............................................... 53 Recommended Repairs ..................................... 54 Engine Shutdown .................................................. 54 Probable Causes ............................................... 54 Recommended Repairs ..................................... 54 Engine Shutdown (Unexpected)............................ 55 Probable Causes ............................................... 55 Recommended Repair ....................................... 55 Engine Shutdown without a Diagnostic Code........ 56 Probable Causes ............................................... 56 Recommended Repairs ..................................... 57 Engine Speed/Timing Sensor.............................. 281 Engine Speed/Timing Sensor - Calibrate ............ 375 Engine Starts but Stalls Immediately..................... 57 Probable Causes ............................................... 57 Recommended Repairs ..................................... 57 Engine Timing Does Not Match Programmed Timing .................................................................. 58 Probable Causes ............................................... 58 Recommended Repairs ..................................... 58 Engine Will Not Crank ........................................... 59 Probable Causes ............................................... 59 Recommended Repairs ..................................... 59 Event Codes ........................................................ 147 Active Event Codes.......................................... 148 Diagnostic Codes and Event Codes ................ 148 Logged Event Codes ....................................... 149 Operator Information........................................ 148 Other Symptoms .............................................. 148 Troubleshooting................................................ 148 Exhaust Port Temperature (High) .......................... 60 Probable Causes ............................................... 60 Recommended Repairs ..................................... 60 Exhaust Port Temperature (Low) ........................... 61 Probable Causes ............................................... 61 Recommended Repairs ..................................... 61

Fuel Pressure ........................................................ 62 Probable Causes ............................................... 62 Recommended Repairs ..................................... 62 G Gas Fuel Differential Pressure (High).................... Probable Causes ............................................... Recommended Repairs ..................................... Gas Fuel Differential Pressure (Low) .................... Probable Causes ............................................... Recommended repairs....................................... Gas Fuel Flow Rate (Low) ..................................... Probable Causes ............................................... Recommended Repairs ..................................... Gas Temperature (High) ........................................ Probable Causes ............................................... Recommended Repairs .....................................

62 62 62 63 63 63 63 63 63 64 64 64

I Ignition Transformers Primary Circuit .................. 303 Ignition Transformers Secondary Circuit and Spark Plugs.................................................................. 314 Important Safety Information ................................... 2 Inlet Air Temperature (High) .................................. 64 Probable Causes ............................................... 64 Recommended Repairs ..................................... 65 Inspecting Electrical Connectors ......................... 320 Integrated Temperature Sensing Module (ITSM)................................................................ 325 Intermittent Engine Shutdown ............................... 65 Probable Causes ............................................... 65 Recommended Repairs ..................................... 65 J Jacket Water Inlet Pressure (High)........................ 66 Probable Causes ............................................... 66 Recommended Repairs ..................................... 66 Jacket Water Pressure (Low)................................. 67 Probable Causes ............................................... 67 Recommended Repairs ..................................... 67 Jacket Water to Engine Oil Differential Temperature (Low).................................................................... 67 Probable Causes ............................................... 67 Recommended Repairs ..................................... 67

F M Factory Passwords ................................................ 29 Factory Passwords Worksheet .............................. 29 Flash Programming ............................................... 29 Flash Programming............................................ 30 Fuel Energy Content.............................................. 61 Probable Causes ............................................... 61 Recommended Repairs ..................................... 61 Fuel Metering Valve............................... 62, 287, 295 Probable Causes ............................................... 62 Recommended Repairs ..................................... 62

MID 036 - CID 0017 - FMI 05 Fuel Shutoff Value open circuit .......................................................... 71 MID 036 - CID 0017 - FMI 06 Fuel Shutoff Valve short to ground.............................................................. 72 MID 036 - CID 0017 - FMI 12 Fuel Shutoff Valve malfunction .......................................................... 72 MID 036 - CID 0041 - FMI 03 8 Volt DC Supply short to +batt................................................................. 72

386 Index Section

MID 036 - CID 0041 - FMI 04 8 Volt DC Supply short to ground.............................................................. 73 MID 036 - CID 0100 - FMI 03 Engine Oil Pressure open/short to +batt .............................................. 73 MID 036 - CID 0100 - FMI 04 Engine Oil Pressure short to ground .................................................... 74 MID 036 - CID 0106 - FMI 03 Air Inlet Pressure Sensor short to +batt ........................................... 74 MID 036 - CID 0106 - FMI 08 Air Inlet Pressure Sensor noisy signal.............................................. 74 MID 036 - CID 0109 - FMI 03 Coolant Outlet Pressure open/short to +batt .............................................. 75 MID 036 - CID 0109 - FMI 08 Engine Coolant Outlet Pressure Sensor noisy signal .............................. 75 MID 036 - CID 0110 - FMI 03 Engine Coolant Temperature open/short to +batt ......................... 75 MID 036 - CID 0110 - FMI 04 Engine Coolant Temperature short to ground ............................... 76 MID 036 - CID 0145 - FMI 03 12 Volt DC Power Supply short to +batt ........................................... 76 MID 036 - CID 0145 - FMI 04 12 Volt DC Power Supply short to ground ........................................ 76 MID 036 - CID 0168 - FMI 02 System Voltage intermittent/erratic................................................ 77 MID 036 - CID 0172 - FMI 03 Intake Manifold Air Temp open/short to +batt..................................... 77 MID 036 - CID 0172 - FMI 04 Intake Manifold Air Temp short to ground........................................... 78 MID 036 - CID 0175 - FMI 03 Engine Oil Temperature open/short to +batt .............................................. 78 MID 036 - CID 0175 - FMI 04 Engine Oil Temperature short to ground .................................................... 79 MID 036 - CID 0261 - FMI 13 Engine Timing calibration required .............................................. 79 MID 036 - CID 0262 - FMI 03 5 Volt Sensor DC Power Supply short to +batt ........................................... 79 MID 036 - CID 0262 - FMI 04 5 Volt Sensor DC Power Supply short to ground ........................................ 80 MID 036 - CID 0301 - FMI 05 Cylinder 1 - Transformer Primary open circuit............................................. 80 MID 036 - CID 0301 - FMI 06 Cylinder 1 - Transformer Primary short ....................................................... 81 MID 036 - CID 0302 - FMI 05 Cylinder 2 - Transformer Primary open circuit............................................. 81 MID 036 - CID 0302 - FMI 06 Cylinder 2 - Transformer Primary short ....................................................... 81 MID 036 - CID 0303 - FMI 05 Cylinder 3 - Transformer Primary open circuit............................................. 82 MID 036 - CID 0303 - FMI 06 Cylinder 3 - Transformer Primary short ....................................................... 82 MID 036 - CID 0304 - FMI 05 Cylinder 4 - Transformer Primary open circuit............................................. 82 MID 036 - CID 0304 - FMI 06 Cylinder 4 - Transformer Primary short ....................................................... 83 MID 036 - CID 0305 - FMI 05 Cylinder 5 - Transformer Primary open circuit............................................. 83 MID 036 - CID 0305 - FMI 06 Cylinder 5 - Transformer Primary short ....................................................... 84 MID 036 - CID 0306 - FMI 05 Cyinder 6 - Transformer Primary open circuit............................................. 84

MID 036 - CID 0306 - FMI 06 Cylinder 6 - Transformer Primary short ....................................................... 84 MID 036 - CID 0307 - FMI 05 Cylinder 7 - Transformer Primary open circuit............................................. 85 MID 036 - CID 0307 - FMI 06 Cylinder 7 - Transformer Primary short ....................................................... 85 MID 036 - CID 0308 - FMI 05 Cylinder 8 - Transformer Primary open circuit............................................. 85 MID 036 - CID 0308 - FMI 06 Cylinder 8 - Transformer Primary short ....................................................... 86 MID 036 - CID 0309 - FMI 05 Cylinder 9 - Transformer Primary open circuit............................................. 86 MID 036 - CID 0309 - FMI 06 Cylinder 9 - Transformer Primary short ....................................................... 87 MID 036 - CID 0310 - FMI 05 Cylinder 10 Transformer Primary open circuit......................... 87 MID 036 - CID 0310 - FMI 06 Cylinder 10 Transformer Primary short ................................... 87 MID 036 - CID 0311 - FMI 05 Cylinder 11 Transformer Primary open circuit......................... 88 MID 036 - CID 0311 - FMI 06 Cylinder 11 Transformer Primary short ................................... 88 MID 036 - CID 0312 - FMI 05 Cylinder 12 Transformer Primary open circuit......................... 88 MID 036 - CID 0312 - FMI 06 Cylinder 12 Transformer Primary short ................................... 89 MID 036 - CID 0313 - FMI 05 Cylinder 13 Transformer Primary open circuit......................... 89 MID 036 - CID 0313 - FMI 06 Cylinder 13 Transformer Primary short ................................... 90 MID 036 - CID 0314 - FMI 05 Cylinder 14 Transformer Primary open circuit......................... 90 MID 036 - CID 0314 - FMI 06 Cylinder 14 Transformer Primary short ................................... 90 MID 036 - CID 0315 - FMI 05 Cylinder 15 Transformer Primary open circuit......................... 91 MID 036 - CID 0315 - FMI 06 Cylinder 15 Transformer Primary short ................................... 91 MID 036 - CID 0316 - FMI 05 Cylinder 16 Transformer Primary open circuit......................... 91 MID 036 - CID 0316 - FMI 06 Cylinder 16 Transformer Primary short ................................... 92 MID 036 - CID 0320 - FMI 03 Speed/Timing Sensor short to +batt ....................................................... 92 MID 036 - CID 0320 - FMI 08 Engine Speed/Timing signal abnormal ................................................... 93 MID 036 - CID 0323 - FMI 03 Shutdown Lamp short to +batt................................................................. 93 MID 036 - CID 0324 - FMI 03 Warning Lamp short to +batt..................................................................... 93 MID 036 - CID 0336 - FMI 02 Incorrect ECS Switch inputs ................................................................... 94 MID 036 - CID 0338 - FMI 05 Pre-Lube Relay open circuit ................................................................... 94 MID 036 - CID 0338 - FMI 06 Pre-Lube Relay short to ground.............................................................. 94 MID 036 - CID 0339 - FMI 05 Engine Pre-lube Pressure Switch open circuit ............................... 95 MID 036 - CID 0401 - FMI 05 Cylinder 1 - Transformer Secondary open circuit ........................................ 95

387 Index Section

MID 036 - CID 0401 - FMI 06 Cylinder 1 - Transformer Secondary short to ground .................................. 95 MID 036 - CID 0402 - FMI 05 Cylinder 2 - Transformer Secondary open circuit ........................................ 96 MID 036 - CID 0402 - FMI 06 Cylinder 2 - Transformer Secondary short to ground .................................. 96 MID 036 - CID 0403 - FMI 05 Cylinder 3 - Transformer Secondary open circuit ........................................ 97 MID 036 - CID 0403 - FMI 06 Cylinder 3 - Transformer Secondary short to ground .................................. 97 MID 036 - CID 0404 - FMI 05 Cylinder 4 - Transformer Secondary open circuit ........................................ 97 MID 036 - CID 0404 - FMI 06 Cylinder 4 - Transformer Secondary short to ground .................................. 98 MID 036 - CID 0405 - FMI 05 Cylinder 5 - Transformer Secondary open circuit ........................................ 98 MID 036 - CID 0405 - FMI 06 Cylinder 5 - Transformer Secondary short to ground .................................. 99 MID 036 - CID 0406 - FMI 05 Cylinder 6 - Transformer Secondary open circuit ........................................ 99 MID 036 - CID 0406 - FMI 06 Cylinder 6 - Transformer Secondary short to ground .................................. 99 MID 036 - CID 0407 - FMI 05 Cylinder 7 - Transformer Secondary open circuit ...................................... 100 MID 036 - CID 0407 - FMI 06 Cylinder 7 - Transformer Secondary short to ground ................................ 100 MID 036 - CID 0408 - FMI 05 Cylinder 8 - Transformer Secondary open circuit ...................................... 100 MID 036 - CID 0408 - FMI 06 Cylinder 8 - Transformer Secondary short to ground ................................ 101 MID 036 - CID 0409 - FMI 05 Cylinder 9 - Transformer Secondary open circuit ...................................... 101 MID 036 - CID 0409 - FMI 06 Cylinder 9 - Transformer Secondary short to ground ................................ 102 MID 036 - CID 0410 - FMI 05 Cylinder 10 Transformer Secondary open circuit .................. 102 MID 036 - CID 0410 - FMI 06 Cylinder 10 Transformer Secondary short to ground ............ 103 MID 036 - CID 0411 - FMI 05 Cylinder 11 Transformer Secondary open circuit .................. 103 MID 036 - CID 0411 - FMI 06 Cylinder 11 Transformer Secondary short to ground ............ 103 MID 036 - CID 0412 - FMI 05 Cylinder 12 Transformer Secondary open circuit .................. 104 MID 036 - CID 0412 - FMI 06 Cylinder 12 Transformer Secondary short to ground ............ 104 MID 036 - CID 0413 - FMI 05 Cylinder 13 Transformer Secondary open circuit .................. 104 MID 036 - CID 0413 - FMI 06 Cylinder 13 Transformer Secondary short to ground ............ 105 MID 036 - CID 0414 - FMI 05 Cylinder 14 Transformer Secondary open circuit .................. 105 MID 036 - CID 0414 - FMI 06 Cylinder 14 Transformer Secondary short to ground ............ 106 MID 036 - CID 0415 - FMI 05 Cylinder 15 Transformer Secondary open circuit .................. 106 MID 036 - CID 0415 - FMI 06 Cylinder 15 Transformer Secondary short to ground ............ 107 MID 036 - CID 0416 - FMI 05 Cylinder 16 Transformer Secondary open circuit .................. 107 MID 036 - CID 0416 - FMI 06 Cylinder 16 Transformer Secondary short to ground ............ 107

MID 036 - CID 0443 - FMI 03 Crank Terminate Relay short to +batt ..................................................... 108 MID 036 - CID 0444 - FMI 05 Start Relay open circuit ................................................................. 108 MID 036 - CID 0444 - FMI 06 Start Relay short to ground................................................................ 108 MID 036 - CID 0445 - FMI 03 Run Relay short to +batt................................................................... 109 MID 036 - CID 0524 - FMI 03 Desired Engine Speed Sensor short to +batt ......................................... 109 MID 036 - CID 0524 - FMI 04 Desired Engine Speed Sensor short to ground ...................................... 109 MID 036 - CID 0542 - FMI 03 Unfiltered Engine Oil Pressure open/short to +batt ............................. 110 MID 036 - CID 0542 - FMI 04 Unfiltered Engine Oil Pressure short to ground ................................... 110 MID 036 - CID 1042 - FMI 09 Unable to communicate with ITSM........................................................... 110 MID 036 - CID 1086 - FMI 09 Oxygen Sensor Element not communicating on link ................... 111 MID 036 - CID 1086 - FMI 13 Oxygen Sensor Element calibration required .............................. 111 MID 036 - CID 1087 - FMI 03 Oxygen Sensor Buffer Module short to +batt......................................... 112 MID 036 - CID 1087 - FMI 08 Oxygen Sensor Buffer Module noisy signal ........................................... 112 MID 036 - CID 1088 - FMI 05 Oxygen Sensor Power Supply open circuit ............................................ 112 MID 036 - CID 1088 - FMI 06 Oxygen Sensor Power Supply short to ground ...................................... 113 MID 036 - CID 1440 - FMI 05 Throttle Actuator Driver open circuit ........................................................ 113 MID 036 - CID 1440 - FMI 06 Throttle Actuator Driver short to ground .................................................. 113 MID 036 - CID 1446 - FMI 05 Fuel Metering Module open circuit ........................................................ 114 MID 036 - CID 1446 - FMI 09 Unable to communicate with Fuel Metering Module ................................ 114 MID 036 - CID 1446 - FMI 12 Fuel Metering Module malfunction ........................................................ 114 MID 036 - CID 1446 - FMI 13 Fuel Metering Module calibration required ............................................ 115 MID 036 - CID 1447 - FMI 12 Fuel Metering Sensor Module malfunction............................................ 115 MID 036 - CID 1501 - FMI 03 Cylinder #1 Detonation Sensor open/short to +batt ................................ 115 MID 036 - CID 1501 - FMI 04 Cylinder #1 Detonation Sensor short to ground ...................................... 116 MID 036 - CID 1502 - FMI 03 Cylinder #2 Detonation Sensor open/short to +batt ................................ 116 MID 036 - CID 1502 - FMI 04 Cylinder #2 Detonation Sensor short to ground ...................................... 116 MID 036 - CID 1505 - FMI 03 Cylinder #5 Detonation Sensor open/short to +batt ................................ 117 MID 036 - CID 1505 - FMI 04 Cylinder #5 Detonation Sensor short to ground ...................................... 117 MID 036 - CID 1506 - FMI 03 Cylinder #6 Detonation Sensor open/short to +batt ................................ 117 MID 036 - CID 1506 - FMI 04 Cylinder #6 Detonation Sensor short to ground ...................................... 118 MID 036 - CID 1509 - FMI 03 Cylinder #9 Detonation Sensor open/short to +batt ................................ 118

388 Index Section

MID 036 - CID 1509 - FMI 04 Cylinder #9 Detonation Sensor short to ground ...................................... 118 MID 036 - CID 1510 - FMI 03 Cylinder #10 Detonation Sensor open/short to +batt ................................ 119 MID 036 - CID 1510 - FMI 04 Cylinder #10 Detonation Sensor short to ground ...................................... 119 MID 036 - CID 1513 - FMI 03 Cylinder #13 Detonation Sensor open/short to +batt ................................ 119 MID 036 - CID 1513 - FMI 04 Cylinder #13 Detonation Sensor short to ground ...................................... 120 MID 036 - CID 1514 - FMI 03 Cylinder #14 Detonation Sensor open/short to +batt ................................ 120 MID 036 - CID 1514 - FMI 04 Cylinder #14 Detonation Sensor short to ground ...................................... 120 MID 036 - CID 1758 - FMI 03 Specific Humidity Sensor open/short to +batt ................................ 121 MID 036 - CID 1758 - FMI 08 Specific Humidity Sensor signal abnormal..................................... 121 MID 036 - CID 1759 - FMI 03 Exhaust Back Pressure Sensor open/short to +batt ................................ 122 MID 036 - CID 1759 - FMI 08 Exhaust Back Pressure Sensor signal abnormal..................................... 122 MID 111 - CID 0591 - FMI 12 EEPROM checksum fault or ECM not programmed............................ 122 MID 111 - CID 1489 - FMI 03 Left Turbo Turbine Out Temp Sens short to +batt................................... 123 MID 111 - CID 1489 - FMI 04 Left Turbo Turbine Out Temp Sens short to ground ............................... 123 MID 111 - CID 1489 - FMI 05 Left Turbo Turbine Out Temp Sens open circuit ..................................... 123 MID 111 - CID 1490 - FMI 03 Rt Turbo Turbine Out Temp Sens short to +batt................................... 124 MID 111 - CID 1490 - FMI 04 Rt Turbo Turbine Out Temp Sens short to ground ............................... 124 MID 111 - CID 1490 - FMI 05 Rt Turbo Turbine Out Temp Sens open circuit ..................................... 124 MID 111 - CID 1491 - FMI 03 Rt Turbo Turbine In Temp Sens short to +batt................................... 125 MID 111 - CID 1491 - FMI 04 Rt Turbo Turbine In Temp Sens short to ground ............................... 125 MID 111 - CID 1491 - FMI 05 Rt Turbo Turbine In Temp Sens open circuit ..................................... 125 MID 111 - CID 1492 - FMI 03 Left Turbo Turbine In Temp Sens short to +batt................................... 126 MID 111 - CID 1492 - FMI 04 Left Turbo Turbine In Temp Sens short to ground ............................... 126 MID 111 - CID 1492 - FMI 05 Left Turbo Turbine In Temp Sens open circuit ..................................... 126 MID 111 - CID 1531 - FMI 03 Cyl #1 Exhaust Port Temp Sensor short to +batt ............................... 127 MID 111 - CID 1531 - FMI 04 Cyl #1 Exhaust Port Temp Sensor short to ground ............................ 127 MID 111 - CID 1531 - FMI 05 Cyl #1 Exhaust Port Temp Sensor open circuit .................................. 128 MID 111 - CID 1532 - FMI 03 Cyl #2 Exhaust Port Temp Sensor short to +batt ............................... 128 MID 111 - CID 1532 - FMI 04 Cyl #2 Exhaust Port Temp Sensor short to ground ............................ 128 MID 111 - CID 1532 - FMI 05 Cyl #2 Exhaust Port Temp Sensor open circuit .................................. 129

MID 111 - CID 1533 - FMI 03 Cyl #3 Exhaust Port Temp Sensor short to +batt ............................... 129 MID 111 - CID 1533 - FMI 04 Cyl #3 Exhaust Port Temp Sensor short to ground ............................ 130 MID 111 - CID 1533 - FMI 05 Cyl #3 Exhaust Port Temp Sensor open circuit .................................. 130 MID 111 - CID 1534 - FMI 03 Cyl #4 Exhaust Port Temp Sensor short to +batt ............................... 130 MID 111 - CID 1534 - FMI 04 Cyl #4 Exhaust Port Temp Sensor short to ground ............................ 131 MID 111 - CID 1534 - FMI 05 Cyl #4 Exhaust Port Temp Sensor open circuit .................................. 131 MID 111 - CID 1535 - FMI 03 Cyl #5 Exhaust Port Temp Sensor short to +batt ............................... 132 MID 111 - CID 1535 - FMI 04 Cyl #5 Exhaust Port Temp Sensor short to ground ............................ 132 MID 111 - CID 1535 - FMI 05 Cyl #5 Exhaust Port Temp Sensor open circuit .................................. 132 MID 111 - CID 1536 - FMI 03 Cyl #6 Exhaust Port Temp Sensor short to +batt ............................... 133 MID 111 - CID 1536 - FMI 04 Cyl #6 Exhaust Port Temp Sensor short to ground ............................ 133 MID 111 - CID 1536 - FMI 05 Cyl #6 Exhaust Port Temp Sensor open circuit .................................. 133 MID 111 - CID 1537 - FMI 03 Cyl #7 Exhaust Port Temp Sensor short to +batt ............................... 134 MID 111 - CID 1537 - FMI 04 Cyl #7 Exhaust Port Temp Sensor short to ground ............................ 134 MID 111 - CID 1537 - FMI 05 Cyl #7 Exhaust Port Temp Sensor open circuit .................................. 135 MID 111 - CID 1538 - FMI 03 Cyl #8 Exhaust Port Temp Sensor short to +batt ............................... 135 MID 111 - CID 1538 - FMI 04 Cyl #8 Exhaust Port Temp Sensor short to ground ............................ 135 MID 111 - CID 1538 - FMI 05 Cyl #8 Exhaust Port Temp Sensor open circuit .................................. 136 MID 111 - CID 1539 - FMI 03 Cyl #9 Exhaust Port Temp Sensor short to +batt ............................... 136 MID 111 - CID 1539 - FMI 04 CYL #9 Exhaust Port Temp Sensor short to ground ............................ 137 MID 111 - CID 1539 - FMI 05 Cyl #9 Exhaust Port Temp Sensor open circuit .................................. 137 MID 111 - CID 1540 - FMI 03 Cyl #10 Exhaust Port Temp Sensor short to +batt ............................... 137 MID 111 - CID 1540 - FMI 04 Cyl #10 Exhaust Port Temp Sensor short to ground ............................ 138 MID 111 - CID 1540 - FMI 05 Cyl #10 Exhaust Port Temp Sensor open circuit .................................. 138 MID 111 - CID 1541 - FMI 03 Cyl #11 Exhaust Port Temp Sensor short to +batt ............................... 139 MID 111 - CID 1541 - FMI 04 Cyl #11 Exhaust Port Temp Sensor short to ground ............................ 139 MID 111 - CID 1541 - FMI 05 Cyl #11 Exhaust Port Temp Sensor open circuit .................................. 139 MID 111 - CID 1542 - FMI 03 Cyl #12 Exhaust Port Temp Sensor short to +batt ............................... 140 MID 111 - CID 1542 - FMI 04 Cyl #12 Exhaust Port Temp Sensor short to ground ............................ 140 MID 111 - CID 1542 - FMI 05 Cyl #12 Exhaust Port Temp Sensor open circuit .................................. 141

389 Index Section

MID 111 - CID 1543 - FMI 03 Cyl #13 Exhaust Port Temp Sensor short to +batt ............................... 141 MID 111 - CID 1543 - FMI 04 Cyl #13 Exhaust Port Temp Sensor short to ground ............................ 141 MID 111 - CID 1543 - FMI 05 Cyl #13 Exhaust Port Temp Sensor open circuit .................................. 142 MID 111 - CID 1544 - FMI 03 Cyl #14 Exhaust Port Temp Sensor short to +batt ............................... 142 MID 111 - CID 1544 - FMI 04 Cyl #14 Exhaust Port Temp Sensor short to ground ............................ 143 MID 111 - CID 1544 - FMI 05 Cyl #14 Exhaust Port Temp Sensor open circuit .................................. 143 MID 111 - CID 1545 - FMI 03 Cyl #15 Exhaust Port Temp Sensor short to +batt ............................... 143 MID 111 - CID 1545 - FMI 04 Cyl #15 Exhaust Port Temp Sensor short to ground ............................ 144 MID 111 - CID 1545 - FMI 05 Cyl #15 Exhaust Port Temp Sensor open circuit .................................. 144 MID 111 - CID 1546 - FMI 03 Cyl #16 Exhaust Port Temp Sensor short to +batt ............................... 145 MID 111 - CID 1546 - FMI 04 Cyl #16 Exhaust Port Temp Sensor short to ground ............................ 145 MID 111 - CID 1546 - FMI 05 Cyl #16 Exhaust Port Temp Sensor open circuit .................................. 145 O Oxygen Sensor - Calibrate .................................. 377 Oxygen Sensor Buffer Supply ............................. 333 Oxygen Sensor Signal......................................... 342 P Prelubrication System ......................................... 354 Programming Parameters...................................... 28 PWM Sensor ....................................................... 358 R Replacing the ECM................................................ 36 Replacing the ITSM ............................................... 38 S Self-Diagnostics..................................................... Symptoms.............................................................. Diagnostic Codes and Event Codes .................. Operator Information.......................................... Other Symptoms ................................................ System Configuration Parameters......................... Air/Fuel Ratio Control......................................... Information for the Electronic Control Module (ECM)............................................................... “Monitoring and Protection” ............................... Override Parameters.......................................... Speed Control .................................................... Start/Stop Control Parameters........................... Timing Control....................................................

10 41 41 41 41 30 32 31 36 36 33 35 32

System Overview..................................................... 9 Air/Fuel Ratio Control........................................... 9 Engine Monitoring and Protection...................... 10 Engine Speed Governing..................................... 9 Ignition Control..................................................... 9 Introduction .......................................................... 9 Start/Stop Sequencing....................................... 10 System Voltage...................................................... 68 Probable Causes ............................................... 68 Recommended Repairs ..................................... 68 T Table of Contents..................................................... 3 Throttle Actuator Solenoid ................................... 365 Troubleshooting Data Sheet .................................. 39 Report the Service Information.......................... 40 Troubleshooting Section .......................................... 9 Troubleshooting with a Diagnostic Code ............... 70 Troubleshooting with an Event Code ................... 147 Troubleshooting without a Diagnostic Code .......... 41 Turbocharger Turbine Temperature (High)............. 68 Probable Causes ............................................... 68 Recommended Repairs ..................................... 68 Turbocharger Turbine Temperature (Low).............. 69 Probable Causes ............................................... 69 Recommended Repairs ..................................... 69

390 Index Section

391 Index Section

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3516B

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