09 RENR5910 06 Troubleshooting

RENR5910-06
October 2010
Troubleshooting
G3600 Engines
BLB1-Up (Engine)
BKE1-Up (Engine)
BEN1-Up (Engine)
4ZS1-Up (Engine)
SAFETY.CAT.COM
i03991620
Important Safety Information
Most accidents that involve product operation, maintenance and repair are caused by failure to observe
basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous
situations before an accident occurs. A person must be alert to potential hazards. This person should also
have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings
are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identied by the Safety Alert Symbol and followed by a Signal Word such as
DANGER, WARNING or CAUTION. The Safety Alert WARNING label is shown below.
The meaning of this safety alert symbol is as follows:
Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or pictorially
presented.
A non-exhaustive list of operations that may cause product damage are identied by NOTICE labels
on the product and in this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard.
The warnings in this publication and on the product are, therefore, not all inclusive. You must
not use this product in any manner different from that considered by this manual without rst
satisfying yourself that you have considered all safety rules and precautions applicable to the
operation of the product in the location of use, including site-specic rules and precautions
applicable to the worksite. If a tool, procedure, work method or operating technique that is not
specically recommended by Caterpillar is used, you must satisfy yourself that it is safe for you
and for others. You should also ensure that the product will not be damaged or become unsafe by
the operation, lubrication, maintenance or repair procedures that you intend to use.
The information, specications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before you
start any job. Cat dealers have the most current information available.
When replacement parts are required for this
product Caterpillar recommends using Cat re-
placement parts or parts with equivalent speci-
cations including, but not limited to, physical
dimensions, type, strength and material.
Failure to heed this warning can lead to prema-
ture failures, product damage, personal injury or
death.
In the United States, the maintenance, replacement, or repair of the emission control devices and
systems may be performed by any repair establishment or individual of the owner's choosing.
RENR5910-06 3
Table of Contents
Table of Contents
Troubleshooting Section
Introduction
General Information ................................................ 4
Welding Precaution ................................................. 4
Electronic Service Tools .......................................... 4
Troubleshooting Data Sheet ................................... 8
Electronic System Overview
System Overview ................................................... 11
Component Location ............................................. 18
Engine Monitoring System .................................... 24
Diagnostic Capabilities ......................................... 25
Programmable Parameters ................................... 25
Electrical Connectors ............................................ 26
Conguration Parameters
Conguration Parameters ..................................... 30
Diagnostic Trouble Codes
Diagnostic Trouble Codes ..................................... 39
Event Codes
Event Codes ........................................................ 51
Symptom Troubleshooting
Symptom Troubleshooting .................................... 67
Air Starting Motor Problem ................................... 67
Coolant Flow Is Low ............................................. 68
Coolant Level Is Low ............................................ 69
Coolant Pressure Is High ...................................... 69
Coolant Pressure Is Low ....................................... 70
Coolant Temperature Is High ................................ 71
Coolant Temperature Is Low ................................. 73
Crankcase Pressure Is High ................................. 74
Cylinder Is Noisy ................................................... 75
Detonation Occurrence ......................................... 76
Electrohydraulic System Oil Pressure Is Low ....... 78
Engine Cranks but Does Not Start ........................ 80
Engine Has Mechanical Noise (Knock) ................ 82
Engine Misres, Runs Rough or Is Unstable ........ 83
Engine Overcrank Occurrence ............................. 87
Engine Overloads ................................................. 88
Engine Overspeeds .............................................. 89
Engine Shutdown Is Intermittent ........................... 90
Engine Shutdown Occurrence .............................. 91
Engine Shutdown or Start Inhibit Initiated by Driven
Equipment ........................................................... 92
Engine Stalls Immediately After Starting .............. 93
Engine Vibration Is Excessive .............................. 93
Exhaust Emission and Fuel Consumption Are
High ..................................................................... 94
Exhaust Temperature Is High ............................... 95
Exhaust Temperature Is Low .............................. 100
Fuel Energy Content Problem ............................ 103
Fuel Pressure Problem ....................................... 105
Fuel Temperature Is High ................................... 106
Inlet Air Is Restricted ........................................... 107
Inlet Air Temperature Is High .............................. 108
Oil Consumption Is Excessive ............................. 110
Oil Filter Differential Pressure Problem ............... 111
Oil Level Is Low ................................................... 111
Oil Pressure Is High ............................................. 112
Oil Pressure Is Low .............................................. 113
Oil Temperature Is High ....................................... 114
Prelubrication Pressure Is Low ............................ 115
Spark Plug Life Is Short ....................................... 116
Temperature Ratio of Coolant to Oil Is Low ......... 116
Turbocharger Turbine Temperature Is High ......... 117
Circuit Tests
Air/Fuel Pressure Module - Test .......................... 119
Choke Actuator - Test ......................................... 127
Cylinder Combustion - Test ................................. 134
Cylinder Firing Signal - Test ................................ 142
Detonation - Test ................................................. 158
Electrical Power Supply - Test ............................ 174
Exhaust Temperature - Test ................................ 181
Fuel Actuator - Test ............................................. 193
Fuel Control - Test .............................................. 200
Ignition Primary - Test ......................................... 215
Ignition Secondary - Test .................................... 230
Indicator Lamp - Test .......................................... 237
Integrated Combustion Sensing Module - Test ... 245
Prelubrication - Test ............................................ 253
Sensor Signal (Analog, Active) - Test ................. 274
Sensor Signal (Analog, Passive) - Test .............. 284
Sensor Signal (PWM) - Test ............................... 289
Sensor Supply - Test ........................................... 299
Speed Control (Switch) - Test ............................. 313
Speed/Timing - Test ............................................ 318
Starting - Test ...................................................... 325
Wastegate - Test ................................................. 339
Service
Customer Passwords .......................................... 348
Factory Passwords ............................................. 348
ECM Will Not Accept Factory Passwords ........... 349
Electronic Service Tool Does Not Communicate .. 349
ECM Software - Install ........................................ 351
ECM - Replace ................................................... 352
Control Module - Replace (ICSM) ....................... 354
Electrical Connectors - Inspect ........................... 356
Unburned Gas - Purge ........................................ 359
Air/Fuel Pressure Module - Calibrate .................. 360
Index Section
Index ................................................................... 362
4 RENR5910-06
Introduction
i02725485
General Information
SMCS Code: 1000
As a reference, simplied schematics for each of the
engine's subsystems are included with each of the
circuit tests that are in this manual. For an accurate
representation of the entire electrical schematic that
is for your application, refer to the Electrical System
Schematic.
During troubleshooting, inspect all harness
connections before any component is replaced. If
these connections are not clean and tight, continuous
electrical problems or intermittent electrical problems
can result. Check that the wires are pushed into
the connectors completely. Make sure that the
connections are tight before other tests are made.
Failure of an electrical component may cause the
failure of other components. Always attempt to
correct the cause of an electrical failure before you
replace a component. If wire insulation is punctured,
repair the damage. Seal the damaged wires with
8T-0065 Silicone Sealant. Cover the sealant with
two layers of 1P-0810 Electrical Tape.
i03245492
Welding Precaution
SMCS Code: 1000
Proper welding procedures are necessary in order
to avoid damage to the engine's Electronic Control
Module (ECM), to sensors, and to associated
components. Components that are for the driven
equipment should also be considered. Perform
welding on the engine according to the following
procedure:
1. Set the engine control to the STOP position.
2. Ensure that the fuel supply to the engine is turned
off.
3. Disconnect the negative terminal from the battery.
4. Disconnect all electronic components from the
wiring harnesses. This includes the following
components:
Electronic components for the driven equipment
The engine electronic control modules ECM,

Integrated combustion sensing module(s), and
Air/Fuel pressure module
Sensors
Fuel, choke and wastegate actuators

NOTICE
Do NOT use electrical components (ECM or sensors)
or electronic component grounding points for ground-
ing the welder.
5. When possible, connect the welder's ground
clamp directly to the engine component that will
be welded. Place the clamp as close as possible
to the weld in order to reduce the possibility of
welding current damage to the engine bearings,
to the electrical components, and to other
components.
6. Protect the wiring harnesses from welding debris
and/or from welding spatter.
7. Use standard welding procedures to weld the
materials together.
i04020509
Electronic Service Tools
SMCS Code: 0785
Service Tools
Most of the tools that are listed in Table 1 are required
to enable a service technician to perform the test
procedures in this manual. Some of the devices are
specic to the type of Electronic Control Module
(ECM) that is being used.
RENR5910-06 5
Table 1
Service Tools
Pt. No. Description
N/A 4 mm Allen Wrench
151-6320 Wire Removal Tool (14-GA TO 18-GA,
RED)
1U-5804 Crimp Tool (12AWG TO 18AWG)
6V-2197 Transducer
7X-1171 Transducer Adapter
7X-1695 Cable As
146-4080 Digital Multimeter Gp (RS232)
7X-1710 Multimeter Probes
326-4904 Adapter Cable As (3-PIN BREAKOUT)
7X-1715
134-5195
Adapter Cable As (40-PIN BREAKOUT)
Harness (40-PIN)
For ADEM 2 ECM (two 40-pin
connectors)
208-0059 Adapter Cable As (70-PIN BREAKOUT)
For ADEM 3 ECM (two 70-pin
connectors) and for ADEM 4 ECM
(one 70-pin connector and one 120-pin
connector)
257-8718 Adapter Cable As (120-PINBREAKOUT)
For ADEM 4 ECM (one 70-pin connector
and one 120-pin connector)
N/A Torque Wrench (capable of applying
1.5 Nm (13.3 lb in))
Repair Kits for Connectors
270-5051 Connector Repair Kit (AMPSEAL)
175-3700 Connector Repair Kit (DEUTSCH DT)
Bypass Harnesses for the ECM
129-2018 Power Cable
Stand alone cable for ADEM 2 ECM
217-0113 Wiring Harness (ECM BYPASS)
The bypass harness connects to the
battery. The bypass harness is used
with the following harnesses for different
types of electronic control modules.
328-2292 Harness (ENGINE ECM BYPASS)
For ADEM 3 ECM and ADEM 4 ECM
277-4734 Harness (ENGINE ECM BYPASS)
For A4:E2 ECM (Two 64-pin connectors)
Two short jumper wires are needed to check the
continuity of some wiring harness circuits by shorting
two adjacent terminals together in a connector. A
long extension wire may also be needed to check the
continuity of some wiring harness circuits.
Optional Service Tools
Table 2 lists the optional service tools that may be
needed during testing or repair.
Table 2
Optional Service Tools
Pt. No. Description
198-4240
or
1U-5470
Digital Pressure Indicator
or
Engine Pressure Group
4C-4075 Crimp Tool (4AWG TO 10AWG)
4C-4911
(1)
Battery Load Tester
5P-7277 Voltage Tester
6V-9130
(2)
Temperature Adapter (MULTIMETER)
8T-5319 Connector Tool Group
349-4199 AC/DC Current Probe
348-5430 Multi-Tool Gp
(1)
Refer to Special Instructions, SEHS9249, Use of 4C-4911
Battery Load Tester for 6, 8, and 12 v Lead Acid Batteries and
Special Instructions, SEHS7633, Battery Test Procedure.
(2)
Refer to Special Instructions, SEHS8382, Use of the 6V-9130
Temperature Adapter Group.
Caterpillar Electronic Technician
(ET)
Cat ET can be used by the technician to help perform
the following procedures:
Diagnostic tests
Calibrations
Flash programming
Conguration of the ECM

Cat ET can display the following information:
Parameters
Event codes
Diagnostic codes
Engine conguration
Always use the latest revision of Cat ET. The media
is available on CD and the media can also be
downloaded from various Caterpillar web sites.
Table 3
Software, JEBD3003, CATERPILLAR
ELECTRONIC TECHNICIAN
6 RENR5910-06
Once you have downloaded Cat ET onto your
PC, you will need a license from your Caterpillar
dealer in order to use the software. Various licenses
are available for different users with different
requirements. Consult your Caterpillar dealer.
Note: For more information regarding the use of
Cat ET and the PC requirements for Cat ET, refer to
the documentation that accompanies your Cat ET
software.
Connecting Cat ET
Connecting the Communication Adapter
Table 4 lists the standard hardware that is required in
order to connect Cat ET.
Note: The 275-5120 Communication Adapter
Gp was canceled and replaced by the 317-7484
Communication Adapter Gp. However, the 275-5120
Communication Adapter Gp can still be used.
Table 4
Standard Hardware for the Use of Cat ET
Part Number Description
N/A Personal Computer (PC)
317-7484
Communication Adapter
Gp
Components of the 317-7484 Communication
Adapter Gp
317-7485
Communication Adapter
(3)
353-5083 Cable As (USB)
327-8981 Cable As (DATA LINK)
Tool Operating Manual & Software CD ROM,
NETG5057, Communication Adapter 3
Follow the instructions for the communication
adapter. Use the following procedure in order to
connect Cat ET and the communication adapter to
a PC.
1. Remove the electrical power from the ECM.
g02051513
Illustration 1
(1) PC
(2) 353-5083 Cable As (USB)
(3) 317-7485 Communication Adapter (3)
(4) 327-8981 Cable As (DATA LINK)
2. Connect cables (2) and (4) to communication
adapter (3).
Note: The communication adapter will power up
when the adapter is connected to a PC or to an ECM
that is powered up.
3. Connect cable (2) to the USB port of the PC.
4. Connect cable (4) to a service tool connector.
5. Restore electrical power to the ECM. Verify that
the POWER indicator on the communication
adapter is illuminated. Make sure that the PC is
powered up.
6. Establish communication between Cat ET and the
ECM. If Cat ET indicates that there is more than
one ECM, select the engine ECM.
7. If Cat ET and the communication adapter
do not communicate with the ECM, refer to
Troubleshooting, Electronic Service Tool Will Not
Communicate with ECM.
Refer to Troubleshooting, Electronic Service Tool
Does Not Communicate if any of the following
conditions exist:
Cat ET displays a message that refers to a

communication problem.
Cat ET displays Error #142 The interface

hardware is not responding.
RENR5910-06 7
Cat ET displays a message that indicates that

the rmware in the communications adapter is
old.
Dual Data Links
When the connection of the communication adapter
is complete, observe the communication adapter
and Cat ET. If the J1939 and the Cat Data Link
indicators are ashing and Cat ET does not display
a message that indicates Service tool support is
limited, Cat ET is communicating with the ECM on
both data links.
Refer to Troubleshooting, Electronic Service Tool
Does Not Communicate if the J1939 indicator and
the Cat Data Link indicator are not ashing. Both
indicators must be ashing.
Communicating with the Wireless Communication
Adapter
Table 5 lists the optional hardware that is needed
in order to connect Cat ET by using a wireless
connection.
Note: Some applications cannot use a wireless
connection. Also, a dual data link cannot be used
with a wireless connection.
Table 5
Optional Hardware for the Use of Cat ET
Part Number Description
N/A Personal Computer (PC)
g01297379
Illustration 2
(1) Personal computer (PC)
(7) 261-4867 Card (PCMCIA)
(8) 239-9955 Communication Radio Gp
(9) 259-3183 Data Link Cable As
Note: Items (7), (8), and (9) are part of the 261-3363
Wireless Communication Adapter Gp.
Use the following procedure in order to connect the
wireless communication adapter for use with Cat ET.
1. Remove the electrical power from the ECM.
2. Ensure that the computer has been correctly
congured for the 261-4867 Card. Verify that
the PC card is installed in the computer PCMCIA
expansion slot.
3. Connect cable (9) between communication radio
(8) and the service tool connector.
4. Restore the electrical power to the ECM. If Cat ET
and the communication radio do not communicate
with the ECM, refer to Troubleshooting, Electronic
Service Tool Will Not Communicate with ECM.
8 RENR5910-06
PL1000E Communication ECM (If
Equipped)
g01163897
Illustration 3
The PL1000E is an ECM that provides the
customer with the ability to integrate Caterpillar
engines into specic applications. The PL1000E
enables communication from a J1939 data link
to a Modbus. A PC with Cat ET installed can be
connected to the PL1000E through the RS232
serial port of the PC. The PL1000E contains an
embedded communications adapter that will allow
Cat ET to communicate with the engine over the
J1939 data link.
Refer to System Operation/Troubleshooting/Test and
Adjust, RENR8091, PL1000E Communication ECM
for additional information.
i03247467
Troubleshooting Data Sheet
SMCS Code: 0336
To help troubleshoot a gas engine, complete the
information in Table 6. Be sure to include the units of
measurement.
RENR5910-06 9
Table 6
Data Sheet for Troubleshooting
Customer and installation
Engine model and driven equipment
Engine serial number Application
Service
hours
Compression
ratio
Altitude Fuel Quality
setting (LHV)
Specic
gravity
Start
choke position
Maximum
choke position
Wastegate
start position
Exhaust
feedback time
Fuel
LHV
Fuel
methane number
Fuel
rate
Pressure to the gas
regulator
Fuel
ow
Air
ow
Brand of oil
type of oil
Engine
rpm
Percent
load
Detonation
level
Air
restriction
Inlet manifold air pressure
Desired inlet manifold air pressure
Inlet manifold air temperature Actual air/fuel ratio
Desired air/fuel ratio
Desired combustion burn time
left Engine oil pressure Turbocharger exhaust
temperature
right
Exhaust stack
pressure
Fuel
command
Air choke
command
Wastegate
command
Exhaust stack
temperature
% O2 PPM of NOx PPM of CO Brand of exhaust
analyzer
(1) (3) (5) (7) (9) (11) (13) (15) Cylinder exhaust
port temperatures
(2) (4) (6) (8) (10) (12) (14) (16)
(1) (3) (5) (7) (9) (11) (13) (15) Needle valve
setting
(2) (4) (6) (8) (10) (12) (14) (16
(1) (3) (5) (7) (9) (11) (13) (15) Cylinder
combustion burn time
(2) (4) (6) (8) (10) (12) (14) (16)
in in in Aftercooler water
temperature
out
Jacket water
temperature
out
Engine oil
temperature
out
Comments
10 RENR5910-06
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 specic 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 specic:
dynamometer testing of the engine produced power
below specications at 1000 rpm due to the loss of
an ignition transformer.
Repair Explain your repair of the problem. For
example, you may have installed a new wiring
harness. You may have replaced the ignition
transformer per instructions from the factory.
The providing of complete, accurate information will
help Caterpillar to provide better service to you and
to the customer.
RENR5910-06 11
Electronic System
Overview
i02915971
System Overview
SMCS Code: 1000; 1900
Control System
The following components are included in the control
system:
An Electronic Control Module (ECM) and an

emergency stop button in an engine mounted
junction box
Optional remote control panel with either a Machine

Information Display System (MIDS) or an Advisor
monitor display
Integrated Combustion Sensing Module (ICSM)
Gas Shutoff Valve (GSOV)
Ignition system that is controlled by the ECM
Detonation sensor for each two cylinders
A system for prelube or postlube that includes the

solenoid and prelube pump
Actuators that are hydraulically actuated and

electronically controlled for the fuel, for the air
choke, and for the exhaust bypass (wastegate)
A system for cranking that includes the solenoid

and starting motor
The ECM controls most of the functions of the
engine. The module is an environmentally sealed
unit that is in an engine mounted junction box. The
ECM monitors various inputs from sensors in order
to activate relays, solenoids, etc at the appropriate
levels. The ECM supports the following ve primary
functions:
Governing of the engine
Control of ignition
Air/fuel ratio control
Start/stop control
Monitoring of engine operation

The ECM does not have a removable personality
module. The software and maps are changed
with Caterpillar Electronic Technician (ET) by ash
programming of a le.
Governing of the Engine RPM
Desired engine speed is determined by the status
of the idle/rated switch, of the desired speed input
(analog voltage or 4 to 20 mA), and of parameters
that are programmed into the software. Actual engine
speed is detected via a signal from the engine
speed/timing sensor. Parameters such as idle speed
and governor gain can be programmed with Cat ET.
The ECM monitors the actual engine speed. The
ECM calculates the difference between the actual
engine speed and the desired engine speed. The
ECM controls the fuel actuator in order to maintain
the desired engine speed. The fuel actuator is located
at the ange of the inlet air manifold.
If the actual engine speed is less than the desired
engine speed, the ECM commands the fuel actuator
to move toward the open position in order to increase
the fuel ow. The increase of fuel accelerates the
engine speed.
Control of Ignition
Each cylinder has an ignition transformer. To
initiate combustion, the ECM sends a pulse of
approximately 108 volts to the primary coil of each
ignition transformer at the appropriate time and for
the appropriate duration. The transformer increases
the voltage which creates a spark across the spark
plug electrode.
The ECM provides variable ignition timing that
is sensitive to detonation. Detonation sensors
monitor the engine for excessive detonation. The
engine has one detonation sensor for each two
adjacent cylinders. The sensors generate data on
vibration that is processed by the ECM in order to
determine detonation levels. If detonation reaches
an unacceptable level, the ECM retards the ignition
timing of the affected cylinder or cylinders. If retarding
the timing does not limit detonation to an acceptable
level, the ECM shuts down the engine.
Levels of detonation can be displayed by the Machine
Information Display System (MIDS) or by the Advisor
display on the optional control panel. Alternatively,
the Cylinder X Detonation Level screen of Cat ET
can also be used. The X represents the cylinder
number.
The ECM provides extensive diagnostics for the
ignition system.
12 RENR5910-06
Air/Fuel Ratio Control
The ECM provides control of the air/fuel mixture for
performance and for efciency at low emission levels.
The system includes the following components:
maps in the ECM, output drivers in the ECM,
fuel actuator, air choke actuator, exhaust bypass
wastegate actuator, ICSM, thermocouples, and
combustion sensors. Illustration 4 is a diagram of the
system's main components and of the system's lines
of communication.
g00910538
Illustration 4
The desired air/fuel ratio is based on maps that are
stored in the ECM. The maps are specic for different
applications, for engine speeds, and for engine loads.
The engine load is calculated from the fuel ow. For
example, zero fuel ow is zero load and fuel ow of
100 cfm might be 50 percent of the rated load.
Note: The calculated engine load varies. Several
variables affect the calculated engine load, including
timing, settings for emissions, fuel quality, and
specic gravity of the fuel.
The system has ve modes of operation for the
air/fuel ratio:
Start-up
No feedback
Exhaust port temperature feedback
Combustion feedback
Prechamber calibration
Error for the inlet manifold air pressure This
is the absolute difference between the actual inlet
manifold air pressure and the desired inlet manifold
air pressure.
In each of these modes, the air/fuel ratio is controlled
by either the air choke actuator or the wastegate
actuator: only one of the actuators operates at any
time. The active actuator is determined by the ability
to provide the desired inlet manifold air pressure.
Both of the actuators regulate the air ow. The
regulation is based on an error that is calculated for
the inlet manifold air pressure. Both of the actuators
are controlled by a map for the air/fuel ratio.
RENR5910-06 13
The software is also programmed to correct the
fuel ow according to the temperature of the jacket
water and the engine speed. This occurs when the
coolant temperature is not at the water temperature
regulator's rated temperature. If the temperature is
cooler than the rating, the fuel in the cylinder head is
also cooler and more dense. Because the denser
fuel provides an air/fuel mixture that is richer than
the desired mixture, the calculation of the fuel ow
is corrected for the lower temperature. This tends
to lean the actual air/fuel ratio. If the temperature is
warmer than the rating, the fuel in the cylinder head
is less dense. Because the warmer fuel provides a
leaner air/fuel mixture, the calculation of the fuel ow
is corrected for the higher temperature. This tends
to richen the air/fuel ratio.
Note: When the engine is operating in combustion
feedback, the temperature of the jacket water only
affects the fuel correction factor.
The relationship of the modes of operation to the
engine load and the transitions between the modes
are represented in Illustration 5. Illustration 5 is for
engines with the 1.9 and earlier versions of software.
g01648774
Illustration 5
Schematic of the modes of operation, of transitions, and of the engine load for version 1.9 software
14 RENR5910-06
The relationship of the modes of operation to the
engine load and the transitions between the modes
are represented in Illustration 6. Illustration 6 is for
engines with the 2.0 software version. The modes of
operation are explained in more detail below.
g01649253
Illustration 6
Schematic of the modes of operation, of transitions, and of the engine load for version 2.0 software
Note: Control of the inlet manifold air pressure is not
determined directly by the engine load. The active
actuator is determined by the ability to provide the
desired inlet manifold air pressure.
At loads that are approximately less than 40 percent,
the air/fuel ratio is controlled by the air choke
actuator. The air choke controls the ow of air during
engine start-up. The air choke continues to control
the air ow during the increase in the engine speed
and in load. As the engine speed and load are
increased, the required inlet manifold air pressure
increases. The air choke opens in order to provide
more combustion air. When the air choke becomes
fully open, the air choke cannot further increase the
air ow. Then, the wastegate becomes active.
Conversely, the required inlet manifold air pressure is
reduced as the engine speed and load are reduced.
As the requirement for combustion air is reduced, the
wastegate opens. When the wastegate is fully open,
the wastegate cannot regulate a smaller quantity of
combustion air. Then, the air choke becomes active
again.
During start-up, the air choke is maintained at a xed
position until ten seconds after the engine achieves
the desired speed. This enables a correction of the
excessive error for inlet manifold air pressure. The
starting position for the air choke is set in the Cat ET
conguration screen. The starting position depends
on the number of cylinders. Typically, the starting
position is closed 60 to 80 percent. If the starting
position is set too high, the engine will not get enough
combustion air.
RENR5910-06 15
If the starting position is set too high and the engine
speed does not increase to the desired speed, the
programming in the software opens the air choke in
steps until the engine speed increases. This enables
a steady increase of the engine speed until the
desired speed is achieved.
The maximum position for the air choke can also be
set in the Cat ET conguration screen. The maximum
position is set in order to enable a sufcient ow of
air for combustion when the engine is running at no
load. Typically, the maximum position is closed 75
to 85 percent.
At ten seconds after the engine reaches the desired
speed, the air/fuel ratio is controlled directly by the
map for the air/fuel ratio. No correction factors are
related to any feedback: this is a correction factor
of 100 percent. This mode of operation uses no
feedback.
Normally, the map is calculated in order to provide
a low air/fuel ratio for loads up to approximately 40
percent. This provides a mixture that is sufciently
rich for operation at low temperatures. The air/fuel
ratio will continue to be controlled by the map until
the conditions allow operation in one of the feedback
modes or in the prechamber calibration mode.
A low air/fuel ratio is critical for operation after
start-up in order to keep the air choke partially closed.
Otherwise, the air choke may open fully and the
wastegate will control the inlet manifold air pressure.
This results in a period of misre and of excessive
fuel ow. Because of the excessive fuel ow, the
calculated engine load is excessive.
Programmable Desired Engine Exhaust Port
Temp parameter This parameter is set in the Cat
ET conguration screen. This is the desired exhaust
port temperature for a load of 25 percent. The control
uses this parameter during operation in the exhaust
port temperature feedback mode.
g00914203
Illustration 7
Graph of the calculated desired exhaust port temperature
The calculated desired exhaust port temperature
varies from the programmable Desired Engine
Exhaust Port Temp by 1 C (1.8 F) per 1 percent
of engine load. For each 1 percent of engine load
below 25 percent, the calculated desired exhaust
port temperature increases by 1 C (1.8 F). For
each 1 percent of engine load above 25 percent,
the calculated desired exhaust port temperature
decreases by 1 C (1.8 F).
Control's average exhaust port temperature
The ICSM continuously calculates the average
exhaust port temperature. If the actual temperature
of any cylinder exhaust port is less than 273 C
(523 F), the ICSM substitutes a temperature of
273 C (523 F) for that cylinder. This temperature
is substituted for any number of cylinders with an
exhaust port temperature that is less than 273 C
(523 F). The temperature is used in the calculation
of the average for all of the monitored cylinders.
Exhaust port temperature feedback In this mode
of operation, the air/fuel ratio is controlled in order
to achieve a desired exhaust port temperature.
Each cylinder exhaust port has a thermocouple that
is monitored by an ICSM. The ICSM monitors the
actual exhaust port temperatures for one bank of
cylinders. The ICSM calculates an average exhaust
port temperature for the bank of cylinders. The ECM
calculates the desired exhaust port temperature
for the load. The ECM sends the desired exhaust
port temperature to the ICSM. The ICSM calculates
the difference between the average exhaust
port temperature and the desired exhaust port
temperature. The ICSM sends a fuel correction factor
to the ECM. The ECM uses the fuel correction factor
to control the air choke actuator in order to maintain
the desired exhaust temperature.
16 RENR5910-06
After start-up, the exhaust port temperature feedback
mode is activated for the following conditions:
The calculated control's average exhaust port

temperature exceeds the desired exhaust port
temperature.
The calculated control's average exhaust port

temperature ceases to increase. The engine load
is less than approximately 40 percent.
The timer for operation with no feedback expires.

The transition to the exhaust port temperature
feedback mode can also occur for the following
circumstances:
The air/fuel ratio is controlled by combustion

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

calibration mode. The engine load is 38 percent
or less than 38 percent. The transition occurs in a
30 second period. In this case, the fuel correction
factor begins at 100 percent. Then, the fuel
correction factor is adjusted in order to achieve the
desired exhaust port temperature.
The programmed air/fuel ratio control begins to use a
correction factor in order to modify the air/fuel ratio
that is specied in the map for the air/fuel ratio. The
correction factor is based on an error for the exhaust
port temperature.
If the average exhaust temperature is too low, the
ECM commands the air choke actuator to move
toward the closed position in order to richen the
air/fuel mixture. Combustion of the richer air/fuel
mixture increases the exhaust port temperatures.
Early ash les would allow engines that are starting
above a 40 percent load to transition directly from
No Feedback mode to Combustion Feedback
mode. The load could be an actual engine load or
when cylinder misres cause the indicated load to
increase above 40 percent. This could cause an
issue with performance. With the v2.0 software, the
engine can be sustained in Exhaust Temperature
Feedback mode for a time that is specied by
the conguration parameter Engine Start Exhaust
Temperature Feedback Time Delay. The default
setting for the conguration parameter Engine Start
Exhaust Temperature Feedback Time Delay is 180
seconds and the range is 60 to 360 seconds.
Combustion feedback In this mode of operation,
the air/fuel ratio is controlled in order to achieve the
desired combustion burn time.
When the load reaches approximately 40 percent, the
air/fuel ratio is controlled by the wastegate actuator
which is trimmed by the combustion burn time.
Combustion burn time The combustion burn time
is measured in each cylinder. Each cylinder has a
combustion sensor. The pulse of the ignition starts a
timer in the ICSM. The ame travels in the cylinder
from the spark plug to the combustion sensor. The
ICSM monitors the voltage across the combustion
sensor. When the ame reaches the combustion
sensor, the ionization that surrounds the sensor
changes the voltage. When the ICSM detects the
change of the sensor's voltage, the ICSM stops the
timer. The combustion burn time is a method of
measuring the air/fuel ratio. A rich air/fuel mixture
provides a faster combustion burn time. A lean air/fuel
mixture provides a slower combustion burn time.
Each ICSM calculates an average combustion burn
time for all of the cylinders in one bank. The ECM
sends a point from the map of the desired combustion
burn time to the ICSM. The ICSM calculates the
difference between the average combustion burn
time and the desired combustion burn time. The
ICSM sends a fuel correction factor to the ECM. The
ECM controls the wastegate actuator in order to
maintain the desired combustion burn time.
A command for the desired inlet manifold air pressure
is sent from the ECM to the wastegate actuator. The
actuator adjusts the inlet manifold air pressure in
order to correct the combustion burn time.
If the average desired combustion burn time is too
fast, the ECM commands the wastegate actuator to
move toward the closed position in order to provide
more air for a leaner air/fuel mixture. This provides
a slower combustion burn time. If the average
desired combustion burn time is too slow, the ECM
commands the wastegate actuator to move toward
the open position in order to provide less air for a
richer air/fuel mixture. The richer air/fuel mixture
burns faster. This is a continuous process during
operation at loads that are greater than approximately
40 percent.
The combustion feedback mode is activated for
either of the following conditions:
The air/fuel ratio is in the exhaust port temperature

feedback mode. The engine load exceeds 42
percent or more than 42 percent. The average
exhaust port temperature is stable and the desired
exhaust port temperature is established. The
transition occurs in a 30 second period.
The engine operation exits the prechamber

calibration mode and the engine load is greater
than 42 percent or equal to 42 percent. The
transition occurs in a 30 second period.
RENR5910-06 17
Prechamber calibration mode This mode can be
activated with Cat ET. This mode can be activated
during operation at any load. The mode is used for
adjustment of the precombustion chambers' needle
valves in order to achieve the desired exhaust
emissions. In the prechamber calibration mode, the
fuel correction factor is maintained at 100 percent.
After an exit from this mode, the fuel correction factor
is adjusted in order to achieve the desired air/fuel
ratio.
Start/Stop Control
The ECM contains the logic and the outputs for
control of engine prelubrication, of starting, of
shutdown, and of the postlube. The customer
programmable logic responds to signals from
the following components: engine control switch,
emergency stop switch, remote start switch, data
link, and other inputs.
To control the engine at the appropriate times, the
ECM provides +Battery voltage to the solenoids that
control the prelube pump, the starting motor, and the
gas shutoff valve.
When the programmable logic determines that
the prelubrication function is necessary, the ECM
supplies +Battery voltage to the solenoid for the
prelube pump. The prelubrication must develop
sufcient engine oil pressure before the engine will
crank. The engine has a pressure switch for the
prelube. When the engine oil pressure is sufcient,
the pressure switch closes and the engine can be
cranked.
When the programmable logic determines that it is
necessary to crank the engine, the ECM supplies
+Battery voltage to the solenoid for the starting
motor. Rotation of the crankshaft also operates the
pump for the electrohydraulic actuators. The pump
develops hydraulic oil pressure for operation of
the fuel actuator, the air choke actuator, and the
wastegate actuator.
The engine has an energize-to-run type of Gas
Shutoff Valve (GSOV). When the programmable logic
determines that fuel is required to start the engine or
to run the engine, the ECM supplies +Battery voltage
to the valve's solenoid.
At one second after the GSOV is energized, the
pressure differential between the fuel and the air is
monitored. This parameter is monitored in order to
ensure that no fuel is entering the fuel manifold before
the ECM issues a command to the fuel actuator. If the
differential pressure for fuel to air is less than 0.5 kPa
(0.073 psi), the ECM supplies +Battery voltage to the
fuel actuator's solenoid.
The ECM controls the fuel actuator by adjusting the
current ow through the actuator's solenoid. During
start-up, the combustion chambers are usually lled
with excessive combustion air. The ECM operates
the fuel actuator in order to supply sufcient fuel for a
combustible air/fuel mixture.
The ECM removes the voltage from the starting
motor's solenoid when the programmable crank
terminate speed is reached or when a programmable
cycle crank time has expired. The pinion of the starter
motor disengages from the ywheel ring gear.
When the programmable logic determines that an
engine shutdown is necessary, the ECM removes
+Battery voltage from the solenoids for the fuel
actuator and for the GSOV. The fuel is shut off.
The prelube system is programmed to perform a
postlube cycle during engine shutdown. This supplies
the turbocharger with adequate lubrication during
shutdown.
Monitoring Engine Operation
The ECM monitors both the engine operation and the
electronic system.
Problems with engine operation cause the ECM
to generate an event code. The ECM can issue a
warning or a shutdown for events. This depends on
the severity of the condition.
For example, a high pressure pump provides
hydraulic pressure with oil for the electrohydraulic
system. The oil supply is separate from the engine
oil. The high pressure oil supply is monitored by
a pressure switch. If the pressure drops below an
acceptable level, the ECM generates an event code
and the ECM shuts down the engine.
The ICSM monitors the combustion sensors and
the thermocouples for the cylinders and for the
turbocharger. The ICSM sends signals regarding the
parameters to the ECM over the Cat Data Link. If any
parameter exceeds the acceptable range, the ECM
can initiate a warning or a shutdown.
For more information on event codes, refer to
Troubleshooting, Event Codes.
Problems with the electronic system such as an
open circuit produce a diagnostic code. For more
information, refer to Troubleshooting, Diagnostic
Trouble Codes.
18 RENR5910-06
i02915656
Component Location
SMCS Code: 1000; 1900
Vee Engines
g00803846
Illustration 8
Front view of a Vee engine
(1) Sensor for the outlet pressure of the jacket water
(2) Sensor for the jacket water coolant temperature
(3) Unltered engine oil pressure sensor
(4) Engine oil temperature sensor
(5) Filtered engine oil pressure sensor
g00825637
Illustration 9
Right side view near the front of a Vee engine
(1) Sensor for the outlet pressure of the jacket water
(6) Detonation sensor
(7) Switch for the inlet pressure of the jacket water
(8) Crankcase pressure sensor
Note: There is one detonation sensor between each
pair or cylinders.
RENR5910-06 19
g00825893
Illustration 10
The sensor for the inlet manifold air temperature is installed in
the inlet air manifold between the two center cylinder heads on
the right side of the Vee engine.
(9) Sensor for inlet manifold air temperature
g00825717
Illustration 11
Right side view near the rear of a Vee engine
(10) Connector for the electrohydraulic actuators' pressure switch
(11) Switch for prelube oil pressure
20 RENR5910-06
g00825638
Illustration 12
Rear view of a Vee engine
(12) Fuel temperature sensor
(13) Switch for inlet air restriction (left)
(14) Pressure module for inlet air and fuel
(15) Switch for inlet air restriction (right)
(16) Engine speed/timing sensor
g00902969
Illustration 13
Right view of a Vee engine
Engine harness connector for the engine oil level switch and the
coolant level switch
In-Line Engines
g00895272
Illustration 14
Front view of an In-line engine
(1) Sensor for jacket water coolant temperature
(2) Sensor for outlet pressure of the jacket water
(3) Unltered engine oil pressure sensor
(4) Engine oil temperature sensor
(5) Filtered engine oil pressure sensor
RENR5910-06 21
g00895316
Illustration 15
Right side view near the front of an In-line engine
(6) Inlet air restriction's switch
(7) Air/fuel pressure module
(8) Engine speed/timing sensor
Note: There is one detonation sensor between each
pair or cylinders.
22 RENR5910-06
g00895279
Illustration 16
Right side view near the front of an In-line engine
(10) Fuel temperature sensor
(11) Crankcase pressure sensor
(12) Switch for the inlet pressure of the
jacket water
(13) Switch for the prelube oil pressure
(14) Connector for the switches for low
engine oil level and for low coolant level
Note: The switches for connector (14) can be
supplied by the customer or by the factory.
g00895328
Illustration 17
In-line engine
(15) Inlet manifold air temperature's sensor
(16) Electrohydraulic actuator's pressure
switch
RENR5910-06 23
Integrated Combustion Sensing Module
(ICSM)
g00843952
Illustration 18
Integrated Combustion Sensing Module (ICSM)
The engine has an Integrated Combustion Sensing
Module (ICSM) for each bank of cylinders. The
ICSM monitors exhaust temperature sensors and
combustion sensors. The ICSM performs calculations
with the data. The ICSM communicates with the ECM
via the CAT Data Link.
Exhaust temperatures are monitored for each
cylinder exhaust port, for the inlet of the turbocharger
turbine, and for the outlet of the turbocharger turbine.
Vee Engines
g00825730
Illustration 19
Vee engine
(17) Temperature sensor for the cylinder exhaust port
(18) Temperature sensor for the exhaust after the turbocharger
(19) Temperature sensor for the exhaust before the turbocharger
(20) Combustion sensor
Note: For each cylinder, there is one temperature
sensor for the exhaust port (17) and one combustion
sensor (20). For each turbocharger, there is one
temperature sensor for the exhaust after the
turbocharger (18) and one temperature sensor for
the exhaust before the turbocharger (19).
24 RENR5910-06
In-Line Engines
g00895336
Illustration 20
In-line engine
(17) Temperature sensor for the exhaust after the turbocharger
(18) Temperature sensor for the exhaust before the turbocharger
g00895356
Illustration 21
In-line engine
(19) Temperature sensor for the cylinder exhaust port
(20) Combustion sensor
Note: For each cylinder, there is one temperature
sensor for the exhaust port (19) and one combustion
sensor (20).
i03251780
Engine Monitoring System
SMCS Code: 1900
The Electronic Control Module (ECM) monitors the
operating parameters of the engine. The ECM will
generate an event code if a specic engine parameter
exceeds an acceptable range that is dened by the
engine monitoring system. For information on event
codes, refer to Troubleshooting, Event Codes for a
list of the applicable event codes for this application.
Three possible responses may be available for each
parameter. Some of the responses are not available
for some of the parameters. Refer to Table 7.
Table 7
Indicators (1), (2), and (3)
Warning Category
Indicator
Severity
(1) Least Severe
(2) Moderate Severity
(3) Most Severe
Use Caterpillar Electronic Technician (ET) to perform
the following activities for the monitoring system:
Viewing parameters
Parameter programming
Set delay times

The default settings for the parameters are
programmed at the factory. To accommodate unique
applications and sites, some of the parameters may
be reprogrammed with Cat ET. Use Cat ET to modify
the monitoring system parameters.
Note: Some parameters require no password in
order to be changed. Other parameters can be
changed with customer passwords. Some of the
parameters are protected by factory passwords.
There are some parameters that cannot be changed.
Some applications do not allow any changes to the
programmable monitoring system. Parameters that
are protected by factory passwords can only be
changed by dealer personnel.
Viewing or Changing the Settings
of the Monitoring System
Use the following procedure in order to view the
parameter settings and/or change the parameter
settings:
1. Select the Service/Monitoring System screen on
Cat ET.
RENR5910-06 25
Note: Ensure that you select the correct ECM for the
parameters that are being changed before continuing.
2. Highlight the desired parameter. Then click on
the Change button in the lower left corner of the
screen.
The Change Monitor System screen will appear.
3. Change the State of the parameter.
4. Set the Trip Point and the Delay Time according
to the Allowed Values that are displayed in the
lower half of the screen.
5. Click the OK button.
If a password is required, the Enter Passwords
screen will appear. Enter the correct passwords
and then click the OK button.
Note: If a factory password is required, the Enter
Factory Passwords screen will appear. Refer to
Troubleshooting, Factory Passwords for information
that is related to obtaining factory passwords.
The new settings will be effective immediately.
Note: Factory passwords are only available to
service technicians from an authorized Caterpillar
Dealership. Customers of Caterpillar do not have
access to the Caterpillar Factory Password System
(FPS).
i03097101
Diagnostic Capabilities
SMCS Code: 1900
Diagnostic Codes
The engine's Electronic Control Module (ECM) has
the ability to monitor the circuitry between the ECM
and the engine's components. The ECM also has the
ability to monitor the engine's operating conditions. If
the ECM detects a problem, a code is generated.
There are two categories of codes:
Diagnostic code
Event code
Diagnostic Code A diagnostic code indicates
an electrical problem such as a short circuit or an
open circuit in the engine's wiring or in an electrical
component.
Event Code An event code is generated by the
detection of an abnormal engine operating condition.
For example, an event code will be generated if the
oil pressure is too low. In this case, the event code
indicates the symptom of a problem. Event codes
indicate abnormal operating conditions or mechanical
problems rather than electrical problems.
Codes can have two different states:
Active
Logged
Active Codes
An active code indicates that a problem is present.
Service the active code rst. For the appropriate
troubleshooting procedure for a particular code, refer
to the following troubleshooting procedure:
Troubleshooting, Diagnostic Trouble Codes
Troubleshooting, Event Codes

Logged Codes
The codes are logged and stored in the ECM
memory. The problem may have been repaired
and/or the problem may no longer exist. If the
system is powered, it is possible to generate an
active diagnostic code whenever a component is
disconnected. If the component is reconnected, the
code is no longer active but the code may become
logged.
Logged codes may not indicate that a repair is
needed. The problem may have been temporary.
Logged codes may be useful to help troubleshoot
intermittent problems. Logged codes can also be
used to review the performance of the engine and
of the electronic system.
i03096280
Programmable Parameters
SMCS Code: 1900
Programmable parameters enable the engine to be
congured in order to meet the requirements of the
application. The system conguration parameters
must be programmed when the application is
installed. Perform this programming before the initial
engine start-up.
Data from a gas analysis and data on engine
performance are required in order to determine the
correct settings for the ignition timing and the fuel
control. Incorrect programming of parameters may
lead to complaints about performance and/or to
engine damage.
26 RENR5910-06
Programmable parameters can be classied into the
following types: engine identication, timing control,
air/fuel ratio control, speed control, start/stop control,
and engine monitoring.
If an Electronic Control Module (ECM) is replaced,
the appropriate parameters must be copied from
the old ECM. This can be done with the Copy
Conguration feature of the Caterpillar Electronic
Technician (ET). Alternatively, the settings can be
recorded on paper and then programmed into the
conguration screen that is for the new module.
NOTICE
Changing the parameters during engine operation can
cause the engine to operate erratically. This can cause
engine damage.
Only change the settings of the parameters when the
engine is STOPPED.
i02916200
Electrical Connectors
SMCS Code: 7553-WW
Terminal Box
g00891827
Illustration 22
Terminal box
The engine mounted terminal box is located on
the rear right side of the engine. The Electronic
Control Module (ECM) is inside the terminal box. The
terminal box provides the point of termination for all
of the wiring that is related to the engine's sensors
and for the ignition system.
RENR5910-06 27
g00892898
Illustration 23
Inside of the terminal box
(J2/P2) 70-pin connectors for the ECM
(J1/P1) 70-pin connectors for the ECM
(1) Ground strap
(2) Terminal for the 24 VDC power supply
(J7) 9-pin service tool connector
(CB1) 16 amp circuit breaker
(CB2) 6 amp circuit breaker
(J3/P3) 70-pin connectors for the customer's
wiring
(3) Ignition wiring for the left side of the vee
engine
(J6/P6) 70-pin connectors for the sensors
on the left side of the engine
(J5/P5) 70-pin connectors for the sensors
on the right side of the engine
(4) Ignition wiring for the right side of the
vee engine
(J4) 47-pin connector for the optional control
panel or for a customer connector
(5) Wiring for the electrical power
28 RENR5910-06
g00891953
Illustration 24
Front and bottom of the terminal box
(J6) 70-pin connector for the sensors on the left side of the engine
(J5) 70-pin connector for the sensors on the right side of the engine
(J4) 47-pin connector for the optional control panel or for a
customer connector
(6) Emergency stop button
(7) Hole for the ignition wiring on the left side of the vee engine
(8) Hole for the ignition wiring on the right side of the vee engine
(9) Hole for the electrical power supply and/or for the customer's
wiring to the 70-pin connector (P3)
Connectors
g01450202
Illustration 25
70 pin connectors on the ECM and the terminal box
g01450246
Illustration 26
P4 connector on bottom of terminal box
RENR5910-06 29
g01431259
Illustration 27
Harness connectors for the various sensors
(A) 5 V supply
(B) Return
(C) Signal
30 RENR5910-06
i02909042
SMCS Code: 1900
The system conguration parameters must be
programmed when the application is installed.
Perform this programming before the initial engine
start-up. Incorrect programming of parameters may
lead to complaints about performance and/or to
engine damage.
Data from a gas analysis is required for determining
the correct settings for the fuel quality and for the
specic gravity of the gas. The data must be entered
into the Caterpillar Software, LEKQ6378, Methane
Number Program.
If the Electronic Control Module (ECM) is replaced,
the appropriate parameters must be copied from
the original ECM. This can be done with the Copy
Conguration feature of Caterpillar Electronic
Technician (ET). Alternatively, the settings can be
recorded on paper and then programmed into the
new module.
Certain parameters are unique for each engine
application. Table 8 is a list of the parameters that
can be congured for G3600 Engines. The values of
the parameters can be viewed on the Conguration
screen of Cat ET.
NOTICE
Changing the parameters during engine operation can
cause the engine to operate erratically. This can cause
engine damage.
Unless the instructions are different, only change
the settings of the parameters when the engine is
STOPPED.
Table 8
Conguration Parameters for G3600 Engines
Fuel Quality Input Type Conguration
Fuel Quality
Fuel Quality Sensor LHV Lower Setpoint
Fuel Quality Sensor LHV Upper Setpoint
Gas Specic Gravity
Desired Engine Exhaust Port Temp
(continued)
(Table 8, contd)
Maximum Choke Position
Engine Start Choke Position
Engine Start Turbo Wastegate Position
Wastegate (Proportional) Gain Percentage
Wastegate (Integral) Stability Percentage
Wastegate (Derivative) Compensation Percentage
Choke (Proportional) Gain Percentage
Choke (Integral) Stability Percentage
Choke (Derivative) Compensation Percentage
Ignition Multi Strike Feature Enable
Ignition Multi Strike Mode Conguration
Ignition Multi Strike Engine Startup Activation Duration
Speed Control
Low Idle Speed
Minimum Engine High Idle Speed
Maximum Engine High Idle Speed
Engine Acceleration Rate
Desired Speed Input Conguration
Governor Type Setting
Engine Speed Droop
Governor (Proportional) Gain Percentage
Governor (Integral) Stability Percentage
Governor (Derivative) Compensation Percentage
Governor Auxiliary 1 (Proportional) Gain Percentage
Governor Auxiliary 1 (Integral) Stability Percentage
Governor Auxiliary 1 (Derivative) Compensation
Percentage
Start/Stop Control
Driven Equipment Delay Time
Crank Terminate Speed RPM
Engine Purge Cycle Time
Engine Cooldown Duration
Cycle Crank Time
Engine Overcrank Time
Engine Speed Drop Time
Engine Pre-lube Time Out Period
Engine Start Exhaust Temperature Feedback
Time Delay
Engine Start Fuel Burst Command
Monitoring and Protection
(continued)
RENR5910-06 31
(Table 8, contd)
Engine Post-Lube Duration
High Inlet Air Temp Engine Load Set Point
Information for the Electronic Control Module (ECM)
Engine Serial Number
Equipment ID
Passwords
Customer Password #1
Customer Password #2
Total Tattletale
Note: Not all of these conguration parameters
exist in all versions of ash les for the G3600
FamilyEngines with the adem III ECM. It is
recommended that the latest available software is
installed.
Governing of the Air/Fuel Ratio
Control and of the Engine Speed
Gain, stability, and compensation can be adjusted
for the following functions:
Primary governor
Auxiliary governor
Air choke
Exhaust bypass (wastegate)

Gain (proportional) determines the speed of the
control's response in adjusting for the difference
between the desired condition and the actual
condition. Increasing the gain (proportional) provides
a faster response to the difference between the
desired condition and the actual condition.
Stability (integral) controls the speed for elimination
of the error in the difference between the desired
condition and the actual condition. The stability
(integral) dampens the response to the error.
Increasing the stability provides less damping.
Compensation (derivative) is used to adjust for
the time delay between the control signal and the
movement of the actuator. If the compensation
(derivative) is too low, the engine speed will slowly
hunt. If the compensation (derivative) is too high, the
engine speed will rapidly uctuate.
Illustration 28 shows some typical curves for transient
responses.
g01447739
Illustration 28
(Y) Engine speed
(X) Time
(1) The gain (proportional) is too high and the stability (integral) is
too low. There is a large overshoot on start-up and there are
secondary overshoots on transient loads.
(2) The gain (proportional) is slightly high and the stability (integral)
is slightly low. There is a slight overshoot on start-up but the
response to transient loads is optimum.
(3) The gain (proportional) is slightly low and the stability (integral)
is slightly high. There is optimum performance on start-up but
slow response for transient loads.
(4) The gain (proportional) is too low and the stability (integral) is
too high. The response for transient loads is too slow.
(5) The response to transient loads is adjusted for optimum
performance.
Illustration 29 is a graphic representation of adjusting
the compensation.
32 RENR5910-06
g01447741
Illustration 29
The increased width of the line for the actuator voltage indicates
that the linkage is more active as the compensation increases.
(Y) Actuator voltage
(X) Time in seconds
The default values should be sufcient for initial
start-up. However, the values may not provide
optimum performance.
If you have a problem with instability, always
investigate other causes before you adjust the
settings. For example, diagnostic codes and unstable
gas pressure can cause instability.
To change the gain, stability, or compensation, use
the Graph feature on the Governor Gain screen
of Cat ET. The graph provides the best method for
observing the effects of the adjustment.
After you make adjustments, always test the stability
by interrupting the engine speed. Operate the engine
through the entire range of speeds and of loads in
order to ensure stability.
Fuel Quality Input Type
This parameter is used to select the type of input for
the Lower Heating Value (LHV). The default setting
is Congured Value. This setting is used when the
input for the LHV is set by the operator in Cat ET. The
4 to 20 mA setting should be selected when a gas
chromatograph is inputting a 4 to 20 mA input to the
control in order to represent the LHV of the fuel. This
setting is most often used in landll applications.
Fuel Quality
This parameter is programmed to the Lower Heating
Value (LHV) of the primary fuel. The fuel ratio control
of the ECM will compensate for some inaccuracy in
this setting. The ECM assumes a corrected value that
is equal to the customer programmed Fuel Energy
Content that is multiplied by the Fuel Correction
Factor. This factor is displayed on the Cat ET screen.
An event code is generated if the Fuel Correction
Factor exceeds a limit that is programmed at the
factory. The event code will indicate the need to
reprogram this value. Obtain a gas analysis in order
for this parameter to be accurately programmed.
Note: The nal BTU value may be adjusted to be
different from the fuel analysis value as the air/fuel
ratio is adjusted using an exhaust analyzer.
Fuel Quality Sensor LHV Lower Limit
Set point
This parameter is the lower LHV that is used by the
input device in order to determine the scaling of the
remote Btu input.
Fuel Quality Sensor LHV Upper Limit
Set point
This parameter is the upper LHV that is used by the
input device in order to determine the scaling of the
remote Btu input.
Note: The Lower and Upper fuel quality limits
combine to determine the remote Btu input slope.
The slope of this line can be altered by changing one
or both of these set points.
Gas Specic Gravity
The ECM requires an input for the Gas Specic
Gravity in order to precisely meter the air/fuel ratio.
Obtain a gas analysis in order to determine the
specic gravity of the fuel.
Desired Engine Exhaust Port Temp
This parameter is programmed to the desired exhaust
port temperature at a load of 25 percent. The ECM
uses this temperature to trim the air choke during
operation in the exhaust port temperature feedback
mode.
Refer to the Programmable Desired Engine
Exhaust Port Temp parameter within Systems
Operation/Testing and Adjusting, Electronic Control
System Operation.
RENR5910-06 33
Maximum Choke Position
This is the maximum position for the air choke. The
maximum position is set in order to enable a sufcient
ow of air for combustion when the engine is running
at no load. Usually, this position is closed 65 to 85
percent.
Engine Start Choke Position
This is the position for the air choke at start-up. The
air choke is held in this position in order to ensure
that the inlet manifold air pressure is sufcient. The
air choke is held in this position in order to ensure
that the inlet manifold air pressure is not excessive.
This position depends on the number of cylinders
and conditions at the site. Usually, this position is
closed 60 to 80 percent.
Engine Start Wastegate Position
This is the position for the wastegate at start-up. At
start-up, this position is maintained until ten seconds
after the engine has reached desired speed. The
wastegate is maintained at this position in order to
provide additional inlet air pressure. The nal setting
for this parameter must be based on conditions at
the site.
Wastegate (Proportional) Gain
Percentage
This parameter determines the speed of the control's
response in adjusting the wastegate in order to
achieve the desired inlet manifold air pressure.
Wastegate (Integral) Stability
Percentage
This parameter controls the speed for elimination
of the error in the difference between the desired
position of the wastegate and the actual position.
The stability dampens the response to the error.
Increasing the stability provides less damping.
Wastegate (Derivative) Compensation
Percentage
This parameter is used to adjust for the time delay
between the control signal and the movement of
the wastegate actuator. If the compensation is too
low, the wastegate actuator will slowly hunt. If the
compensation is too high, the wastegate actuator will
rapidly uctuate.
This parameter determines the speed of the control's
response in adjusting the air choke in order to
achieve the desired inlet manifold air pressure.
This parameter controls the speed for elimination of
the error in the difference between the desired inlet
manifold air pressure and the actual inlet manifold air
pressure. The stability dampens the response to the
error. Increasing the stability provides less damping.
Choke (Derivative) Compensation
Percentage
This parameter is used to adjust for the time delay
the air choke actuator. If the compensation is too
low, the air choke actuator will slowly hunt. If the
compensation is too high, the air choke actuator will
rapidly uctuate.
Ignition Multi Strike Feature Enable
This parameter is used to enable or disable the
Ignition Multi-Strike feature. This is a factory
password protected setting, which when enabled
provides a second ring of the ignition during the
same stroke. This increases the duration of the ring,
resulting in improved engine starting and operational
performance with low BTU fuels and cold starting
problems.
Ignition Multi Strike Mode Conguration
This parameter is used to congure ignition
multi-strike for Start or for Manual mode. When
Start mode is selected, the Ignition Multi-Strike is
active for the time dened in the Ignition Multi-Strike
Engine Startup Activation Duration. When Manual
mode is selected, Ignition Multi-Strike is active for the
start-up time and when the switch input to customer
connection pin (62) and return (8) is closed.
Ignition Multi Strike Engine Startup
Activation Duration
This parameter is used to set the duration that the
Ignition Multi-Strike feature is active.
Speed Control
Low Idle Speed
Program this parameter to the desired low idle rpm.
The low idle rpm can be programmed from 500 to
700 rpm.
34 RENR5910-06
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. This
parameter can be programmed from 700 to 1000
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. This
parameter can be programmed from 700 to 1000
rpm on industrial engines, 700 to 1050 rpm on 50
Hz on generator set engines, and 700 to 950 on 60
Hz generator set engines.
Engine Accel. Rate
This parameter controls the rate of acceleration
between Low Idle Speed and Desired Engine Speed.
For example, the engine can be programmed to
accelerate at a rate of 50 rpm per second when the
Idle/Rated switch is turned to the Rated position.
Speed Selection
The speed is selected by the position of the idle/rated
switch and by the status of the engine oil pressure. If
the switch is in the idle position, the ECM will always
select the low idle speed. If the engine oil pressure
is less than the trip point for the low oil pressure
warning, the ECM will always select low idle speed
regardless of the position of the idle/rated switch. If
the oil pressure is greater than the set point for the
low oil pressure warning, and the idle rated switch is
in the rated position, the ECM will select the desired
speed from either the remote control panel or the
customer's remote input.
Desired Speed Input Conguration
This parameter determines the signal input to the
ECM for control of the desired speed. The signal
can be either 0 to 5 VDC or 4 to 20 mA. The remote
control panel's desired speed potentiometer output
is 0-5 VDC.
Note: The ECM is not congured to accept a pulse
width modulated signal for input of the desired engine
speed. If you try to select a Pulse Width Modulated
input (PWM), the ECM will reject the selection. An
error will be generated.
Governor Type Setting
The Governor Type Setting parameter can be set
to Droop Operation or to Isochronous Mode. This
setting is dependent upon the application of the
engine.
Engine Speed Droop
This programmable parameter enables the precise
control of the droop for applications such as load
sharing units. When the Governor Type Setting
parameter is set to Droop, the droop can be
programmed to a value between 0 and 10 percent.
Governor (Proportional) Gain
Percentage
The gain determines the speed of the controls
response in adjusting between the desired and the
actual condition. Increasing the gain provides a faster
response to the difference between the desired
condition and the actual condition. This parameter is
based on a proportional multiplier. This parameter
changes the reaction of the governor when the Grid
Status parameter is OFF. If this gain is adjusted
and the Grid Status is ON, the gain is not affected.
Governor (Integral) Stability
Percentage
Stability controls the speed for the elimination of the
error in the difference between the desired condition
and the actual condition. The stability dampens
the response to the error. Increasing the value of
the stability provides less dampening. The stability
dampens the response to the error. Increasing the
value of the stability provides less dampening. This
parameter is based on an integral multiplier. This
parameter changes the reaction of the governor
when the Grid Status parameter is OFF. If the
stability is adjusted and the Grid Status is ON, the
stability is not affected.
Governor (Derivative) Compensation
Percentage
Compensation is used to adjust for the time delay
the actuator. If the compensation is to low, the
engine speed will slowly hunt. If the compensation
is to high, the engine speed will rapidly uctuate.
This parameter is based on a derivative multiplier
when the Grid Status parameter is Off. If the
compensation is changed and the Grid Status is
On, the compensation of the engine will not change.
RENR5910-06 35
Governor Auxiliary 1 (Proportional) Gain
Percentage
This parameter is based on a proportional multiplier
when the engine's Grid Status parameter is On. If
the gain is changed and the Grid Status is Off, the
gain of the engine controller will not change.
Governor Auxiliary 1 (Integral) Stability
Percentage
This parameter is based on an integral multiplier
when the engine's Grid Status parameter is On. If
the gain is changed and the Grid Status is Off, the
stability of the engine controller will not change.
Governor Auxiliary 1 (Derivative)
Compensation Percentage
This parameter is based on a derivative multiplier
when the engine's Grid Status parameter is On.
If the gain is changed and the Grid Status is Off,
the compensation of the engine controller will not
change.
Start/Stop Control Parameters
Driven Equipment Delay Time
The ECM provides a switch input for the driven
equipment in order to delay engine start-up until
the equipment is ready. The ECM will not attempt
to start the engine until the switch closes to ground
and the prelubrication is complete. An event code
is generated if the programmed time for the driven
equipment elapses without the closure of the switch.
The delay time for the switch must be programmed to
0 in order to disable this feature.
Crank Terminate Speed
The ECM disengages the starting motor when the
engine speed exceeds the programmed Crank
Terminate Speed. The default value of 250 rpm
should be sufcient for all applications.
Engine Purge Cycle Time
The Engine Purge Cycle Time is the duration for
cranking without fuel before the crank cycle begins.
The ignition is disabled during this time. The Engine
Purge Cycle Time allows any unburned fuel to exit
through the exhaust before you crank the engine.
Engine Cooldown Duration
When the ECM receives a Stop request, the engine
will continue to run in the Cooldown Mode for
the programmed cooldown period. The Cooldown
Mode is exited early if a request for an emergency
stop is received by the ECM. If the Engine Cooldown
Duration is programmed to zero, the engine will
immediately shut down when the ECM receives a
Stop request.
Cycle Crank Time
The Cycle Crank Time is the amount of time for
activation of the starting motor, the ignition system,
and the gas shutoff valve for start-up. If the engine
does not start within the specied 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 is the duration for
attempting engine start-up. An event is generated if
the engine does not start within this period of time.
Example Setting
Table 9
Examples of the Settings for Start-up
Parameter Time
Purge Cycle Time 10 seconds
Cycle Crank Time 30 seconds
Overcrank Time 45 seconds
The following sequence will occur if the parameters
are programmed according to the example in Table 9:
1. The fuel and ignition are off for the rst ten
seconds of the crank cycle in order to purge gas
from the engine via the exhaust system.
2. The fuel and the ignition are enabled. The engine
will continue to crank for a maximum of 30
seconds.
3. If the engine does not start, the ignition, the fuel,
and the starting motor are disabled for a 30
second Rest Cycle.
With this example, a complete cycle is 60 seconds,
which includes the 30 second crank cycle and the
30 second rest cycle. The purge cycle is included in
the 30 second crank cycle.
36 RENR5910-06
Engine Speed Drop Time
After the cooldown period has elapsed, the ECM
shuts off the gas shutoff valve. The ignition continues
until the engine speed drops below 40 rpm. If the
engine rpm does not drop at least 100 rpm within
the programmed drop time, the ECM terminates the
ignition and the ECM issues an emergency stop.
Engine Pre-Lube Time Out Period
The ECM energizes the prelube pump's solenoid
prior to cranking the engine. The ECM uses a
switch input to monitor the engine for acceptable
prelubrication pressure. After the prelube is
completed, the prelube's pressure switch closes.
If the ECM does not detect closure of the switch
within the programmable Engine Pre-Lube Time Out
Period, the ECM monitors the engine oil pressure
sensor. If the engine oil pressure is insufcient, an
event code is activated and the starting sequence is
terminated. The range for the Engine Pre-Lube Time
Out Period is 30 to 300 seconds.
Engine Start Exhaust Temperature
Feedback Time Delay
This setting determines the amount of time the control
system stays in No Feedback Mode after starting
and attaining the desired speed. If the indicated load
exceeds 40 percent while starting, this time delay
can prevent the system from going into Exhaust
Feedback mode too soon since this can cause the
Fuel Correction Factor to drop, due to misres.
Engine Start Fuel Burst Command
The default setting for this parameter is 30 percent.
Two seconds after cranking the control system opens
the fuel valve 30 percent. This is needed in most
applications for the vee engine's in order to charge
the fuel rail. However, for some in-line engines and
for some vee engines running hot fuels this burst is
not needed, and can be set from zero to 30 percent.
The fuel burst command can be lowered in order
to lean the air/fuel ratio. This will reduce the risk of
exhaust explosions during start-up.
High Inlet Air Temp Engine Load
Setpoint
The programmable setpoint is a value that separates
low engine load from high engine load for events
that are activated by high inlet air temperature. An
Engine Load Factor can be displayed on a Cat
ET status screen. If the load factor is less than
the setpoint and the inlet air temperature reaches
the trip point, a High Inlet Air Temperature at Low
Engine Load event is activated. If the load factor is
greater than the setpoint and the inlet air temperature
reaches the trip point, a High Inlet Air Temperature
at High Engine Load event is activated.
Information for the ECM
Engine Serial Number
The engine serial number is programmed into the
ECM at the factory. The number is stamped on the
engine Information Plate.
Equipment ID
The customer can assign an Equipment ID for the
purpose of identication.
Customer Passwords
Two customer passwords can be entered. The
passwords are used to protect certain conguration
parameters from unauthorized changes.
Note: Factory level security passwords are required
for clearing certain logged events and for changing
certain programmable parameters. Because of the
passwords, only authorized personnel can make
changes to some of the programmable items in the
ECM. When the correct passwords are entered, the
changes are programmed into the ECM.
Total Tattletale
This item displays the number of changes that have
been made to the conguration parameters.
Default Settings of the
Table 10 is a list of the default settings for most of the
conguration parameters. The values may require
adjustment for the particular installation.
RENR5910-06 37
Table 10
Default Settings of Conguration Parameters for G3600 Engines
Engine
Parameter
G3606 G3608 G3612 G3616
Fuel Quality Input Type Conguration Congured Value
Fuel Quality
36.00 MJ per cubic normal meter (900 BTU per
standard cubic feet meter)
Fuel Quality Sensor LHV Lower Setpoint
12 MJ per cubic normal meter (300 BTU per standard
cubic feet meter)
Fuel Quality Sensor LHV Upper Setpoint
24 MJ per cubic normal meter (600 BTU per standard
cubic feet meter)
Gas Specic Gravity 0.600
Desired Engine Exhaust Port Temp 540 C 535 C 540 C 535 C
Maximum Choke Position 75 % 70 % 84 % 85 %
Engine Start Choke Position 66 % 60 % 76 % 77 %
Engine Start Turbo Wastegate Position 55 %
Wastegate (Proportional) Gain Percentage
Wastegate (Integral) Stability Percentage
Wastegate (Derivative) Compensation Percentage
Choke (Derivative) Compensation Percentage
100 %
Ignition Multi Strike Feature Enable Disabled
Ignition Multi Strike Mode Conguration Start
Ignition Multi Strike Engine Startup Activation Duration 60 seconds
Speed Control
Low Idle Speed 550 rpm
Minimum Engine High Idle Speed 700 rpm
Maximum Engine High Idle Speed 1000 rpm
Engine Accel. Rate 100 rpm per second
Desired Speed Input Conguration 0 to 5 VDC
Governor Type Setting Isochronous
Engine Speed Droop 0
Governor (Proportional) Gain Percentage
Governor (Integral) Stability Percentage
Governor (Derivative) Compensation Percentage
Governor Auxiliary 1 (Proportional) Gain Percentage
Governor Auxiliary 1 (Integral) Stability Percentage
Governor Auxiliary 1 (Derivative) Compensation
Percentage
100 %
Start/Stop Control
Driven Equipment Delay Time 40.0 seconds
(continued)
38 RENR5910-06
(Table 10, contd)
Default Settings of Conguration Parameters for G3600 Engines
Engine
Parameter
G3606 G3608 G3612 G3616
Crank Terminate Speed 250 rpm
Engine Purge Cycle Time 0 seconds
Engine Cooldown Duration 0 minutes
Cycle Crank Time 30 seconds
Engine Overcrank Time 40 seconds
Engine Speed Drop Time 15 seconds
Engine Pre-lube Time Out Period 30 seconds
Engine Start Exhaust Temperature Feedback
Time Conguration
180 seconds
Engine Start Fuel Burst Command Conguration 30%
Monitoring and Protection
Engine Post-Lube Duration 3 minutes
High Inlet Air Temp Engine Load Set Point 50 %
Note: Not all of these conguration parameters
exist in all versions of ash les for the G3600
FamilyEngines with the adem III ECM. It is
recommended that the latest available software is
installed.
RENR5910-06 39
i02870327
SMCS Code: 1900
Table 11 lists the diagnostic codes that apply to
the engines that are covered in this manual. Use
Caterpillar Electronic Technician (ET) in order to
determine the diagnostic codes that are active or
logged. Then refer to the appropriate troubleshooting
procedure for more information.
Table 11
List of Diagnostic Codes
Code Troubleshooting Procedure
17-5 Fuel Shutoff Valve : Current Below Normal Troubleshooting, Fuel Control - Test
17-6 Fuel Shutoff Valve : Current Above Normal Troubleshooting, Fuel Control - Test
17-12 Fuel Shutoff Valve : Failure Troubleshooting, Fuel Control - Test
41-3 8 Volt DC Supply : Voltage Above Normal Troubleshooting, Sensor Supply - Test
41-4 8 Volt DC Supply : Voltage Below Normal Troubleshooting, Sensor Supply - Test
94-3 Fuel Delivery Pressure Sensor : Voltage Above
Normal
Troubleshooting, Air/Fuel Pressure Module - Test
94-8 Fuel Delivery Pressure Sensor : Abnormal
Frequency, Pulse Width, or Period
94-13 Fuel Delivery Pressure Sensor : Calibration
Required
Troubleshooting, Air/Fuel Pressure Module - Calibrate
100-3 Engine Oil Pressure Sensor : Voltage Above Normal Troubleshooting, Sensor Signal (Analog, Active) - Test
100-4 Engine Oil Pressure Sensor : Voltage Below Normal Troubleshooting, Sensor Signal (Analog, Active) - Test
101-3 Crankcase Air Pressure Sensor : Voltage Above
Normal
Troubleshooting, Sensor Signal (Analog, Active) - Test
101-4 Crankcase Air Pressure Sensor : Voltage Below
Normal
106-3 Air Inlet Pressure Sensor : Voltage Above Normal Troubleshooting, Air/Fuel Pressure Module - Test
106-8 Air Inlet Pressure Sensor : Abnormal Frequency,
Pulse Width, or Period
109-3 Engine Coolant Outlet Pressure Sensor : Voltage
Above Normal
Troubleshooting, Sensor Signal (PWM) - Test
109-8 Engine Coolant Outlet Pressure Sensor : Abnormal
Troubleshooting, Sensor Signal (PWM) - Test
110-3 Engine Coolant Temperature Sensor : Voltage
Above Normal
110-4 Engine Coolant Temperature Sensor : Voltage
Below Normal
168-2 Electrical System Voltage : Erratic, Intermittent, or
Incorrect
Troubleshooting, Electrical Power Supply - Test
172-3 Intake Manifold Air Temperature Sensor : Voltage
Above Normal
(continued)
40 RENR5910-06
(Table 11, contd)
172-4 Intake Manifold Air Temperature Sensor : Voltage
Below Normal
174-3 Fuel Temperature Sensor : Voltage Above Normal Troubleshooting, Sensor Signal (Analog, Active) - Test
174-4 Fuel Temperature Sensor : Voltage Below Normal Troubleshooting, Sensor Signal (Analog, Active) - Test
175-3 Engine Oil Temperature Sensor : Voltage Above
Normal
175-4 Engine Oil Temperature Sensor : Voltage Below
Normal
190-2 Engine Speed Sensor : Erratic, Intermittent, or
Incorrect
Troubleshooting, Speed Timing - Test
190-8 Engine Speed Sensor : Abnormal Frequency, Pulse
Width, or Period
Troubleshooting, Speed Timing - Test
253-2 Personality Module : Erratic, Intermittent, or
Incorrect
Troubleshooting, Control Module - Replace (ICSM)
262-3 5 Volt Sensor DC Power Supply : Voltage Above
Normal
Troubleshooting, Sensor Supply - Test
262-4 5 Volt Sensor DC Power Supply : Voltage Below
Normal
Troubleshooting, Sensor Supply - Test
301-5 Ignition Transformer Primary #1 : Current Below
Normal
Troubleshooting, Ignition Primary - Test
301-6 Ignition Transformer Primary #1 : Current Above
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
(continued)
RENR5910-06 41
(Table 11, contd)
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
323-3 Engine Shutdown Lamp : Voltage Above Normal Troubleshooting, Indicator Lamp - Test
324-3 Warning Lamp (Action) : Voltage Above Normal Troubleshooting, Indicator Lamp - Test
336-2 Engine Control Switch : Erratic, Intermittent, or
Incorrect
338-5 Engine Pre-Lube Pump Relay : Current Below
Normal
Troubleshooting, Prelubrication - Test
338-6 Engine Pre-Lube Pump Relay : Current Above
Normal
339-5 Engine Pre-Lube Pressure Switch : Current Below
Normal
(continued)
42 RENR5910-06
(Table 11, contd)
401-5 Ignition Transformer Secondary #1 : Current Below
Normal
Troubleshooting, Ignition Secondary - Test
401-6 Ignition Transformer Secondary #1 : Current Above
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
410-5 Ignition Transformer Secondary #10 : Current
Below Normal
Above Normal
Normal
Above Normal
Below Normal
Above Normal
(continued)
RENR5910-06 43
(Table 11, contd)
Below Normal
Above Normal
Below Normal
Above Normal
Below Normal
Above Normal
Below Normal
Above Normal
443-3 Crank Terminate Relay : Voltage Below Normal Troubleshooting, Indicator Lamp - Test
444-5 Starter Motor Relay : Current Below Normal Troubleshooting, Starting - Test
444-6 Starter Motor Relay : Current Above Normal Troubleshooting, Starting - Test
445-3 Run Relay : Voltage Above Normal Troubleshooting, Indicator Lamp - Test
524-3 Desired Engine Speed Sensor : Voltage Above
Normal
Troubleshooting, Speed Control - Test
524-4 Desired Engine Speed Sensor : Voltage Below
Normal
Troubleshooting, Speed Control - Test
525-5 Choke Actuator : Current Below Normal Troubleshooting, Choke Actuator - Test
525-6 Choke Actuator : Current Above Normal Troubleshooting, Choke Actuator - Test
526-5 Turbo Wastegate Drive : Current Below Normal Troubleshooting, Wastegate - Test
526-6 Turbo Wastegate Drive : Current Above Normal Troubleshooting, Wastegate - Test
542-3 Engine Oil Pressure Sensor - Before Oil Filter :
Voltage Above Normal
Analog Sensor SignalTroubleshooting, Sensor Signal (Analog,
Active) - Test
542-4 Engine Oil Pressure Sensor - Before Oil Filter :
Voltage Below Normal
Analog Sensor SignalTroubleshooting, Sensor Signal (Analog,
Active) - Test
591-12 EEPROMchecksum fault or ECM not programmed Troubleshooting, Control Module - Replace (ICSM)
1040-9 ICSM #1 : Abnormal Update Rate Troubleshooting, Integrated Combustion Sensing Module - Test
1041-9 ICSM #2 : Abnormal Update Rate Troubleshooting, Integrated Combustion Sensing Module - Test
1043-2 Cylinder #1 Firing Signal noisy Troubleshooting, Cylinder Firing Signal - Test
1043-3 Cylinder #1 Firing Signal : Voltage Above Normal Troubleshooting, Cylinder Firing Signal - Test
1043-4 Cylinder #1 Firing Signal : Voltage Below Normal Troubleshooting, Cylinder Firing Signal - Test
1043-8 Cylinder #1 Firing Signal : Abnormal Frequency,
Pulse Width, or Period
Troubleshooting, Cylinder Firing Signal - Test
1044-2 All Cylinders Firing Signal noisy Troubleshooting, Cylinder Firing Signal - Test
1044-3 All Cylinders Firing Signal : Voltage Above Normal Troubleshooting, Cylinder Firing Signal - Test
1044-4 All Cylinders Firing Signal : Voltage Below Normal Troubleshooting, Cylinder Firing Signal - Test
(continued)
44 RENR5910-06
(Table 11, contd)
1101-2 Cylinder #1 Combustion Probe : Erratic,
Intermittent, or Incorrect
Troubleshooting, Cylinder Combustion - Test
1101-4 Cylinder #1 Combustion Probe : Voltage Below
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
(continued)
RENR5910-06 45
(Table 11, contd)
Normal
Normal
Normal
Normal
1489-3 Left Turbo Turbine Outlet Temperature Sensor :
Troubleshooting, Exhaust Temperature - Test
Current Below Normal
1490-3 Right Turbo Turbine Outlet Temperature Sensor :
1491-3 Right Turbo Turbine Inlet Temperature Sensor :
1492-3 Left Turbo Turbine Inlet Temperature Sensor :
1501-3 Cylinder #1 Detonation Sensor : Voltage Above
Normal
Troubleshooting, Detonation - Test
1501-4 Cylinder #1 Detonation Sensor : Voltage Below
Normal
Normal
Normal
(continued)
46 RENR5910-06
(Table 11, contd)
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
1531-3 Engine Cylinder #1 Exhaust Port Temperature
Sensor : Voltage Above Normal
Sensor : Voltage Below Normal
Sensor : Current Below Normal
(continued)
RENR5910-06 47
(Table 11, contd)
(continued)
48 RENR5910-06
(Table 11, contd)
1844-5 Fuel Actuator : Current Below Normal Troubleshooting, Fuel Actuator - Test
1844-6 Fuel Actuator : Current Above Normal Troubleshooting, Fuel Actuator - Test
Diagnostic Codes
Diagnostic codes alert the operator that a problem in
the electronic system has been detected. Diagnostic
codes are also used by the service technician
to identify the nature of the problem. Cat ET is
a software program that is designed to run on a
personal computer. The software can be used by
the technician in order to view the diagnostic code
information for an Electronic Control Module (ECM).
Diagnostic codes may consist of the component
identier (CID), and the failure mode identier (FMI).
Module Identier (MID) The MID is a code with
two or three digits that indicates the electronic
module which generated the diagnostic code. The
MID for the engine's ECM is 036. Because Vee
engines have two Integrated Combustion Sensing
Modules (ICSM), there are two module identiers.
The MID for the #1 ICSM on the Vee engine's right
side is 109. In-line engines have one ICSM which is
also identied as 109. The MID for the #2 ICSM
on the Vee engine's left side is 110. Some electronic
displays do not display the MID because the module
which generates the code is obvious.
RENR5910-06 49
Component Identier (CID) The CID indicates the
component that generated the code. For example,
the CID number 301 identies the ignition transformer
primary for the number one cylinder.
Failure Mode Identier (FMI) The FMI indicates
the type of failure. Table 12 is a list of the failure
mode identiers.
Table 12
Failure Mode Identiers
FMI Description of Failure
00 Data valid but above normal operating
range
01 Data valid but below normal operating
range
02 Data erratic, intermittent or incorrect
03 Voltage above normal or shorted high
04 Voltage below normal or shorted low
05 Current below normal or open circuit
06 Current above normal or grounded
circuit
07 Mechanical system not responding
properly
08 Abnormal frequency, pulse, or period
09 Abnormal update
10 Abnormal rate of change
11 Failure mode not identiable
12 Bad device or component
13 Out of calibration
14 Not used
15 Not used
16 Parameter not available
17 Module not responding
18 Sensor supply fault
19 Condition not met
20 Not used
Refer to Table 11 for a complete list of the diagnostic
codes and the appropriate troubleshooting procedure.
Note: Do not confuse diagnostic codes with
event codes. Event codes alert the operator that an
abnormal operating condition such as low oil pressure
or high coolant temperature has been detected. If an
event code is active, refer to Troubleshooting, Event
Codes.
Illustration 30 is an example of the operating range
of a sensor.
g01365757
Illustration 30
Example of the typical operating range of a sensor
(1) This area represents the normal operating range of the engine
parameter.
(2) In these areas, the engine is operating in an unsafe operating
range of the monitored parameter. An event code will be
generated for the monitored parameter. The sensor circuit
does not have an electronic problem. Refer to Troubleshooting,
Event Codes for additional information on event codes.
(3) In these areas, the signal from the sensor is outside of the
operating range of the sensor. The sensor circuit has an
electronic problem. A diagnostic code will be generated for
the sensor circuit.
Active Diagnostic Codes
An active diagnostic code represents a problem with
the electronic control system. Correct the problem
as soon as possible.
When the engine's ECM generates an active
diagnostic code, the Active Alarm indicator (Engine
Control Alarm Status on Cat ET) is activated in order
to alert the operator. If the condition that generated
the code is momentary, the message disappears from
the list of active diagnostic codes. The diagnostic
code becomes logged.
50 RENR5910-06
Logged Diagnostic Codes
When the ECM generates a diagnostic code, the
ECM logs the code in permanent memory. The
ECM has an internal diagnostic clock. Each ECM
will record the following information when a code is
generated:
The hour of the rst occurrence of the code
The hour of the last occurrence of the code
The number of occurrences of the code

This information is a valuable indicator for
troubleshooting intermittent problems.
A code is cleared from memory when one of the
following conditions occur:
The service technician manually clears the code.
The code does not recur for 100 hours.
A new code is logged and there are already ten

codes in memory. In this case, the oldest code is
cleared.
Some diagnostic codes may be easily triggered.
Some diagnostic codes may log occurrences that
did not result in complaints. The most likely cause
of an intermittent problem is a faulty connection
or damaged wiring. The next likely cause is a
component failure. The least likely cause is the failure
of an electronic module. Diagnostic codes that are
logged repeatedly may indicate a problem that needs
special investigation.
Note: Always clear logged diagnostic codes after
investigating and correcting the problem which
generated the code.
RENR5910-06 51
Event Codes
i02870328
Event Codes
SMCS Code: 1900
Engine Monitoring
The Electronic Control Module (ECM) monitors the
operating parameters of the engine. The ECM will
generate an event code if a specic engine parameter
exceeds an acceptable range that is dened by the
engine monitoring system. For information on the
engine monitoring system, refer to Troubleshooting,
Engine Monitoring System.
Cross-Reference Information for
Event Codes
Event codes are generated when abnormal operating
conditions exist. Table 13 is a list of the event codes
for the engine. The event codes are cross-referenced
with the appropriate procedure that can be used to
troubleshoot the code.
Table 13
List of Event Codes
E004(3) Engine Overspeed Shutdown Troubleshooting, Engine Overspeeds
E013(3) High Crankcase Pressure Shutdown Troubleshooting, Crankcase Pressure Is High
E016(3) High Engine Coolant Temperature Shutdown
E017(1) High Engine Coolant Temperature Warning
Troubleshooting, Coolant Temperature Is High
E019(3) High Engine Oil Temperature Shutdown
E020(1) High Engine Oil Temperature Warning
Troubleshooting, Oil Temperature Is High
E026(3) High Inlet Air Temperature Shutdown
E027(1) High Inlet Air Temperature Warning
Troubleshooting, Inlet Air Temperature Is High
E038(1) Low Engine Coolant Temperature Warning Troubleshooting, Coolant Temperature Is Low
E040(3) Low Engine Oil Pressure Shutdown Troubleshooting, Oil Pressure Is Low
E042(3) Low System Voltage Shutdown
E043(1) Low System Voltage Warning
E050(1) High System Voltage Warning
E096(1) High Fuel Pressure Troubleshooting, Fuel Pressure Problem
E100(1) Low Engine Oil Pressure Warning Troubleshooting, Oil Pressure Is Low
E101(1) High Crankcase Pressure Warning Troubleshooting, Crankcase Pressure Is High
E125(1) Engine Oil Pressure High Warning
E126(3) Engine Oil Pressure High Shutdown
Troubleshooting, Oil Pressure Is High
(continued)
52 RENR5910-06
(Table 13, contd)
List of Event Codes
E127(1) Engine Oil Filter Diff Pressure Low Warning
E128(3) Engine Oil Filter Diff Pressure Low Shutdown
E129(1) Engine Oil Filter Diff Pressure High Warning
E130(3) Engine Oil Filter Diff Pressure High Shutdown
Troubleshooting, Oil Filter Differential Pressure Problem
E135 (3) Low Jacket Water Pressure Shutdown Troubleshooting, Coolant Pressure Is Low
E200(1) Continuous Cylinder Misre Troubleshooting, Engine Misres, Runs Tough or Is
Unstable
E201(1) Cylinder #1 Intermittent Misre
Troubleshooting, Engine Misres, Runs Tough or Is
Unstable
Unstable
Unstable
Unstable
E223(1) High Gas Temperature Troubleshooting, Fuel Temperature Is High
E224(3) High Jacket Water Inlet Pressure Troubleshooting, Coolant Pressure Is High
E225(3) Engine Overcrank Troubleshooting, Engine Overcrank Occurrence
E226(3) Driven Equipment Not Ready Troubleshooting, Engine Shutdown or Start Inhibit Initiated
by Driven Equipment
E228(1) Low Jacket Water Outlet Pressure
E228(3) Low Jacket Water Outlet Pressure
Troubleshooting, Coolant Pressure Is Low
E231(3) Fuel Quality Out of Range Troubleshooting, Fuel Energy Content Problem
E233(3) Low Engine Pre-Lube Pressure Troubleshooting, Prelubrication Pressure Is Low
E242(2) Engine Overload Troubleshooting, Engine Overloads
E243(1) High Left Turbo Turbine Outlet Temperature
E243(3) High Left Turbo Turbine Outlet Temperature
Troubleshooting, Turbocharger Turbine Temperature Is High
E244(1) High Right Turbo Turbine Outlet Temperature
E244(3) High Right Turbo Turbine Outlet Temperature
E245(1) High Right Turbo Turbine Inlet Temperature
E245(3) High Right Turbo Turbine Inlet Temperature
(continued)
RENR5910-06 53
(Table 13, contd)
List of Event Codes
E246(1) High Left Turbo Turbine Inlet Temperature
E246(3) High Left Turbo Turbine Inlet Temperature
E264(3) Emergency Stop Activated Troubleshooting, Engine Shutdown Occurrence
E266(3) Low Hydrax Oil Pressure Troubleshooting, Electrohydraulic System Oil Pressure Is
Low
E268(3) Unexpected Engine Shutdown Troubleshooting, Engine Shutdown Is Intermittent
E269(3) Customer Shutdown Requested Troubleshooting, Engine Shutdown Occurrence
E270(3) Driven Equipment Shutdown Requested Troubleshooting, Engine Shutdown or Start Inhibit Initiated
by Driven Equipment
E337(1) High Engine Oil to Engine Coolant Diff Temp
E337(3) High Engine Oil to Engine Coolant Diff Temp
Troubleshooting, Temperature Ratio of Coolant to Oil Is Low
E384(1) Left Air Inlet Restriction
E384(3) Left Air Inlet Restriction
E385(1) Right Air Inlet Restriction
E385(3) Right Air Inlet Restriction
Troubleshooting, Inlet Air Is Restricted
E386(1) Low Engine Coolant or Engine Oil Level
E386(3) Low Engine Coolant or Engine Oil Level
Troubleshooting, Coolant Level Is Low
Troubleshooting, Oil Level Is Low
E401(1) Cylinder #1 Detonation
E403 (1) Cylinder #3 Detonation
E404 (1) Cylinder #4 Detonation
Troubleshooting, Detonation Occurrence
E421(3) Cylinder #1 Detonation Shutdown
(continued)
54 RENR5910-06
(Table 13, contd)
List of Event Codes
E498(3) Fuel Pressure Present During Initial Cranking Troubleshooting, Engine Cranks but Does Not Start
E601(1) Cylinder #1 Continuous Misre
Troubleshooting, Engine Misres, Runs Rough or Is
Unstable
Unstable
Unstable
Unstable
E801(1) Cylinder #1 High Exhaust Port Temp
Troubleshooting, Exhaust Temperature Is High
(continued)
RENR5910-06 55
(Table 13, contd)
List of Event Codes
E821(1) Cyl #1 Exhaust Port Temp Deviating High
(continued)
56 RENR5910-06
(Table 13, contd)
List of Event Codes
E841(1) Cyl #1 Exhaust Port Temp Deviating Low
Troubleshooting, Exhaust Temperature Is Low
(continued)
RENR5910-06 57
(Table 13, contd)
List of Event Codes
E864 Low Gas Fuel Differential Pressure
E865 High Gas Fuel Differential Pressure
Troubleshooting, Fuel Pressure Problem
E884(1) Fuel Correction Factor Upper Limit Reached
E884(3) Fuel Correction Factor Upper Limit Reached
Troubleshooting, Fuel Energy Content Problem
E885(1) Fuel Correction Factor Lower Limit Reached
E885(3) Fuel Correction Factor Lower Limit Reached
Troubleshooting, Fuel Energy Content Problem
E1045(1) Low Intake Manifold Pressure Troubleshooting, Inlet Air Is Restricted
Parts of the Event Code
Event Code The E identies the code as an
event code. The XXX(X) represents a numeric
identier for the event code. The fourth (X) assigns
one of three levels to the active event code according
to the severity of the abnormal system condition. This
is followed by a description of the code. Refer to the
following example:
E360(1) Low Oil Pressure

The denition for the levels of severity for an event
are dened below:
Table 14
Indicators (1), (2), and (3)
Warning Category
Indicator
Severity
(1) Least Severe
(2) Moderate Severity
(3) Most Severe
Active Event Codes
An active event code represents a problem with
engine operation. Correct the problem as soon as
possible.
Active event codes are listed in ascending numerical
order. The code with the lowest number is listed rst.
Illustration 31 is an example of the operating range
of a sensor.
58 RENR5910-06
g01365757
Illustration 31
Example of the typical operating range of a sensor
(1) This area represents the normal operating range of the engine
parameter.
(2) In these areas, the engine is operating in an unsafe operating
range of the monitored parameter. An event code will be
generated for the monitored parameter. The sensor circuit does
not have an electronic problem.
(3) In these areas, the signal from the sensor is outside of the
operating range of the sensor. The sensor circuit has an
electronic problem. A diagnostic code will be generated for the
sensor circuit. Refer to Troubleshooting, Diagnostic Trouble
Codes for additional information on diagnostic codes.
Logged Event Codes
When the ECM generates an event code, the ECM
logs the event code in permanent memory. The ECM
has an internal diagnostic clock. The ECM will record
the following information when an event code is
generated:
The hour of the rst occurrence of the code
The hour of the last occurrence of the code
Up to a nite number of occurrences of the code

Logged events are listed in chronological order. The
most recent event code is listed rst.
This information can be helpful for troubleshooting
intermittent problems. Logged codes can also be
used to review the performance of the engine.
Clearing Event Codes
A code is cleared from memory when one of the
following conditions occur:
The code does not recur for 100 hours.
A new code is logged and there are already ten

codes in memory. In this case, the oldest code is
cleared.
The service technician manually clears the code.

Always clear logged event codes after investigating
and correcting the problem which generated the
code.
Troubleshooting
For basic troubleshooting of the engine, perform the
following steps in order to diagnose a malfunction:
1. Obtain the following information about the
complaint:
The event and the time of the event
Determine the conditions for the event. The

conditions will include the engine rpm and the
load.
Determine if there are any systems that were

installed by the dealer or by the customer that
could cause the event.
Determine whether any additional events

occurred.
2. Verify that the complaint is not due to normal
engine operation. Verify that the complaint is not
due to error of the operator.
3. Narrow the probable cause. Consider the operator
information, the conditions of operation, and the
history of the engine.
4. Perform a visual inspection. Inspect the following
items:
Air inlet system
Coolant level
Coupling on driven equipment
Devices that are used for communication
Fuel supply
RENR5910-06 59
Exhaust system
Oil level
Oil supply
Wiring
Connectors
Be sure to check the connectors. This is very
important for problems that are intermittent. Refer to
Troubleshooting, Electrical Connectors - Inspect.
If these steps do not resolve the problem, refer to
Table 13 for the procedure to troubleshoot the event
code.
Parameter Settings of the Engine
Monitoring System
programmed at the factory. If the delay time or the trip
point are programmable, the minimum and maximum
ranges will be listed in Table 15.
The parameter settings for the engine monitoring
system can also be viewed on Caterpillar Electronic
Technician (ET). In order to viewthe parameters of the
engine monitoring system, refer to Troubleshooting,
Engine Monitoring System.
Table 15
Default Settings of the Programmable Monitoring System
Parameter Action
Default
State
Security
Level
Password
Trip Point Range
Delay in
Seconds
Range of
the Delay in
Seconds
E004(3) Engine
Overspeed
Shutdown
(900 rpm rating)
(3)
Shutdown
Always
On
Factory 1017 rpm 800 to 1300 rpm 0 0
E004(3) Engine
Overspeed
Shutdown
(1000 rpm
rating)
(3)
Shutdown
Always
On
Factory 1130 rpm 800 to 1300 rpm 0 0
E017(1) High
Engine Coolant
Temperature
Warning
88 C (190 F)
jacket water
(1)
Warning
On Customer
93 C
(199 F)
60
E016(3) High
Engine Coolant
Temperature
Shutdown
88 C (190 F)
jacket water
(3)
Shutdown
Always
On
Customer
98 C
(208 F)
80 to 129 C
(185 to 264 F)
20
1 to 60
(continued)
60 RENR5910-06
(Table 15, contd)
Parameter Action
Default
State
Security
Level
Password
Trip Point Range
Delay in
Seconds
Range of
the Delay in
Seconds
E017(1) High
Engine Coolant
Temperature
Warning
99 C (210 F)
jacket water
(1)
Warning
On Customer
105 C
(221 F)
60
E016(3) High
Engine Coolant
Temperature
Shutdown
99 C (210 F)
jacket water
(3)
Shutdown
Always
On
Customer
110 C
(230 F)
80 to 129 C
(185 to 264 F)
20
1 to 60
E017(1) High
Engine Coolant
Temperature
Warning
110 C (230 F)
jacket water
(1)
Warning
On Customer
115 C
(239 F)
60
E016(3) High
Engine Coolant
Temperature
Shutdown
110 C (230 F)
jacket water
(3)
Shutdown
Always
On
Customer
120 C
(248 F)
80 to 129 C
(185 to 264 F)
20
1 to 60
E020(1) High
Engine Oil
Temperature
Warning
(1)
Warning
On Customer
88 C
(190 F)
85 to 102 C
(185 to 215 F)
5
E019(3) High
Engine Oil
Temperature
Shutdown
(3)
Shutdown
Always
On
Factory
90 C
(194 F)
85 to 104 C
(185 to 219 F)
1
1 to 60
E027(1) High
Inlet Air
Temperature
Warning (high
load)
32 C (90 F)
SCAC
(1)
Warning
On
57 C
(135 F)
E026(3) High
Inlet Air
Temperature
Shutdown (high
load)
32 C (90 F)
SCAC
(3)
Shutdown
Always
On
Customer
60 C
(140 F)
32 to 120 C
(90 to 248 F)
20 1 to 60
(continued)
RENR5910-06 61
(Table 15, contd)
Parameter Action
Default
State
Security
Level
Password
Trip Point Range
Delay in
Seconds
Range of
the Delay in
Seconds
E027(1) High
Inlet Air
Temperature
Warning (high
load)
43 C (109 F)
SCAC
(1)
Warning
On
65 C
(149 F)
E026(3) High
Inlet Air
Temperature
Shutdown (high
load)
43 C (109 F)
SCAC
(3)
Shutdown
Always
On
Customer
68 C
(154 F)
32 to 120 C
(90 to 248 F)
20 1 to 60
E027(1) High
Inlet Air
Temperature
Warning (high
load)
54 C (129 F)
SCAC
(1)
Warning
On
72 C
(162 F)
E026(3) High
Inlet Air
Temperature
Shutdown (high
load)
54 C (129 F)
SCAC
(3)
Shutdown
Always
On
Customer
75 C
(167 F)
32 to 120 C
(90 to 248 F)
20 1 to 60
E027(1) High
Inlet Air
Temperature
Warning (low
load)
32 C (90 F)
SCAC
(1)
Warning
On
72 C
(162 F)
E026(3) High
Inlet Air
Temperature
Shutdown (low
load)
32 C (90 F)
SCAC
(3)
Shutdown
Always
On
Customer
75 C
(167 F)
32 to 100 C
(90 to 212 F)
20 1 to 60
E027(1) High
Inlet Air
Temperature
Warning (low
load)
43 C (109 F)
SCAC
(1)
Warning
On
77 C
(171 F)
E026(3) High
Inlet Air
Temperature
Shutdown (low
load)
43 C (109 F)
SCAC
(3)
Shutdown
Always
On
Customer
80 C
(176 F)
32 to 100 C
(90 to 212 F)
20 1 to 60
(continued)
62 RENR5910-06
(Table 15, contd)
Parameter Action
Default
State
Security
Level
Password
Trip Point Range
Delay in
Seconds
Range of
the Delay in
Seconds
E027(1) High
Inlet Air
Temperature
Warning (low
load)
54 C (129 F)
SCAC
(1)
Warning
On
82 C
(180 F)
E026(3) High
Inlet Air
Temperature
Shutdown (low
load)
54 C (129 F)
SCAC
(3)
Shutdown
Always
On
Customer
85 C
(185 F)
32 to 100 C
(90 to 212 F)
20 1 to 60
E038(1) Low
Engine Coolant
Temperature
Warning
(1)
Warning
On Customer
25 C
(77 F)
5 to 80 C
(41 to 176 F)
20 1 to 60
E100(1) Low
Engine Oil
Pressure
Warning (under
600 rpm)
(1)
Warning
N/A
175 kPa
(25 psi)
N/A 5
E040(3) Low
Engine Oil
Pressure
Shutdown
(under 600 rpm)
(3)
Shutdown
Always
On
N/A
100 kPa
(14.5 psi)
N/A
0
This item is not
programmable.
E100(1) Low
Engine Oil
Pressure
Warning (over
600 rpm)
(1)
Warning
N/A
400 kPa
(58 psi)
N/A 5
E040(3) Low
Engine Oil
Pressure
Shutdown (over
600 rpm)
(3)
Shutdown
Always
On
N/A
350 kPa
(51 psi)
N/A
0
This item is not
programmable.
E042(3) Low
System Voltage
Shutdown
(3)
Shutdown
Always
On
N/A 18 volts N/A 10
E043(1) Low
System Voltage
Warning
(1)
Warning
On N/A 20 volts N/A
20
E050(1) High
System Voltage
Warning
(1)
Warning
On N/A 32 volts N/A 20
This item is not
programmable.
(continued)
RENR5910-06 63
(Table 15, contd)
Parameter Action
Default
State
Security
Level
Password
Trip Point Range
Delay in
Seconds
Range of
the Delay in
Seconds
E123(1) Jacket
Water to Engine
Oil Temp Low
Warning
(1)
Warning
On Customer
10 C
(50 F)
E124(3) Jacket
Water to Engine
Oil Temp Low
Shutdown
(3)
Shutdown
Always
On
Factory
15 C
(59 F)
0 to 80 C
(32 to 176 F)
60 1 to 60
E125(1) Engine
Oil Pressure
High Warning
(1)
Warning
On Customer
650 kPa
(94 psi)
E126(3) Engine
Oil Pressure
High Shutdown
(3)
Shutdown
Always
On
Customer
1000 kPa
(145 psi)
600 to 1200 kPa
(87 to 174 psi)
25 1 to 60
E129(1) Engine
Oil Filter Diff
Pressure High
Warning
(1)
Warning
On Customer
100 kPa
(15 psi)
15
E130(3) Engine
Oil Filter Diff
Pressure High
Shutdown
(3)
Shutdown
Always
On
Factory
300 kPa
(44 psi)
0 to 350 kPa
(0 to 51 psi)
25
1 to 60
E223(1)
High Gas
Temperature
(1)
Warning
On Customer
60 C
(140 F)
0 to 60 C
(140 F)
20 1 to 60
E224(3) High
Jacket Water
Inlet Pressure
(3)
Shutdown
Always
On
N/A
462 kPa
(67 psi)
N/A 10
This item is not
programmable.
E228(1) Low
Jacket Water
Outlet Pressure
(1)
Warning
On
124 kPa
(18 psi)
E228(3) Low
Jacket Water
Outlet Pressure
(3)
Shutdown
Always
On
N/A
103 kPa
(15 psi)
N/A 10
This item is not
programmable.
E242(2) Engine
Overload
(2)
Derate
Always
On
N/A
110 percent
of rated
load
N/A 0
This item is not
programmable.
E337(1) High
Engine Oil to
Engine Coolant
Diff Temp
(1)
Warning
On Customer
10 C
(50 F)
60
E337(3) High
Engine Oil to
Engine Coolant
Diff Temp
(3)
Shutdown
Always
On
Factory
13 C
(55 F)
0 to 80 C
(176 F)
60
1 to 60
E384(1) Left Air
Inlet Restriction
(1)
Warning
Always
On
N/A N/A 0
This item is not
programmable.
E384(3) Left Air
Inlet Restriction
(3)
Shutdown
Off Customer
5.23 kPa
(0.76 psi)
N/A 20 1 to 60
(continued)
64 RENR5910-06
(Table 15, contd)
Parameter Action
Default
State
Security
Level
Password
Trip Point Range
Delay in
Seconds
Range of
the Delay in
Seconds
E385(1) Right
Air Inlet
Restriction
(1)
Warning
Always
On
N/A N/A 0
This item is not
programmable.
E385(3) Right
Air Inlet
Restriction
(3)
Shutdown
Off Customer
5.23 kPa
(0.76 psi)
N/A 20 1 to 65
E864 Low Gas
Fuel Differential
Pressure
(1)
Warning
On Customer
5 kPa
(0.7 psi)
0 to 100 kPa
(14.5 psi)
60 1 to 60
E865 High Gas
Fuel Differential
Pressure
(1)
Warning
On Customer
160 kPa
(23 psi)
0 to 195 kPa
(28 psi)
30 1 to 60
Conditions for Parameters
Some of the programmable parameters are
dependent on the status of an ECM output before
the parameters are allowed to function. Some of the
parameters are allowed to function after the crank
terminate relay has been energized for more than 30
seconds. Other parameters are allowed to function
after the output for the fuel control relay is energized.
Some parameters are not dependent upon any
conditions.
The conditions are designed to eliminate false events
during start-up if the customer has programmed a
delay time to zero. The conditions are listed in Table
16.
Table 16
Conditions for Activation for Monitoring the Parameters
Parameter Condition
Low System Voltage None
High Engine Coolant Temperature The crank terminate relay is energized for more than 30 seconds.
Low Engine Coolant Temperature None
Engine Overspeed None
High Engine Oil Temperature
High Oil Filter Differential Pressure
High Fuel Temperature
The crank terminate relay is energized for more than 30 seconds.
Low Fuel Pressure The fuel control relay is energized.
High Jacket Water to Engine Oil Temp Differential The crank terminate relay is energized for more than 30 seconds.
High System Voltage None
High Inlet Air Temperature at Low Engine Load
High Inlet Air Temperature at High Engine Load
The crank terminate relay is energized for more than 30 seconds.
RENR5910-06 65
If the trip point for a shutdown is programmed to
activate before the trip point for a warning, the engine
will shut down and the warning will not be activated.
Integrated Combustion Sensing
Module (ICSM)
The ICSM monitors the temperatures of the cylinder
exhaust ports, the inlets of the turbocharger turbine,
and the outlets of the turbocharger turbines. The
ICSM also monitors the combustion sensors.
If a temperature exceeds an acceptable range, the
ICSM can initiate a warning or a shutdown. Both of
the responses are available for all of the parameters.
Note: To initiate the responses, the ICSM sends
commands to the ECM via the Cat Data Link.
programmed at the factory. To accommodate unique
applications and sites, the parameters may be
reprogrammed with Cat ET. The screens of Cat ET
provide guidance for changing trip points. Use Cat
ET to perform the following activities:
Select the available responses.
Program the level for monitoring.
Program delay times for each response.

Table 17 lists default examples of the values for the
parameters. However, the values may have changed.
Use Cat ET to determine the programming for your
engine.
Table 17
Default Settings of the Integrated Combustion Sensing Module
Parameter Action
Default
State
Security
Level
Password
Trip Point Range
Delay in
Seconds
Range of
the Delay
in Seconds
E243(1) High
Left Turbo
Turbine Outlet
Temperature
(1)
Warning
570 C
(1058 F)
E243(3) High
Left Turbo
Turbine Outlet
Temperature
(3)
Shutdown
On Customer
600 C
(1112 F)
400 to 650 C
(752 to 1202 F)
10 1 to 1200
E244(1) High
Right Turbo
Turbine Outlet
Temperature
(1)
Warning
570 C
(1058 F)
E244(3) High
Right Turbo
Turbine Outlet
Temperature
(3)
Shutdown
On Customer
600 C
(1112 F)
400 to 650 C
(752 to 1202 F)
10 1 to 1200
(continued)
66 RENR5910-06
(Table 17, contd)
Default Settings of the Integrated Combustion Sensing Module
Parameter Action
Default
State
Security
Level
Password
Trip Point Range
Delay in
Seconds
Range of
the Delay
in Seconds
E245(1) High
Right Turbo
Turbine Inlet
Temperature
(1)
Warning
600 C
(1112 F)
E245(3) High
Right Turbo
Turbine Inlet
Temperature
(3)
Shutdown
On Customer
650 C
(1202 F)
400 to 700 C
(752 to 1292 F)
10 1 to 1200
E246(1) High
Left Turbo
Turbine Inlet
Temperature
(1)
Warning
600 C
(1112 F)
E246(3) High
Left Turbo
Turbine Inlet
Temperature
(3)
Shutdown
On Customer
650 C
(1202 F)
400 to 700 C
(752 to 1292 F)
10 1 to 1200
E801(1) through
E816(1) Cylinder
High Exhaust
Port Temp
(1)
Warning
600 C
(1112 F)
E801(3) through
E816(3) Cylinder
High Exhaust
Port Temp
(3)
Shutdown
Off Customer
650 C
(1202 F)
100 to 1000 C
(212 to 1832 F)
10 1 to 1200
E821(1) through
E836(1) Exhaust
Port Temp
Deviating High
(1)
Warning
On
50 C
(90 F)
240
E821(3) through
E836(3) Exhaust
Port Temp
Deviating High
(3)
Shutdown
Off
Customer
100 C
(180 F)
10 to 500 C
(18 to 900 F)
600
1 to 1200
E841(1) through
E856(1) Exhaust
Port Temp
Deviating Low
(1)
Warning
On
120 C
(216 F)
E841(3) through
E856(3) Exhaust
Port Temp
Deviating Low
(3)
Shutdown
Off
Customer
400 C
(720 F)
10 to 500 C
(18 to 900 F)
300 1 to 1200
RENR5910-06 67
i02601844
SMCS Code: 7569
Use the following guidelines as you troubleshoot an
engine symptom:
Gather Information
Interview the operator about the problem before you
begin troubleshooting, when possible.
Verify the Problem
Attempt to duplicate the problem. Try to duplicate the
operating conditions, when possible.
Narrow the List of Possible Causes
Use the information from the operator. Attempt to
identify a common cause if there is more than one
symptom. The possible causes of a problem are
listed at the beginning of each procedure in the
Symptom Troubleshooting section of this manual.
Follow the Procedures
The procedures in this manual provide the most
efcient way to determine the root cause of the
problem.
Provide Feedback to Caterpillar
After the correct repair has been performed on
the engine, provide brief, detailed information to
Caterpillar about the repair. This information helps
Caterpillar better serve you and the customer.
i02885946
Air Starting Motor Problem
SMCS Code: 1451-035
Probable Causes
The following conditions can prevent operation of the
starting motor:
Engaged barring device
Electrical problem
Low supply pressure
Problem with the lubricator
Problem with the starting motor's control valve
Problem with the starting motor's relay valve
Worn starting motor

Recommended Actions
Barring Device
Make sure that the barring device is fully disengaged.
Inspect the ttings and the air lines of the interlock
for leaks.
Electrical Problem
There may be a problem with the starting system's
electrical circuit. Refer to Troubleshooting, Starting -
Test.
Low Supply Pressure
Determine the cause of the low supply pressure.
Inspect the supply lines for leaks and/or obstructions.
Make the necessary repairs.
Check the compressor for proper operation.
If a tank is used for the supply pressure, make sure
that the size of the tank is sufcient. Check the
pressure in the tank.
Check the pressure regulator for proper adjustment.
Lubricator
Check the oil level in the lubricator and adjust the
lubricator according to the engine's Operation and
Maintenance Manual.
Inspect the tting of the lubricator to the air line. Make
sure that the tting is tight and free of leaks.
Disassemble the lubricator and clean the parts.
Inspect the parts for good condition. Replace any
parts that are worn or damaged or replace the
lubricator.
Control Valve
Check the control valve's solenoid for proper
operation. Replace the solenoid, if necessary.
68 RENR5910-06
Relay Valve
After the starting motor's pinion is engaged, the relay
valve enables a large volume of supply pressure to
enter the air starting motor. Make sure that the relay
valve is not stuck. Check for leaks. Check for debris
in the supply line to the starting motor. Make sure
that the air line is properly connected.
Worn Starting Motor
Before you remove the starting motor, turn the
crankshaft by hand. Ensure that a mechanical failure
inside the engine is not preventing the crankshaft
from turning. If the crankshaft will turn by hand, try
the starting motor again. If the starting motor does
not turn the crankshaft, remove the starting motor.
Inspect the starting motor for worn parts.
Check the starting motor for worn seals. Plug the
starting motor's exhaust outlet and attach a source
of pressurized air to the inlet. Submerge the starting
motor in water for a minimum of 30 seconds. If
bubbles rise from the starting motor, replace the
seals.
If a vane is cracked or if the height of a vane is less
than 32 mm (1.25 inch), install new vanes.
If any of the rotor bearings are loose or rough,
replace the bearings.
If the rotor's body is scored, try to smooth the body
with emery cloth. If the body cannot be smoothed
with emery cloth, replace the rotor.
If the end plate is scored, use emery cloth to smooth
the end plate.
If the cylinder is cracked or if the cylinder is scored
deeply, replace the cylinder.
i02904882
Coolant Flow Is Low
SMCS Code: 1395-035
Probable Causes
Low coolant level
Problem with the water pump
Restriction through the aftercooler
Insufcient ow of coolant
Buildup of scale in the cooling system

Recommended Actions
Check the Coolant Level and Inspect the
Cooling System for Leaks
Check coolant level. If the coolant level is low, inspect
the cooling system for leaks.
If the coolant level is low, ll the cooling system. If
leaks are found, make the necessary repairs.
Water Pump
Remove the water pump for inspection. Refer
to Disassembly and Assembly, Water Pump -
Remove. Repair the water pump, if necessary.
Aftercooler
If the ow of coolant through the aftercooler is
restricted, clean the aftercooler core.
Check the Flow of Coolant
Use Caterpillar Electronic Technician (ET) in order to
observe the pressure of the jacket water outlet when
the engine is not running. Then observe the reading
during engine operation.
If the reading is not reasonable or if the reading is
not within specications, install a pressure gauge
near the pressure sensor at the jacket water outlet.
Compare the gauge reading with the reading from
Cat ET.
If the readings from the comparative gauge do
not agree approximately with Cat ET, replace the
pressure sensor.
If the readings from the comparative gauge agree
approximately with Cat ET, check the following
components:
Check the water temperature regulators for proper

operation.
Check for plugging of the radiator or of the heat

exchanger.
Inspect the water pump for damage to the impeller.

Scale Buildup
Drain the cooling system. Clean the cooling system.
Fill the cooling system with new coolant. Maintain
the cooling system properly. For instructions, refer
to the engine's Operation and Maintenance Manual,
Cooling System Coolant (DEAC) - Change.
RENR5910-06 69
i02904904
Coolant Level Is Low
SMCS Code: 1395-035
Use this procedure in order to troubleshoot a
low coolant level. Use this procedure if one of
the following event codes is active. Refer to
Troubleshooting, Event Codes for information about
event codes and the default trip points for these
codes. You must access the monitoring system on
Caterpillar Electronic Technician (ET) in order to view
the current trip points for these codes.
Table 18
Event Code
Description Conditions
which Activate
the Code
System
Response
E386(1) Low
Engine Coolant
or Engine Oil
Level
E386(3) Low
Engine Coolant
or Engine Oil
Level
The switch input
for the engine
coolant level or
for the engine oil
level is activated.
The code is
logged. If a
warning is
generated, the
alarm output
is activated. If
a shutdown is
generated, the
shutdown output
is activated.
Probable Causes
Low engine coolant level
Problem with an electrical connection or with the

wiring
Problem with the coolant level switch

Recommended Actions
Low Engine Coolant Level
Check the coolant level. Add coolant, if necessary.
Normally, the engine does not consume any coolant.
Inspect the cooling system for leaks.
If no external leaks are found and the coolant level
cannot be maintained, there may be an internal leak.
Make repairs, if necessary.
Electrical Connections or Wiring
There may be a problem with an electrical connection
or with the wiring. Thoroughly inspect the electrical
connectors and all of the wiring for the switch. Refer
to Troubleshooting, Electrical Connectors - Inspect
and refer to the engine's electrical Schematic. Make
repairs, if necessary.
Test the Switch
The coolant level switch must be closed in order for
the engine to operate. The switch is normally open.
The switch must be submerged in uid in order to
become closed.
Disconnect the switch and remove the switch.
Connect an ohmmeter to the switch's terminals and
measure the continuity. The correct continuity for the
normally open switch is greater than 20,000 Ohms.
Continue to monitor the ohmmeter and submerge the
switch in water. The correct continuity for the closed
switch is less than 5 Ohms.
If the correct results are not obtained or if the switch
does not close, replace the switch.
If the correct results are obtained, there may be an
open circuit in an electrical connection or in the wiring.
Use the ohmmeter to measure the resistance of the
wiring. Refer to the engine's electrical Schematic.
Note: The coolant level switch may be supplied by
the customer.
i02904909
Coolant Pressure Is High
SMCS Code: 1395-035
Use this procedure in order to troubleshoot a high
pressure at the outlet of the jacket water pump.
Use this procedure if the following event code is
active. Refer to Troubleshooting, Event Codes
for information about event codes and the default
trip points for these codes. You must access
the monitoring system on Caterpillar Electronic
Technician (ET) in order to view the current trip points
for these codes.
70 RENR5910-06
Table 19
Event Code
which Activate
the Code
System
Response
E224(3) High
Jacket Water
Inlet Pressure
The crank
terminate relay
is set and the
engine has
been running
for at least ten
seconds. The
trip point for high
pressure at the
inlet for the jacket
water has been
exceeded and
the delay time
has expired.
The fuel is
shut off. The
shutdown output
is activated. The
code is logged.
Probable Causes
There is a problem with the circuit for the pressure

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

excessive.
Recommended Actions
Check the Circuit of the Pressure Switch
for the Outlet of the Jacket Water Pump
The contact for the switch's terminals A and B is
normally open. The contact for the switch's terminals
B and C is normally closed.
If the pressure at the outlet for the jacket water pump
rises to 462 41 kPa (67 6 psi), the contact for
the switch's terminals A and B is closed and the
contact for terminals B and C is opened.
If the contacts are abnormally shorted or opened,
check the connectors and the wiring for damage
or corrosion. Refer to Troubleshooting, Electrical
Connectors - Inspect.
If a problem with the connectors and/or the wiring is
found, make repairs, as needed. Replace parts, if
necessary.
Check the Outlet Pressure of the Jacket
Water Pump
Use a gauge to check the pressure at the outlet for
the jacket water pump.
If the pressure is less than 462 41 kPa (67 6 psi)
and the E224 code is active, replace the pressure
switch.
If a pressure of at least 462 41 kPa (67 6 psi)
is measured at the outlet for the jacket water pump,
the high pressure may be caused by excessive head
pressure. The high pressure could also be caused by
obstructions in the coolant passages after the jacket
water pump. Inspect the system. Make repairs, as
needed.
i02904945
Coolant Pressure Is Low
SMCS Code: 1395-035
Use this procedure in order to troubleshoot a low
pressure at the jacket water outlet. Use this procedure
if one of the following event codes is active. Refer to
RENR5910-06 71
Table 20
Event Code
which Activate
the Code
System
Response
E228(1) Low
Jacket Water
Outlet Pressure
E228(3) Low
Jacket Water
Outlet Pressure
The event will
trigger the alarm
when the engine
speed is greater
than low idle and
the pressure at
the jacket water
outlet is less than
124 kPa (18 psi)
for a period of
20 seconds. The
event will trigger
a shutdown when
engine speed
is greater than
low idle and
the pressure at
the jacket water
outlet is less than
103 kPa (15 psi)
for a period of 40
seconds. These
settings are not
programmable.
These settings
should be
sufcient for
all applications.
This ensures that
the engine has
the appropriate
coolant pressure
in order to
operate without
causing damage.
The code is
logged. If a
warning is
generated, the
alarm output
is activated. If
a shutdown is
generated, the
shutdown output
is activated.
E135 (3)
Low Jacket
Water Pressure
Shutdown
The crank
terminate relay
is set and the
engine has
been running
for at least ten
seconds. The
pressure of the
jacket water is
less than the trip
point and the
delay time has
expired. There
are no active
codes for the
pressure sensor
at the outlet for
the jacket water.
The fuel is
shut off. The
shutdown output
is activated. The
code is logged.
Probable Causes
Low coolant level
Insufcient ow of coolant
Recommended Actions
Check the Coolant Level and Inspect the
Cooling System for Leaks
Check coolant level. If the coolant level is low, inspect
the cooling system for leaks.
If the coolant level is low, ll the cooling system. If
leaks are found, make the necessary repairs.
Check the Flow of Coolant
Use Cat ET to observe the pressure at the jacket
water outlet when the engine is not running. Then
observe the reading during engine operation.
If the reading is not reasonable or if the reading is
not within specications, install a pressure gauge
near the pressure sensor at the jacket water outlet.
Compare the gauge reading with the reading from
Cat ET.
If the readings from the comparative gauge do not
agree approximately with Cat ET, troubleshoot the
circuit for the pressure sensor at the jacket water
outlet. Refer to Troubleshooting, Sensor Signal
(PWM) - Test.
If the readings from the comparative gauge agree
approximately with Cat ET, check the following
components:

operation.
Check for plugging of the radiator or the heat

exchanger.
Inspect the jacket water pump for damage to the

impeller.
Inspect the jacket water pump for cavitation.

i02874971
Coolant Temperature Is High
SMCS Code: 1395-035
coolant temperature or use this procedure if any of
the following event codes are active or logged. Refer
to Troubleshooting, Event Codes for information
about event codes and the default trip points for
these codes. You must access the monitoring system
on Caterpillar Electronic Technician (ET) in order to
view the current trip points for these codes.
72 RENR5910-06
Table 21
Event Code
which Activate
the Code
System
Response
E017(1) High
Engine Coolant
Temperature
Warning
The alarm output
is activated. The
code is logged.
E016(3) High
Engine Coolant
Temperature
Shutdown
The engine
coolant
temperature has
exceeded the
trip point and the
delay time has
expired.
The shutdown
output is
activated. The
code is logged.
The engine is
shut down.
Probable Causes
Low coolant level and/or coolant leakage
Aeration of the coolant
Problem with the water pump
High ambient temperature and/or high inlet air

temperature
Insufcient ow of air or coolant through the

radiator or through the heat exchanger
Faulty water temperature regulators
Faulty coolant temperature sensor and/or circuit
Insufcient ow of coolant through the engine
Exhaust restriction
Excessive load
Incorrect air/fuel ratio
Combustion gas in the coolant

Recommended Actions
Check for a Low Coolant Level and/or
Coolant Leakage
Note: Low coolant level can be the effect of
overheating rather than the cause.
Check the coolant level.
Run the engine to operating temperature. Inspect the
cooling system for leaks.
Determine whether the leak occurs before the engine
overheats.
Add coolant, if necessary. If leaking is found, make
the necessary repairs.
Check for Aeration of the Coolant
Air can enter the cooling system if the pressure cap
is not operating properly. Check the operation of the
pressure cap. Replace the pressure cap, if necessary.
Install a ball check valve at the outlet of the water
pump. Start the engine. Open the ball check valve
in order to check for aeration of the coolant. If air
bubbles are found in the coolant, determine the
source of the air.
If the coolant has been changed recently, make sure
that the air has been purged from the cooling system.
Make sure that the cooling system is properly vented.
The supply pressure to the water pump must be
sufcient in order to prevent cavitation. Measure the
supply pressure at the inlet to the water pump.
Water Pump
The engine will overheat if the water pump is not
operating properly. Measure the coolant pressure
at the outlet of the water pump. Make sure that the
water pump is in good condition.
Check for High Ambient Temperature
and/or High Inlet Air Temperature
Determine if the ambient air temperature is within the
design specications for the cooling system.
Make sure that the engine's exhaust does not heat
the radiator or the heat exchanger.
Check for high inlet air temperature. Refer to
Troubleshooting, Inlet Air Temperature Is High.
Determine the cause of the high air temperature.
Make corrections, when possible.
Check for Insufcient Flow of Air and
Coolant through the Radiator or Heat
Exchanger
Measure the coolant temperature at the inlet for the
coolant.
Radiator
Check the ns of the radiator for obstructions. Check
the fan for proper operation.
If the radiator ns are obstructed, clean the ns. If the
fan does not operate properly, make the necessary
repairs.
RENR5910-06 73
Heat Exchanger
Check for sufcient ow and temperature of the
cooling water through the heat exchanger. If the
ow of cooling water through the heat exchanger is
insufcient, determine the location of the obstruction.
Check the Water Temperature Regulators
operation. Refer to Systems Operation/Testing and
Adjusting, Cooling System.
Replace the water temperature regulators, if
necessary.
Check the Coolant Temperature Sensor
and/or the Circuit
Check the reading of the coolant temperature
on Caterpillar Electronic Technician (ET). The
temperature should rise steadily as the engine is
warmed. Ensure that the temperature is reasonable.
If the reading on Cat ET for the coolant temperature
is not reasonable, troubleshoot the circuit
and the coolant temperature sensor. Refer to
Troubleshooting, Sensor Signal (Analog, Active) -
Test.
Check the Flow of Coolant Through the
Engine
During normal operation, check the inlet pressure
of the engine coolant and the outlet pressure of the
engine coolant.
Measure temperatures and pressures at various
points in the cooling system in order to identify
possible locations of restrictions.
If a buildup of deposits restricts the coolant ow,
clean the cooling system.
If the ow of coolant through the engine is not
sufcient, determine the cause of the obstruction.
Make necessary repairs.
Check the Exhaust Restriction
Check the back pressure of the exhaust system.
Refer to the engine's Technical Marketing Information.
If the back pressure exceeds the specications 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.
Air/Fuel Ratio
An air/fuel mixture that is too rich will cause
overheating. A change in the fuel energy content will
change the air/fuel ratio. Obtain a fuel analysis.
The fuel supply pressure must be adequate and
stable.
Ensure that the electrohydraulic actuator for the fuel
is operating correctly.
Verify that the exhaust emissions are correct.
Check for Combustion Gas in the Coolant
The following conditions can indicate that combustion
gas is entering the cooling system:
Steam is escaping from the expansion tank.
A cylinder is misring.
The cylinder temperature is too hot or too cold.

If a leaking precombustion chamber is suspected,
operate the engine at a low load. Monitor the exhaust
port temperatures and the combustion burn times.
Note: A leaking precombustion chamber can also
cause detonation.
When a suspect cylinder is identied, shut down
the engine. Inspect the spark plug for moisture and
for evidence of deposits from coolant. Remove the
combustion sensor and insert a borescope through
the opening. Inspect the precombustion chamber for
evidence of coolant. If evidence of coolant is found,
replace the seals. Refer to the engine's Disassembly
and Assembly manual.
i02905023
Coolant Temperature Is Low
SMCS Code: 1395-035
low coolant temperature. Use this procedure
if the following event code is active. Refer to
Troubleshooting, Event Codes for information
about event codes and the default trip point for this
code. You must access the monitoring system on
the current trip point for this code.
74 RENR5910-06
Table 22
Event Code
which Activate
the Code
System
Response
E038(1) Low
Engine Coolant
Temperature
Warning
The crank
terminate relay
is set and the
engine has been
running for at
least 30 seconds.
The temperature
of the engine
coolant is less
than the trip point
and the delay
time has expired.
No other codes
for the coolant
temperature are
active.
The alarm output
is activated. The
code is logged.
Probable Causes
Faulty jacket water heater
Faulty coolant temperature sensor and/or circuit

Recommended Actions
Check the Jacket Water Heater
Determine if the jacket water heaters are functioning
properly.
If the jacket water heaters are not functioning
properly, determine the cause of the malfunction of
the heaters. Make the necessary repairs.
Check the Coolant Temperature Sensor
and/or the Circuit
Check the reading of the coolant temperature on the
Cat ET. The temperature should rise steadily as the
engine is warmed. Ensure that the temperature is
reasonable.
If the reading on Cat ET for the coolant temperature
is not reasonable, troubleshoot the circuit
and the coolant temperature sensor. Refer to
Troubleshooting, Sensor Signal (Analog, Passive) -
Test.
The water temperature regulators should not begin to
open until jacket water reaches opening temperature
for the regulators. Allow the engine to cool and then
start the engine. Check the hose at the outlet for
the jacket water. If the hose is warm and normal
operating temperature is not achieved yet, a regulator
may be stuck open.
Note: A water temperature regulator that is stuck
open can result in piston seizure.
Check the operation of the water temperature
regulators according to Systems Operation/Testing
and Adjusting, Cooling System. Replace the water
temperature regulators, if necessary.
i02905054
Crankcase Pressure Is High
SMCS Code: 1201-035-PX
crankcase pressure. Use this procedure if one
of the following event codes is active. Refer to
Table 23
Event Code
which Activate
the Code
System
Response
E101(1) High
Crankcase
Pressure
Warning
The alarm output
is activated. The
code is logged.
E013(3) High
Crankcase
Pressure
Shutdown
The engine is
running and
the crankcase
pressure is
greater than the
setpoint.
The shutdown
output is
activated. The
code is logged.
Probable Causes
Plugged crankcase breather and/or piping
Problem with the crankcase ventilation system (if

equipped)
Plugged port on the crankcase pressure sensor
Faulty sensor
Internal engine problem

RENR5910-06 75
Recommended Actions
Crankcase Breather
A plugged crankcase breather will cause excessive
crankcase pressure. Leakage of the crankshaft seal
can occur. Sealing of the piston rings can be lost.
This will enable crankcase blowby to further increase
the crankcase pressure.
Clean the crankcase breather according to the
Operation and Maintenance Manual, Engine
Crankcase Breather - Clean.
Crankcase Ventilation System
Engines that use bio-gas may have a system for
ventilation of the crankcase. A problem with the
ventilation system can increase the crankcase
pressure. Service the ventilation system according
to the literature that is provided by the OEM of the
system.
Plugged Port
The crankcase pressure sensor has a port in order
to allow the ambient pressure into the sensor. The
port is enclosed under a cap. Remove the cap and
inspect the port for obstructions. Clean the port, when
possible. Otherwise, replace the sensor.
Faulty Sensor
If you suspect that the crankcase pressure sensor is
faulty, replace the sensor with a sensor that is known
to be good.
Internal Engine Problem
If the piston rings do not seal, blowby will increase
the crankcase pressure and the problem will become
worse. Performance will deteriorate. The engine
will have poor combustion. Deposits will build up
on the pistons, on the valves, and in the cylinder
heads. Downward pumping of the pistons against
the increased crankcase pressure will further reduce
the performance.
To determine whether the piston rings leak, measure
the crankcase blowby. Refer to the Operation
and Maintenance Manual, Crankcase Blowby -
Measure/Record.
Sticking of the pistons will also increase the
crankcase pressure. If the problem is not resolved,
piston seizure will result.
If a problem with a piston is suspected, do not operate
the engine. Remove the crankshaft inspection covers
in order to inspect the cylinder liner for scoring and
for scufng. Use the barring device to move the
piston to the uppermost position. Replace the piston
rings and the cylinder liner, if necessary.
i02905112
Cylinder Is Noisy
SMCS Code: 1223-035
Probable Causes
Incorrect bridge and/or valve lash
Insufcient lubrication
Problem in the cylinder head and/or related

components
Problem with the bolts for the precombustion

chamber
Recommended Actions
Valve Bridge and Valve Lash
Check the valve bridge and valve lash according to
Systems Operation/Testing and Adjusting, Engine
Timing Procedures.
Insufcient Lubrication
Inspect the valve train for sufcient lubrication. The
passages for the engine oil must be clean.
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: valves,
valve springs, locks, and valve rotators.
Inspect the contact surfaces of the rocker arm and
valve bridge.
Inspect the pushrods.
Check for free movement of the valves. If the valves
do not move freely, look for these conditions:
A valve stem is bent.
The camshaft lifters are damaged or the lifters are

worn.
The camshaft is damaged or the camshaft is worn.

76 RENR5910-06
A retaining bolt for a rocker shaft is loose or the

bolt is broken.
Replace components that are worn and/or damaged.
If a camshaft is replaced, new valve lifters must be
installed.
Bolts for the Precombustion Chamber
Inspect the bolts for the precombustion chamber.
Make sure that the bolts are not loose or broken.
Replace the bolts, if necessary.
i04090021
Detonation Occurrence
SMCS Code: 1223-035; 1559-035
Use this procedure in order to troubleshoot an
occurrence of detonation. Any alarm that is
generated by the detonation detection system must
be investigated. The cause of the alarm must be
identied and corrected. Use this procedure if one
codes. Access the monitoring system on Caterpillar
Electronic Technician (ET) in order to view the current
trip points for these codes.
Table 24
Event Code
which Activate
the Code
System
Response
E401(1) Cylinder
#1 Detonation
E402(1) Cylinder
#2 Detonation
E403 (1) Cylinder
#3 Detonation
E404 (1) Cylinder
#4 Detonation
E405(1) Cylinder
#5 Detonation
E406(1) Cylinder
#6 Detonation
E407(1) Cylinder
#7 Detonation
E408(1) Cylinder
#8 Detonation
E409(1) Cylinder
#9 Detonation
E410(1) Cylinder
#10 Detonation
E411(1) Cylinder
#11 Detonation
E412(1) Cylinder
#12 Detonation
E413(1) Cylinder
#13 Detonation
E414(1) Cylinder
#14 Detonation
E415(1) Cylinder
#15 Detonation
E416(1) Cylinder
#16 Detonation
The level of
detonation has
exceeded the
trip point. There
is no active
diagnostic code
for the detonation
sensor.
The alarm
output is
activated. The
code is logged.
The engine
performance
may be
affected by an
adjustment of
the timing in
order to reduce
detonation.
RENR5910-06 77
Table 25
Event Code
which Activate
the Code
System
Response
E421(3) Cylinder
#1 Detonation
Shutdown
E422(3) Cylinder
#2 Detonation
Shutdown
E423(3) Cylinder
#3 Detonation
Shutdown
E424(3) Cylinder
#4 Detonation
Shutdown
E425(3) Cylinder
#5 Detonation
Shutdown
E426(3) Cylinder
#6 Detonation
Shutdown
E427(3) Cylinder
#7 Detonation
Shutdown
E428(3) Cylinder
#8 Detonation
Shutdown
E429(3) Cylinder
#9 Detonation
Shutdown
E430(3) Cylinder
#10 Detonation
Shutdown
E431(3) Cylinder
#11 Detonation
Shutdown
E432(3) Cylinder
#12 Detonation
Shutdown
E433(3) Cylinder
#13 Detonation
Shutdown
E434(3) Cylinder
#14 Detonation
Shutdown
E435(3) Cylinder
#15 Detonation
Shutdown
E436(3) Cylinder
#16 Detonation
Shutdown
The level of
detonation has
exceeded the trip
point. Maximum
retardation of
the timing was
unable to control
the detonation
adequately during
the number of
ignition sparks
that are allowed.
There is no active
diagnostic code
for the detonation
sensor.
The fuel is
shut off. The
shutdown
output is
activated. The
code is logged.
The engine is
shut down.
Probable Causes
Excessive load
Misre
Adjustment of needle valves for the precombustion

chamber
High inlet air temperature
Coolant in a cylinder
Excessive deposits in the combustion chamber
Faulty circuit for the detonation sensor
High BTU fuel gas supply
Mechanical problem
Recommended Repairs
Excessive Load
Misre
If a cylinder is misring, the other cylinders can
be overloaded. Overloading will cause the other
cylinders to detonate. To eliminate the detonation,
rst eliminate the misre. Refer to Troubleshooting,
Engine Misres, Runs Rough or Is Unstable.
Needle Valves
Misre can occur in the precombustion chamber if the
air/fuel mixture is too lean. If a cylinder is misring,
the other cylinders can be overloaded. Overloading
will cause the other cylinders to detonate.
Determine whether the adjustment of the needle
valves is correct. If the needle valves require
adjustment, fully close all of the needle valves. Then
open all of the needle valves for four full turns.
Operate the engine and use an emissions analyzer
to obtain the correct level of exhaust emissions.
Note: The recommended minimum position of the
needle valve should not be less than two turns open.
Check the Inlet Air Temperature
High inlet air temperature can cause detonation.
Check the inlet air temperature. Check for an event
code for the inlet air temperature.
If an event code for the inlet air temperature is active,
refer to Troubleshooting, Inlet Air Temperature Is
High.
78 RENR5910-06
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.
Enter the data into Caterpillar Software Program,
LEKQ6378, Methane Number Program. Use Cat
ET to program the correct LHV and specic gravity
of the fuel into the ECM.
stable.
Make sure that the electrohydraulic actuator for the
fuel is operating correctly.
Coolant in a Cylinder
Under some circumstances, detonation can occur
if a solution of water and glycol leaks into a
precombustion chamber and the coolant is burned. If
a water/glycol solution is used, monitor the cylinder
exhaust port temperature. If the temperature is higher
than the average, inspect the cylinder for evidence of
coolant leaks in the precombustion chamber.
Note: Signicant leaking of any type of coolant will
cause the cylinder to misre.
Check for Deposits in the Cylinders
Overlling 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:
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 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.
Check the Detonation Sensors
A problem with a detonation sensor or the electrical
circuit can cause false indications of detonation.
Troubleshoot the detonation sensors. Refer to
Troubleshooting, Detonation Test.
High BTU Fuel Gas Supply
The value of the fuel BTU may have changed due to
customer activities. Obtain a current fuel analysis. If
the BTU of the fuel has changed signicantly, use an
exhaust analyzer to tune the engine.
Mechanical Problem
The detonation detection system is designed to
provide detonation control for selected cylinders.
However, the system is also capable of detecting
other unusual structural vibrations. The system
can detect both detonation events and irregular
mechanical events.
If a root cause of the detonation is not found,
proceed with investigating the mechanical system.
Look for loose fasteners, discoloration that is due
to overheating, and any indication of mechanical
impact.
Remove the crankcase side covers, the camshaft
covers, and the valve covers. Check the valve lash.
Look for the following types of problems before
the problems can cause a more serious situation:
maladjusted valve lash, spalling of the cams, broken
connecting rod bolts, and other mechanical issues.
i02905354
Electrohydraulic System Oil
Pressure Is Low
SMCS Code: 1300-035
Use this procedure if one of the following event
codes is active. Refer to Troubleshooting, Event
Codes for information about event codes and the
default trip points for these codes. You must access
for these codes.
RENR5910-06 79
Table 26
Event Code
which Activate
the Code
System
Response
E266(3) Low
Hydrax Oil
Pressure
The crank
terminate relay
has been
energized for at
least 30 seconds.
The pressure
switch for the
electrohydraulic
actuator system
opens for more
than one second.
This indicates no
oil pressure to
the system.
The fuel is
shut off. The
shutdown output
is activated. The
code is logged.
Probable Causes
Incorrect setting of the pressure relief valve
Stuck pressure relief valve
Insufcient oil pressure
Open electrical circuit for the hydraulic oil pressure

switch
Recommended Actions
Setting of the Pressure Relief Valve
Check the setting of the pressure relief valve. For
instructions, refer to Systems Operation/Testing and
Adjusting, Engine Governing - Adjust. Adjust the
pressure relief valve, if necessary.
Check the Pressure Relief Valve
If the pressure relief valve is dirty, the valve can
become stuck. If the pressure relief valve is stuck in
the open position, the hydraulic oil pressure will be
too low.
If you suspect that the pressure relief valve is stuck,
disassemble the valve and clean the parts. Check
the relief valve that is located on the hydraulic pump
for leakage and/or adjustment. Replace parts, if
necessary.
Low Hydraulic Oil Pressure
Check the hydraulic oil level. Observe the oil level in
the sight gauge on the tank. If necessary, pour oil into
the tank until the oil level is between the ADD and
FULL marks on the sight gauge.
The hydraulic oil pressure switch must remain closed
during engine operation. Use a gauge to check the oil
pressure of the electrohydraulic system at the outlet
for the hydraulic pump while the engine is cranking.
Check the pressure while the engine is at normal
operating temperature, when possible. Compare the
pressure to the pressure that is described in Systems
Operation/Testing and Adjusting, Engine Governing
- Adjust.
If the pressure is too low, inspect the electrohydraulic
system for leaks. Inspect the hydraulic pump. Make
repairs, as needed.
Open Electrical Circuit
Open Circuit in the Hydraulic Oil Pressure Switch
Check for proper operation of the hydraulic oil
pressure switch. Disconnect the engine harness
from the switch. Apply a known pressure to the
electrohydraulic system. While you apply the
pressure, use a ohmmeter between terminals A and
B on the switch. Observe the status of the switch's
contact. If the switch does not function properly,
replace the switch.
Open Circuit in the Harness for the Hydraulic Oil
Pressure Switch
Use the following procedure to check the harness.
Do not operate the engine during this procedure.
1. Turn the engine control switch to the STOP
position.
2. Disconnect the harness connector from the
pressure switch. Use Cat ET to observe the
Hydrax Pressure Switch Status.
The status of the switch should be Open.
3. Attach a jumper wire between terminals A and
B on the harness connector.
4. Use Cat ET to observe the Hydrax Pressure
Switch Status.
The status of the switch should be Closed.
5. Continue to observe the Hydrax Pressure Switch
Status. Wiggle the harness from the harness
connector to the ECM.
The status of the switch should still be Closed.
If the Hydrax Pressure Switch Status
momentarily changes to Open, the harness has
an intermittent circuit.
80 RENR5910-06
If there is an intermittent circuit, locate the problem.
Make repairs to the harness, when possible. After the
harness is repaired, remove the jumper wire from the
3-pin connector. Reconnect the connector.
If the harness cannot be repaired, replace the
harness.
i02905361
Engine Cranks but Does Not
Start
SMCS Code: 1000-035; 1450-035
active. Refer to Troubleshooting, Event Codes for
information about event codes and the default trip
points for this code. You must access the monitoring
system on Caterpillar Electronic Technician (ET) in
order to view the current trip point for this code.
Table 27
Event Code
which Generate
this Code
System
Response
E498(3) Fuel
Pressure
Present During
Initial Cranking
The engine is
cranking and
the pressure
switch for the
prelube is closed.
The Electronic
Control Module
(ECM) has
energized the
Gas Shutoff
Valve (GSOV)
but the ECM has
not energized the
fuel actuator's
solenoid. The
air/fuel pressure
module detects
a differential
pressure for
fuel to air of at
least 0.5 kPa
(0.073 psi).
The shutdown
output is
activated. The
code is logged.
Probable Causes
Air/Fuel pressure module
Fuel pressure is present during initial cranking.
Slow cranking
Cold engine
Excessive load
Incorrect starting position for the air choke
Inlet air restriction
Problem with the air/fuel mixture
Problem with the gas shutoff valve
Electrical connectors or power supply
No signal from the engine speed/timing sensor
Ignition system
Recommended Actions
Air/Fuel Pressure Module
Perform a calibration procedure on the Air/Fuel
pressure module. Refer to Troubleshooting, Air/Fuel
Pressure Module - Calibrate.
Fuel Pressure is Present During Initial
Cranking
If fuel pressure is present before the fuel command,
the engine will not start.
If an unexpected shutdown or a fast shutdown
occurred, the fuel actuator may have remained open.
If service was performed on the actuator, the actuator
may have remained open. Before you crank the
engine again, make sure that the actuator is closed.
Inspect the fuel actuator and the actuator's linkage.
Inspect the rod ends for damage and/or for wear.
Make sure that the components are fastened
securely. Make corrections, if necessary.
Make sure that the linkage is adjusted according to
the engine's Specications, Fuel Control.
The fuel actuator may be stuck. Make sure that the
actuator can move smoothly. Inspect the actuator
according to Operation and Maintenance Manual,
Electrohydraulic Actuator - Inspect. Recondition the
actuator, if necessary.
Slow Cranking
The cranking speed must be sufcient for engine
start-up. Inspect the starting system. Make sure that
the air supply has sufcient pressure. If the starting
motor is suspect, refer to Troubleshooting, Air
Starting Motor Problem.
Note: The target minimum cranking speed is 80 rpm.
RENR5910-06 81
Cold Engine
If the engine is too cold, the engine may not start.
Refer to Application and Installation, LEKQ7249,
Ambient Considerations.
Excessive Load
Air Choke
The air choke is maintained at a xed position during
start-up. If the air choke is closed too far, there may
be insufcient air for combustion. If the air choke is
opened too far, the air/fuel mixture may be too lean
for combustion.
Make sure that the programmable Engine Start
Choke Position is correct. Refer to Systems
System Parameters.
Inlet Air Restriction
The air lter elements may be plugged. For
optimum operation, replace the air lter elements
when the inlet air restriction reaches 2.5 kPa
(10 inches of H2O). The maximum allowable inlet air
restriction is 3.75 kPa (15 inches of H
2
O).
If the inlet air restriction is excessive, determine the
cause of the restriction and correct the condition.
Air/Fuel Mixture
The following conditions can cause the engine to
malfunction:
Low fuel pressure
High fuel pressure
Poor fuel quality

Make sure that fuel is supplied at a sufcient pressure
that is stable. Make sure that the size of the fuel line
is sufcient. Inspect the fuel system for leaks. Inspect
the fuel lter, the gas pressure regulator, the gas
shutoff valve, and the gas shutoff valve's solenoid.
When possible, interview the operator in order
to determine if fuel quality is in question. Try to
determine if the source of the fuel was changed.
Check the needle valves for the precombustion
chambers. If the needle valves are closed, no fuel is
supplied to the precombustion chamber. If the needle
valves are open too far, the air/fuel mixture will be
too rich for combustion.
If the adjustment of the needle valves is suspect, fully
close all of the valves. Open the needle valves for
four full turns. Adjust the needle valves according to
Systems Operation/Testing and Adjusting, BTU and
Precombustion Chamber Adjustments.
Check the position of the air choke's plate. The
orientation of the plate is represented by the groove
on the end of the shaft for the choke plate. The air
choke is opened for start-up. If the air choke is closed,
the air/fuel mixture will be too rich for combustion.
If the air choke is open too far, the air/fuel mixture
will be too lean. Make sure that the programmable
starting position for the air choke is correct.
During cranking, the fuel actuator begins to open
at approximately 50 rpm. The actuator opens for
approximately 5 to 10 percent of the full travel. If the
actuator opens for more than 30 percent, the fuel
pressure is probably too low.
Make sure that the actuator and the linkage are
operating properly. For information on maintaining
the actuator, refer to the Operation and Maintenance
Manual, Electrohydraulic Actuator - Inspect. For
information on troubleshooting the actuator, refer to
Troubleshooting, Fuel Actuator - Test.
Gas Shutoff Valve
During cranking, measure the pressure in the fuel
manifold. The gas pressure must be 1 to 10 kPa
(0.15 to 1.5 psi). If the pressure is zero, the gas
shutoff valve may not be operating properly. Refer
to the Operation and Maintenance Manual, Gas
Shutoff Valve - Inspect.
Electrical Connectors or Power Supply
There may be an intermittent interruption of power.
Check the wiring harnesses and the connectors.
Inspect the connectors in the terminal box. Inspect
the battery connections and the ground.
Inspect the wiring from the battery to the Electronic
control Module (ECM). Inspect the wires and
the power relay. Check the power and ground
connections. Refer to Troubleshooting, Electrical
Power Supply - Test.
Make sure that the run relay is activated. Refer to
Troubleshooting, Indicator Lamp - Test.
82 RENR5910-06
Engine Speed/Timing Sensor
Make sure that the engine speed/timing sensor
and the timing wheel are installed correctly. If the
engine speed/timing sensor is suspect, refer to
Troubleshooting, Speed/Timing - Test.
Ignition System
Under certain conditions, condensation forms on
the spark plugs after the engine is shut down. The
condensation can prevent the engine from restarting.
Maintain the spark plug according to Operation and
Maintenance Manual, Ignition System Spark Plugs -
Check - Adjust.
Inspect the ignition transformers for loose
connections, for moisture, for short circuits, and for
open circuits. Inspect the primary wiring and the
secondary electrical connections. For information
on troubleshooting the ignition system, refer to
Troubleshooting, Ignition Primary - Test and
Troubleshooting, Ignition Secondary - Test.
Make sure that the correct transformers and spark
plugs are installed. Inspect the extenders for signs
or pin holes and arcing.
i02905364
Engine Has Mechanical Noise
(Knock)
SMCS Code: 1000-035
Probable Causes
Driven equipment
Cylinder head and related components
Connecting rod bearing
Gear train
Crankshaft and related components
Piston
Detonation
Recommended Actions
Driven Equipment
Inspect the alignment and the balance of the driven
equipment. Inspect the coupling. If necessary,
disconnect the driven equipment and test the engine.
Inspect the components of the valve train. Check for
signs of damage and/or wear to the valves, valve
bridges, valve lifters, cylinder head gasket, etc.
Inspect the condition of the camshafts. If a camshaft
is replaced, new valve lifters must be installed.
Connecting Rod Bearing
Inspect the connecting rod bearings and the
crankshaft's bearing surfaces. Inspect the engine oil
lters for debris from the bearings. Install new parts,
if necessary.
Gear Train
Inspect the condition of the gear train.
Inspect the engine oil lters for nonferrous material.
Flaking of nonferrous material could indicate worn
gear train bearings.
Crankshaft
Inspect the crankshaft and the related components.
Inspect the main bearings and the bearing surfaces
on the crankshaft. Make sure that the bearings are in
the correct position.
Look for worn thrust plates and wear on the
crankshaft.
Check the bolts of the counterweights. Refer to
Specications, Crankshaft.
Piston
Make sure that the piston pin is correctly installed.
The retaining rings must be secure.
Inspect the condition of the pistons according
to Guidelines for Reusable Parts and Salvage
Operations.
Detonation
Check the control panel's display for the occurrence
of detonation. Refer to Troubleshooting, Detonation
Occurrence.
RENR5910-06 83
i02905374
Engine Misres, Runs Rough
or Is Unstable
SMCS Code: 1000-035
for these codes.
Table 28
Diagnostic Codes Table
which Activate
the Code
System
Response
E200(1)
Continuous
Cylinder Misre
The engine is
operating in
the mode for
combustion
feedback. At
least 50 percent
of the cylinders
have continuous
misre. The
cylinder has
an active
Exhaust Port
Temp Deviating
Low event.
The Integrated
Combustion
Sensing Module
(ICSM) has
not received
a signal from
the cylinder's
combustion
sensor for 40
minutes.
The shutdown
output is
activated. The
code is logged.
E201(1) Cylinder
#1 Intermittent
Misre
E202(1) Cylinder
#2 Intermittent
Misre
E203(1) Cylinder
#3 Intermittent
Misre
E204(1) Cylinder
#4 Intermittent
Misre
The engine is
operating in
the mode for
combustion
feedback or in
the prechamber
calibration mode.
The ICSM has
not received
20 percent of
the signals from
the cylinder's
combustion
sensor during
a four minute
period.
The alarm
output is
activated. The
code is logged.
The engine will
run rough.
(continued)
(Table 28, contd)
which Activate
the Code
System
Response
E205(1) Cylinder
#5 Intermittent
Misre
E206(1) Cylinder
#6 Intermittent
Misre
E207(1) Cylinder
#7 Intermittent
Misre
E208(1) Cylinder
#8 Intermittent
Misre
The engine is
operating in
the mode for
combustion
feedback or in
the prechamber
calibration mode.
The ICSM has
not received
20 percent of
the signals from
the cylinder's
combustion
sensor during
a four minute
period.
The alarm
output is
activated. The
code is logged.
The engine will
run rough.
E209(1) Cylinder
#9 Intermittent
Misre
E210(1) Cylinder
#10 Intermittent
Misre
E211(1) Cylinder
#11 Intermittent
Misre
E212(1) Cylinder
#12 Intermittent
Misre
The engine is
operating in
the mode for
combustion
feedback or in
the prechamber
calibration mode.
The ICSM has
not received
20 percent of
the signals from
the cylinder's
combustion
sensor during
a four minute
period.
The alarm
output is
activated. The
code is logged.
The engine will
run rough.
E213(1) Cylinder
#13 Intermittent
Misre
E214(1) Cylinder
#14 Intermittent
Misre
E215(1) Cylinder
#15 Intermittent
Misre
E216(1) Cylinder
#16 Intermittent
Misre
The engine is
operating in
the mode for
combustion
feedback or in
the prechamber
calibration mode.
The ICSM has
not received
20 percent of
the signals from
the cylinder's
combustion
sensor during
a four minute
period.
The alarm
output is
activated. The
code is logged.
The engine will
run rough.
Table 29
which Generate
this Code
System
Response
(continued)
84 RENR5910-06
(Table 29, contd)
which Generate
this Code
System
Response
E601(1) Cylinder
#1 Continuous
Misre
E602(1) Cylinder
#2 Continuous
Misre
E603(1) Cylinder
#3 Continuous
Misre
E604(1) Cylinder
#4 Continuous
Misre
The engine is
operating in
the mode for
combustion
feedback. There
is an active
event for the
low temperature
deviation of
the cylinder's
exhaust port.
The ICSM has
not received
a signal from
the cylinder's
combustion
sensor for 40
consecutive
potential ring
cycles.
The alarm
output is
activated. The
code is logged.
The engine will
run rough.
E605(1) Cylinder
#5 Continuous
Misre
E606(1) Cylinder
#6 Continuous
Misre
E607(1) Cylinder
#7 Continuous
Misre
E608(1) Cylinder
#8 Continuous
Misre
The engine is
operating in
the mode for
combustion
feedback. There
is an active
event for the
low temperature
deviation of
the cylinder's
exhaust port.
The ICSM has
not received
a signal from
the cylinder's
combustion
sensor for 40
consecutive
potential ring
cycles.
The alarm
output is
activated. The
code is logged.
The engine will
run rough.
E609(1) Cylinder
#9 Continuous
Misre
E610(1) Cylinder
#10 Continuous
Misre
E611(1) Cylinder
#11 Continuous
Misre
E612(1) Cylinder
#12 Continuous
Misre
The engine is
operating in
the mode for
combustion
feedback. There
is an active
event for the
low temperature
deviation of
the cylinder's
exhaust port.
The ICSM has
not received
a signal from
the cylinder's
combustion
sensor for 40
consecutive
potential ring
cycles.
The alarm
output is
activated. The
code is logged.
The engine will
run rough.
(continued)
(Table 29, contd)
which Generate
this Code
System
Response
E613(1) Cylinder
#13 Continuous
Misre
E614(1) Cylinder
#14 Continuous
Misre
E615(1) Cylinder
#5 Continuous
Misre
E616(1) Cylinder
#16 Continuous
Misre
The engine is
operating in
the mode for
combustion
feedback. There
is an active
event for the
low temperature
deviation of
the cylinder's
exhaust port.
The ICSM has
not received
a signal from
the cylinder's
combustion
sensor for 40
consecutive
potential ring
cycles.
The alarm
output is
activated. The
code is logged.
The engine will
run rough.
Probable Causes
Cold cylinder
Spark plug
Check valve
Incorrect maximum position for the air choke
Needle valve
Spark plug's extension
Ignition transformer
Air/fuel pressure module
Gas admission valve
Precombustion chamber
Fuel supply lines for the precombustion chamber
Valve lash
Cylinder head and related components
Incorrect electrical connection or power supply
Incorrect connections to the Integrated Combustion

Sensing Module (ICSM)
Air inlet restriction

RENR5910-06 85
Problem with the electrohydraulic system
Driven equipment
Coolant leak into the precombustion chamber or

cylinder
Recommended Actions
Note: If the symptom only occurs under certain
operating conditions (high idle, full load, engine
operating temperature, etc), test the engine under
the conditions. Troubleshooting the symptom under
other conditions can give misleading results.
Cold Cylinder
Before you can determine the cause of the cold
cylinder, use the display on the control panel in
order to locate the cold cylinder. You can view the
actual combustion burn times and the exhaust port
temperatures of the cylinders.
For detailed information on detection of misre and
false misre, refer to Systems Operation/Testing
and Adjusting, BTU and Precombustion Chamber
Adjustments.
Spark Plug
Under certain conditions, condensation forms on
the spark plugs after the engine is shut down. The
condensation can cause misre.
A spark plug may require service. Maintain the
spark plug according to Operation and Maintenance
Manual, Ignition System Spark Plug - Check/Adjust.
Check Valve
Passages for the fuel to the precombustion chamber's
check valve may be blocked by contaminants in the
air/fuel mixture. Make sure that the passages are
clean. Make sure that the air and the fuel are properly
ltered.
Combustion may have leaked past the check valve's
gasket. During operation, check the temperature
of the supply tube for the needle valve. If the
temperature of the supply tube is higher than the
average, combustion is probably leaking into the
cylinder head. Remove the check valve and inspect
the check valve for evidence of combustion on the
outside of the check valve's body.
The check valve may be stuck. The check valve
must move freely in order to allow fuel to enter the
precombustion chamber. Clean the check valve with
a nonammable solvent that will not leave residue.
Replace the check valve, if necessary.
Air Choke
If the air choke opens fully at no load or at a low load,
the air choke cannot provide a further increase in the
inlet manifold air pressure. The wastegate will begin
to control the inlet manifold air pressure. The result is
an excessive ow of fuel and a period of misre.
If the air choke is closed too far, the air/fuel ratio to
the engine will be rich. Misres can occur at no load
or at a low load.
Make sure that the programmable Maximum
Choke Position is correct. Refer to Systems
System Parameters.
Air/Fuel Ratio
Operate the engine with a different air/fuel mixture in
order to determine if the misring is affected by the
air/fuel ratio. To change the air/fuel ratio, operate the
engine in the prechamber calibration mode. Use Cat
ET to change the setting of the fuel's BTU.
If the rate of misring changes, use an emissions
analyzer and tune the engine according to Systems
Operation/Testing and Adjusting, BTU and
Needle Valve
chambers. If the needle valves are closed, no fuel
is supplied to the precombustion chamber. If the
needle valves are open too far, the air/fuel mixture
will be too rich for combustion. If the adjustment
of the needle valves is suspect, fully close all of
the needle valves. Open the needle valves for four
full turns. Adjust the needle valves according to
If adjustment of a needle valve does not affect
operation, the needle valve may be faulty. Replace
the needle valve.
Make sure that the fuel lines for the needle valves
are not clogged.
Note: If the needle valve moves freely, the position of
the needle valve may change during engine operation
due to vibration. If this condition exists, replace the
needle valve. If the needle valve replacement and
subsequent adjustment does not change the burn
time, inspect the precombustion chamber tip for
nozzle erosion.
86 RENR5910-06
Spark Plug Extension
Inspect the outside of the extension for oil and
moisture. Look for holes that are burned through
the extension's insulator. Inspect the extension's
terminals for corrosion.
Ignition Transformer
connections, moisture, short circuits, and open
circuits. Inspect the primary wiring and the
secondary electrical connections. For information
on troubleshooting the ignition system, refer to
Troubleshooting, Ignition Primary - Test and
Troubleshooting, Ignition Secondary - Test.
Gas Admission Valve
Check the gas admission valve lash. Refer to
Timing Procedures.
Precombustion Chamber
Inspect the precombustion chamber. For instructions
on removal and installation, refer to Disassembly
and Assembly, Prechamber Check Valve - Remove
and Install.
The precombustion chamber's gasket and/or the
ignition body's seals may have allowed coolant to
enter the precombustion chamber. Inspect the spark
plug and the precombustion chamber for evidence
of coolant and residue of liquid crystalline material.
If the gasket and/or the seals have leaked, clean
the sealing surfaces and install a new gasket and
seals. Also check for coolant leaks at the bottom of
the cylinder head.
Remove the combustion sensor and use a
borescope to view the hole for the spark plug in the
precombustion chamber. For a two-piece ignition
body / precombustion chamber, the locating pins
may be broken. This would allow the precombustion
chamber to move and the hole for the spark plug
could be misaligned. If this is the case, remove the
ignition body and the precombustion chamber in
order to make the necessary repairs.
Fuel Supply Lines for the Precombustion
Chamber
Inspect the fuel supply lines and the passages
between the needle valve and the check valve. Look
for signs of debris and carbon buildup. Make sure
that the lines and passages are clean.
Multiple problems with a check valve for a particular
cylinder can be caused by fuel supply lines and
passages that are dirty.
Valve Lash
Check the valve lash. Refer to Systems
Operation/Testing and Adjusting, Engine Timing
Procedures.
Measure the cylinder compression. Refer to
Operation and Maintenance Manual, Cylinder
Pressure - Measure/Record.
Inspect the components of the valve train for good
condition. Check for signs of damage and/or for wear
to the valves, cylinder head gasket, etc. Inspect the
condition of the camshafts. If a camshaft is replaced,
new valve lifters must be installed.
Electrical Connection or Power Supply
There may be an intermittent interruption of power.
the battery connections and the ground.
Control Module (ECM). Inspect the wires and
the power relay. Check the power and ground
connections. Refer to Troubleshooting, Electrical
Power Supply - Test.
Incorrect Connections to the ICSM
If the wiring from the combustion sensors to the
ICSM is not connected correctly, false misre can be
indicated. The exhaust temperatures will be normal
but the combustion burn times can be excessive
because the ICSM is not monitoring the correct ring
order.
Make sure that the wiring from the cylinders to the
ICSM is correct.
Air Inlet Restriction
The maximum allowable air inlet restriction is
3.75 kPa (15 inches of H
2
O). If the indication is higher
than the maximum permissible restriction, clean the
lter element or install a new lter element. Check the
restriction again. If the restriction remains too high,
inspect the air inlet piping for obstructions.
Electrohydraulic System
Make sure that the hydraulic oil is not contaminated.
Make sure that the electrohydraulic actuators are
operating properly. During operation at a load that is
less than 40 percent, observe the operation of the
air choke actuator. During operation at a load that
is greater than 40 percent, observe the operation of
the wastegate actuator.
RENR5910-06 87
The governor gain may require adjustment. Refer to
Systems Operation/Testing and Adjusting, Governor
Adjustment Procedure.
If a solenoid for an actuator is suspect, switch the
solenoid for another solenoid that is known to be
good. Obtain a new solenoid, if necessary.
Make sure that the linkage moves freely. If any rod
ends are worn, replace the rod ends.
If an actuator is suspect, inspect the actuator
Electrohydraulic Actuator - Inspect.
Driven Equipment
Variation of the load can cause instability. Make sure
that the signal for the engine speed is not corrupted.
Coolant leak into Precombustion
Chamber or Cylinder
Leakage of the coolant mixture into the precombustion
chamber or the cylinder can cause misre. Use a
borescope in order to check for evidence of leakage
in the precombustion chamber or in the cylinder.
Make necessary repairs. See the section on the
precombustion chamber.
i02905639
Engine Overcrank Occurrence
SMCS Code: 1450-035; 1900-035
active. Refer to Troubleshooting, Event Codes
Technician (ET) in order to view the current trip point
for this code.
Table 30
Event Code
which Activate
the Code
System
Response
E225(3) Engine
Overcrank
The engine did
not start within
the programmed
parameters for
engine starting.
The fuel is shut
off. Engine
cranking is
prevented. The
code is logged.
Probable Causes
Excessive load
The programmed crank cycle time is insufcient.
The gas supply to the engine is insufcient.
There is a problem with the relay for the starting

motor's solenoid.
The ignition system is not functioning.
The quality of the gas does not match the Fuel

Quality parameter.
Cold engine
Recommended Actions
Excessive Load
Crank Cycle
Note: A maximum of one crank cycle per overcrank
is recommended.
Make sure that the engine can be cranked for a
sufcient amount of time. Use Cat ET to check
the Cycle Crank Time and the Overcrank Time
parameters. Remember that the purge cycle is part
of the total crank cycle. Reprogram the parameters,
if necessary. For instructions, refer to Systems
System Parameters.
Check the Gas Supply to the Engine
Check for low gas pressure. If the gas pressure is low,
refer to Troubleshooting, Fuel Pressure Problem.
If the gas shutoff valve is closed, refer to Operation
and Maintenance Manual, Gas Shutoff Valve -
Inspect.
Check the customer's gas shutoff valves for proper
operation.
Check the Status of the Relay for the
Starting Motor's Solenoid
Attempt to start the engine while you observe the
status of the relay for the starting motor's solenoid on
the control panel's display.
88 RENR5910-06
If the status of the relay for the starting motor's
solenoid indicates that the engine should crank but
no cranking occurs, troubleshoot the starting circuit.
Refer to Troubleshooting, Starting - Test.
If the engine should crank and cranking occurs,
check the engine rpm.
Check the Engine RPM
The Electronic Control Module (ECM) must detect a
minimum of 50 rpm before the gas and the ignition
are supplied to the engine. Monitor the engine speed
while you crank the engine.
The minimum recommended cranking speed is 80
rpm.
The maximum recommended cranking speed is 150
rpm.
Ignition System
Check for active diagnostic codes that relate to
the ignition system. If there is at least one active
diagnostic code that relates to the ignition system,
troubleshoot the diagnostic code.
Check the Fuel Quality
Compare the Low Heat Value (LHV) of the gas supply
to the Fuel Quality parameter that is programmed
by the customer into the ECM. The ECM uses the
setting for start-up and for air/fuel ratio control at low
loads.
If the LHV of the fuel does not match the Fuel
Quality parameter that is programmed into the ECM,
program the ECM with the correct setting for the
Fuel Quality parameter. If the LHV of the fuel does
not match, use an emissions analyzer and tune
the engine according to Systems Operation/Testing
and Adjusting, BTU and Precombustion Chamber
Adjustments.
Cold Engine
Jacket water heaters are recommended for
temperatures below 21 C (70 F) or in extremely
humid conditions. Lube oil heaters are recommended
for temperatures below 10 C (50 F).
i02905656
Engine Overloads
SMCS Code: 1000-035; 1900-035
Use this procedure in order to troubleshoot an engine
overload. Use this procedure if the following event
code is active. Refer to Troubleshooting, Event
default trip points for this code. You must access
for this code.
Table 31
Event Code
which Activate
the Code
System
Response
E242(2) Engine
Overload
The calculation
by the Electronic
Control Module
(ECM) for the
engine load is
greater than 110
percent of the
rated load.
The alarm output
is activated.
The code is
logged. The
engine power
is reduced.
Probable Causes
Driven equipment
Misre
The LHV of the gas or the specic gravity of the

gas is signicantly different from the value that is
programmed.
Recommended Actions
Driven Equipment
Make sure that the load is not excessive. Reduce
the load.
Misre
A cold cylinder will cause the other cylinders to
overload. Refer to Troubleshooting, Engine Misres,
Runs Rough or Is Unstable.
RENR5910-06 89
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 conguration parameter. Use an emissions
analyzer and tune the engine according to Systems
If the quality of the gas is not consistent, obtain
several analyses over a period of time. Program the
Fuel Quality conguration parameter to the average
value of the LHV.
i02905660
Engine Overspeeds
SMCS Code: 1915-035
Use this procedure in order to troubleshoot an engine
overspeed. Use this procedure if the following event
code is active. Refer to Troubleshooting, Event
Technician (ET) in order to view the current trip point
for this code.
Table 32
Event Code
which Activate
the Code
System
Response
E004(3) Engine
Overspeed
Shutdown
The engine
rpm has
exceeded the
trip point that is
programmed into
the Electronic
Control Module
(ECM) and
the delay time
has expired.
The ECM has
determined that
the detected
speed is
accurate.
The gas shutoff
valve and the
ignition are
shut off. The
shutdown output
is activated. The
code is logged.
Probable Causes
Slow governor response
Low trip point for engine overspeed
Binding of the electrohydraulic actuator for the fuel
Energy of the driven equipment

Recommended Actions
Check for Slow Governor Response
If an engine overspeed occurs during start-up or
when the load is reduced, the governor response
may be slow.
Observe the Speed Governor Adjustment screen
on Cat ET. Look for the engine response to the worst
cases for step-loading and unloading.
Use the Throttle Bump feature of Cat ET in order
to disturb the steady state engine operation. If the
undershoot or the overshoot of the engine speed
is excessive, adjust the governor's gain. Refer to
Systems Operation/Testing and Adjusting, Electronic
Control System Parameters.
Note: The Throttle Bump feature should be used
with caution. The reaction of the governor may be
very erratic. This may cause an undesirable response
that may result in an engine shutdown.
Check the Trip Point
Note: Do not program the trip point for engine
overspeed higher than the maximum ratings of the
driven equipment.
The trip point or engine overspeed may be too low.
Verify that the trip point for the engine overspeed is
properly programmed.
This parameter requires a factory password in order
to change the trip point. Change the trip point to an
acceptable speed.
Check for Binding of the Electrohydraulic
Actuator
Slide the electrohydraulic actuator's rod in and out
while you feel the motion. If the motion is sticky
and/or rough, investigate the cause of the binding.
Make the necessary repairs. Refer to Operation and
Maintenance Manual, Electrohydraulic Actuator -
Recondition.
Check the Driven Equipment
Determine if the driven equipment has additional
inputs of energy that could drive the engine beyond
the rated rpm. Make corrections to the installation in
order to prevent the overspeed from recurring.
90 RENR5910-06
i02905700
Engine Shutdown Is
Intermittent
SMCS Code: 1900-035
points for this code. You must access the monitoring
order to view the current trip points for this code.
Table 33
Event Code
which Activate
the Code
System
Response
E268(3)
Unexpected
Engine
Shutdown
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 fuel is
shut off. The
shutdown output
is activated. The
code is logged.
Probable Causes
There is a problem with the Gas Shutoff Valve

(GSOV).
Incorrect input(s) to the Engine Control Switch

(ECS)
There is a problem with the relay for the prelube.
There is a problem with the switch for the prelube.
There is a problem with the Crank Terminate

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

motor.
A shutdown has been requested by the driven

equipment.
There is a problem with the Run relay.
The Crank Terminate Speed is incorrectly

programmed.
The Cycle Crank Time is incorrectly programmed.
The Engine Overcrank Time is incorrectly

programmed.
The delay time for the driven equipment is

excessive.
The battery power to the Electronic Control Module

(ECM) is lost.
High starting load

Recommended Actions
Check for Active Diagnostic or Event
Codes
Connect Cat ET and check for any active diagnostic
or event codes. Repair any active diagnostic or
event codes. Refer to Troubleshooting, Diagnostic
Trouble Codes for a list of diagnostic codes and the
applicable troubleshooting procedure to repair the
code. Refer to Troubleshooting, Event Codes for a
list of event codes and the applicable troubleshooting
procedure to repair the code.
If a problem is detected with any of the circuits for the
following components the engine will be shutdown.
GSOV
ECS
Relay for the prelube
Prelubrication pressure switch
Crank Terminate relay
Relay for the starting motor
A shutdown has been requested by the driven

equipment.
Run relay
Check the Crank Terminate Speed
The Crank Terminate Speed is a parameter that
can be congured. The ECM disengages the starting
motor when the engine exceeds the programmed
Crank Terminate Speed. The default value of 250
rpm should be sufcient for all applications.
If the Crank Terminate Speed is too slow, the
engine will shut down. Use the Cat ET to check the
programmed Crank Terminate speed. Use Cat ET
to adjust the Crank Terminate Speed, if necessary.
RENR5910-06 91
Check the Cycle Crank Time
The Cycle Crank Time is a parameter that can be
congured. This parameter determines the time for
engagement of the starting motor and the gas shutoff
valve during the crank cycle. If the engine does not
start within the programmed Cycle Crank Time,
the attempt to start is suspended for an equal Rest
cycle.
If the Cycle Crank Time is insufcient, the Engine
Overcrank Time can elapse before the engine is
able to start.
Use Cat ET to check the Cycle Crank Time. Use
Cat ET to increase the time, if necessary.
Check the Engine Overcrank Time
The Engine Overcrank Time is a parameter that
can be congured. This parameter determines the
length of time for the crank cycle. If the engine does
not start within the programmed Engine Overcrank
time, the attempt to start is terminated.
If the Cycle Crank Time is insufcient, the Engine
Overcrank Time can elapse before the engine is
able to start.
Use Cat ET to check the Engine Overcrank Time.
Use Cat ET to increase the Engine Overcrank Time,
if necessary.
Check the Driven Equipment Delay
Time
The Driven Equipment Delay Time is a parameter
that can be congured. 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.
Battery Power to the ECM
1. Refer to Troubleshooting, Electrical Power Supply
- Test.
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.
High Starting Load
If the engine has a high load at start-up, this fault may
occur. This is especially true if the engine is not warm.
i02905688
Engine Shutdown Occurrence
SMCS Code: 1900-035
for these codes.
Table 34
Event Code
which Activate
the Code
System
Response
E264(3)
Emergency Stop
Activated
The Emergency
Stop button is
pressed.
The Electronic
Control
Module (ECM)
commands the
gas shutoff valve
to close and the
ECM terminates
the ignition. The
shutdown output
is activated. The
code is logged.
E269(3)
Customer
Shutdown
Requested
The engine is
either cranking
or running. The
input for the stop
is set for 200 ms.
The fuel is
shut off. The
shutdown output
is activated. The
code is logged.
Probable Causes
The Emergency Stop button is pressed.
The customer's stop switch is pressed.
The circuit for the emergency stop or the

customer's stop switch is faulty.
Either switch is activated by excessive vibration.

92 RENR5910-06
Recommended Actions
Emergency Stop Shutdown or Customer
Shutdown
Ask the operator if the stop was intentional. Make
sure that the reason for the stop has been corrected.
Reset the control system. Resume normal operation.
If the stop was accidental, reset the control system.
Resume normal operation.
Check the Circuit for the Stop Switches
Note: The circuit for the customer's stop switch and
the circuit for the emergency stop switch must remain
closed in order for the engine to run. The normal stop
is not the customer's stop switch.
Inspect the wiring between the switches and the
connector of the ECM. Look for damage and/or
for corrosion. Refer to Troubleshooting, Electrical
Troubleshoot the engine control switch according to
Troubleshooting, Electrical Power Supply - Test.
Inspect the Stop Switches
Inspect the stop switches for evidence of damage
that has been caused by vibration. Disassemble the
switches. Inspect the components for looseness,
cracks, and abrasion. Use an ohmmeter and toggle
the switches in order to check for proper electrical
operation.
Replace any faulty components.
i02905827
Engine Shutdown or Start
Inhibit Initiated by Driven
Equipment
SMCS Code: 1900-035
for these codes.
Table 35
Event Code
which Activate
the Code
System
Response
E226(3) Driven
Equipment Not
Ready
The engine
is ready to
start. However,
the Electronic
Control Module
(ECM) has
received a signal
which indicates
that the driven
equipment is not
ready for the
engine to start.
The shutdown
output is
activated.
Engine cranking
is prevented.
The code is
logged.
E270(3) Driven
Equipment
Shutdown
Requested
The crank
terminate relay
is set and
the engine is
running. The
input requests a
shutdown for 200
ms.
The fuel is
shut off. The
shutdown output
is activated. The
code is logged.
Probable Causes
The ECM has received a Start Inhibit or a

Shutdown signal.
The circuit for the signal is faulty.

Recommended Actions
Check the Driven Equipment
Determine whether the driven equipment has
generated a Start Inhibit or Shutdown request.
Determine the cause for the request. Service the
driven equipment according to the recommendations
of the OEM of the equipment.
Check the Circuit for the Input
The circuit for the input is routed to the ECM via
one of the customer connectors in the terminal
box. Either the 70-pin connector (J3) or the 47-pin
connector (J4) can be used. Refer to the engine's
electrical Schematic. Check the wiring between the
driven equipment and the ECM for damage and/or
corrosion. Refer to Troubleshooting, Electrical
Connectors - Inspect. Repair the wiring, as needed.
Check the resistance of the circuit. The correct
resistance of the circuit is 5 Ohms or less. If the
resistance is greater than 5 Ohms, locate the source
of the excessive resistance. Make repairs, as needed.
RENR5910-06 93
i02906046
Engine Stalls Immediately
After Starting
SMCS Code: 1000-035; 1900-035
Probable Causes
Fuel supply
Electrical connectors or power supply
Engine speed/timing sensor
Ignition system
Excessive load
Recommended Actions
Fuel Supply
that is stable. Make sure that the size of the fuel line
is sufcient. 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 lter, gas
pressure regulator, gas shutoff valve, customer's
fuel meter, and actuator for the fuel. Verify that the
system's components are operating correctly.
Replace the fuel lter, if necessary.
Electrical Connectors or Power Supply
the battery connections and the ground. Refer to
Control Module (ECM). Refer to the engine's
Electrical System Schematic. Inspect the wires
and the power relay. Check the power and ground
connections to the ECM. Refer to Troubleshooting,
Electrical Power Supply - Test for more information.
Engine Speed/Timing Sensor
Make sure that the engine speed/timing sensor
is installed correctly. Refer to Troubleshooting,
Speed/Timing - Test.
Make sure that the timing wheel is correctly installed.
Ignition System
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.
Excessive Load
i03368844
Engine Vibration Is Excessive
SMCS Code: 1000-035; 1152-035; 3252-035
Probable Causes
Vibration Damper
Inspect the vibration damper.

Engine Mounts and Brackets
Engine supports
Driven equipment
Engine Misring or Running Rough
Engine misring
Running rough
94 RENR5910-06
Recommended Actions
Inspect the Vibration Damper
Check the vibration damper for damage. Install a
new vibration damper, if necessary. Inspect the
mounting bolts for damage and/or for wear. Replace
any damaged bolts. Refer to the Disassembly and
Assembly manual.
Engine Supports
Inspect the mounts and the brackets while you run
the engine through the speed range. Look for mounts
and brackets that are loose and/or broken. Tighten
all of the mounting bolts. If necessary, replace any
damaged components. Check the alignment of the
following before operating the engine under load for
any length of time:
Mounts
Coupling
Crankshaft deection
Driven Equipment
Inspect the mounting bolts for the driven equipment.
Inspect the alignment and the balance of the driven
equipment. Inspect the coupling. If necessary,
disconnect the driven equipment and test the engine.
Engine Misring or Running Rough
Refer to Troubleshooting, Engine Misres, Runs
Rough or Is Unstable.
i02906262
Exhaust Emission and Fuel
Consumption Are High
SMCS Code: 1088-035; 1250-035
Probable Causes
Misre
Fuel system leaks
Improper gas admission valve lash
A check valve is stuck in the open position.
Incorrect adjustments of the needle valves
Deposits in the combustion chamber

Recommended Actions
Misre
Although the fuel does not ignite, fuel is still supplied
to a cold cylinder. The other cylinders must burn more
fuel in order to maintain the load. This increases
fuel consumption. Refer to Troubleshooting, Engine
Misres, Runs Rough or Is Unstable.
Air/Fuel Ratio
If the setting for the fuel's LHV is too low, the air/fuel
ratio will be too rich. Obtain a gas analysis. Enter
the data into Caterpillar Software, LEKQ6378,
Methane Number Program. Use Caterpillar
Electronic Technician (ET) to program the results
for the Fuel Quality and Gas Specic Gravity
parameters. For more information, refer to Systems
System Parameters.
If the quality of the gas is inconsistent, obtain several
analyses over a period of time. Program the Fuel
Quality parameter to the average value of the LHV.
Adjust the engine operation according to Systems
Fuel System Leaks
Always use a gas detector to determine the presence
of gaseous fuel. If a leak is found, contact your local
provider of gas immediately for assistance.
Gas Admission Valve Lash
Adjust the gas admission valve lash according to
Timing Procedures.
Check Valve
The check valve may be stuck. The check valve
must move freely in order to prevent fuel from
continuously entering the precombustion chamber.
Inspect the check valve. Clean the check valve with
a nonammable solvent that will not leave residue.
Replace the check valve, if necessary.
Needle Valve
chambers. If the needle valves are open too far, the
air/fuel mixture will be too rich. If the adjustment
of the needle valves is suspect, fully close all of
the needle valves. Open the needle valves for four
full turns. Adjust the needle valves according to
RENR5910-06 95
If adjustment of a needle valve does not affect
operation, the needle valve may be faulty. Replace
the needle valve.
Make sure that the fuel lines for the needle valves
are not clogged.
Note: If the needle valve moves freely, the position of
the needle valve may change during engine operation
due to vibration. If this condition exists, replace the
needle valve. If the needle valve replacement and
subsequent adjustment does not change the burn
time, inspect the precombustion chamber tip for
nozzle erosion.
Deposits
Deposits that are burned in the combustion chamber
will increase the exhaust emissions. An internal leak
of engine oil or coolant can be burned with the air
and fuel.
Inspect the combustion chambers according to
Operation and Maintenance Manual, Cylinders
- Inspect. Inspect the spark plug and the
precombustion chamber for evidence of coolant and
residue of liquid crystalline material. If the gasket
and/or the seals have leaked, clean the sealing
surfaces and install a new gasket and seals. Also
check for coolant leaks at the bottom of the cylinder
head.
Excessive consumption of engine oil may indicate an
internal leak. Inspect the cylinder heads for evidence
of leaking engine oil. Inspect the turbocharger.
Engine oil that leaks from a turbocharger can mix
with the inlet air. Oil leaks in the turbocharger will
coat the aftercooler core with an oil lm. This may
cause an air restriction.
i02906270
Exhaust Temperature Is High
SMCS Code: 1088-035-TA; 7498-035
for these codes.
96 RENR5910-06
Table 36
Event Code
Description Conditions which
Activate the Code
System Response
E801(1) Cylinder #1 High Exhaust Port Temp The alarm output is activated. The code is logged.
E801(3) Cylinder #1 High Exhaust Port Temp The shutdown output is activated. The code is
logged. The engine is shut down.
E805 (3) Cylinder #5 High Exhaust Port Temp The shutdown output is activated. The code is
The cylinder exhaust
temperature has
exceeded the trip
point and the delay
time has expired.
The shutdown output is activated. The code is
(continued)
RENR5910-06 97
(Table 36, contd)
Event Code
Activate the Code
System Response
temperature has
exceeded the trip
point and the delay
time has expired.
(continued)
98 RENR5910-06
(Table 36, contd)
Event Code
Activate the Code
System Response
E821(1) Cyl #1 Exhaust Port Temp Deviating
High
The alarm output is activated. The code is logged.
High
High
High
High
High
High
High
High
High
High
High
High
High
High
High
High
High
High
High
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.
(continued)
RENR5910-06 99
(Table 36, contd)
Event Code
Activate the Code
System Response
High
High
High
High
High
High
High
High
High
High
High
High
The cylinder
exhaust temperature
is higher than
the average
temperature for all
amount of deviation
has exceeded the
trip point and the
delay time has
expired.
Probable Causes
Problem with a thermocouple
Incorrect gas admission valve lash
Air/Fuel ratio
Excessive load
Exhaust restriction
A buildup of deposits in the cylinder or internal oil

leaks
Problem with exhaust valves
Missing retainer for a gas admission valve
High ambient air temperature

Recommended Actions
Check for Suspect Thermocouples
Observe the temperatures from the thermocouples
after the engine is shut off.
When the engine is operating properly, the
temperatures from similar locations are reduced at
a similar rate. Also, the temperatures from similar
locations are comparable.
If any discrepancies are found, switch the suspect
thermocouple for another thermocouple. If the
temperature problem follows the thermocouple,
replace the thermocouple.
If the temperature problem stays at the original
location of the suspect thermocouple, investigate the
cause of the high temperature.
Timing Procedures.
Air/Fuel Ratio
An air/fuel mixture that is too rich will increase the
exhaust temperature. A change in the fuel energy
content will change the air/fuel ratio.
100 RENR5910-06
If the setting for the fuel's LHV is too low, the air/fuel
ratio will be too rich. Obtain a gas analysis. Enter the
data into Caterpillar Software, LEKQ6378, Methane
Number Program. Use Cat ET to program the results
for the Fuel Quality and Gas Specic Gravity
System Parameters.
Excessive Load
Measure the Exhaust Restriction
Measure the exhaust restriction during engine
operation with a load. For data that is specic to the
engine, refer to the Technical Marketing Information.
Investigate the cause of the exhaust restriction.
Perform adjustments and/or make repairs, as
needed.
Check for Deposits in the Cylinder and
Check for Internal Oil Leaks
Use a borescope to inspect the cylinders. Look for
the following conditions:
Deposits on the valve seats
Deposits on the valve faces
Deposits on the cylinder walls that are above the

upper limit of the piston stroke
Signs of internal oil leaks

Other signs of internal oil leaks include high oil
consumption and blue smoke.
Note: Excessive deposits contribute to guttering of
the valves.
If excessive deposits and/or signs of internal oil leaks
are found, investigate the cause of the condition.
Make repairs, as needed.
Check the Exhaust Valves
Measure the suspect cylinder pressure in order to
check for problems that are related to the exhaust
valves. Refer to the Operation and Maintenance
Manual, Cylinder Pressure - Measure/Record.
Gas Admission Valve
If the retainer is missing from the gas admission
valve's support assembly, the air/fuel mixture will be
too rich. High exhaust temperatures will result. Make
sure that the retainer for the gas admission valve's
support assembly is installed.
High Ambient Air Temperature
A high ambient air temperature raises the inlet air
temperature. This may trigger a diagnostic code
for high inlet air temperature. The high inlet air
temperature will raise the temperature of combustion.
If the application is marginal and the engine is running
with heavy load on a hot day, this could happen. It
may be necessary to reduce the load on the engine.
Verify that the engine is not being operated above the
limit for the ambient temperature rating of the engine.
i02906372
Exhaust Temperature Is Low
SMCS Code: 1088-035-TA; 7498-035
for these codes.
RENR5910-06 101
Table 37
Event Code
Activate the Code
System Response
Low
Low
Low
Low
Low
Low
Low
Low
Low
Low
Low
Low
Low
Low
Low
Low
Low
Low
temperature is less
than the average
temperature for all
amount of deviation has
exceeded the trip point
and the delay time has
expired.
(continued)
102 RENR5910-06
(Table 37, contd)
Event Code
Activate the Code
System Response
E850(1) Cyl #10 Exhaust Port Temp
Deviating Low
Deviating Low
Low
Low
Deviating Low
Deviating Low
Deviating Low
Deviating Low
Deviating Low
Deviating Low
Deviating Low
Deviating Low
Deviating Low
Deviating Low
temperature is less
than the average
temperature for all
amount of deviation has
exceeded the trip point
and the delay time has
expired.
Probable Causes
Misre
Problem with a thermocouple
Incorrect gas admission valve lash
Low cylinder compression

Recommended Repairs
Check for Misre
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 misre problem.
Troubleshoot the cause of the misre. Refer to
Troubleshooting, Engine Misres, Runs Rough or
Is Unstable.
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.
RENR5910-06 103
Timing Procedures.
Check the Cylinder Compression
Measure the cylinder pressures of the suspect bank
in order to check for problems that are related to
compression.
If low compression is found, investigate the cause of
the low compression. Make repairs, as needed.
i02906443
Fuel Energy Content Problem
SMCS Code: 1250-035
Use this procedure if any of the following event
codes are active or logged. Refer to Troubleshooting,
Event Codes for information about event codes
and the default trip points for these codes. You
must access the monitoring system on Caterpillar
Electronic Technician (ET) in order to view the current
trip points for these codes.
104 RENR5910-06
Table 38
Event Code
Description Conditions which Activate the Code System Response
E231(3) Fuel Quality Out of Range The crank terminate relay is set and the
engine has been running for at least 30
seconds. The Low Heat Value (LHV) of
the fuel is less than the trip point OR the
LHV of the fuel is greater than the trip
point for 20 seconds.
The shutdown output is activated. The
code is logged. The engine is shut
down.
E884(1) Fuel Correction Factor Upper
Limit Reached
The engine is operating in the exhaust
temperature feedback mode. The
engine is operating at less than 50
percent load. The engine has been
above the crank terminate speed for 30
seconds. The fuel correction factor has
been greater than 117 percent for ve
seconds.
The warning output is activated. The
code is logged.
E884(3) Fuel Correction Factor Upper
Limit Reached
The engine is operating in the
combustion feedback mode. The engine
is operating at more than 50 percent
load. The engine has been above the
crank terminate speed for 30 seconds.
The fuel correction factor has been
equal to or greater than 120 percent for
ve seconds.
down.
E885(1) Fuel Correction Factor Lower
Limit Reached
The engine is operating in the exhaust
temperature feedback mode. The
engine is operating at less than 50
percent load. The engine has been
above the crank terminate speed for 30
seconds. The fuel correction factor is
less than 83 percent for ve seconds.
The warning output is activated. The
code is logged.
E885(3) Fuel Correction Factor Lower
Limit Reached
The engine is operating in the
combustion feedback mode. The engine
is operating at more than 50 percent
load. The engine has been above the
crank terminate speed for 30 seconds.
The fuel correction factor is less than or
equal to 80 percent for 30 seconds.
down.
Probable Causes
E231(3) Fuel Quality Out of Range
The LHV of the gas or the specic gravity of the

gas is signicantly different from the value that is
programmed into the Electronic Control Module
(ECM).
Some type of condensation is forming in the gas.

E884(1) Fuel Correction Factor Upper Limit
Reached or E884(3) Fuel Correction Factor Upper
Limit Reached
The value for the BTU content of the fuel has

changed to a higher value than the value in Cat ET.
The value for the specic gravity of the fuel that

was entered in Cat ET has changed. This value
does not represent the correct value for specic
gravity of the fuel.
The air/fuel pressure module is reading incorrect

air pressure or incorrect differential fuel pressure.
In the combustion feedback mode, the combustion

sensors are reading an incorrect burn time.
In the exhaust port temperature feedback mode,

the exhaust port thermocouples are reading
incorrect temperatures.
One or more cylinders may have a cylinder misre

that is not bad enough to trigger a E201-E216
Intermittent Misre Event or a E601-E616
Continuous Misre Event.
RENR5910-06 105
E885(1) Fuel Correction Factor Lower Limit
Reached or E885(3) Fuel Correction Factor Lower
Limit Reached
The value for the BTU content of the fuel has

changed to a lower value than the value in Cat ET.
The value for the specic gravity of the fuel that

was entered in Cat ET has changed. This value
does not represent the correct value for specic
gravity of the fuel.
The air/fuel pressure module is reading incorrect

air pressure or incorrect differential fuel pressure.

sensors are reading an incorrect burn time.
In the exhaust port temperature feedback mode,

the exhaust port thermocouples are reading
incorrect temperatures.

Intermittent Misre Event or a E601-E616
Continuous Misre Event.
Recommended Actions
Obtain a Gas Analysis and Program the
Fuel Quality Parameter
Obtain a gas analysis. Enter the data into Caterpillar
Software, LEKQ6378, Methane Number Program.
Use the Cat ET to program the results for the
ECM Fuel Quality and Gas Specic gravity
System Parameters.
Check the Equipment that Treats the Gas
Check the equipment that treats the gas before
the gas is delivered to the engine. Any kind of
condensation in the gas will change the fuel energy
content. Make sure that the lter and the dryer for the
gas operate properly. Replace parts and repair the
equipment, if necessary. Refer to the service literature
that is provided by the OEM of the equipment.
Inspect the Components for Proper
Operation
The air/fuel pressure module is reading incorrect air
pressure or incorrect differential fuel pressure. Refer
to Troubleshooting, Air/Fuel Pressure Module - Test.
sensors are reading an incorrect burn time. Refer to
Troubleshooting, Cylinder Combustion - Test.
In the exhaust port temperature feedback mode, the
exhaust port thermocouples are reading incorrect
temperatures. Refer to Troubleshooting, Exhaust
Temperature - Test.
Intermittent Misre Event or a E601-E616 Continuous
Misre Event. Refer to Troubleshooting, Engine
Misres, Runs Rough, or Is Unstable.
i02906939
Fuel Pressure Problem
SMCS Code: 1250-035
for these codes.
Table 39
Event Code
which Activate
the Code
System
Response
E096(1) High
Fuel Pressure
The fuel pressure
is higher than the
trip point and the
delay time has
expired.
E864 Low Gas
Fuel Differential
Pressure
The fuel pressure
is lower than the
trip point and the
delay time has
expired.
E865 High Gas
Fuel Differential
Pressure
The fuel pressure
is higher than the
trip point and the
delay time has
expired.
The alarm output
is activated. The
code is logged.
Probable Causes
Problem with the air/fuel pressure module

106 RENR5910-06
Plugged fuel lter
Fuel system leaks
Incorrect setting of the gas pressure regulator
Problem with a fuel system component

Recommended Actions
Air/Fuel Pressure Module
The Electronic Control Module (ECM) will verify
that the calibration value for fuel pressure is within
the range of 3 to 3 kPa ( 0.4351 psi). A valid
calibration value is required in order to operate the
engine. If a 94-13 Fuel Delivery Pressure Sensor
calibration required is active, perform the calibration
procedure Troubleshooting, Air/Fuel Pressure
Module - Calibrate.
Fuel Filter
Measure the fuel lter's differential pressure
Fuel System Fuel Filter Differential Pressure -
Check. Replace the lter element, if necessary.
Fuel System Leaks
Always use a gas detector to determine the presence
of gaseous fuel. If a leak is found, contact your local
provider of gas immediately for assistance.
Adjust the Gas Pressure Regulator
that is stable. For the correct pressures, refer to
Systems Operation/Testing and Adjusting, Fuel
System.
If the gas pressure regulator cannot be adjusted to
the correct setting, repair the regulator or replace the
regulator.
Fuel System
Make sure that the size of the fuel supply line is
sufcient.
Inspect the fuel system components: fuel supply line,
fuel lter, gas pressure regulator, gas shutoff valve,
and electrohydraulic actuator for the fuel.
Observe the fuel pressure and strike the gas pressure
regulator with a soft hammer. If the fuel pressure
changes, inspect the internal parts of the regulator for
wear. Inspect the diaphragm for leaks. Make sure that
the valve moves freely. The valve must seat correctly.
Inspect the electrohydraulic actuator for the fuel
Electrohydraulic Actuator - Inspect.
i02907321
Fuel Temperature Is High
SMCS Code: 1250-035
point for this code. You must access the monitoring
Table 40
Event Code
which Activate
the Code
System
Response
E223(1) High
Gas Temperature
The crank
terminate relay
is set and the
engine has been
running for at
least 30 seconds.
The temperature
of the gas has
exceeded the
trip point and the
delay timer has
expired. There
are no active
codes for the
fuel temperature
sensor.
The alarm output
is activated. The
code is logged.
The engine
operation is not
immediately
affected.
However, if the
fuel temperature
continues to
increase, the
air/fuel ratio
and the inlet air
temperature can
be affected.
Probable Causes
Problem with the equipment that treats the gas
Problem with the fuel temperature sensor

Recommended Actions
Inspect the Equipment
Check for proper operation of the equipment
that treats the gas prior to the engine. Repair
the equipment, as needed. Refer to the service
information that is provided by the OEM of the
equipment.
RENR5910-06 107
Check the Fuel Temperature Sensor
Allow the fuel temperature sensor to cool and remove
the sensor. Check the reading for the sensor on
the control panel's display. If the sensor is OK,
the reading on the control panel's display and the
ambient temperature will be approximately equal.
If the reading is not correct, switch the suspect
sensor with a sensor that is known to be good. Verify
that the problem is solved.
i02907404
Inlet Air Is Restricted
SMCS Code: 1087-035
Use this procedure if one of the following event codes
is active. Refer to Troubleshooting, Event Codes
trip points for these codes. You must access the
engine monitoring system on Caterpillar Electronic
for these codes.
Table 41
Event Code
which Activate
the Code
System
Response
E384(1) Left Air
Inlet Restriction
The alarmoutput
is activated. The
code is logged.
The engine may
have low power
due to the lack
of inlet air. The
engine may shut
down because of
excessive inlet
air restriction.
E384(3) Left Air
Inlet Restriction
The shutdown
output is
activated. The
code is logged.
E385(1) Right Air
Inlet Restriction
The alarmoutput
is activated. The
code is logged.
The engine may
have low power
due to the lack
of inlet air. The
engine may shut
down because of
excessive inlet
air restriction.
E385(3) Right Air
Inlet Restriction
The switch for
the air lter's inlet
air restriction is
activated.
The shutdown
output is
activated. The
code is logged.
E1045(1) Low
Intake Manifold
Pressure
The control
system for
inlet air cannot
provide sufcient
inlet air to the
engine.
The commands
to the choke and
the wastegate
are at 0 percent
for ten seconds.
An alarm will
activate when the
control system
for air ow
cannot provide
the air ow that is
required.
A warning will
appear on the
display on the
control panel.
The code is
logged.
The event code
will deactivate if
the command to
the wastegate is
above 0 percent
for ve seconds.
Note: Some ash les do not have the shutdown
E384(3) and E385(3) event codes. For ash les
that have the shutdown E384(3) and E385(3) event
codes, the feature must be activated by the customer.
The customer must access the engine monitoring
system with Cat ET in order to enable the shutdown
level of the event codes. The default setting is a
warning for E384(1) and E385(1).
108 RENR5910-06
Probable Causes
E384 Left Air Inlet Restriction or E385
Right Air Inlet Restriction
Inlet air restriction

wiring
Problem with the switch for the inlet air restriction

E1045(1) Low Intake Manifold Pressure
This event code indicates that there may be a
mechanical problem with the wastegate or with the
choke. The engine may shut down because of a
fuel correction factor or the engine may shut down
because of a temperature problem.
Recommended Actions
E384 Left Air Inlet Restriction or E385
Right Air Inlet Restriction
Excessive inlet air restriction is usually caused by
a clogged air lter.
For optimum operation, replace the air lter elements
when the inlet air restriction reaches 2.5 kPa
(10 inches of H2O). The maximum allowable inlet air
restriction is 3.75 kPa (15 inches of H
2
O).
If the inlet air restriction is excessive, determine the
cause of the restriction and correct the condition.
Replace the air lter element, if necessary.
or with the wiring. Inspect the electrical connectors
and all of the wiring for the switch. Refer to
Troubleshooting, Electrical Connectors - Inspect
Test the Switch
The switch is normally open. Excessive inlet air
restriction causes vacuum pressure to close the
switch.
Disconnect the switch for the inlet air restriction and
remove the switch.
Connect an ohmmeter to terminals A and B on
the switch's connector and measure the continuity.
The correct continuity for the normally open switch is
greater than 20,000 Ohms.
Continue to monitor the ohmmeter and
apply a vacuum pressure of 5 0.6 kPa
(20 2.30 inches of H2O) to the switch. The correct
continuity for the closed switch is less than 5 Ohms.
does not close for the specied vacuum pressure,
replace the switch.
If the correct results are obtained, there may be a
short circuit in an electrical connection or in the wiring.
E1045(1) Low Intake Manifold Pressure
Check for active diagnostic codes or logged
diagnostic codes on the electronic service tool.
Troubleshoot any codes before continuing with this
procedure.
Check the air inlet and exhaust system for restrictions
and/or leaks. Refer to Systems Operation/Testing
and Adjusting.
Inspect the air choke for cleanliness or for damage. If
the air choke is faulty, replace the air choke.
Inspect the wastegate for damage. If the wastegate
actuator is faulty, replace the wastegate actuator.
Inspect the turbocharger for cleanliness or for
damage. If the turbocharger is faulty, replace the
turbocharger.
i02908595
Inlet Air Temperature Is High
SMCS Code: 1087-035-TA
for these codes.
RENR5910-06 109
Table 42
Event Code
which Activate
the Code
System
Response
E027(1) High
Inlet Air
Temperature
Warning
The alarm output
is activated. The
code is logged.
E026(3) High
Inlet Air
Temperature
Shutdown
The crank
terminate relay
is set and the
engine has been
running for at
least 30 seconds.
The inlet air
temperature has
exceeded the
trip point and the
delay time has
expired. No other
codes for the inlet
air temperature
are active.
The shutdown
output is
activated. The
code is logged.
Probable Causes
High ambient air temperature
High temperature of the coolant for the separate

circuit
Lean operation
High inlet air restriction and/or high altitude
Faulty inlet air temperature sensor and/or circuit
Insufcient ow of cooling water through the

aftercooler
Recommended Actions
High Ambient Air Temperature
Determine if the ambient air temperature is within the
design specications for the cooling system.
Determine the cause of the high air temperature.
Make corrections, when possible.
Coolant Temperature
Refer to Troubleshooting, Coolant Temperature Is
High.
Lean Operation
If the air/fuel mixture is too lean, compression of the
higher volume of air through the turbocharger will
increase the temperature. Correct the air/fuel ratio.
Check for High Inlet Air Restriction
and/or High Altitude
When inlet air pressure is low, the turbocharger works
harder in order to achieve the desired inlet manifold
pressure. This increases inlet air temperature.
Measure the inlet air pressure while the engine is
operating under load. For specic data, refer to the
Technical Marketing Information for the engine.
Check for plugged air lters. Check for obstructions
to the air inlet.
Replace the air lters and/or remove the obstruction
from the air inlet.
High Altitude
Make sure that the settings for the engine are correct
for the altitude.
Make sure that the load rating is 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 Sufcient 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 insufcient ow rate.
Make sure that the performance of the radiator or the
heat exchanger is correct.
If there is a high differential between the inlet
temperature and the outlet temperature of the coolant
for the aftercooler, perform the following procedures:
Check the water circuit of the aftercooler for

obstructions.
Make sure that the water temperature regulators

are operating properly.
Check the water pump for proper operation.

110 RENR5910-06

i02908610
Oil Consumption Is Excessive
SMCS Code: 1348-035
Probable Causes
Incorrect engine oil level
External leak
Internal leak
Worn components
Extended operation at low loads
Excessive crankcase ventilation (bio-gas)

Recommended Repairs
Incorrect Engine Oil Level
Overlling the crankcase will increase the
consumption of engine oil. Make sure that the engine
oil level is correct.
When the engine crankcase is full, engine oil will be
initially consumed at a relatively rapid rate. The rate
of consumption is reduced as the engine oil level
decreases. A crankcase that is always maintained at
the full level will have a faster rate of consumption.
If the engine has a system for automatically lling
the crankcase with engine oil, check the level for the
system. Adjust the system in order to provide engine
oil to a level that is less than the full level. Refer to
the Application and Installation Guide, LEBW4957,
Lubrication Systems for adjustment information.
Make sure that the supply of engine oil is adequate.
Extended Operation with Low Loads
Extended operation at low idle or extended
operation at a reduced load will cause increased oil
consumption and carbon buildup in the cylinders.
This will occur if the engine is usually operated at a
torque that is signicantly below the rated power.
The engine can be operated at a low load. However,
engine operation at a low load is limited. For
information on operation with a low load, refer to
the engine's Operation and Maintenance Manual,
Engine Operation. Also refer to the Performance
Data Sheet, GERP-LERW4485.
External Leak
Check for leakage at the seals at each end of the
crankshaft. Look for leakage at the gasket for the
engine oil pan and all lubrication system connections.
Look for any leaking from the crankcase breather.
This can be caused by combustion gas leakage
around the pistons. A dirty crankcase breather
will cause high pressure in the crankcase. A dirty
crankcase breather will cause the gaskets and the
seals to leak.
Measure the crankcase blowby according to the
engine's Operation and Maintenance Manual,
Crankcase Blowby - Measure/Record.
Internal Leak
There are several possible ways for engine oil to leak
into the combustion chambers:
Leakage between worn valve guides and valve

stems
Worn components or damaged components

(pistons, piston rings, or dirty passages for engine
oil)
Incorrect installation of the compression ring and/or

the intermediate ring
Leakage past the seal rings in the turbocharger
Overlling of the crankcase
Incorrect dipstick or guide tube

Signs of internal leaks include high consumption of
engine oil, blue smoke, and excessive detonation.
If the pistons are suspected, check the cylinder
compression. Refer to the engine's Operation
and Maintenance Manual, Cylinder Pressure -
Measure/Record.
Worn Components
Excessively worn engine components and damaged
engine components can result from the following
conditions:
Contaminated engine oil
Incorrect fuel system settings
Contamination from the inlet air

Inspect the suspect system. Make the necessary
repairs.
RENR5910-06 111
Check the Crankcase Ventilation
(Bio-Gas)
For engines that use bio-gas, the crankcase
ventilation may be excessive. This will draw some
of the engine oil out of the crankcase into the
atmosphere. Reduce the ventilation. Refer to the
Application and Installation Guide, LEBW4958,
Crankcase Ventilation.
i02908645
Oil Filter Differential Pressure
Problem
for these codes.
Table 43
Event Code
which Activate
the Code
System
Response
E127(1) Engine
Oil Filter Diff
Pressure Low
Warning
The alarm output
is activated. The
code is logged.
E128(3) Engine
Oil Filter Diff
Pressure Low
Shutdown
The crank
terminate relay
is set and the
engine has been
running for at
least 30 seconds.
The engine oil
lter differential
pressure is less
than the trip point
and the delay
time has expired.
There are no
active codes for
the oil pressure
sensors.
The shutdown
output is
activated. The
code is logged.
E129(1) Engine
Oil Filter Diff
Pressure High
Warning
The alarm output
is activated. The
code is logged.
E130(3) Engine
Oil Filter Diff
Pressure High
Shutdown
The crank
terminate relay
is set and the
engine has been
running for at
least 30 seconds.
The engine oil
lter differential
pressure is
greater than the
trip point and
the delay time
has expired.
There are no
active codes for
the oil pressure
sensors.
The shutdown
output is
activated. The
code is logged.
Probable Causes
An indication of high engine oil lter differential
pressure will be caused by either of the following
conditions:
Plugged engine oil lter element
Faulty engine oil pressure sensor
Cold engine oil

An indication of low engine oil lter differential
pressure will be caused by either of the following
conditions:
An engine oil lter element is missing or an element

is damaged.
Faulty engine oil pressure sensor

Recommended Actions
Engine Oil Filter Element
As the engine oil lter elements become plugged, the
engine oil lter differential pressure rises. Replace the
engine oil lters when the engine oil lter differential
pressure reaches 100 kPa (15 psi).
If an engine oil lter element is missing or the
element is damaged, the unltered engine oil will
cause low engine oil lter differential pressure. Make
sure that elements are installed in the engine oil lter
housings. Inspect the engine oil lter elements for
good condition. Replace any suspect lter element.
Engine Oil Pressure Sensors
Use Cat ET to compare the readings for the ltered
engine oil pressure and the unltered engine oil
pressure while the engine is OFF.
If the readings are not approximately zero for both
of the sensors, there is a problem with a sensor.
Replace the sensor.
i02908685
Oil Level Is Low
SMCS Code: 1348-035-LO
for these codes.
112 RENR5910-06
Table 44
Event Code
which Activate
the Code
System
Response
E386(1) Low
Engine Coolant
or Engine Oil
Level
E386(3) Low
Engine Coolant
or Engine Oil
Level
The switch input
for the engine
coolant level or
for the engine oil
level is activated.
The code is
logged. If a
warning is
generated, the
alarm output
is activated. If
a shutdown is
generated, the
shutdown output
is activated.
Probable Causes
Low engine oil level

wiring
Problem with the coolant level switch

Note: In a application for gas compression, the
low coolant level and the low engine oil level are
usually monitored by the control panel of the driven
equipment. Caterpillar devices do not usually monitor
the devices.
Recommended Actions
Low Engine Oil Level
Check the engine oil level. Add engine oil, if
necessary.
If you suspect that the engine is consuming
an excessive amount of engine oil, refer to
Troubleshooting, Oil Consumption Is Excessive.
If the engine has a system for automatically lling the
crankcase with engine oil, check the system's supply.
Make sure that the supply of engine oil is adequate.
Make sure that the system is operating correctly.
or with the wiring. Thoroughly inspect the electrical
connectors and all of the wiring for the switch. Refer
to Troubleshooting, Electrical Connectors - Inspect
Test the Switch
The engine oil level switch must be closed in order
for the engine to operate. The switch is normally
open. The switch must be submerged in uid in order
to become closed.
Disconnect the switch and remove the switch.
Connect an ohmmeter to the switch's terminals and
measure the continuity. The correct continuity for the
normally open switch is greater than 20,000 Ohms.
Continue to monitor the ohmmeter and submerge the
switch in water. The correct continuity for the closed
switch is less than 5 Ohms.
does not close, replace the switch.
If the correct results are obtained, there may be an
open circuit in an electrical connection or in the wiring.
i02915208
Oil Pressure Is High
for these codes.
Table 45
Event Code
which Activate
the Code
System
Response
E125(1) Engine
Oil Pressure
High Warning
The alarm output
is activated. The
code is logged.
E126(3) Engine
Oil Pressure
High Shutdown
The engine
oil pressure is
greater than the
trip point and the
delay time has
expired.
The shutdown
output is
activated. The
code is logged.
The engine is
shut down.
Probable Causes
An oil line or an oil passage is restricted.
Faulty oil pressure relief valve

RENR5910-06 113
Recommended Actions
Blocked Oil Passage or Oil Line
Use various pressure taps in order to determine if an
oil passage or oil line is restricted.
Faulty Oil Pressure Relief Valve
Inspect the oil pressure relief valve. Replace parts, if
necessary.
i02908690
Oil Pressure Is Low
for these codes.
Table 46
Event Code
which Activate
the Code
System
Response
E100(1) Low
Engine Oil
Pressure
Warning
The alarm output
is activated. The
code is logged.
E040(3) Low
Engine Oil
Pressure
Shutdown
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.
Fuel injection is
disabled. The
code is logged.
The engine is
shut down.
Probable Causes
Low engine oil level
Incorrect viscosity
Faulty oil pressure sensors
Improper circulation of the engine oil
Worn components
Recommended Actions
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 lter. For the correct engine oil to use, refer
to the Operation and Maintenance Manual.
Incorrect Viscosity
Make sure that the engine is supplied with the correct
engine oil. For the correct engine oil to use, refer to
the Operation and Maintenance Manual.
Faulty Engine Oil Pressure Sensors
Use Cat ET to compare the readings of the ltered
engine oil pressure and the unltered engine oil
pressure while the engine is OFF. Both readings
should be close to zero pressure.
If a reading is signicantly different from zero, refer
to Troubleshooting, Sensor Signal (Analog, Active) -
Test.
Improper Circulation of the Engine Oil
Several factors could cause improper circulation of
the engine oil:
The engine oil lter is clogged. Replace the engine

oil lter.
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 ow.
The suction tube is drawing in air. Check the joints

of the tube for cracks or for a damaged O-ring seal.
114 RENR5910-06
There is a problem with the engine oil pump. Check

the gears of the engine oil pump for excessive
wear. Engine oil pressure is reduced by gears that
have too much wear.
The engine oil pump's pressure regulating valve or

a bypass valve is stuck in the open position. Clean
the valve. Replace parts, if necessary.
Worn Components
Excessive clearance at the crankshaft or camshaft
bearings will cause low engine oil pressure. Also,
inspect the clearance between the rocker arm shafts
and the rocker arms. Check the engine components
for excessive clearance.
Obtain an analysis of the engine oil. Check the
analysis for the level of wear metals in the engine oil.
i02908791
Oil Temperature Is High
high oil temperature. Use this procedure if one
Table 47
Event Code
which Activate
the Code
System
Response
E020(1) High
Engine Oil
Temperature
Warning
The alarm output
is activated. The
code is logged.
E019(3) High
Engine Oil
Temperature
Shutdown
The crank
terminate relay
is set and the
engine has been
running for at
least 30 seconds.
The engine oil
temperature has
exceeded the
trip point and
the delay time
has expired. No
other codes for
the engine oil
temperature are
active.
The fuel is
shut off. The
shutdown output
is activated. The
code is logged.
Probable Causes
Problem with the engine oil temperature regulators
Problem with the engine oil temperature sensor
Problem with the circuit for the aftercooler and

engine oil cooler
Insufcient ow of coolant or engine oil through the

engine oil cooler
Mechanical friction
Recommended Actions
Contaminated Engine Oil
Engine oil that is contaminated with another liquid
can cause low engine oil temperature. High engine
oil level can be an indication of contamination. Obtain
an analysis of the engine oil. Determine the reason
for contamination of the engine oil and make the
necessary repairs. Change the engine oil and the
engine oil lter. For the correct engine oil to use, refer
to Operation and Maintenance Manual, Engine Oil.
Check the Engine Oil Temperature
Regulators
Make sure that the engine oil temperature regulators
open according to the correct values. Refer to
Specications, Engine Oil Temperature Regulators.
Check the Engine Oil Temperature
Sensor
Check the reading of the engine oil temperature
on Cat ET. Compare the reading to a reading from
a separate device. The temperature should rise
steadily as the engine is warmed.
If the reading on Cat ET for the engine oil temperature
is not reasonable, replace the engine oil temperature
sensor.
Check the Cooling System
Make sure that the heat exchanger for the engine
oil cooler and the aftercooler is operating properly.
The heat exchanger must be properly sized for
the ambient conditions. Check the plumbing for
obstructions.
Check the Flow through the Engine Oil
Cooler
Run the engine at normal operating temperature.
Determine the pressure differential for the coolant
and for the engine oil between the inlet and the outlet
of the engine oil cooler. For comparative data, refer
to the Technical Marketing Information for the engine.
RENR5910-06 115
If the pressure differential between the inlet and the
outlet of the engine oil cooler exceeds the data that
is published for the engine, there is an insufcient
ow of coolant or of engine oil through the engine oil
cooler. Clean the engine oil cooler.
Mechanical Friction
Friction of gears and/or of bearings will raise the
engine oil temperature. Measure the engine oil
temperature at various locations in order to locate the
hot spot. Obtain an analysis of the engine oil. Make
the necessary repairs.
i02908799
Prelubrication Pressure Is Low
point for this code. You must access the monitoring
Table 48
Event Code
which Activate
the Code
System
Response
E233(3) Low
Engine Pre-Lube
Pressure
The prelube oil
pressure is less
than the trip point
and the delay
time has expired.
The shutdown
output is
activated.
Starting of
the engine is
prevented. The
signal driver
for the prelube
pump remains
activated. The
code is logged.
The engine will
not start.
Probable Causes
Low air supply pressure
Low level of lubricant in the lubricator
Restriction of the prelube pump's exhaust
Problem with the supply of engine oil
Electrical problem
Problem with the prelube pump's pressure switch
Problem with the pump
Problem with the regulators for the engine oil

temperature
Recommended Actions
Check the Air Supply Pressure
For a prelube pump that operates with pressurized
air, make sure that the air supply pressure is
adequate. Inspect the system for leaks.
Check the Lubricator
air, make sure that the lubricator is adequately lled
with the correct lubricant.
Check the Exhaust
air, make sure that the exhaust is not restricted.
Check the Engine Oil Supply
Check the engine oil level. Add oil until the oil level is
between the ADD and FULL marks on the oil level
gauge. Inspect the lubrication system for leaks.
If the supply of engine oil is correct, look for leaks in
the oil lines for the prelube pump. Make sure that the
supply of engine oil is not obstructed. Make repairs,
as needed.
Check the Power Source for the Prelube
Pump
Make sure that the output for the prelube pump is
activated. Refer to Troubleshooting, Prelubrication -
Test.
Check the Prelube Pump's Pressure
Switch
The prelube pump's pressure switch must close
before the starting motor relay will be energized.
Make sure that the switch operates correctly. Refer to
Troubleshooting, Prelubrication - Test.
Inspect the Prelube Pump
The prelube pump may have a mechanical problem.
Inspect the prelube pump. For instructions on
removal and disassembly, refer to Disassembly and
Assembly, SENR5535.
116 RENR5910-06
Check the Regulators for the Engine Oil
Temperature
Make sure that the regulators for the engine oil
temperature open according to the correct values.
Refer to Specications, Engine Oil Temperature
Regulators.
i02908806
Spark Plug Life Is Short
SMCS Code: 1555-035
Probable Causes
Faulty spark plug
Incorrect spark plug
Incorrect spark plug gap
Excessive load
Contamination of the air/fuel mixture

Recommended Actions
Faulty Spark Plug
Inspect the spark plug for wear. Look for evidence
of combustion leaks above the gasket. Check the
insulator for cracks.
If the spark plug is worn and/or damaged, install a
new spark plug.
Incorrect Spark Plug
Install the spark plug that is listed in the engine's
Parts Manual, Ignition Gp - Gas Engine.
Incorrect Air/Fuel Ratio
Adjust the engine according to Systems
Incorrect Spark Plug Gap
Set the spark plug gap according to Specications,
Gas Engine Ignition.
Excessive Load
Higher loads reduce the service life of spark plugs.
Determine whether the engine has been operating
beyond the recommended rated load.
Contamination of the Air/Fuel Mixture
Make sure that the equipment that treats the fuel
prior to the engine is operating properly. Refer to the
service information that is provided by the OEM of
the equipment.
Make sure that the air and the fuel are properly
ltered. There must be no leaks that allow
contamination to enter the systems.
If a turbocharger is leaking engine oil, the engine oil
can contaminate the inlet air. Inspect the turbocharger
for leaks.
i02908814
Temperature Ratio of Coolant
to Oil Is Low
SMCS Code: 1348-035-TA; 1395-035-TA
for these codes.
Table 49
Event Code
which Activate
the Code
System
Response
E337(1) High
Engine Oil to
Engine Coolant
Diff Temp
The alarm output
is activated. The
code is logged.
E337(3) High
Engine Oil to
Engine Coolant
Diff Temp
The engine oil
temperature is
too high or the
engine coolant
temperature
is too low.
The differential
between the
engine oil
temperature
and the
engine coolant
temperature has
exceeded the
trip point and the
delay time has
expired.
The shutdown
output is
activated. The
code is logged.
Note: The cylinder liner and the piston assembly can
be damaged by this condition.
Probable Causes
High engine oil temperature or low engine coolant

temperature
Faulty temperature sensor(s)

RENR5910-06 117

Recommended Actions
Check the Engine Oil Temperature and
the Engine Coolant Temperature
Observe the temperature of the engine oil and the
engine coolant on the control panel's display.
If the engine oil temperature is high, refer to
Troubleshooting, Oil Temperature Is High.
If the temperature of the engine coolant is low, refer
to Troubleshooting, Coolant Temperature Is Low.
Check the Temperature Sensors
Use a separate device to measure the temperatures
of the engine oil and the engine coolant. Compare
the measured temperatures to the readings on the
control panel's display.
If a reading is incorrect, switch the suspect sensor
with a sensor that is known to be good. Verify that the
problem is solved.
The water temperature regulators should not begin to
open until jacket water reaches opening temperature
for the regulators. Allow the engine to cool and then
start the engine. Check the tube at the outlet for the
jacket water. If the tube is warm and normal operating
temperature is not achieved yet, a regulator may be
stuck open.
Check the water temperature regulators according to
Systems Operation/Testing and Adjusting, Cooling
System. Replace the water temperature regulators,
if necessary.
i02908836
Turbocharger Turbine
Temperature Is High
for these codes.
Table 50
Event Code
which Activate
the Code
System
Response
E243(1) High
Left Turbo
Turbine Outlet
Temperature
The alarm output
is activated. The
code is logged.
E243(3) High
Left Turbo
Turbine Outlet
Temperature
The temperature
at the outlet
for the left
turbocharger
turbine has
exceeded the
trip point and the
delay time has
expired.
The shutdown
output is
activated. The
code is logged.
The engine is
shut down.
E244(1) High
Right Turbo
Turbine Outlet
Temperature
The alarm output
is activated. The
code is logged.
E244(3) High
Right Turbo
Turbine Outlet
Temperature
The temperature
at the outlet
for the right
turbocharger
turbine has
exceeded the
trip point and the
delay time has
expired.
The shutdown
output is
activated. The
code is logged.
The engine is
shut down.
E245(1) High
Right Turbo
Turbine Inlet
Temperature
The alarm output
is activated. The
code is logged.
E245(3) High
Right Turbo
Turbine Inlet
Temperature
The temperature
at the inlet
for the right
turbocharger
turbine has
exceeded the
trip point and the
delay time has
expired.
The fuel is
shut off. The
shutdown output
is activated. The
code is logged.
The engine is
shut down.
E246(1) High
Left Turbo
Turbine Inlet
Temperature
The alarm output
is activated. The
code is logged.
E246(3) High
Left Turbo
Turbine Inlet
Temperature
The temperature
at the inlet for the
left turbocharger
turbine has
exceeded the
trip point and the
delay time has
expired.
The fuel is
shut off. The
shutdown output
is activated. The
code is logged.
The engine is
shut down.
Probable Causes
Low load
Excessive load
High inlet manifold temperature
Exhaust restriction
118 RENR5910-06
Problem with a valve

Recommended Repairs
Low Load
At loads that are less than 50 percent, the inlet air
is controlled by the air choke actuator. If the air/fuel
mixture is too lean, compression of the higher volume
of air through the turbocharger will increase the
temperature. Correct the air/fuel ratio.
Excessive Load
Check for Event Codes for High Inlet
Manifold Air Temperature
Use the control panel's display to check for the
following event codes:
E026 (3) High Inlet Air Temperature (shutdown)
E027 (1) High Inlet Air Temperature (warning)

If one or more of the codes is active, refer to
Troubleshooting, Inlet Air Temperature Is High.
Air/Fuel Ratio
An air/fuel mixture that is too rich will increase the
exhaust temperature. A change in the fuel energy
content will change the air/fuel ratio. Obtain a fuel
analysis.
stable.
Adjust the engine according to Systems
Measure the Exhaust Restriction
Measure the exhaust restriction during engine
operation with a load. For data that is specic to the
engine, refer to the Technical Marketing Information.
Also refer to the Application and Installation Guide,
LEBW4970, Exhaust Systems.
Investigate the cause of the exhaust restriction.
Perform adjustments and/or make repairs, as
needed.
Problem with a Valve
Make sure that the inlet valves, the exhaust valves,
and the gas admission valves are in good condition.
Check the cylinder compression. Refer to Operation
and Maintenance Manual, Cylinder Pressure -
Measure/Record.
RENR5910-06 119
Circuit Tests
i03168840
Air/Fuel Pressure Module -
Test
SMCS Code: 1278-038; 1900-038
System Operation Description:
Use this procedure to troubleshoot the electrical
system if a problem is suspected with the air/fuel
pressure module or if any one of the diagnostic codes
in Table 51 is active or easily repeated.
Table 51
Code and Description Conditions which Generate this Code System Response
94-3 Fuel Delivery Pressure Sensor :
Abnormal Frequency, Pulse Width, or
Period
106-3 Air Inlet Pressure Sensor : Voltage
Above Normal
106-8 Air Inlet Pressure Sensor : Abnormal
The duty cycle of the pressure sensor is
outside the range of the sensor.
The frequency of the pressure sensor is
The code is logged.
The engine is shutdown.
Tubes that connect the air/fuel pressure module to
the inlet air manifold and to the fuel manifold enable
the module to sense the absolute inlet manifold air
pressure and fuel pressure. The module calculates
the differential pressure between the fuel manifold
and the inlet air manifold. This fuel differential
pressure is the value of the fuel pressure minus the
value of the inlet manifold air pressure.
Pulse Width Modulation (PWM) This is a digital
signal. The frequency is constant: the percent on time
versus the period is called a duty cycle. If the signal
is on for 50 percent of the period as an example,
the duty cycle is 50 percent. This provides a more
accurate status for a parameter than a signal that
can only be ON or OFF.
120 RENR5910-06
g01435459
Illustration 32
Sample duty cycles that are low, medium, and high.
The air/fuel pressure module sends PWM signals
that represent the inlet manifold air pressure and the
fuel differential pressure to the Electronic Control
Module (ECM). The ECM uses the information to
help calculate the fuel ow.
The most likely causes of the diagnostic code are a
poor connection or a problem in a wiring harness.
The next likely cause is a problem with the module.
The least likely cause is a problem with the ECM.
Logged diagnostic codes provide a historical record.
Before you begin this procedure, use Caterpillar
Electronic Technician (ET) to print the logged codes
to a le.
The troubleshooting procedure may generate
additional diagnostic codes. Keep your mind on
correcting the cause of the original diagnostic code.
Clear the diagnostic codes after the problem is
resolved.
RENR5910-06 121
g01439944
Illustration 33
Schematic for the air/fuel pressure module on the in-line engines and the vee engines
The air/fuel pressure module is connected to the ECM via the J6/P6 connectors on the terminal box.
Test Step 1. Inspect the Electrical
Connectors and Wiring
g01431198
Illustration 34
Terminal Box
(1) ECM connector J2/P2
(3) 16 amp circuit breaker
(4) Connectors J3/P3 for the customer's connector
(5) Connectors J4/P4 for the optional control panel (if equipped)
or for a customer's connector
(6) J5/P5 connectors for the harness from the sensors
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM to the OFF position.
Note: For the following steps, refer to
Troubleshooting, Electrical Connectors -
Inspect.
B. Thoroughly inspect each of the following
connectors:
ECM J1/P1 connectors
Terminal box J6/P6 connectors
Harness connectors for the air/fuel pressure

module
a. Check the torque of the allen head screws
for each of the ECM connectors. Refer to
Inspect for the correct torque values.
122 RENR5910-06
g01439949
Illustration 35
P1 ECM connector for the air/fuel pressure module on the in-line
engines and the vee engines
(10) PWM signal for the inlet manifold air pressure
(11) PWM signal for the fuel differential pressure
(69) -Battery
(70) Keyswitch +Battery
g01439954
Illustration 36
Harness side of the terminal box P6 connector for the air/fuel
pressure module on the vee engines
(21) -Battery
RENR5910-06 123
g01439952
Illustration 37
Harness side of the terminal box P6 connector for the air/fuel
pressure module on the in-line engines
(37) -Battery
b. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the circuit for the
air/fuel pressure module.
c. Check the harnesses and wiring for abrasion
and for pinch points from the air/fuel pressure
module to the ECM.
Expected Result:
All connectors, pins, and sockets are connected
properly. The connectors and the wiring do not have
corrosion, abrasion, or pinch points.
Results:
OK All connectors, pins, and sockets are

connected properly. The connectors and the wiring
do not have corrosion, abrasion, or pinch points.
The components are in good condition with proper
connections. Proceed to Test Step 2.
Not OK At least one of the connectors, pins, or

sockets is not connected properly. At least one
connector or wire has corrosion, abrasion, and/or
pinch points.
Repair: Perform the necessary repairs and/or
replace parts, if necessary.
STOP.
Test Step 2. Check for Diagnostic Codes
A. Switch the 16 amp circuit breaker for the ECM to
the ON position. Turn the engine control switch to
the STOP position.
B. Observe the Active Diagnostic screen on Cat ET.
Wait at least 30 seconds so that any codes may
become activated. Look for these codes:
94-3 Fuel Delivery Pressure Sensor voltage

above normal
94-8 Fuel Delivery Pressure Sensor abnormal

frequency, pulse width, or period
106-3 Air Inlet Pressure Sensor voltage above

normal
106-8 Air Inlet Pressure Sensor abnormal

frequency, pulse width, or period
C. Determine whether any of the same codes are
logged.
Expected Result:
None of the above diagnostic codes are active.
Results:
OK (No active codes) There are no active

diagnostic codes for the air/fuel pressure module.
However, there is a logged code for the air/fuel
pressure module.
Repair: There may be a problem with the wiring
and/or with a connector. Attempt to activate the
code by performing another pull test on the wires
that are associated with the air/fuel pressure
module. Refer to Troubleshooting, Electrical
If any of the codes are logged and the engine
is not operating properly, troubleshoot the
symptom. Refer to Troubleshooting, Symptom
Troubleshooting.
STOP.
Not OK (Active code) There is an active

diagnostic code for the air/fuel pressure module.
Proceed to Test Step 3.
124 RENR5910-06
Test Step 3. Verify the Supply Voltage to
the Module
g00844095
Illustration 38
Harness connector for the air/fuel pressure module
(A) Keyswitch +Battery
(B) -Battery
(C) PWM signal for the differential pressure of the fuel manifold
and the inlet air manifold
(D) PWM signal for the inlet manifold air pressure
B. Disconnect the harness connector from the air/fuel
pressure module.
C. Switch the 16 amp circuit breaker for the ECM to
the ON position. Turn the engine control switch to
the STOP position.
D. Measure the voltage between terminals A and
B on the harness connector for the air/fuel
pressure module. Wiggle the harness in order to
check for an intermittent problem.
Expected Result:
The voltage between terminals A and B on the
harness connector for the air/fuel pressure module is
approximately 24 VDC.
Results:
OK The voltage between terminals A and B

on the harness connector for the air/fuel pressure
module is approximately 24 VDC. Proceed to Test
Step 4.
Not OK The voltage between terminals A

and B on the harness connector for the air/fuel
pressure module is not approximately 24 VDC.
Repair: Use the following procedure to verify the
supply voltage at the terminal box.
1. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM to the OFF position.
2. Disconnect connectors (J6/P6).
3. Switch the 16 amp circuit breaker for the ECM
to the ON position. Turn the engine control
switch to the STOP position.
4. Measure the voltage between the terminals at
the J6 connector that supply the voltage to the
air/fuel pressure module. Refer to Illustration
33 in order to identify the terminals. Wiggle the
harness in the terminal box in order to check for
an intermittent problem.
The correct voltage between the terminals is
approximately 24 VDC.
If the correct voltage is found on the J6
connector, there is a problem in the wiring
harness between the P6 connector and the
air/fuel pressure module. Repair the harness
or replace the harness.
If the correct voltage is not found on the J6
connector, there may be a problem in the
terminal box. Verify the voltage from the ECM.
a. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp
circuit breaker for the ECM to the OFF
position.
b. Disconnect the ECM J1/P1 connectors.
c. Switch the 16 amp circuit breaker for the
ECM to the ON position. Turn the engine
control switch to the STOP position.
d. Measure the voltage between ECM terminals
(P1-69) and (P1-70).
The correct voltage between terminals
(P1-69) and (P1-70) is approximately 24
VDC.
If the correct voltage is found on the ECM
P1 connector, there is a problem with the
terminal box's wiring. Repair the wiring or
replace the wiring.
If the correct voltage is not found on the
ECM P1 connector, there may be a problem
with the electrical power supply. For further
information on troubleshooting the electrical
power supply, refer to Troubleshooting,
Electrical Power Supply - Test.
STOP.
RENR5910-06 125
Test Step 4. Check for a Signal from the
Module
B. Verify that the fuel shutoff valve is closed.
C. Disconnect the air lines and the fuel lines from the
g00844095
Illustration 39
Harness connector for the air/fuel pressure module
(A) Keyswitch +Battery
(B) -Battery
(C) PWM signal for the fuel differential pressure
(D) PWM signal for the inlet manifold air pressure
D. Connect a jumper wire with the appropriate
connectors on the ends between terminal
A on the harness connector for the air/fuel
pressure module and terminal A on the module's
receptacle. Connect another jumper wire between
terminal B on the harness connector for the
air/fuel pressure module and terminal B on the
module's receptacle.
E. Use a multimeter to measure the duty cycle and
the frequency of the suspect signal.
a. Switch the 16 amp circuit breaker for the ECM
b. Measure the duty cycle and the frequency
between terminals B and C on the module's
receptacle.
c. Measure the duty cycle and the frequency
between terminals B and D on the module's
receptacle.
Expected Result:
The duty cycle of the fuel differential pressure is
between 15.9 percent and 18.7 percent when both
ports of the module are vented to atmospheric
pressure.
The duty cycle of the atmospheric pressure is
pressure.
The frequency of the signal is between 450 and 600
Hz.
Note: The duty cycle for the atmospheric sensor
is wider since the engine can be operated at
elevations below sea level and at higher elevations in
mountainous terrain.
Results:
OK The duty cycle and the frequency of the

suspect signal is correct. The module is operating
correctly. Leave the air lines and the fuel lines
disconnected from the air/fuel pressure module.
Not OK The duty cycle and/or the frequency of

the suspect signal is not correct. The module is
not operating correctly.
Repair: Turn the engine control switch to the
breaker for the ECM to the OFF position. Remove
the jumper wires from the connectors for the
air/fuel pressure module. Replace the air/fuel
pressure module.
STOP.
Test Step 5. Check for a Signal to the
Terminal Box
B. Remove the jumper wires from the connectors
for the air/fuel pressure module. Reconnect the
engine harness to the air/fuel pressure module.
C. Use a 151-6320 Wire Removal Tool to remove
the signal wires from the P6 connector on the
terminal box. Refer to Illustration 33 in order to
identify the terminals.
D. Use a multimeter to check the duty cycle and the
frequency between the wires and the Battery
terminal on the P6 connector.
b. Use a multimeter to check the signals from the
wires. Wiggle the harness in order to check for
an intermittent problem.
126 RENR5910-06
Expected Result:
pressure.
pressure.
Hz.
Results:

suspect signal is correct. The module is operating
correctly and the harness between the module and
the terminal box P6 connector is OK. There may
be a problem in the terminal box.
Repair: Remove the 7X-1710 Multimeter Probe.
Reinstall the disconnected wires. Pull on the wires
in order to verify proper installation. Leave the
air lines and the fuel lines disconnected from the
Not OK The duty cycle and the frequency of

operating correctly but there is a problem with a
connection and/or the wiring in the engine harness
between the terminal box and the connector for the
Repair: Remove the 7X-1710 Multimeter Probe.
Reinstall the disconnected wires. Pull on the wires
in order to verify proper installation. Reconnect the
air lines and the fuel lines to the air/fuel pressure
module. Repair the harness, when possible.
Replace the harness, if necessary.
STOP.
Test Step 6. Check for a Signal at the ECM
B. Use a 151-6320 Wire Removal Tool to remove
terminals (P1-10) and (P1-11) from the harness
side of the ECM P1 connector. Label the wires.
C. Use a multimeter to check the signals from the
removed terminals.
b. Insert a 7X-1710 Multimeter Probe into
terminal (P1-69). Measure the duty cycle and
the frequency between terminals (P1-69) and
(P1-10). Wiggle the harness in the terminal box
in order to check for an intermittent problem.
c. Measure the duty cycle and the frequency
between terminals (P1-69) and (P1-11). Wiggle
the harness in the terminal box in order to
check for an intermittent problem.
D. Turn the engine control switch to the OFF/RESET
ECM to the OFF position. Remove the 7X-1710
Multimeter Probe. Reinstall the terminals into the
P1 connector. Pull on the wires in order to verify
proper installation. Reconnect the air lines and the
fuel lines to the air/fuel pressure module.
Expected Result:
pressure.
pressure.
Hz.
Results:

suspect signal is correct. The ECM is receiving
a valid signal. However, a diagnostic code is
activated for the air/fuel pressure module. There
may be a problem with the ECM.
Repair: It is unlikely that the ECM has failed. Exit
this procedure and perform this procedure again.
If the condition is not resolved, temporarily install
a new ECM. Refer to Troubleshooting, ECM -
Replace for details.
RENR5910-06 127
If the problem is resolved with the new ECM,
install the original ECM and verify that the problem
returns. If the new ECM operates correctly and the
original ECM does not operate correctly, replace
the original ECM. Verify that the original problem
has been resolved.
STOP.
Not OK The duty cycle and the frequency of

operating correctly and the engine harness is OK.
However, the ECM is not receiving a valid signal.
There is a problem with the wiring in the terminal
box.
Repair: Repair the connector(s) and/or the wiring,
when possible. Replace the connector(s) and/or
the wiring, if necessary.
STOP.
i02890408
Choke Actuator - Test
SMCS Code: 1087-038-AQ; 5479-038
system if a problem is suspected with the air choke
actuator's solenoid or if one of the diagnostic codes
in Table 52 is active.
Table 52
Code Conditions which Generate this Code System Response
525-5 Choke Actuator : Current Below
Normal
The circuit driver for the electrohydraulic
actuator's solenoid is energized. The
Electronic Control Module (ECM)
detects no current from the actuator or a
current that is less than the normal level.
525-6 Choke Actuator : Current Above
Normal
ECM detects a current from the actuator
that is greater than the normal level.
code is logged.
The ECM controls the air choke actuator by adjusting
current ow through the actuator's solenoid.
The diagnostic code is probably caused by a problem
in a harness or by a problem with an electrical
connector. The next likely cause is a problem inside
the actuator solenoid. The least likely cause is a
problem with the ECM.
to a le.
This troubleshooting procedure may generate
resolved.
128 RENR5910-06
g01439374
Illustration 40
Schematic of the circuit for the air choke actuator
Note: This step is important for troubleshooting a
problem with instability.
g01431198
Illustration 41
Terminal Box
(6) J5/P5 connectors for the harness
A. Turn the engine control switch to the OFF position.
Switch the 16 amp circuit breaker for the ECM to
the OFF position.
Inspect.
g01439397
Illustration 42
P2 ECM terminals that are used by the air choke actuator's
solenoid on in-line engines and vee engines
(P2-63) Air choke actuator's circuit driver
(P2-64) Return
RENR5910-06 129
g01439394
Illustration 43
Terminal locations on the P6 connector that are used by the air
choke actuator's solenoid on in-line engines and on vee engines
(P6-12) Return (in-line engines)
(P6-22) Air choke actuator's circuit driver (in-line engines)
(P6-44) Return (vee engines)
(P6-45) Air choke actuator's circuit driver (vee engines)
g01439378
Illustration 44
Air choke actuator
(AA) Solenoid's connector
(A) Air choke actuator's circuit driver
(B) Return
(8) Engine harness connectors for the air choke actuator (in-line
engines)
(9) Air choke actuator (in-line engines)
130 RENR5910-06
g01439379
Illustration 45
Air choke actuator
(10) Air choke actuator (vee engines)
(11) Engine harness connectors for the air choke actuator (vee
engines)
connectors:
J6/P6 connectors on the terminal box
Connectors for the air choke actuator

a. Check the allen head screw on each of the
ECM connectors for the proper torque. Refer
to Troubleshooting, Electrical Connectors -
b. Perform a 45 N (10 lb) pull test on the wires
that are associated with the circuit for the air
choke actuator.
c. Thoroughly inspect the connectors for the air
choke actuator for moisture and for corrosion.
Check the harness and wiring for abrasion and
for pinch points from the air choke actuator to
the ECM.
Expected Result:
Results:

Not OK At least one of the connectors, pins,

or sockets is not connected properly. At least
one connector or wire has corrosion, abrasion,
and/or pinch points. The components are not in
good condition and/or at least one connection is
improper.
STOP.
Test Step 2. Check for Active Diagnostic
Codes
A. Connect Cat ET to the service tool connector.
B. Switch the 16 amp circuit breaker for the ECM ON.
C. If a 525-5 and/or 525-6 diagnostic code is logged,
clear the code.
D. Turn the engine control switch to the START
position and crank the engine. Allow a minimum
of 30 seconds for the generation of any codes.
E. Observe the Active Diagnostic screen on Cat ET.
Check and record any active diagnostic codes.
F. Determine if the problem is related to an open
circuit diagnostic code (-5) or a short circuit
diagnostic code (-6).
G. Turn the engine control switch to the STOP
position.
Expected Result:
No diagnostic codes are active.
Results:
OK No diagnostic codes are active.

Repair: The problem may have been related
to a faulty connection in the harness. Carefully
inspect the connectors and wiring. Refer to
STOP.
Not OK A short circuit diagnostic code (-6) is

active at this time. Proceed to Test Step 3.
RENR5910-06 131
Not OK An open circuit diagnostic code (-5) is

Test Step 3. Disconnect the Connector
for the Air Choke Actuator's Solenoid in
Order to Create an Open Circuit
the OFF position.
B. Disconnect the connector for the air choke
actuator's solenoid.
C. Switch the 16 amp circuit breaker for the ECM ON.
D. If a 525-5 and/or 525-6 diagnostic code is logged,
clear the code.
E. Turn the engine control switch to the START
F. Observe the Active Diagnostic screen on Cat ET.
G. Turn the engine control switch to the STOP
position.
H. Return all the wiring to the original conguration.
Expected Result:
An open circuit diagnostic code (-5) is now active for
the air choke actuator's solenoid.
Results:
OK A short circuit diagnostic code (-6) was

active before disconnecting the connector. An open
circuit diagnostic code (-5) became active after
disconnecting the connector. The ECM detected
the open circuit. The engine harness and the ECM
are OK.
Repair: Temporarily connect a new air choke
actuator's solenoid to the harness, but do not
install the new air choke actuator's solenoid.
Verify that there are no active diagnostic codes
for the air choke actuator's solenoid. If there
are no active diagnostic codes for the solenoid,
permanently install the new solenoid. Clear any
logged diagnostic codes.
STOP.
Not OK A short circuit diagnostic code (-6)

remains active when the connector for the air
choke actuator's solenoid is disconnected. There is
a short circuit between the harness connector for
the solenoid and the ECM. Proceed to Test Step 4.
for the Air Choke Actuator's Solenoid at
the Terminal Box in Order to Create an
Open Circuit
the OFF position.
B. Disconnect the P6 connector at the terminal box.
Determine the correct wire terminals for your
application. Refer to Illustration 40.
C. Remove the wires for the air choke actuator's
solenoid from the connector on the terminal box in
order to create an open circuit.
D. Switch the 16 amp circuit breaker for the ECM ON.
E. If a 525-5 and/or 525-6 diagnostic code is logged,
clear the code.
F. Turn the engine control switch to the START
G. Observe the Active Diagnostic screen on Cat ET.
H. Turn the engine control switch to the STOP
position.
I. Return all the wiring to the original conguration.
Expected Result:
the air choke actuator's solenoid.
Results:

the open circuit. The engine harness between the
terminal box and the ECM is OK.
Repair: Repair the wiring between the terminal
box and the connector for the air choke actuator's
connector. Clear any logged diagnostic codes.
STOP.

remains active when the connector on the terminal
box for the air choke actuator's solenoid is
disconnected. There is a short circuit between the
terminal box and the ECM. Proceed to Test Step 7.
132 RENR5910-06
Test Step 5. Create a Short at the
Connector for the Air Choke Actuator's
Solenoid
the OFF position.
B. Fabricate a jumper wire that is long enough
to create a short between the terminals of the
connector for the air choke actuator's solenoid.
Crimp connector pins to each end of the jumper
wire.
C. Install the jumper wire between terminal A (air
choke actuator solenoid) and terminal B (solenoid
return) on the harness side of the connector.
clear the code.
position.
Expected Result:
A short circuit diagnostic code (-6) is active when the
jumper wire is installed. An open circuit diagnostic
code (-5) is active when the jumper wire is removed.
Results:
OK A short circuit diagnostic code (-6) is active

when the jumper wire is installed. An open circuit
diagnostic code (-5) is active when the jumper wire
is removed. The ECM detected the short circuit.
The engine harness and the ECM are OK.
Repair: Temporarily connect a new solenoid for
the air choke actuator to the harness, but do not
install the new solenoid. Verify that there are no
active diagnostic codes for the solenoid. If there
STOP.
Not OK The open circuit diagnostic code (-5)

remains active with the jumper in place. The open
circuit is between the ECM and the connector for
the air choke actuator's solenoid. There may be a
problem with the ECM. Proceed to Test Step 6.
Connector on the Terminal Box for the
Air Choke Actuator's Solenoid
the OFF position.
B. Fabricate a jumper wire that is long enough
connector for the air choke actuator's solenoid on
the terminal box. Crimp connector pins to each
end of the jumper wire.
C. Disconnect the P6 connector at the terminal box.
Determine the correct wire terminals for your
application. Refer to Illustration 40.
D. Remove the wires for the air choke actuator's
solenoid from the connector on the terminal box.
Install the jumper wire between the circuit driver
for the air choke actuator's solenoid and the return
for the air choke actuator's solenoid on the ECM
side of the connector.
E. Reconnect the connector.
F. Switch the 16 amp circuit breaker for the ECM ON.
G. If a 525-5 and/or 525-6 diagnostic code is logged,
clear the code.
H. Turn the engine control switch to the START
I. Observe the Active Diagnostic screen on Cat ET.
J. Turn the engine control switch to the STOP
position.
K. Return all the wiring to the original conguration.
Expected Result:
RENR5910-06 133
Results:

The engine harness between the terminal box and
the ECM is OK.
box and the connector for the air choke actuator's
STOP.

circuit is between the ECM and the connector on
the terminal box. There may be a problem with the
ECM. Proceed to Test Step 7.
Test Step 7. Check the Operation of the
ECM
the OFF position.
B. Disconnect the J2/P2 ECM connector.
C. Fabricate two jumper wires that are long enough
to create a short between two terminals of the
ECM connector. Crimp connector sockets to one
end of each of the jumper wires.
D. Remove the wire from terminal location P2-63 (air
choke actuator solenoid) at the ECM connector.
Install one of the jumper wires into this terminal
location.
E. Remove the wire from terminal location P2-64
(solenoid return) at the ECM connector. Install the
other jumper wire into this terminal location.
F. Connect the J2/P2 ECM connector.
G. Create an open at the ECM:
a. In order to ensure that an open circuit condition
exists, do not allow the loose ends of the
jumper wires to connect to each other or to
engine ground.
b. Switch the 16 amp circuit breaker for the ECM
ON.
c. If a 525-5 and/or 525-6 diagnostic code is
logged, clear the code.
d. Turn the engine control switch to the START
e. Observe the Active Diagnostic screen on Cat
ET. Check and record any active diagnostic
codes.
f. Turn the engine control switch to the STOP
position.
H. Create a short at the ECM:
a. Create a short between the jumper wires for
the air choke actuator's solenoid at the ECM
connector.
b. Turn the engine control switch to the START
c. Observe the Active Diagnostic screen on Cat
codes.
d. Turn the engine control switch to the STOP
position.
I. Restore all wiring to the original conguration.
Expected Result:
An open circuit diagnostic code (-5) is active when
the jumper wires create an open circuit. A short
circuit diagnostic code (-6) is active when the jumper
wires for the air choke actuator's solenoid are shorted
together.
Results:
OK An open circuit diagnostic code (-5) is active

when the jumper wires create an open circuit. A
short circuit diagnostic code -6 is active when the
jumper wires are shorted together.
Repair: The ECM is operating properly. The
problem is in the harness wiring between the ECM
and the J6/P6 connector on the terminal box.
There may be a problem in one of the connectors.
Repair the connectors or wiring and/or replace the
connectors or wiring.
STOP.
Not OK One of the following conditions exists:

The open circuit diagnostic code (-5) is not active
when the jumper wires create an open circuit. The
short circuit diagnostic code (-6) is not active when
the wire jumpers are shorted together.
this procedure and perform this procedure again. If
the problem is not resolved, perform the following
procedure:
Temporarily install a new ECM. Refer to
Troubleshooting, ECM - Replace.
134 RENR5910-06
If the problem is resolved with a new ECM, install
the original ECM and verify that the problem
the original ECM.
STOP.
i02892114
Cylinder Combustion - Test
SMCS Code: 1223-038; 1563-038
Use this procedure to troubleshoot a suspected
problem with a combustion sensor or use this
procedure if one of the diagnostic codes in Table 53
or Table 54 are active or easily repeated.
Table 53
1101-2 Cylinder #1 Combustion Probe :
Erratic, Intermittent, or Incorrect
With the engine on, the Integrated
Combustion Sensing Module (ITSM)
detects a signal from the combustion
sensor before combustion or the signal
from the combustion sensor is received
within 1.8 millisecond of the signal for
ignition.
The combustion burn time for the
cylinder is excluded from the average
combustion burn time and from the
calculation for the fuel correction
factor. Diagnostics for the cylinder
misre are not available.
The code is logged.
RENR5910-06 135
Table 54
The signal from the combustion sensor
to the ICSM is less than the minimum
acceptable value.
The combustion burn time for the
cylinder is excluded from the average
combustion burn time and from the
calculation for the fuel correction
factor. Diagnostics for the cylinder
misre are not available.
The code is logged.
Each cylinder has a combustion sensor that is
positioned on the edge of the cylinder. When the
engine control switch is in the STOP position, in the
START position, or in the AUTO position, the ICSM
provides +80 VDC to the combustion sensors.
When the ame front reaches the sensor, the
sensor briey outputs a low voltage signal that
is approximately 80 millivolts. The sensor's low
voltage signal is detected by the ICSM. The ICSM
measures the length of time from the all cylinders
ring signal to the combustion sensor's signal. The
ICSM determines the combustion burn time for the
cylinder.
Each combustion sensor has a single terminal that
is connected to a signal wire. The signal wire from
each sensor is shielded.
Use this procedure to troubleshoot the system only
when there is an active noisy diagnostic code or an
active short circuit diagnostic code that is associated
with a combustion sensor.
A noisy diagnostic code indicates that the signal
from the sensor is noisy or connected to the wrong
cylinder.
Note: If the harness from the sensor is not routed to
the proper connector, the combustion burn time will
be incorrect. False misre will be indicated.
The short to ground diagnostic code indicates that
the sensor's signal has a short circuit or the signal is
below the acceptable range.
Before you begin this procedure, use the Caterpillar
to a le.
resolved.
136 RENR5910-06
g01440236
Illustration 46
Schematic for the circuit of the combustion sensors for the 16 cylinder engine
RENR5910-06 137
g01440561
Illustration 47
138 RENR5910-06
g01440562
Illustration 48
g01440563
Illustration 49
RENR5910-06 139
g01431198
Illustration 50
Terminal Box
position. Switch OFF the 16 amp circuit breaker
for the Electronic Control Module (ECM).
Inspect.
g01440570
Illustration 51
Typical view of an engine mounted ICSM
(8) ICSM
(9) Connectors for the combustion sensors
g01440571
Illustration 52
Section view of a cylinder head with a combustion sensor
(10) Harness connector
(11) Seal
(12) Extension
(13) Sensor
B. Thoroughly inspect the suspect connector (10) at
the ICSM for corrosion and for moisture.
140 RENR5910-06
C. Thoroughly check the suspect harness for
abrasion and for pinch points from the sensor to
the ICSM.
D. Verify that the suspect harness has the proper
length in order to reach from the sensor to the
ICSM.
E. Verify that the suspect harness is connected to
the correct connector on the ICSM.
For a 16 cylinder engine, refer to Illustration 46 for
the proper connections.
Expected Result:
corrosion, abrasion, or pinch points. The sensors are
connected to the correct connector on the ICSM.
Results:

connected properly. The connectors and the
wiring do not have corrosion, abrasion, or pinch
points. The components are in good condition with
proper connections. If you are troubleshooting a
-2 diagnostic code, proceed to Test Step 2. If you
are troubleshooting a -4 diagnostic code for a short
circuit, proceed to Test Step 4.
Not OK At least one of the connectors, pins, or

sockets is not connected properly. At least one
connector or wire has corrosion, abrasion, and/or
pinch points. The components are not in good
condition and/or at least one of the connections
are improper.
STOP.
Test Step 2. Replace the Harness
g01440571
Illustration 53
(11) Seal
(12) Extension
(13) Sensor
A. Temporarily exchange the suspect harness with
a harness that is known to be good. The new
harness must be long enough to reach from the
sensor to the ICSM. Verify that seal (11) is installed
in connector (10) on the new harness. Ensure that
connectors are clean, dry, and properly connected.
Do not install the new harness onto the engine.
B. Start the engine. Use Cat ET to place the engine
in the prechamber calibration mode.
C. Observe the Active Diagnostics screen on
Cat ET. The engine must be in the prechamber
calibration mode for at least 30 seconds in order
for the -2 diagnostic code to become activated.
Look for an active -2 diagnostic code.
Expected Result:
The -2 code is not active.
Results:
No -2 code Before the suspect harness was

replaced, there was a -2 diagnostic code. After the
suspect harness was replaced, there was no -2
diagnostic code. The suspect harness is faulty.
RENR5910-06 141
Repair: Completely install the new harness onto
the engine. Resume normal operation.
STOP.
Active -2 code Before the harness was replaced,

there was a -2 diagnostic code. After the harness
was replaced, the -2 diagnostic code remained.
breaker for the ECM OFF. Remove the new
harness and install the original harness.
Test Step 3. Inspect the Extension and
the Combustion Sensor
A. Inspect the combustion sensor and clean the
sensor, if necessary. Refer to Operation and
Maintenance Manual, Combustion Sensor -
Clean/Inspect/Replace.
B. Start the engine. Use Cat ET to place the engine
in the prechamber calibration mode.
C. Observe the Active Diagnostics screen on
Cat ET. The engine must be in the prechamber
calibration mode for at least 30 seconds in order
for the -2 diagnostic code to become activated.
Look for an active -2 diagnostic code.
Expected Result:
The -2 diagnostic code is not active.
Results:
No -2 code Before the sensor and extension

were serviced, there was a -2 diagnostic code.
After the sensor and extension were serviced,
there was no -2 diagnostic code. Resume normal
operation. STOP.
Active -2 code Before the sensor and extension

were serviced, there was a -2 diagnostic code.
After the sensor and extension were serviced, the
noisy diagnostic code remained. The ICSM may
have a problem.
Repair: It is unlikely that the ICSM has failed. Exit
steps:
Temporarily install a new ICSM. Refer to
Troubleshooting, Control Module - Replace
(ICSM).
If the problem is resolved with a new ICSM, install
the original ICSM and verify that the problem
returns. If the new ICSM operates correctly and the
original ICSM does not operate correctly, replace
the original ICSM.
STOP.
Test Step 4. Disconnect the Combustion
Sensor
A. Verify that the engine control switch is in the
OFF/RESET position. Verify that the 16 amp
circuit breaker for the ECM is OFF.
g01440571
Illustration 54
(11) Seal
(12) Extension
(13) Sensor
B. Disconnect harness connector (10) for the suspect
sensor.
C. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
D. Observe the Active Diagnostics screen on Cat
ET. Wait at least 30 seconds so that any codes
may become activated. Look for an active -4 short
circuit diagnostic code.
142 RENR5910-06
Expected Result:
Results:
OK - No active -4 code Before the harness

connector was disconnected, there was a -4
diagnostic code. After the harness connector was
disconnected, there was no -4 diagnostic code.
There is a problem with the extension or with the
sensor.
Repair: Perform the following steps:
1. Thoroughly inspect harness connector (10)
for moisture. Inspect O-ring seal (11) in the
harness connector. Refer to Operation and
Maintenance Manual, Combustion Sensor -
Clean/Inspect/Replace.
2. Reconnect harness connector (10).
position. Observe the Active Diagnostics
screen on Cat ET. Wait at least 30 seconds so
that any codes may become activated. Verify
that the problem is resolved.
STOP.
Not OK - Active -4 code Before the harness

was disconnected at the sensor there was
a -4 diagnostic code. After the harness was
disconnected the -4 diagnostic code remained.
There is a problem with the harness or with the
ICSM. Proceed to Test Step 5.
Test Step 5. Disconnect the Harness at
the ICSM
ECM OFF.
B. Disconnect the suspect connector from the ICSM.
position.
D. Observe the Active Diagnostics screen on Cat
ET. Wait at least 30 seconds so that any codes
may become activated. Look for an active -4 code.
Expected Result:
Results:
OK - No active -4 code Before the harness

was disconnected from the ICSM, there was a -4
diagnostic code. Disconnecting the harness from
the ICSM cleared the -4 diagnostic code. The
harness is faulty.
Repair: Replace the harness. Verify that the
original condition is resolved.
STOP.
Not OK - Active -4 code Before the harness

was disconnected from the ICSM, there was
a -4 diagnostic code. After the harness was
disconnected from the ICSM, the -4 code
remained. The ICSM may have a problem.
steps:
(ICSM).
returns. If the new ICSM operates correctly and the
original ICSM does not operate correctly, replace
the original ICSM.
STOP.
i02894619
Cylinder Firing Signal - Test
SMCS Code: 1223-038; 1900-038
Use this procedure to troubleshoot cylinder ring
signals that have diagnostic codes which are active
or easily repeated. Use this procedure if one of the
diagnostic codes in Table 55 are active or easily
repeated.
RENR5910-06 143
Table 55
1043-2 Cylinder #1 Firing Signal noisy
1044-2 All Cylinders Firing Signal noisy
The integrated combustion sensing
module (ICSM) detects electrical noise
on the conductor that carries the cylinder
ring signal or the frequency of the
cylinder ring signal is not within the
specied limits.
Monitoring of the combustion burn
time for the cylinder is lost. The alarm
output is activated.
The code is logged.
The exhaust emissions are not
controlled by the engine control
system.
1043-3 Cylinder #1 Firing Signal : Voltage
Above Normal
1044-3 All Cylinders Firing Signal :
During normal operation, the ICSM
continuously sends a signal of 13 V.
The Electronic Control Module (ECM)
grounds the 13 V signal for the duration
of ignition. The ICSM interprets the
grounding of the signal as the ring
signal. If the 13 V signal is not grounded,
the ICSM does not receive the ring
signal and the ICSM generates the
diagnostic code.
time is lost. The alarm output is
activated.
The code is logged.
system.
1043-4 Cylinder #1 Firing Signal : Voltage
Below Normal
1044-4 All Cylinders Firing Signal :
During normal operation, the ICSM
continuously sends a signal of 13 V. The
ECM grounds the 13 V signal for the
duration of ignition. The ICSM interprets
the grounding of the signal as the ring
signal. When the 13 V signal returns to
the high side, the ICSM starts the timer
for the combustion burn time. If the 13
V signal remains grounded, the ICSM
cannot interpret the ring signal and the
ICSM generates the diagnostic code.
activated.
The code is logged.
system.
1043-8 Cylinder #1 Firing Signal :
Abnormal Frequency, Pulse Width, or
Period
The Cylinder #1 Firing Signal represents
the ignition of the rst cylinder in the
engine. The All Cylinders Firing Signal
represents the ignitions of the remaining
cylinders in the engine. The Cylinder #1
Firing Signal is a reference for the All
Cylinders Firing Signal. If the input for
the Cylinder #1 Firing Signal is switched
with the input for the All Cylinders Firing
Signal, the Cylinder #1 Firing Signal
is too frequent. The ICSM generates the
diagnostic code.
activated.
The code is logged.
system.
There are two different types of cylinder ring signals.
The number one cylinder ring signal indicates that
the ECM is commanding the spark plug in the number
one cylinder to re. The all cylinders ring signal
indicates that the ECM is commanding the spark plug
in each cylinder to re. Each signal is developed on a
wire that connects the ECM to the ICSM.
The number one cylinder ring signal is created by
the ICSM and by the ECM. The modules maintain
the signal wire at +13 volts. The ECM pulls the signal
wire to ground potential whenever the number one
cylinder is commanded to re. The ECM maintains
the wire at ground potential for approximately 200
microseconds.
The all cylinders ring signal is also created by
the ICSM and by the ECM. The modules maintain
the signal wire at +13 volts. The ECM pulls the
signal wire to ground potential whenever a spark
plug is commanded to re. The ECM maintains
the wire at ground potential for approximately 300
microseconds.
The 1043-8 diagnostic code is caused if the number
one cylinder ring signal and the all cylinders ring
signal are connected to the opposite terminals
somewhere in the circuit.
A -2, -3, and -4 diagnostic code is probably caused
by a problem with a harness connector or with the
wiring. The next likely cause is a faulty electronic
component.
144 RENR5910-06
to a le.
resolved.
g01440763
Illustration 55
Schematic of the circuit for the cylinder ring signals on in-line
engines
RENR5910-06 145
g01440764
Illustration 56
Schematic of the circuit for the cylinder ring signals on vee engines
ECM OFF.
Inspect.
g01431198
Illustration 57
Terminal Box
146 RENR5910-06
g01440765
Illustration 58
(8) ICSM
(9) Engine harness connectors for the ICSM
B. Thoroughly inspect the following connectors:
ECM J1/P1
Terminal box's J5/P5
Terminal box's J6/P6 on vee engines
Engine harness connectors for the ICSM

C. Perform a 45 N (10 lb) pull test on each of the
cylinder ring signals.
D. Check the harnesses and wiring for abrasion
and for pinch points from the connector for each
module to the terminal box.
E. Check the wiring inside the terminal box for
moisture, for abrasion, and for pinch points.
Expected Result:
Results:


improper.
STOP.
Test Step 2. Verify that the Diagnostic
Codes are Still Active
A. To prevent the engine from starting, shut the main
gas supply OFF.
B. Connect Cat ET to the service tool connector.
D. Crank the engine for ten seconds. Look for the
codes that are listed in Table 56:
Table 56
Diagnostic Codes for the Cylinder Firing Signal
1043-3 Cylinder #1 Firing Signal voltage above
normal
1043-4 Cylinder #1 Firing Signal voltage below
normal
1043-8 Cylinder #1 Firing Signal abnormal frequency,
pulse width, or period
1044-3 All Cylinders Firing Signal voltage above
normal
1044-4 All Cylinders Firing Signal voltage below
normal
Expected Result:
There are no active codes or logged codes.
Results:
OK - no codes The problem seems to be

resolved. There are no active codes or logged
codes. The cylinder ring signals are operating
correctly at this time.
Repair: The initial diagnostic code was probably
caused by a poor electrical connection in one of
the harness connectors or terminals. Resume
normal operation.
STOP.
Not OK - Active -2 code There is an active

diagnostic code for a noisy cylinder ring signal.
Not OK - Active -3 code There is an active code

for a cylinder ring signal that has an open circuit,
or a short circuit to a positive voltage source.
RENR5910-06 147
Not OK - Active -4 code There is an active

code for a cylinder ring signal that has a short to
ground. Proceed to Test Step 6.
Not OK - Active -8 code A cylinder ring signal is

abnormal. Proceed to Test Step 3.
Test Step 3. Check the Terminal Box's
Wiring for an Open Circuit or a Short
Circuit to a Positive Voltage Source
g01431198
Illustration 59
Terminal Box
ECM OFF.
g01440774
Illustration 60
ECM connector P1
(P1-49) All cylinders ring signal
(P1-53) +Battery
(P1-58) Number one cylinder ring signal
(P1-69) -Battery
148 RENR5910-06
g01441462
Illustration 61
Terminal locations at the P5 connector on the terminal box that are
used for the cylinder ring signals on the in-line engines
(P5-10) All cylinder ring signal
(P5-21) -Battery
g01441464
Illustration 62
Terminal locations at the P5 connector on the terminal box that
are used for the cylinder ring signals on the vee engines (right
side ICSM)
(P5-20) -Battery
RENR5910-06 149
g01441466
Illustration 63
are used for the cylinder ring signals on the vee engines (left
side ICSM)
(P6-20) -Battery
B. Check for an open circuit on an in-line engine.
a. Isolate the wiring inside the terminal box.
Disconnect the ECM connector P1.
Disconnect the connector P5 from the

terminal box.
b. Measure the resistance between the terminals
that are listed in Table 57. During each
measurement, wiggle the harness in order
to check for an intermittent problem. Be
sure to wiggle the harness near each of the
connectors.
Table 57
Points for the Measurement of Resistance
Connector and Terminal Connector and Terminal
P1-58 J5-20
P1-49 J5-10
The correct resistance measurements for Table
57 are less than 5 Ohms. If the resistance
measurements are incorrect, there is an open
circuit.
C. Check for an open circuit on a vee engine.
a. Isolate the wiring inside the terminal box.
Disconnect the ECM connector P1.

terminal box.

terminal box.
b. Measure the resistance between the terminals
to check for an intermittent problem. Be
sure to wiggle the harness near each of the
connectors.
Table 58
J6-19 P1-58
J5-19
J6-9 P1-49
J5-9
The correct resistance measurements for Table
58 are less than 5 ohms. If the resistance
measurements are incorrect, there is an open
circuit.
D. Check for a short circuit.
a. Measure the resistance between the terminals
to check for an intermittent problem with the
harness. Be sure to wiggle the harness near
each of the connectors.
Table 59
P1-58 P1-53
P1-49
The correct resistance measurements for
Table 59 are greater than 20,000 Ohms. If the
resistance measurements are incorrect, there
is a short circuit to a positive voltage source.
150 RENR5910-06
Expected Result:
All of the resistance checks are within the
specications.
Results:
OK All of the resistance checks are within the

specications. The wires for the cylinder ring
signals inside the terminal box do not have an
open circuit or a short circuit to a positive voltage
source. Proceed to Test Step 4.
Not OK At least one of the resistance checks

is not within the specications. There is an open
circuit in the wiring inside the terminal box or there
is a short circuit to a positive voltage source. There
may be a problem with a connector.
Repair: Repair the harness or the connector, when
possible. Replace the harness or the connector, if
necessary.
STOP.
Test Step 4. Check the Engine Harness
for an Open Circuit or a Short Circuit to
a Positive Voltage Source
A. Reconnect the connector(s) to the terminal box.
B. Disconnect the engine harness connector from
the ICSM(s).
g01440774
Illustration 64
ECM connector P1
(P1-53) +Battery
(P1-69) -Battery
C. Fabricate a jumper wire that is the appropriate
length with the appropriate terminals on the ends.
Connect the jumper wire between terminals P1-49
and P1-58.
RENR5910-06 151
g01441367
Illustration 65
Engine harness connector for the ICSM(s)
(B) -Battery
(E) Number one cylinder ring signal
(H) All cylinder ring signal
D. Measure the resistance between terminals E
and H on the engine harness connector for the
ICSM(s). During the measurement, wiggle the
harness in order to check for an intermittent
problem with the harness. Be sure to wiggle the
harness near the connector.
The correct resistance measurement is less than
5 Ohms.
E. At the P1 connector, connect the jumper wire
between terminals P1-49 and P1-69.
F. Measure the resistance between terminals B
and H on the engine harness connector for the
ICSM(s).
5 Ohms.
G. Remove the jumper wire from the P1 connector.
g01440774
Illustration 66
ECM connector P1
(P1-53) +Battery
(P1-69) -Battery
H. Measure the resistance between the terminals that
are listed in Table 60. During each measurement,
wiggle the harness in order to check for an
intermittent problem with the harness. Be sure to
wiggle the harness near each of the connectors.
Table 60
P1-58 P1-53
P1-49
The correct resistance measurements for Table 60
are greater than 20,000 Ohms.
Expected Result:
The resistance checks are within the specications.
152 RENR5910-06
Results:

specications. The wires for the cylinder ring
signals inside the engine harness do not have an
open circuit or a short circuit to a positive voltage
source. The wires for the cylinder ring signals are
not switched. Proceed to Test Step 5.
Not OK At least one of the resistance checks

is not within the specications. There is an open
circuit in the wiring inside the engine harness or
there is a short circuit to a positive voltage source.
There may be a problem with a connector.
necessary.
STOP.
Code is still Active
gas supply OFF.
B. Reconnect the P1 connector to the ECM.
Reconnect the engine harness connector to the
ICSM(s).
D. Crank the engine for ten seconds. Look for the
codes that are listed in Table 61:
Table 61
1043-3 Cylinder #1 Firing Signal voltage above
normal
1044-3 All Cylinders Firing Signal voltage above
normal
Expected Result:
The codes that are listed in Table 61 are not active
or logged.
Results:
No codes The problem seems to be resolved.

The cylinder ring signals are operating correctly
at this time.
caused by a poor electrical connection in one of
the harness connectors or terminals. Resume
normal operation.
STOP.
Active code At least one of the diagnostic codes

is active. Proceed to Test Step 11.
Test Step 6. Check for +13 V at the ECM
g01440774
Illustration 67
ECM connector P1
(P1-53) +Battery
(P1-69) -Battery
A. At the harness side of the P1 connector, insert
two 7X-1710 Multimeter Probes. Insert the rst
probe into terminal 69. If you are troubleshooting
a problem with the signal for the number one
cylinder ring signal, insert the second probe into
terminal 58. If you are troubleshooting a problem
with the all cylinders ring signal, insert the second
probe into terminal 49.
RENR5910-06 153
B. Connect a voltmeter to the probes and measure
the voltage.
Expected Result:
The voltage at the P1 connector is 13 3 VDC.
Results:
OK The voltage at the P1 connector is 13 3

VDC. The voltage appears to be OK. The ECM
does not have an internal short circuit. Remove
the probes from the P1 connector. Proceed to Test
Step 7.
Not OK The voltage at the P1 connector is

not 13 3 VDC. The voltage is not within the
specication. The ICSM or the ECM may have a
problem. Do not remove the probe from terminal
69. Remove the probe from terminal 49 or terminal
58. Proceed to Test Step 8.
Test Step 7. Crank the Engine and Check
for Diagnostic Codes
gas supply OFF.
B. Crank the engine for ten seconds. Look for the
codes that are listed in Table
Table 62
1043-4 Cylinder #1 Firing Signal voltage below
normal
1044-4 All Cylinders Firing Signal voltage below
normal
Expected Result:
None of the codes are active or logged.
Results:
OK - No codes None of the codes are active

or logged. The problem seems to be resolved.
The cylinder ring signals appear to be operating
correctly at this time.
caused by a poor electrical connection. Resume
normal operation.
STOP.
Not OK - Code At least one of the diagnostic

codes is active or logged. Proceed to Test Step 12.
Test Step 8. Disconnect the ECM from
the Circuit and Check for Voltage
ECM OFF.
g01440774
Illustration 68
ECM connector P1
(P1-53) +Battery
(P1-69) -Battery
terminal 58 or 49 from ECM connector P1. If you
are troubleshooting a problem with the number
one cylinder ring signal, remove terminal 58. If
you are troubleshooting a problem with the all
cylinders ring signal, remove terminal 49.
C. Connect one voltmeter lead to the probe that
is inserted into terminal 69. Connect the other
voltmeter lead to the terminal that has been
removed from P1.
154 RENR5910-06
D. Switch the 16 amp circuit breaker for the ECM
position.
E. Measure the voltage on the wire that was removed
from the P1 connector.
Expected Result:
The voltage is 13 3 VDC.
Results:
OK The voltage on the wire that was removed

from the ECM is 13 3 VDC. The voltage appears
to be OK. When the ECM is connected to the
circuit, the voltage is not OK. There may be a
Repair: It is unlikely that the ECM has failed.
Perform the following steps:
breaker for the ECM OFF.
2. Remove the probe from terminal 69. Insert
terminal 49 or 58 into the P1 connector. Pull on
the wire in order to verify that the terminal is
fully inserted into the connector.
Exit this procedure and perform this procedure
again. If the problem is not resolved, temporarily
install a new ECM. Refer to Troubleshooting, ECM
- Replace.
the original ECM.
STOP.
Not OK The voltage on the wire that was

removed from the ECM is not 13 3 VDC. There
may be a problem with an ICSM. Proceed to Test
Step 9.
Test Step 9. Check the ICSM(s) for a
Short Circuit
A. Switch the 16 amp circuit breaker for the ECM
OFF. Turn the engine control switch to the
OFF/RESET position.
g01441367
Illustration 69
Engine harness connector for the ICSM
(B) -Battery
(E) Number one cylinder ring signal
(H) All cylinder ring signal
the ICSM(s).
C. Measure the resistance between the terminals on
the ICSM(s) that are listed in Table 63 according
to the corresponding diagnostic code:
Table 63
Diagnostic Code Terminals on the ICSM(s)
1043-2
1043-4
E and B
1044-2
1044-4
H and B
Expected Result:
The resistance check is greater than 20,000 Ohms.
Results:
OK The resistance check is greater than 20,000

Ohms. The ICSM does not have a short circuit.
Not OK The resistance check is less than 20,000

Ohms. There may be a problem with the ICSM.
RENR5910-06 155
steps:
Install a known good ICSM according to
Troubleshooting, Control Module - Replace.
If the problem is resolved with the new ICSM,
install the original ICSM and verify that the problem
returns.
If the new ICSM operates correctly and the original
ICSM does not operate correctly, replace the
original ICSM.
STOP.
Test Step 10. Check the Wiring for the
ICSM
A. Verify the status of the following connectors:
The engine harness is disconnected from the

ICSM.
Connector P5 is connected to the junction box.
Connector P6 is connected to the junction box.
Connector P1 is disconnected from the ECM.

g01441697
Illustration 70
Engine harness connector for the ICSM
B. Measure the resistance between the terminals
on the engine harness connector that are listed
in Table 64:
Table 64
Points for the Measurement of Resistance on the
Engine Harness Connector for the ICSM
Terminal Terminals on the Engine
Harness Connector for the ICSM
E A
B
D
H
J
K
M
N
H A
B
D
E
J
K
M
N
Expected Result:
All of the resistance checks are greater than 20,000
Ohms.
Results:
OK All of the resistance checks are greater than

20,000 Ohms. The wiring for the modules appears
to be OK. Proceed to Test Step 12.
Not OK At least one of the resistance checks is

less than 20,000 Ohms. There is a problem with a
connector and/or with the wiring for the modules.
Repair: Repair the connector and/or wiring, when
possible. Replace the connector and/or wiring, if
necessary.
STOP.
Test Step 11. Check the Modules for the
Correct Conguration
A. Use Cat ET to verify that the engine conguration
is correct for the ECM and for the ICSM. The
conguration must match the type of engine.
G3606 is an example of a conguration.
Expected Result:
The conguration of the modules matches the type
of engine.
156 RENR5910-06
Results:
OK The engine conguration is correct for both

modules. Proceed to Test Step 12.
Not OK The engine conguration is not correct

for a module.
Repair: Change the conguration parameters to
the correct values. Verify that the diagnostic codes
are no longer active.
If the original diagnostic codes are still active,
proceed to Test Step 12.
Test Step 12. Use an Oscilloscope to
View the Cylinder Firing Signals
Note: This step is recommended.
A. Connect a dual trace oscilloscope by performing
the following steps:
g01440774
Illustration 71
ECM connector P1
(P1-53) +Battery
(P1-69) -Battery
a. At the harness side of the P1 connector, insert
three 7X-1710 Multimeter Probes. Insert the
rst probe into terminal 49. Insert the second
probe into terminal 58. Insert the third probe
into terminal 5.
b. Connect one trace of the oscilloscope to the
probe on terminal 49. Connect the other trace
of the oscilloscope to the probe on terminal 58.
c. Use the probe that is connected to terminal 5
as a ground connection.
B. Adjust the settings of the oscilloscope to two volts
for each vertical division and to ten milliseconds
for each horizontal division.
C. Start the engine and run the engine.
RENR5910-06 157
g01440771
Illustration 72
Display for the oscilloscope
(10) All cylinder ring signal (11) Number one cylinder ring signal
D. Compare the display on the oscilloscope with
Illustration 72.
E. Adjust the oscilloscope for one millisecond for
each horizontal division.
158 RENR5910-06
g00863309
Illustration 73
Display for the oscilloscope
(A) 300 microseconds 100 microseconds (B) 200 microseconds 100 microseconds
F. Compare the display on the oscilloscope with
Illustration 73.
Expected Result:
The signals are within the specication.
Results:
OK The signals are within the specication.

If a diagnostic code is still active, consult with
Caterpillar customer service for large gas engines.
STOP.
Not OK The signals are not within the

specication. Consult with Caterpillar customer
service for large gas engines. STOP.
i02896803
Detonation - Test
SMCS Code: 1223-038; 1559-038
problem with a detonation sensor or use this
RENR5910-06 159
Table 65
1501-3 Cylinder #1 Detonation Sensor :
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.
The shutdown output is activated.
The code is logged.
The engine is shut down.
Table 66
The run relay and the crank terminate
relay are energized. The input of the
signal from the detonation sensor to
the ECM is less than 1.0 VDC for ten
seconds.
The code is logged.
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.
The ECM supplies 8 VDC in order to power the
sensors. The detonation sensors provide electrical
signals to the ECM that indicate mechanical engine
vibrations. Each sensor outputs an electrical signal
that is ltered and the signal is amplied. The
frequency of the signal corresponds to the mechanical
frequency of the vibrations. The amplitude of the
signal is proportional to the intensity of the vibrations.
160 RENR5910-06
The ECM monitors the signals in order to determine
the presence and the severity of the detonation. The
ECM retards the timing in order to limit detonation
levels. The timing may be retarded for a single
cylinder or for all of the cylinders, if necessary. If
retardation of the timing does not sufciently limit the
detonation, the engine is shut down.
The ECM can retard timing by as few as three
degrees for light detonation levels. The timing can
be retarded up to six degrees for severe detonation.
For most applications, the minimum allowable actual
timing is ten degrees Before Top Center (BTC).
A proportional strategy is used for advancing the
timing after the timing has been retarded. The rate of
advance is based upon the level of detonation. The
rate is faster for lighter detonation. The fastest rate of
advance is one degree per minute.
The ECM will diagnose the detonation sensor's signal
for a short circuit to the Battery side, for a short
circuit to the +Battery side, and for an open circuit.
To avoid detecting vibrations that are not related
to detonation, the ECM only monitors a detonation
sensor when one of the sensor's cylinders is between
top center and 40 degrees after top center.
An input from a detonation sensor that is diagnosed
by the ECM as short to ground may actually indicate
an open circuit.
The ECM also supports event codes when the levels
of detonation warrant a reaction from the ECM. If the
timing has been retarded by the maximum amount
and the level of detonation remains high, the ECM
will shut down the engine.
to a le.
The next likely cause is a problem with a sensor. The
least likely cause is a problem with the ECM.
resolved.
RENR5910-06 161
g01442392
Illustration 74
Schematic for the detonation sensors on vee engines
The wiring for the detonation sensors is routed through rails on each side of the engine. Each detonation sensor has a 3-pin connector that is
connected to a receptacle on the rail.
Each rail has a 6-pin connector for a wiring harness that connects the detonation sensors to the terminal box.
162 RENR5910-06
g01442393
Illustration 75
Schematic for the detonation sensors on in-line engines
The wiring for the detonation sensors is routed through a rail on the side of the engine. Each detonation sensor has a 3-pin connector that is
connected to a receptacle on the rail.
The rail has a 6-pin connector for a wiring harness that connects the detonation sensors to the terminal box.
RENR5910-06 163
g01431198
Illustration 76
Terminal Box
ECM OFF.
Inspect.
g01442541
Illustration 77
Connectors on the rail for in-line engines
(8) Rail on the right side of the engine
(9) 6-pin connectors J675/P675 for the engine harness
(10) Connectors on the rail for the detonation sensor
g01442656
Illustration 78
Connectors on the right rail for vee engines
(12) Rail on the right side of the engine for vee engines
164 RENR5910-06
g01442658
Illustration 79
Connectors on the left rail for vee engines
(16) Rail on the left side of the engine for vee engines
B. Thoroughly inspect the following connectors
if you are troubleshooting a vee engine:
The suspect detonation sensor's connectors
For a diagnostic code on the right side of the

engine, inspect terminal box's J5/P5 connectors
and the 6-pin connectors J675/P675 on the
right side rail.
For a diagnostic code on the left side of the

engine, inspect terminal box's J6/P6 connectors
and the 6-pin connectors J676/P676 on the left
side rail.
C. Thoroughly inspect the following connectors
if you are troubleshooting an in-line engine:
The suspect detonation sensor's connectors
Inspect terminal box's J5/P5 connectors and the

6-pin connectors on the rail.
D. Check the torque of the Allen head screws for
the ECM P2 connector and for the terminal box's
P5 or P6 connector. Refer to Troubleshooting,
Electrical Connectors - Inspect for the correct
torque values.
E. Perform a 45 N (10 lb) pull test on each of the
detonation sensor. Refer to the schematic.
F. Check the harnesses and wiring for abrasion
and for pinch points from the suspect detonation
sensor to the ECM.
G. Make sure that the detonation sensors are
properly installed according to the torque in
Specications, Detonation Sensors.
Expected Result:
Results:


improper.
STOP.
Codes for the Detonation Sensors
Note: The run relay and the crank terminate relay
must be energized before a diagnostic code for a
detonation sensor can be generated. Therefore, the
engine must be running. The engine will shut down
soon after the diagnostic code is activated.
A. Start the engine and run the engine. Allow a
minimum of 30 seconds for any diagnostic codes
to become active. Observe the Active Diagnostic
screen of Cat ET.
B. Diagnostic codes that are listed in Table 67 are
for vee engines:
RENR5910-06 165
Table 67
Code Description Cylinders
1501-03 Cylinder #1 Detonation
Sensor short to +batt
Sensor short to ground
1 and 3
2 and 4
5 and 7
6 and 8
9 and 11
10 and 12
13 and 15
14 and 16
C. Diagnostic codes that are listed in Table 68 are
for in-line engines:
Table 68
Code Description Cylinders
1 and 2
3 and 4
5 and 6
7 and 8
Note: A short to ground diagnostic code can
indicate either an actual short to ground or an open
circuit.
Expected Result:
Results:
OK (No active codes) None of the above codes

are active at this time. The problem seems to
be resolved. The original diagnostic code was
probably caused by a poor electrical connection in
one of the harness connectors.
Repair: If any of the above codes are logged
and the engine is not running properly, refer to
Troubleshooting, Symptom Troubleshooting.
If any of the above codes are logged and the
engine is running properly, there may be an
intermittent problem in a connector or a wiring
harness. Refer to Troubleshooting, Electrical
STOP.
Not OK (Active Code) A short to +batt or short

to ground diagnostic code was activated. Proceed
to Test Step 3.
Test Step 3. Verify the Presence of the
Supply Voltage to the Sensor
ECM OFF.
166 RENR5910-06
g00857709
Illustration 80
(AA) View of the rail's receptacle for the sensor's connector
(A) +8 V supply
(B) Return
(C) Signal
B. Disconnect the suspect sensor's 3-pin connector
from the rail.
position.
D. Measure the voltage between terminals (A)
and (B) on the rail's receptacle for the sensor's
connector.
Expected Result:
The voltage is between 7.6 VDC and 8.4 VDC.
Results:
OK The voltage is between 7.6 VDC and 8.4

VDC. The correct voltage is available to the sensor.
Do not reconnect the sensor. Proceed to Test Step
4.
Not OK The voltage is not between 7.6 VDC and

8.4 VDC. The correct voltage is not available to the
sensor. There is probably an open circuit in the +8
volt supply or in the return for the sensor.
Repair: The open circuit may be caused by a
poor electrical connection or by a wiring problem
between the ECM and the connector for the sensor.
Perform the following procedure:
2. Disconnect the 6-pin connector on the rail for
the suspect sensor.
position.
g00858454
Illustration 81
6-pin connector on the engine harness
4. Use a voltmeter to measure the voltage between
terminals A and B on the 6-pin connector to
the rail.
If the voltage is between 7.6 VDC and 8.4 VDC,
the open circuit is in the rail. Repair the electrical
connection and/or the wiring, when possible.
Replace the rail, if necessary.
If the voltage is not between 7.6 VDC and 8.4
VDC, the open circuit may be in the engine
harness. Proceed to the next Step.
6. Disconnect the appropriate harness from the
terminal box.
If you are troubleshooting a vee engine,
disconnect either the J5/P5 connector or the
J6/P6 connector from the terminal box.
If you are troubleshooting an in-line engine,
disconnect the J5/P5 connector from the
terminal box.
position.
8. Measure the voltage between the terminals for
the detonation sensors' supply and the return at
the connectors on the terminal box.
the open circuit is in the engine harness. Repair
the electrical connection and/or the wiring, when
possible. Replace the harness, if necessary.
If the voltage is not between 7.6 VDC and 8.4 VDC,
the open circuit is in the terminal box between
the ECM P2 connector and the engine harness
connector on the terminal box.
RENR5910-06 167
Repair the electrical connection and/or the wiring,
when possible. Replace the components, if
necessary.
STOP.
Test Step 4. Measure the Voltage of the
Signal Wire at the Rail
A. Ensure that the 16 amp circuit breaker for the
ECM is ON and that the engine control is in the
STOP position.
g00857709
Illustration 82
(AA) View of the rail's receptacle for the sensor's connector
(A) +8 V supply
(B) Return
(C) Signal
B. Measure the voltage between terminals B and C
on the rail's receptacle for the sensor's connector.
Expected Result:
Results:

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 Specications, Detonation Sensor. Verify that
the problem is resolved.
STOP.

0.6 VDC. If the voltage is less than 0.4 VDC, there
is probably a short to ground or an open circuit
between the rail's connector for the detonation
sensor and the ECM. If the voltage is greater than
4.8 VDC, there is probably a short circuit to a
+Battery source between the rail's connector for
the detonation sensor and the ECM. Proceed to
Test Step 5.
Test Step 5. Measure the Voltage of the
Suspect Signal Terminal at the ECM
ECM OFF.
g01442568
Illustration 83
Terminal locations at the P2 ECM connector that are for the in-line
engines
(P2-36) Detonation input A (Cylinders 1 and 2)
(P2-37) Detonation input B (Cylinders 3 and 4)
(P2-38) Detonation input G (Cylinders 5 and 6)
(P2-39) Detonation input D (Cylinders 7 and 8)
(P2-54) Return for the 8 volt detonation sensors
(P2-56) 8 volt supply for the detonation sensors
168 RENR5910-06
g01442562
Illustration 84
Terminal locations at the P2 ECM connector that are for the vee
engines
(P2-38) Detonation input C (Cylinders 9 and 11)
(P2-44) Detonation input E (Cylinders 2 and 4)
(P2-45) Detonation input F (Cylinders 6 and 8)
(P2-47) Detonation input H (Cylinders 14 and 16)
(P2-54) Return for the 8 volt detonation sensors (right rail)
(P2-55) Return for the 8 volt detonation sensors (left rail)
(P2-56) 8 volt supply for the detonation sensors (right rail)
(P2-57) 8 volt supply for the detonation sensors (left rail)
the suspect signal wire from ECM P2 connector.
C. Install one end of jumper wire with the appropriate
connectors on the ends into the terminal for the
suspect signal wire. Leave the other end of the
jumper wire unconnected. Pull on the jumper wire
in order to verify that the jumper wire is properly
connected.
D. Insert a lead of a 7X-1710 Multimeter Probe into
the terminal for the corresponding return wire.
E. Connect the leads of a voltmeter to the 7X-1710
Multimeter Probe and to the loose end of the
jumper wire.
F. Switch the 16 amp circuit breaker for the ECM
position.
G. Use the voltmeter to measure the voltage.
Expected Result:
Results:

VDC. The ECM is OK. There is a problem with
a connection and/or with the wiring between the
ECM and the rail's connector for the detonation
sensor. If you suspect that there is a short circuit to
a +Battery source, proceed to Test Step 6. If you
suspect that there is an open circuit, proceed to
Test Step 8. If you suspect that there is a short to
ground, proceed to Test Step 7.

0.6 VDC. There is a problem with the ECM.
Use a 151-6320 Wire Removal Tool to remove
the jumper wire from ECM P2 connector. Reinstall
the original signal wire into the P2 connector. Pull
on the wire in order to verify that the terminal is
secure.
1. Temporarily install a new ECM. Refer to
Troubleshooting, ECM - Replace for details.
the original ECM.
STOP.
Test Step 6. Monitor the Voltage and
Isolate the Short Circuit
ECM OFF.
RENR5910-06 169
the jumper wire from the ECM P2 connector.
Reinstall the removed suspect signal wire into the
terminal. Pull on the wire in order to verify proper
installation.
g01442568
Illustration 85
Terminal locations at the P2 ECM connector that are for the in-line
engines
g01442562
Illustration 86
Terminal locations at the P2 ECM connector that are for the vee
engines
(P2-38) Detonation input C (Cylinders 9 and 11)
(P2-54) Return for the 8 volt detonation sensors (right rail)
(P2-55) Return for the 8 volt detonation sensors (left rail)
(P2-56) 8 volt supply for the detonation sensors (right rail)
(P2-57) 8 volt supply for the detonation sensors (left rail)
C. Insert the lead of a 7X-1710 Multimeter Probe
into the terminal for the suspect sensor's signal
wire in the harness side of the ECM P2 connector.
D. Verify that the voltmeter is properly connected
to the leads of the 7X-1710 Multimeter Probes.
Switch the 16 amp circuit breaker for the ECM
position.
E. Measure the voltage.
170 RENR5910-06
Because a short circuit to a +Battery source is
suspected, the expected voltage is greater than
4.8 VDC.
F. Turn the engine control switch to the OFF/RESET
ECM OFF.
G. Disconnect the 6-pin connector from the rail on
the suspect sensor's side of the engine.
H. Switch the 16 amp circuit breaker for the ECM
position.
I. Use the voltmeter to measure the voltage again.
Compare the voltage to the previously noted
voltage.
there is a short circuit in the rail on the suspect
sensor's side of the engine. Repair the electrical
If the voltage is still greater than 4.8 VDC, the rail
is probably OK. Continue with this procedure.
J. Turn the engine control switch to the OFF/RESET
ECM OFF.
K. Disconnect the appropriate harness from the
terminal box.
If you are troubleshooting a vee engine, disconnect
either the J5/P5 connector or the J6/P6 connector
from the terminal box.
disconnect the J5/P5 connector from the terminal
box.
L. Switch the 16 amp circuit breaker for the ECM
position.
M. Use the voltmeter to measure the voltage again.
Compare the voltage to the previously noted
voltage.
Expected Result:
Before the harness was disconnected, the voltage
was greater than 4.8 VDC. After the harness was
disconnected, the voltage was between 0.4 VDC and
0.6 VDC.
Results:
OK Before the harness was disconnected,

the voltage was greater than 4.8 VDC. After
the harness was disconnected, the voltage was
between 0.4 VDC and 0.6 VDC. There is a problem
in the engine harness.
Repair: The problem is probably caused by a poor
electrical connection and/or by a wiring problem
in the harness.
Turn the engine control switch to the OFF/RESET
ECM OFF. Repair the harness, when possible.
STOP.
Not OK Before the harness was disconnected,

the voltage was greater than 4.8 VDC. After the
harness was disconnected, the voltage was still
greater than 4.8 VDC. There is a problem in the
terminal box.
breaker for the ECM OFF. Repair the connector
and/or wiring, when possible. Replace the
connector and/or wiring, if necessary.
STOP.
for a Short Circuit to Ground
ECM OFF.
Reinstall the suspect signal wire into the P2
connector. Pull on the wire in order to verify that
the terminal is secure. Leave the P2 connector
disconnected.
C. Disconnect the appropriate 6-pin connector from
the rail.
If you are troubleshooting a vee engine, refer to
Illustration 74 for a schematic of the circuit.
If you are troubleshooting an in-line engine, refer
to Illustration 75 for a schematic of the circuit.
RENR5910-06 171
g00858454
Illustration 87
6-pin connector on the engine harness
g00858460
Illustration 88
Ground strap for the Integrated Combustion Sensing Module
(ICSM)
D. Measure the resistance between the ground strap
for the ICSM and the terminal for the suspect
signal wire on the 6-pin connector.
If the resistance is greater than 20,000 Ohms, the
signal wire from the engine harness to the ECM is
OK. The signal wire is probably shorted to ground
in the rail.
Verify that the short circuit is in the rail. Reconnect
the 6-pin connector to the rail's receptacle.
Measure the resistance between the ground strap
for the ICSM and the terminal for the suspect
signal wire on the rail's 3-pin connector for the
detonation sensor. If the resistance is less than
5 Ohms, the short circuit is in the rail. The short
circuit is caused by a poor electrical connection
and/or by a wiring problem in the rail. Repair
the connector and/or the wiring, when possible.
E. Ensure that the engine control switch is in the
OFF/RESET position. Ensure that the 16 amp
circuit breaker for the ECM is OFF.
F. Disconnect the appropriate harness from the
terminal box.
box.
g01442553
Illustration 89
are for the in-line engines
(P5-56) Return for the detonation sensors
(P5-57) +8 V supply for the detonation sensors
172 RENR5910-06
g01442550
Illustration 90
are for the vee engines
(P5-23) Return for the right side detonation sensors
(P5-31) +8 V supply for the right side detonation sensors
(P5-12) Signal for cylinders 13 and 15
g01442551
Illustration 91
for the 8 volt supply circuit on vee engines
(P6-54) Return for the left side detonation sensors
(P6-67) +8 V supply for the left side detonation sensors
G. Measure the resistance between the ground strap
for the ECM and the terminal for the suspect
signal wire on connector J6 or J5.
Expected Result:
The resistance is greater than 20,000 Ohms.
Results:
OK The resistance is greater than 20,000 Ohms.

The signal wire from the terminal box's connector
to the ECM is OK. The signal wire is probably
shorted to ground in the engine harness.
Repair: Verify that the short circuit is in the engine
harness. Reconnect the engine harness to the
terminal box. Measure the resistance between the
ground strap for the ICSM and the terminal for the
suspect signal wire on the 6-pin connector for the
detonation sensors. If the resistance is less than 5
Ohms, the short circuit is in the engine harness.
RENR5910-06 173
The short circuit is caused by a poor electrical
connection or by a wiring problem in the harness.
Repair the connector and/or the wiring, when
STOP.
Not OK The resistance is less than 5 Ohms. The

short circuit is in the terminal box.
Repair: The short circuit is caused by a poor
electrical connection or by a wiring problem in
the terminal box. Repair the connector and/or
the wiring, when possible. Replace the wiring, if
necessary.
STOP.
Test Step 8. Isolate the Open Circuit
ECM OFF.
Reinstall the suspect signal wire into the P2
the terminal is secure. Leave the P2 connector
disconnected.
C. Disconnect the appropriate 6-pin connector from
the rail.
D. Use a jumper wire with the appropriate terminals
on the ends. Install the jumper wire onto the
terminals for the suspect signal wire and the
voltage supply wire on the rail's 3-pin connector
for the detonation sensor.
E. Measure the resistance between the terminals for
the suspect signal wire and the voltage supply on
the rail's 6-pin connector.
If the resistance is greater than 20,000 Ohms,
there is an open circuit in the rail. The open circuit
is probably caused by a poor electrical connection
and/or by a broken wire. Repair the electrical
If the resistance is less than 5 Ohms, the rail is
OK. There is probably an open circuit between the
ECM and the rail. Proceed to the next Step.
F. Make sure that the engine control switch is in the
OFF/RESET position and that the 16 amp circuit
breaker for the ECM is OFF.
G. Disconnect the appropriate engine harness
connector from the terminal box.
box.
H. Install a jumper wire into the terminals for the
suspect signal wire and the voltage supply on the
6-pin connector for the detonation sensors.
I. Measure the resistance between the
corresponding terminals for the suspect signal
wire and the voltage supply on the engine harness
connector for the terminal box.
Expected Result:
The resistance is less than 5 Ohms.
Results:
OK The resistance is less than 5 Ohms. The

engine harness is OK. There is a problem with
a connector for the signal wire or the wire in the
terminal box is broken.
Repair: Repair the connector and/or the wire,
when possible. Replace the connector and/or the
wire, if necessary.
STOP.
Not OK The resistance is greater than 5 Ohms.

There is an open circuit in the engine harness.
Repair: The open circuit is probably caused by a
poor electrical connection and/or by broken wire in
the engine harness. Repair the connector and/or
the wiring, when possible. Replace the engine
harness, if necessary.
STOP.
174 RENR5910-06
i02889493
Electrical Power Supply - Test
SMCS Code: 1401-038
system if one of the diagnostic or event codes in
Table 69 is active or easily repeated.
Refer to Troubleshooting, Event Codes for
information about event codes and the default
for these codes.
Table 69
E042(3) Low System Voltage Shutdown The shutdown output is activated.
The code is logged.
E043(1) Low System Voltage Warning
E050(1) High System Voltage Warning
The voltage is less than the trip point
and the delay time has expired. No other
codes for the system voltage are present.
The alarm output is activated. The
code is logged.
168-2 Electrical System Voltage : Erratic,
The Electronic Control Module (ECM) has
been powered for at least ve seconds.
The engine is running.
The battery voltage is less than 6 VDC
for a minimum of 0.060 seconds and the
voltage returns to the normal range within
0.015 seconds. There are three voltage
readings of less than 6 VDC within seven
seconds.
The code is logged. If battery
voltage is lost and the voltage does
not return, the ECM will not log this
diagnostic code.
The alarm output is activated.
The intermittent problem may not
affect engine operation. However,
the engine may experience speed
burps, intermittent shutdowns,
and/or complete shutdowns.
336-2 Engine Control Switch : Erratic,
The ECM detects an invalid combination
of the inputs from the engine control
switch to the ECM. This indicates a
problem with the engine control switch.
The code is logged.
Electrical power is supplied to the ECM, to the
Integrated Combustion Sensing Module (ICSM), and
to the air/fuel pressure module. The cause of an
intermittent power supply can occur on either the
positive side or on the negative side of the power
supply.
The 24 VDC power supply for the ECM can be
provided by a battery or by an electrical power supply.
The minimum requirement for the power supply is 22
VDC at 16 amperes. The 24 VDC power supply can
be connected to the terminal box or to the control
panel. Route the power supply through a dedicated
fuse or through a dedicated circuit breaker.
The ECM input at terminal 70 of the P1 connector
(Switched +Battery) receives battery voltage from
the engine control switch when the switch is in the
START position, in the STOP position, or in the
AUTO position. When the ECM detects battery
voltage at this input, the ECM will power up. When
battery voltage is removed from this input, the ECM
will power down after the engine has shut down.
The 168-02 diagnostic code indicates that the
voltage of the power supply is intermittent or low
while the engine is running. If the supply voltage
drops to zero and stays at zero, the ECM will not log
this code. The engine will shut down.
The 336-02 diagnostic code indicates that the ECM
has detected a problem with the circuit for the engine
control switch.
RENR5910-06 175
Before you begin this procedure, use Cat ET to print
the logged codes to a le.
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.
176 RENR5910-06
g01438756
Illustration 92
Schematic for the electrical power source for in-line engines
RENR5910-06 177
g01438757
Illustration 93
Schematic for the electrical power source for vee engines
178 RENR5910-06
ECM OFF.
Inspect.
g01431198
Illustration 94
Terminal Box
B. Disconnect the J1/P1 connectors. Verify that the
connectors do not have damage, corrosion, or
moisture.
C. Check the torque of the allen head screws for each
of the ECM connectors. Refer to Troubleshooting,
torque values.
D. Thoroughly inspect the following connections:
Connectors for the circuit breaker
Connectors for the 24 VDC power supply
Connectors for the engine control switch

g01438764
Illustration 95
Terminal locations at the P1 ECM connector for the electrical
supply on the in-line engines and the vee engines
(P1-52) +24 VDC
(P1-53) +24 VDC
(P1-55) +24 VDC
(P1-57) +24 VDC
(P1-63) Battery
(P1-65) Battery
(P1-67) Battery
(P1-69) Battery
(P1-70) Keyswitch
a. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the electrical
power supply:
Unswitched +Battery terminals 52, 53, 55,

and 57
Battery terminals 63, 65, 67, and 69
Switched +Battery terminal 70

b. Check the harness and wiring for abrasion and
for pinch points from the power supply to the
ECM and from the engine control switch to the
ECM.
RENR5910-06 179
Expected Result:
Results:


improper.
replace parts, if necessary. Ensure that all of the
seals are properly installed. Make sure that the
connectors are properly fastened. Verify that the
repair has eliminated the problem.
STOP.
Test Step 2. Check the Voltage at the
Power Supply and at the ECM
A. Make sure that the engine will not crank during
this procedure. Make sure that the pressurized air
supply is OFF. Make sure that the air is purged
from the system.
Note: If a power supply is used instead of batteries,
the minimum voltage for the power supply is 22 VDC
at 16 amperes.
B. Measure the voltage at the terminals for the power
supply. Record the voltage.
C. Insert two 7X-1710 Multimeter Probes into the
harness side of the P1 connector. Insert the rst
probe into terminal 52. Insert the second probe
into terminal 63. Connect a multimeter to the
probes.
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:
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.
Not OK The ECM is not receiving the correct

voltage at the P1 connector.
OFF.
2. Remove the probes from connector P1.
3. Use a voltmeter to check the wiring. Check for
an open circuit or for a short circuit in the wiring
harness. Refer to the appropriate schematic for
the electrical system. Locate the source of the
voltage drop.
4. Make repairs, as needed.
STOP.
Test Step 3. Check the Engine Control
Switch
from the system.
Note: An E225 Engine Overcrank and/or an E233
Low Engine Prelube Pressure event code may be
generated during this step. After you have completed
this step, clear the events from the Logged Events
screen of Cat ET.
180 RENR5910-06
D. Observe the Active Diagnostic screen on Cat ET
and turn the engine control switch to the STOP
position, to the START position, and to the AUTO
position. Look for an active 336-02 Incorrect ECS
Switch inputs diagnostic code. Repeat this step
several times.
Expected Result:
A 336-02 Incorrect ECS Switch inputs diagnostic
code was not activated when the engine control
switch was turned to the STOP position, the START
position, and the AUTO position.
Results:
OK A 336-02 Incorrect ECS Switch inputs

diagnostic code was not activated. The inputs to
the engine control switch are correct. The problem
seems to be resolved.
Repair: The problem may be intermittent. Refer to
STOP.
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
from the system.
B. Turn the engine control switch to the OFF/RESET
ECM OFF.
C. Insert two 7X-1710 Multimeter Probes into the
harness side of the P1 connector. Insert the rst
probe into terminal 31. Insert the second probe
into terminal 61. Connect a multimeter to the
probes.
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
G. Turn the engine control switch to the START
volt.
H. Remove the probe from terminal 62 and insert the
I. Turn the engine control switch to the AUTO
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
The correct voltage measurement is at least 20
VDC.
L. Turn the engine control switch to the START
The correct voltage measurement is at least +20
VDC.
M. Turn the engine control switch to the AUTO
The correct voltage measurement is at least +20
VDC.
Expected Result:
The voltage checks are within the specications.
Results:
OK The voltage checks are within the

specications. 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.
RENR5910-06 181
the ECM.
STOP.
Not OK The P1 connector does not have the

correct voltage.
2. Disconnect the wires for the STOP, START, and
AUTO positions from the engine control switch.
3. Use an ohmmeter to check continuity across
the contacts of the switch. Check the continuity
of the contacts in the open and in the closed
positions. Turn the switch to each position in
order to check the contacts.
4. If the engine control switch is faulty, replace the
switch. If the problem is not resolved, repair the
harness, when possible. Replace the harness,
if necessary.
STOP.
i02900824
Exhaust Temperature - Test
SMCS Code: 1088-038-TA; 7498-038
problem with a thermocouple or use this procedure
if one of the diagnostic codes in the following tables
are active or easily repeated.
182 RENR5910-06
Table 70
1489-3 Left Turbo Turbine Outlet
Temperature Sensor : Voltage Above
Normal
1490-3 Right Turbo Turbine Outlet
Normal
1491-3 Right Turbo Turbine Inlet
Normal
1492-3 Left Turbo Turbine Inlet
Normal
1531-3 Engine Cylinder #1 Exhaust Port
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
1540-3 Engine Cylinder #10 Exhaust
Port Temperature Sensor : Voltage
Above Normal
Normal
Above Normal
Above Normal
Above Normal
Above Normal
Above Normal
The voltage of the signal from the
thermocouple to the Integrated
Combustion Sensing Module (ICSM) is
greater than the maximum acceptable
value. This indicates a short circuit to the
+Battery side.
Monitoring of the port's exhaust
temperature is lost. Also, protection
for the port is lost. The code is logged.
Engine operation is not affected.
RENR5910-06 183
Table 71
Temperature Sensor : Voltage Below
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Below Normal
Below Normal
Below Normal
Below Normal
Below Normal
Below Normal
Below Normal
The voltage of the signal from the
thermocouple to the ICSM is less than
the minimum acceptable value. This
code can be caused by a short circuit to
the Battery or a short circuit to ground.
Monitoring of the port's temperature
is lost. Also, protection for the port is
lost. The code is logged.
184 RENR5910-06
Table 72
Description Conditions which Generate this Code System Response
Temperature Sensor current below
normal
normal
normal
normal
Port Temperature Sensor current below
normal
normal
normal
normal
normal
normal
normal
normal
normal
normal
normal
normal
normal
normal
normal
normal
The current of the signal from the
thermocouple to the ICSM is less than
the minimum acceptable value. This
indicates an open circuit.
Monitoring of the port's temperature
is lost. Also, protection for the port is
lost. The code is logged.
RENR5910-06 185
A type K thermocouple is installed into the exhaust
port of each engine cylinder, into the inlet for each
turbocharger turbine, and into the outlet for each
turbocharger turbine.
The thermocouples do not require a supply voltage
from the ICSM. Each thermocouple has two wires.
Each thermocouple develops a low voltage signal
that is detected by the ICSM.
A -3 diagnostic code may be caused by a
thermocouple wire that has a short circuit to a high
voltage. A -3 diagnostic code may also occur if the
thermocouple's voltage is above an acceptable
range.
thermocouple wire that has a short circuit to a low
voltage. A -4 diagnostic code may also occur if the
thermocouple has a short to ground.
thermocouple's circuit that has a low current ow. A
-5 diagnostic code may also occur if there is an open
circuit.
A diagnostic code is probably caused by a problem
with a harness connector or by a wiring problem. The
next likely cause is a faulty thermocouple. The least
likely cause is a problem with the ICSM.
to a le.
resolved.
186 RENR5910-06
g01444342
Illustration 96
Schematic for the circuit of the thermocouples for the 6 cylinder engine
g01444341
Illustration 97
RENR5910-06 187
g01444339
Illustration 98
188 RENR5910-06
g01444282
Illustration 99
position. Switch OFF the 16 amp circuit breaker
for the Electronic Control Module (ECM).
Inspect.
RENR5910-06 189
g01444364
Illustration 100
(1) ICSM
(2) 20-pin connector for the thermocouples
g01444366
Illustration 101
Typical view of the locations of thermocouples on in-line engines
(3) Thermocouple for the outlet of the turbocharger turbine
(4) Thermocouple for the inlet of the turbocharger turbine
(5) Thermocouple for the exhaust port of a cylinder
g01444368
Illustration 102
Typical view of the locations of thermocouples on vee engines
(6) Thermocouple for the outlet of the turbocharger turbine
(7) Thermocouple for the inlet of the turbocharger turbine
(8) Thermocouple for the exhaust port of a cylinder
(9) Connector for the thermocouple for the exhaust port of a
cylinder
B. Thoroughly inspect the following connectors for
moisture, for corrosion, and for contamination:
20-pin connectors on the ICSM(s)
Connectors for the thermocouples

C. Verify that all of the connectors are completely
connected. Verify that terminals in the suspect
thermocouple's connector are completely inserted
into the connector.
D. Check the harness and wiring for abrasion and
for pinch points from the suspect thermocouple to
the ICSM.
190 RENR5910-06
Expected Result:
All of the connectors do not have moisture,
corrosion or contamination. All of the connectors are
completely connected. The terminals in the suspect
thermocouple's connector are completely inserted
into the connector. The harness and wiring do not
have corrosion, abrasion or pinch points.
Results:
OK The components are in good condition with

proper connections. Proceed to Test Step 2.
Not OK The components are not in good

condition and/or at least one connection is
improper.
replace parts, if necessary. Verify that the repair
eliminates the problem.
STOP.
position.
B. Observe the Active Diagnostic screen on Cat ET.
become activated. Look for the codes that are
listed in Table 73:
Table 73
Diagnostic Code Description
Temperature Sensor voltage above
normal
Temperature Sensor voltage below
normal
normal
normal
normal
normal
normal
normal
normal
Temperature Sensor voltage
above normal
Temperature Sensor voltage
below normal
Temperature Sensor current
below normal
1531-3 through
1546-3
Engine Cylinder #1 Exhaust Port
normal through Engine Cylinder
#16 Exhaust Port Temperature
Sensor voltage above normal
1531-4 through
1546-4
Sensor voltage below normal
1531-5 through
1546-5
Sensor current below normal
Expected Result:
None of the above codes are active.
RENR5910-06 191
Results:
No active codes The problem seems to

be resolved. There are no active codes. The
thermocouples are operating correctly at this time.
caused by a poor electrical connection in one of the
harness connectors. Resume normal operation.
STOP.
Active -3 There is an active -3 diagnostic code.



Test Step 3. Disconnect the Sensor in
ECM OFF.
B. Disconnect the thermocouple that has the short
circuit diagnostic code.
position.
D. Observe the Active Diagnostic screen on Cat ET.
become activated.
Expected Result:
An open circuit diagnostic code was generated for
the suspect thermocouple.
Results:
OK Before the suspect thermocouple was

disconnected, there was an active short circuit
diagnostic code. After the thermocouple was
disconnected, there was an active open circuit
diagnostic code.
2. Thoroughly inspect the thermocouple's
connectors for moisture. Inspect the seals for
the connectors.
3. Reconnect the thermocouple to the harness.
position.
5. Observe the Active Diagnostic screen on
Cat ET. Wait at least 30 seconds so that any
codes may become activated. If the active
short circuit diagnostic code recurs, the
thermocouple is the source of the problem.
7. Temporarily connect a new thermocouple to the
harness. Do not install the thermocouple onto
the engine.
position.
9. Observe the Active Diagnostic screen on
Cat ET. Wait at least 30 seconds so that any
codes may become activated. If the active
short circuit diagnostic code does not recur,
replace the thermocouple. Clear all of the
logged diagnostic codes. Verify that the problem
is resolved.
STOP.
Not OK Before the suspect thermocouple was

disconnected, there was an active short circuit
diagnostic code. After the thermocouple was
disconnected, the active short circuit diagnostic
code remained. Proceed to Test Step 5.
Test Step 4. Create a Short Circuit at the
Connector for the Thermocouple
position.
B. Fabricate a jumper wire with the appropriate
terminals on each end.
Note: Observe the Active Diagnostic screen on
Cat ET before installing the jumper wire and after
installing the jumper wire.
192 RENR5910-06
g01444369
Illustration 103
Harness connectors for the thermocouples
(Terminal 2) Negative wire for the turbocharger's thermocouple
(Terminal 1) Positive wire for the turbocharger's thermocouple
(Terminal A) Negative wire for the exhaust port's thermocouple
(Terminal B) Positive wire for the exhaust port's thermocouple
(Terminal C) This terminal is not used.
C. Create a short circuit by inserting the jumper
wire into the harness connector for the suspect
thermocouple. If the connector has two terminals,
insert one end of the jumper wire into each
terminal. If the connector has three terminals,
insert one end of the jumper wire into terminal
A and insert the other end of the jumper wire
into terminal B. The jumper wire must remain
connected in this manner for at least 30 seconds.
D. Remove the jumper wire from the engine harness.
The jumper wire must be removed for at least 30
seconds.
Expected Result:
A short circuit diagnostic code becomes active
when the jumper wire is connected to the engine
harness for 30 seconds. An open circuit diagnostic
code becomes active when the jumper wire is
removed from the engine harness for 30 seconds.
Results:
OK A short circuit diagnostic code becomes

active when the jumper wire is connected. An open
circuit diagnostic code becomes active when the
jumper wire is removed. The engine harness and
the ICSM appear to be functioning properly.
Repair: To verify that the thermocouple is faulty,
reconnect the suspect thermocouple for at least
30 seconds. If the open circuit diagnostic code
returns, replace the thermocouple. Verify that the
new thermocouple does not create a diagnostic
code.
STOP.
Not OK A short circuit diagnostic code is not

active when the jumper wire is connected. The
open circuit diagnostic code remains active at all
times. The engine harness or the ICSM appears to
have a problem. Proceed to Test Step 5.
ICSM
ECM OFF.
B. Disconnect the connector for the thermocouples
from the suspect ICSM. Thoroughly inspect the
connectors for moisture, for corrosion, and for
contamination.
Note: When the connector is disconnected from the
suspect ICSM, numerous open circuit codes for the
thermocouples will become active. Keep your mind
on the diagnostic code for the suspect thermocouple.
position.
Wait at least 30 seconds so that any codes
may become activated. Open circuit diagnostic
codes for the thermocouples should activate. An
open circuit diagnostic code for the suspect
thermocouple should also be activated.
ECM OFF.
E. Determine the positive terminal and the negative
terminal for the suspect thermocouple from the
illustrations that are at the beginning of this test.
RENR5910-06 193
g01444371
Illustration 104
20-pin connector for the thermocouples
F. Connect one end of a jumper wire to the
appropriate positive terminal on the connector for
the thermocouples. Connect the other end of the
jumper wire to the appropriate negative terminal.
G. Switch the 16 amp circuit breaker for the ECM
position. Wait at least 30 seconds so that any
codes may become activated. A short circuit
diagnostic code for the suspect thermocouple
should be activated.
Expected Result:
An open circuit diagnostic code for the suspect
thermocouple is activated when the connector for the
thermocouples is disconnected from the ICSM. A
short circuit diagnostic code becomes active when
the jumper wire is connected for at least 30 seconds.
Results:
OK Active diagnostic codes are created

according to the above steps. The ICSM appears
to be working properly. There appears to be a
problem with the harness for the thermocouples.
Repair: Repair any faulty wiring and/or connectors,
when possible. Replace any faulty wiring and/or
connectors, if necessary. Clear any diagnostic
codes. Verify that the condition is resolved.
STOP.
Not OK Active diagnostic codes are not created

according to the above steps. The ICSM does
not respond properly when the connector for the
thermocouples is removed and when the jumper
wire is connected. The ICSM may have a problem.
procedure:
(ICSM).
returns. If the new ICSM operates correctly and
the original ICSM does not work correctly, replace
the original ICSM.
STOP.
i03467423
Fuel Actuator - Test
SMCS Code: 1716-038
system if a problem is suspected with the fuel
actuator's solenoid or if one of the diagnostic codes
in Table 74 is active.
194 RENR5910-06
Table 74
1844-5 Fuel Actuator : Current Below
Normal
Electronic Control Module (ECM)
detects no current from the actuator or a
current that is less than the normal level.
1844-6 Fuel Actuator : Current Above
Normal
code is logged.
The ECM controls the fuel actuator by adjusting
current ow through the actuator's solenoid.
The diagnostic code is probably caused by a short
circuit in a harness or by a problem with an electrical
connector. The next likely cause is a short circuit
inside the actuator solenoid. The least likely cause is
a problem with the ECM.
to a le.
resolved.
g01439060
Illustration 105
Schematic of the circuit for the fuel actuator on in-line engines and vee engines
RENR5910-06 195
g01431198
Illustration 106
Terminal Box
the OFF position.
Inspect.
g01439063
Illustration 107
P2 ECM terminals that are used by the fuel actuator's solenoid on
in-line engines and vee engines
(P2-6) Fuel actuator's circuit driver
(P2-7) Return
196 RENR5910-06
g01809013
Illustration 108
used by the fuel actuator's solenoid on in-line engines
(P6-55) Return
g01439067
Illustration 109
used by the fuel actuator's solenoid on vee engines
(P5-57) Return
g00899691
Illustration 110
Fuel actuator
(AA) Solenoid's connector
(A) Fuel actuator's circuit driver
(B) Return
connectors:
RENR5910-06 197
Connectors for the fuel actuator

that are associated with the circuit for the fuel
actuator.
c. Thoroughly inspect the connectors for the fuel
actuator for moisture and for corrosion. Check
the harness and wiring for abrasion and for
pinch points from the fuel actuator to the ECM.
Expected Result:
Results:


improper.
STOP.
Codes
A. Prevent fuel from entering the engine. Verify
that the gas supply to the engine is OFF.
D. If an 1844-5 and/or 1844-6 diagnostic code is
G. Determine if the problem is related to an open
position.
Expected Result:
Results:

STOP.


for the Fuel Actuator's Solenoid in Order
to Create an Open Circuit
B. Turn the engine control switch to the OFF position.
the OFF position.
C. Disconnect the connector for the fuel actuator's
solenoid.
E. If an 1844-5 and/or 1844-6 diagnostic code is
position.
198 RENR5910-06
Expected Result:
the fuel actuator's solenoid.
Results:

are OK.
Repair: Temporarily connect a new fuel actuator's
solenoid to the harness, but do not install the new
fuel actuator's solenoid. Verify that there are no
active diagnostic codes for the fuel actuator's
solenoid. If there are no active diagnostic codes for
the solenoid, permanently install the new solenoid.
Clear any logged diagnostic codes.
STOP.

remains active when the connector for the fuel
actuator's solenoid is disconnected. There is a
short circuit between the harness connector for the
solenoid and the ECM. Proceed to Test Step 4.
for the Fuel Actuator's Solenoid at the
Terminal Box in Order to Create an Open
Circuit
the OFF position.
C. Disconnect either the P5 connector or the P6
connector at the terminal box. Determine the
correct connector for your application. Refer to
Illustration 105.
D. Remove the wires for the fuel actuator's solenoid
from the connector on the terminal box in order to
create an open circuit.
E. Switch the 16 amp circuit breaker for the ECM ON.
F. If an 1844-5 and/or 1844-6 diagnostic code is
H. Observe the Active Diagnostic screen on Cat ET.
I. Turn the engine control switch to the STOP
position.
J. Return all the wiring to the original conguration.
Expected Result:
the fuel actuator's solenoid.
Results:

Repair: Repair the wiring between the terminal box
and the connector for the fuel actuator's connector.
STOP.

box for the fuel actuator's solenoid is disconnected.
There is a short circuit between the terminal box
and the ECM. Proceed to Test Step 7.
Connector for the Fuel Actuator's
Solenoid
the OFF position.
C. Fabricate a jumper wire that is long enough
connector for the fuel actuator's solenoid. Crimp
connector pins to each end of the jumper wire.
D. Install the jumper wire between terminal A (fuel
actuator solenoid) and terminal B (solenoid return)
on the harness side of the connector.
F. If an 1844-5 and/or 1844-6 diagnostic code is
RENR5910-06 199
position.
Expected Result:
Results:

Repair: Temporarily connect a new solenoid
for the fuel actuator to the harness, but do not
STOP.

circuit is between the ECM and the connector
for the fuel actuator's solenoid. There may be a
Fuel Actuator's Solenoid
the OFF position.
connector for the fuel actuator's solenoid on the
terminal box. Crimp connector pins to each end
of the jumper wire.
D. Disconnect either the P5 connector or the P6
connector at the terminal box. Determine the
correct connector for your application. Refer to
Illustration 105.
E. Remove the wires for the fuel actuator's solenoid
from the connector on the terminal box. Install
the jumper wire between the circuit driver for the
fuel actuator's solenoid and the return for the
fuel actuator's solenoid on the ECM side of the
connector.
F. Reconnect the connector.
G. Switch the 16 amp circuit breaker for the ECM ON.
H. If an 1844-5 and/or 1844-6 diagnostic code is
I. Turn the engine control switch to the START
J. Observe the Active Diagnostic screen on Cat ET.
position.
L. Return all the wiring to the original conguration.
Expected Result:
Results:

the ECM is OK.
Repair: Repair the wiring between the terminal box
and the connector for the fuel actuator's connector.
STOP.

ECM
the OFF position.
200 RENR5910-06
C. Disconnect the J2/P2 ECM connector.
D. Fabricate two jumper wires that can be used to
create a short between two terminals of the ECM
connector. Crimp connector sockets to one end of
each of the jumper wires.
E. Remove the wire from terminal location P2-6 (fuel
actuator solenoid) at the ECM connector. Install
one of the jumper wires into this terminal location.
F. Remove the wire from terminal location P2-7
G. Connect the J2/P2 ECM connector.
H. Create an open at the ECM:
engine ground.
ON.
c. If an 1844-5 and/or 1844-6 diagnostic code is
codes.
position.
I. Create a short at the ECM:
a. Create a short between the jumper wires for the
fuel actuator's solenoid at the ECM connector.
codes.
position.
J. Restore all wiring to the original conguration.
Expected Result:
the jumper wires create an open circuit. A short circuit
diagnostic code (-6) is active when the jumper wires
for the fuel actuator's solenoid are shorted together.
Results:

and the connector on the terminal box. There may
be a problem in one of the connectors. Repair the
connectors or wiring and/or replace the connectors
or wiring.
STOP.

procedure:
the original ECM.
STOP.
i02884141
Fuel Control - Test
SMCS Code: 1264-038
system if a problem is suspected with the Gas Shutoff
Valve (GSOV) or if one of the diagnostic codes in
RENR5910-06 201
Table 75
Description Conditions which Generate this Code System Response
17-5 Fuel Shutoff Valve : Current Below
Normal
While the output driver is off for ve
seconds, the Electronic Control Module
(ECM) detects an open in the circuit for
the fuel control relay for more than ve
seconds.
Fuel is cut off to the engine. The
engine will not start.
The code is logged.
17-6 Fuel Shutoff Valve : Current Above
Normal
While the output driver is on for ve
seconds, the ECM detects a short in the
circuit for the fuel control relay for more
than ve seconds.
The code is logged.
The output driver automatically
resets and the output driver
continues to try to activate the circuit
component.
17-12 Fuel Shutoff Valve : Failure The engine control is placed in the STOP
position. The ECM has shut off the GSOV,
but the engine rpm does not drop at a rate
that is within 100 rpm of the programmed
Engine Speed Drop Time.
The code is logged.
The power to the GSOV remains
in the de-energized state and the
ECM removes ignition power from
the engine.
The ECM contains the logic and the outputs that
control the engine's prelubrication, start-up, and
shutdown. The logic for starting and for stopping
is customer programmable. The logic responds to
inputs from the following components: engine control
switch, emergency stop switch, remote start switch,
data link, and other inputs.
The GSOV is energize-to-run. To enable fuel ow
to the engine, the solenoid for the GSOV must be
energized. The ECM provides +Battery voltage to the
solenoid for the GSOV when the logic determines
that fuel is required for engine operation. For engine
shutdown, the ECM removes the voltage from the
solenoid for the GSOV. This stops the fuel ow.
Logged diagnostics provide a historical record.
to a le.
poor electrical connection or a problem in a wiring
harness. The next likely cause is a problem with the
solenoid for the GSOV. The least likely cause is a
resolved.
202 RENR5910-06
g01435836
Illustration 111
Schematic of the circuit for the solenoid for the GSOV on the in-line engines and the vee engines
RENR5910-06 203
g01431198
Illustration 112
Terminal Box
Connectors and the Wiring
A. Set the engine control to the OFF/RESET position.
Remove the electrical power from the engine.
B. Thoroughly inspect the following connectors and
the wiring harnesses for the connectors:
Terminal box's J6/P6 connectors
70-pin connector J3 (customer connector)
Control panel's 47-pin connector J4
Terminal strip in the control panel (if equipped)
Connector for the solenoid for the GSOV

g01415749
Illustration 113
P2 ECM terminals that are used by the solenoid for the GSOV on
(P2-11) Solenoid for the GSOV
(P2-21) Return
204 RENR5910-06
g01435844
Illustration 114
for the solenoid for the GSOV on the in-line engines
(P6-56) Return
g01435851
Illustration 115
for the solenoid for the GSOV on the vee engines
(P6-57) Return
g01415822
Illustration 116
Terminal locations at the connector for the solenoid for the GSOV
(Terminal A) Solenoid for the GSOV
(Terminal B) Return
wires that are associated with the solenoid for the
GSOV.
D. Check the allen head screw for each of the ECM
connectors and for the customer connector for
the proper torque. Refer to Troubleshooting,
torque values.
E. Check the wiring harnesses for abrasion, for
corrosion and for pinch points.
RENR5910-06 205
Expected Result:
All connectors, pins and sockets are completely
coupled and/or inserted. The harness and wiring are
free of corrosion, of abrasion and of pinch points.
Results:
OK The harness and wiring appear to be OK.

Not OK There is a problem in the wiring harness.

Repair: Repair the connectors and/or the wiring.
Replace parts, if necessary. Ensure that all of the
seals are properly in place and ensure that the
connectors are completely coupled. Verify that the
problem is resolved.
STOP.
ON. Switch the 6 amp circuit breaker ON. Turn the
engine control switch to the STOP position.
Note: The 17-5 Fuel Shutoff Valve current below
normal diagnostic code can only be detected when
the output for the solenoid for the GSOV is OFF. The
output is OFF when the engine control switch is in
the STOP position and the engine is not running.
B. Wait for 30 seconds and use Cat ET to check for
an active 17-5 Fuel Shutoff Valve current below
normal diagnostic code.
If there is an active 17-5 Fuel Shutoff Valve
current below normal diagnostic code, proceed
to the Results for this Test Step. Otherwise,
continue this procedure.
C. Use Cat ET to check the logged diagnostic codes.
If there is a 17-6 Fuel Shutoff Valve current above
normal or a 17-12 Fuel Shutoff Valve failure
diagnostic code, clear the code.
D. To prevent the engine from starting, shut the gas
supply OFF.
Note: To provide the output for the solenoid for
the GSOV, the sequence for engine start-up must
be initiated. Otherwise, a 17-6 Fuel Shutoff Valve
current above normal or a 17-12 Fuel Shutoff Valve
failure diagnostic code cannot be generated.
Note: The ECM will not provide output for the
solenoid for the GSOV unless the pressure switch
for the prelube system is closed. Make sure that the
prelube system is operating properly.
position. Allow the prelube system to complete the
prelube cycle. Ensure that the pressure switch for
the prelube system has closed. Leave the engine
control switch in the START position for another
30 seconds. Then turn the engine control switch
to the STOP position.
F. Use Cat ET to look for a logged 17-6 Fuel Shutoff
Valve current above normal or a 17-12 Fuel
Shutoff Valve failure diagnostic code again.
Expected Result:
When the engine control switch was in the STOP
position, there was no active 17-5 Fuel Shutoff Valve
current below normal diagnostic code.
After the engine was cranked, there was no logged
17-6 Fuel Shutoff Valve current above normal or
17-12 Fuel Shutoff Valve failure diagnostic code.
Results:
OK No diagnostic codes were generated. The

output for the solenoid for the GSOV seems to be
OK at this time. The initial diagnostic code was
probably caused by a poor electrical connection.
Repair: If there is an intermittent problem that
is causing the codes to be logged, refer to
STOP.
Not OK (17-5 Fuel Shutoff Valve current below

normal diagnostic code) A 17-5 Fuel Shutoff
Valve current below normal diagnostic code was
activated. This can be caused by an actual open
circuit or by a short circuit to the +Battery side.
Not OK (17-6 Fuel Shutoff Valve current above

normal diagnostic code) After the engine was
cranked, a 17-6 Fuel Shutoff Valve current above
normal diagnostic code was generated. Proceed
to Test Step 8.
Not OK (17-12 Fuel Shutoff Valve failure

diagnostic code) After the engine was cranked,
a 17-12 Fuel Shutoff Valve failure diagnostic code
was generated. The ECM disabled the ignition.
Replace the solenoid for the GSOV.
STOP.
206 RENR5910-06
Test Step 3. Check for a Short Circuit to
the +Battery Side
Gaseous fuel is present. Personal Injury or Death
can result from an open ame or spark igniting
the gaseous fuel causing an explosion and/or re.
Always use a gas detector to determine the pres-
ence of gaseous fuel when maintaining and ser-
vicing. Contact your local gas provider immediate-
ly 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.
g01415822
Illustration 117
(Terminal B) Return
C. Disconnect the connector from the solenoid for
the GSOV. Then reconnect the connector. Listen
for an audible click from the solenoid.
If the ambient noise is too loud, touch the solenoid
when the solenoid is reconnected in order to feel
the vibration. The solenoid will vibrate when the
solenoid is de-energized and energized.
Expected Result:
There is no audible click and/or vibration when the
solenoid is disconnected and reconnected. The
solenoid is not energized when the engine control
switch is in the STOP position.
Results:
OK There is no audible click and/or vibration

when the solenoid is disconnected and connected.
There is no short circuit to the +Battery side. There
is an open circuit. Proceed to Test Step 5.
Not OK There is an audible click and/or vibration

The solenoid is receiving power when the engine
control switch is in the STOP position. There is
probably a short circuit to the +Battery side in a
connector or a wiring harness. Proceed to Test
Step 4.
Test Step 4. Determine the Cause of the
Energized Solenoid for the GSOV
ECM OFF.
g01435844
Illustration 118
(P6-56) Return
RENR5910-06 207
g01435851
Illustration 119
(P6-57) Return
B. Use a 151-6320 Wire Removal Tool in order to
remove the supply wire for the solenoid for the
GSOV from the P6 connector on the terminal box.
position.
D. Disconnect the connector from the solenoid for
the GSOV. Then reconnect the connector. Listen
for an audible click from the solenoid.
Expected Result:
solenoid is not energized when the circuit driver for
the solenoid is disconnected from the P6 connector.
Results:

when the solenoid is disconnected and
reconnected. The solenoid is not energized when
the circuit driver for the solenoid is disconnected
from the P6 connector.
Repair: Use the following procedure to determine
whether the circuit driver for the solenoid is faulty:
2. Reinstall the removed wire into the P6
the terminal is properly installed.
208 RENR5910-06
g01415749
Illustration 120
(P2-21) Return
3. Use a 151-6320 Wire Removal Tool to remove
the supply wire for the solenoid for the GSOV
from P2-11.
position.
5. Disconnect the connector from the solenoid
for the GSOV. Then reconnect the connector.
Listen for an audible click from the solenoid.
If the ambient noise is too loud, touch the
solenoid when the solenoid is reconnected in
order to feel the vibration. The solenoid will
vibrate when the solenoid is de-energized and
energized.
If the solenoid is energized, there is a problem
with a connector and/or with the wiring in the
terminal box. Repair the wiring and/or the
connector, when possible. Replace parts, if
necessary.
If the solenoid is not energized, there may be
a problem with the ECM. Continue with this
procedure.
7. Reinstall the wire that was removed from
P2-11. Pull on the wire in order to verify proper
installation of the terminal.
position.
9. Disconnect the connector from the solenoid
for the GSOV. Then reconnect the connector.
energized.
If the solenoid is not energized, there is an
intermittent problem with a connector and/or
with the wiring. Refer to Troubleshooting,
Electrical Connectors - Inspect.
with the ECM. Temporarily install a new ECM.
Refer to Troubleshooting, ECM - Replace for
details.
install the original ECM and verify that the
problem returns. If the new ECM operates
correctly and the original ECM does not operate
correctly, replace the original ECM. Verify that
the original problem has been resolved.
STOP.
Not OK There is an audible click and/or

vibration when the solenoid is disconnected and
reconnected. The solenoid is energized when the
circuit driver for the solenoid is disconnected from
the terminal box P6 connector. There is a short
circuit to the +Battery side in the engine harness.
Repair: Repair the connector and/or wiring in
the engine harness, when possible. Replace the
engine harness, if necessary.
STOP.
RENR5910-06 209
Test Step 5. Create a Short Circuit in
order to Check for an Open Circuit
ECM OFF.
B. Disconnect the connector for the solenoid for the
GSOV.
g01415822
Illustration 121
(Terminal B) Return
C. Install a jumper wire with the appropriate
connectors on the ends into terminals A and B
of the solenoid's connector.
position.
E. Wait for 30 seconds and use the Active
Diagnostic screen of Cat ET to look for a
17-5 Fuel Shutoff Valve current below normal
diagnostic code.
Expected Result:
A 17-5 Fuel Shutoff Valve current below normal
diagnostic code was not generated when the jumper
wire was installed.
Results:
OK A 17-5 Fuel Shutoff Valve current below

normal diagnostic code was not generated when
the jumper wire was installed. The harness and the
ECM are OK. There is a problem with the solenoid.
2. Remove the jumper wire from the solenoid's
connector.
3. Verify that the connectors do not have damage,
moisture, or corrosion.
If the problem is not resolved, replace the solenoid.
STOP.
Not OK A 17-5 Fuel Shutoff Valve current below

normal diagnostic code was generated when the
jumper wire was installed. There may be an open
circuit in the engine harness. Proceed to Test Step
6.
A. Ensure that the engine control switch is in the
B. Disconnect the P6 connector from the terminal
box. Verify that the P6 and J6 connectors do
not have damage, moisture, or corrosion. Make
g01435844
Illustration 122
(P6-56) Return
210 RENR5910-06
g01435851
Illustration 123
(P6-57) Return
C. Use a 151-6320 Wire Removal Tool in order to
remove the supply wire and the return wire for the
solenoid for the GSOV from the P6 connector on
the terminal box.
D. Install a jumper wire with the appropriate
connectors on the ends into the terminal locations
on the P6 connector for the solenoid for the
GSOV. Pull on the jumper wire in order to verify
proper installation.
E. Reconnect the J6/P6 connector.
position.
G. Wait for 30 seconds and use Cat ET to check for
an active 17-5 Fuel Shutoff Valve current below
normal diagnostic code.
Expected Result:
There is no active 17-5 Fuel Shutoff Valve current
below normal diagnostic code.
Results:
OK When the jumper wire was installed, there

was no active 17-5 Fuel Shutoff Valve current
below normal diagnostic code. There is a problem
in the engine harness between the P6 connector
and the connector for the solenoid for the GSOV.
Repair: Repair the engine harness, when possible.
Replace the engine harness, if necessary.
STOP.
Not OK When the jumper wire was installed, a

diagnostic code was activated. The ECM did not
detect the jumper wire in the P6 connector. There
is a problem in the terminal box. Proceed to test
Step 7.
Test Step 7. Check the ECM
ECM OFF.
the jumper wires from the P6 connector.
C. Reinstall the wires for the solenoid for the GSOV
into the P6 connector. Make sure that the wires
are installed into the correct locations. Pull on the
wires in order to verify proper installation of the
terminals.
D. Disconnect the ECM J2/P2 connectors. Verify that
the connectors do not have damage, moisture, or
corrosion.
RENR5910-06 211
g01415749
Illustration 124
(P2-21) Return
E. Use the 151-6320 Wire Removal Tool to remove
terminals P2-11 and P2-21. Label the terminals.
F. Reconnect the ECM J2/P2 connectors.
G. Install the jumper wire into terminals P2-11 and
P2-21. Pull on the jumper wire in order to verify
position.
I. Wait for 30 seconds and use the Active
Diagnostic screen of Cat ET to look for an active
diagnostic code.
Expected Result:
There is no active 17-5 Fuel Shutoff Valve current
below normal diagnostic code.
Results:

was no active 17-5 Fuel Shutoff Valve current
below normal diagnostic code. The ECM detects
the jumper wire at the P2 connector. However,
the ECM did not detect the jumper wire at the P6
connector. There is a problem between the ECM
P2 connector and the terminal box P6 connector.
the jumper wire from the P2 connector.
3. Reinstall the wires into P2-11 and P2-21. Make
sure that the wires are installed into the correct
locations. Pull on the wires in order to verify
proper installation of the terminals.
4. Disconnect the ECM J2/P2 connectors. Verify
that the connectors do not have damage,
5. Thoroughly inspect the terminal box J6
connector for the engine harness.
6. Use an ohmmeter to measure the continuity of
the wires for the fuel control relay between the
P2 connector and the J6 connector.
If the resistance is less than 5 ohms, the circuit
has good continuity. Otherwise, there is an open
circuit.
STOP.
Not OK When the jumper wire was installed, a

diagnostic code was activated. The ECM did not
detect the jumper wire. There is a problem with the
ECM.
212 RENR5910-06
3. Reinstall the wires for the solenoid for the GSOV
into P2-11 and P2-21. Make sure that the wires
are installed into the correct locations. Pull on
the wires in order to verify proper installation of
the terminals.
STOP.
Test Step 8. Create an Open Circuit in
order to Check for a Short Circuit to
Ground
position.
B. Disconnect the connector for the solenoid for the
GSOV.
C. Turn the engine control switch to the STOP
position.
D. Use Cat ET to clear the logged 17-6 Fuel Shutoff
Valve current above normal diagnostic code.
E. To prevent the engine from starting, shut OFF the
main gas supply.
current above normal diagnostic code cannot be
generated.
G. Use Cat ET to look for a logged 17-6 Fuel Shutoff
Valve current above normal diagnostic code
again.
Expected Result:
A 17-6 Fuel Shutoff Valve current above normal
was not generated.
Results:
OK When the solenoid was connected, a short

to ground diagnostic code was generated. When
the solenoid was disconnected, no short to
ground diagnostic code was generated. There is a
problem with the solenoid.
2. Inspect the solenoid's connectors for damage
and/or for corrosion.
STOP.
Not OK A short to ground diagnostic code was

generated when the solenoid was disconnected.
Test Step 9. Create an Open Circuit at the
Terminal Box
ECM OFF.
RENR5910-06 213
g01435844
Illustration 125
(P6-56) Return
g01435851
Illustration 126
(P6-57) Return
B. Use a 151-6320 Wire Removal Tool in order to
remove the supply wire and the return wire for the
solenoid for the GSOV from the P6 connector on
the terminal box.
position.
main gas supply.
generated.
214 RENR5910-06
again.
Expected Result:
A 17-6 Fuel Shutoff Valve current above normal
was not generated.
Results:
OK A 17-6 Fuel Shutoff Valve current above

normal diagnostic code was not generated when
the output to the solenoid was disconnected from
the terminal box P6 connector. There is a short in
the harness between the P6 connector and the
connector for the solenoid for the GSOV.
Repair: Repair the harness, when possible.
STOP.
Not OK A 17-6 Fuel Shutoff Valve current above

output to the solenoid was disconnected from the
terminal box P6 connector. There is probably a
short circuit to ground in the terminal box.
Repair: Reinstall the wires for the solenoid for the
GSOV that were removed from the P6 connector.
Pull on the wires in order to verify proper installation
of the wires.
ECM OFF.
g01415749
Illustration 127
(P2-21) Return
B. Use the 151-6320 Wire Removal Tool to remove
terminal P2-11.
position.
main gas supply.
generated.
RENR5910-06 215
again.
Expected Result:
The 17-6 Fuel Shutoff Valve current above normal
diagnostic code was not generated.
Results:
OK When the output to the solenoid was

disconnected from the ECM P2 connector, the
17-6 Fuel Shutoff Valve current above normal
diagnostic code was not generated. However, a
short to ground diagnostic code was generated
when the output to the solenoid was disconnected
from the terminal box P6 connector. There is a
problem in the terminal box between the ECM
connector and the terminal box P6 connector.
2. Reinstall the terminal that was removed from
3. Repair the harness, when possible. Replace
the harness, if necessary.
STOP.
Not OK A 17-6 Fuel Shutoff Valve current above

output to the solenoid was disconnected from the
ECM P2 connector. There seems to be a problem
with the ECM.
STOP.
i02888499
Ignition Primary - Test
SMCS Code: 1561-038-PY
problem with an ignition transformer or use this
216 RENR5910-06
Table 76
301-5 Ignition Transformer Primary #1 :
310-5 Ignition Transformer Primary #10
: Current Below Normal
With the engine cranking, the Electronic
Control Module (ECM) detects a low
current ow in the primary circuit for the
ignition transformer.
The code is logged.
RENR5910-06 217
Table 77
Current Above Normal
: Current Above Normal
With the engine cranking, the ECM
detects an excessive current ow
in the primary circuit for the ignition
transformer.
The code is logged.
The ECM has internal circuit drivers for the
transformers. The circuit drivers send a signal of
+108 volts to the high side of the ignition transformers'
primary circuits. The transformers deliver high
voltage (8000 to 37,000 volts) to the spark plugs.
The ignition wiring is continuous from the ECM P2
connector to the connectors for the transformers.
The ignition wiring is routed through a rail on the side
of the engine.
A single problem with a primary circuit will generate
one diagnostic code or multiple codes.
Circuit Driver's Side
Internally, the ECM has an individual circuit driver
for each transformer. These circuits are wired
individually from the ECM J2/P2 connectors to each
transformer. If any cylinder's circuit driver's side has
a problem, only that cylinder is affected.
Return Side
The current for the return to ground is limited to a
single transformer. This means that a return short
circuit to the Battery side or an open circuit will
affect only one cylinder.
The ECM has internal returns for the transformers.
These returns consist of groups of terminals that are
connected via diodes inside the ECM. This means
that a return short circuit to the +Battery side will
simultaneously affect all of the cylinders that are
grouped.
Recommendation
If multiple diagnostic codes are active for the primary
ignition, troubleshoot the affected circuits one at a
time in order to nd the root cause.
For the combinations of cylinders that can be affected
in 6 cylinder engines, refer to Table 78. Illustration
128 is a schematic that includes the internal circuitry
for a 6 cylinder engine's ECM.
218 RENR5910-06
Table 78
6 Cylinder Engine
Diagnostic Conditions and the Combinations
of Cylinders that are Affected
Condition Cylinders
Circuit driver's side open
Circuit driver's side
Short to +Battery
Short to ground
Return side open
Return side short to ground
Only one cylinder is
affected.
1, 2, and 3 Return side
Short to +Battery
4, 5, and 6
g01438037
Illustration 128
Schematic of a 6 cylinder engine's ignition system
RENR5910-06 219
g01438047
Illustration 129
Harness side of the ECM P2 connector (G3606 Engine)
(P2-1) Number 1 transformer's circuit driver
(P2-2) Number 1 transformer's return
for an 8 cylinder engine's ECM.
Table 79
8 Cylinder Engine
Condition Cylinders
Short to +Battery
Short to ground
Return side open
affected.
1, 2, 7, and 8 Return side
Short to +Battery
3, 4, 5, and 6
220 RENR5910-06
g01438038
Illustration 130
Schematic of an 8 cylinder engine's ignition system
RENR5910-06 221
g01438048
Illustration 131
Harness side of the ECM P2 connector (G3608 Engine)
for a 12 cylinder engine's ECM.
Table 80
12 Cylinder Engine
Condition Cylinders
Return side open
affected.
1 and 11
2 and 12
3 and 9
4 and 10
5 and 7
Short to +Battery
Short to ground
6 and 8
1, 5, and 9
2, 6, and 10
3, 7, and 11
Return side
Short to +Battery
4, 8, and 12
222 RENR5910-06
g01438041
Illustration 132
RENR5910-06 223
g01438050
Illustration 133
Terminals for the ignition wiring on the harness side of the ECM
P2 connector (G3612 Engine)
for an 16 cylinder engine's ECM.
Table 81
16 Cylinder Engine
Condition Cylinders
Return side open
affected.
1 and 15
2 and 16
3 and 13
4 and 14
5 and 11
6 and 12
7 and 9
Short to +Battery
Short to ground
8 and 10
1, 3, 5, and 9
2, 4, 6, and 10
7, 11, 13, and 15
Return side
Short to +Battery
8, 12, 14, and 16
224 RENR5910-06
g01438043
Illustration 134
RENR5910-06 225
g01438051
Illustration 135
Terminals for the ignition wiring on the harness side of the ECM
P2 connector (G3616 Engine)
to a le.
harness. The next likely cause is a problem with
an ignition transformer. The least likely cause is a
g01431198
Illustration 136
Terminal Box
ECM OFF.
Inspect.
B. Thoroughly inspect the ECM J2/P2 connectors.
226 RENR5910-06
wires that are associated with the circuit of the
ignition system.
The terminals for G3606 Engines are identied
in Illustration 129.
c. Check the ignition harness and wiring for
abrasion and for pinch points from the
transformer's connector to the rail and check
from the rail to the ECM.
Expected Result:
Results:


improper.
replace parts, if necessary. Ensure that all of the
seals are properly installed. Make sure that the
connections are properly fastened. Verify that the
repair has eliminated the problem.
If the condition is not resolved, proceed to Test
Step 2.
for the Primary Circuit
A. Connect Cat ET to the service tool connector
on the terminal box. Switch the 16 amp circuit
breaker for the ECM ON.
B. Attempt to start the engine. Use Cat ET to
determine if a -5 current low code or a -6 current
high code is active or logged for any of the ignition
transformers.
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:
Note: If more than one diagnostic code is active for
the ignition transformers, refer to the previous tables
for an indication of the condition that could cause
the same diagnostic code on two or more ignition
transformers.
Results:
OK (Logged only) None of the above diagnostic

codes are active. The original diagnostic code was
There may be an intermittent problem with the
ignition wiring.
Repair: Make sure that the connectors and the
wiring are in good condition. Inspect the connectors
for damage and/or for corrosion. Make sure that the
connections are secure. Refer to Troubleshooting,
STOP.
Not OK (-5 code) There is an open in the primary

circuit. Proceed to Test Step 3.
Not OK (-6 code) There is a short in the primary

circuit. Proceed to Test Step 3.
RENR5910-06 227
Test Step 3. Check the Primary Circuit
and the Secondary Circuit
g01438044
Illustration 137
Schematic for the primary circuit and for the secondary circuit
There is a strong electrical shock hazard when the
crankshaft is rotating.
Do not touch the wires that are associated with
the ignition system when the engine is cranking
or when the engine is running.
ECM OFF.
B. Disconnect the transformer. Visually inspect the
connectors for dirt, for moisture, and for corrosion.
Make sure that the pins and sockets are not loose.
C. Remove the transformer.
g01438062
Illustration 138
Section view of an ignition transformer and front view of the
transformer's connector
(8) Mounting ange
(9) Terminal for the spark plug's extension
(A) Transformer's circuit driver
(B) Transformer's return
(C) Unused
D. Use a multimeter to check the primary circuit and
the secondary circuits.
g00754013
Illustration 139
Symbol for a diode
a. Measure the primary circuit by checking
the voltage of the blocking diode. Set the
multimeter to the diode scale. Connect the
multimeter leads to the terminals (A) and (B)
of the transformer's connector. The polarity
of the leads is not important. Measure the
voltage between the terminals. Record the
measurement.
b. Reverse the polarity of the probes and measure
the voltage between terminals (A) and (B)
again. Record the measurement.
Note: The resistance of the secondary coil will vary
with the temperature. Illustration 140 demonstrates
the relationship between the secondary coil's
resistance and the temperature. A reading that is
within 1000 Ohms is acceptable. For example, if
the transformer's temperature is 60 C (140 F), the
correct resistance is 22,000 1000 ohms.
228 RENR5910-06
g00863850
Illustration 140
Resistance versus temperature
(Y) Resistance in ohms
(X) Temperature in degrees Celsius (degrees Fahrenheit)
c. Measure the resistance of the secondary
circuit. Set the multimeter to the 40,000
ohm scale. Measure the resistance between
mounting ange (1) and terminal (2) for the
spark plug's extension.
Expected Result:
For the primary circuit, one of the voltage
measurements is approximately 0.450 VDC. The
other voltage measurement is an open circuit.
For the secondary circuit, the resistance between the
mounting ange and the terminal for the spark plug's
extension is within the acceptable tolerance.
Results:
Not OK At least one of the measurements is

incorrect. There is a problem with the transformer.
Repair: Replace the transformer.
STOP.
OK Both of the measurements are correct.

1. Switch the suspect transformer with a
transformer from a different cylinder that is
known to be good. Install the transformers.
2. Reset the control system. Clear any logged
codes.
3. Restart the engine. Operate the engine. Check
for a recurrence of the problem.
If the problem stays with the suspect transformer,
replace the transformer.
If the problem stays with the suspect cylinder,
continue to troubleshoot the problem according to
the type of original diagnostic code.
If the original diagnostic code is a -5 open circuit,
proceed to Test Step 4. If the original diagnostic
code is a -6 short, proceed to Test Step 5.
Test Step 4. Check the Ignition Harness
for an Open Circuit
ECM OFF.
g00861936
Illustration 141
Typical harness connectors for the transformers
B. Disconnect the suspect ignition harness from the
transformer. Inspect the connectors of the harness
and of the transformer for damage and/or for
corrosion.
g00861968
Illustration 142
Harness connector for the ignition transformer
(C) Unused
connectors onto terminals (A) and (B) of the
connector for the suspect ignition transformer.
RENR5910-06 229
D. Remove the P2 connector from the ECM. Identify
the correct terminals for the suspect ignition
harness on the P2 connector.
E. Use an ohmmeter to measure the resistance
between the terminals for the suspect ignition
F. Remove the jumper wire that is between terminal
A and terminal B on the connector for the suspect
Expected Result:
Results:

ignition harness is OK. There may be a problem
with the ECM.
If the problem is not resolved, temporarily install
has been resolved.
STOP.

There is a problem in the ignition harness.
Repair: The problem is caused by a poor electrical
connection and/or a broken wire in the ignition
harness. Repair the connection and/or the wiring,
when possible. Replace the ignition harness, if
necessary.
STOP.
Test Step 5. Check the Ignition Harness
for a Short Circuit
ECM OFF.
g00861936
Illustration 143
Typical harness connectors for the transformers
B. Disconnect the suspect ignition harness from the
transformer. Inspect the connectors of the harness
and of the transformer for damage and/or for
corrosion.
C. Remove the P2 connector from the ECM. Identify
the correct terminals for the suspect ignition
D. Use an ohmmeter to measure the resistance of
the suspect terminals that were removed from the
ECM P2 connector.
a. Measure the resistance between the P2
terminal for transformer's circuit driver and
every terminal on the P1 ECM connector and
the P2 ECM connector.
b. Measure the resistance between the terminal
for the transformer's circuit driver and engine
ground.
c. Measure the resistance between the terminal
for the transformer's return and every terminal
on the P1 and P2 ECM connectors.
230 RENR5910-06
d. Measure the resistance between the terminal
for the transformer's return and engine ground.
Expected Result:
Results:

The ignition harness is OK. There may be a
If the problem is not resolved, temporarily install
has been resolved.
STOP.
Not OK The resistance is less than 20,000

Ohms. There is a problem in the ignition harness.
Repair: There is a short and/or a wiring problem in
the ignition harness. Repair the connection and/or
the wiring, when possible. Replace the ignition
harness, if necessary.
STOP.
i03630368
Ignition Secondary - Test
SMCS Code: 1555-038; 1561-038-SE
problem with an ignition transformer or use this
RENR5910-06 231
Table 82
401-5 Ignition Transformer Secondary
#1 : Current Below Normal
With the engine cranking, the Electronic
Control Module (ECM) detects a low
current ow in the secondary circuit for
the ignition transformer.
There is a problemwith the transformer's
ground.
An open circuit in the secondary winding
of the transformer
There is a problem with the connection
to the spark plug's terminal post.
The spark plug has internal damage or
an open circuit.
The spark plug gap is too wide.
The status of the transformer's
secondary output is set to 120 percent.
The code is logged.
232 RENR5910-06
Table 83
#1 : Current Above Normal
With the engine cranking, the ECM
detects a high current ow in the
secondary circuit for the ignition
transformer.
A short circuit in the secondary winding
of the transformer
The spark plug is fouled.
The spark plug gap is too close.
The status of the transformer's
secondary output is set to zero
percent.
The code is logged.
The transformers are located on the covers for the
valve lifters. Each transformer is grounded to a
cover via the transformer's mounting ange. The
transformers initiate combustion by providing high
voltage to the spark plugs. The positive output from
the transformer's secondary circuit is delivered to the
connection for the spark plug.
RENR5910-06 233
g01438616
Illustration 144
Ignition transformer and spark plug
(1) Connector for the ignition harness
(2) Mounting ange (ground)
(3) Ignition transformer
(4) Extension
(5) Secondary connection
(6) Spark plug
(7) O-ring seal
The secondary circuit of the transformer provides
an initial 8,000 to 37,000 V to the spark plug via the
extension. This voltage ionizes the spark plug gap.
This voltage is then reduced to about 1000 V. The
total duration of the spark is approximately 400
seconds.
The ECM can diagnose the secondary circuit of the
ignition transformers for open circuits and/or for
short circuits by monitoring the primary circuit of the
ignition transformers. Secondary open circuits and
short circuits will not directly shut down the engine.
However, these conditions may lead to misre which
can cause lugging of the engine. Lugging of the
engine can cause a shutdown.
Caterpillar spark plugs are high voltage devices
with internal resistors. The spark plugs operate at a
voltage that is greater than 5,000 volts.
Most ignition systems are not affected by resistance
in the secondary circuit. If a measurement of the
resistance is desired, a megohmmeter must be
used. A low voltage multimeter will not provide a
reliable reading of the resistance because oxidation
of the spark plug's internal components will affect the
readings of those meters.
to a le.
The most likely cause of the diagnostic code is a
problem with the spark plug. The next likely cause is
a poor electrical connection or a problem with the
extension. The least likely cause is a problem with an
Test Step 1. Check the Status Screen
of Cat ET for the Outputs of the
Transformers' Secondary Circuits
ECM OFF.
B. Connect Cat ET to the service tool connector on
the terminal box.
position.
D. Use Cat ET to view the status screens for the
ignition's secondary voltage. The status screens
must be built by the user. Use the tools that are
in Cat ET in order to create the screens for the
ignition's secondary voltage. Examples of the
status screens are shown in Table 84:
Table 84
Status Screens on Cat ET
Screen 1
Group 8
Screen 2
Group 9
Cylinder #1 Transformer
Secondary Output Voltage
Percentage
Percentage
Percentage
Percentage
Percentage
Percentage
Percentage
Percentage
Percentage
Percentage
Percentage
Percentage
Percentage
Percentage
Percentage
Percentage
234 RENR5910-06
E. Start the engine. Apply the normal load at rated
speed. Allow the engine to warm up to normal
operating temperature.
F. Observe the value of the output for the secondary
circuit of each transformer.
Expected Result:
The displayed value of the output for the secondary
circuit of each transformer is between 0 and 90
percent.
Results:
OK The value for the secondary circuit of each

transformer is between 0 and 90 percent. The
ignition system components are operating properly.
Repair: Investigate other possible root causes of
the problem. Troubleshoot the symptom. Refer to
STOP.
Not OK At least one of the outputs displayed a

value that is greater than 90 percent. The ignition
system components require maintenance. Proceed
to Test Step 2.
Test Step 2. Inspect the Transformer and
the Extension
ECM OFF.
NOTICE
Pulling on the wiring harness may break the wires. Do
not pull on the wiring harness.
g01438616
Illustration 145
Ignition transformer and spark plug
(1) Connector for the ignition harness
(2) Mounting ange (ground)
(3) Ignition transformer
(4) Extension
(5) Secondary connection
(6) Spark plug
(7) O-ring seal
B. Disconnect the ignition harness (1) from the
transformer's connector. Verify that the connectors
do not have dirt, moisture, or corrosion. Make sure
that the pins and sockets are not loose.
C. Remove the four bolts from the mounting ange
(2) in order to remove the transformer (3) and
extension (4) as a unit.
D. Inspect the transformer's body and the mounting
ange for corrosion and/or for damage.
E. Unscrew the extension from the transformer.
Inspect the internal threads of the transformer and
the external threads of the extension for corrosion
and/or for damage.
F. Inspect the extension's spark plug connector for
corrosion and/or for damage. Inspect O-ring seal
(7) inside the extension for damage.
G. Use an extra spark plug to check for a secure
connection between the extension and the spark
plug.
Note: Punch through is caused by misre in the
engine that does not generate a diagnostic code.
H. Check the extension near the spacer for signs of
punch through (pin holes) and/or arcing.
RENR5910-06 235
NOTICE
The extension can be scratched and damaged with a
wire brush. Do not use a wire brush on the extension.
I. Clean any deposits from the inside of the
extension. Use a 6V-7093 Brush with isopropyl
alcohol. Clean the internal threads of the
transformer and the external threads of the
extension.
Expected Result:
The transformer and the extension are in good
condition.
Results:
OK The transformer and the extension appear to

be in good condition. Proceed to Test Step 3.
Not OK An inspection found a problem with the

transformer and/or with the extension.
Repair: Repair the components, when possible.
Replace the components, if necessary.
Resume normal operation.
STOP.
Test Step 3. Check the Spark Plug
A. Make sure that the engine control switch is in the
B. Perform the following procedures according to
the instructions in Operation and Maintenance
Manual, Ignition System Spark Plugs -
Check/Adjust.
a. Remove the spark plug.
b. Inspect the spark plug.
c. Clean the spark plug.
C. Measure the spark plug's resistance after the
spark plug has been cleaned.
Note: A standard ohmmeter cannot be used for
measuring the resistance of a used spark plug.
a. Use the 142-5055 Insulation Testing Gp
(Electrical) to measure the resistance of
the spark plug. Follow the warnings and
instructions that are provided with the tool.
b. Connect the red lead of the tester to the
terminal post. Because the ground strap is
close to the center electrode, you will need to
connect a smaller lead to the center electrode.
Then connect the black lead of the tester to the
smaller lead.
c. Use the tester's 20 K scale.
Expected Result:
The spark plug is in good condition.
The resistance is less than 10,000 Ohms.
Results:
OK The spark plug is in good condition. The

resistance is less than 10,000 Ohms.
Repair: Install the spark plug according to the
Operation and Maintenance Manual, Ignition
System Spark Plugs - Check/Adjust.
Not OK The spark plug is not in good condition

and/or the resistance is not within the specication.
Repair: Discard the spark plug. Install a new spark
plug according to the instructions in Operation
and Maintenance Manual, Ignition System Spark
Plugs - Check/Adjust.
Reset the control system. Restart the engine. Clear
the logged codes.
STOP.
236 RENR5910-06
Test Step 4. Check the Primary Circuit
and the Secondary Circuit
g01438044
Illustration 146
Schematic for the primary circuit and for the secondary circuit
ECM OFF.
B. Disconnect the transformer. Visually inspect the
connectors for dirt, for moisture, and for corrosion.
Make sure that the pins and sockets are not loose.
C. Remove the transformer.
g01438062
Illustration 147
Section view of an ignition transformer and front view of the
transformer's connector
(8) Mounting ange
(9) Terminal for the spark plug's extension
(C) Unused
D. Use a multimeter to check the primary circuit and
the secondary circuits.
g00754013
Illustration 148
Symbol for a diode
a. Measure the primary circuit by checking
the voltage of the blocking diode. Set the
multimeter to the diode scale. Connect the
multimeter leads to the terminals (A) and (B)
of the transformer's connector. The polarity
of the leads is not important. Measure the
voltage between the terminals. Record the
measurement.
b. Reverse the polarity of the probes and measure
the voltage between terminals (A) and (B)
again. Record the measurement.
Note: The resistance of the secondary coil will vary
with the temperature. Illustration 149 demonstrates
the relationship between the secondary coil's
resistance and the temperature. A reading that is
within 1000 Ohms is acceptable. For example, if
the transformer's temperature is 60 C (140 F), the
correct resistance is 22,000 1000 Ohms.
RENR5910-06 237
g00863850
Illustration 149
Resistance versus temperature
(Y) Resistance in Ohms
(X) Temperature in degrees Celsius (degrees Fahrenheit)
c. Measure the resistance of the secondary
circuit. Set the multimeter to the 40,000
Ohm scale. Measure the resistance between
mounting ange (1) and terminal (2) for the
spark plug's extension.
Expected Result:
For the primary circuit, one of the voltage
measurements is approximately 0.450 VDC. The
other voltage measurement is an open circuit.
For the secondary circuit, the resistance between the
mounting ange and the terminal for the spark plug's
extension is within the acceptable tolerance.
Results:
Not OK At least one of the measurements is

incorrect. There is a problem with the transformer.
Repair: Replace the transformer.
STOP.
OK Both of the measurements are correct.

1. Switch the suspect transformer with a
transformer from a different cylinder that is
known to be good. Install the transformers.
2. Reset the control system. Clear any logged
codes.
3. Restart the engine. Operate the engine. Check
for a recurrence of the problem.
If the problem stays with the suspect transformer,
replace the transformer.
If the problem stays with the suspect cylinder,
replace the spark plug according to the Operation
and Maintenance Manual, Ignition System Spark
Plugs - Check/Adjust.
STOP.
i02902452
Indicator Lamp - Test
SMCS Code: 7431-038
problem with one of the circuits that are for the
indicator lamps or use this procedure if one of the
diagnostic codes in Table 85 is active or easily
repeated.
238 RENR5910-06
Table 85
323-3 Engine Shutdown Lamp : Voltage
Above Normal
While the output for the engine shutdown
lamp is activated, the Electronic Control
Module (ECM) detects a short circuit or a
short to the +Battery in the circuit that is
for the engine shutdown lamp.
324-3 Warning Lamp (Action) : Voltage
Above Normal
While the output for the warning lamp is
activated, the ECM detects a short circuit
or a short to the +Battery in the circuit
that is for the warning lamp.
443-3 Crank Terminate Relay : Voltage
Below Normal
While the output for the crank terminate
relay is activated, the ECM detects a
short circuit or a short to the +Battery in
the circuit that is for the crank terminate
relay.
445-3 Run Relay : Voltage Above Normal While the output for the run relay is
activated, the ECM detects a short circuit
or a short to the +Battery in the circuit
that is for the run relay.
The code is logged.
The ECM has four outputs that are used to indicate
the status of engine operation: Run Relay, Crank
Terminate, Active Alarm, and Engine Failure.
These outputs can be used to energize indicator
lamps or the outputs can be used to interface with
other controls.
The ECM opens an internal circuit in order to turn
off the output. The ECM closes the circuit in order to
turn on the output. When the circuit is closed and the
output is on, the ECM allows a maximum current of
0.3 amperes to ow through the circuit to a ground
circuit that is inside the ECM.
If excessive current ows through the circuit, a
diagnostic code is generated. A short circuit to the
+Battery side will also activate a diagnostic code.
Note: These circuits do not sink enough current for
illumination of standard incandescent lamps. If a lamp
is burned out, replace the lamp with the correct part
number that is specied in the engine's Parts Manual.
Run Relay This output indicates that the engine
is in the Run status. The engine will start soon or
the engine is running.
Crank Terminate This output indicates that the
engine rpm is greater than the programmed engine
speed that is required for disengagement of the
starting motor.
Active Alarm This is the alarm output. This
output indicates that the ECM has detected an
electrical problem or an abnormal operating condition.
Engine Failure This is the shutdown output.
This output indicates that a potentially damaging
operating condition was detected by the ECM. The
ECM has shut down the engine.
Note: While any of these output drivers are on, a
short circuit to a positive voltage source or excessive
current through the circuit will cause a diagnostic
code to become activated. The ECM cannot diagnose
the circuit while the output driver is off.
A 323-3 Engine Shutdown Lamp : Voltage Above
Normal or 324-3 Warning Lamp (Action) : Voltage
Above Normal can only be generated if a shutdown
condition or an alarm condition is active. Failure to
correct a serious condition with the engine can result
in engine damage.
Use Caterpillar Electronic Technician (ET) to
determine if an event code or a diagnostic code
that corresponds to the 323-3 or 324-3 diagnostic
code is active. You must troubleshoot other
event codes and/or diagnostic codes before
you troubleshoot a 323-3 or 324-3 diagnostic
code. Refer to Troubleshooting, Event Codes or
Troubleshooting, Diagnostic Trouble Codes for the
correct test procedure.
The most likely causes of a diagnostic code for
a status indicator is a poor electrical connection,
a problem in a wiring harness, or the lamp. The
next likely cause is a problem with the lamp socket
assembly. The least likely cause is a problem with
the ECM.
RENR5910-06 239
g01444831
Illustration 150
Schematic for the status indicators
g01431198
Illustration 151
Terminal Box
ECM OFF.
Note: Some indicators may obtain the status of the
engine via a data link. If all of the status indicators
are not directly controlled by the ECM, do not
proceed with this test.
240 RENR5910-06
g01444872
Illustration 152
Inside of the control panel
(8) Engine Failure indicator
(9) Active Alarm indicator
(10) Engine On indicator
(11) Terminal strip
B. Check the wiring of the equipment in order to
determine if the indicators for the engine status
are present. Determine whether the circuit for the
status indicators is directly controlled by the ECM.
Inspect.
g01423887
Illustration 153
Location of the output wires for the status indicators on the P2
connector
(P2-28) Run Relay
(P2-29) Crank Terminate
(P2-30) Engine Failure
(P2-31) Active Alarm
RENR5910-06 241
g00863317
Illustration 154
Terminal box's side of the 47-pin connector (P4)
(P4-C) Crank Terminate
(P4-H) Active Alarm
(P4-P) Engine Failure
(P4-Z) Run Relay
g01423888
Illustration 155
Customer connector J3
(J3-7) Crank terminate
(J3-8) Active alarm
(J3-9) Engine failure
(J3-19) Run relay
C. Thoroughly inspect the ECM J2/P2 connectors.
Inspect the customer connectors (J3) and (P3) (if
equipped). Inspect connectors (J4) and (P4) for
the control panel (if equipped). Inspect the wiring
and the connections for the circuit of the status
indicators.
a. Check the allen head screw for each of
the ECM connectors and for the customer
connector for the proper torque. Refer to
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 specied in the engine's Parts Manual.
c. Inspect the wiring and the receptacles for the
status indicators.
d. Check the harness and wiring for abrasion and
for pinch points from the status indicators to
the ECM.
e. Inspect the terminal strip in the control panel
(if equipped) for the following conditions:
loose wires, frayed wires, foreign objects, and
corrosion.
Expected Result:
Results:


improper.
STOP.
A. Switch the 16 amp circuit breaker for the ECM ON.
242 RENR5910-06
B. Attempt to start the engine and observe the status
indicators. Allow a minimum of 30 seconds for
any diagnostic codes to activate. Use the Active
Diagnostic screen on Cat ET to look for the codes
that are listed in Table 86:
Table 86
Diagnostic Codes and Descriptions with
Corresponding ECM Outputs
Code Description ECM Output
323-03 Engine Shutdown Lamp :
Engine
Failure
324-03 Warning Lamp (Action) :
Active Alarm
443-03 Crank Terminate Relay :
Crank
Terminate
445-03 Run Relay : Voltage Above
Normal
Run Relay
Expected Result:
There are no active diagnostic codes. The Engine
On indicator and the Crank Terminate indicator (if
equipped) illuminated normally. The Active Alarm
indicator and the Engine Failure indicator did not
illuminate.
Results:
OK - Original 443-3 or 445-3 Diagnostic Code

The original diagnostic code was 443-3 Crank
Terminate Relay : Voltage Below Normal or 445-3
Run Relay : Voltage Above Normal. When the
engine was started, the Engine On indicator
and the Crank Terminate indicator (if equipped)
illuminated normally. The Active Alarm indicator
and the Engine Failure indicator did not illuminate.
There are no active diagnostic codes.
Repair: The outputs for the status indicators seem
to be operating correctly at this time. The original
diagnostic code was probably caused by a poor
electrical connection.
If there is an intermittent problem that is causing
the codes to be logged, refer to Troubleshooting,
STOP.
OK - Original 323-3 or 324-3 Diagnostic Code

The original diagnostic code was 323-3 Engine
Shutdown Lamp : Voltage Above Normal or 324-3
Warning Lamp (Action) : Voltage Above Normal.
When the engine was started, the Engine On
indicator and the Crank Terminate indicator (if
equipped) illuminated normally. The Active Alarm
illuminate. There are no active diagnostic codes.
Repair: The 323-3 and 324-3 diagnostic codes can
only be activated when the corresponding indicator
is activated. There may still be a problem with
the output for the alarm indicator or the shutdown
indicator. The alarm and/or the shutdown must be
activated.
Allow the engine operation to continue. Proceed
to Test Step 3.
Not OK - Active 323-3 or 324-3 Diagnostic Code

There is an active 323-3 Engine Shutdown Lamp
: Voltage Above Normal or 324-3 Warning Lamp
(Action) : Voltage Above Normal. There must be
a shutdown condition before a 323-3 diagnostic
code can be generated. There must be an alarm
condition before a 324-3 diagnostic code can be
generated. Both of these conditions are serious.
Repair: Use Cat ET to determine the event code
or the diagnostic code that corresponds to the
323-3 or 324-3 diagnostic code. Troubleshoot
that event code or that diagnostic code before
you troubleshoot the 323-3 or 324-3 diagnostic
code. Refer to Troubleshooting, Event Codes or
Troubleshooting, Diagnostic Trouble Codes for
the correct test procedure.
Exit this procedure. After you have resolved the
condition, return to this procedure in order to
troubleshoot the 323-3 and/or 324-3 diagnostic
code, if necessary.
STOP.
Not OK - Active 443-3 or 445-3 Diagnostic Code

When the engine was started, the Engine On
indicator and/or the Crank Terminate indicator (if
equipped) did not illuminate. The Active Alarm
illuminate. A 443-3 or 445-3 diagnostic code was
activated. There is a problem with the output for
the Engine On indicator and/or with the Crank
Terminate indicator (if equipped). Proceed to Test
Step 4.
Test Step 3. Check for Proper Operation
of the Status Indicators for the Alarm and
Shutdown
Allow the engine operation to continue for this
procedure.
RENR5910-06 243
g01444881
Illustration 156
Sensor locations
(12) Unltered oil pressure sensor
(13) Filtered oil pressure sensor
A. During engine operation, disconnect connector
(12) for the unltered oil pressure sensor. Observe
the Active Alarm indicator on the control panel (if
equipped). Wait for 30 seconds and use Cat ET to
check for active diagnostic codes.
If you are only troubleshooting a 324-3 Warning
Lamp (Action) : Voltage Above Normal, proceed
to the Expected Result.
Note: When the ltered engine oil pressure sensor is
disconnected, the engine will shut down.
B. Disconnect connector (13) for the ltered engine
oil pressure sensor. Observe the Engine Failure
indicator on the control panel (if equipped). Wait
for 30 seconds and use Cat ET to check for active
diagnostic codes.
Expected Result:
The Active Alarm indicator illuminated and a
542-3 Engine Oil Pressure Sensor - Before Oil
Filter : Voltage Above Normal diagnostic code was
activated when the unltered engine oil pressure
sensor is disconnected.
The Engine Failure indicator illuminated and a
100-3 Engine Oil Pressure Sensor : Voltage Above
Normal diagnostic code was activated when the
ltered engine oil pressure sensor is disconnected.
The engine was shut down.
Results:
OK The indicators, diagnostic codes, and

shutdown were activated according to the
Expected Result. The outputs for the status
indicators seem to be operating correctly at this
time. The original problem seems to be resolved.
Repair: The original diagnostic code was probably
caused by a poor electrical connection.
If there is an intermittent problem that is causing
the codes to be logged, refer to Troubleshooting,
STOP.
Not OK The Active Alarm indicator and/or

the Engine Faiure indicator did not illuminate
normally when the sensors were disconnected. A
323-3 Engine Shutdown Lamp : Voltage Above
Normal and/or a 324-3 Warning Lamp (Action)
: Voltage Above Normal diagnostic code was
generated. There is a problem with the output for
the status indicators. The 542-3 and the 100-3
diagnostic codes were generated. The engine was
shut down. Proceed to Test Step 4.
Test Step 4. Measure the Voltage of
the Suspect Indicator at the ECM P2
Connector
ECM OFF.
B. Insert a 7X-1710 Multimeter Probe into the
suspect control terminal in the ECM P2 connector.
C. Connect the other lead of the 7X-1710 Multimeter
Probe to the positive lead of a voltmeter. Connect
the voltmeter's negative lead to the ground strap
on the ECM.
position.
E. Note the voltage that is displayed on the voltmeter.
244 RENR5910-06
F. Turn the engine control switch to the OFF/RESET
ECM OFF.
g00863378
Illustration 157
Terminal strip in the control panel
(Terminal 14) Engine On
(Terminal 15) Crank Terminate
(Terminal 16) Active Alarm
(Terminal 17) Engine Failure
G. Disconnect the suspect control wire from the
terminal strip in the control panel (if equipped).
Disconnect the wire from the indicator's side of
the terminal strip.
If the customer has equipment for the status
indicators, disconnect the output wire of the
suspect indicator.
Tape the end of the disconnected wire in order to
ensure that the wire is isolated.
position.
I. 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:
OK Before the suspect indicator was

disconnected from the terminal strip, voltage was
displayed on the voltmeter. After the suspect
indicator was disconnected, the voltmeter
displayed approximately zero volts. There is a
problem in the control panel (if equipped) or in the
customer's panel.
Repair: The problem could be caused by one of
the following conditions: poor electrical connection,
damaged wire, and damaged component in the
panel.
Turn the engine control switch to the OFF/RESET
ECM OFF.
Thoroughly inspect all of the wiring and the
connectors in the panel. Refer to Troubleshooting,
If you suspect that the indicator has an internal
short circuit, switch a known good indicator for the
suspect indicator. Test the indicator. Verify that the
Make the necessary repairs, when possible.
Replace parts, if necessary.
STOP.
Not OK Before the suspect indicator was

disconnected from the terminal strip, voltage was
displayed on the voltmeter. After the suspect
indicator was disconnected, the voltage was
still displayed on the voltmeter. The problem is
between the indicator's terminal strip and the ECM.
Repair: Do not disconnect the voltmeter. Perform
the following procedure:
breaker for the ECM OFF. Disconnect customer
connector (P3) (if equipped) from terminal box's
connector (J3).
position. Observe the reading on the voltmeter.
Results
The voltage is approximately zero. After
customer connector (P3) was disconnected,
the reading on the voltmeter was approximately
zero. There is a problem with a connection
and/or the wiring between customer connector
(P3) and the indicator in the customer's
panel. Turn the engine control switch to the
breaker for the ECM OFF. Repair the connection
and/or the wiring, when possible. Replace parts,
if necessary. Stop
The voltage remained. After customer
connector (P3) was disconnected, voltage was
still displayed on the voltmeter. Proceed to the
next Step.
RENR5910-06 245
breaker for the ECM OFF. Disconnect connector
(P4) (if equipped) from terminal box's connector
(J4).
Results
connector (P4) was disconnected, the reading
on the voltmeter was approximately zero. There
is a problem with a connection and/or with the
wiring between connector (P4) and the terminal
strip in the control panel. Turn the engine control
switch to the OFF/RESET position. Switch the
16 amp circuit breaker for the ECM OFF. Repair
the connection and/or the wiring, when possible.
Replace parts, if necessary. Stop
The voltage remained. After customer
connector (P4) was disconnected, voltage was
still displayed on the voltmeter. Continue with
this procedure.
OFF/RESET position. Switch the 16 amp
circuit breaker for the ECM OFF. Remove the
7X-1710 Multimeter Probe from the suspect
control terminal in the ECM P2 connector.
6. Use a 151-6320 Wire Removal Tool to
remove the suspect terminal from the ECM P2
connector. Tape the terminal in order to isolate
the terminal.
7. Insert the 7X-1710 Multimeter Probe into
the suspect control terminal in the ECM P2
connector. Use the voltmeter to measure the
voltage between the suspect terminal in the
ECM and the ground strap on the ECM. Switch
the 16 amp circuit breaker for the ECM ON.
Turn the engine control switch to the STOP
Results
the suspect terminal was removed from
connector (P2), the reading on the voltmeter
was approximately zero. There is a problem
with a connection and/or with the wiring in the
terminal box. Turn the engine control switch to
the OFF/RESET position. Switch the 16 amp
circuit breaker for the ECM OFF. Repair the
Replace parts, if necessary. Stop
The voltage remained. After the suspect
terminal was removed from connector (P2),
voltage was still displayed on the voltmeter.
There is a problem with the ECM. Temporarily
install a new ECM. Refer to Troubleshooting,
ECM - Replace for details. If the problem is
resolved with the new ECM, install the original
ECM and verify that the problem returns. If the
new ECM operates correctly and the original
ECM does not operate correctly, replace the
original ECM.
STOP.
i02898717
Integrated Combustion
Sensing Module - Test
SMCS Code: 1563-038; 1901-038
The diagnostic code that is listed in Table 87 is for the
in-line engines. The diagnostic codes that are listed
in Table 88 are for the vee engines.
246 RENR5910-06
Table 87
1040-9 ICSM #1 : Abnormal Update
Rate
and the ICSM have been powered for at
least ve seconds and the ICSM is not
communicating on the data link.
code is logged.
Table 88
Rate
The ECM and the ICSM(s) have been
powered for at least ve seconds and
the left side ICSM did not receive ten
consecutive messages from the right
side ICSM.
Rate
The ECM and the ICSM(s) have been
powered for at least ve seconds and
the right side ICSM did not receive ten
consecutive messages from the left side
ICSM.
code is logged.
An ICSM monitors the combustion sensors and the
thermocouples on the engine. The in-line engines
have one ICSM and the vee engines have two
ICSM(s). The vee engines have one ICSM for each
bank of cylinders. Each ICSM performs calculations
in order to optimize the engine's operation. Each
ICSM broadcasts the following information:
Fuel correction factor
Actual combustion burn time for each cylinder
Average combustion burn time for each bank of

cylinders
Actual exhaust port temperature of each cylinder
Average exhaust port temperature for each bank

of cylinders
The temperature of the exhaust at the inlet and at

the outlet of each turbocharger
Information from an ICSM travels across the Cat
Data Link. The ICSM must be programmed in order
to communicate across the Cat Data Link. The Cat
Data Link must be in good condition so that the ICSM
can transmit the information. An ICSM may be able to
communicate with Caterpillar Electronic Technician
(ET) even though communication with the ECM is
not possible.
with an electrical connector. The next likely cause is
a problem with the wiring. The least likely cause is a
problem with the ICSM.
resolved.
RENR5910-06 247
g01443510
Illustration 158
Schematic of the Cat Data Link for the ICSM(s) on the in-line engines and on the vee engines
248 RENR5910-06
g01431198
Illustration 159
Terminal Box
OFF.
Inspect.
Note: Illustration 160 shows one side of the engine.
The other side is similar.
g01440765
Illustration 160
(8) ICSM
(9) Engine harness connectors for the ICSM
connectors:
Service tool connector
Terminal box J5/P5 and J6/P6 connectors for

the engine harnesses
Connector for the left side ICSM
Connector for the right side ICSM

C. Check the allen head screw on each of the
ECM connectors for the proper torque. Refer to
for the correct torque values.
D. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the Cat Data Link
for the ICSM.
E. Check the harness and wiring for abrasion and
pinch points from each ICSM to the terminal box.
Expected Result:
Results:


improper.
STOP.
Code is Active
position.
RENR5910-06 249
B. The ECM must operate for at least ve seconds
in order for these codes to become activated. Use
Cat ET to look for the codes that are listed in Table
87 if you are working on an in-line engine. If you
are working on a vee engine, look for the codes
that are listed in Table 88.
Expected Result:
There are no active codes.
Results:
No codes The problem seems to be resolved.

There are no active codes. The modules appear to
be operating correctly at this time.
caused by a poor electrical connection. Resume
normal operation.
STOP.
1040-9 The right side ICSMis not communicating

with the ECM. Proceed to Test Step 3.
1041-9 The left side ICSM is not communicating

with the ECM. Proceed to Test Step 4.
Test Step 3. Check the Right Side Cat
Data Link for Continuity
A. Turn the engine control to the OFF/RESET
ECM OFF.
B. Disconnect Cat ET from the service tool connector.
C. Disconnect connector P1 and the connector for
the right side ICSM.
g01443514
Illustration 161
ECM connector P1
(P1-8) Cat Data Link +
(P1-9) Cat Data Link
(P1-63) -Battery
D. Fabricate a jumper wire that is the appropriate
and P1-9.
250 RENR5910-06
g01443513
Illustration 162
(J) Cat Data Link +
(N) Cat Data Link
E. Measure the resistance between terminals J and
N at the connector for the right side ICSM. During
the measurement, wiggle the harness in order
to check for an intermittent problem. Be sure to
5 Ohms.
F. Remove the jumper wire from connector P1.
g01443514
Illustration 163
P1 ECM connector
(P1-63) -Battery
G. Check for a short circuit to ground in the
wiring harness.
Measure the resistance between the terminals that
Table 89
P1-8 P1-63
P1-9
The correct resistances for the terminals in Table
89 are greater than 20,000 Ohms.
RENR5910-06 251
Expected Result:
Results:

specications. The wiring for the Cat Data Link
does not have an open circuit or a short circuit to
ground.
1. Verify that the suspect ICSM is receiving the
proper supply voltage. Refer to Troubleshooting,
2. If the suspect ICSM is receiving the correct
supply voltage and the original diagnostic code
is still active, there may be a problem with the
ICSM. It is unlikely that the ICSM has failed.
again. If the problem is not resolved, perform
Temporarily install a known good ICSM according
to Troubleshooting, Control Module - Replace
(ICSM).
If the problem is resolved with the new ICSM,
install the original ICSM and verify that the problem
returns.
original ICSM.
STOP.

not within the specications. The wiring for the Cat
Data Link has an open circuit or a short circuit to
ground. There may be a problem with a connector.
necessary.
STOP.
Test Step 4. Check the Left Side Cat Data
Link (vee engines) for Continuity
A. Turn the engine control to the OFF/RESET
ECM OFF.
B. Disconnect Cat ET from the service tool connector.
C. Disconnect connector P1 and the connector for
the suspect ICSM.
g01443514
Illustration 164
ECM connector P1
(P1-63) -Battery
D. Fabricate a jumper wire that is the appropriate
and P1-9.
252 RENR5910-06
g01443513
Illustration 165
(J) Cat Data Link +
(N) Cat Data Link
E. Measure the resistance between terminals J and
N at the connector for the suspect ICSM. During
the measurement, wiggle the harness in order
The correct resistance is less than 5 Ohms.
F. Remove the jumper wire from connector P1.
g01443514
Illustration 166
P1 ECM connector
(P1-63) -Battery
G. Measure the resistance between the terminals that
Table 90
P1-8 P1-63
P1-9
The correct resistances for the terminals in Table
90 are greater than 20,000 Ohms.
Expected Result:
RENR5910-06 253
Results:

specications. The wiring for the Cat Data Link
does not have an open circuit or a short circuit to
ground.
1. Verify that the suspect ICSM is receiving the
proper supply voltage. Refer to Troubleshooting,
2. If the suspect ICSM is receiving the correct
supply voltage and the original diagnostic code
is still active, there may be a problem with the
ICSM. It is unlikely that the ICSM has failed.
again. If the problem is not resolved, perform
Temporarily install a known good ICSM according
to Troubleshooting, Control Module - Replace
(ICSM).
If the problem is resolved with the new ICSM, install
the original ICSM. Verify that the problem returns.
original ICSM.
STOP.

not within the specications. The wiring for the Cat
Data Link has an open circuit or a short circuit to
ground. There may be a problem with a connector.
necessary.
STOP.
i02884775
Prelubrication - Test
SMCS Code: 1319-038
system if a problem is suspected with the circuit for
the prelube pump or if one of the diagnostic codes in
254 RENR5910-06
Table 91
338-5 Engine Pre-Lube Pump Relay :
the prelube pump's solenoid for more
than ve seconds.
The code is logged.
338-6 Engine Pre-Lube Pump Relay :
circuit for the prelube pump's solenoid for
more than ve seconds.
The code is logged.
339-5 Engine Pre-Lube Pressure Switch
The prelube pump pressure switch is
OPEN. The oil pressure that is measured
from the engine oil pressure sensor is
greater than 50 kPa (7.25 psi).
The ECM normally monitors the
prelube pump pressure switch. In this
case, the engine oil pressure sensor
will be monitored. This determines if
the prelube pump is supplying oil to
the engine.
The alarm output is activated. The
code is logged. The output to the
prelube relay remains energized until
the engine control switch is turned to
the STOP position.
The prelube pump 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 pump's
solenoid. After activation, the prelube pump will
operate until one of the following occurrences:
The programmable Prelube Time expires.
The emergency stop button is pressed.

The ECM monitors the prelube pump pressure switch
in order to verify lubrication of the engine prior to
start-up. The pressure switch is normally open.
Before start-up, the pressure switch closes when
the prelube pump raises the engine oil pressure
to 9 3 kPa (1.3 0.4 psi). After the pressure
switch closes, the prelube pump operates for the
programmable Prelube Time. The engine starting
sequence continues.
If the ECM does not detect closure of the pressure
switch within the time that is designated in the
parameter Prelube Time Out, an E233 Low
Engine Prelube Pressure event code is generated.
The Prelube Time Out is congurable. If the
prelubrication does not occur, the starting sequence
is terminated.
At shutdown, the pressure switch opens when
the engine oil pressure is reduced to 9 3 kPa
(1.3 0.4 psi).
The prelube pump can also be operated with a
manual switch. When the switch is closed, a +Battery
signal is sent to the ECM. The ECM provides
+Battery voltage to the prelube pump's solenoid
until the switch is released or until the prelubrication
pressure switch closes.
The prelubrication system also operates after
shutdown. This ensures that the turbocharger has
adequate lubrication during engine shutdown. When
the engine reaches 0 rpm, the output for the prelube
pump will operate for three minutes.
Note: On some engines, the ash le allows the time
interval to be programmed for a longer period of time.
When +Battery voltage is supplied to the prelube
pump's solenoid, the ECM also provides +Battery
voltage to the Prelube Active indicator in the control
panel (if equipped).
RENR5910-06 255
Before you troubleshoot the prelubrication system,
make sure that the ECM is programmed properly.
The Prelube Time Out must be programmed to a
value between 30 and 300 seconds. Make sure that
the hardware is installed: prelube pump, solenoid
for the pump, prelubrication pressure switch, and
manual prelube switch. Make sure that the wiring is
installed. Refer to the engine's electrical Schematic.
to a le.
prelube pump's solenoid. The least likely cause is
resolved.
256 RENR5910-06
g01436333
Illustration 167
Schematic of the circuit for the prelube pump on the in-line engines and the vee engines
RENR5910-06 257
g01431198
Illustration 168
Terminal Box
ECM OFF. Switch the 6 amp circuit breaker OFF.
Inspect.
g01436339
Illustration 169
Inside of the control panel (if equipped)
(8) Manual Prelube switch and Prelube Active indicator
(9) Terminal strip
g01436341
Illustration 170
P2 ECM terminals that are used by the circuit for the prelube pump
on in-line engines and vee engines
(P2-12) Circuit driver for the prelube pump's solenoid
(P2-22) Return
258 RENR5910-06
g01436344
Illustration 171
are for the prelube pump's solenoid and prelube pump pressure
switch on the in-line engines
(P5-12) Return
(P5-69) Digital return
(P5-70) Prelube pump pressure switch
g01443882
Illustration 172
are for the prelube pump's solenoid and prelube pump pressure
switch on the vee engines
RENR5910-06 259
g01436351
Illustration 173
for the prelube pump's solenoid on the vee engines
(P6-28) Return
g01436385
Illustration 174
for the circuit for the prelube pump's solenoid
(P4-T) Input signal for the manual prelube
(P4-c) Circuit driver for the prelube pump's solenoid
g01436387
Illustration 175
for the circuit for the prelube pump's solenoid (customer connector)
(J3-58) Input signal for the manual prelube
(J3-59) Circuit driver for the prelube pump's solenoid
260 RENR5910-06
g01436390
Illustration 176
ECM connector P1
(P1-56) Input signal for the manual prelube
70-pin connector J3 (customer connector)
Control panel's 47-pin connector J4
Manual Prelube switch and Prelube Active

indicator in the control panel (if equipped)
Connector for the prelube pump's solenoid

b. Perform a 45 N (10 lb) pull test on each of
the wires that are associated with the prelube
pump's solenoid.
c. Check the harness and wiring for abrasion and
for pinch points from the ECM to the prelube
pump's solenoid.
d. Inspect the terminal strip in the control panel (if
equipped) for the following conditions: loose
wires, frayed wires, foreign material, and
corrosion.
Expected Result:
Results:


improper.
Repair: Perform the necessary repairs, when
possible. Replace parts, if necessary.
STOP.
ON. Switch the 6 amp circuit breaker ON. Turn the
Note: The 338-5 Engine Pre-Lube Pump Relay :
Current Below Normal diagnostic code can only
be detected when the ECM output for the prelube
pump's solenoid is OFF. The output is normally
OFF when the engine control switch is in the STOP
position and when the prelube pump pressure switch
is closed.
an active 338-5 Engine Pre-Lube Pump Relay :
Current Below Normal diagnostic code.
RENR5910-06 261
If there is an active 338-5 Engine Pre-Lube
Pump Relay : Current Below Normal diagnostic
code, proceed to the Results for this Test Step.
Otherwise, continue this procedure.
If there is a 338-6 Engine Pre-Lube Pump Relay
: Current Above Normal diagnostic code, clear
the code.
Current Above Normal diagnostic code can only
pump's solenoid is ON. The output is normally ON
when the engine control switch is in the START
position and the prelube pump pressure switch is
open.
D. Activate the manual prelube switch for at least 30
seconds. Then release the switch.
E. Use Cat ET to look for a logged 338-6 Engine
Pre-Lube Pump Relay : Current Above Normal
diagnostic code again.
Expected Result:
position, there was no active 338-5 Engine Pre-Lube
Pump Relay : Current Below Normal diagnostic
code.
After the manual prelube switch was operated, there
was no logged 338-6 Engine Pre-Lube Pump Relay
: Current Above Normal diagnostic code.
Results:

output for the prelube pump's solenoid seems to
be OK at this time. The initial diagnostic code was
STOP.
Not OK (338-5 Engine Pre-Lube Pump Relay

: Current Below Normal diagnostic code) A
338-5 Engine Pre-Lube Pump Relay : Current
Below Normal diagnostic code was activated. This
can be caused by an actual open circuit or by a
short circuit to the +Battery side. Proceed to Test
Step 3.
Not OK (338-6 Engine Pre-Lube Pump Relay :

Current Above Normal diagnostic code) After
the manual prelube switch was operated, a 338-6
Engine Pre-Lube Pump Relay : Current Above
Normal diagnostic code was generated. Proceed
to Test Step 8.
Not OK (339-5 Engine Pre-Lube Pressure Switch

: Current Below Normal diagnostic code) There
is a logged 339-5 Engine Pre-Lube Pressure
Switch : Current Below Normal diagnostic code.
the +Battery Side
STOP position.
g00859796
Illustration 177
Typical connector for a solenoid
C. Disconnect the connector from the prelube pump's
solenoid. Then reconnect the connector. Listen for
an audible click from the solenoid.
Expected Result:
262 RENR5910-06
Results:

is an open in the circuit. Proceed to Test Step 5.

Step 4.
Energized Solenoid
ECM OFF.
g01665613
Illustration 178
for the prelube pump's solenoid on the in-line engines
(P5-12) Return
RENR5910-06 263
g01436351
Illustration 179
(P6-28) Return
the circuit driver for the prelube pump's solenoid
from either the P5 or P6 connector on the terminal
box.
position.
g00859796
Illustration 180
D. Disconnect the connector from the prelube pump's
Expected Result:
the solenoid is disconnected from the connector on
the terminal box.
Results:

from the connector on the terminal box.
2. Reinstall the removed wire from the connector
on the terminal box. Pull on the wire in order to
verify that the terminal is properly installed.
264 RENR5910-06
g01436341
Illustration 181
(P2-22) Return
terminal P2-12.
position.
5. Disconnect the connector from the prelube
pump's solenoid. Then reconnect the connector.
energized.
If the solenoid is energized, verify that voltage is
not present at the customer connector or at the
connector J4/P4 on the terminal box. If voltage
is not present from outside of the terminal box,
there is a short in a connector and/or in the
wiring in the terminal box. Repair the wiring
and/or the connector, when possible. Replace
parts, if necessary.
procedure.
terminal P2-12. Pull on the wire in order to verify
proper installation of the terminal.
position.
9. Disconnect the connector from the prelube
pump's solenoid. Then reconnect the connector.
energized.
with the ECM. Temporarily install a new ECM.
Refer to Troubleshooting, ECM - Replace for
details.
STOP.

the connector on the terminal box. There is a short
circuit to the +Battery side in the engine harness
between the connector for the solenoid and the
terminal box.
RENR5910-06 265
STOP.
ECM OFF.
B. Disconnect the connector for the prelube pump's
solenoid.
g00859796
Illustration 182
position.
is closed.
Diagnostic screen of Cat ET to look for a 338-5
Engine Pre-Lube Pump Relay : Current Below
Normal diagnostic code.
Expected Result:
A 338-5 Engine Pre-Lube Pump Relay : Current
Below Normal diagnostic code was not generated
when the jumper wire was installed.
Results:
OK A 338-5 Engine Pre-Lube Pump Relay :

Current Below Normal diagnostic code was not
generated when the jumper wire was installed.
The ECM detected the short at the connector for
the prelube pump's solenoid. The harness and the
ECM are OK. There is a problem with the solenoid.
connector.
3. Verify that the solenoid's connectors do not
have damage, moisture, or corrosion.
STOP.
Not OK A 338-5 Engine Pre-Lube Pump Relay

: Current Below Normal diagnostic code was
generated when the jumper wire was installed.
There may be an open circuit in the engine
harness. Proceed to Test Step 6.
B. Disconnect either the P5 or P6 connector on
the terminal box. Refer to Illustration 167 for a
schematic of the circuit. Verify that the connectors
do not have damage, moisture, or corrosion. Make
266 RENR5910-06
g01665613
Illustration 183
(P5-12) Return
g01436351
Illustration 184
(P6-28) Return
C. Reconnect the P5 or P6 connector to the terminal
box.
D. Use a 151-6320 Wire Removal Tool to remove
the circuit driver and return for the prelube pump's
solenoid from either the P5 or P6 connector on
schematic of the circuit.
E. Install a jumper wire with the appropriate
connectors on the ends into the terminals in order
to create a short in the circuit. Pull on the jumper
wire in order to verify proper installation.
position.
is closed.
an active 338-5 Engine Pre-Lube Pump Relay :
RENR5910-06 267
Expected Result:
There is no active 338-5 Engine Pre-Lube Pump
Relay : Current Below Normal diagnostic code.
Results:

was no active 338-5 Engine Pre-Lube Pump Relay
: Current Below Normal diagnostic code. There is
an open in the harness between the connectors on
the terminal box and the connector for the prelube
pump's solenoid.
STOP.
Not OK When the jumper wire was installed,

a 338-5 Engine Pre-Lube Pump Relay : Current
Below Normal diagnostic code was activated.
The ECM did not detect the jumper wire in the
connector on the terminal box. There is a problem
in the terminal box. Proceed to test Step 7.
ECM OFF.
the jumper wire from the connector on the terminal
box.
C. Reinstall the terminals into the connector for the
terminal box. Make sure that the terminals are
installed into the correct locations. Pull on the
terminals.
corrosion.
g01436341
Illustration 185
(P2-22) Return
position.
is closed.
268 RENR5910-06
Below Normal diagnostic code.
Expected Result:
There is no active 338-5 Engine Pre-Lube Pump
Results:

was no active 338-5 Engine Pre-Lube Pump Relay
: Current Below Normal diagnostic code. The
ECM detects the jumper wire at the P2 connector.
However, the ECM did not detect the jumper wire
at the connector on the terminal box. There is a
problem between the ECM P2 connector and the
3. Reinstall the terminals into P2-12 and P2-22.
Make sure that the terminals are installed into
the correct locations. Pull on the wires in order
to verify proper installation of the terminals.
5. Thoroughly inspect the connectors on the
terminal box.
the wires for the solenoid for the prelube pump
between the P2 connector and the connector on
the terminal box.
If the resistance is less than 5 Ohms, the circuit
circuit.
STOP.
No When the jumper wire was installed, a 338-5

Engine Pre-Lube Pump Relay : Current Below
Normal diagnostic code was activated. The ECM
did not detect the jumper wire. There is a problem
with the ECM.
STOP.
Ground
position.
B. Disconnect the prelube pump's solenoid.
position.
D. Use Cat ET to clear the logged 338-6 Engine
diagnostic code.
open.
E. Activate the manual prelube switch for at least 30
F. Use Cat ET to look for a logged 338-6 Engine
Expected Result:
After the manual prelube switch was operated, there
was no logged 338-6 Engine Pre-Lube Pump Relay
: Current Above Normal diagnostic code.
RENR5910-06 269
Results:
OK When the solenoid was connected, a short

to ground diagnostic code was generated. When
the solenoid was disconnected, no short to
ground diagnostic code was generated. There is a
2. Inspect the connections of the solenoid for
damage and/or for corrosion.
STOP.
Not OK After the manual prelube switch was

operated, a 338-6 Engine Pre-Lube Pump Relay
: Current Above Normal diagnostic code was
logged. Proceed to Test Step 9.
Terminal Box
ECM OFF.
g01665613
Illustration 186
(P5-12) Return
270 RENR5910-06
g01436351
Illustration 187
(P6-28) Return
the circuit driver and return for the prelube pump's
solenoid from either the P5 or P6 connector on
schematic of the circuit.
position.
diagnostic code.
open.
Expected Result:
A 338-6 Engine Pre-Lube Pump Relay : Current
Above Normal was not generated.
Results:
OK A 338-6 Engine Pre-Lube Pump Relay :

Current Above Normal diagnostic code was not
generated when the output to the solenoid was
disconnected from the terminal box. There is a
short in the harness between the terminal box and
the connector for the prelube pump's solenoid.
the connector on the terminal box. Pull on the
wire in order to verify proper installation of the
terminal.
STOP.

disconnected from the connector on the terminal
box. There is probably a short circuit to ground in
the terminal box.
Repair: Reinstall the terminal that was removed
from the connector on the terminal box. Pull on
the wire in order to verify proper installation of the
terminal.
ECM OFF.
RENR5910-06 271
g01436341
Illustration 188
(P2-22) Return
terminal P2-12.
position.
diagnostic code.
open.
Expected Result:
The 338-6 Engine Pre-Lube Pump Relay : Current
Above Normal diagnostic code was not generated.
Results:

Above Normal diagnostic code was not generated.
However, a short to ground diagnostic code was
box. There is a short in the terminal box between
the ECM connector and the connector on the
terminal box .
STOP.

disconnected from the ECM P2 connector. There
seems to be a problem with the ECM.
272 RENR5910-06
STOP.
Test Step 11. Check the Prelube Pump
Pressure Switch
ECM OFF.
g01443916
Illustration 189
Location of the prelube pump pressure switch on an in-line engine
(10) Prelube pump pressure switch
(AA) Connector for the prelube pump pressure switch
(A) Switch input
(B) Return
(C) Unused
g01443901
Illustration 190
Location of the prelube pump pressure switch on a vee engine
(11) Prelube pump pressure switch
(AA) Connector for the prelube pump pressure switch
(A) Switch input
(B) Return
(C) Unused
B. Disconnect the prelube pump pressure switch
from the engine harness. Remove the prelube
pump pressure switch from the cylinder block.
C. Install a tee that has 1/4-18 NPTF threads into the
cylinder block's port for the pressure switch.
If a tee cannot be installed into the port, install a
exible hose that has the appropriate tting into
the port and attach the tee to the hose.
Install the pressure switch into one side of the
tee. Attach a pressure gauge to the other side of
the tee.
D. Connect an ohmmeter between terminals (A) and
(B) on the pressure switch's connector. Measure
the resistance between terminals (A) and (B)
on the pressure switch's connector. Wiggle the
switch's harness as you measure the resistance
in order to check for an intermittent problem with
the harness.
E. Switch the 16 amp circuit breaker for the ECM
position. Manually operate the prelube pump.
Press the Manual Prelube switch on the control
panel (if equipped). Make sure that the prelube
pump operates.
RENR5910-06 273
F. Observe the pressure gauge. Look for a rise in the
engine oil pressure. When the engine oil pressure
rises to 9 3 kPa (1.3 0.4 psi), measure the
resistance between terminals (A) and (B) on the
pressure switch's connector. Wiggle the switch's
harness as you measure the resistance in order to
check for an intermittent problem with the harness.
G. Turn OFF the prelube pump.
Expected Result:
When the prelube pump was OFF, the resistance was
greater than 20,000 Ohms. When the prelube pump
was ON and the engine oil pressure rose to 9 3 kPa
(1.3 0.4 psi), the resistance was less than 5 Ohms.
Results:
OK When the prelube pump was OFF, the

resistance was greater than 20,000 Ohms. When
the prelube pump was ON and the engine oil
pressure rose to 9 3 kPa (1.3 0.4 psi), the
resistance was less than 5 Ohms. The pressure
switch is operating properly. There may be a
problem in the engine harness.
OFF/RESET position. Switch the circuit breaker
for the ECM OFF.
Remove the pressure switch and the pressure
gauge from the tee. Remove the tee from the
cylinder block's port. Install the pressure switch
into the cylinder block's port. Tighten the pressure
switch according to Specications, Prelube
Pressure Switch.
No At least one of the resistance measurements

is not correct. The contacts of the prelube pump
pressure switch are stuck in the closed position
or in the open position.
for the ECM OFF.
Remove the pressure switch and the pressure
gauge from the tee. Remove the tee from the
cylinder block's port.
Install a new prelube pump pressure switch.
Tighten the pressure switch according to
Specications, Prelube Pressure Switch. Connect
the engine harness to the switch.
STOP.
No The engine oil pressure did not rise to

9 3 kPa (1.3 0.4 psi) when the prelube pump
was ON. The engine oil is blocked from the
passages to the port for the pressure switch.
for the ECM OFF.
Determine the cause of the obstruction in the
passages for the engine oil. Make the necessary
repairs.
STOP.
B. Disconnect the terminal box P5 connector.
C. Install a jumper wire with the appropriate terminals
into terminals A and B of the engine harness
connector for the prelube pump pressure switch.
D. Use an ohmmeter to measure the resistance
between the P5 terminals for the prelube pump
pressure switch. Wiggle the engine harness as
you measure the resistance in order to check for
an intermittent problem. Be sure to wiggle the
harness near the connectors. In order to determine
the correct P5 terminals for your application, refer
to Illustration 167.
Expected Result:
Results:

engine harness seems to be OK. There may be a
problem in the terminal box. Proceed to Test Step
13.

There is a problem with a connection or with
the wiring in the engine harness between the P5
connector and the connector for the prelube pump
pressure switch.
when possible. Replace the harness, if necessary.
STOP.
Test Step 13. Check the Terminal Box
274 RENR5910-06
B. Reconnect the engine harness P5 connector to
the terminal box.
C. Disconnect the ECM P1 connector.
D. Install a jumper wire with the appropriate terminals
into terminals A and B of the engine harness
connector for the prelube pump pressure switch.
between the terminals P1-30 and P1-31 for the
prelube pump pressure switch. Wiggle the engine
harness as you measure the resistance in order
wiggle the harness near the connectors.
Expected Result:
Results:

prelube pump pressure switch, the engine harness,
and the wiring in the terminal box seem to be OK.
There may be a problem with the ECM.
Reconnect the P1 connector to the ECM.
Reconnect the prelube pump pressure switch to
the engine harness.
again. If the condition is not resolved, temporarily
- Replace.
the original ECM.
STOP.
Not OK The continuity for one or both of the

measurements is greater than 5 Ohms. There
is a problem with a connector or with the wiring
between the P1 connector and the J5 connector.
Repair: Turn the engine control switch to the OFF
position. Switch the 16 amp circuit breaker for
the ECM OFF. Repair the connector(s) and/or the
wiring, when possible. Replace the connector(s)
and/or the wiring, if necessary.
STOP.
i02875039
Sensor Signal (Analog, Active)
- Test
SMCS Code: 1439-038
one of the analog sensors or if one of the diagnostic
codes in Table 92 is active or easily repeated.
RENR5910-06 275
Table 92
100-3 Engine Oil Pressure Sensor :
has detected a voltage on the sensor's
signal wire that is greater than 4.8 volts
for 5 seconds.
100-4 Engine Oil Pressure Sensor :
The ECM has detected a voltage on the
sensor's signal wire that is less than 0.2
volts for 5 seconds.
101-3 Crankcase Air Pressure Sensor :
sensor's signal wire that is greater than
4.5 volts for 5 seconds.
101-4 Crankcase Air Pressure Sensor :
172-3 Intake Manifold Air Temperature
172-4 Intake Manifold Air Temperature
174-3 Fuel Temperature Sensor : Voltage
Above Normal
174-4 Fuel Temperature Sensor : Voltage
Below Normal
175-3 Engine Oil Temperature Sensor :
175-4 Engine Oil Temperature Sensor :
The ECM assumes the last valid
value for the suspect sensor. The
monitoring of the engine condition by
the ECM is disabled. This disables
the engine protection for the engine
condition.
The fuel is shut off. The shutdown
output is activated. The code is
logged.
Since the engine protection is
disabled, the engine is shut down.
542-3 Engine Oil Pressure Sensor -
Before Oil Filter : Voltage Above Normal
542-4 Engine Oil Pressure Sensor -
Before Oil Filter : Voltage Below Normal
The value of the parameter is set to
the last value from the sensor that
is valid.
Monitoring for restriction of the oil
lters is disabled.
The code is logged.
The following analog sensors are used by these
engines. Refer to Troubleshooting, Component
Location for graphics that show the location of
the sensor's on the in-line engines and on the vee
engines.
Filtered engine oil pressure
Crankcase pressure
Inlet air temperature
Fuel temperature
Engine oil temperature
Unltered engine oil pressure

Background Information
The ECM continuously creates a pull-up voltage on
the signal wire for each sensor. The ECM uses this
pull-up voltage in order to detect a problem in the
signal circuit. When the ECM detects voltage that
is above a threshold on the signal wire, the ECM
activates a high voltage -3 diagnostic code. When
the ECM detects voltage that is below a threshold
on the signal wire, the ECM activates a low voltage
-4 diagnostic code.
276 RENR5910-06
Note: There may be a delay of 30 seconds or more
in order for Caterpillar Electronic Technician (ET) to
display an active diagnostic code. When you check
for a diagnostic code, be sure to wait at least 30
seconds.
The following components can cause these codes:
Electrical connector or wiring
Sensor
ECM
The most likely cause of a code is a problem with an
electrical connector or wiring. The least likely cause
of a code is the ECM.
The ECM can be congured for one of these types of
speed control:
0 to 5 V potentiometer
4 to 20 mA
The DESIRED SPEED potentiometer (if equipped)
must be supplied with +5 VDC from the ECM. If the
DESIRED SPEED potentiometer has a short circuit
or the potentiometer's wiring has a short circuit, a
262-03 or 262-04 diagnostic code may be activated.
There are no diagnostic codes for the circuit of the
DESIRED SPEED potentiometer.
RENR5910-06 277
g01665733
Illustration 191
Schematic for the in-line engines and the vee engines
278 RENR5910-06
g01431172
Illustration 192
P1 ECM connector
(2) 5 V supply
(3) Analog return
(14) Inlet manifold air temperature
(15) Fuel temperature
(16) Desired engine speed
(17) Engine oil temperature
(18) 5 V supply
(24) Filtered engine oil pressure
(25) Crankcase pressure
(35) Analog return
g01431198
Illustration 193
Terminal Box
g01431200
Illustration 194
Terminal strip in the control panel
RENR5910-06 279
g01431233
Illustration 195
P5 terminals on bottom of terminal box for an in-line engine
(P5-15) Return for the ltered oil pressure sensor
(P5-16) Filtered engine oil pressure
(P5-17) +5 VDC for the ltered oil pressure sensor
(P5-25) Return for the unltered oil pressure sensor
(P5-26) Unltered engine oil pressure
(P5-27) +5 VDC for the unltered oil pressure sensor
(P5-33) Return for the engine oil temperature sensor
(P5-34) Engine oil temperature
(P5-35) +5 VDC for the engine oil temperature sensor
(P6-37) Return for the fuel temperature sensor
(P5-38) Fuel temperature
(P6-39) +5 VDC for the fuel temperature sensor
(P5-54) Return for the crankcase pressure sensor
(P5-59) Return for the inlet air temperature sensor
(P5-60) Inlet air temperature
(P5-61) +5 VDC for the inlet air temperature sensor
(P5-66) Crankcase pressure
(P5-67) +5 VDC for the crankcase pressure sensor
g01431234
Illustration 196
P5 terminals on bottom of terminal box for a vee engine
(P5-16) Engine oil temperature
(P5-26) Unltered engine oil pressure
(P5-34) Filtered engine oil pressure
(P5-50) Crankcase pressure
(P5-60) Inlet air temperature
280 RENR5910-06
g01436909
Illustration 197
(P6-56) Fuel temperature
g01431259
Illustration 198
Harness connectors for the various sensors
(A) 5 V supply
(B) Return
(C) Signal
Test Step 1. Determine if the Code is
Logged or Active
B. Switch the 16 amp circuit breaker for the ECM
position.
C. Clear any logged diagnostic codes.
D. Monitor the active diagnostic code and the logged
diagnostic codes on Cat ET.
Note: Wait at least 30 seconds in order for diagnostic
codes to become active.
Identify the diagnostic code.
Results:
Logged code
Repair: Do not troubleshoot a logged code unless
the code relates to an operator complaint. If the
code is logged and the code does not relate to an
operator complaint, clear the code.
If the code is logged and the code relates to an
operator complaint, proceed to Test Step 2.
Active code There is an active code for one of

the analog sensors. Proceed to Test Step 3.
Test Step 2. Check the Integrity of the
Connections at the Connectors
A. Install a 7X-1708 Multimeter Probe (RED) and a
7X-1709 Multimeter Probe (BLACK) onto the test
leads of a multimeter.
Note: Ensure that the multimeter probes are in good
repair. Bent probes may contact other terminals
inside the connector.
B. Check for an intermittent problem in the power
supply:
Note: Do not disconnect any harness connectors in
order to perform this procedure.
a. Carefully install the spoons (multimeter probes)
into terminal locations P1-2 (sensor supply) and
the P1-3 (analog return) at the ECM connector.
b. While you observe the voltage reading on the
multimeter, wiggle the wires and pull on the
wires at the connector for the suspect sensor.
The voltage reading will not vary more than 0.5
volts for a solid electrical connection.
RENR5910-06 281
c. Remove the spoons (multimeter probes) from
the connector.
d. Carefully install the spoons (multimeter probes)
into terminal locations A (sensor supply) and
B (analog return) on the sensor side of the
connector for the suspect sensor.
e. While you observe the voltage reading on the
multimeter, wiggle the wires and pull on the
wires for the sensor supply and the analog
return at the ECM connector.
The voltage reading will not vary more than 0.5
volts for a solid electrical connection.
f. Remove the spoons (multimeter probes) from
the connector.
C. Check for an intermittent signal:
Note: Do not disconnect any harness connectors in
order to perform this procedure.
a. Carefully install the spoons (multimeter probes)
into the terminal location for the signal wire of
the suspect sensor at the ECM connector and
the P1-3 (analog return).
b. While you observe the voltage reading from the
suspect sensor on the multimeter, wiggle the
wires and pull on the wires at the connector for
the suspect sensor.
c. Remove the spoons (multimeter probes) from
the connector.
d. Carefully install the spoons (multimeter probes)
into terminal locations C (signal) and B (analog
return) on the sensor side of the connector for
the suspect sensor.
e. While you observe the signal on the multimeter,
wiggle the wires and pull on the wires for the
sensor supply and the analog return at the
ECM connector.
f. Remove the spoons (multimeter probes) from
the connector.
ECM OFF.
Expected Result:
The voltage reading did not vary more than 0.5 volts
during either test. The signal was present and stable
during either test.
Results:
OK The voltage reading did not vary more than

0.5 volts during either test. The signal was present
and stable during either test.
Repair: The connections are OK at the connectors.
There does not appear to be an intermittent
problem in the circuit at this time. Return the
engine to service.
STOP.
Not OK The voltage reading varied more than

0.5 volts during the test or the signal was not
present or stable during the test.
Repair: Disconnect the suspect connector and
inspect the connector and the terminals for
moisture, damage, and corrosion. Repair the
connectors and/or the terminals. Return the engine
to service.
STOP.
Test Step 3. Check the Supply Voltage at
the Sensor Connector
A. Disconnect the harness connector for the suspect
sensor.
B. Measure the voltage between terminal A (sensor
supply) and terminal B (analog return) at the
harness connector for the suspect sensor.
Expected Result:
Results:
OK The voltage is between 4.5 VDC and

5.5 VDC. The supply voltage is reaching the
sensor connector. If you are troubleshooting a -3
diagnostic code, proceed to Test Step 4. If you are
troubleshooting a -4 diagnostic code, proceed to
Test Step 7.
Not OK The voltage is less than 4.5 VDC or the

voltage is greater than 5.5 VDC.
Repair: The supply voltage at the sensor connector
is incorrect. There appears to be a problem in
the wiring harness or in a connector. There may
be a problem with the power supply at the ECM.
1. Disconnect the J1/P1 ECM connector.
2. Fabricate two jumper wires that are long enough
to be used to create test circuits at the ECM
connector. Crimp connector sockets to one end
of each of the jumper wires.
282 RENR5910-06
3. Remove the wires from terminal locations
P1-2 (sensor supply) and P1-3 (analog return).
Install a jumper wire into each of these terminal
locations.
4. Connect the J1/P1 ECM connector.
position.
6. Measure the voltage between the jumper wire in
P1-2 (sensor supply) and P1-3 (analog return).
8. Restore the wiring to the original conguration.
If the supply voltage between the jumper wires at
the ECM is between 4.5 VDC and 5.5 VDC, the
ECM is OK. There is a problem in the harness or in
a connector. Repair the wiring harness. Verify that
the repair resolved the original problem.
If the supply voltage at the ECM is not between
4.5 VDC and 5.5 VDC, there is a problem with the
ECM. Temporarily install a new ECM. Refer to
Troubleshooting, ECM - Replace. If the problem
is resolved with the new ECM, install the original
ECM and verify that the problem returns. If the new
ECM operates correctly and the original ECM does
not operate correctly, replace the original ECM.
Verify that the repair resolved the original problem.
STOP.
Test Step 4. Check for Battery Voltage on
the Signal Wire
Measure the voltage between terminals C (sensor
signal) and B (analog return) on the harness
connector for the suspect sensor.
Expected Result:
The voltage measurement is less than the +Battery
voltage.
Results:
OK The voltage measurement is less than the

+Battery voltage. The signal wire is not shorted to
the +Battery. Proceed to Test Step 5.
Not OK The voltage measurement is

approximately equal to the +Battery voltage. The
signal wire is shorted to the +Battery.
Repair: Repair the wiring, when possible. Replace
parts, if necessary. Verify that the problem is
resolved.
STOP.
Test Step 5. Check the Signal Wire for an
Open Circuit
A. Disconnect the sensor that relates to the
diagnostic code.
B. Connect a jumper wire between the signal terminal
and the return terminal on the harness connector
for the suspect sensor. This will replace the sensor
with a short circuit.
C. Check that the -3 diagnostic code becomes a -4
diagnostic code with the jumper wire in place.
Expected Result:
The -3 code does not change to a -4 code when the
jumper wire is connected.
Results:
OK The -3 code does not change to a -4 code

when the jumper wire is connected. Connect the
sensor. There is a problem with the wiring harness
or with the ECM. Proceed to Test Step 6.
Not OK The -3 code changes to a -4 code when

the jumper wire is connected. The wiring harness
and the ECM are OK.
1. Remove the jumper wire.
2. Connect a new sensor to the engine harness.
Do not install the sensor into the engine.
3. Verify that the active -3 diagnostic code does
not recur.
4. Install the sensor into the engine.
5. Clear all logged diagnostic codes and return the
engine to service.
STOP.
Test Step 6. Check the ECM for Proper
Operation
ECM OFF.
RENR5910-06 283
B. Fabricate a jumper wire that is long enough to
create a test circuit across the ECM connector.
Crimp connector sockets to each end of the
jumper wire.
C. Determine the terminal location at the P1 ECM
connector for the signal wire and the return wire
of the suspect sensor.
D. Remove the signal terminal and the return terminal
from the ECM connector.
E. Install the jumper wire between the terminal
locations for the signal and the return at the ECM
connector. This will effectively replace the engine
wiring with a short circuit.
position.
G. Use Cat ET to check for a -4 diagnostic code.
Expected Result:
A -4 code is active when the jumper wire is installed.
Results:
OK A -4 code is active when the jumper wire is

installed. The ECM detected the jumper wire at
the ECM connector. However, the ECM did not
detect the jumper wire at the harness connector for
the sensor. There is an open circuit in the wiring
harness.
Repair: Repair the wiring harness, when possible.
Replace parts, if necessary. Verify that the problem
is resolved.
STOP.
Not OK A -4 code is not active when the jumper

wire is installed.
Repair: The ECM does not detect the short circuit
at the ECM connector. There is a problem with the
ECM. Perform the following procedure:
the original ECM.
STOP.
Test Step 7. Check the Signal Wire for a
Short Circuit
A. Disconnect the connector for the suspect sensor
with the -4 diagnostic code.
B. Use Cat ET to check that a -3 diagnostic code
becomes active.
C. Connect the sensor and check that the -4
diagnostic code recurs.
Expected Result:
When the sensor is disconnected, the -4 code
remains active.
Results:
OK When the sensor is disconnected, the -4

code remains active. Connect the sensor. There is
a problem with the wiring harness or with the ECM.
Not OK When the sensor is disconnected, the -4

code changes to a -3 code. The harness and the
ECM are OK. There is a problem with the sensor.
1. Connect a new sensor to the engine harness.
Do not install the sensor into the engine.
2. Verify that the active -4 diagnostic code does
not recur.
3. Install the sensor into the engine.
4. Clear all logged diagnostic codes and return the
engine to service.
STOP.
Test Step 8. Check the ECM for Proper
Operation
ECM OFF.
B. Determine the terminal location at the P1 ECM
connector for the signal wire of the suspect sensor.
C. Remove the signal wire from the ECM connector.
position.
E. Check if the -4 diagnostic code becomes an active
-3 active code.
284 RENR5910-06
Expected Result:
A -3 code is active when the signal wire is
disconnected from the ECM connector.
Results:
OK A -3 code becomes active when the signal

wire is removed from the ECM connector.
Repair: The ECM detected the open circuit at the
ECM connector. However, the ECM did not detect
the open circuit at the harness connector for the
sensor. There is a problem with the wiring between
the ECM connector and the harness connector
for the sensor. There may be a problem with a
connector. Repair the wiring or the connector,
when possible. Replace parts, if necessary. Verify
STOP.
Not OK A -3 code is not active when the signal

wire is disconnected from the ECM connector.
Repair: The ECM did not detect the open circuit at
the ECM connector. There is a problem with the
ECM. The ECM does not detect the open circuit at
the ECM connector. There is a problem with the
ECM. Perform the following procedure:
the original ECM.
STOP.
i02876644
Sensor Signal (Analog,
Passive) - Test
SMCS Code: 1439-038
system if a problem is suspected with the coolant
temperature sensor or if any one of the diagnostic
codes in Table 93 is active or easily repeated.
RENR5910-06 285
Table 93
Code and Description Conditions which Generate this Code System Response
110-3 Engine Coolant Temperature
Sensor voltage above normal
detects a signal voltage that is more
than 4.8 VDC for ve seconds.
110-4 Engine Coolant Temperature
Sensor voltage below normal
The ECM detects a signal voltage that is
less than 0.2 VDC for ve seconds.
The ECM assumes the last valid value
for the engine coolant temperature. The
monitoring of the coolant temperature
is disabled. This disables the engine
protection for low coolant temperature
and high coolant temperature.
The fuel is shut off. The shutdown
output is activated. The code is logged.
Since the engine protection is disabled,
the engine is shut down.
System Operation
Use this procedure to troubleshoot any suspect
problems with the engine's coolant temperature
sensor. Refer to Troubleshooting, Component
Location for graphics that show the location of the
sensor on the in-line engines and on the vee engines.
The sensor signal for the passive sensor is routed
from the ECM to terminal 1 of the sensor connector.
The sensor return for the passive sensors is routed
from the ECM to terminal 2 of the sensor connector.
The ECM continuously creates a pull-up voltage on
the signal wire for each sensor. The ECM uses this
pull-up voltage in order to detect a problem in the
signal circuit. When the ECM detects voltage that
is above a threshold on the signal wire, the ECM
activates a high voltage -3 diagnostic code. When
the ECM detects voltage that is below a threshold
on the signal wire, the ECM activates a low voltage
-4 diagnostic code.
Note: There may be a delay of 30 seconds or more
in order for Caterpillar Electronic Technician (ET) to
display an active diagnostic code. When you check
for a diagnostic code, be sure to wait at least 30
seconds.
The following components can cause these codes:
Electrical connector or wiring
Sensor
ECM
The most likely cause of a code is a problem with an
electrical connector or wiring. The least likely cause
of a code is the ECM.
286 RENR5910-06
g01431487
Illustration 199
Schematic for the passive analog sensor
g01420865
Illustration 200
Terminal locations at the P1 ECM connector for the passive analog
sensors
(P1-3) Analog return
(P1-27) Engine coolant temperature
g01155187
Illustration 201
Terminal locations at the connector for the passive analog sensor
(Terminal 1) Sensor signal
(Terminal 2) Analog sensor return
g01431495
Illustration 202
P5 terminals on bottom of terminal box for an in-line engine
RENR5910-06 287
g01431502
Illustration 203
g01431198
Illustration 204
Terminal Box
Test Step 1. Check for Active or
Logged Diagnostic Codes
position.
C. Monitor the diagnostic codes on Cat ET. Check
and record any diagnostic codes.
Note: Wait at least 30 seconds in order for the
diagnostic codes to become active.
D. Determine if a diagnostic code has occurred
several times.
Note: A diagnostic code that is logged several
times is an indication of an intermittent problem.
Most intermittent problems are the result of a
poor connection between a socket and a pin in a
connector or of a poor connection between a wire
and a terminal.
E. Determine if the problem is active and related to
one of the following failure modes for the analog
passive sensor:
-3
-4
Expected Result:
A diagnostic code is not active.
Results:
OK A diagnostic code is not active.

Repair: There may be an intermittent electrical
problem in the harness or in a connector. If an
intermittent electrical problem is suspected, refer to
for information that is related to troubleshooting
these problems.
STOP.
Active -3 An active -3 diagnostic code is present.

The ECM detects an open in the circuit for the
sensor. Proceed to Test Step 2.
Active -4 An active -4 diagnostic code is present.

Test Step 2. Check for Battery Voltage on
the Signal Wire
A. Measure the voltage on the harness side of the
sensor connector between pin 1 and engine
ground for the coolant temperature sensor.
288 RENR5910-06
Expected Result:
The signal voltage is less than battery voltage.
Results:
OK The signal voltage is less than battery

voltage. The circuit for the signal is not shorted to
the +Battery. Proceed to Test Step 3.
Not OK The signal voltage is equal to battery

voltage.
Repair: There is a short circuit to the +Battery in
the harness. Repair the wiring harness or replace
the wiring harness. Verify that the repair has
resolved the original problem.
STOP.
Test Step 3. Create a Short Circuit at the
Connector for the Coolant Temperature
Sensor
A. Disconnect the harness connector for the coolant
temperature sensor.
B. Fabricate a jumper wire that is long enough to
create a test circuit across the harness side of the
sensor connector. Crimp connector pins to each
C. Install the jumper wire between terminal 1 (sensor
signal) and terminal 2 (sensor return) at the sensor
connector.
D. Access the Active Diagnostic Code screen on
Cat ET. Check for an active -4 diagnostic code for
the coolant temperature sensor.
Wait at least 30 seconds in order for the diagnostic
E. Turn the engine control switch to the OFF/RESET
ECM OFF.
Expected Result:
A -4 diagnostic code is now active for the coolant
temperature sensor.
Results:
OK A -4 diagnostic code became active with the

jumper wire in place.
Repair: A -3 diagnostic code was active before
creating the short at the sensor connector. A -4
diagnostic code became active after creating the
short at the sensor connector. The wiring between
the ECM and the sensor connector is OK. Perform
Temporarily connect a new sensor to the harness,
but do not install the new sensor in the engine.
Verify that there are no active diagnostic codes for
the sensor. If there are no active diagnostic codes
for the sensor, permanently install the new sensor.
STOP.
Not OK A -3 diagnostic code is still active for

the coolant temperature sensor. There is an open
circuit between the sensor connector and the ECM.
There may be a problem with the ECM. Leave the
sensor disconnected. Proceed to Test Step 5.
Connector for the Coolant Temperature
Sensor
A. Disconnect the sensor connector for the coolant
temperature sensor.
B. Access the Active Diagnostic Code screen on
Cat ET. Check for an active -3 diagnostic code.
Wait at least 30 seconds in order for the diagnostic
C. Turn the engine control switch to the OFF/RESET
ECM OFF.
Expected Result:
A -3 diagnostic code is now active for the coolant
temperature sensor.
Results:
OK A -3 diagnostic code becomes active while

the sensor connector is disconnected.
Repair: A -4 diagnostic code was active before
disconnecting the sensor. A -3 diagnostic code
became active after disconnecting the sensor. The
wiring between the ECM and the sensor connector
is OK. Perform the following procedure:
Temporarily connect a new sensor to the harness,
but do not install the new sensor in the engine.
Verify that there are no active diagnostic codes for
the sensor. If there are no active diagnostic codes
for the sensor, permanently install the new sensor.
STOP.
Not OK A -4 diagnostic code is still active for

the coolant temperature sensor. There is a short
circuit between the sensor connector and the ECM.
There may be a problem with the ECM. Proceed
to Test Step 5.
RENR5910-06 289
Test Step 5. Check for Proper Operation
of the ECM
A. Fabricate a jumper wire that is long enough to
create a test circuit between the ECM connector
and the negative battery connection. Crimp a
connector socket to one end of the jumper wire.
B. Disconnect the J1/P1 ECM connectors.
C. Use a wire removal tool to remove the wire from
terminal location P1-27 at the ECM connector.
D. Install the socket end of the jumper wire into this
terminal location.
E. Connect the J1/P1 ECM connectors.
F. Check the operation of the ECM by creating an
open circuit at the ECM.
a. During this portion of the test, be sure to hold
the loose end of the jumper wire away from
any ground source in order to create an open
circuit condition.
position.
c. Monitor the Active Diagnostic Code screen on
Cat ET. Wait at least 30 seconds for activation
of the code.
An open circuit diagnostic code -3 should be
active for the coolant temperature sensor.
G. Check the operation of the ECM by creating a
short at the ECM.
a. Install the loose end of the jumper wire that is
for the signal wire to the ECM ground strap.
Ensure that a good connection is made to the
engine ground.
b. Monitor the Active Diagnostic Code screen on
Cat ET. Wait at least 30 seconds for activation
of the code.
A -4 diagnostic code should be active when the
wire jumper is connected to engine ground.
c. Turn the engine control switch to the
d. Remove the jumper wire. Restore the wiring to
the original conguration.
Expected Result:
A -3 diagnostic code is active while the jumper wire
is not grounded to engine ground. A -4 diagnostic
code is active while the jumper wire is connected to
the engine ground.
Results:
OK The correct diagnostic codes became active

during the test procedure.
problem is in the wiring between the ECM and the
connector for the sensor.
The problem is most likely in the signal wire for the
sensor. Repair the signal wire for the sensor. Verify
that the original condition has been resolved.
STOP.

The -3 diagnostic code is not active when the open
circuit condition is present on the signal wire of
the coolant temperature sensor. The -4 diagnostic
code is not active when the signal wire for the
coolant temperature sensor is connected to engine
ground.
Repair: The ECM is not operating properly.
the original ECM.
STOP.
i02883580
Sensor Signal (PWM) - Test
SMCS Code: 1439-038
system if a problem is suspected with one of the
circuit for the coolant pressure sensor or if any one
of the diagnostic codes in Table 94 is active or easily
repeated.
290 RENR5910-06
Table 94
109-3 Engine Coolant Outlet Pressure
109-8 Engine Coolant Outlet Pressure
Sensor : Abnormal Frequency, Pulse
Width, or Period
The duty cycle of the pressure sensor is
The code is logged.
Refer to Troubleshooting, Component Location for
graphics that show the location of the sensor's on the
in-line engines and on the vee engines.
The engine coolant pressure sensor is a Pulse Width
Modulated sensor (PWM).
Pulse Width Modulation (PWM) This is a digital
signal. The frequency is constant: the percent on time
versus the period is called a duty cycle. If the signal
is on for 50 percent of the period as an example,
the duty cycle is 50 percent. This provides a more
accurate status for a parameter than a signal that
can only be ON or OFF.
g01435459
Illustration 205
Sample duty cycles that are low, medium, and high.
Note: Excessive pressure can generate false
noisy signal diagnostic codes. If the actual engine
coolant pressure is greater than approximately
444 kPa (64 psi), a 109-08 Engine Coolant Outlet
Pressure Sensor noisy signal diagnostic code will be
generated. Although there is not a problem with the
sensor, the code will be generated.
If a 109-08 diagnostic code is generated, measure
the absolute pressure with a pressure gauge before
you troubleshoot the sensor. If the pressure is
actually too high, reduce the pressure in order to
avoid the false diagnostic codes from being activated.
The 109-03 diagnostic code is probably caused
by a problem with an electrical connector or with a
harness. The next likely cause is a problem with a
sensor. The least likely cause is a problem with the
Electronic Control Module (ECM).
to a le.
resolved.
RENR5910-06 291
g01435426
Illustration 206
Schematic of the circuit for the PWM sensor on the in-line engines and the vee engines
The PWM sensor is connected to the ECM via the J5/P5 connectors on the terminal box.
Inspect.
g01431198
Illustration 207
Terminal Box
connectors:
J2/P2 connectors for the ECM
Engine harness connectors for the sensor

292 RENR5910-06
g01435431
Illustration 208
Terminal locations on the ECM P2 connector for the coolant
pressure sensor on the in-line engines and the vee engines
(P2-65) +8 Volt supply
(P2-66) Sensor return
(P2-68) Signal for the engine coolant pressure
g01435436
Illustration 209
for the circuit of the coolant pressure sensor on in-line engines
(P5-40) Shield
RENR5910-06 293
g01435442
Illustration 210
for the circuit of the coolant pressure sensor on vee engines
(P5-11) Shield
PWM sensor.
c. Thoroughly check the harness and wiring for
abrasion and for pinch points from the sensor
to the ECM.
Expected Result:
Results:


improper.
STOP.
Codes for the PWM Sensor
A. Turn on the Active Diagnostic screen on Cat ET.
Determine if either of these diagnostic codes are
active:
109-03 Coolant Outlet Pressure open/short to

+batt
109-08 Engine Coolant Outlet Pressure noisy

signal
Expected Result:
Neither of the codes are active.
Results:
OK Neither of the codes are active.

Repair: If any of the above codes are logged
and the engine is not running properly, refer to
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
STOP.
Not OK At least one of the above diagnostic

codes is active. Proceed to Test Step 3.
Test Step 3. Check the Supply Voltage at
the Sensor
ECM OFF.
the engine coolant pressure sensor.
position.
294 RENR5910-06
g00852837
Illustration 211
Engine harness connector for the engine coolant pressure sensor
(A) +8 V supply
(B) Sensor return
(C) Signal
D. Measure the voltage between terminals A and
B on the engine harness connector for the
engine coolant pressure sensor.
Expected Result:
The voltage is 8.0 0.8 VDC.
Results:
OK The voltage is within the specication. The

correct voltage is available to the sensor. Proceed
to Test Step 4.
Not OK The voltage is not within the specication.

The correct supply voltage is not available to the
sensor. There is probably an open circuit between
the ECM and the sensor. Proceed to Test Step 7.
Test Step 4. Check the Sensor Signal at
the Sensor
ECM OFF.
B. Remove the signal wire for the engine coolant
pressure sensor from terminal C of the sensor
connector.
g00852837
Illustration 212
Engine harness connector for the engine coolant pressure sensor
(A) +8 V supply
(B) Sensor return
(C) Signal
C. Use a multimeter that is capable of measuring
both the duty cycle and the frequency. Connect
the multimeter to the wire from terminal C and
terminal B (Sensor return) of the sensor connector.
D. Turn the engine control switch to the STOP
ECM ON.
E. Measure the duty cycle and the frequency of the
sensor. Record the values.
Expected Result:
The frequency is between 400 and 600 Hz.
The duty cycle is between 5 and 95 percent.
Results:
OK The frequency and the duty cycle are

within the specications. The sensor is creating
a valid signal. Return the wiring to the original
conguration. Proceed to Test Step 5.
Not OK The sensor signal is not within the

specications. The sensor is receiving the correct
supply voltage but the sensor is not producing a
valid signal.
1. Verify that the connectors for the engine coolant
pressure sensor do not have moisture or
corrosion. Refer to Troubleshooting, Electrical
2. Check the frequency and the duty cycle of the
sensor signal again.
RENR5910-06 295
3. If the frequency and the duty cycle of the sensor
signal are incorrect, disconnect the sensor.
Connect a sensor that is known to be good. Do
not install the new sensor into the engine yet.
position.
5. Check for an active diagnostic code for the
PWM sensor. If the code is not active for the
new sensor, install the sensor into the engine.
Clear any logged diagnostic codes. Verify that
STOP.
Test Step 5. Check the Sensor's Signal
at the Terminal Box
g01435436
Illustration 213
(P5-40) Shield
g01435442
Illustration 214
(P5-11) Shield
ECM OFF.
B. Remove the signal wire for the coolant pressure
sensor from the P5 connector at the terminal box.
C. Use a multimeter that is capable of measuring
both the duty cycle and the frequency. Connect
the multimeter between the signal wire from the
P5 connector and the sensor's return wire at the
P5 connector.
position.
E. Measure the duty cycle and the frequency of the
sensor. Record the values.
Expected Result:
296 RENR5910-06
The frequency and the duty cycle are approximately
equal to the values that were recorded for the
previous Test Step.
Results:
OK The frequency and the duty cycle of the

signal are within the specications. The signal
that is developed by the sensor is present at the
terminal box. The engine harness appears to be
OK. There may be a problem with a connector or
with the harness inside the terminal box. Proceed
to Test Step 6.
Not OK The frequency or the duty cycle of the

signal are not within the specications. The signal
that is developed by the sensor is not present at
the terminal box. The signal wire in the engine
harness has a problem. There may be a problem
with a connector.
STOP.
Test Step 6. Check the Sensor's Signal
at the ECM
g01435431
Illustration 215
Harness side of the ECM P2 connector
ECM OFF.
B. Remove the signal wire from terminal P2-68 at
ECM connector P2. Use a multimeter that is
capable of measuring both the duty cycle and
the frequency. Connect the multimeter between
the signal wire from the P2 connector and the
sensor's return wire at terminal P2-66.
position.
D. Measure the frequency and the duty cycle of the
signal.
RENR5910-06 297
Expected Result:
The frequency and the duty cycle are approximately
equal to the values that were previously recorded.
Results:
OK The frequency and the duty cycle of the

signal are within the specications. The signal
that is developed by the sensor is present at the
ECM. The connectors and the harness inside the
terminal box appear to be OK. There may be a
2. Return all wiring to the original conguration.
again. If the problem is not resolved, temporarily
- Replace.
the original ECM. Refer to Troubleshooting, ECM
- Replace.
Clear any logged diagnostic codes. Verify that the
STOP.
Not OK The frequency or the duty cycle of the

signal are not within the specications. The signal
that is developed by the sensor is not present at
the ECM. There is a problem with the harness
inside the terminal box. There may be a problem
with a connector.
STOP.
Test Step 7. Check the Sensor Supply
Voltage at the Terminal Box
g01435436
Illustration 216
(P5-40) Shield
298 RENR5910-06
g01435442
Illustration 217
(P5-11) Shield
ECM OFF.
B. Remove the wires from the J5 connector in the
terminal box for the 8 volt supply wire and the
sensor's return wire.
position.
D. Measure the voltage between the 8 volt supply
wire and the sensor's return wire.
E. Turn the engine control switch to the OFF/RESET
ECM OFF.
F. Return all wires to the original conguration.
Expected Result:
Results:
OK The 8 volt supply voltage is present at the

J5 connector in the terminal box. The voltage
supply was not available at the sensor. The engine
harness between the J5 connector and the sensor
connector appears to have a problem. There may
be a problem with a connector.
Repair: Repair the engine harness or the
connector, when possible. Replace the harness, if
necessary.
STOP.
Not OK The sensor voltage supply is not present

at the terminal box. The harness inside the terminal
box appears to have a problem or there may be a
Test Step 8. Check the 8 Volt Supply
Voltage at the ECM
A. Disconnect the J2/P2 ECM connector.
B. Fabricate two jumper wires that are long enough
to be used to measure the supply voltage at the
end of each jumper wire.
C. Remove the wires from terminal locations P2-65
(8 V sensor supply) and P2-66 (sensor return).
Install a jumper wire into each of these terminal
locations.
D. Connect the J2/P2 ECM connector.
E. Switch the 16 amp circuit breaker for the ECM
position.
F. Measure the voltage between the jumper wire in
P2-65 (8 V sensor supply)(8 V sensor supply) and
P2-66 (sensor return).
G. Turn the engine control switch to the OFF/RESET
ECM OFF.
H. Return all wires to the original conguration.
Expected Result:
Results:
OK The voltage measurement is 8.0 0.8 VDC.

The ECM is operating correctly.
RENR5910-06 299
Repair: The supply wire or the sensor's return wire
has an open circuit. Repair the wire.
STOP.
Not OK The voltage measurement is not 8.0

0.8 VDC.
Repair: Replace the ECM. Perform the following
procedure:
the original ECM.
STOP.
i02876864
Sensor Supply - Test
SMCS Code: 1439-038
system if a problem is suspected with one of the
supply circuits or if any one of the diagnostic codes in
Table 95
41-3 8 Volt DC Supply : Voltage Above
Normal
The 8 volt power supply is above normal
for two seconds.
41-4 8 Volt DC Supply : Voltage Below
Normal
The 8 volt power supply is below normal
for two seconds.
262-3 5 Volt Sensor DC Power Supply :
The 5 volt power supply is above normal
for two seconds.
262-4 5 Volt Sensor DC Power Supply :
The 5 volt power supply is below normal
for two seconds.
The code is logged.
Refer to Troubleshooting, Component Location for
graphics that show the location of the sensor's on the
in-line engines and on the vee engines.
5 Volt Power Supply
The Electronic Control Module (ECM) supplies 5.0
0.5 VDC to these sensors:
Crankcase pressure
Fuel temperature
Desired speed potentiometer

The ECM can be congured for one of these types of
speed control:
300 RENR5910-06
0 to 5 V potentiometer
4 to 20 mA
The desired speed potentiometer (if equipped)
must be supplied with +5 VDC from the ECM. If the
desired speed potentiometer has a short circuit or the
potentiometer's wiring has a short circuit, a 262-03
or 262-04 diagnostic code may be activated. There
are no diagnostic codes for the circuit of the desired
speed potentiometer.
g01442989
Illustration 218
Control Panel (if equipped)
(1) Desired speed potentiometer
The internal circuits for J2-2 (sensor supply) and
J2-18 (speed control supply) are wired to the same
voltage source inside the ECM. A short circuit on one
of these terminals will cause a short circuit on the
other terminal.
A 262-4 5 Volt Sensor DC Power Supply voltage
below normal will be activated if the following
conditions occur:
The desired speed signal wire is shorted to ground.
The speed control potentiometer is near the

maximum desired speed or at the maximum
desired speed.
A diagnostic code for the 5 volt power supply is
probably caused by a short circuit or by an open
circuit in a harness. The next likely cause is a sensor
problem. The least likely cause is a problem with the
ECM.
g01442990
Illustration 219
Terminal Box
8 Volt Power Supply
The ECM supplies 8.0 0.8 VDC to these sensors:
Engine coolant pressure sensor
All of the detonation sensors

The internal circuits for J2-56, J2-57 and J2-65 are
wired to the same voltage source inside the ECM. A
short circuit on one of these terminals will cause a
short circuit on the other terminals.
A diagnostic code for the 8 volt sensor supply is
probably caused by a short circuit or by an open
circuit in a harness. The next likely cause is a sensor
problem. The least likely cause is a problem with the
ECM.
Connectors and the Wiring
ECM OFF.
B. Thoroughly inspect the condition of the connectors
that are for the sensors. Inspect the condition of
connectors that are located at the terminal box
for the ECM. Refer to Troubleshooting, Electrical
RENR5910-06 301
wires in each of the circuits.
D. Check the torque of the allen head screws for each
of the ECM connectors. Refer to Troubleshooting,
torque values.
E. Check the harness and the wiring for abrasion
and for pinch points from the sensors to the
appropriate connector on the terminal box.
Expected Result:
corrosion, abrasion, or pinch points. All of the sensors
are properly installed.
Results:

Not OK At least one of the connectors, pins, and

sockets are not connected properly. At least one
of the connectors and/or the wiring has corrosion,
abrasion, and/or pinch points.
STOP.
A. Connect Caterpillar Electronic Technician
(ET) to the service tool connector. Refer to
Troubleshooting, Electronic Service Tools.
position.
C. Use the Active Diagnostic screen on Cat ET.
Check for the following active diagnostic codes:
41-3 8 Volt DC Supply short to +batt
41-4 8 Volt DC Supply short to ground
262-3 5 Volt Sensor DC Power Supply voltage

above normal
262-4 5 Volt Sensor DC Power Supply voltage

below normal
Note: Monitor the active diagnostic code and the
logged diagnostic codes on Cat ET. Wait at least 30
seconds in order for diagnostic codes to become
active.
D. Adjust the potentiometer from the maximum speed
setting to the minimum speed setting while you
check for active diagnostic codes. Ensure that the
adjustment of the speed potentiometer is not the
cause of the active diagnostic code.
Expected Result:
None of the diagnostic codes that are listed above
are active.
Results:
OK None of the diagnostic codes for the sensor

supply are active at this time.
Repair: Use the Logged Diagnostic screen on
Cat ET to check for logged codes. Look for the
same codes that are listed above. If any of the
above codes are logged and the engine is running
properly, there may be an intermittent electrical
problem in a connector or on a wiring harness.
If an intermittent electrical problem is suspected,
refer to Troubleshooting, Electrical Connectors -
Inspect for troubleshooting information.
STOP.
Active 262-3 or 262-4 Code A 262-3 or 262-4

diagnostic code is active at this time. There is
a problem with one of the 5 volt supply circuits.
Active 41-3 or 41-4 Code A 41-3 or 41-4

diagnostic code is active at this time. There is
a problem with one of the 8 volt supply circuits.
Test Step 3. Disconnect the 5 Volt
Sensors and the Speed Potentiometer
while you Monitor the Active Diagnostic
Codes
302 RENR5910-06
g01665733
Illustration 220
Schematic for the 5 volt sensors on the in-line engines and the vee engines
RENR5910-06 303
position.
B. Monitor the active diagnostic code screen on
Cat ET while you disconnect each 5 volt sensor
at the sensor connector. Also, disconnect the
wiring for the desired speed potentiometer at the
potentiometer. Check for an active 262-3 code or
an active 262-4 code after you disconnect each
of the components.
C. Disconnect the following sensors one at a time:
Crankcase pressure
Fuel temperature
Desired speed potentiometer

ECM OFF.
Expected Result:
The diagnostic code deactivates when a particular
sensor or the speed potentiometer is disconnected.
Results:
OK The diagnostic code deactivates when a

particular sensor or the speed potentiometer is
disconnected.
Repair: Connect the suspect component. If the
code returns, replace the component. Return all
wiring to the original conguration. Verify that the
STOP.
Not OK The diagnostic code remains active after

all of the 5 volt components are disconnected.
Leave all of the components disconnected. The 5
volt components are not the cause of the diagnostic
code. Proceed to Test Step 4.
Test Step 4. Disconnect the 5 Volt Supply
to the Components at the P5 and P6
Connectors on the Terminal Box
g01432049
Illustration 221
304 RENR5910-06
g01432055
Illustration 222
g01432056
Illustration 223
for the 5 volt supply circuit on in-line engines
RENR5910-06 305
g01667078
Illustration 224
for the circuit for the desired speed potentiometer
(P4-N) 5 volt supply for the desired speed potentiometer
(P4-p) Return for the desired speed potentiometer
(P4-g) Return for the desired speed potentiometer
(P4-X) Desired speed signal
position.
B. Monitor the active diagnostic code screen on Cat
ET while you remove the supply wire to each 5
volt sensor at the connectors on the terminal box.
Also, disconnect the supply wire for the desired
speed potentiometer at the P4 connector on the
terminal box. Refer to Illustrations 221, 222, 223,
and 224 for terminal locations. Check for an active
262-3 code or an active 262-4 code after you
disconnect each of the wires.
ECM OFF.
Expected Result:
wire to a component is disconnected.
Results:

particular wire to a component is disconnected.
Repair: Reconnect the wire. If the code returns, the
wire between the connectors on the terminal box
and the connectors for the components is shorted
to ground or shorted to another wire in the harness.
Repair the wire. Return all wiring to the original
conguration. Verify that the problem is resolved.
STOP.

all of the supply wires to the 5 volt components are
disconnected. Leave all of the wires disconnected.
The supply wires to the 5 volt components are not
the cause of the diagnostic code. Proceed to Test
Step 5.
Test Step 5. Measure the Voltage of the 5
Volt Supplies at the ECM
g01431738
Illustration 225
Terminal locations at the P1 ECM connector for the 5 volt supply
on the in-line engines and the vee engines
(P1-2) 5 V Analog sensor supply
(P1-18) 5 V supply for the engine speed potentiometer
A. Disconnect the J1/P1 ECM connector.
306 RENR5910-06
B. Fabricate four jumper wires that are long enough
C. Remove the wires from terminal locations P1-2
(5 volt sensor supply) and P1-3 (return). Install a
jumper wire into each of these terminal locations.
Refer to Illustration 225 for terminal locations.
D. Remove the wires from terminal locations P1-18
(5 volt supply) and P1-35 (return). Install a jumper
wire into each of these terminal locations.
E. Connect the J1/P1 ECM connector.
position.
G. Measure the voltage between the jumper wire in
P1-2 (5 volt sensor supply) and P1-3 (return).
H. Measure the voltage between the jumper wire in
P1-18 (5 volt supply) and P1-35 (return).
I. Turn the engine control switch to the OFF/RESET
ECM OFF.
Expected Result:
Each voltage measurement is 5.0 0.2 VDC.
Results:
OK The voltage measurements are 5.0 0.2

VDC. The ECM is operating correctly.
Repair: There is a supply wire that is shorted
to another wire in the harness or there is a
supply wire that is shorted to engine ground. The
problem is between the P1 ECM connector and
the connectors on the terminal box. Repair the
harness, when possible. Replace the harness,
if necessary. Return all wiring to the original
conguration. Verify that the original problem has
been resolved.
STOP.
Not OK The voltage measurements are not 5.0

0.2 VDC.
Repair: The ECM is not generating the correct
supply voltage. There is a problem with the ECM.
the original ECM.
STOP.
RENR5910-06 307
Test Step 6. Disconnect the 8 Volt
Sensors while you Monitor the Active
Diagnostic Codes
g01431675
Illustration 226
Schematic for the 8 volt sensors on the vee engines
308 RENR5910-06
g01431727
Illustration 227
Schematic for the 8 volt sensors on the in-line engines
position.
ET while you disconnect each of the 8 volt sensors
at the sensor connector. Check for an active 41-3
code or an active 41-4 code.
C. Disconnect the following sensors one at a time:
Engine coolant pressure sensor
Each of the detonation sensors

ECM OFF.
Expected Result:
sensor is disconnected.
Results:
OK The 41-3 or 41-4 diagnostic code deactivates

when one of the 8 volt sensors is disconnected.
Repair: Connect the sensor. Check for the code.
If the code returns, replace the suspect sensor.
Return all wiring to the original conguration. Verify
STOP.
Not OK The 41-3 or 41-4 diagnostic code

remains active after all of the 8 volt sensors are
disconnected. A sensor is not the cause of the
diagnostic code. Leave the sensors disconnected.
RENR5910-06 309
to the Sensors at the Rail Connector(s)
g01434185
Illustration 228
Connectors on the rail for in-line engines
(9) 6 pin connector for the detonation sensors
(10) Connector for a detonation sensor to the rail
g01434186
Illustration 229
Connectors on the right rail for vee engines
g01434187
Illustration 230
Connectors on the left rail for vee engines
g01433954
Illustration 231
Typical connector for the ignition/detonation rail
(Terminal A) 8 volt supply
(Terminal B) Return
position.
ET while you remove the 8 volt supply wire to
terminal A at the connector(s) for the rail. Check
for an active 41-3 code or an active 41-4 code
after you disconnect each of the wire(s).
310 RENR5910-06
ECM OFF.
Expected Result:
8 volt supply wire to the connector for the rail is
disconnected.
Results:

8 volt supply wire to the connector for the rail is
disconnected.
Repair: Reconnect the wire. If the code returns,
the wire between the connector for the rail and the
detonation sensors is shorted to ground or shorted
to another wire in the harness. Repair the wire.
Return all wiring to the original conguration. Verify
STOP.

the supply wires to the connectors for the rails are
to the Sensors at the P5 and/or P6
Connectors on the Terminal Box
g01432041
Illustration 232
(P5-11) Shield for the engine coolant pressure sensor
(P5-13) Shield for the right side detonation sensors
(P5-21) Return for the engine coolant pressure sensor
(P5-31) +8 V supply for the right side detonation sensors
(P5-37) +8 V supply for the engine coolant pressure sensor
RENR5910-06 311
g01432046
Illustration 233
(P6-53) Shield for the left side detonation sensors
(P6-67) +8 V supply for the left side detonation sensors
g01667097
Illustration 234
for the 8 volt supply circuit on in-line engines
(P5-40) Shield for the engine coolant pressure sensor
(P5-41) Return for the engine coolant pressure sensor
(P5-43) +8 V supply for the engine coolant pressure sensor
(P5-55) Shield for the detonation sensors
(P5-56) Return for the detonation sensors
(P5-57) +8 V supply for the detonation sensors
position.
ET while you remove the supply wire to each
8 volt sensor at the connectors on the terminal
box. Refer to Illustrations 232, 233, and 234 for
terminal locations. Check for an active 41-3 code
or an active 41-4 code after you disconnect each
of the wires.
ECM OFF.
Expected Result:
wire to a sensor is disconnected.
312 RENR5910-06
Results:

particular wire to a sensor is disconnected.
Repair: Reconnect the wire. If the code returns,
the wire between the connectors on the terminal
box and the connectors for the sensors is shorted
to ground or shorted to another wire in the harness.
Repair the wire. Return all wiring to the original
conguration. Verify that the problem is resolved.
STOP.
Not OK The diagnostic code remains active

after all of the supply wires to the sensors are
The supply wires to the sensors are not the cause
of the diagnostic code. Proceed to Test Step 9.
Test Step 9. Check the Voltage of the 8
Volt Supplies at the ECM
g01431677
Illustration 235
Terminal locations at the P2 ECM connector that are for the 8 volt
supply circuit on in-line engines
(P2-65) 8 volt supply for the coolant pressure sensor
(P2-66) Return for the coolant pressure sensor
g01431681
Illustration 236
Terminal locations at the P2 ECM connector that are for the 8 volt
supply circuit on vee engines
(P2-56) 8 volt supply for the right side detonation sensors
(P2-57) 8 volt supply for the left side detonation sensors
(P2-65) 8 volt supply for the coolant pressure sensor
(P2-66) Return for the coolant pressure sensor
ECM OFF.
B. Disconnect the J2/P2 ECM connector.
C. Fabricate six jumper wires that are long enough
D. Remove the wires from terminal locations P2-56
E. Remove the wires from terminal locations P2-57
RENR5910-06 313
F. If a coolant pressure sensor is installed, remove
the wires from terminal locations P2-65 (8 volt
sensor supply) and P2-66 (return). Install a jumper
wire into each of these terminal locations.
position.
I. Measure the voltage between the jumper wire in
J. Measure the voltage between the jumper wire in
K. Measure the voltage between the jumper wire in
L. Turn the engine control switch to the OFF/RESET
ECM OFF.
Expected Result:
The voltage measurements are 8.0 0.4 VDC.
Results:
OK The voltage measurements are 8.0 0.4

VDC.
Repair: The ECM is operating correctly. There is
a supply wire that is shorted to another wire in the
harness or there is a supply wire that is shorted
to engine ground. The problem is between the P2
ECM connector and the connectors on the terminal
box. Repair the harness, when possible. Replace
the harness, if necessary. Return all wiring to
the original conguration. Verify that the original
problem has been resolved.
STOP.
Not OK The voltage measurement is not 8.0

0.4 VDC.
Repair: The ECM is not generating the correct
supply voltage. There is a problem with the ECM.
the original ECM.
STOP.
i02896266
Speed Control (Switch) - Test
SMCS Code: 1915-038; 7332-038-VF
system if a problem is suspected with the desired
speed input or if one of the diagnostic codes in Table
96 is active.
314 RENR5910-06
Table 96
524-3 Desired Engine Speed Sensor :
has been powered up for at least ve
seconds. The current to the ECM for the
desired speed input is greater than 22
mA for more than ve seconds.
524-4 Desired Engine Speed Sensor :
The ECM has been powered up for at
least ve seconds. The current to the
ECM for the desired speed input is less
than 2 mA for more than ve seconds.
When the Idle/Rated switch is in the
Rated position, the ECM assumes
a default value for the desired engine
speed.
The default value for the desired engine
speed is equal to the Minimum Engine
High Idle Speed that is programmed
on the Service/Conguration screen
of Caterpillar Electronic Technician
(ET).
The alarm output is activated. The code
is logged.
Note: For this troubleshooting procedure,
the Desired Speed Input conguration
parameter must be set to 4-20 mA Input in the
Service/Conguration screen of Cat ET. The
selection of this setting requires a 4 to 20 mA signal
for regulation of the desired engine speed. If the
Desired Speed Input is set to 0-5 VDC Input, do
not use this procedure to troubleshoot the circuit.
When the desired speed input is correspondingly
congured, 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/Conguration
screen of Cat ET. For more information, refer to
Systems Operation/Testing and Adjusting, Electronic
Control System Parameters.
When the Idle/Rated switch is in the Rated position,
a current value of 4.0 mA corresponds to the
programmed Minimum Engine High Idle Speed. A
current value of 20.0 mA corresponds to Maximum
Engine High Idle Speed. Current values within this
range will vary the desired engine speed in a linear
fashion between Minimum Engine High Idle Speed
and Maximum Engine High Idle Speed.
The ECM will generate a diagnostic code in response
to current outside of the range of 4 to 20 mA.
Current values that are greater than 22 mA will
activate the 524-3 Desired Engine Speed Sensor
short to +batt diagnostic code. Current values that
are less than 2 mA will activate the 524-4 Desired
Engine Speed Sensor short to ground diagnostic
code.
The next likely cause is a problem with a component.
The least likely cause is a problem with the ECM.
resolved.
g01442077
Illustration 237
Schematic of the 4 to 20 mA desired speed input
RENR5910-06 315
g01431198
Illustration 238
Terminal Box
ECM OFF.
Inspect.
B. Thoroughly inspect the following components:
Customer connectors J3/P3 (if equipped)
Terminal box's J4/P4 connector for the control

panel (if equipped)
Wiring and the connections between the

terminal box and the device that supplies the
4 to 20 mA signal
g01442148
Illustration 239
Harness side of the ECM P1 connector
(P1-36) + Signal
(P1-37) Signal
(P1-70) +Battery(keyswitch)
wires that are associated with the 4 to 20 mA
circuit.
c. Inspect the terminal strip in the control panel
(if equipped) for the following conditions:
loose wires, frayed wires, foreign objects, and
corrosion.
d. Check the harness and wiring for abrasion
and for pinch points between the device that
supplies the 4 to 20 mA signal and the ECM.
Expected Result:
316 RENR5910-06
Results:

connections. If you are troubleshooting a 524-3
diagnostic code, proceed to Test Step 2. If you are
troubleshooting a 524-4 diagnostic code, proceed
to Test Step 4.

improper.
STOP.
the +Battery Side at the ECM P1 Terminal
36
OFF/RESET position and the 16 amp circuit
B. Make sure that there is no electrical power to the
device that provides the 4 to 20 mA signal.
C. Remove the two wires (+ and -) for the 4 to 20
mA signal from the device that supplies the 4 to
20 mA signal. Tape the leads in order to ensure
that the leads do not contact any object.
D. Disconnect the ECM P1 connector.
Expected Result:
Results:

The wiring from terminal P1-36 is not shorted to the
+Battery side. Do not reconnect any connectors.

Ohms. There is a problem with a connection and/or
with the wiring from terminal P1-36.
Repair: The problem may be between the ECM P1
connector and the J3 or J4 connector. Alternatively,
the problem may be between the P3 or P4
connector and the device that provides the 4 to 20
mA signal.
Repair the connection and/or the wire, when
possible. Replace parts, if necessary. Verify that
STOP.
Test Step 3. Check for a Short to Ground
at the ECM P1 Terminal 37
B. Make sure that the leads of the wires for the 4 to
20 mA signal do not contact any object.
C. Use an ohmmeter to measure the resistance
between terminal P1-37 and the ECM ground
strap.
Expected Result:
Results:

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.
Not OK The resistance for at least one of the

measurements is less than 20,000 Ohms. There is
a problem with a connection and/or with the wiring
that is connected to P1-37.
Repair: The problem may be between the
ECM P1 connector and the J3 or J4 connector.
Alternatively, the problem may be between the J3
or J4 connector and the device that provides the
4 to 20 mA signal.
Locate the wire with the short circuit and replace
the wire. Verify that the problem is resolved.
STOP.
RENR5910-06 317
the +Battery Side at the ECM P1 Terminal
37
B. Make sure that there is no electrical power to the
device that provides the 4 to 20 mA signal.
C. Remove the two wires (+ and -) for the 4 to 20
mA signal from the device that supplies the 4 to
20 mA signal. Tape the leads in order to ensure
that the leads do not contact any object.
D. Disconnect the ECM P1 connector.
Expected Result:
Results:

The wiring from terminal P1-37 is not shorted to the
+Battery side. Do not reconnect any connectors.

mA signal.
STOP.
Ground at the ECM P1 Terminal 36
B. Make sure that the ends of the wires for the 4 to
20 mA signal do not contact any object.
C. Use an ohmmeter to measure the resistance
between terminal P1-36 and the ECM ground
strap.
Expected Result:
Results:

The wiring from terminal P1-36 appears to be OK.
Do not reconnect any connectors. Proceed to Test
Step 6.

mA signal.
STOP.
Test Step 6. Check for an Open Circuit
A. Install a jumper wire between the two wires (+
and -) that were removed from the device that
supplies the 4 to 20 mA signal.
B. Use an ohmmeter to measure the resistance
between terminals P1-36 and P1-37 on the ECM
side of the P1 connector.
Expected Result:
Results:

circuit is not open.
Repair: Remove the jumper wire. Reconnect the
two wires (+ and -) for the 4 to 20 mA signal
to the device that supplies the 4 to 20 mA signal.
Reconnect the ECM P1 connector.

There is a problem with a connector and/or with
the wiring from the P1 connector.
mA signal.
318 RENR5910-06
STOP.
Test Step 7. Check the Device that
Provides the 4 to 20 mA Signal
Measure the 4 to 20 mA signal according to the
literature that is provided by the OEM of the device
that provides the 4 to 20 mA signal. Verify that the
correct signal is provided to the ECM.
Verify that the 4 to 20 mA signal is present on
terminals P1-36 and P1-37.
Expected Result:
The correct 4 to 20 mA signal is provided to the ECM.
Results:
OK The correct 4 to 20 mA signal is provided

to the ECM. However, the ECM is not responding
correctly to the signal. There may be a problem
with the ECM.
Repair: It is unlikely that the ECM is faulty. Exit
procedure:
1. Verify that the engine control switch is in the
has been resolved.
STOP.
Not OK The ECM is not receiving the correct 4

to 20 mA signal. There is probably a problem with
the device that provides the 4 to 20 mA.
Repair: Service the device that provides the 4 to
20 mA according to the literature that is provided
by the OEM of the device. Verify that the problem
is resolved.
STOP.
i02897955
Speed/Timing - Test
SMCS Code: 1912-038
system if a problem is suspected with the circuit
for the engine speed/timing sensor or if one of the
diagnostic codes in Table 97 is active or easily
repeated.
RENR5910-06 319
Table 97
190-2 Engine Speed Sensor : Erratic,
The crankshaft is rotating faster than the
cranking speed and the signal from the
engine speed/timing sensor is lost for at
least one second.
190-8 Engine Speed Sensor : Abnormal
The crankshaft is rotating faster than
the cranking speed. The signal from the
engine speed/timing sensor is lost but the
signal returns within one second.
The code is logged.
If the engine is not running, the
engine will not start. If the engine is
running, the engine is shut down.
The engine speed/timing sensor provides information
about engine speed and about the position of the
crankshaft to the Electronic Control Module (ECM).
The sensor monitors the rotation of a speed-timing
wheel. The passive sensor has a coil around a
permanent magnet which generates voltage as the
teeth of the speed-timing wheel pass through the
magnetic eld. The speed-timing wheel is installed
on the rear of the right camshaft.
The engine speed/timing sensor generates a signal
that matches the pattern of the speed-timing wheel's
teeth. The ECM monitors the speed of the signal
pulses in order to determine the engine rpm.
The speed-timing wheel has a special tooth pattern
that indicates the position of the camshaft. The
speed-timing wheel has 36 teeth that are evenly
spaced and one extra tooth. The number one cylinder
is at the top center position on the compression
stroke when the centerline of the rst tooth after the
extra tooth aligns with the centerline of the sensor. All
37 teeth pass the sensor during one revolution of the
camshaft or two revolutions of the crankshaft.
With the information from the engine speed/timing
sensor, the ECM is able to calculate the positions of
the pistons in the cylinders. The ECM determines
the desired ignition timing according to the engine
speed and to the load. If detonation is detected in any
of the cylinders, the ECM retards the timing of the
affected cylinders. The ECM sends voltage pulses
to the ignition transformers for ring the spark plugs
according to the desired timing.
If the ECM detects a problem with the engine
speed/timing sensor's signal, the ECM will shut down
the engine. If there is a problem with the engine
speed/timing sensor's signal during start-up, the ECM
will not initiate the ignition. The engine will not start.
The corresponding diagnostic code is generated.
If the engine speed/timing sensor is replaced,
the sensor does not require calibration and the
speed-timing wheel does not require adjustment.
engine speed/timing sensor. The least likely cause is
to a le.
resolved.
320 RENR5910-06
g01443100
Illustration 240
Schematic for the circuit of the engine speed/timing sensor on in-line engines and on vee engines
The ECM is connected to the engine speed/timing sensor via the J6/P6 connectors on the terminal box.
g01443104
Illustration 241
Terminal Box
Inspect.
g01443232
Illustration 242
Terminal locations at the P1 connector on the ECM that are for the
engine speed/timing sensor on the vee and in-line engines
(P1-32) + Signal
(P1-33) Signal
(P1-51) Shield
B. Thoroughly inspect the ECM J1/P1 connectors,
the terminal box J6/P6 connectors, and the
connectors for the engine speed/timing sensor.
RENR5910-06 321
g01443105
Illustration 243
for the engine speed/timing sensor on the vee engines
(P6-13) Shield
(P6-23) Signal
(P6-31) + Signal
g01443107
Illustration 244
for the engine speed/timing sensor on the in-line engines
(P6-47) Shield
(P6-57) Signal
(P6-70) + Signal
a. Perform a 45 N (10 lb) pull test on each of the
engine speed/timing sensor.
b. Check the torque of the Allen head screw
for the ECM P1 connector and the terminal
box's P6 connector. Refer to Troubleshooting,
torque values.
for pinch points from the engine speed/timing
sensor to the ECM.
Expected Result:
Results:

322 RENR5910-06

improper.
STOP.
Test Step 2. Check the Sensor
g01443111
Illustration 245
Engine speed/timing sensor
(8) Bracket
(9) O-ring seal
(10) Sensor
(11) Integral connector on the sensor
(12) Terminal for the + signal
(13) Terminal for the - signal
A. Disconnect the engine harness from connector
(11). Remove the bolt from bracket (8) and remove
sensor (10) and the bracket as a unit.
B. Inspect the sensor for damage. Inspect O-ring
seal (9). If the O-ring seal is damaged, obtain a
new O-ring seal for assembly.
C. Clean the tip of the sensor, the sensor's mounting
ange and the counterbore for the sensor in the
rear housing.
D. Use an ohmmeter to measure the resistance
between terminals (12) and (13) in connector (11).
g01443184
Illustration 246
(14) Cover
g01443226
Illustration 247
(15) Speed-timing wheel
E. Remove cover (14) and inspect the speed-timing
wheel for damage.
Expected Result:
The sensor appears to be in good condition.
The resistance between terminals (12) and (13) is
between 75 and 230 Ohms.
Note: At a temperature of 25 C (77 F), the
resistance is between 110 and 200 Ohms.
The speed-timing wheel is in good condition.
RENR5910-06 323
Results:
OK The sensor appears to be in good condition.

The resistance is within the specications. The
speed-timing wheel is in good condition. There
may be a problem with a connector and/or with
the wiring in the engine harness. Install the cover.
Reconnect the sensor to the engine harness. Do
not install the sensor yet. Proceed to Test Step 3.
Not OK The sensor is damaged and/or the

sensor's resistance is not within the specications.
The speed-timing wheel's teeth are damaged.
Repair: Obtain a new sensor or timing wheel.
STOP.
Test Step 3. Measure the Sensor's
Resistance from the Terminal Box P6
Connector
A. Disconnect the terminal box P6 connector.
B. Refer to Illustration 240 in order to identify the
terminals on the P6 connector that are for your
application.
C. Measure the resistance between the + signal
terminal and the signal terminal for the engine
speed/timing sensor on the terminal box's side of
the P6 connector.
D. Wiggle the engine harness as you measure the
resistance in order to check for an intermittent
problem with the harness. Be sure to wiggle the
harness near the sensor's connector.
Expected Result:
The resistance is between 75 and 230 Ohms.
Results:
OK The resistance is within the specications.

The circuit between the P6 connector and the
sensor seems to be OK. There may be a problem
with a connection and/or with the wiring in the
terminal box. Reconnect the P6 connector to the
J6 connector on the terminal box. Proceed to Test
Step 4.
Not OK The resistance is not within the

specications. There is a problem with a
connection and/or with the wiring in the engine
harness between the P6 connector and the
connector for the engine speed/timing sensor.
when possible. Replace the engine harness, if
necessary.
STOP.
Test Step 4. Measure the Sensor's
Resistance from the ECM P1 Connector
A. Disconnect the ECM P1 connector.
B. Measure the resistance between terminals P1-32
and P1-33 on the ECM side of the connector.
C. Wiggle the wiring harness as you measure the
resistance in order to check for an intermittent
problem with the harness.
Expected Result:
The resistance is between 75 and 230 Ohms.
Results:
OK The resistance is within the specications.

The sensor, the engine harness, and the wiring
in the terminal box seem to be OK. However, it
is possible that there is still a problem with the
sensor. Reconnect the ECM P1 connector to the
ECM J1 connector. Proceed to Test Step 5.
Not OK The resistance is not within the

specications. The resistance through the engine
harness and through the sensor was OK. When
the resistance through the wiring harness in the
terminal box was added, the result was not correct.
There is a problem with a connector or with the
wiring between the P1 connector and the J6
connector.
when possible. Replace the connector(s) and/or
the wiring, if necessary.
STOP.
Test Step 5. Verify the Engine Operation
A. Install the sensor:
a. Lubricate the sensor's O-ring seal with clean
engine oil.
b. Install the sensor into the counterbore in the
rear housing. Make sure that the sensor is
properly seated and that the bracket is ush
with the mounting surface. Use the bolt to
secure the bracket to the rear housing.
324 RENR5910-06
c. Make sure that the connector on the engine
harness is in good condition. Connect the
engine harness to the sensor's connector.
Make sure that the mating of the connection
is secure.
Note: It is possible that a diagnostic code is
generated for the engine speed/timing sensor
only when the engine runs at normal operating
temperature.
B. Start the engine. Run the engine at normal
operating temperature.
Expected Result:
The engine operates normally.
Results:
OK The engine operates normally. The initial

diagnostic code was probably caused by a
poor electrical connection in one of the harness
connectors. Resume normal operation. STOP.
Not OK (No Start-Up) The engine did not operate

normally. The engine did not start. A 190-2 or
190-8 diagnostic code was activated. Proceed to
Test Step 6.
Not OK (Shutdown After Warm-Up) The engine

was shut down after normal operating temperature
was achieved. A 190-2 or 190-8 diagnostic code
was activated. Proceed to Test Step 6.
Test Step 6. Switch the Sensor
B. Remove the original engine speed/timing sensor.
Install an engine speed/timing sensor that is
known to be good. Use the following procedure:
a. Lubricate the sensor's O-ring seal with clean
engine oil.
b. Install the sensor into the counterbore in the
rear housing. Make sure that the sensor is
properly seated and that the bracket is ush
with the mounting surface. Use the bolt to
secure the bracket to the rear housing.
c. Make sure that the connector on the engine
harness is in good condition. Connect the
engine harness to the sensor's connector.
Make sure that the mating of the connection
is secure.
C. Switch the 16 amp circuit breaker for the ECM to
the ON position.
D. Prepare to use the Status - Gas Engine Group
1 screen of Cat ET for observation of the engine
speed.
E. Shut OFF the main fuel supply to the engine.
F. Observe the status of the engine speed and turn
the engine control switch to the START position.
G. After the engine speed stabilizes at the normal
cranking speed, turn the engine control switch to
the STOP position.
H. Use the Diagnostics screen of Cat ET to check
for active diagnostic codes.
Expected Result:
When the engine control switch was turned to the
START position, the engine speed accelerated from
0 rpm to an approximate speed of 60 rpm. The
engine speed gradually increased to the normal
cranking speed. When the engine control switch
was turned to the STOP position, the engine speed
returned to 0 rpm when the crankshaft stopped
rotating.
No 190-2 or 190-8 diagnostic code was activated.
Results:
OK The correct engine speed was displayed.

The ECM is receiving a good signal from the engine
speed/timing sensor. No 190-2 or 190-8 diagnostic
code was activated. Switching the sensor resolved
the problem. Resume normal operation. STOP.
Not OK The correct engine speed was not

displayed. A 190-2 or 190-8 diagnostic code was
activated. The wiring and the sensor are apparently
OK. There may be a problem with the ECM.
If the condition is not resolved, temporarily install
the original ECM.
STOP.
RENR5910-06 325
i02885947
Starting - Test
SMCS Code: 1451-038; 1453-038
the prelube pump or if one of the diagnostic codes in
Table 98
444-5 Starter Motor Relay : Current
Below Normal
the starting solenoid for more than ve
seconds.
444-6 Starter Motor Relay : Current
Above Normal
circuit for the starting solenoid for more
than ve seconds.
The code is logged.
The engine will not crank.
The ECM supplies +Battery voltage to the starting
motor's solenoid when the logic determines that it
is necessary. The ECM removes the voltage when
the crank terminate relay is energized. The voltage
is also removed if the customer programmable
Overcrank Time has expired.
to a le.
starting motor's solenoid. The least likely cause is
resolved.
326 RENR5910-06
g01436710
Illustration 248
Schematic for the starting motor's solenoid on the in-line engines
and the vee engines
g01431198
Illustration 249
Terminal Box
ECM OFF.
Inspect.
RENR5910-06 327
g01436714
Illustration 250
P2 ECM terminals that are used by the start circuit on in-line
engines and vee engines
(P2-10) Circuit driver for the starting motor's solenoid
(P2-20) Return
g01436716
Illustration 251
for the starting circuit on the in-line engines
(P5-22) Return
328 RENR5910-06
g01436717
Illustration 252
for the starting circuit on the vee engines
(P6-29) Return
Connector to the starting solenoid

b. Perform a 45 N (10 lb) pull test on each of
the wires that are associated with the starting
motor's solenoid.
for pinch points from the ECM to the starting
motor's solenoid.
Expected Result:
Results:


improper.
Repair: Perform the necessary repairs, when
possible. Replace parts, if necessary.
STOP.
position.
an active 444-5 Starter Motor Relay : Current
Below Normaldiagnostic code.
Note: The 444-5 Starter Motor Relay : Current
Below Normal diagnostic code can only be detected
when the ECM output for the starting solenoid is OFF.
The output is normally OFF when the engine control
If there is an active 444-5 Starter Motor Relay :
Current Below Normal diagnostic code, proceed
to the Results for this Test Step. Otherwise,
continue this procedure.
If there is a 444-6 Starter Motor Relay : Current
Above Normal code, clear the code.
Note: To provide the output for the starting motor's
solenoid, the sequence for engine start-up must be
initiated. Otherwise, a 444-6 Starter Motor Relay :
Current Above Normal diagnostic code cannot be
generated.
D. To prevent the engine from starting, shut the gas
supply OFF.
position for at least 30 seconds. Then turn the
F. Use Cat ET to look for a logged 444-6 Starter
Motor Relay : Current Above Normal diagnostic
code again.
RENR5910-06 329
Expected Result:
position, there was no active 444-5 Starter Motor
After the engine was cranked, there was no logged
444-6 Starter Motor Relay : Current Above Normal
diagnostic code.
Results:

output for the starting motor's solenoid seems to
be OK at this time. The initial diagnostic code was
STOP.
Not OK (444-5 Starter Motor Relay : Current

Below Normal diagnostic code) A 444-5 Starter
Motor Relay : Current Below Normal diagnostic
code was activated. This can be caused by an
actual open circuit or by a short circuit to the
+Battery side. Proceed to Test Step 3.
Not OK (444-6 Starter Motor Relay : Current

Above Normal diagnostic code) After the
engine was cranked, a 444-6 Starter Motor Relay
generated. Proceed to Test Step 8.
the +Battery Side
STOP position.
g00859796
Illustration 253
C. Disconnect the connector from the starting motor's
Expected Result:
Results:

is an open circuit. Proceed to Test Step 5.

Step 4.
Energized Solenoid
330 RENR5910-06
ECM OFF.
g01436716
Illustration 254
(P5-22) Return
g01436717
Illustration 255
(P6-29) Return
the circuit driver for the starting solenoid from
either the P5 or P6 connector on the terminal box.
position.
g00859796
Illustration 256
D. Disconnect the connector from the starting motor's
RENR5910-06 331
Expected Result:
the solenoid is disconnected from either the P5 or the
P6 connector on the terminal box.
Results:

box.
2. Reinstall the removed wire from the connector
on the terminal box. Pull on the wire in order to
verify that the terminal is properly installed.
g01436714
Illustration 257
(P2-20) Return
terminal P2-10.
position.
5. Disconnect the connector from the starting
motor's solenoid. Then reconnect the connector.
energized.
If the solenoid is energized, there is a short in
a connector and/or in the wiring in the terminal
box. Repair the wiring and/or the connector,
when possible. Replace parts, if necessary.
332 RENR5910-06
procedure.
position.
9. Disconnect the connector from the starting
motor's solenoid. Then reconnect the connector.
energized.
with the ECM. Perform the following procedure:
correctly, replace the original ECM.
STOP.

the connector on the terminal box. There is a short
circuit to the +Battery side in the engine harness
between the connector for the solenoid and the
terminal box.
STOP.
ECM OFF.
B. Disconnect the starting motor's solenoid.
g00859796
Illustration 258
position.
Note: The 444-5 Starter Motor Relay : Current
Below Normal diagnostic code can only be detected
when the ECM output for the starting solenoid is OFF.
The output is normally OFF when the engine control
Diagnostic screen of Cat ET to look for a 444-5
Starter Motor Relay : Current Below Normal
diagnostic code.
Expected Result:
A 444-5 Starter Motor Relay : Current Below Normal
diagnostic code was not generated when the jumper
wire was installed.
Results:
OK A 444-5 Starter Motor Relay : Current Below

Normal diagnostic code was not generated when
the jumper wire was installed. The ECM detected
the short at the connector for the starting solenoid.
The harness and the ECM are OK. There is a
RENR5910-06 333
connector.
have damage, moisture, or corrosion.
STOP.
Not OK A 444-5 Starter Motor Relay : Current

Below Normal diagnostic code was generated
when the jumper wire was installed. There may be
an open circuit in the engine harness. Proceed to
Test Step 6.
B. Disconnect either the P5 or P6 connector on
schematic of the circuit. Verify that the P5 or P6
connector does not have damage, moisture, or
corrosion. Make repairs, if necessary.
g01436716
Illustration 259
(P5-22) Return
334 RENR5910-06
g01436717
Illustration 260
(P6-29) Return
C. Reconnect the P5 or P6 connector to the terminal
box.
D. Use a 151-6320 Wire Removal Tool to remove
the circuit driver and return for the starting solenoid
box. Refer to Illustration 248 for a schematic of
the circuit.
E. Install a jumper wire with the appropriate
connectors on the ends into the terminals in order
to create a short in the circuit. Pull on the jumper
wire in order to verify proper installation.
position.
an active 444-5 Starter Motor Relay : Current
Below Normal diagnostic code.
Expected Result:
There is no active 444-5 Starter Motor Relay :
Results:

was no active 444-5 Starter Motor Relay : Current
Below Normal diagnostic code. There is an open
in the harness between the connectors on the
terminal box and the connector for the starting
solenoid.
STOP.

a 444-5 Starter Motor Relay : Current Below
did not detect the jumper wire in the connector on
the terminal box. There is a problem in the terminal
box. Proceed to test Step 7.
ECM OFF.
the jumper wire from the connector on the terminal
box.
C. Reinstall the terminals into the connector for the
terminal box. Make sure that the terminals are
installed into the correct locations. Pull on the
terminals.
corrosion.
RENR5910-06 335
g01436714
Illustration 261
(P2-20) Return
position.
444-5 Starter Motor Relay : Current Below
Normal diagnostic code.
Expected Result:
There is no active 444-5 Starter Motor Relay :
Results:

was no active 444-5 Starter Motor Relay : Current
Below Normal diagnostic code. The ECM detects
the jumper wire at the P2 connector. However,
the ECM did not detect the jumper wire at the
connector on the terminal box. There is an open
circuit between the ECM P2 connector and the
5. Thoroughly inspect the connectors on the
terminal box.
the wires for the starting solenoid between the
P2 connector and the connector on the terminal
box.
If the resistance is less than 5 ohms, the circuit
circuit.
STOP.

a 444-5 Starter Motor Relay : Current Below
did not detect the jumper wire. There is a problem
with the ECM.
336 RENR5910-06
STOP.
Ground
position.
B. Disconnect the starting motor's solenoid.
position.
D. Use Cat ET to clear the logged 444-6 Starter
code.
generated.
main gas supply.
G. Use Cat ET to look for a logged 444-6 Starter
code again.
Expected Result:
A 444-6 Starter Motor Relay : Current Above
Normal was not generated.
Results:
OK When the solenoid was connected, a 444-6

Starter Motor Relay : Current Above Normal
diagnostic code was generated. When the solenoid
was disconnected, no 444-6 Starter Motor Relay
generated. The ECM detected the open at the
connector for the starting solenoid. The wiring
and the ECM are OK. There is a problem with the
solenoid.
have damage and/or corrosion.
STOP.

generated when the solenoid was disconnected.
Terminal Box
ECM OFF.
RENR5910-06 337
g01436716
Illustration 262
(P5-22) Return
g01436717
Illustration 263
(P6-29) Return
the circuit driver and return for the starting solenoid
box. Refer to Illustration 248 for a schematic of
the circuit.
position.
code.
generated.
main gas supply.
338 RENR5910-06
code again.
Expected Result:
A 444-6 Starter Motor Relay : Current Above
Normal was not generated.
Results:
OK A 444-6 Starter Motor Relay : Current Above

Normal diagnostic code was not generated when
the output to the solenoid was disconnected from
the terminal box. There is a short in the harness
between the terminal box and the connector for
the starting solenoid.
the connector on the terminal box. Pull on the
wire in order to verify proper installation of the
terminal.
STOP.

box. There is probably a short circuit to ground in
the terminal box.
Repair: Reinstall the terminal that was removed
from the connector on the terminal box. Pull on
the wire in order to verify proper installation of the
terminal.
ECM OFF.
g01436714
Illustration 264
(P2-20) Return
terminal P2-10.
position.
code.
generated.
main gas supply.
RENR5910-06 339
code again.
Expected Result:
The 444-6 Starter Motor Relay : Current Above
Normal diagnostic code was not generated.
Results:

444-6 Starter Motor Relay : Current Above
Normal diagnostic code was not generated.
However, a short to ground diagnostic code was
box. There is a short in the terminal box between
the ECM connector and the connector on the
terminal box .
2. Reinstall the terminal that was removed into
STOP.
Not OK A 444-6 Starter Motor Relay : Current

Above Normal diagnostic code was generated
when the output to the solenoid was disconnected
from the ECM P2 connector. There seems to be a
2. Reinstall the terminal that was removed into
STOP.
i02901618
Wastegate - Test
SMCS Code: 1057-038
system if a problem is suspected with the wastegate's
solenoid or if one of the diagnostic codes in Table
99 is active.
340 RENR5910-06
Table 99
526-5 Turbo Wastegate Drive : Current
Below Normal
Electronic Control Module (ECM) detects
no current from the actuator or a current
that is less than the normal level.
526-6 Turbo Wastegate Drive : Current
Above Normal
The code is logged.
The ECM controls the wastegate actuator by
adjusting the current ow through the actuator's
solenoid.
with an electrical connector or with the wiring. The
next likely cause is a problem inside the actuator
solenoid. The least likely cause is a problem with the
ECM.
to a le.
resolved.
g01444497
Illustration 265
Schematic of the circuit for the wastegate actuator
RENR5910-06 341
g01431198
Illustration 266
Terminal Box
OFF.
Inspect.
g01444485
Illustration 267
P2 ECM terminals that are used by the solenoid for the wastegate
(P2-8) Wastegate actuator's circuit driver
(P2-9) Return
342 RENR5910-06
g01444489
Illustration 268
Terminal locations on the P5 connector that are used by the
solenoid for the wastegate on vee engines
(P5-39) Return
g01444487
Illustration 269
Terminal locations on the P6 connector that are used by the
solenoid for the wastegate on in-line engines
(P6-13) Return
RENR5910-06 343
g01444582
Illustration 270
Typical view of the wastegate that is mounted on a vee engine
(8) Solenoid for the wastegate actuator
(9) Solenoid's connector
(A) Wastegate actuator's circuit driver
(B) Return
g01444494
Illustration 271
Typical view of the wastegate that is mounted on an in-line engine
(10) Wastegate actuator
(AA) Connectors for the wastegate actuator
(A) Wastegate actuator's circuit driver
(B) Return
connectors:
Connectors for the wastegate actuator

a. Check the torque of the Allen head screw for
the ECM connector and for the connectors on
the terminal box. Refer to Troubleshooting,
torque values.
that are associated with the circuit for the
wastegate actuator.
c. Thoroughly inspect the connectors for the
wastegate actuator for moisture and for
contamination. Check the harness and wiring
for abrasion and for pinch points from the
wastegate actuator to the ECM.
Expected Result:
344 RENR5910-06
Results:


improper.
STOP.
Codes
D. If a 526-5 and/or 526-6 diagnostic code is logged,
clear the code.
G. Determine if the problem is related to an open
position.
Expected Result:
Results:

STOP.


for the Wastegate Actuator's Solenoid in
the OFF position.
C. Disconnect the connector for the wastegate
actuator's solenoid.
clear the code.
position.
Expected Result:
the wastegate actuator's solenoid.
Results:

are OK.
Repair: Temporarily connect a new wastegate
actuator's solenoid to the harness, but do not
install the new wastegate actuator's solenoid.
Verify that there are no active diagnostic codes
for the wastegate actuator's solenoid. If there
STOP.
RENR5910-06 345

remains active when the connector for the
wastegate actuator's solenoid is disconnected.
There is a short circuit between the harness
connector for the solenoid and the ECM. Proceed
to Test Step 4.
for the Wastegate Actuator's Solenoid at
the Terminal Box in Order to Create an
Open Circuit
the OFF position.
C. Disconnect the connector for the wastegate
actuator's solenoid at the terminal box. Determine
the correct wire terminals for your application.
Refer to Illustration 265.
D. Remove the wires for the wastegate actuator's
solenoid from the connector on the terminal box in
order to create an open circuit.
F. If a 526-5 and/or 526-6 diagnostic code is logged,
clear the code.
position.
Expected Result:
the wastegate actuator's solenoid.
Results:

box and the connector for the wastegate actuator's
STOP.

box for the wastegate actuator's solenoid is
disconnected. There is a short circuit between the
terminal box and the ECM. Proceed to Test Step 7.
Connector for the Wastegate Actuator's
Solenoid
the OFF position.
connector for the wastegate actuator's solenoid.
Crimp connector pins to each end of the jumper
wire.
D. Install the jumper wire between terminal A
(wastegate actuator's solenoid) and terminal
B (solenoid return) on the harness side of the
connector.
F. If a 526-5 and/or 526-6 diagnostic code is logged,
clear the code.
position.
Expected Result:
346 RENR5910-06
Results:

Repair: Temporarily connect a new solenoid for
the wastegate actuator to the harness, but do not
STOP.

circuit is between the ECM and the connector for
the wastegate actuator's solenoid. There may be a
Wastegate Actuator's Solenoid
the OFF position.
connector for the wastegate actuator's solenoid
on the terminal box. Crimp connector pins to each
D. Disconnect the connector at the terminal box for
the wastegate actuator's solenoid. Determine the
correct wire terminals for your application. Refer
to Illustration 265.
E. Remove the wires for the wastegate actuator's
solenoid from the connector on the terminal box.
Install the jumper wire between the circuit driver
for the wastegate actuator's solenoid and the
return for the wastegate actuator's solenoid on the
ECM side of the connector.
F. Reconnect the connector.
G. Switch the 16 amp circuit breaker for the ECM ON.
H. If a 526-5 and/or 526-6 diagnostic code is logged,
clear the code.
I. Turn the engine control switch to the START
J. Observe the Active Diagnostic screen on Cat ET.
position.
L. Return all the wiring to the original conguration.
Expected Result:
Results:

the ECM is OK.
box and the connector for the wastegate actuator's
STOP.

ECM
the OFF position.
C. Disconnect the J2/P2 ECM connector.
D. Fabricate two jumper wires that are long enough
to create a short between two terminals of the
end of each of the jumper wires.
E. Remove the wire from terminal location P2-8
(wastegate actuator solenoid) at the ECM
connector. Install one of the jumper wires into this
terminal location.
F. Remove the wire from terminal location P2-9
RENR5910-06 347
H. Create an open at the ECM:
engine ground.
ON.
c. If a 526-5 and/or 526-6 diagnostic code is
codes.
position.
I. Create a short at the ECM:
a. Create a short between the jumper wires for
the wastegate actuator's solenoid at the ECM
connector.
codes.
position.
J. Restore all wiring to the original conguration.
Expected Result:
the jumper wires create an open circuit. A short circuit
diagnostic code (-6) is active when the jumper wires
for the wastegate actuator's solenoid are shorted
together.
Results:

and the connectors on the terminal box. There may
be a problem in one of the connectors. Repair the
connectors or wiring and/or replace the connectors
or wiring.
STOP.

procedure:
the original ECM.
STOP.
348 RENR5910-06
Service
i02477528
Customer Passwords
SMCS Code: 0785; 1900
Certain monitoring system parameters and system
conguration parameters may be protected with
customer passwords. Use of the passwords helps
to prevent free access to the modication 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/Conguration screen of the
Caterpillar Electronic Technician (ET).
2. Highlight the Customer Password #1 parameter.
Click on the Change button in the lower right
corner of the screen.
Note: Be sure to record the customer passwords.
Store the passwords securely. The passwords can
have a maximum of eight characters. Alphanumeric
characters may be used. The passwords are case
sensitive.
3. Enter the password in the Change Parameter
Value dialog box and click on the OK button.
4. Highlight the Customer Password #2 parameter.
Click on the Change button in the lower right
corner of the screen.
5. Enter the password in the Change Parameter
Value dialog box and click on the OK button.
The passwords are now programmed into the
memory of the Electronic Control Module (ECM).
Make a copy of Illustration 272 and record your
passwords. Store the passwords securely.
g01237282
Illustration 272
i03924612
Factory Passwords
SMCS Code: 0785; 1900
Note: Factory passwords are only available to
service technicians from an authorized Caterpillar
Dealership. Customers of Caterpillar do not have
access to the Caterpillar Feature Protection System
(FPS).
Factory passwords are necessary to authorize
access to certain screens in Caterpillar Electronic
Technician (ET). Factory passwords are also used
to access specic conguration parameters in the
Electronic Control Module (ECM). If you change
parameters that require factory passwords, the Enter
Factory Passwords dialog box will automatically be
displayed. This dialog box indicates that a factory
password must be obtained before the change can
be made.
A hyperlink is available at the bottom of the dialog
box that will simplify the entry of ECM information
into the FPS. In order to use this hyperlink, the
Personal Computer (PC) that is running Cat ET must
be connected to the Internet. When the hyperlink is
selected, the ECM information will automatically be
transferred to the entry screen on the Caterpillar FPS.
If the PC that is running Cat ET is not connected
to the Internet, you may save the ECM information
to a le. This le can be opened when the PC is
connected to the Internet and a hyperlink will be
displayed. When you select the hyperlink, the ECM
information will automatically be transferred to the
entry screen that is on the Caterpillar FPS.
Factory passwords may be required to perform each
of the following functions in Cat ET:
ECM Replacement When an ECM is replaced,
the system conguration parameters must be
programmed into the new ECM. The new ECM will
allow specic parameters to be programmed once
without the use of factory passwords. Parameters
that are protected by factory passwords may require
that you obtain factory passwords during an ECM
replacement.
RENR5910-06 349
Rerate Engine Power An engine power rerate
may require changing the interlock code, which is
protected by factory passwords.
Software Enabled Attachments Your application
may have special features that can be enabled with
Cat ET. This customized software is available to
provide enhanced operation for your application.
These features may also require the installation of
additional hardware on the application. A cost may be
associated with these software enabled attachments.
Factory passwords are necessary to enable this
software.
Customer passwords Factory passwords are
required in order to restore customer passwords
and factory passwords are required in order to reset
customer passwords.
Set Conguration parameters Factory
passwords are required in order to modify specic
conguration parameters. Refer to Troubleshooting,
Conguration Parameters for details that are related
to the parameters for your application.
If factory passwords are needed in order to change a
parameter, Cat ET will prompt you for the password
when the change is attempted. Newer versions of
Cat ET display an icon of a padlock that is used to
indicate that a parameter requires a factory password
for modication.
Clear engine events and certain diagnostic
codes Some engine events require factory
passwords in order to clear the code from ECM
memory. For example, factory passwords must be
obtained in order to clear a code that is related to
an engine overspeed condition. Clear these codes
only when you are certain that the problem has been
corrected.
i02826488
ECM Will Not Accept Factory
Passwords
SMCS Code: 0785; 1901
Probable Causes
One of the following items may not be recorded
correctly on the Caterpillar Electronic Technician
(ET):
Passwords
Serial numbers
Total tattletale
Reason code
Recommended Actions
1. Verify that the correct passwords were entered.
Check every character in each password. Remove
the electrical power from the engine for 30
seconds and then retry.
2. Verify that Cat ET is displaying the Enter Factory
Passwords dialog box.
3. Use Cat ET to verify that the following information
has been entered correctly:
Engine serial number
Serial number for the electronic control module
Serial number for Cat ET
Total tattletale
Reason code
For additional information, refer to Troubleshooting,
Factory Passwords.
i02916572
Electronic Service Tool Does
Not Communicate
SMCS Code: 0785; 1900
Use this procedure to solve communication problems
between Caterpillar Electronic Technician (ET) and
the Electronic Control Module (ECM). Cat ET must
communicate with the ECM in order to fully service
the engine.
There is a Power indicator on the communication
adapter that indicates that the communication
adapter is receiving power. An indicator on the
communication adapter indicates that communication
is occurring on the data link. Cat ET displays a
message if Cat ET can not communicate with the
data link.
The following conditions can cause a communication
problem:
Cat ET
Communication adapter and/or cables
Conguration for the communications adapter
Electrical power supply to the service tool

connector
Cat Data Link

350 RENR5910-06
This procedure determines the root cause of failure
to communicate on the data link.
Test Step 1. Verify that the Newest
Version of Cat ET is Being Used
Check the version of Cat ET. Cat ET must be the
newest version.
Expected Result:
Cat ET is the most current version.
Results:
OK Cat ET is the most current version. Attempt

to establish communication. Continue with this
procedure if the communication adapter does not
communicate.
Not OK Cat ET is an old version.

Repair: Download the newest version of Cat ET.
Attempt to establish communication. Continue with
this procedure if the communication adapter does
not communicate.
Test Step 2. Verify that the Correct
Communication Adapter and Cables are
Being Used
Refer to Troubleshooting, Electronic Service Tools
in order to determine the correct communication
adapter and cables.
Expected Result:
The correct communication adapter and cables are
used.
Results:
OK The correct communication adapter and

cables are being used. Attempt to establish
communication. Continue with this procedure if the
communication adapter does not communicate on
the data link.
Not OK An incorrect communication adapter or

cable was being used.
Repair: Connect the correct communication
adapter or cable. Refer to Troubleshooting,
Electronic Service Tools, if necessary.
Attempt to establish communication. Continue with
this procedure if the communication adapter does
not communicate on the data link.
Test Step 3. Verify that Cat ET is
Congured Correctly
Cat ET must be congured correctly in order to
communicate. Perform the following procedure:
A. Click on the Utilities menu.
B. Click on the Preferences menu.
C. Select the Communications tab.
D. Verify that Caterpillar Communications Adapter II
(Serial IP) is selected.
If Caterpillar Communications Adapter II (Serial
IP) is not an option for selection, the rmware for
the communications adapter must be updated.
Update the communication adapter's rmware by
using the Comm Adapter II Toolkit. Then, select
the Caterpillar Communications Adapter II (Serial
IP) option.
Continue with this procedure.
E. Check for any hardware that is utilizing the
same port as the communications adapter. If any
devices are congured to use the same port, exit
or close the software programs for that device.
Note: The most commonly used port is COM 1.
F. Click OK.
Note: Cat ET must reconnect in order for any
changes to be used. Electronically disconnect Cat
ET if changes were made to any of the settings
for communications. Electronically connect Cat ET.
Attempt to establish communication. Observe the
indicator on the communications adapter.
Expected Result:
Cat ET communicates.
Results:
OK Cat ET communicates. STOP.
Not OK Cat ET does not communicate. The

Power indicator is not illuminated. Proceed to
Test Step 4.
Not OK Cat ET does not communicate. The

Power indicator is illuminated. Proceed to Test
Step 5.
RENR5910-06 351
Test Step 4. Check the Electrical Power
to the Communications Adapter
g01350067
Illustration 273
Power terminals on the service tool connectors.
(A) +Battery
(B) Battery
A. Refer to Illustration 273. Check for battery voltage
at the service tool connector.
Expected Result:
Battery voltage is not present at the service tool
connector.
Results:
OK Battery voltage is not present at the service

tool connector.
Repair: Inspect the wiring and fuses. Determine
the cause of the missing voltage. Make the
necessary repairs.
Attempt to establish communication after the
electrical power is at the service tool connector.
Proceed to Test Step 5 if the service tool does not
communicate.
Not OK Battery voltage is present at the service

tool connector.
Repair: Verify that the cable between the service
tool connector and the communication adapter is
OK. Replace the cable, if necessary.
Replace the communication adapter if the following
conditions are true:
There is power at the cable's Data Link

connector.
The communication adapter's Power indicator

is not illuminated.
STOP.
Test Step 5. Check the Service Tool
Connector
A. Perform a visual inspection of the wiring to the
service tool connector. Look for these problems:
Harness damage that is caused by chang
Harness damage that is caused by excessive

heat
B. Inspect the service tool connector. Pull on each
wire that is associated with the data link. This
veries that each wire is properly attached to the
terminal and that the terminal is properly inserted
into the connector.
Repair any wiring problems. Attempt to establish
communication after the wiring has been repaired.
Expected Result:
The harness for the service tool is OK.
Results:
OK The harness for the data link is OK.

Repair: Test the circuit for the Cat Data Link.
STOP.
i04031976
ECM Software - Install
SMCS Code: 1901-591; 7620-012
system if the diagnostic code in 100 is active.
Table 100
CDL Code
Conditions
which
Generate
this Code
System
Response
Procedure
253-2
Personality
Module
: Erratic,
Intermittent,
or Incorrect
The ash
le is for
a different
engine
family or for
a different
engine
application.
The engine
will not start.
Clearing
this
diagnostic
code
requires
factory
passwords.
The
personality
module
code must
be reset to
zero.
Programthe
correct ash
le.
352 RENR5910-06
Flash Programming A method of programming or
updating the ash le in an engine Electronic Control
Module (ECM).
Caterpillar Electronic Technician (ET) is used to ash
program a le into the memory of the engine ECM.
Note: Customer versions of Cat ET do not have
the capability for ash programming. Contact your
Caterpillar Dealer for assistance.
If you do not have the ash le, use the Flash File
Search tool on the Service Technician Workbench
(STW) to obtain the ash le for your engine.
Alternatively, use the Service Software Files feature
on SIS Web to obtain the ash le for your engine.
You must have the engine serial number in order to
search for the ash le. After locating the correct
ash le, download the ash le to your PC. Write
down the name of the ash le for future reference.
Installing a Flash File
1. Establish communication between Cat ET and the
engine ECM.
2. Select WinFlash from the Utilities menu on Cat
ET.
Note: If WinFlash will not communicate with the
ECM, refer to Troubleshooting, Electronic Service
Tool Does Not Communicate.
3. Program the ash le into the ECM.
a. Select the engine ECM under the Detected
ECMs.
b. Press the Browse button in order to select the
name of the ash le that will be programmed
into the ECM.
c. When the correct ash le is selected, press
the Open button.
d. Verify that the File Values match the
application. If the File Values do not match
the application, obtain the correct ash le.
e. When the correct ash le is selected, press
the Begin Flash button.
f. Cat ET will indicate when ash programming
has been successfully completed.
4. Start the engine and check for proper operation.
Troubleshoot any active diagnostic or event
codes. Perform any necessary repairs.
WinFlash Error Messages
If you receive any error messages during ash
programming, click on the Cancel button in order
to stop the process. Access the information about
the ECM Summary under the Information menu.
Ensure that you are programming the ECM with the
correct le for your engine.
i02916593
ECM - Replace
SMCS Code: 1901-510
The Electronic Control Module (ECM) contains no
moving parts. Failure of the ECM is unlikely. Before
you replace an ECM, follow the troubleshooting
procedures in this manual in order to be sure that
replacement of the ECM will correct the problem.
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 Conguration/ECM
Replacement function of Caterpillar Electronic
Technician (ET).
Save the le. You can select Load from ECM.
You may also select the Print function in order to
obtain a paper copy of the parameter settings.
Note: Before you replace an ECM, record all of the
logged events.
a. Connect Cat ET with the communications
adapter. Select the Service/Copy
Conguration/ECM Replacement screen from
the pull-down menu.
Cat ET will load the conguration parameters
and the monitoring system parameters of the
suspect ECM.
RENR5910-06 353
b. Select Load from ECM from the Cat ET
screen. Select the suspect ECM and select
OK.
After the loading is complete, Cat ET will
display this message: The data has been
successfully loaded from the ECM. Select
OK.
c. Select File/Disconnect F8 from the pull-down
menu.
Note: Do not terminate Cat ET.
2. Replace the ECM.
OFF/RESET position.
g00842215
Illustration 274
(1) ECM Connector P2
(2) ECM Connector P1
(3) 16 Amp Circuit Breaker
(4) Mounting nut
(5) Ground Strap
b. Switch the 16 amp circuit breaker (3) for the
c. Use a 4 mm Allen wrench to disconnect
connectors (P1) and (P2).
d. Remove mounting nut (4) in order to disconnect
the ground strap (5). Remove the three
remaining mounting nuts.
Note: Rubber grommets behind the ECM are held in
place by the mounting studs. The grommets help to
reduce vibration. The grommets may fall when the
ECM is removed. Be sure not to lose the grommets.
e. Remove the ECM from the terminal box.
3. Install the replacement ECM.
a. Use the mounting hardware to install the new
ECM. Use a mounting nut to fasten the ground
strap for the ECM to the upper left mounting
stud. Then install the other three mounting
nuts.
Check the mounting hardware and the ECM for
correct installation. A correctly installed ECM
will move slightly on the rubber grommets.
If the ECM cannot move slightly on the
grommets, check that the washers, spacers,
and grommets are positioned correctly.
b. Use a 4 mm Allen wrench to connect the P1
and P2 connectors to the ECM. Tighten the
screws to a torque of 6 1 Nm (55 9 lb in).
4. Program the conguration parameters and
the monitoring system parameters into the
replacement ECM.
a. Switch circuit breaker (3) to the ON position.
b. Turn the engine control switch to the STOP
position.
c. Select File/Select ECM from the pull-down
menu.
d. Select the replacement ECM and click OK.
e. Select Service/Copy Conguration/ECM
Replacement from the pull-down menu. Click
OK on the window.
f. Select Program ECM from the screen. Select
the replacement ECM and click OK. If the
correct ECM is shown, select Yes.
g. After the loading is complete, a window with
the message Programming Conict 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 rst six hours
of operation. After six hours, factory passwords
are required for changing the parameters that are
normally protected with factory passwords.
354 RENR5910-06
i02894597
Control Module - Replace
(ICSM)
SMCS Code: 1901-510
The diagnostic code that is listed in Table 101 is for
the in-line engines. The diagnostic codes that are
listed in Table 102 are for the vee engines.
Table 101
591-12 EEPROM checksum fault or
ECM not programmed
The Integrated Combustion Sensing
Module (ICSM) detects a problem within
the EPROM circuit.
code is logged.
The ICSM may not function. If the
ICSM does not function, the engine is
shut down.
Table 102
253-2 Personality Module : Erratic,
The software in the right side ICSM
does not match the software in the left
side ICSM.
code is logged.
591-12 EEPROM checksum fault or
ECM not programmed
An ICSM detects a problem within the
EPROM circuit.
code is logged.
An ICSM may not function. If an ICSM
does not function, the engine is shut
down.
Note: The ICSM contains no moving parts. Failure
of the ICSM is unlikely. Before you replace an ICSM,
load the ash le for the ICSM in order to be sure
that the ash le is not the problem.
Use the following guidelines to verify that the suspect
ICSM is the cause of the problem:
Install a test ICSM in place of the suspect ICSM.
Transfer the software from the suspect ICSM to
the test ICSM. Program all the parameters for the
test ICSM in order to match the parameters of the
suspect ICSM. The parameters must match. Refer
to the following steps for details on programming the
parameters.
If the test ICSM resolves the problem, reconnect the
suspect ICSM. Verify that the problem recurs. If the
problem recurs, replace the suspect ICSM with the
test ICSM.
Use the following procedure to replace the ICSM:
Note: If the parameters cannot be read from the
suspect ICSM, the parameters must be obtained
from records or from the factory.
1. Use the Service/Copy Conguration/ECM
Replacement function of Caterpillar Electronic
Technician (ET) in order to transfer the software
from the suspect ICSM.
You may also select the Print function in order to
obtain a paper copy of the parameter settings.
Note: Before you replace an ICSM, record all of the
logged events.
a. Connect Cat ET with the communications
adapter. Select Service/Copy
Conguration/ECM Replacement from
the pull-down menu.
Cat ET will load the conguration parameters
and the monitoring parameters from the ECM.
b. Select Load from ECM in the lower left corner
of the screen. Select the suspect ICSM and
select OK.
After the loading is complete, Cat ET will
display this message: The data has been
successfully loaded from the ECM. Select
OK.
RENR5910-06 355
c. Select File/Disconnect F8 from the pull-down
menu.
Note: Do not exit from Cat ET.
2. Replace the ICSM.
OFF/RESET position.
g00842289
Illustration 275
16 amp circuit breaker for the ECM
to the OFF position.
g00842252
Illustration 276
(1) 20 pin connector for the thermocouples
(2) 14 pinconnector to the terminal box
(3) Bolt
c. Disconnect the 20 pin connector (1) and the 14
pin connector (2) from the ICSM. Remove four
bolts (3) in order to remove the cover.
Note: Rubber grommets for the ICSM are held in
place on the mounting studs. The grommets help to
reduce vibration. The grommets may fall when the
ICSM is removed. Be sure not to lose the grommets.
Note: A ground strap is connected with one of the
mounting bolts.
g00842267
Illustration 277
(4) Connectors for the sensors
(5) Mounting bolts
(6) Ground strap
d. Disconnect connectors (4) for the sensors from
the ICSM. Remove four mounting bolts (5).
Detach ground strap (6).
3. Install the replacement ICSM. Orient the 20 pin
connector to the upward position.
a. Use the mounting hardware to install the new
ICSM. Be sure to install ground strap (6).
Check the mounting hardware and the ICSM for
correct installation. A properly installed ICSM
will move slightly on the rubber grommets. If the
ICSM cannot move slightly on the grommets,
check that the washers and grommets are
positioned correctly.
b. Connect connectors (4) for the sensors to the
ICSM.
c. Connect the 20 pin connector (1) and the 14
pin connector (2) to the ICSM.
d. Install the cover and four bolts (3).
4. Program the conguration parameters and
the monitoring system parameters into the
replacement ICSM.
ON.
b. Turn the engine control switch to the STOP
position.
c. Select File/Select ECM from the pull-down
menu of Cat ET.
d. Select the Replacement ICSM and click OK.
e. Select Service/Copy Conguration/ECM
Replacement from the pull-down menu. Click
OK on the window.
356 RENR5910-06
f. Select Program ECM from the lower left
corner of the screen. Select the replacement
ICSM and click OK.
g. After the loading is complete, a window with the
message Programming Complete will appear.
Select OK.
Note: When you program a new ICSM, factory
passwords are not required. Also, the ICSM does not
require calibration.
i02614068
Electrical Connectors - Inspect
SMCS Code: 7553-040-WW
Most electrical problems are caused by poor
connections. The following procedure will assist in
detecting problems with connectors and with wiring.
If a problem is found correct the condition and verify
Intermittent electrical problems are sometimes
resolved by disconnecting and reconnecting
connectors. It is very important to check for diagnostic
codes immediately before disconnecting a connector.
Also check for diagnostic codes after reconnecting
the connector. If the status of a diagnostic code is
changed due to disconnecting and reconnecting a
connector, there are several possible reasons. The
likely reasons are loose terminals, improperly crimped
terminals, moisture, corrosion, and inadequate
mating of a connection.
Follow these guidelines:
Always use a 1U-5804 Crimp Tool to service

Deutsch HD and DT connectors. Never solder the
terminals onto the wires. Refer to SEHS9615,
Servicing Deutsch HD and DT Style Connectors.
Always use a 147-6456 Wedge Removal Tool

in order to remove wedges from DT connectors.
Never use a screwdriver to pry a wedge from a
connector.
Always use a breakout harness for a voltmeter

probe or a test light. Never break the insulation
of a wire in order to access to a circuit for
measurements.
If a wire is cut, always install a new terminal for

the repair.
The connection of any electrical equipment and
the disconnection of any electrical equipment may
cause an explosion hazard which may result in in-
jury or death. Do not connect any electrical equip-
ment or disconnect any electrical equipment in an
explosive atmosphere.
1. Determine If The Problem Is Intermittent.
If the problem is intermittent, attempt to test
the circuit before you disconnect any electrical
connectors. This helps identify the root cause of
intermittent problems.
The Wiggle Test on the Caterpillar Electronic
Technician (ET) may be able to test the circuit.
Refer to the documentation that accompanies Cat
ET.
Perform the wiggle test on the circuit, when
possible. Otherwise, continue with this procedure.
2. Check the Connectors for Moisture and For
Corrosion.
g01131211
Illustration 278
Leaky seal at the connector (typical example)
a. Inspect all wiring harnesses. Ensure that
the routing of the wiring harness allows the
wires to enter the face of each connector at
a perpendicular angle. Otherwise, the wire
will deform the seal bore. Refer to Illustration
278. This will create a path for the entrance of
moisture. Verify that the seals for the wires are
sealing correctly.
RENR5910-06 357
g01131276
Illustration 279
Diagram for the installation of a connector plug (typical example)
(1) Electronic Control Module (ECM) connector
(2) Correctly inserted plug
(3) Incorrectly inserted plug
b. Ensure that the sealing plugs are in place. If
any of the plugs are missing, replace the plug.
Ensure that the plugs are inserted correctly into
the connector. Refer to Illustration 279.
g01131019
Illustration 280
Seal for a three-pin connector (typical example)
g01131165
Illustration 281
Seal for ECM connector (typical example)
c. Disconnect the suspect connector and inspect
the connector seal. Ensure that the seals are
in good condition. If necessary, replace the
connector.
d. Thoroughly inspect the connectors for evidence
of moisture entry.
Note: It is normal to see some minor seal abrasion
on connector seals. Minor seal abrasion will not allow
the entry of moisture.
If moisture or corrosion is evident in the
connector, the source of the moisture entry
must be found and the source of the moisture
entry must be repaired. If the source of the
moisture entry is not repaired, the problem will
recur. Simply drying the connector will not x
the problem. Check the following items for the
possible moisture entry path:
Missing seals
Improperly installed seals
Nicks in exposed insulation
Improperly mated connectors

Moisture can also travel to a connector through
the inside of a wire. If moisture is found in a
connector, thoroughly check the connector's
harness for damage. Also check other
connectors that share the harness for moisture.
Note: The ECM is a sealed unit. If moisture is found
in an ECM connector, the ECM is not the source of
the moisture. Do not replace the ECM.
358 RENR5910-06
3. Check the Wires for Damage to the Insulation.
a. Carefully inspect each wire for signs of
abrasion, of nicks, and of cuts.
Inspect the wires for the following conditions:
Exposed insulation
Rubbing of a wire against the engine
Rubbing of a wire against a sharp point

b. Check all of the wiring harness fasteners in
order to verify that the harness is properly
secured. Also check all of the fasteners in order
to verify that the harness is not compressed.
Pull back the harness sleeves in order to check
for a attened portion of wire. A fastener that
has been overtightened attens the harness.
This damages the wires that are inside the
harness.
4. Inspect the Connector Terminals.
Visually inspect each terminal in the connector.
Verify that the terminals are not damaged.
Verify that the terminals are properly aligned in
the connector and verify that the terminals are
properly located in the connector.
5. Perform a Pull Test on Each Wire Terminal
Connection.
g01131435
Illustration 282
Receptacle lock wedge (typical example)
a. Ensure that the locking wedge for the connector
is installed properly. Terminals cannot be
retained inside the connector if the locking
wedge is not installed properly.
b. Perform the 45 N (10 lb) pull test on each
wire. Each terminal and each connector should
easily withstand 45 N (10 lb) of tension and
each wire should remain in the connector
body. This test checks whether the wire was
properly crimped in the terminal and whether
the terminal was properly inserted into the
connector.
6. Check Individual Pin Retention into the Socket.
g01131604
Illustration 283
Diagram for testing pin retention (typical example)
a. Verify that the sockets provide good retention
for the pins. Insert a new pin into each socket
one at a time in order to check for a good grip
on the pin by the socket.
7. Check the Locking Mechanism of the
Connectors.
a. Ensure that the connectors lock properly. After
locking the connectors, ensure that the two
halves cannot be pulled apart.
b. Verify that the latch tab of the connector is
properly latched. Also verify that the latch tab
of the connector returns to the locked position.
8. Check the Allen Head Screws on the
Connectors.
Visually inspect the allen head screws for the
ECM connectors. Ensure that the threads on each
allen head screw are not damaged.
a. Connect the ECM connectors.
RENR5910-06 359
g01132827
Illustration 284
Allen head screw for the 120 pin ECM connector (typical example)
b. Torque the allen head bolt for the 120 pin ECM
connector to 7.0 0.5 Nm (60 4 lb in).
g01132849
Illustration 285
c. Torque the allen head screw for the 70
pin ECM connector to 6.0 + 1.5 - 1.0 Nm
(55 + 13 - 9 lb in).
g01132863
Illustration 286
d. Torque the allen head screw for the 40 pin ECM
e. Connect the customer connector.
g01133047
Illustration 287
Allen head screw for the 40 pin customer connector and the 70 pin
customer connector (typical example)
f. Torque the allen head screw for the 40 pin
customer connector and the 70 pin customer
i02511119
Unburned Gas - Purge
SMCS Code: 1088-542
The following events cause unburned gas to remain
in the air inlet and in the exhaust manifold:
Emergency stop
Engine overspeed
The gas shutoff valve is commanded to close and

the gas shutoff valve does not close.
Unsuccessful successive attempts to start the

engine
Unburned gas may remain in the air inlet and exhaust
system after several unsuccessful attempts to start
the engine. The unburned gas may increase to a
concentration that may ignite during a successive
attempt to start the engine.
Perform the following procedure in order to purge
the unburned gas:
1. If the Caterpillar Electronic Technician (ET) is not
connected to the engine, connect Cat ET to the
engine.
2. Verify that the value of the Engine Purge Cycle
parameter is equal to ten seconds less than the
value of the Crank Cycle parameter.
360 RENR5910-06
3. Set the engine control to the START mode.
The engine will crank for the Engine Purge
Cycle Time. Then, the gas shutoff valve will be
energized and the ignition will be enabled. The
engine will start.
4. Continue with your previous procedure.
i02916707
Air/Fuel Pressure Module -
Calibrate
SMCS Code: 1278-524; 1900-524
Perform this procedure if the following diagnostic
code is active.
Table 103
Calibration Required
The calibration offset value for the fuel
pressure is outside the acceptable range
for the sensor.
The engine will not start. The code
is logged.
Systems Operation
When the engine control is powered up the
Electronic Control Module (ECM) will verify that the
calibration offset value is within the accepted range
of 3 to 3 kPa ( 0.4351 psi). If the calibration offset
value for the fuel pressure is outside the accepted
range, the diagnostic code 94-13 will be activated
and the engine will not start.
The diagnostic code is logged. The ECM does not
need to be reset in order to clear the code. A valid
calibration value will be required in order to operate
the engine. The 94-13 code will be cleared upon valid
calibration.
Procedure for Calibration of the Air/Fuel
Pressure Module
1. Verify that the fuel shutoff valve is closed.
2. Turn the engine control switch to the STOP
position.
3. Access the Air Pressure Module Calibration
procedure in Caterpillar Electronic Technician
(ET). This is located under the Service pull-down
menu under Calibrations.
4. Open the ports to the air/fuel pressure module by
disconnecting the air lines and the fuel lines from
the pressure module. Ensure that the ports are
open to atmospheric pressure.
5. Press the OK button in order to continue.
6. Press the next button in order to start the
calibration procedure.
Note: You must wait for the next window in order to
continue the calibration procedure.
a. The engine control switch must be in the STOP
position.
b. The engine speed must be 0 rpm.
7. Enter the Atmospheric Pressure Sensor
Calibration Value. This value is the Actual Air
Pressure that is shown on the Cat ET screen.
8. Press the OK button in order to continue.
9. If the calibration is a success, press the Finish
button in order to complete the calibration
procedure. Reconnect the air lines and the fuel
lines to the pressure module and resume normal
operation.
Note: The ECM will perform the required
measurement of the pressure in order to calculate the
calibration offset value. This calibration offset value
will be subtracted from all subsequent readings of the
fuel differential pressure. If this value is greater than
3 kPa (0.4351 psi) or less than 3 kPa (0.4351 psi)
the calibration will fail and the ECM will not clear the
94-13 active diagnostic code.
RENR5910-06 361
10. If the calibration fails, verify that both the air and
the fuel ports of the pressure module are open to
atmospheric pressure and repeat the calibration
procedure. If the pressure module cannot be
calibrated within the specication after three
calibration attempts, the module must be replaced.
362 RENR5910-06
Index Section
Index
A
Air Starting Motor Problem.................................... 67
Probable Causes ............................................... 67
Recommended Actions...................................... 67
Air/Fuel Pressure Module - Calibrate .................. 360
Systems Operation .......................................... 360
Air/Fuel Pressure Module - Test ........................... 119
C
Choke Actuator - Test .......................................... 127
Circuit Tests.......................................................... 119
Component Location ............................................. 18
Conguration Parameters...................................... 30
Air/Fuel Ratio Control......................................... 32
Conguration Parameters.................................. 30
Default Settings of the Conguration
Parameters....................................................... 36
Governing of the Air/Fuel Ratio Control and of the
Engine Speed................................................... 31
Information for the ECM..................................... 36
Speed Control .................................................... 33
Start/Stop Control Parameters........................... 35
Control Module - Replace (ICSM) ....................... 354
Coolant Flow Is Low.............................................. 68
Probable Causes ............................................... 68
Coolant Level Is Low............................................. 69
Probable Causes ............................................... 69
Coolant Pressure Is High....................................... 69
Probable Causes ............................................... 70
Coolant Pressure Is Low ....................................... 70
Probable Causes ............................................... 71
Coolant Temperature Is High................................. 71
Probable Causes ............................................... 72
Coolant Temperature Is Low.................................. 73
Probable Causes ............................................... 74
Crankcase Pressure Is High.................................. 74
Probable Causes ............................................... 74
Customer Passwords .......................................... 348
Cylinder Combustion - Test ................................. 134
Cylinder Firing Signal - Test................................. 142
Cylinder Is Noisy.................................................... 75
Probable Causes ............................................... 75
D
Detonation - Test ................................................. 158
Detonation Occurrence.......................................... 76
Probable Causes ............................................... 77
Recommended Repairs ..................................... 77
Diagnostic Capabilities .......................................... 25
Diagnostic Codes............................................... 25
Diagnostic Trouble Codes ..................................... 39
Active Diagnostic Codes.................................... 49
Diagnostic Codes............................................... 48
Logged Diagnostic Codes.................................. 50
E
ECM - Replace .................................................... 352
ECM Software - Install ......................................... 351
Installing a Flash File ....................................... 352
ECM Will Not Accept Factory Passwords............ 349
Probable Causes ............................................. 349
Recommended Actions.................................... 349
Electrical Connectors............................................. 26
Terminal Box ...................................................... 26
Electrical Connectors - Inspect............................ 356
Electrical Power Supply - Test ............................. 174
Electrohydraulic System Oil Pressure Is Low........ 78
Probable Causes ............................................... 79
Electronic Service Tool Does Not Communicate.. 349
Electronic Service Tools .......................................... 4
Caterpillar Electronic Technician (ET).................. 5
Optional Service Tools ......................................... 5
PL1000E Communication ECM (If Equipped)...... 8
Service Tools........................................................ 4
Electronic System Overview................................... 11
Engine Cranks but Does Not Start ........................ 80
Probable Causes ............................................... 80
Engine Has Mechanical Noise (Knock) ................. 82
Probable Causes ............................................... 82
Engine Misres, Runs Rough or Is Unstable......... 83
Probable Causes ............................................... 84
Engine Monitoring System..................................... 24
Viewing or Changing the Settings of the Monitoring
System............................................................. 24
Engine Overcrank Occurrence .............................. 87
Probable Causes ............................................... 87
Engine Overloads.................................................. 88
Probable Causes ............................................... 88
Engine Overspeeds............................................... 89
Probable Causes ............................................... 89
Engine Shutdown Is Intermittent............................ 90
Probable Causes ............................................... 90
Engine Shutdown Occurrence............................... 91
Probable Causes ............................................... 91
RENR5910-06 363
Index Section
Engine Shutdown or Start Inhibit Initiated by Driven
Equipment............................................................ 92
Probable Causes ............................................... 92
Engine Stalls Immediately After Starting ............... 93
Probable Causes ............................................... 93
Engine Vibration Is Excessive ............................... 93
Probable Causes ............................................... 93
Event Codes.......................................................... 51
Cross-Reference Information for Event Codes.. 51
Engine Monitoring.............................................. 51
Integrated Combustion Sensing Module
(ICSM).............................................................. 65
Parameter Settings of the Engine Monitoring
System............................................................. 59
Parts of the Event Code..................................... 57
Troubleshooting ................................................. 58
Exhaust Emission and Fuel Consumption Are
High ..................................................................... 94
Probable Causes ............................................... 94
Exhaust Temperature - Test................................. 181
Exhaust Temperature Is High................................ 95
Probable Causes ............................................... 99
Exhaust Temperature Is Low............................... 100
Probable Causes ............................................. 102
Recommended Repairs ................................... 102
F
Factory Passwords.............................................. 348
Fuel Actuator - Test ............................................. 193
Fuel Control - Test ............................................... 200
Fuel Energy Content Problem............................. 103
Probable Causes ............................................. 104
Fuel Pressure Problem........................................ 105
Probable Causes ............................................. 105
Fuel Temperature Is High.................................... 106
Probable Causes ............................................. 106
G
General Information................................................. 4
I
Ignition Primary - Test.......................................... 215
Ignition Secondary - Test ..................................... 230
Important Safety Information ................................... 2
Indicator Lamp - Test ........................................... 237
Inlet Air Is Restricted ........................................... 107
Probable Causes ............................................. 108
Inlet Air Temperature Is High............................... 108
Probable Causes ............................................. 109
Integrated Combustion Sensing Module - Test.... 245
Introduction.............................................................. 4
O
Oil Consumption Is Excessive.............................. 110
Probable Causes .............................................. 110
Recommended Repairs .................................... 110
Oil Filter Differential Pressure Problem................ 111
Probable Causes .............................................. 111
Recommended Actions..................................... 111
Oil Level Is Low.................................................... 111
Probable Causes .............................................. 112
Oil Pressure Is High.............................................. 112
Probable Causes .............................................. 112
Oil Pressure Is Low .............................................. 113
Probable Causes .............................................. 113
Oil Temperature Is High........................................ 114
Probable Causes .............................................. 114
P
Prelubrication - Test............................................. 253
Prelubrication Pressure Is Low............................. 115
Probable Causes .............................................. 115
Programmable Parameters ................................... 25
S
Sensor Signal (Analog, Active) - Test .................. 274
Sensor Signal (Analog, Passive) - Test ............... 284
Sensor Signal (PWM) - Test ................................ 289
Sensor Supply - Test ........................................... 299
Service................................................................. 348
Spark Plug Life Is Short........................................ 116
Probable Causes .............................................. 116
Speed Control (Switch) - Test.............................. 313
Speed/Timing - Test............................................. 318
Starting - Test ...................................................... 325
Symptom Troubleshooting..................................... 67
Follow the Procedures ....................................... 67
Gather Information............................................. 67
Narrow the List of Possible Causes................... 67
Provide Feedback to Caterpillar......................... 67
Verify the Problem.............................................. 67
System Overview.................................................... 11
Control System ................................................... 11
T
Table of Contents..................................................... 3
Temperature Ratio of Coolant to Oil Is Low.......... 116
Probable Causes .............................................. 116
Troubleshooting Data Sheet .................................... 8
Report the Service Information .......................... 10
Troubleshooting Section.......................................... 4
Turbocharger Turbine Temperature Is High.......... 117
Probable Causes .............................................. 117
Recommended Repairs .................................... 118
U
Unburned Gas - Purge ........................................ 359
W
Wastegate - Test.................................................. 339
Welding Precaution ................................................. 4
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RENR5910-06

Electronic components for the driven equipment

The engine electronic control modules ECM,

Fuel, choke and wastegate actuators

Conguration of the ECM

Cat ET displays a message that refers to a

Cat ET displays Error #142 The interface

Cat ET displays a message that indicates that

An Electronic Control Module (ECM) and an

Optional remote control panel with either a Machine

Integrated Combustion Sensing Module (ICSM)

Gas Shutoff Valve (GSOV)

Ignition system that is controlled by the ECM

Detonation sensor for each two cylinders

A system for prelube or postlube that includes the

Actuators that are hydraulically actuated and

A system for cranking that includes the solenoid

Governing of the engine

Air/fuel ratio control

Monitoring of engine operation

Exhaust port temperature feedback

The calculated control's average exhaust port

The calculated control's average exhaust port

The timer for operation with no feedback expires.

The air/fuel ratio is controlled by combustion

The engine operation exits the prechamber

The air/fuel ratio is in the exhaust port temperature

The engine operation exits the prechamber

Set delay times

Troubleshooting, Diagnostic Trouble Codes

Troubleshooting, Event Codes

Exhaust bypass (wastegate)

The hour of the rst occurrence of the code

The hour of the last occurrence of the code

The number of occurrences of the code

The service technician manually clears the code.

The code does not recur for 100 hours.

A new code is logged and there are already ten

E360(1) Low Oil Pressure

E360(2) Low Oil Pressure

E360(3) Low Oil Pressure

The hour of the rst occurrence of the code

The hour of the last occurrence of the code

Up to a nite number of occurrences of the code

The code does not recur for 100 hours.

A new code is logged and there are already ten

The service technician manually clears the code.

The event and the time of the event

Determine the conditions for the event. The

Determine if there are any systems that were

Determine whether any additional events

Air inlet system

Coupling on driven equipment

Devices that are used for communication

Select the available responses.

Program the level for monitoring.

Program delay times for each response.

Engaged barring device

Low supply pressure

Problem with the lubricator

Problem with the starting motor's control valve

Problem with the starting motor's relay valve