Tsl4233e1 PDF

Perkins 4016-E61TRS
DIAGNOSTIC MANUAL
Sixteen cylinder, turbocharged,

gas engines
Publication TSL4233, Issue 1.

Proprietary information of Perkins Engines Company Limited, all rights reserved.
The information is correct at the time of print.
Published in May 2000 by Technical Publications,
Perkins Engines Company Limited, Tixall Road, Stafford, ST16 3UB, England
This document has been printed from SPI. Not for Resale
Contents
1 Electronic system overview

System overview . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 13
General introduction. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 13
Engine speed governing .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 13
Ignition control.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 13
Air-fuel ratio control.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 13
Start/Stop sequencing.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 14
Engine monitoring/protection ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 14
Service tools ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 15
Required service tools ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 15
TIPSS connections . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 16
2 Programming parameters
Introduction... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21
Customer passwords ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21
Engine identification parameters . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21
Engine serial number ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21
Equipment ID ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21
Timing control parameters ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21
First desired base timing .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21
Second desired base timing . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21
Air fuel ratio control parameters .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21
Fuel quality ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21
Gas specific gravity .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22
Desired oxygen at full load ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22
Oxygen sensor override ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22
Oxygen feedback enabled status . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22
Air / Fuel proportional gain ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22
Air / Fuel integral gain... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22
Speed control parameters ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22
Low idle speed.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22
Engine accel. rate. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22
Governor type setting ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 23
Engine speed droop . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 23
Governor proportional gain... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 23
Governor integral gain .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 23
Governor derivative gain .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 23
Adjustment of governor gains... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 23
Start/Stop control parameters .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24
Driven equipment delay time ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24
Crank terminate speed. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24
Engine purge cycle time... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24
Engine cooldown duration ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24
Cycle crank time .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24
Overcrank time. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24
Engine speed drop time ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24
Engine pre-lube time out period... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24
3 Troubleshooting with an event code

Introduction .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 25
Engine overspeed shutdown (E4) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 26
High jacket water temperature alarm (E16)

High jacket water temperature shutdown (E17) .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 26
High oil temperature shutdown (E19) A and B banks

High oil temperature alarm (E20) A and B banks ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 27
Raw water temperature shutdown (E251-1)

Raw water temperature alarm (E251-3) .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 27
Low jacket water temperature start inhibit (E38) or low jacket water alarm (E37) .. ... ... . 28
Low oil pressure (E40, E100) .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 28
Abnormal battery voltage (E42, E43, E50) . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 29
High gas fuel temperature (E223) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 29
Closed circuit breather fault (E159) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 30
Low water level fault (E131) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 30
Low oil level fault (E171) . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 31
Turbine inlet temperature fault (E870-1) (E870-3) .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 31
High gas supply pressure (E267) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 32
Engine overcrank fault (E225) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 32
Customer fault stop requested (E269) or engine ESTOP pressed (E264) . ... ... ... ... ... . 33
Low gas pressure inhibit (E158) or low gas pressure shutdown request (E160) ... ... ... 33
Gas energy content setting low (E229) or gas energy content setting high (E230)
or fuel quality out of range (E231) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 34
Detonation alarm (E401 cylinder #1 through E416 cylinder #16) or detonation shutdown
(E421 cylinder #1 through E436 cylinder #16) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 35
Exhaust port temperature high (E801 cylinder A1 through E816 cylinder B8) ... ... ... ... 36
Exhaust port temperature deviating low (E841 cylinder A1 through E856 cylinder B8) .. 36
4 Troubleshooting with a diagnostic code

Diagnostic codes . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 37
Active Diagnostic codes ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 37
Logged Diagnostic codes . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 37
Logged Events.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 38
Diagnostic Terminology ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 39
Quick Reference Sheet For ECM Diagnostic codes ... ... ... ... ... ... ... ... ... ... ... ... ... ... 40
Quick Reference Sheet For Temperature Sensing Module Diagnostic codes ... ... ... ... 42
5 Functional Tests
P-501: Inspecting electrical connectors ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 43
P-503: Electrical power supply to the ECM . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 48
P-505: Analogue sensor open or short circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 53
P-506: PWM sensor circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 62
P-509A: Oxygen sensor buffer supply circuit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 67
P-509B: Oxygen sensor signal circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 72
P-511: Speed/Timing sensor ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 78
P-512: Detonation sensors .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 82
P-513: ECM Start/Stop output circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 91
P-514: Ignition primary circuit shorted or open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 98
P-515: Ignition transformer secondary and spark plugs . ... ... ... ... ... ... ... ... ... ... ... ... 105
P-517: ECM Status indicator output circuit test .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 108
P-521: +5V Sensor voltage supply circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 114
P-522: +8V Sensor voltage supply circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 119
P-524: Throttle actuator solenoid circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 126
P-525: Temperature sensing module (TSM) test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 130
P-526: Techjet gas valve ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 134
6 Calibrations
P-602: Oxygen sensor calibration procedure .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 137
P-603: Speed/timing sensor calibration .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 141
P-604: Turbine inlet temperature interface module calibration ... ... ... ... ... ... ... ... ... ... 144
7 Glossary of terms
8 Wiring details
P-801: Wiring layout ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 153
Wiring layout ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 154
A Bank sensor rail layout ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 155
A Bank sensor rail wiring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 156
B Bank sensor rail layout ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 157
B Bank sensor rail wiring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 158
ECM Enclosure layout ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 159
ECM Enclosure wiring . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 160
ECM Enclosure wiring 2 .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 161
ECM Enclosure terminal strip connections . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 162
Power and starter harness and wiring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 163
Throttle valve and manifold sensor harness and wiring .. ... ... ... ... ... ... ... ... ... ... ... .. 164
A Bank ignition pipe layout and wiring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 165
B Bank ignition pipe layout and wiring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 166
Exhaust thermocouple harness and wiring .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 167
ITSM to ECM Enclosure harness and wiring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 168
OEM Connection details .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 169
ECM Enclosure connector pinouts ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 170
Communications connector .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 170
OEM Connector ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 170
Ignition connector A bank ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 171
Ignition connector B bank ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 171
Power and starter connector ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 172
Sensor connector A bank ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 172
ITSM Connector ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 173
Sensor connector B bank ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 173
Throttle valve and manifold sensor connector.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 174
CAN Bus connector .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 174
Connection details - J1 . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 175
Connection details - J2 . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 176
Quick Reference Sheet For ECM Diagnostic codes
CID-FMI Diagnostic type and description Procedure No.
17-05 Fuel Shutoff Valve Open Circuit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-513
17-06 Fuel Shutoff Valve Short To Ground ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-513
17-12 Fuel Shutoff Valve Faulty ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-513
41-03 +8 VDC Power Supply Shorted High... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-522
41-04 +8 VDC Power Supply Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-522
106-03 Inlet Manifold Pressure Signal Invalid . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-506
106-08 Inlet Manifold Pressure Signal Noisy... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-506
109-03 Jacket Water Outlet Pressure Signal Open Or Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... .P-506
109-08 Jacket Water Outlet Pressure Signal Noisy. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-506
110-03 Jacket Water Temperature Sensor Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505
110-04 Jacket Water Temperature Sensor Short To Ground.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505
168-02 Intermittent Battery Power To The ECM.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-503
172-03 Inlet Manifold Temperature Sensor Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505
172-04 Inlet Manifold Temperature Sensor Short To Ground . ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505
175-03 Oil Temperature Sensor Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505
175-04 Oil Temperature Sensor Short To Ground .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505
261-13 Timing Calibration Required ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-603
262-03 +5 VDC Supply Shorted High.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-521
262-04 +5 VDC Supply Below Normal ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-521
301-05 Cylinder A1 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514
301-06 Cylinder A1 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514
302-05 Cylinder B1 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514
302-06 Cylinder B1 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514
320-03 Speed/Timing Sensor Open Or Shorted.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-511
320-08 Speed/Timing Sensor Noisy ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-511
323-03 Engine Shutdown Lamp Driver Shorted High.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-517
324-03 Engine Warning Lamp Driver Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-517
Continued
4016-E61TRS Diagnostic Manual, May 2000 9
336-02 Engine Control Switch Fault .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-503
338-05 Prelubrication Output Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-513
338-06 Prelubrication Output Short To Ground . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-513
443-03 Crank Terminate Relay Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-517
444-05 Starter Motor Relay Open Circuit... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-513
444-06 Starter Motor Relay Shorted Low .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-513
445-03 Engine Run Relay Driver Shorted High . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-517
542-03 Oil Pressure Sensor Open . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505
542-04 Oil Pressure Sensor Short To Ground ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505
1086-09 Oxygen Sensor Element Not Connected ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... P-509B
1086-12 Oxygen Sensor Element Failed . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-602
1087-03 Oxygen Buffer Signal Open Or Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... P-509B
1087-08 Oxygen Buffer Signal Noisy ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... P-509B
1088-05 Oxygen Buffer Power Driver Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... P-509A
1088-06 Oxygen Buffer Power Driver Shorted Low . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... P-509A
1440-05 Throttle Actuator Output Driver Open Circuit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-524
1440-06 Throttle Actuator Output Driver Short Circuit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-524
1501-03 Detonation Sensor #1 Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512
1501-04 Detonation Sensor #1 Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512
1528-05 Turbine Inlet Temperature Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505
1528-06 Turbine Inlet Temperature Shorted low . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505
10 4016-E61TRS Diagnostic Manual, May 2000
Quick Reference Sheet For Temperature Sensing Module Diagnostic codes
591-12 Internal Temperature Sensing Module Failure ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525
1201-03 Cylinder A1 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525
1201-04 Cylinder A1 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525
1201-05 Cylinder A1 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525
1202-03 Cylinder B1 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525
1202-04 Cylinder B1 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525
1202-05 Cylinder B1 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525
1205-05 Cylinder A7Thermocouple Open . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525
1209-03 Cylinder A8Thermocouple Shorted High . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525
1221-03 Turbocharger Inlet Thermocouple Shorted High . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525
1221-04 Turbocharger Inlet Thermocouple Shorted Low .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525
1221-05 Turbocharger Inlet Thermocouple Open . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525
General information
1
Electronic system overview 1
System overview
General introduction Detonation Sensors monitor the engine for excessive
detonation. Every two cylinders is monitored by a
The Engine Control Module (ECM) controls most
separate sensor, for a total of eight Detonation
engine functions and is located in an environmentally
Sensors. The vibration data generated by the sensors
sealed box mounted to the engine. Engine control is
is processed by the ECM to determine detonation
accomplished by monitoring various engine sensor
levels. When detonation reaches an unacceptable
inputs and driving relays, solenoids, etc. at the
level, the ECM retards the ignition timing of the
appropriate levels.
offending cylinder(s). If retarding the timing does not
There are five primary functions supported by the acceptably limit detonation, the engine is shut down.
ECM: Engine Speed Governing, Ignition Control, Air-
Extensive diagnostics for Ignition system electrical
Fuel Ratio Control, Start/Stop Sequencing, and
faults and spark plug maintenance are provided by
Engine Monitoring/Protection.
the ECM. The ECM also provides an Ignition Timing
Engine speed governing Selection Switch to allow operation with an alternate
fuel that requires a timing offset (such as propane).
The ECM Engine Speed Governor maintains the
desired engine speed by operating the Throttle Air-fuel ratio control
Actuator located at the inlet manifold flange. Desired
The ECM Air-Fuel ratio control provides control of the
engine speed is determined by the status of the
air-fuel mixture for performance and efficiency at low
Idle/Rated Speed Switch, Desired Speed Input
emission levels. The system consists of the mixture
(analogue voltage) and software programmed values
control unit (TecJet), the Exhaust Gas Oxygen
such as High Idle rpm. Actual engine speed is
Sensor, and ECM internal drivers and data maps. The
determined by the Speed/Timing sensor signal.
ECM Air-Fuel ratio control compensates for changes
The Throttle Actuator is electrically controlled and in fuel BTU content to maintain desired emission
actuated. Throttle position is controlled in open loop levels.
mode, that is, there is no throttle position feedback.
Basic operation is as follows: The ECM determines
The ECM issues a THROTTLE COMMAND that
desired air and fuel volume flow rates based on
represents the percent electrical drive level that can
desired and actual engine speed and calculated
be viewed on TIPPS.
engine load. Next, desired air-fuel flow data is sent to
Engine Speed Governor gain control parameters are the TecJet mixture control in the form of a PWM
adjustable. signal. Finally, the ECM monitors the resulting
exhaust gas oxygen content and fine tunes the air-
Ignition control
fuel flow data signal to achieve desired exhaust
The ECM provides detonation sensitive variable oxygen content. This process is repeated
ignition timing. Each cylinder has an ignition continuously as the engine is operating.
transformer located on top of the rocker cover. The
ECM sends an approximate 100 volt pulse to the
primary coil of each ignition transformer at the
appropriate time and duration to initiate combustion.
The transformers step up the voltage to create an arc
across the spark plugs.
1
Start/Stop sequencing
The ECM contains the logic and outputs to control the
prelubrication (optional), starting, and shutdown of
the engine. ECM Start/Stop logic is customer
programmable and responds to inputs from the
Engine Control Switch, Emergency Stop Switch,
Remote Start Switch, Data Link, and other inputs. The
ECM provides +Battery voltage at the Prelubrication
Motor Relay, Starting Motor Relay, and Gas Shutoff
Valve outputs at the appropriate times to control the
engine.
The ECM supplies +Battery voltage to the Starting
Motor Relay when the Start/Stop Logic determines it
is necessary to crank the engine, and removes
voltage when the engine has started or a customer
programmable Cycle Crank Time has expired.
The Gas Shutoff Valve for this engine is an energize
to run type. The ECM supplies +Battery voltage to the
Gas Shutoff Valve when the internal ECM Start/Stop
logic determines that fuel is required to start or run the
engine.
Refer to Section 2: Programming Parameters for
further details.
Engine monitoring/protection
The ECM monitors for problems in both the engine
and the electronic system. Problems detected with
the engine such as low oil pressure result in an Event
Code. Refer to Section 3 for details on how to
troubleshoot Event codes. A problem detected in the
electronic system, such as an open circuit ECM input,
results in a Diagnostic Code. Refer to Section 5 for
Diagnostic Code troubleshooting procedures.
Monitored parameters that can generate Event
Codes include Oil Pressure, Oil and Jacket Water
Temperature, Exhaust Port Temperatures,
Detonation Level, Battery Voltage, Manifold
Pressure, and Gas Supply Temperature. Depending
on severity of an out of operating range parameter,
the ECM may issue either a WARNING or
SHUTDOWN.
1
Service tools Part No. Description
Perkins Electronic Service Tools for the Electronic 27610182 Harness repair tool kit top up
Control system are designed to help the service
technician analyze and locate faults or problems Signal reading probes
within the system. They are required to perform some
sensor calibrations electronically, and to read or
change engine parameters. Perkins TIPPS requires a
personal computer with the TIPPS software installed
and a Communication Adapter to translate from the
Data Link to the computer RS-232 port.
TIPPS communicates with the ECM to read
Diagnostic codes, to read the various sensor output
signals such as engine rpm, or inlet manifold
pressure, and initiates certain electronic calibrations.
There are several adapter cables, probes, etc, that
are used with the service tools in order to access
measurements of signals. A multimeter that is
capable of measuring Frequency and Duty Cycle is
also required. Other necessary tools include those
needed to measure pressures and temperatures.
Required service tools
Part No. Description
IBM PC Compatible -
Minimum - Pentium 100 MHz
processor or greater, 32 Mb RAM,
200 Mb of available hard disk space,
VGA monitor or display, CD-ROM,
3.5 in 1.44 Mb diskette drive,
Windows 95 or greater, Windows NT,
RS232 port with 16550AF UART,
Built in pointing device or mouse.
Recommended - Pentium 200 MHz
processor, 64 Mb RAM, 1Gb of
available hard disk space, Super
VGA monitor or display, 12X CD-
ROM, 3.5 in 1.44 Mb diskette drive,
Windows NT, Windows 95 or greater,
RS232 port with 16550AF UART,
Built in pointing device or mouse
Single User License for TIPPS (Main

27610172
TIPPS Program)
Communication Adapter Group for

use between TIPPS and ECM.
27610164 (Includes 7X1701 Communication
Adapter Tool, Case, Fuse, and
cables.)
697/150 Timing Calibration Harness

838/22-A Timing Calibration Probe
27610181 Harness repair tool kit
1
TIPSS connections
Key (A)
1
)Engine mounted GECM box
*PC adaptor harness
+ PC
,Interface module 2
3
-Service tool harness 5
GECM connectors 4
Key (B)
)J1 A 1366.1
*J2
Engine cylinder arrangement

Note: (C) The terms A and B bank apply when the
engine is viewed from the front crankshaft damper /
turbo end.
1 2
B 1365.1
A7
A8
A5
A6
A3
A4
A2
A1
B8
B7
B5
B6
B2
B3
B4
B1
C 1364.1
1
Component location
Viewed on A bank
Key (A)
)GECM unit
*Raw coolant temperature sensor
+ Engine coolant temperature sensor
,Exhaust port temperature probes
-Knock sensors
.Ignition coils
/Turbine inlet temperature probes
0 Oxygen sensor
1 Ignition wiring rail
2 Turbine inlet temperature convertor
3 Oxygen sensor interface box
4 Sensor wiring rail
5 Oil temperature sensor
6 Oil pressure sensor
7 Starter relay
8 Starter motors
1 2 3 4 5 6 7
10
11
16 15 14 13 12
A 1367.1
1
Component location
Viewed on B bank
Key (A)
)Gas control valve
*Ignition coil
+ Knock sensors
,Exhaust port temperature probes
-GECM unit
.Throttle valve and actuator
/Ignition wiring rail
0 ITSM unit
1 Sensor wiring rail
2 Oil pressure sensor
3 Oil temperature sensor
4Manifold temperature sensor
1
Component location
Viewed from rear (flywheel end)
Key (A)
)Throttle valve and actuator
*GECM unit
+Manifold pressure sensor
,Ignition rail (A bank)
-Sensor wiring rail (A bank)
.Sensor wiring rail (B bank only)
/Sensor wiring rail (B bank)
0 ISTM unit (B bank)
1 Ignition rail (B bank)
1
Component location
Viewed on front (crankshaft damper,
turbo end)
Speed / timing sensor and timing gear

Key (A)
)Speed timing sensor position in gear case
*Sensor timing gear (inset in camshaft drive gear)
+ Camshaft drive gear
,Extra segment, start off ignition cycle
2
3
A 1370.1
2
Programming parameters 2
Introduction
Programmable Parameters allow the engine to be
configured to meet the application requirements. Customer password #2
Programmable Configuration Parameters must be This is a programmable parameter that can be used
programmed at installation, before the engine is first to protect certain Configuration Parameters from
started. unauthorized changes.
Gas analysis data and an Engine Performance data Total tattletale
sheet are required in order to determine the correct
Ignition Timing, Exhaust Oxygen settings. Incorrect Displays the number of times the configuration
programming of parameters may lead to performance parameters have been changed.
complaints or engine damage.
Programmable Parameters can be classified into the Timing control parameters
following types: Engine Identification, Timing Control,
Air Fuel Ratio Control, Speed Control, Start/Stop First desired base timing
Control. If the ECM is replaced, the appropriate First Desired Timing is determined using the Methane
parameters must be copied from the old ECM with Number of the primary fuel to be used and the Fuel
TIPPS Copy Configuration or on paper and Usage Guide in the Engine Performance
programmed into the new module. Specification Sheet. The ECM selects First Desired
Note: Parameters should only be changed while the Timing when the Timing Selection Switch is in the
engine is STOPPED. open position.
Customer passwords Second desired base timing
Certain Programmable Parameters may be protected Second Desired Timing is determined using the
with customer passwords. This feature is enabled by Methane Number of the alternate fuel to be used and
programming two customer passwords. If a Customer the Fuel Usage Guide in the Engine Performance
Password is not programmed, all parameters are Specification Sheet. The ECM selects Second
unprotected. If the Customer Passwords are Desired Timing when the Timing Selection Switch is
forgotten, Factory Passwords can be acquired by in the closed position. If an alternate fuel is not to be
contacting Perkins. used, enter the same timing as was entered in First
Desired Timing.
Engine identification parameters

Air fuel ratio control parameters
Engine serial number
Fuel quality
The Engine Serial Number is factory programmed into
the ECM and is available on the Engine Information This parameter is programmed to the Lower Heating
Plate. Value of the primary fuel. The ECM Air-Fuel Control
will compensate for some inaccuracy in this setting
Equipment ID and assume a corrected value that is equal to the
The customer can assign an Equipment ID number customer programmed Fuel Quality multiplied by the
for identification purposes. Fuel Correction Factor displayed on TIPPS. Should
the Fuel Correction Factor exceed a factory
Customer password #1 programmed limit, an event code is generated to
This is a programmable parameter that can be used indicate the need to reprogram this value.
to protect certain Configuration Parameters from
unauthorized changes. Continued
2
The ECM reverts to the customer programmed Fuel If an Exhaust Oxygen sensor fails, Oxygen Feedback
Quality during startup or when a problem is detected Enable Status can be set to Disable to allow the
in the Oxygen Sensor Circuit. Therefore, an accurate engine to run in Open Loop (until a new sensor is
customer programmed Fuel Quality value determined obtained). To obtain the correct emissions levels in
by laboratory analysis is recommended. Closed Loop, adjust the Fuel Quality parameter to
Lean Out or Richen Up the Air Fuel mixture. An
The Fuel Quality parameter can also be used to
emissions analyzer is needed to set up the engine to
Increase (Lean out) or Decrease (Richen up) Air/Fuel
the correct desired emissions levels.
ratio to the engine when the engine is not operating in
Oxygen Feedback. By design the engine is not Note: It is not recommended that the engine be run
operating in Oxygen Feedback from 0% to 25% load. unattended in Open Loop Mode if operating on a fuel
The engine will not be operating in Oxygen Feedback that has a changing Lower Heating Value. The engine
when the parameter Oxygen Feedback Enable Status runs the risk of being shutdown due to lean misfire or
is set to Disabled. If the Fuel Quality parameter is detonation.
changed when the Oxygen Feedback Enable Status
Air / Fuel proportional gain
is Enabled, engine operation will not change. The
Fuel Correction Factor will automatically compensate. This parameter determines the TecJet response to
the magnitude of air fuel ratio error. The factory
Gas specific gravity
default setting is 0 and should be one of the last
The TecJet mixture control unit requires a Specific parameters changed if experiencing problems. This
Gravity input to precisely meter fuel to air ratio. value should not require adjustment.
Specific gravity can be obtained by laboratory
Air / Fuel integral gain
analysis of the fuel.
This parameter determines the TecJet response for
Desired oxygen at full load
the time accumulated air fuel ratio error. The factory
Program the Desired Oxygen at Full Load parameter default setting is 0 and should be one of the last
to the exhaust oxygen percent content value stated in parameters changed if experiencing problems. This
the Engine Performance Data sheet for your value should not require adjustment.
application. This parameter is used to trim the Oxygen
Map that is preprogrammed in the ECM at the factory.
Speed control parameters
If the Actual Measured Exhaust Oxygen or NOx
emissions are not the required value, increase (or Low idle speed
decrease) the Desired Oxygen at Full Load parameter
Set the desired Low Idle rpm point with this
in order to lean (or richen) the fuel air mixture.
parameter.
Oxygen sensor override
Minimum engine high idle speed
This parameter allows the Oxygen Buffer and Oxygen
Set the minimum range of the external speed control
Sensor to be energized while the engine is not
with this parameter.
running to aid in troubleshooting the sensor electrical
circuit. Maximum engine high idle speed
The Oxygen Sensor Override parameter may also be Set the maximum range of the external speed control
used to verify or check Oxygen Sensor Calibration. with this parameter or set to 1500 rpm when no
Refer to P-602: Oxygen Sensor Calibration. external speed control is required.
Oxygen feedback enabled status Engine accel. rate
Oxygen Feedback Enable Status can be set to The Engine Accel. Rate parameter controls the rate at
Enable or Disabled. This feature allows the Fuel which the engine responds to a change in desired
Correction Factor system to be disabled for engine speed. For example, when the Idle/Rated
troubleshooting purposes. For example, when switch is turned to the Rated position, the engine can
troubleshooting an instability problem, disabling be programmed to climb at 50 rpm per second.
Oxygen Feedback can help determine if the Fuel
Correction System is at fault.
2
Governor type setting Auxiliary proportional gain
The engine governing mode can be set to Droop or This parameter changes the governor reaction based
Isochronous, depending on the application. on a proportional multiplier when the Engine Status
Screen Group 6 Grid Status parameter is ON.
Engine speed droop
Changing this gain when the Grid Status is OFF will
If the Governor Type Setting parameter is set to result in no change to engine stability. This parameter
Droop, the Engine Speed Droop programmable should be changed on the Governor Gain screen
parameter allows precise droop control for utilizing the Graph feature on that screen. Using the
applications such as load sharing. The Droop can be Graph will provide for the best method to see how the
programmed between 0 - 10%. adjustments made effect engine stability. If changing
this gain causes no effect, check the Grid Status to
Governor proportional gain
make sure it is ON.
This parameter determines the OFF Grid governor
Auxiliary integral gain
throttle response to the magnitude of engine speed
error. This parameter changes the governor reaction based
on an integral multiplier when the Engine Status
This parameter changes the governor reaction based
on a proportional multiplier when the Engine Status
Screen Group 6 Grid Status parameter is OFF.
result in no change to engine stability. This parameter
Changing this gain when the Grid Status is ON will
should be changed on the Governor Gain screen
utilizing the Graph feature on that screen. Using the
Graph will provide for the best method to see how the
adjustments made effect engine stability. If changing
make sure it is ON.
make sure it is OFF. Auxiliary derivative gain
Governor integral gain This parameter changes the governor reaction based
on a derivative multiplier when the Engine Status
This parameter determines the governor throttle
response to time accumulated engine speed error.
This parameter changes the governor reaction based result in no change to engine stability. This parameter
on an integral multiplier when the Engine Status should be changed on the Governor Gain screen
Screen Group 6 Grid Status parameter is OFF. utilizing the Graph feature on that screen. Using the
Changing this gain when the Grid Status is ON will Graph will provide for the best method to see how the
result in no change to engine stability. This parameter adjustments made effect engine stability. If changing
should be changed on the Governor Gain screen this gain causes no effect, check the Grid Status to
utilizing the Graph feature on that screen. Using the make sure it is ON.
Adjustment of governor gains
this gain causes no effect, check the Grid Status to The default values programmed into the ECM should
make sure it is OFF. be sufficient for most, if not all applications. Always
explore other causes of engine speed instability
Governor derivative gain
before adjusting governor gains. These causes
This parameter determines the governor throttle include diagnostic codes, unstable gas supply
response to the rate of change in engine speed error. pressure and incorrect full load throttle angle.
This parameter changes the governor reaction based
on a derivative multiplier when the Engine Status
Screen Group 6 Grid Status parameter IS OFF.
Changing this gain when the Grid Status is On will
make sure it is OFF.
2
Start/Stop control parameters Overcrank time
Overcrank Time determines the total amount of time
Driven equipment delay time
the ECM will attempt to start the engine. If the engine
The ECM provides a Driven Equipment Switch Input does not start within this period of time, an Overcrank
to delay engine startup until driven equipment is Event is generated.
ready. Once Prelubrication is completed, (if fitted) the
Example settings:
ECM will not attempt to start the engine until the
Driven Equipment Switch Input closes to ground. A Purge Cycle Time = 10 seconds
driven equipment event code is generated if the
Cycle Crank Time = 30 seconds
programmed Driven Equipment Time elapses without
closure of the Driven Equipment Switch Input. Overcrank Time = 280 seconds
Programming Driven Equipment Time to zero
The engine will purge (crank) for 10 seconds with the
disables this feature. The driven equipment switch on
fuel and ignition OFF. The engine will continue to
this engine is a low gas pressure switch.
crank for 30 seconds with the fuel and ignition
Crank terminate speed enabled. If the engine does not start, ignition, fuel,
and starter are disabled for a 30 second Rest Cycle.
The ECM disengages the starting motor when the
With these example settings it takes 70 seconds to
engine speed exceeds the programmed Crank
complete a cycle (10 second purge, 30 second crank,
Terminate Speed. The default value of 250 rpm
30 second rest). The 280 second Overcrank allows a
should be sufficient for all applications.
maximum of 4 crank cycles.
Engine purge cycle time
Engine speed drop time
Purge Cycle Time specifies the amount of time the
After Cooldown Time has elapsed, the ECM shuts off
engine is to be cranked without fuel prior to a crank
the Gas Shutoff Valve. Ignition continues until the
cycle. This allows any unburned fuel to exit through
engine speed drops below 40 rpm. If the engine rpm
the exhaust before firing the engine.
does not drop by at least 100 rpm within the
Engine cooldown duration programmed Drop Time, the ECM terminates ignition
and issues an Emergency Stop.
When the ECM receives a Stop request, the engine
will continue to run (at low load) in the Cooldown Engine pre-lube time out period
Mode for the programmed Cooldown Time. Cooldown
The ECM can energize a prelubrication pump prior to
Mode is exited early if an Emergency Stop request is
cranking and monitor for acceptable prelubrication
received by the ECM.
pressure with the Prelubrication Switch Input. If the
Cycle crank time ECM does not detect the Prelubrication Switch
actuation within the Prelube Time-out, the ECM
Crank Time determines the maximum amount of time
monitors the Oil Pressure Sensor to determine if
the starter motor and gas shutoff valve are to be
prelubrication has occurred. If prelubrication does not
engaged for any given crank cycle. If the engine does
occur, an Event Code is generated starting sequence
not start within the specified crank time, the start
is terminated.
attempt is suspended for a Rest Cycle that is equal to
Cycle Crank Time. The pre-lubrication system is optional.
3
Troubleshooting with an event
code 3
Introduction
This section is to be used for troubleshooting Operator information
problems that have Event Codes but do not have
ACTIVE Diagnostic codes. l What happened, and when?
l Under what conditions?
Before using this section, be sure that you have
gathered information about the complaint to l Was the engine rpm (speed) high or low?
adequately describe the symptoms, verified that the l Was the engine under load?
complaint is not due to normal engine operation, and l Are there any customer or dealer installed
repaired all ACTIVE Diagnostic codes. Refer to systems that could cause this symptom?
Section 4: Troubleshooting With A Diagnostic
l What else occurred?
code.
l When did the symptoms begin (and what else
The basic philosophy of troubleshooting this engine is happened at that time)?
to follow the three steps listed below FIRST to
diagnose a malfunctioning engine: Diagnostic codes
1 Gather Operator Information. Verify complaint is l Do they correlate to probable causes?
not due to normal engine operation. l Did they occur at the same time as the symptoms?
2 Perform a visual inspection of engine. Check oil l Are some codes Logged repeatedly?
level, supply and/or condition. Check for visible wiring
and connector problems or damaged components. Other symptoms
3 Check and repair all ACTIVE/LOGGED Diagnostic l Are they related to this symptom?
codes using the troubleshooting procedures in
l Do they have common probable causes?
Section 4: Troubleshooting With A Diagnostic
Code. Finally, test each probable cause using the tests
suggested by the procedure. Be sure to check
If ALL three of these steps reveal no problems,
connectors, especially on intermittent problems!
identify probable causes using the procedure or
Refer to Section 5: P-501: Inspecting Electrical
procedures in this section that best describes the
Connectors for details.
symptoms. Narrow the probable causes given in the
procedure by considering operator information,
operating conditions, and repair history of the engine.
3
Engine overspeed shutdown (E4) High jacket water temperature alarm
(E16)
Probable root causes: High jacket water temperature shutdown
l Engine overspeed set point (E17)
l Throttle actuator electrical driver circuit (ECM) Probable root causes:
l Throttle actuator binding
l High ambient temperature
l Driven equipment motoring
l Low coolant level/cooling system leaks
l Slow governor response
l Insufficient air or cooling water flow through heat
Perform the following tests: exchanger or radiator
1 Engine overspeed set point l Faulty jacket water thermostats
Verify that the engine overspeed set point is properly l Jacket water temperature sensor circuit
programmed. This is set at 113 percent of rated l Insufficient coolant flow
speed and is not field re-settable.
l High inlet air temperature
2 Throttle actuator electrical driver circuit (ECM)
l Exhaust restriction
Check for diagnostic codes relating to the throttle
actuator. l Combustion gasses in coolant
3 Throttle actuator binding Perform the following tests:
Check for free operation of the throttle actuator.
1 High ambient temperature
4 Driven equipment motoring Determine if ambient air temperature is within design
Determine if the driven equipment has additional specifications for the cooling system.
energy inputs that could drive the engine beyond its
2 Low coolant level/cooling system leaks
rated rpm.
Check coolant level. Low coolant level can be the
5 Slow governor response effect of overheating rather than the cause. Run the
Watch the engine response to worst case step engine to operating temperature and determine if
loading and step unloading on the TIPPS speed leaks occur before the engine overheats.
governor adjustment screen. Use the Throttle Bump
3 Insufficient air or cooling water flow through heat
feature in TIPPS to disturb steady state engine
exchanger or radiator
operation. Refer to Engine RPM Unstable if the
Check radiator cooling fins for obstructions. Check
engine speed undershoot or engine speed overshoot
radiator cooling fan (if equipped) operation. Check for
is excessive.
sufficient flow and temperature of cooling water
through the heat exchanger (if equipped).
4 Faulty jacket water temperature control
This is external to the engine.
5 Jacket water temperature sensor circuit
Check the jacket water temperature reading on
TIPPS and ensure it is reasonable. The jacket water
temperature reading should rise steadily as the
engine is warmed. If the reading is not correct,
troubleshoot the sensor circuit.
6 Insufficient coolant flow
Check the water circuit pumps for correct operation.
Check water temperature regulators for proper
operation.
7 High inlet air temperature
Check air temperature into the engine.
8 Exhaust restriction
Check exhaust system back pressure.
3
High oil temperature shutdown (E19) Raw water temperature shutdown
A and B banks (E251-1)
High oil temperature alarm (E20) Raw water temperature alarm (E251-3)
A and B banks
Probable root causes:
l Raw water temperature sensor circuit
l Oil temperature sensor circuit l Insufficient flow through cooler
l Insufficient coolant flow through oil cooler l Raw water temperature too high
l Insufficient oil flow through oil cooler
Perform the following tests:
1 Raw water temperature sensor circuit
1 Oil temperature sensor circuit Check the temperature reading on TIPPS and ensure
Check the oil temperature reading on TIPPS and it is reasonable and rises steadily as the engine is
ensure it is reasonable and rises steadily as the warmed. If the reading is not correct, troubleshoot the
engine is warmed. If the reading is not correct, sensor circuit.
troubleshoot the sensor circuit. 2 Insufficient coolant flow through charge cooler
2 Insufficient coolant flow through oil cooler Check external water pumps and supply circuit.
For jacket water oil coolers, troubleshoot high jacket 3 Raw water temperature too high
water temperature events first. For separate circuit Check the water supply circuit. Maximum raw water
coolers, check the coolant inlet temperature and temperature from supply is 59C.
compare to regulated temperature. If OK, check oil
cooler coolant outlet temperature. A high temperature
difference between outlet and inlet temperature
indicates insufficient flow rate.
3 Insufficient oil flow through oil cooler
Determine the oil pressure inlet and pressure drop
across the oil cooler while operating the engine at
normal operating temperature.
3
Low jacket water temperature start inhibit Low oil pressure (E40, E100)
(E38) or low jacket water alarm (E37)
l Low oil level
l Faulty standby jacket water heater (if equipped) l High oil temperature/low viscosity
l Faulty jacket water temperature sensor circuit l Blocked oil filter
Perform the following tests: l Oil pressure sensor circuit
1 Faulty standby jacket water heater (if equipped) l Blocked oil cooler
Determine if standby heaters are functioning properly. l Faulty oil pump/oil pump bypass valve
2 Jacket water temperature sensor circuit Perform the following tests:
Check the jacket water temperature reading on
TIPPS and ensure it is reasonable. The jacket water 1 Low oil level
temperature reading should rise steadily as the Check oil level and add oil as necessary.
engine is warmed. If the reading is not correct, 2 High oil temperature/low viscosity
troubleshoot the sensor circuit. If present, troubleshoot high oil temperature events
(E19, E20). High oil temperature causes oil viscosity
to be low which can cause low oil pressure.
3 Blocked oil filter
Replace oil filters if there is any doubt as to their
condition.
4 Oil pressure sensor circuit
Troubleshoot the sensor circuit.
5 Blocked oil cooler
An oil cooler restriction can cause low oil pressure
and high oil temperature.
3
Abnormal battery voltage (E42, E43, E50) High gas fuel temperature (E223)
Probable root causes: Probable root causes:
l Faulty charging system, wiring, etc l High gas temperature
Perform the following tests: l Faulty gas temperature signal from the Tecjet
1 Refer to P-503: Electrical power supply to the ECM. Perform the following tests:
1 High gas temperature
Check for proper operation of gas pretreatment
equipment, vaporizers, etc. (if equipped).
2 Faulty gas temperature signal from the Tecjet
Measure actual gas temperature entering the Tecjet
and compare to the gas temperature reading on
TIPPS.
3
Closed circuit breather fault (E159) Low water level fault (E131)
Probable root causes: Low water level fault is an option.
l Closed circuit breather filter blocked The switch, if fitted, is supplied by the OEM who
should be contacted in the event of a fault.
1 Observe the filter telltale indicator on top of the filter
housing on each bank. If indicator shows red, replace
filter. If indicator is white, fault find closed circuit
breather switch circuit.
3
Low oil level fault (E171) Turbine inlet temperature fault (E870-1)
(E870-3)
Low oil level fault is an option.
The switch, if fitted, is supplied by the OEM who
should be contacted in the event of a fault. l Exhaust temperature high due to gas quality or
engine fault
l Exhaust thermocouple interface module requires
calibrating or is faulty - see section 6.4
3
High gas supply pressure (E267) Engine overcrank fault (E225)
Probable root causes Probable root causes
l Gas pressure regulator setting l Insufficient gas supply
l Gas pressure regulator defective l Engine protection feature preventing startup
Perform the following tests: l Engine does not crank
l Engine RPM signal to ECM not present
1 Gas pressure regulator setting
The TecJet requires a regulated supply pressure l Ignition system not functioning/ignition timing
between 80 mb and 200 mb. View inlet gas pressure l Insufficient gas quality
on TIPPS while the engine is OFF. Ensure pressure l Insufficient cranking speed
going into the regulator is not excessive. If necessary,
adjust the regulator to achieve the correct gas inlet Perform the following tests:
pressure. 1 Insufficient gas supply
Note: Verify emissions are within specification Check for the presence of a low gas supply pressure
whenever supply pressure is changed. event (E221) code. Observe throttle plate angle while
attempting to start the engine. Troubleshoot the
2 Gas pressure regulator defective
throttle actuation system if throttle is not opening. Gas
Repair or replace the pressure regulator if it can not
supply lines may require purging after servicing.
be adjusted to within specification.
2 Engine protection feature preventing startup
Use TIPPS to check for active diagnostic or event
codes which may prevent the engine from starting.
Note: The engine will not start after an engine
protection system shutdown until the engine control
switch is first turned to the OFF position.
3 Engine does not crank
Attempt to start the engine while viewing the starter
motor status on TIPPS. If the starter motor status
indicates the engine should be cranking and is not,
troubleshoot the starting circuit.
4 Engine RPM signal to ECM not present
The ECM must detect a minimum of 100 rpm before
gas or ignition is supplied to the engine. Monitor
engine rpm with TIPPS while the engine is cranking.
Check the speed/timing sensor air gap if a stable
speed is not displayed. Refer to P-511: Speed/Timing
Sensor.
5 Ignition system not functioning/ ignition timing
Ensure no ignition system diagnostic codes are
present.
Note: Always correct diagnostic codes before
troubleshooting event codes or symptoms. Verify
ignition timing selection switch is in the correct
position for the type of gas being used.
6 Insufficient gas quality
Determine if the LHV value of the gas supply matches
the programmed fuel quality parameter. The ECM
uses the customer programmed LHV setting for start-
up and low load air fuel ratio control.
7 Insufficient cranking speed
Engine must crank at 100 rpm or higher to ensure
starting. Check battery state, starter cables etc.
3
Customer fault stop requested (E269) or Low gas pressure inhibit (E158) or low
engine ESTOP pressed (E264) gas pressure shutdown request (E160)
Probable root causes: Probable root causes:
l Engine shutdown requested by operator l Gas pressure below limit
l Faulty shutdown electrical circuit l Faulty electrical circuit
l Emergency stop switch exposed to excessive Perform the following tests:
vibration
1 Gas pressure below limit
Perform the following tests: Establish cause of low gas pressure into system.
1 Engine shutdown requested by operator 2 Faulty electrical circuit
Question the operator to determine if the stop request The switch circuit must remain closed in order to allow
was intentional or may have accidentally occurred. the engine to run. Check wiring between the gas
2 Faulty shutdown electrical circuit pressure switch and the ECM connector for damage
The emergency stop switch circuit must remain or corrosion. Refer to P-500: Inspecting Electrical
closed in order to allow the engine to run. Check Connectors. Check pressure switch shutdown/start
wiring between the emergency stop switch(es) and inhibit circuit resistance between P1 terminal-21 and
the ECM connector for damage or corrosion. Refer to 31. If greater than 5 Ohms, locate and repair source
P-500: Inspecting Electrical Connectors. Check of excessive resistance.
emergency stop circuit resistance between P1 Check for excessive vibration at an emergency stop
terminal-22 and 31 while emergency stop switches switch that could cause false shutdowns.
are closed. If greater than 5 Ohms, locate and repair
source of excessive resistance.
3
Gas energy content setting low (E229) or
gas energy content setting high (E230) or
fuel quality out of range (E231)
l Gas BTU content or specific gravity significantly
different than programmed value
l Inaccurate oxygen sensor
l Gas condensation
1 Gas BTU content or specific gravity significantly
different than programmed value
Have gas analyzed to determine actual BTU content.
If gas quality is not constant, analyze samples taken
over a period of time and program to the average
value.
2 Inaccurate oxygen sensor
Perform an oxygen sensor calibration. Ensure relative
humidity and ambient temperature is within
acceptable limits Refer to P-601: Oxygen Sensor
Calibration. If the calibration is not successful after
several attempts, replace the oxygen sensor element.
3 Gas condensation
Verify correct operation of gas vaporizers (if
equipped).
3
Detonation alarm (E401 cylinder #1 7 Faulty detonation sensor circuit
through E416 cylinder #16) or detonation If the detonation level is abnormal on a single cylinder
shutdown (E421 cylinder #1 through E436 when compared to the others, verify the suspect
cylinder #16) detonation sensor is firmly mounted to the block.
If OK, Swap the suspect detonation sensor with one
Probable root causes: from the other side of the block. If the abnormal
detonation level reading follows the sensor, replace
l Overload
the sensor.
l High inlet manifold temperature If the abnormal detonation level reading does not
l Incorrect base timing setting follow the sensor, disconnect the affected sensor
l Timing selection switch circuit from the block but leave it connected electrically. If the
indicated detonation level is nonzero, there is
l Changes in fuel quality wrong fuel/air ratio
electrical noise entering the detonation circuit. If
l Timing calibration detonation is audible the circuit is OK.
l Faulty detonation sensor circuit 8 Combustion chamber deposits
l Combustion chamber deposits Measure engine compression. Refer to the Operation
and Maintenance Manual. A higher than normal
compression indicates deposits are inside the
1 Overload cylinder.
Verify the engine boost pressure under full load is not
above maximum specifications as listed in the Engine
Performance Data Sheet.
2 High inlet manifold temperature
High inlet manifold temperature can cause
detonation. If present, troubleshoot high raw water
temperature events (E26) first.
3 Incorrect base timing setting
Correct base timing setting is determined by obtaining
the gas methane number through fuel analysis and
consulting the fuel usage guide in the engine
performance data sheet. Use the timing selection
switch to select the correct timing setting for the fuel
currently being used. Ensure the timing selection
switch inputs are correct.
4 Timing selection switch circuit
Observe the timing selection switch status on TIPPS
(if equipped). If the status is not correct, troubleshoot
the switch circuit. Refer to the electrical system
schematic.
5 Changes in fuel quality wrong fuel/air ratio
Check for gas energy content low/high or fuel quality
out of range events to indicate changes in fuel BTU
and possible methane number changes.
6 Timing calibration
Perform a speed/timing sensor calibration if work has
been done on the engine that could affect timing, or if
not done previously. Refer to P-603: Speed/Timing
Calibration.
3
Exhaust port temperature high (E801 Exhaust port temperature deviating low
cylinder A1 through E816 cylinder B8) (E841 cylinder A1 through E856 cylinder
B8)
l High inlet manifold temperature
l Advanced (late) timing l Light load
l Exhaust system restriction l ITSM Module diagnostic code
l Cylinder deposits or oil leak l Faulty thermocouple
l Insufficient spark
l Compression
1 High inlet manifold temperature
Troubleshoot high raw water temperature Perform the following tests:
(E26 or E27) codes, if present 1 Light load
2 Advanced (late) timing Operate the engine at or near idle to identify a misfire
Check ignition timing on TIPPS while the engine is problem that can result in low exhaust temperature
operating under load and compare with event codes.
recommended timing in the fuel usage guide (engine 2 ITSM Module diagnostic code
performance data sheet). Fuel analysis data is Use TIPPS to check for thermocouple failure
required. diagnostic codes.
3 Exhaust system restriction 3 Faulty thermocouple
Measure exhaust restriction while under load. Refer Check for ITSM Diagnostic codes. Temperature
to engine specific data. readings should normalize after the engine is shut
4 Cylinder deposits or oil leak down. It is possible to move a suspect thermocouple
Check compression of suspect cylinders. Refer to the to a different cylinder. If the low temperature problem
Operation and Maintenance Manual. Oil leaking into follows the thermocouple, replace the thermocouple.
the cylinder can also cause high temperature. Check If the problem stays with the cylinder, investigate the
for signs of internal oil leaks into the cylinders (high oil cause for the misfire.
consumption, blue smoke). 4 Insufficient spark
Resolve all ignition system diagnostic codes. If no
ignition system codes are present for the cylinder
indicating low exhaust temperature, inspect ignition
system components for the suspect cylinder.
5 Compression
Measure cylinder pressure to check for compression
related problems.
4
Troubleshooting with a diagnostic
code 4
Diagnostic codes
Logged Diagnostic codes
Diagnostic codes alert the operator that a problem When the ECM generates a diagnostic code, it
exists and indicate the nature of the problem to the usually logs the code in permanent memory within the
service technician. ECM. The ECM has an internal diagnostic clock and
Diagnostic codes consist of three parts. The MID, CID will record the hour of the first occurrence, the hour of
and FMI. The MID or Module IDentifier indicates the last occurrence and the number of occurrences of
which electronic module generated the diagnostic the code.
code. The ECM is MID=24. The CID, or Component Knowing when and how often the code was
IDentifier, indicates which component in the system generated can be a valuable indicator when
the diagnostic code is for. The FMI, or Failure Mode troubleshooting intermittent problems.
Identifier indicates what the failure mode is. Refer to
Diagnostic Terminology later in this section for An Electronic Service Tool can retrieve and delete
additional details. Logged codes. Any Logged diagnostic codes will
automatically be deleted if no additional occurrences
Diagnostic codes may be viewed on an Electronic are recorded in 100 hours.
Service Tool TIPPS or one of the various electronic
display modules. On some Electronic Service Tools When investigating logged diagnostic codes, keep in
or display modules, the MID is not displayed because mind the following information.
it is obvious which module you are reading the l Some diagnostic codes may be easily triggered
diagnostic codes from. and do not result in operator complaints. If the time
To troubleshoot a diagnostic code, refer to the Quick the code was logged does not relate to a
Reference Sheet For Diagnostic codes in this complaint, there may be nothing to fix.
section under the specific code number. The code l The most likely cause of an intermittent problem is
number will direct you to a procedure in Section 5: a faulty connection or damaged wiring. Next likely
Functional Tests. is a component failure (sensor or switch). Least
Do not confuse diagnostic codes with diagnostic likely is failure of the ECM itself.
events (refer to Logged Events in this section). l Diagnostic codes that are logged repeatedly may
Events can be logged in the ECM to track information indicate a problem that needs special
about the engine. An example would be a low oil investigation.
pressure event. An event is generated when the To troubleshoot a Logged diagnostic code, refer to
engine oil pressure is low but not out of range for the the Quick Reference Sheet For Diagnostic codes in
sensor. This does not indicate a problem with the this section. The code number will direct you to a
sensor, rather it indicates a problem with the engine procedure in Section 5: Functional Tests. If the
oil pressure. Refer to Logged Events later in this symptoms continue, use the proper procedure for
section for more information. troubleshooting the symptoms that have been
Active Diagnostic codes experienced by the operator. Refer to Section 3:
Troubleshooting Without a Diagnostic Code.
An Active diagnostic code represents a problem with
the electronic control system that should be Note: Always clear logged diagnostic codes after
investigated and corrected as soon as possible. investigating and correcting the problem which
generated the code.
When an Active diagnostic code is generated, the
Active Alarm warning indicator is activated to alert the
operator. If the condition generating the diagnostic
occurs only for a brief moment, the message will
disappear and the diagnostic code will be Logged in
the ECM memory.
4
(A) Output Voltage from jacket water temperature
sensor. Sensor Diagnostic Generated
(Electronic Problem)
Note: The diagram shown is for reference only and 4.8 V
should not be used to troubleshoot the jacket water Logged Event, warning,
temperature sensor. derate, and shutdown occur
if applicable.
Logged Events
107C
4.2 V
The GECM can log events. Events refer to engine (225F)
Engine is too hot,
operating conditions such as low oil pressure or high but there is not an
jacket water temperature. Logged events do not Warm Mode Temperature
electronic problem
Range 20 to 106C
indicate an electronic system problem, but may (68 to 223F)
indicate an engine system problem. The example
diagram shown indicates the output voltage from a
jacket water temperature sensor and how the GECM
responds to that voltage. NORMAL
ENGINE
TEMPERATURE
RANGE.
63C
2.8 V
(145F)
Cold Mode Temperature
Range -40 to 20C
(-40 to 68F)
0.2 V
Sensor Diagnostic Generated
(Electronic Problem)
A 1376.1
4
Diagnostic Terminology
Module Identifier (MID) - Two or three digit code which is assigned to each module or control system.
Module ID Description
024 Gas Engine Control Module (ECM)
6F Integrated Temperature Sensing Module (ITSM)
Component Identifier (CID) - Two or three digit code which is assigned to each component or system.
Failure Mode Identifier (FMI) - Type of failure the component experienced (adopted from SAE standard
practice J1587 diagnostics).
Failure Mode Identifier Description

00 Data valid, but above normal operational range
01 Data valid, but below normal operational range
02 Data erratic, intermittent, or incorrect
03 Voltage above normal or shorted high
04 Voltage below normal or open circuit
05 Current below normal or open circuit
06 Current above normal or grounded circuit
07 Mechanical system not responding properly
08 Abnormal frequency, pulse width, or period
09 Abnormal update
10 Abnormal rate of change
11 Failure mode not identifiable
12 Faulty device or component
13 Uncalibrated device or component
14 - 31 Reserved for future assignment
Active Code - The MID, CID and FMI can be viewed on TIPPS.
Logged Code - The diagnostic will be entered into the permanent memory (Diagnostic Log) when it becomes
Active. The number of occurrences will be saved in the good to bad counter in the permanent memory
(Diagnostic Log). First and last occurrence time (engine hours) will also be saved in the permanent memory
(Diagnostic Log). This information is then available for display on TIPPS.
4
Quick Reference Sheet For ECM Diagnostic codes
17-05 Fuel Shutoff Valve Open Circuit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-513
17-06 Fuel Shutoff Valve Short To Ground.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-513
17-12 Fuel Shutoff Valve Faulty... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-513
41-03 +8 VDC Power Supply Shorted High . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-522
41-04 +8 VDC Power Supply Shorted Low.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-522
106-03 Inlet Manifold Pressure Signal Invalid ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-506
106-08 Inlet Manifold Pressure Signal Noisy . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-506
109-03 Jacket Water Outlet Pressure Signal Open Or Shorted. ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-506
109-08 Jacket Water Outlet Pressure Signal Noisy ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-506
110-03 Jacket Water Temperature Sensor Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505
110-04 Jacket Water Temperature Sensor Short To Ground ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505
168-02 Intermittent Battery Power To The ECM ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-503
172-03 Inlet Manifold Temperature Sensor Open.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505
172-04 Inlet Manifold Temperature Sensor Short To Ground ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505
175-03 Oil Temperature Sensor Open... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505
175-04 Oil Temperature Sensor Short To Ground. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505
261-13 Timing Calibration Required .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-603
262-03 +5 VDC Supply Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-521
262-04 +5 VDC Supply Below Normal... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-521
301-05 Cylinder A1 Ignition Primary Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514
301-06 Cylinder A1 Ignition Primary Shorted. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514
302-05 Cylinder B1 Ignition Primary Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514
302-06 Cylinder B1 Ignition Primary Shorted. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-514
320-03 Speed/Timing Sensor Open Or Shorted ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-511
320-08 Speed/Timing Sensor Noisy .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-511
323-03 Engine Shutdown Lamp Driver Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-517
324-03 Engine Warning Lamp Driver Shorted High... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-517
336-02 Engine Control Switch Fault .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-503
4
338-05 Prelubrication Output Open . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-513
338-06 Prelubrication Output Short To Ground ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-513
443-03 Crank Terminate Relay Shorted High.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-517
444-05 Starter Motor Relay Open Circuit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-513
444-06 Starter Motor Relay Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-513
445-03 Engine Run Relay Driver Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-517
542-03 Oil Pressure Sensor Open... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505
542-04 Oil Pressure Sensor Short To Ground. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505
1086-09 Oxygen Sensor Element Not Connected. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-509B
1086-12 Oxygen Sensor Element Failed... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-602
1087-03 Oxygen Buffer Signal Open Or Shorted High.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-509B
1087-08 Oxygen Buffer Signal Noisy. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-509B
1088-05 Oxygen Buffer Power Driver Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-509A
1088-06 Oxygen Buffer Power Driver Shorted Low... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-509A
1440-05 Throttle Actuator Output Driver Open Circuit... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-524
1440-06 Throttle Actuator Output Driver Short Circuit... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-524
1501-03 Detonation Sensor #1 Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-512
1501-04 Detonation Sensor #1 Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-512
1528-05 Turbine Inlet Temperature Open . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505
1528-06 Turbine Inlet Temperature Shorted low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505
4
Quick Reference Sheet For Temperature Sensing Module Diagnostic codes
591-12 Internal Temperature Sensing Module Failure .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525
1201-03 Cylinder A1 Thermocouple Shorted High .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525
1201-04 Cylinder A1 Thermocouple Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525
1201-05 Cylinder A1 Thermocouple Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525
1209-03 Cylinder B1 Thermocouple Shorted High .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525
1209-04 Cylinder B1 Thermocouple Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525
1209-05 Cylinder B1 Thermocouple Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525
1221-03 Turbocharger Inlet Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525
1221-04 Turbocharger Inlet Thermocouple Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525
1221-05 Turbocharger Inlet Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-525
5
Functional Tests 5
P-501: Inspecting electrical connectors

System operation
MS Connectors
Many of the Operational Procedures and Diagnostic Jack Plug
Code Procedures in this troubleshooting guide will
direct you to check a specific electrical connector.
Use the following steps to help determine if the
connector is the cause of the problem. If a problem is
found in the electrical connector, repair the connector
and verify that the problem has been corrected. Jack Plug
Intermittent electrical problems are often caused by

poor connections. Always check for an Active
Diagnostic Code before breaking any connections
and check again immediately after reconnecting the
connector to see if the problem disappears. Simply
disconnecting and then reconnecting connectors can A Bb38fe01
sometimes solve a problem. If this occurs, likely (A) MS Connector view

causes are loose terminals, bent terminals,
improperly crimped terminals or corrosion. Follow this
procedure to thoroughly inspect the connectors to
determine if connectors are the cause of the problem.
MS Connectors - These connectors have a metal
housing. The pins and sockets are soldered to the
electrical wires. The solder connections are usually
environmentally protected with a chemical potting
which prevents access to the solder point.
Deutsch Connectors - The connectors have a plastic
housing. The pins and sockets are crimped onto the
electrical wires. The connector has a locking
mechanism to hold the pins and sockets. These
connectors are repairable without cutting the wires.
5
ECM Connectors
ECM AMP Connectors
1 2 3 4 5 6 8 9 10 11 12 13
13 1
23 14 >PEI<
14 23
31 24 24 31
39 32 36
47 40 47
40 47
57 48 48 57
70 58
58 59 60 61 62 63 65 66 67 68 69 70
ECM Side Harness Connector P1 Harness Side
1 2 3 4 5 6 8 9 10 11 12 13
13 1
23 14 14 >PEI< 23
31 24 24 31
39 32 36
47 40 40 47
57 48 48 57
70 58
58 59 60 61 62 63 65 66 67 68 69 70
ECM Side Harness Side

Harness Connector P2
A BB38ED02
Harness routing and sealing plug insertion
B BB38F301
5
Functional test
TEST STEP RESULT DIAGNOSIS/ACTION

Step 1: Check Connector Mating
MS Style Connectors OK Proceed to next step.
Make sure the receptacle (jack) coupling is turned NOT OK Repair or replace as
clockwise as much as possible and very little, if any, necessary. STOP.
threading on the plug is visible. Make sure the
connection is not cross threaded.
Deutsch HD Style Connectors
Make sure the plug and receptacle are aligned using
index markings. Check that the receptacle coupling is
fully turned clockwise and has clicked into locked
position. Make sure the two halves cannot be pulled
apart.
The connector will securely lock. The connector and
locking mechanism is without cracks or breaks.
Step 2: Check ECM Connector Allen Screw
Ensure the Connector Bolt is properly tightened, but be OK Proceed to next step.
careful not to over tighten and break the bolt. NOT OK Repair or replace as
Do not exceed 6.0 Nm (4.4 lb ft) of torque on the ECM necessary. STOP.
Connector Bolt when mating the 70-Terminal AMP
connector to the ECM.
The ECM Connector is secure and the ECM Connector
Bolt is properly torqued.
Step 3: Perform 45 N (10 Pound) Pull Test On Each
Terminal/Wire
Each terminal and connector should easily withstand 45 OK Proceed to next step.
N (10 lb) of pull, and remain in the connector body. This NOT OK Repair or replace as
test checks whether the wire was properly crimped in the necessary. STOP.
terminal and whether the terminal was properly inserted
into the connector.
Note: Terminals should ALWAYS be crimped onto the
wires using an appropriate tool (1U5804 Deutsch Crimp
Tool recommended). Do not solder terminals.
Each terminal and connector easily withstands 45 N (10
Pound) of pull, and remains in the connector body.
5
Step 4: Monitor Electronic Service Tool While Tugging
On Wiring And Connectors
Warning! OK Proceed to next step.
There is a Strong Electrical Shock Hazard while the NOT OK Repair or replace as
engine is turning. Do not touch wires associated with necessary STOP.
the Ignition Transformer circuit while the engine is
cranking or running.
If there is an Active Diagnostic Code pertaining to the
circuit:
Monitor the Perkins Diagnostic Tool TIPPS Active Code
Screen while tugging on all harnesses and connectors
that connect to the component with the Active
Diagnostic Code. If the Active Diagnostic Code
disappears while tugging on the harness, there is a
problem in the wiring or connector.
If there are no Active Diagnostic codes:
Monitor the TIPPS Display Status Screen for the
component while tugging on the harnesses. If the
reading changes erratically while tugging, there is a
problem in the wiring or connector.
If there are no Active Diagnostic codes and there are
complaints about sudden intermittent engine speed
changes or cutouts:
Run the engine and listen for burps or cutouts while
pulling on the wiring or connectors. If the engine speed
changes cuts out while tugging on the harness, there is
a problem in the wiring or connector.
The problem appears to be external to the harnesses
and connectors. Tugging on the harnesses and
connectors has no affect on the Active Diagnostic
Code, component status, or engine performance.
Step 5: Check Wires For Insulation Nicks Or Abrasion
Carefully inspect each wire for signs of abrasion, nicks, or OK Proceed to next step.
cuts. Likely locations to check are anywhere the NOT OK Repair or replace as
insulation is exposed, points where the wire rubs against necessary. STOP.
the engine or a sharp point.
Check all harness hold down clamps to verify the harness
is properly clamped and the clamp is not compressing the
harness. Pull the harness sleeves away to check for
flattened wires where the clamp holds the harness.
The wires are free of abrasion, nicks, or cuts and the
harness is properly clamped.
5
Step 6: Check Connectors For Moisture Or Corrosion
Ensure the connector seals and white sealing plugs are in OK Proceed to next step.
place. If any of the seals or plugs are missing, replace the NOT OK Repair or replace wiring
seal, plug, or if necessary, the connector. or connectors as
Check all wiring harnesses to verify the harness does not necessary. Ensure all
make a sharp bend out of a connector. This will deform seals are properly in
the connector seal and create a moisture entry path. place and connectors
Thoroughly inspect ECM Connectors J1/P1 and J2/P2 for completely mated. Verify
evidence of moisture entry. the repair eliminates the
Note: It is normal to see some minor seal abrasion on the problem by running the
ECM Connector seals. Minor seal abrasion will not allow engine for several
moisture entry. minutes and check again
for moisture. If moisture
If moisture or corrosion is evident in the connector, the reappears, it is wicking
source of the moisture entry must be found and repaired into the connector. Even if
or the problem will reoccur. Simply drying the connector the moisture entry path is
will not fix the problem. Likely moisture entry paths are repaired, it may be
missing or improperly installed seals, nicks in exposed necessary to replace the
insulation, or unmated connectors. Moisture can also wires that have moisture
travel or wick from one connector through the inside of wicking through them as
a wire to the ECM Connector. If moisture is found in the the wires may have
ECM connector, thoroughly check all connectors and moisture trapped inside
wires on the harness that connect to the ECM. The ECM the insulation. Verify the
is not the source of the moisture. Do not replace an ECM repair eliminates the
if moisture is found in either ECM connector. problem. STOP.
Note: If corrosion is evident on pins, sockets or the
connector itself, use only denatured alcohol to clean/remove
the corrosion with a cotton swab or a soft brush. Do not use
any cleaners that contain 1,1,1 trichloro-ethylene because it
may damage the connector.
All connectors/seals should be completely
mated/inserted, and the harness/wiring should be free
of corrosion, abrasion or pinch points.
Step 7: Inspect The Connector Terminals
Verify the terminals are not damaged. Verify proper OK Proceed to next step.
alignment and location of terminals in the connector. NOT OK Repair or replace as
The terminals are properly aligned and appear necessary. STOP.
undamaged.
Step 8: Check Individual Pin Retention Into The Socket
This is especially important for intermittent problems. OK STOP.
Using a new pin, insert the pin into each socket (one at a NOT OK Repair or replace as
time) to check for a good grip on the pin by the socket. necessary. STOP.
Repeat for each pin on the mating side of the connector,
using a new socket for the test. The terminal contact (pin
or socket) should stay in place when the connector is
held upside down.
The pins and sockets appear to be OK.
5
P-503: Electrical power supply to the
ECM
System Operation
This procedure tests whether proper voltage is
supplied to the ECM by the equipment wiring. Use this
procedure if a 168-02 Low or Intermittent Battery
Power To ECM Diagnostic codes are Logged, or
anytime you suspect the ECM is not receiving battery
supply voltage.
The ECM input at Connector P1 terminal-70
(Switched +Battery) receives battery voltage from the
Engine Control Switch (ECS) via a relay when the
ECS is in the START, STOP, or AUTO position. When
the ECM detects battery voltage at this input, the
ECM will power up.
When battery voltage is removed from this input, the
ECM will power down after the engine has safely shut
down.
The cause of an intermittent power supply to the ECM
can occur on either the positive (UNSWITCHED
+BATTERY) or negative (-BATTERY) side. Both
sides are routed from the ECM to the battery. The four
Unswitched +Battery connections should be routed
through a dedicated protection circuit.
5
ECM Electrical power supply schematic
J1 ECM
Engine Control 63 - Battery
Switch 65 - Battery
Control Relay 67 - Battery
START
AUTO
69 - Battery
STOP
OFF
52 Unswitched + Battery
70 Switched + Battery
62 Start
61 Stop
64 Auto
J2
10 Starter
Remote Start
Circuit
Breaker
- Battery
Techjet
L
K Switched + Battery
ITSM
B - Battery
A Switched + Battery
Starters Throttle
H - Battery
Starter Relay Switched + Battery Valve
A
- +
Battery
24V DC
Note : Refer to the Wiring Drawings for full connection details
A P-503.2
5
Diagnostic codes
CID-FMI Conditions which generate this code: Systems Response: Troubleshooting

168-02 Intermittent Battery Power To The ECM The engine may experience Proceed with
engine rpm burps, intermittent P-503: Electrical
Indicates the battery circuit to the ECM has
and/or complete engine Power Supply To
either an intermittent or low battery condition
shutdowns while the conditions The ECM
while the engine is running. If battery voltage
causing this diagnostic code
disappears without returning, the ECM will
are present.
not Log this Diagnostic Code and the engine
will shut down.
336-02 Engine Control Switch Fault The engine will shutdown. This Proceed with
code will remain active until the P-503: Electrical
The ECM detects an invalid combination on
Engine Control Switch is Power Supply To
the Switched +Battery, Start, Stop, and Auto
turned to the OFF position. The ECM
inputs, indicating a problem with the Engine
Control Switch circuit. This diagnostic code remains
Active until the Engine Control
Switch is turned to the OFF
position.
Functional test

Step 1: Inspect Electrical Connectors And Wiring
Thoroughly inspect ECM Connector J1/P1, breaker and OK Proceed to next step.
battery connections, and the connections to the Engine NOT OK Repair or replace wiring
Control Switch. Refer Inspecting Electrical Connectors or connectors as
for details. necessary. Ensure all
Perform 45 N (10 pound) pull test on each of the wires in seals are properly in
the ECM Connector associated with the Unswitched place and connectors
+Battery (terminal-52, 53, 55, and 57), -Battery completely mated. Verify
(terminal-63, 65, 67, and 69), and Switched +Battery the repair eliminates the
(terminal-70) connections. problem. STOP.
Check ECM Connector (Allen screw) for proper torque -
6.0 Nm (4.4 lb-ft).
Check the harness and wiring for abrasion and pinch
points from the battery to the ECM, and from the Ignition
Key Switch to the ECM.
See Figure P-503.3.
All connectors/pins/sockets should be completely
5
ECM Terminal Connections
ECM Connector P1
Function Pin Location

13 12 11 10 9 8 7 6 5 4 3 2 1
23 22 21 20 19 18 17 16 15 14
Unswitched +Battery 52
31 30 29 28 27 26 25 24
39 38 37 36 35 34 33 32 Unswitched +Battery 53
47 46 45 44 43 42 41 40 Unswitched +Battery 55
57 56 55 54 53 52 51 50 49 48
69 Unswitched +Battery 57
70 68 67 66 65 64 63 62 61 60 59 58
Switched + Battery 70
-Battery 63
Terminal Side -Battery 65
-Battery 67
-Battery 69
70 69 68 67 66 65 63 62 61 60 59 58
Start 62
57 48 Stop 61
47 40
Auto 64
36
31 24
23 >PEI< 14
13 12 11 10 9 8 6 5 4 3 2 1
Wire Side
A P503.3
5
Step 2: Check Battery Input Voltage At ECM
Turn the Engine Control Switch to the STOP position. OK The ECM is currently
Measure and record the voltage at the battery post receiving the correct
terminals. If the voltage at the battery posts is not voltage. Refer to
between 24.8 and 29 VDC, troubleshoot the charging Inspecting Electrical
system. Connectors if
Note: If using a power supply instead of batteries, the troubleshooting an
minimum requirement is 22 VDC at 16 Amps. intermittent problem.
STOP.
Measure the voltage between P1 terminal-52
(UNSWITCHED +BATTERY) and P1 terminal-63 NOT OK The correct voltages do
(-BATTERY). not appear at P1. Check
for breakers in the Engine
Check for an Active 336-02 diagnostic code while the Mounted ECM Box.
Engine Control Switch is in each position. Repeat this Check through the wiring
check several times. with a voltmeter to find
See Figure P-503.3. the source of the voltage
The voltage measurements at P1 should be constant drop. Refer to Electrical
and within 2 VDC of the voltage measured at the battery System Schematic.
posts. Repair as required.
Diagnostic Code 336-02 should not become active STOP.
while the Engine Control Switch is operated in each 336-02 The ECM detects an
position. ACTIVE invalid Engine Control
Switch input pattern.
Proceed to next step.
Step 3: Check The Engine Control Switch Circuit
Measure the voltage at the ECM Start, Stop, and Auto OK Correct voltages appear
inputs (P1 pin-62, 61, and 64) while the Engine Control at the ECM connector P1.
Switch is each position. Remove power from the
Measure the voltage between P1 terminal-70 engine control system
(SWITCHED +BATTERY) and P1 terminal-69 and disconnect J1/P1.
(-BATTERY) while the Engine Control Switch to the Carefully examine J1 and
STOP, AUTO and START positions. P1 for damage or
corrosion. Repair as
See Figure P-503.2.
necessary. Reconnect
Ground (less than 1 VDC) should appear only on the J1/P1 and retest. If
input corresponding to the switch position. problem is not resolved,
+Battery should be present at P1 terminal-70 when the replace the ECM. STOP.
Engine Control Switch is in the STOP, AUTO and NOT OK Disconnect the Start,
START positions. Stop, and Auto wires from
the Engine Control
Switch and check the
switch contacts in each
position with an
ohmmeter. Replace the
switch if defective. If the
problem is not resolved,
repair or replace the
harness. STOP.
5
P-505: Analogue sensor open or short
circuit test
System Operation
Use this procedure to troubleshoot Open or Short
circuit diagnostic codes for the Oil Pressure Sensor,
Oil Temperature Sensor, Jacket Water Temperature
Sensor, and Inlet Manifold Temperature Sensor. Note
that the Jacket Water Temperature Sensor does not
require +5 VDC supply voltage from the ECM.
The troubleshooting procedures for each Sensor
Open and Short circuit diagnostic code are identical.
The ECM provides supply voltage from ECM
Connector J1/P1 terminal-2 (+5VDC Supply) to the
sensor connector terminal-A. The Sensor Return
(ground) connection is also shared, provided from
ECM Connector J1/P1 terminal-3 (Analogue Return)
to each sensor connector terminal-B. The signal
voltage from each sensor is supplied from the sensor
connector terminal-C to the appropriate Sensor
Signal Terminal at ECM Connector J1/P1. Refer to
the Schematic for details.
5
Analog sensor schematic
Inlet Manifold Temperature Sensor
+5V A J1/2 +5VDC Supply

Signal C J1/14 Inlet Manifold temperature
Return B J1/3 Analogue Return
ECM
Raw Water Temperature Sensor
+5V A
Signal C J1/15 Raw Water Temperature
Return B
Oil Temperature Sensor 'A' Bank
+5V A
Signal C J1/17 Oil Temperature 'A' Bank
Return B
Oil Temperature Sensor 'B' Bank
+5V A
Signal C J1/25 Oil Temperature 'B' Bank
Return B
Oil Pressure Sensor 'A' Bank
+5V A
Signal C J1/24 Oil Pressure 'A' Bank
Return B
Oil Pressure Sensor 'B' Bank
+5V A
Signal C J1/26 Oil Pressure 'B' Bank
Return B
Water Temperature Sensor
Signal C J1/27 Water Temperature

Return B J2/21 Return
Turbine Inlet Temperature Sensor
4-20mA J1/36 Turbine Inlet Temperature

Convertor
Thermocouple J1/37 -
+24VDC Switched -24VDC
A P505.1
5
ECM Connector terminal
locations ECM Connector P1

13 12 11 10 9 8 7 6 5 4 3 2 1
23 22 21 20 19 18 17 16 15 14
+5 VDC Supply 2
31 30 29 28 27 26 25 24
39 38 37 36 35 34 33 32 Analog Return 3
47 46 45 44 43 42 41 40 Manifold Temperature 14
57 56 55 54 53 52 51 50 49 48
69 Jacket Water Temperature 27
70 68 67 66 65 64 63 62 61 60 59 58
Oil Temperature A Bank 17
Oil Temperature B Bank 25
Terminal Side Oil Pressure A Bank 24
Oil Pressure B Bank 26
Raw Water Temperature 15
70 69 68 67 66 65 63 62 61 60 59 58
Turbine Inlet Temp + 36
57 48 Turbine Inlet Temp - 37
47 40
36
31 24
23 >PEI< 14
13 12 11 10 9 8 6 5 4 3 2 1
Wire Side
A P505.2
Diagnostic codes

100-03 A bank Oil Pressure Sensor Open Or The ECM assumes a default Proceed with
Shorted High filtered oil pressure of 0 kPa (0 P-505: Analogue
psi) gauge, and engine Sensor Open Or
The Filtered Oil Pressure Sensor signal input
protection monitoring for low or Short Circuit
to the ECM is greater than 4.8 VDC,
excessive oil pressure is Test
indicating an open circuit or short to a
disabled.
positive voltage source
This diagnostic code remains
AND
A +5VDC Sensor Supply Diagnostic Code Switch is turned to the OFF
(262-03 or 262-04) is NOT active. position.
* Since engine protection is no
longer available, the engine is
shut down.
5
100-04 A bank Oil Pressure Sensor Short To The ECM assumes a default Proceed with
Ground filtered oil pressure of 0 kPa (0 P-505: Analogue
psi) gauge, and engine Sensor Open Or
The Filtered Oil Pressure Sensor signal input
to the ECM is less than 0.2 VDC, indicating
excessive oil pressure is Test
a short to ground
disabled.
AND
A +5VDC Sensor Supply Diagnostic Code Active until the Engine Control
(262-03 or 262-04) is NOT active. Switch is turned to the OFF
position.
shut down.
110-03 Jacket Water Temperature Sensor Open The ECM assumes a default Proceed with
jacket water temperature of P-505: Analogue
The Jacket Water Temperature Sensor
-40C (-40F), and engine Sensor Open Or
signal input to the ECM is greater than 4.8
VDC, indicating an open circuit or short to a
excessive jacket water Test
temperature is disabled.
position.
shut down.
110-04 Jacket Water Temperature Sensor Short The ECM assumes a default Proceed with
To Ground jacket water temperature of P-505: Analogue
-40C (-40F), and engine Sensor Open Or
The Jacket Water Temperature Sensor
signal input to the ECM is less than 0.2 VDC,
excessive jacket water Test
indicating a short to ground
temperature is disabled.
position.
shut down.
172-03 Inlet Manifold Temperature Sensor Open The ECM assumes a default Proceed with
inlet manifold temperature of P-505: Analogue
The Inlet Manifold Temperature Sensor
45C (113F). Engine Sensor Open Or
signal input to the ECM is greater than 4.8
protection monitoring for Short Circuit
VDC, indicating an open circuit or short to a
excessive inlet manifold Test
temperature is disabled and
AND the Air-Fuel Ratio Control no
longer compensates for
A +5VDC Sensor Supply Diagnostic Code
manifold temperature. Engine
(262-03 or 262-04) is NOT active.
performance may be affected.
5
175-03 Oil Temperature Sensor Open The ECM assumes a default oil Proceed with
temperature of 85C (185F), P-505: Analogue
The Oil Temperature Sensor signal input to
and engine protection Sensor Open Or
the ECM is greater than 4.8 VDC, indicating
monitoring for high oil Short Circuit
an open circuit or short to a positive voltage
temperature and oil to jacket Test
source
water differential is disabled.
AND
A +5VDC Sensor Supply Diagnostic Code Active until the Engine Control
(262-03 or 262-04) is NOT active. Switch is turned to the OFF
position.
shut down.
175-04 Engine Oil Temperature short to ground The ECM assumes a default oil Proceed with
temperature of 85C (185F), P-505: Analogue
The Oil Temperature Sensor signal input to
and engine protection Sensor Open Or
the ECM is less than 0.2 VDC, indicating a
monitoring for high oil Short Circuit
short to ground
temperature and oil to jacket Test
AND water differential is disabled.
A +5VDC Sensor Supply Diagnostic Code This diagnostic code remains
(262-03 or 262-04) is NOT active. Active until the Engine Control
position.
shut down.
542-03 B bank Oil Pressure Sensor Open The ECM assumes a default Proceed with
unfiltered oil pressure of 0 kPa P-505: Analogue
The B bank Oil Pressure Sensor signal
(0 psi) gauge, and engine Sensor Open Or
input to the ECM is greater than 4.8 VDC,
indicating an open circuit or short to a
plugged oil filters is disabled. Test
AND
(262-03 or 262-04) is NOT active.
542-04 B bank Oil Pressure Sensor Short To The ECM assumes a default Proceed with
Ground unfiltered oil pressure of 0 kPa P-505: Analogue
(0 psi) gauge, and engine Sensor Open Or
The B bank Oil Pressure Sensor signal
input to the ECM is less than 0.2 VDC,
plugged oil filters is disabled. Test
AND
(262-03 or 262-04) is NOT active.
1528-05 Turbine Inlet Temperature Open Proceed with
P-505: Analogue
The Turbine Inlet Temperature input is less
Sensor Open Or
than 4 mA indicating an open circuit
Short Circuit
Test
5
1528-06 Turbine Inlet Temperature Short to Proceed with
Ground P-505: Analogue
Sensor Open Or
The Turbine Inlet Temperature input is
Short Circuit
outside the 4-20 mA range
Test
172-04 Inlet Manifold Temperature Sensor Short The ECM assumes a default Proceed with
To Ground inlet manifold temperature of P-505: Analogue
45C (113F). Engine Sensor Open Or
The Inlet Manifold Temperature Sensor
signal input to the ECM is less than 0.2 VDC,
excessive inlet manifold Test
temperature is disabled and
AND the Air-Fuel Ratio Control no
longer compensates for
manifold temperature. Engine
(262-03 or 262-04) is NOT active.
performance may be affected.
Functional test

Step 1: Check For Active +5V Sensor Supply Codes
Connect Service Tool TIPPS at the Service Tool YES This procedure will not
Connector. work if a sensor supply
Turn the Engine Control Switch to the STOP position. diagnostic code is active.
Wait at least 10 seconds for codes to become Active. Refer to P-521: +5V
Sensor Voltage Supply
Verify if any of the following Diagnostic codes are Active:
Circuit Test. STOP.
- 262-03 5 Volt Supply Above Normal
NO Proceed to next step.
- 262-04 5 Volt Supply Below Normal
Are any diagnostic codes listed above Active?
Step 2: Check For Active Analogue Sensor Diagnostic
codes
Check if any of the following diagnostic codes are Active: ACTIVE A SHORT circuit
100-03, 100-04, 110-03, 110-04, 172-03, 172-04, 175-03, SHORT diagnostic code is Active
175-04, 542-03, 542-04. (FMI=04) at this time. Proceed to
If any of the codes listed above are Active, determine if it next step.
is an Open Circuit (-03) or Short To Ground (-04) fault. ACTIVE OPEN An OPEN circuit
Note: Diagnostic Code 262-03 (5 Volt Supply Above (FMI=03) diagnostic code is Active
Normal) or 262-04 (5 Volt Supply Below Normal) should not at this time. Proceed to
be Active. Step 4.
Are any diagnostic codes listed above Active? NO If the codes listed are
Logged only and the
engine is currently NOT
running properly, refer to
Troubleshooting Without
A Diagnostic Code. If the
engine is running
properly at this time,
there may be an
intermittent problem in
the harness causing the
Logged codes. Refer to
P-501: Inspecting
Electrical Connectors.
STOP.
5
Step 3: Disconnect Sensor To Create An Open Circuit
Turn the Engine Control Switch to the OFF position. OK A SHORT circuit
Disconnect the sensor with the SHORT circuit diagnostic diagnostic code was
code. Active before
disconnecting the sensor.
Turn the Engine Control Switch to the STOP position.
An OPEN circuit
Access the Active Diagnostic Code Screen of the diagnostic code became
Electronic Service Tool. Wait 10 seconds after turning the Active after disconnecting
Engine Control Switch ON. Check for an Active OPEN the sensor. Temporarily
circuit diagnostic code. reconnect the suspect
Measure the voltage between pin-A (+5 V) and pin-B sensor. If the sensor
(Return) on the engine harness sensor connector (Ignore short circuit diagnostic
this step if troubleshooting the Jacket Water Temperature code reappears, replace
Sensor). the sensor. Verify the
An OPEN circuit diagnostic code for the disconnected diagnostic code is no
sensor is now Active. longer Active with the
new sensor installed.
Clear all Logged
diagnostic codes. STOP.
NOT OK There is a short circuit
between the Sensor
Harness Connector and
the ECM. Leave the
sensor disconnected.
Refer to P-501:
Inspecting Electrical
Connectors. If NOT OK,
proceed to Step 6.
+5VDC There is an open circuit in
SUPPLY NOT the sensor supply. Refer
OK to P-501: Inspecting
STOP.
Step 4: Verify Supply Voltage Is Present At The Sensor
Disconnect the suspect sensor. OK Supply voltage is present
Proceed to the next step if troubleshooting the Jacket at the sensor. Proceed to
Water Temperature Sensor (+5VDC supply not used). next step.
Measure the voltage between pin-A (+5 V) and pin-B NOT OK The +5V Sensor Supply
(Return) on the engine harness sensor connector. voltage is not reaching
the sensor. Most likely
See Figure P-505.3.
there is an OPEN circuit
The voltage should measure between 4.5 and 5.5 VDC. in either the Sensor
Common or Sensor
Supply wire in the Engine
Harness between the
ECM and the sensor.
Refer to P-501:
Connectors. STOP.
5
HD Connector view Deutsch HD Connectors (Terminal Side)
A A
C B C
B
Jack Plug
A P505.3

Step 5: Create Short Circuit Between Signal And Return
Terminals At The Sensor Connector
Turn the Engine Control Switch to the OFF position. OK The engine harness and
Fabricate a jumper wire (100 to 150 mm, 4 to 6 inches ECM have checked OK.
long) with Deutsch Terminals on both ends. Thoroughly inspect the
sensor connector. Refer
Install the jumper wire (short circuit) between the Signal
to Inspecting Electrical
and Return inputs of the suspect sensor connector
Connectors. Reconnect
(engine harness side).
the sensor. If the OPEN
Turn the Engine Control Switch to the STOP position. circuit diagnostic code
Wait at least 10 seconds for the SHORT circuit diagnostic reappears, temporarily
code to become Active. replace the sensor
See Figure P-505.3. (connect a new sensor to
A Sensor SHORT circuit diagnostic code is Active with the harness, but do not
the jumper installed. install it into the engine).
Ensure the diagnostic
code is no longer Active.
If the diagnostic code
disappears when the new
sensor is connected,
replace the old sensor.
Clear all Logged
NOT OK Most likely there is an
OPEN circuit in either the
Sensor Common or
Sensor Signal wire in the
Engine Harness between
the ECM and the sensor.
Remove the jumper.
Refer to P-501:
proceed to next step.
5
Step 6: Check ECM Operation By Creating Open And
Short Circuits At ECM Connector
Remove power from the engine control system. Turn the OK The ECM is operating
Engine Control Switch to the OFF position and open the correctly. Repair or
breaker in the Engine Mounted Panel. replace the defective
Disconnect ECM Engine Harness Connector J1/P1. wiring harness as
Thoroughly inspect both halves of the connector for signs necessary. Clear all
of corrosion or moisture. Repair as necessary. diagnostic codes. Verify
the repair eliminates the
Reconnect J1/P1.
problem. STOP.
Use a Terminal Removal Tool to remove the signal wire
NOT OK Either the OPEN circuit
for the circuit creating the Open or Short Circuit
diagnostic code is NOT
diagnostic code.
Active with the harness
Restore power to the engine control system and turn the disconnected (open
Engine Control Switch to the STOP position. circuit), or the SHORT
Monitor the TIPPS Active Diagnostic Code Screen. Wait circuit diagnostic code is
at least 10 seconds for diagnostic codes to appear. NOT Active with the
An OPEN circuit diagnostic code should be Active for jumper wire (short circuit)
the suspect sensor. installed. Replace the
ECM. STOP.
Turn the Engine Control Switch to the OFF position.
Fabricate a jumper wire with Deutsch Pins on both ends.
Insert the jumper wire between the suspect sensor input
terminal (refer to diagram for signal terminals) and J1
terminal-19 (Unused ECM Ground).
Turn the engine Control Switch to the STOP position.
A SHORT circuit diagnostic code should be Active with
the jumper wire installed. Wait at least 10 seconds for
diagnostic codes to appear.
See Figure P-505.3.
See Figure P-505.2.
OPEN circuit and SHORT circuit diagnostic codes are
Active as indicated by the test procedure.
5
P-506: PWM sensor circuit test
System Operation
Use this procedure to troubleshoot diagnostic codes
for the Inlet Manifold Pressure Sensor.
The troubleshooting procedure for each PWM sensor
is identical. The ECM provides supply voltage to the
Inlet Manifold Pressure Sensor from ECM Connector
J1/P1 terminal-4 (+8VDC Supply) to sensor
connector terminal-A. The Sensor Return (ground)
connection is provided from ECM Connector J1/P1
terminal-5 (Return) to sensor connector terminal-B.
The signal voltage from the sensor connector
terminal-C to the appropriate Sensor Signal Terminal
at ECM Connector J1/P1. Refer to the Schematic for
details.
PWM Sensors schematic

Inlet Manifold Pressure Sensor
ECM
+8V A 4 +8VDC
Signal C 10 Inlet Manifold Pressure
Return B 5 Return
A P506.1
5
Diagnostic codes

106-03 Inlet Manifold Pressure Signal Open or The engine is shut down. Proceed with
Shorted P-506: ECM
PWM Sensor
The Inlet Manifold Pressure Sensor signal
Circuit Test
duty cycle is higher than the maximum
possible, indicating a possible open or short
circuit
AND
An 8 VDC Supply diagnostic code is NOT
active.
106-08 Inlet Manifold Pressure Signal Noisy The engine is shut down. Proceed with
P-506: ECM
The Inlet Manifold Pressure Sensor signal
PWM Sensor
duty cycle or frequency is out of range
Circuit Test
AND
An 8 VDC Supply diagnostic code is NOT
active.
Functional test

Connect TIPPS at the Service Tool Connector. YES This procedure will not
Turn the Engine Control Switch to the STOP position. work if a sensor supply
Wait at least 10 seconds for codes to become Active. diagnostic code is active.
Refer to P-522: +8V
- 41-03 8 Volt Supply Above Normal Circuit Test. STOP.
- 41-04 8 Volt Supply Below Normal NO Proceed to next step.
Step 2: Check For Active PWM Sensor Diagnostic codes
Check if any of the following diagnostic codes are Active: YES An OPEN circuit
106-08 (Manifold Pressure Signal INVALID) or 109-08 diagnostic code is Active
(Jacket Water Outlet Pressure Sensor Signal INVALID). at this time. Proceed to
Note: Diagnostic Code 41-03 (8 Volt Supply Above Normal) next step.
or 41-04 (8 Volt Supply Below Normal) should not be Active. NO If the codes listed are
Are any diagnostic codes listed above Active? Logged only, attempt to
make the code active by
performing a pull test on
wires and connectors
associated with the
circuit. Refer to P-501:
Connectors. STOP.
5
Measure the voltage between pin-A (+8 V) and pin-B at the sensor. Proceed to
(Return) on the engine harness sensor connector. next step.
See Figure P-506.2. NOT OK The +8V Sensor Supply
The voltage should measure between 7.5 and 8.5 VDC. voltage is not reaching
the sensor. Most likely
there is an OPEN circuit
in either the Sensor
Common or Sensor
Harness between the
ECM and the sensor.
Refer to P-501:
Connectors. STOP.
A A
C B C
B
Jack Plug
A P506.2
5
Step 4: Check Isolated Signal At The Sensor
Install a 3-Terminal Breakout-T at the suspect sensor OK Proceed to next step.
connector. NOT OK The sensor is receiving a
Remove the signal wire from the harness side of the correct supply voltage but
Breakout-T to isolate the sensor output. is not producing a valid
Connect a multimeter capable of measuring frequency output signal. Thoroughly
and duty cycle to pin-C (signal) and pin-B (return) of the inspect the sensor
Breakout T. connector. Refer to
Turn the Engine Control Switch to the STOP position, if Inspecting Electrical
not already done. Connectors. Retest the
sensor. If the frequency
Measure the suspect sensor signal duty cycle and or duty cycle is still
frequency. incorrect, temporarily
The duty cycle should measure between 5 and 95 replace the sensor
percent. (connect a new sensor to
The frequency should measure between 400 and 600 the harness, but do not
Hz. install it into the engine).
Ensure the diagnostic
code is no longer Active.
If the diagnostic code
disappears when the new
sensor is connected,
replace the old sensor.
Clear all Logged
Step 5: Check Isolated Signal At The ECM
Remove power from the engine control system. Turn the OK A valid signal exists at the
Engine Control Switch to the OFF position and unplug the ECM connector. Re-
power connector on the Engine Mounted Panel. insert signal wire into the
Disconnect ECM Engine Harness Connector J1/P1. ECM connector and
Thoroughly inspect both halves of the connector for signs retest. Verify the ECM is
of corrosion or moisture. Remove the signal wire from P1 receiving the correct
terminal-10. battery voltage. If the
Reconnect all connectors and restore power to the
temporarily connect a test
engine control system.
ECM. If the problem
Turn the Engine Control Switch to the STOP position. disappears with the test
Use a multimeter to measure the suspect sensor signal ECM connected,
duty cycle and frequency. reconnect the old ECM to
See Figure P-506.3. verify the problem
returns. If the test ECM
The duty cycle should measure between 5 and 95
works, and the old one
percent.
does not, replace the
The frequency should measure between 400 and 600 ECM. STOP.
Hz.
NOT OK A valid signal appears at
the sensor but not at the
ECM connector. Repair
or replace the sensor
harness as necessary.
Refer to P-501:
Connectors. STOP.
5
13 12 11 10 9 8 7 6 5 4 3 2 1
23 22 21 20 19 18 17 16 15 14
31 30 29 28 27 26 25 24
39 38 37 36 35 34 33 32 Manifold Pressure Supply 4
47 46 45 44 43 42 41 40 Manifold Pressure Return 5
57 56 55 54 53 52 51 50 49 48
69 Manifold Pressure Signal 10
70 68 67 66 65 64 63 62 61 60 59 58
Terminal Side
70 69 68 67 66 65 63 62 61 60 59 58
57 48
47 40
36
31 24
23 >PEI< 14
13 12 11 10 9 8 6 5 4 3 2 1
Wire Side
A P506.3
5
P-509A: Oxygen sensor buffer supply
MS Connectors
circuit
Jack Plug
System Operation
The Oxygen Sensor and Oxygen Buffer generate a
PWM signal with a duty cycle proportional to percent
oxygen concentration in the exhaust. The ECM uses
the oxygen signal to correct for fuel BTU variations Jack Plug
and to maintain desired emissions levels. If an
incorrect oxygen signal is detected by the ECM, a
diagnostic code is generated and fuel quality
compensation is disabled. Problems with the oxygen
signal circuit must be repaired as soon as possible
since engine performance and emissions are A P509A.1
affected.
The Oxygen Buffer receives power from the ECM and
monitors the Oxygen Sensor. The buffer then
produces a 500 Hz PWM output signal with a duty
cycle proportional to oxygen concentration. The
sensor provides a WET reading that is slightly lower
than a DRY reading. The sensor WET reading is
multiplied by an approximate conversion factor (1.25)
to obtain the DRY reading displayed on TIPPS. This
is done to allow comparison of TIPPS oxygen
readings to DRY meter readings such as those from
Teledyne meters.
The Oxygen Sensor must be calibrated periodically
and whenever a sensor element is replaced to ensure
accurate readings.
Oxygen sensor circuit schematic

ECM Oxygen Oxygen
Sensor Buffer Sensor Element
P651/
J2 P2 VH+ OR A Heater +
J651
VH- YL B Heater -
+Buffer Supply 13 A +24 VDC
IP+ WH C Current Input +
Oxygen Signal 67 C PWM Out
IP- BR D
Return 23 B Return
VS+ RD E Output V+
VS- BK F Output V-
B P509A.2
5
Diagnostic codes

1088-05 Oxygen Buffer Power Driver Open Fuel quality compensation is Proceed with
disabled. The diagnostic code P-509A: Oxygen
Power to the Oxygen Buffer is OFF, but the
remains active until a Sensor Buffer
ECM still receives a signal from the buffer.
consistent oxygen signal is Supply Circuit
present for at least five
seconds. Engine performance
and emissions may be
affected.
1088-06 Oxygen Buffer Power Driver Shorted Low Fuel quality compensation is Proceed with
disabled. The diagnostic code P-509A: Oxygen
The Oxygen Buffer voltage supply is shorted
remains active until a Sensor Buffer
to -Battery.
consistent oxygen signal is Supply Circuit
Note: This code does NOT occur when the present for at least five
ECM Oxygen Sensor Buffer driver is OFF. seconds. Engine performance
and emissions may be
affected.
Functional test

The Oxygen Sensor may reach temperatures in excess NOT OK Repair or replace the
of 700C (1300F) during normal operation, diagnostic harness as necessary.
override testing, and calibration. Wear heat resistant STOP.
gloves and do not handle the sensor element until it
has sufficiently cooled.
Thoroughly inspect ECM Connector J2/P2, the Oxygen
Buffer, and Oxygen Sensor connections. Refer Inspecting
Electrical Connectors for details.
Perform 45 N (10 pound) pull test on each of the wires
associated with the Oxygen Sensor circuit. Refer to the
schematic.
6.0 Nm (4.4 lb-ft).
points from the Oxygen Buffer to the ECM.
See Figure P-509A.2.
5

13 12 11 10 9 8 7 6 5 4 3 2 1
23 22 21 20 19 18 17 16 15 14
+Buffer Supply 13
31 30 29 28 27 26 25 24
39 38 37 36 35 34 33 32 Return 23
47 46 45 44 43 42 41 40 Oxygen Signal 67
57 56 55 54 53 52 51 50 49 48
69
70 68 67 66 65 64 63 62 61 60 59 58
Terminal Side
70 69 68 67 66 65 63 62 61 60 59 58
57 48
47 40
36
31 24
23 >PEI< 14
13 12 11 10 9 8 6 5 4 3 2 1
Wire Side
A P509A.3

Step 2: Check For Active Oxygen Buffer Supply Codes
Connect Service Tool TIPPS at the Service Tool 1088-05 There is an open or short
Connector. ACTIVE to +Battery in the buffer
Turn the Engine Control Switch to the STOP position. supply. Proceed to next
Wait at least 10 seconds for codes to become Active. step.
Determine if a 1088-05 Oxygen Sensor Buffer Supply 1088-06 There is a short to ground
Open diagnostic code is Active. ACTIVE in the buffer supply.
Use the TIPPS Diagnostic Override in the Configuration Proceed to Step 4.
Screen to turn the Oxygen Sensor Status to ON. NO The buffer supply checks
Determine if a 1088-06 Oxygen Sensor Buffer Supply OK. STOP.
Shorted Low diagnostic code is Active.
Is a 1088-05 or 1088-06 diagnostic code Active?
5
Step 3: Check Harness For A Short To +Battery
Turn the Engine Control Switch to the OFF position, then OK The ECM Buffer supply is
to the STOP position. not shorted to +Battery.
Disconnect the Oxygen Sensor from the Oxygen Sensor Proceed to Step 5.
Buffer. NOT OK There is voltage to ECM
Measure the Oxygen Sensor heater supply voltage (VH+ Oxygen Sensor Buffer
to VH-) across socket-A and socket-B of the buffer side of when it should be OFF.
the sensor connector. Use a wire removal tool to
See Figure P-509A.2. remove the buffer supply
wire from P2 terminal-13.
The voltage should be less than 0.5 VDC. If voltage is still present at
the heater supply, repair
or replace the harness as
necessary. If the problem
is not resolved, replace
the ECM. STOP.
Step 4: Disconnect Oxygen Sensor Buffer
Disconnect the buffer to ECM connector. YES The buffer supply is still
Turn the Engine Control Switch to the STOP position. shorted. Proceed to
Use the TIPPS Diagnostic Override in the Configuration Step 6.
Screen to turn the Oxygen Sensor Status to ON. NO The buffer supply short is
Determine if a 1088-06 Oxygen Buffer Supply Shorted no longer active when the
Low diagnostic code is Active. buffer is disconnected.
Is a 1088-06 diagnostic code Active? Check the buffer
connections for damage
or corrosion. Repair as
necessary. If the problem
the buffer. STOP.
Step 5: Check Harness For An Open Circuit
Turn the Engine Control Switch to the OFF position. OK The harness and ECM
Disconnect the ECM to Oxygen Sensor Buffer connector check OK. Check the
P651/J651. buffer connections for
damage or corrosion.
Install a jumper wire with Deutsch pin terminals at each
Repair as necessary. If
end into pin-A and pin-B of the Oxygen Sensor Buffer
the problem is not
connector P651.
resolved, replace the
Turn the Engine Control Switch to the STOP position. buffer. STOP.
Determine if a 1088-05 Oxygen Buffer Supply Open NOT OK The ECM does not detect
diagnostic code is Active. the jumper. Proceed to
Diagnostic code 1088-05 should be NOT be Active next step.
when the ECM Oxygen Sensor Buffer Supply circuit is
shorted.
5
Step 6: Check Oxygen Buffer Supply At ECM
Remove power from the engine control system. Turn the YES The ECM Oxygen Sensor
Engine Control Switch to the OFF position and unplug the Buffer supply checks OK.
power connector on the Engine Mounted Panel. Repair or replace the
Disconnect ECM Engine Harness Connector J2/P2. harness as necessary.
Thoroughly inspect both halves of the connector for signs STOP.
of corrosion or damage. NO The ECM did not correctly
Reconnect J2/P2. detect an open or short
Use a terminal removal tool to remove wires from P2 circuit at P2. Replace the
terminal-13 (+Buffer Supply) and P2 terminal-23 (Return) ECM. STOP.
in order to create an open circuit.
Restore power to the engine control system and turn the
Engine Control Switch to the STOP position.
Monitor the TIPPS Active Diagnostic Code Screen. Wait
at least 10 seconds for diagnostic codes to appear.
Connect a jumper with Deutsch terminals at each end into
P2 terminal-13 (+Buffer Supply) and P2 terminal-23
(Return).
Use the TIPPS Diagnostic Override Screen to turn the
Oxygen Sensor Status to ON.
Monitor the TIPPS Active Diagnostic Code Screen. Wait
at least 10 seconds for diagnostic codes to appear.
Is a 1088-05 diagnostic code Active when the supply is
open circuited, and is a 1088-06 diagnostic code Active
after the jumper is installed?
5
P-509B: Oxygen sensor signal circuit test
MS Connectors
System Operation Jack Plug
The Oxygen Sensor and Oxygen Buffer generate a

PWM signal with a duty cycle proportional to percent
oxygen concentration in the exhaust. The ECM uses
the oxygen signal to correct for fuel BTU variations
and to maintain desired emissions levels. If an Jack Plug
incorrect oxygen signal is detected by the ECM, a
diagnostic code is generated and fuel quality
compensation is disabled. Problems with the oxygen
signal circuit must be repaired as soon as possible
since engine performance and emissions are
affected. A P509B.1
The Oxygen Buffer receives power from the ECM and

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

ECM Oxygen Oxygen
Sensor Buffer Sensor Element
P651/
J2 P2 VH+ OR A Heater +
J651
VH- YL B Heater -
+Buffer Supply 13 A +24 VDC
IP+ WH C Current Input +
Oxygen Signal 67 C PWM Out
IP- BR D
Return 23 B Return
VS+ RD E Output V+
VS- BK F Output V-
B P509B.2
Diagnostic codes

1086-09 Oxygen Sensor Element Not Connected Fuel quality compensation is Proceed with
disabled. The diagnostic code P-509B: Oxygen
The Oxygen Buffer has been powered for at
remains active until an oxygen Sensor Signal
least 5 seconds and the oxygen signal duty
signal duty cycle above 20 Circuit Test
cycle is between 10 and 20 percent.
percent is present for at least 5
Note: This is the default output duty cycle seconds. Engine performance
when an Oxygen Sensor Heater load is NOT and emissions may be
detected by the buffer. Check for a affected.
disconnected Oxygen Sensor or burned out
Oxygen Sensor heater.
5
1087-08 Oxygen Buffer Signal Noisy Fuel quality compensation is Proceed with
disabled. The diagnostic code P-509B: Oxygen
The ECM has been powered for at least 5
remains active until the Engine Sensor Signal
seconds and
Control Switch is turned to the Circuit Test
an oxygen signal is switching faster than the OFF position OR a valid
maximum rate or oxygen signal is present for at
least five seconds. Engine
the duty cycle is outside the valid range AND
performance and emissions
A Buffer Supply diagnostic code is NOT may be affected.
active.
1087-03 Oxygen Buffer Signal Open Or Shorted Fuel quality compensation is Proceed with
High disabled. The diagnostic code P-509B: Oxygen
remains active until the Engine Sensor Signal
The ECM has been powered for at least 5
Control Switch is turned to the Circuit Test
seconds and
OFF position OR a valid
the PWM oxygen signal is not switching at oxygen signal is present for at
the minimum rate and least five seconds. Engine
performance and emissions
The Oxygen Buffer Supply diagnostic codes
may be affected.
are NOT active.
Functional test

The Oxygen Sensor Operates at extremely high NOT OK Repair or replace the
temperatures. Do not handle this sensor unless it has harness as necessary.
been allowed to sufficiently cool following engine STOP.
operation, calibration, or diagnostic override testing.
Thoroughly inspect ECM Connector J2/P2, the Oxygen
Buffer, and Oxygen Sensor connections. Refer Inspecting
Electrical Connectors for details.
schematic.
6.0 Nm (4.4 lb-ft).
See Figure P-509B.3.
5

13 12 11 10 9 8 7 6 5 4 3 2 1
23 22 21 20 19 18 17 16 15 14
+Buffer Supply 13
31 30 29 28 27 26 25 24
39 38 37 36 35 34 33 32 Return 23
47 46 45 44 43 42 41 40 Oxygen Signal 67
57 56 55 54 53 52 51 50 49 48
69
70 68 67 66 65 64 63 62 61 60 59 58
Terminal Side
70 69 68 67 66 65 63 62 61 60 59 58
57 48
47 40
36
31 24
23 >PEI< 14
13 12 11 10 9 8 6 5 4 3 2 1
Wire Side
A P509B.3

Step 2: Check Heater Supply Voltage To The Oxygen
Sensor
Disconnect the Oxygen Sensor from the Oxygen Sensor YES Supply voltage is
Buffer. reaching the buffer.
Turn the Engine Control Switch to the STOP position and Proceed to next step.
use the TIPPS Diagnostic Override in the Configuration NO Oxygen Sensor heater
Screen to turn the Oxygen Sensor Status to ON. voltage is not present.
Measure the Oxygen Sensor Buffer Heater supply Proceed to Step 4.
voltage (VH+ to VH-) across socket-A and socket-B of the
buffer side of the sensor connector.
The voltage should be greater than 9 VDC.
5
Oxygen sensor connector diagram
A P509B.4

Step 3: Check For Active Oxygen Sensor Diagnostic
codes
Turn the Engine Control Switch to the OFF position. 1086-09 A 1086-09 Oxygen
Reconnect all connectors. ACTIVE Sensor Element Not
Connected diagnostic
Turn the Engine Control Switch to the STOP position and
code is Active. Check the
use the TIPPS Diagnostic Override in the Configuration
Oxygen Buffer to Oxygen
Screen to turn the Oxygen Sensor Status to ON.
Sensor connectors for
Check if a 1086-09, 1087-03 or 1087-08 diagnostic code damage or corrosion.
is Active. Refer to Inspecting
Note: Diagnostic Code 1088-05 Oxygen Buffer Supply Electrical Connectors.
Shorted High or 1088-06 Oxygen Buffer Supply Shorted Replace the component
Low should not be Active. with the faulty connector.
Is an Oxygen Signal diagnostic code Active? If the connectors appear
to be in good condition,
replace and calibrate the
Oxygen Sensor. If the
replace the Oxygen
Buffer. STOP.
1087-03 OR The PWM Oxygen signal
1087-08 is noisy or absent.
ACTIVE Proceed to Step 5.
1088-05 OR There is a problem in the
1088-06 Oxygen Sensor Buffer
ACTIVE Supply. Refer to P-509A:
Oxygen Sensor Buffer
Supply Circuit. STOP.
NO The Oxygen Sensor
signal circuit checks OK.
STOP.
5
Step 4: Check Supply Voltage To The Oxygen Sensor
Buffer
Disconnect the ECM to Oxygen Sensor Buffer Connector. OK The buffer is receiving the
Measure the voltage between terminal-A and terminal-B correct supply voltage
of the ECM side connector. and not producing a
heater voltage.
The Oxygen Sensor Buffer supply voltage should be
Reconnect all connectors
greater than 18 VDC.
and retest. If problem is
not resolved, replace the
buffer. STOP.
NOT OK Proceed to Step 6.
Step 5: Check Harness For Opens Or Shorts
Remove power from the engine control system. Turn the OK Proceed to Step 7.
Engine Control Switch to the OFF position and unplug the NOT OK There is a problem in the
power connector on the Engine Mounted Panel. harness. Repair or
Disconnect J2/P2 and J651/P651. Thoroughly inspect replace the harness as
both halves of the connectors for signs of corrosion or necessary. STOP.
moisture.
Install a jumper wire with Deutsch pin terminals at each
end into P651 pin-C (Signal) and P651 pin-B (Return).
Use an ohmmeter to check for continuity between P2
pin-23 and P2 pin-67.
Use an ohmmeter to check for shorts between P2 pin-67
and -Battery.
and the engine.
and P2 pin-13.
and all remaining pins in P2.
The resistance between P2 pin-23 and P2 pin-67 should
be less than 2 Ohms.
The ohmmeter readings for short circuit checks should
be greater than 20k Ohms.
5
Step 6: Check Oxygen Buffer Supply Voltage At ECM
Remove power from the engine control system. Turn the YES The ECM Oxygen Buffer
Engine Control Switch to the OFF position and unplug the supply checks OK. Repair
power connector on the Engine Mounted Panel. or replace the harness as
Disconnect ECM Engine Harness Connector J2/P2. necessary. STOP.
Thoroughly inspect both halves of the connector for signs NO The ECM is not producing
of corrosion or moisture. Repair as necessary. a correct supply voltage.
Reconnect J2/P2. Use a wire removal tool to remove Replace the ECM. STOP.
wires from P2 terminal-13 and P2 terminal-23.
Use the TIPPS Diagnostic Override in the Configuration
Screen to turn the Oxygen Sensor Status to ON.
Measure the Oxygen Buffer Supply voltage out of ECM at
P2 terminal-13 and P2 terminal-23.
The Oxygen Sensor Buffer supply voltage should be
greater than 18 VDC.
Step 7: Check Isolated Oxygen Signal At ECM
Connector
Reconnect the Oxygen Buffer connector J651/P651. OK A valid oxygen signal
Use a wire removal tool to remove the oxygen signal wire appears at P2. Turn the
from P2 terminal-67. Engine Control Switch to
the OFF position and
Reconnect J2/P2 and restore power to the engine control
reinstall the signal wire
system.
into P2. Energize the
Turn the Engine Control Switch to the STOP position and Oxygen Buffer and
use the TIPPS Diagnostic Override in the Configuration recheck for an Active
Screen to turn the Oxygen Sensor Status to ON. 1087-03 or 1087-08
Use a multimeter capable of measuring duty cycle and diagnostic code. If
frequency to measure the signal between the loose wire present, replace the
(P2 terminal-67) and -Battery. ECM. STOP.
See Figure P-509B.3. NOT OK The harness checks OK
The signal DUTY CYCLE should be between 20 and 90 but a valid signal does not
percent. appear P2. replace the
The signal FREQUENCY should be between 350 and Oxygen Sensor Buffer. If
650 Hz. buffer replacement does
not resolve the problem,
replace the Oxygen
Sensor. STOP.
5
P-511: Speed/Timing sensor
System Operation
The Speed/Timing Sensor provides engine speed
and engine crankshaft position information to the
ECM. The sensor outputs a pulse train signal as the
timing reference gear, mounted on the camshaft gear,
rotates past the pickup of the Speed/Timing Sensor.
The sensor pickup is located in the gearcase.
The sensor will be damaged if installed improperly.
Visually inspect the Timing Ring position below the
mounting hole before inserting the Sensor. The
Timing Ring teeth must be aligned with the sensor
mounting hole when the sensor is installed. If
necessary, turn the crankshaft to rotate the Timing
Ring teeth to be immediately underneath the sensor.
The sensor generates a signal waveform matching
the timing gear tooth pattern. The Timing Gear
provides a special gear tooth pattern that indicates
rotation position and rotation direction. The gear
consists of 36 teeth and 1 extra tooth in the outer
diameter.
Speed/Timing Sensor Schematic
Timing Pickup ECM
Signal 2 J1/32 Pickup +

Return 1 J1/33 Pickup -
A P511.1
5
Diagnostic codes

320-03 Speed/Timing Sensor Open Or Shorted The engine will not start or, if Proceed with
running, ignition is terminated P-511A:
The ECM has been energized for 5 seconds
due to loss of timing Speed/Timing
AND
information. The shutdown Sensor2
The Speed/Timing signal is lost for more lamp will be activated and the
than 1 second after the engine has started or code may be viewed on the
the signal is lost for 15 seconds while the TIPPS.
engine is cranking.
position.
320-08 Engine Speed/Timing Sensor Noisy Ignition is terminated due to Proceed with
loss of timing information and P-511A:
The Speed/Timing signal is lost and returns
the engine is shut down. Speed/Timing
within one second.
Sensor2
position.
Functional test

Step 1: Check For Connector Damage
Turn the Engine Control Switch to the OFF position. OK The connectors are in
Thoroughly inspect ECM Connector J1/P1 and the good condition. Proceed
Speed/Timing Sensor Connector. Refer to Inspecting to next step.
Electrical Connectors for details. NOT OK Repair or replace the
Perform 45 N (10 pound) pull test on each of the wires in faulty connector. Reset
the ECM Connector associated with the Speed/Timing Diagnostic codes on
circuit. power up. Repair as
Check ECM Connector (Allen screw) for proper torque - required. STOP.
6.0 Nm (4.4 lb ft).
points from the sensor back to the ECM.
All connectors/pins/sockets are completely
mated/inserted, and the harness/wiring is free of
corrosion, abrasion or pinch points.
5
Step 2: Check Speed/Timing Sensor
OK The Speed/Timing
NOTICE Sensor is undamaged.
Reinstall the sensor per
Check that the Timing Gear is in a position that will instruction in the Engine
allow the Speed/Timing Sensor to protrude onto one of Disassembly and
the teeth of the Timing Gear. This is done visually with Assembly Manual.
a flashlight prior to the installation of the Speed/Timing Proceed to next step.
Sensor. Turn the crankshaft to rotate the Timing Gear,
if necessary, to position the gear in a place that will NOT OK The Speed/Timing
allow the head to touch a tooth. If the sensor head Sensor is damaged.
does protrude into one of the slots, the head will be Replace and calibrate the
damaged as the gear begins to rotate. Speed/Timing Sensor.
Refer to P-603:
Speed/Timing Sensor
Disconnect and remove the Speed/Timing Sensor.
Calibration. If conditions
Inspect the sensor tip for damage, clean if necessary. are not resolved,
Install Speed/Timing Sensor. proceed to next step.
Step 3: Check Engine RPM Reading Using TIPPS
Crank the engine while observing the engine rpm display OK The Speed/Timing
on TIPPS. Sensor is operating
TIPPS should display a steady engine while cranking normally at this time.
the engine. STOP.
Note: Cranking speed must be greater then 100 rpm. NOT OK TIPPS does not display a
correct engine RPM
signal. Proceed to next
step.
READING The engine will not start,
OK/ENGINE but engine speed
WILL NOT appears on Electronic
START Service Tool display. The
ECM is receiving and
processing a valid signal.
Refer to Section 3. Repair
as required. STOP.
Step 4: Check Isolated Signal Voltage At Sensor
Reconnect all connectors. OK The sensor is producing
Remove the pick-up connector. an output signal.
Proceed to Step 7.
Set a multimeter to read DC voltage using the 20 VDC, or
closest to 20 VDC scale. NOT OK Replace and calibrate the
Speed/Timing Sensor.
Measure the signal voltage between the pick-up terminals
Refer to P-603:
while cranking the engine.
Speed/Timing Sensor
See Figure P-511.1. Calibration for details.
The voltage should be greater than 1 VAC during STOP.
cranking.
5
ECM Connector terminal locations
ECM Connector P1
13 12 11 10 9 8 7 6 5 4 3 2 1
23 22 21 20 19 18 17 16 15 14
31 30 29 28 27 26 25 24
39 38 37 36 35 34 33 32 Speed/Timing Signal + 32
47 46 45 44 43 42 41 40 Speed/Timing Signal - 33
57 56 55 54 53 52 51 50 49 48
69
70 68 67 66 65 64 63 62 61 60 59 58
Terminal Side
70 69 68 67 66 65 63 62 61 60 59 58
57 48
47 40
36
31 24
23 >PEI< 14
13 12 11 10 9 8 6 5 4 3 2 1
Wire Side
A P511.2
5
P-512: Detonation sensors
System Operation
The Detonation Sensors provide electrical signals to
the ECM that indicate mechanical engine vibrations.
The ECM monitors the detonation signals to
determine the presence and severity of the
combustion detonation and advances timing to limit
detonation levels. Timing may be modified on each
cylinder individually, or all cylinders as necessary. If
timing advance does not sufficiently limit detonation,
the engine is shut down. Detonation Sensors are
located on the upper block between every two
cylinders so that each sensor monitors two cylinders.
The control can retard timing up to 6 degrees for
severe detonation. The minimum allowed actual
timing is 10 degrees BTC (5 degrees for propane
operation). A Proportional Detonation Advance
strategy is used for advancing out of detonation
retard. The advance rate is based upon engine
detonation (the heavier the detonation, the faster the
advance rate). The fastest rate is 1 degrees per
minute.
The sensors are powered by the 8 VDC Sensor
Supply from the ECM. The sensor outputs a filtered
and amplified electrical signal of the engines
mechanical vibrations. The electrical signal frequency
is the same as the mechanical frequency and the
electrical signal amplitude is proportional to the
vibration intensity.
The ECM will diagnose faults on each detonation
sensor for a signal shorted to -Battery, +Battery or
open. To avoid detecting non-detonation related
vibrations, the ECM only monitors a Detonation
Sensor while one of its cylinders is between Top
Centre and 40 Degrees after Top Centre. Therefore,
the Block Tap method of testing EIS Detonation
Sensors does not work the same with this engine and
a Detonation Input diagnosed by the ECM as Open Or
Shorted High may measure 0 VDC on a voltmeter.
The ECM also supports related event codes for
Detonation Retarded Timing and Excessive
Detonation Shutdown when the engine detonation
levels warrant some control reaction. Detonation
shutdown occurs when detonation levels remain high
after maximum retard has been reached. Detonation
protection is disabled at less than 40 percent of full
load and at speeds less than 500 RPM.
5
Detonation sensors schematic
ECM
Cylinder A1 & A2
Detonation Sensor
J2 P2
+8VDC 56 A +8V
Detonation Input A 36 C Signal
Return 54 B Return
Cylinder A3 & A4
Detonation Sensor
A +8V
37 C Signal
B Return
Cylinder A5 & A6
Detonation Sensor
A +8V
Detonation Input C 38 C Signal
B Return
Cylinder A7 & A8
Detonation Sensor
A +8V
Detonation Input D 39 C Signal
B Return
Cylinder B1 & B2
Detonation Sensor
+8VDC 57 A +8V
Detonation Input E 44 C Signal
Return 55 B Return
Cylinder B3 & B4
Detonation Sensor
A +8V
Detonation Input F 45 C Signal
B Return
Cylinder B5 & B6
Detonation Sensor
A +8V
Detonation Input G 46 C Signal
B Return
Cylinder B7 & B8
Detonation Sensor
A +8V
Detonation Input H 47 C Signal
B Return

A P512.1
5
Diagnostic codes

1501-03 Detonation Sensor #1 Open The GECM will shut down the Proceed with
engine because detonation P-512:
1505-03 Detonation Sensor #3 Open protection is lost. Detonation
1509-03 Detonation Sensor #5 Open This diagnostic code remains
Sensors
Detonation Sensor #7 Open Active until the Engine Control
1513-03
Detonation Sensor #2 Open
1502-03 position.
1506-03
1510-03
1514-03 The engine is turning
AND
Cylinder A1 or A2 is between top center and
40 degrees past top center of the power
stroke
AND
The GECM monitors a Cylinder A1 and A2
Detonation Sensor signal input greater than
7.0 VDC, indicating a possible open circuit or
short to a positive voltage source
AND
(41-03 or 41-04) is NOT active.
5
1501-04 Detonation Sensor #1 Shorted Low The GECM will shut down the Proceed with
engine because detonation P-512:
1505-04 Detonation Sensor #3 Shorted Low protection is lost. Detonation
1509-04 Detonation Sensor #5 Shorted Low This diagnostic code remains
Sensors
Detonation Sensor #7 Shorted Low Active until the Engine Control
1513-04
Detonation Sensor #2 Shorted Low
1502-04 position.
1506-04
1510-04
1514-04 The engine is turning
AND
Cylinder A1 or A2 is between top center and
40 degrees past top center of the power
stroke
AND
The GECM monitors a Cylinder A1 and A2
Detonation Sensor signal input less than 1
VDC, indicating a possible open circuit or
short to a positive voltage source
AND
(41-03 or 41-04) is NOT active.
Functional test

Connect TIPPS at the Service Tool Connector. YES This procedure will not
Turn the Engine Control Switch to the STOP position. work if a sensor supply
Wait at least 10 seconds for codes to become Active. diagnostic code is active.
Refer to P-522: +8V
- 41-03 8 Volt Supply Above Normal Circuit Test. STOP.
- 41-04 8 Volt Supply Below Normal NO Proceed to next step.
5
Step 2: Check For Active Detonation Sensor Diagnostic
codes
Check if any of the following diagnostic codes are Active: ACTIVE A SHORTED LOW
1501, 1505, 1509, 1513, 1502, 1506, 1510, 1514 (03 or SHORT diagnostic code is Active
04). (FMI=04) at this time. Proceed to
Note: Diagnostic Code 41-04 (8 Volt Supply Above Normal) next step.
or 41-04 (8 Volt Supply Below Normal) should not be Active. ACTIVE OPEN An OPEN OR SHORTED
Are any diagnostic codes listed above Active? (FMI=03) HIGH diagnostic code is
Active at this time.
Proceed to Step 4.
NO If the codes listed are
Logged only and the
engine is currently NOT
running properly, refer to
Troubleshooting Without
A Diagnostic Code. If the
engine is running properly
at this time, there may be
an intermittent problem in
the harness causing the
Logged codes. Refer to
P-501: Inspecting
STOP.
Step 3: Disconnect Sensor To Create An Open Circuit
Turn the Engine Control Switch to the OFF position. OK A SHORTED LOW
Disconnect the sensor with the SHORT circuit diagnostic diagnostic code was
code. Active before
disconnecting the sensor.
Attempt to start the engine.
An OPEN circuit
Note: If the engine starts, it will normally shut down within
diagnostic code became
10 seconds due to the Detonation Sensor diagnostic code.
Active after disconnecting
If the engine will not start, crank the engine continuously for
the sensor. Temporarily
at least 10 seconds to allow the ECM to register Detonation
reconnect the suspect
Sensor Diagnostic codes.
sensor. If the sensor short
Access the Active Diagnostic Code Screen of the circuit diagnostic code
Electronic Service Tool. Check for Active Detonation reappears, replace the
Sensor OPEN Circuit 1501-03, 1505-03, 1509-03, sensor. Verify the
1513-03, 1502-03, 1506-03, 1510-03, 1514-03 diagnostic diagnostic code is no
codes. longer Active with the
An OPEN circuit diagnostic code for the disconnected new sensor installed.
sensor is now Active. Clear all Logged
NOT OK There is likely a short
circuit between the
Sensor Harness
Connector and the ECM.
Leave the sensor
disconnected. Refer to
P-501: Inspecting
Electrical Connectors. If
NOT OK, proceed to
Step 6.
5
Fabricate a jumper wire (100 to 150 mm, 4 to 6 inches at the sensor. Remove
long) with Deutsch Pin Terminals on both ends. the jumper. Proceed to
next step.
Monitor the Active Diagnostic Code Screen before and
after installing the jumper wire (short circuit) between NOT OK The +8V Sensor Supply
terminal-A (+8V) and terminal-B (Return) of the suspect voltage is not reaching
sensor connector (engine harness side). Wait at least 10 the sensor. Most likely
seconds for the Sensor Supply SHORTED Low there is an OPEN circuit
diagnostic 41-04 code to become Active. in either the Sensor
See Figure P-512.2. Common or Sensor
The Sensor Supply SHORT circuit diagnostic 41-04 Harness between the
code should become Active when the jumper is ECM and the sensor.
installed. Refer to P-501:
Connectors. STOP.
5
A A
C B C
B
Jack Plug
A P512.2

Step 5: Create Short Circuit Between Signal And Return
Terminals At The Sensor Connector
Turn the Engine Control Switch to the STOP position. OK The engine harness and
Fabricate a jumper wire (100 to 150 mm, 4 to 6 inches ECM check OK.
long) with Deutsch Pin Terminals on both ends. Install the Thoroughly inspect the
jumper wire (short circuit) between terminal-C (Signal) sensor connector. Refer
and terminal-B (Return) of the suspect detonation sensor to Inspecting Electrical
connector (engine harness side). Connectors. Reconnect
the sensor. If the OPEN
Attempt to start the engine.
circuit diagnostic code
Note: If the engine starts, it will normally shut down within
reappears, replace the
10 seconds due to the Detonation Sensor diagnostic code.
sensor. Clear all Logged
If the engine will not start, crank the engine continuously for
at least 10 seconds to allow the ECM to register Detonation
Sensor Diagnostic codes. NOT OK Most likely there is an
OPEN circuit in either the
Access the Active Diagnostic Code Screen of the Sensor Common or
Electronic Service Tool. Check for Active Detonation Sensor Signal wire in the
Sensor SHORTED LOW 1501-04, 1505-04, 1509-04, Engine Harness between
1513-04, 1502-04, 1506-04, 1510-04, 1514-04 diagnostic the ECM and the sensor.
codes. Remove the jumper.
Check for an Active 41-04 +8 VDC Sensor Supply Refer to P-501:
Voltage Shorted Low diagnostic code. Inspecting Electrical
See Figure P-512.2. Connectors. If NOT OK,
A Sensor SHORTED LOW diagnostic code should be
Active with the jumper installed. 41-04 ACTIVE A 41-04 diagnostic
A 41-04 +8 VDC Sensor Supply Voltage Shorted Low becomes active when the
diagnostic code should NOT be active. jumper is installed. There
is likely a short circuit in
the harness between the
sensor signal and supply
wires. Refer to P-501:
5
Remove power from the engine control system. Turn the OK Either the OPEN circuit
Engine Control Switch to the OFF position and remove diagnostic code is NOT
the power connector on the Engine Mounted Panel. Active with the harness
Disconnect ECM Engine Harness Connector J2/P2. disconnected (open
Thoroughly inspect both halves of the connector for signs circuit), or the SHORTED
of corrosion or moisture. Repair as necessary. LOW diagnostic code is
NOT Active with the
Use a wire removal tool to remove the suspect detonation
jumper wire (short circuit)
signal wire from P2.
installed. Repair or
Restore power to the engine control system and attempt replace the Detonation
to start the engine. Crank the engine for a minimum of 10 Sensor harness as
seconds. necessary. Refer to
Check the TIPPS Active Diagnostic Code Screen. An Inspecting Electrical
OPEN circuit diagnostic code should become Active for Connectors. STOP.
the disconnected detonation sensor input. NOT OK Replace the ECM. STOP.
Insert a jumper wire with Deutsch Sockets on both ends
between the suspect sensor input terminal of P2 (refer to
diagram for signal terminals) and P1 terminal-19 (Unused
Return).
Attempt to start the engine. Crank the engine for a
minimum of 10 seconds. A SHORTED LOW diagnostic
code should become Active with the jumper wire
installed.
See Figure P-512.3.
See Figure P-512.2.
OPEN circuit and SHORTED LOW diagnostic codes are
5
ECM Connector P2

13 12 11 10 9 8 7 6 5 4 3 2 1
Input A 36
23 22 21 20 19 18 17 16 15 14
31 30 29 28 27 26 25 24 Input B 37
39 38 37 36 35 34 33 32 Input C 38
47 46 45 44 43 42 41 40
Input D 39
57 56 55 54 53 52 51 50 49 48
69 Input E 44
70 68 67 66 65 64 63 62 61 60 59 58
Input F 45
Input G 46
Terminal Side Input H 47
+8 VDC Supply 56, 57
70 69 68 67 66 65 63 62 61 60 59 58 Return 54, 55
57 48
47 40
36
31 24
23 >PEI< 14
13 12 11 10 9 8 6 5 4 3 2 1
Wire Side
A P512.3
5
P-513: ECM Start/Stop output circuit test The ECM supplies +Battery voltage to the
Prelubrication Motor relay when the Customer
System Operation Programmable Start/Stop Logic determines it is
necessary. The Prelubrication System may also be
The ECM contains the logic and outputs to control the
programmed to perform a postlubrication operation
prelubrication, starting, and shutdown of the engine.
during engine shutdown to ensure the turbocharger
ECM Start/Stop logic is customer programmable and
has adequate lubrication during coastdown.
responds to inputs from the Engine Control Switch,
Emergency Stop Switch, Remote Start Switch, Data
Link, and other inputs. The ECM provides +Battery
voltage at the Fuel Shutoff Solenoid, Starting Motor,
and Prelubrication Motor outputs at the appropriate
times to control the running of the engine.
The Fuel Shutoff Solenoid for this engine is the
energize to run type. The ECM supplies +Battery
voltage to the Fuel Shutoff Solenoid when the internal
ECM Start/Stop logic determines that fuel is required
to start or run the engine.
The ECM supplies +Battery voltage to the Starting
Motor relay when the Start/Stop Logic determines it is
necessary and removes voltage when the engine has
started or a customer programmable Overcrank Time
has expired.
ECM Start/stop output circuit schematic
ECM
Starting Motor Relay
J2 P2
Start 10 1 Supply+
Return 20 2 Supply-
Prelubrication Relay
Prelubrication 12 1 Supply+
Return 22 2 Supply-
Fuel Shutoff Valve
Fuel Shutoff 11 1 Supply+

Return 21 2 Supply-
A P513.1
5
Diagnostic codes

17-05 Fuel Shutoff Valve Open Circuit The engine will likely be unable Proceed with
to start due to the lack of fuel. P-513: ECM
An open circuit or short to +Battery is
Start/Stop
detected while the ECM Gas Shutoff
Output Circuit
Solenoid output is OFF. An internal voltage
Test
pull-up resistor floats to +Battery when no
electrical load is present, indicating an open
circuit in the harness or solenoid.
Note: This code does NOT occur when the
output is ON.
17-06 Fuel Shutoff Valve Short To Ground The ECM continue to retry to Proceed with
energize the solenoid. P-513: ECM
The ECM detects excessive output current
Start/Stop
on the Gas Shutoff output. This is likely The engine will likely be unable
Output Circuit
caused by a short in the harness or an to start due to the lack of fuel.
Test
internally shorted Gas Shutoff Solenoid.
Note: This code does not occur when the
output is OFF.
17-12 Fuel Shutoff Valve Faulty The ECM will disable the Proceed with
ignition system to shut down P-513: ECM
The Gas Shutoff Valve driver in the ECM is
the engine. Start/Stop
OFF but the engine is still running, indicating
Output Circuit
a faulty Gas Shutoff Valve or a short to This diagnostic code remains
Test
+Battery. Active until the Engine Control
position.
338-05 Prelubrication Output Open The engine will likely be Proceed with
without prelubrication. P-513: ECM
Start/Stop
detected while the ECM Prelubrication
Output Circuit
output is OFF. An internal voltage pull-up
Test
resistor floats to +Battery when no electrical
load is present, indicating an open circuit in
the harness or solenoid.
output is ON.
338-06 Prelubrication Output Short To Ground The engine will likely be Proceed with
without prelubrication. P-513: ECM
Start/Stop
on the Prelubrication output, indicating a
Output Circuit
possible short to -Battery.
Test
output is OFF.
444-05 Starter Motor Relay Open Circuit The engine will likely be unable Proceed with
to crank. P-513: ECM
Start/Stop
detected while the ECM Start output is OFF.
Output Circuit
An internal voltage pull-up resistor floats to
Test
+Battery when no electrical load is present,
indicating an open circuit in the harness or
solenoid.
output is ON.
5
444-06 Starter Motor Relay Shorted Low The engine will likely be unable Proceed with
to crank. P-513: ECM
Start/Stop
on the Start output, indicating a possible
Output Circuit
short to -Battery.
Test
output is OFF.
Functional test

Thoroughly inspect ECM Connector J2/P2, the Starting OK Proceed to next step.
Motor Relay, Prelubrication Relay, and Fuel Shutoff Valve NOT OK Repair or replace the
harness connections. Refer Inspecting Electrical harness as necessary.
Connectors for details. STOP.
associated with the Start/Stop circuit. Refer to the
schematic.
6.0 Nm (4.4 lb-ft).
points from the Starting Motor Relay, Prelubrication
Relay, and Fuel Shutoff Valve to the ECM.
See Figure P-513.1.
See Figure P-513.2.
5
ECM Connector P2

13 12 11 10 9 8 7 6 5 4 3 2 1
23 22 21 20 19 18 17 16 15 14 Fuel Shutoff 11
31 30 29 28 27 26 25 24
Return 21
39 38 37 36 35 34 33 32
47 46 45 44 43 42 41 40
Start 10
57 56 55 54 53 52 51 50 49 48 Return 20
69
70 68 67 66 65 64 63 62 61 60 59 58
Prelubrication 12
Return 22
Terminal Side
70 69 68 67 66 65 63 62 61 60 59 58
57 48
47 40
36
31 24
23 >PEI< 14
13 12 11 10 9 8 6 5 4 3 2 1
A Wire Side P513.2

Step 2: Check For An Open Circuit Diagnostic Code
Connect TIPPS at the Service Tool Connector. OK Proceed to next step.
Turn the Engine Control Switch to the STOP position. NOT OK Proceed to Step 4.
Wait at least 10 seconds for codes to become Active.
Check for an Active 17-05, 338-05, or 444-05 diagnostic
code on the TIPPS Active Diagnostic Code screen.
Start/Stop Open Circuit Diagnostic codes should NOT
be active.
5
Step 3: Check For A Short To Ground Diagnostic Code
Attempt to start the engine. Allow the engine to complete OK The Start/Stop output
a complete cranking cycle. circuits are functioning
Check for an Active 17-06, 338-06, or 444-06 diagnostic properly. Refer to
code. Inspecting Electrical
Connectors if
If the engine starts, turn the Engine Control Switch to the
troubleshooting an
STOP position.
intermittent problem.
Check for an Active 17-12 diagnostic code. STOP.
Diagnostic codes 17-06, 338-06, or 444-06 and 17-12 NOT OK Diagnostic code 17-06,
should NOT be Active. 338-06, or 444-06 is
Active indicating a short
circuit. Proceed to Step
5.
17-12 ACTIVE The ECM has turned the
Fuel Valve OFF but the
engine continued to run
(ignition is then disabled
to shut down the engine).
Replace the Fuel Shutoff
Solenoid. STOP.
Step 4: Check Harness For A Short To +Battery
Turn the Engine Control Switch to the STOP position, if OK There are no shorts to
not already done. +Battery. Proceed to
Determine if the suspect relay or solenoid is energized. Step 6.
The ECM Start/Stop Outputs should be OFF when the NOT OK Disconnecting the
Engine Control Switch is in the STOP position. suspect relay or solenoid
creates an audible click,
there is a short to
+Battery or the ECM has
a faulty driver. Use a wire
removal tool to remove
the suspect output wire
from ECM connector P2.
If the solenoid or relay is
still energized, there is a
short to +Battery in the
harness. Repair as
necessary. Otherwise,
disconnect J2/P2 and
check for damage or
corrosion. If the problem
the ECM. STOP.
5
Step 5: Check Solenoid For Shorts
Turn the Engine Control Switch to the OFF position. OK The short is present when
Disconnect the suspect relay or solenoid. the solenoid or relay is
connected, and
Attempt to start the engine with the suspect relay or
disappears when
solenoid disconnected.
disconnected. Check the
Check for an Active 17-06, 338-06, or 444-06 diagnostic solenoid or relay
code. connections for damage
Diagnostic code 17-06, 338-06, or 444-06 should NOT or corrosion. Repair as
be Active when the suspect solenoid or relay is necessary. If the problem
disconnected. is not resolved, replace
the suspect relay or
solenoid. STOP.
NOT OK Diagnostic code 17-06,
338-06, or 444-06 is still
Active when the suspect
relay or solenoid
disconnected. Proceed
to Step 7.
Step 6: Check Harness For An Open Circuit Or Short To
+Battery
Disconnect the suspect relay or solenoid. OK The harness and ECM
Turn the Engine Control Switch to the STOP position, if check OK. Check the
not already done. solenoid connections for
damage or corrosion.
Short (connect) the harness wires of the suspect relay or
Repair as necessary. If
solenoid.
the problem is not
Check for an Active 17-05, 338-05, or 444-05 diagnostic resolved, replace the
code. suspect relay or solenoid.
Open Circuit diagnostic code 17-06, 338-06, or 444-06 STOP.
should NOT be Active when the suspect solenoid NOT OK Proceed to Step 8.
circuit is shorted.
Step 7: Isolate Harness To Check ECM Operation
Turn the Engine Control Switch to the OFF position. OK The short circuit is in the
Use a wire removal tool to remove the +Battery supply harness. Repair or
wire for the shorted circuit (P2 terminal 10, 11, or 12). replace the harness as
necessary. STOP.
Attempt to start the engine with the suspect relay or
solenoid disconnected. NOT OK Diagnostic code 17-06,
338-06, or 444-06 is still
Active when the harness
code.
is isolated from the ECM.
See Figure P-513.2. Replace the ECM. STOP.
Diagnostic code 17-06, 338-06, or 444-06 should NOT
be Active when the suspect solenoid circuit is isolated
(disconnected) from the ECM.
5
Step 8: Check ECM Output At J2
Remove power from the engine control system. Turn the OK The ECM detects the
Engine Control Switch to the OFF position. jumper at P2 but not at
Disconnect J2/P2 and check for damaged or corroded the solenoid connector.
terminals. Repair as necessary. Repair or replace the
harness as necessary.
Reconnect J2/P2. Use a wire removal tool to remove the
STOP.
suspect solenoid driver and return wires at J2.
Install a jumper wire with Deutsch socket terminals at NOT OK The ECM does not detect
each end between the +Battery Supply (Start, the jumper at P2. Replace
Prelubrication, or Fuel Shutoff) and Return terminal of the the ECM. STOP.
suspect circuit at the Breakout-T.
code.
See Figure P-513.2.
Open Circuit diagnostic code 17-06, 338-06, or 444-06
should NOT be Active when the suspect solenoid
circuit is shorted.
5
P-514: Ignition primary circuit shorted or
open
System Operation
The Ignition Transformers receive primary current
from the ECM and deliver high voltage (8000 to 32000
Volts) to the spark plugs. Certain Transformer Driver
and Return circuits are combined inside the ECM.
Therefore, If multiple primary ignition diagnostic
codes are active, troubleshooting them one at a time
is an effective way to finding the root cause.
Transformer Primary Circuits Signals:
ECM Transformer Drivers send a +108 volt signal to
the high side of the ignition transformer primary
circuits. Cylinders that are 360 degrees apart in firing
order (both reach Top Centre simultaneously) share
the same high side driver inside the ECM. This means
that a high side short circuit on any cylinder will also
affect the cylinder that is 360 degrees apart.
ECM Transformer Returns provide a current limited
return to ground path for each ignition transformer
primary circuit. Transformer returns are diode
coupled inside the ECM in groups of four to one low
side driver. This means that a short to -Battery would
affect only one cylinder and a short to +Battery could
affect no more than 4 cylinders.
5
Ignition transformers schematic
Ignition
Transformer
Spark
ECM
J2 P2 IGN01 Plug
1
Cylinder A1 Transformer Driver 1
Cylinder A1 Transformer Return 2
2
Cylinder A1
IGN02
1
Cylinder B1 Transformer Driver 3
Cylinder B1 Transformer Return 4
2 Cylinder B1
IGN03
1
2 Cylinder A3
IGN04
1
2
Cylinder B3
IGN05
1
2
Cylinder A7
IGN06
1
2
Cylinder B7
IGN07
1
2 Cylinder A5
IGN08
1
2 Cylinder B5
IGN09
1
2
Cylinder A8
IGN10
1
2
Cylinder B8
IGN11
1
2 Cylinder A6
IGN12
1
2 Cylinder B6
IGN13
1
2
Cylinder A2
IGN14
1
2
Cylinder B2
IGN15
1
2 Cylinder A4
IGN16
1
2 Cylinder B4
A Note : Refer to the Wiring Drawings for full connection details P514.1A
5
Diagnostic codes

301-05 Cylinder 1 to 16 Ignition Primary Open The cylinder will misfire. The Proceed with
warning lamp will flash. The P-514b: Ignition
to The transformer primary circuit has been
diagnostic code can be viewed Primary Circuit
diagnosed to have an open circuit. The
316-05 on TIPPS. Shorted Or Open
source of the open is:
The last two digits of the 300
A broken Transformer Driver or Transformer
(CID) number indicates the
Return Wire, OR...
diagnosed cylinder, (312-05
A failure within the transformer primary indicates an open on cylinder
winding, OR... 12).
An internal ECM Control Module failure.
301-06 Cylinder 1 to 16 Ignition Primary Shorted The cylinder will misfire. The Proceed with
warning lamp will flash. The P-514b: Ignition
to The transformer driver path has been
diagnostic code can be viewed Primary Circuit
diagnosed to have a short due to:
316-06 on TIPPS. Shorted Or Open
A short in the wiring from the Transformer
The last two digits of the 300
Driver to the coil, OR...
(CID) number indicates the
A short within the transformer, OR... diagnosed cylinder, (312-06
indicates a short on cylinder
An internal ECM Control Module failure.
12).
Functional test

Step 1: Check Electrical Connectors And Wiring
Turn the Engine Control Switch to the OFF position. OK J2/P2 and the Engine
Thoroughly inspect ECM Connector J2/P2 and the Bulkhead Connector are
37-Terminal Engine Bulkhead Connector. Refer to in good condition.
Inspecting Electrical Connectors for details. Proceed to next step.
Perform 45 N (10 pound) pull test on each of the wires in NOT OK Repair or replace wiring
the ECM Connector associated with the Ignition or connectors as
Transformers circuit. necessary. Ensure all
Check ECM Connector (Allen screw) for proper torque - seals are properly in
6.0 Nm (4.4 lb ft). place and connectors
completely mated. Verify
Check the harness and wiring for abrasion and pinch the repair eliminates the
points from the Engine Bulkhead Connector (EBC) back problem. If conditions are
to the ECM. not resolved, proceed to
All connectors/pins/sockets are completely next step.
mated/inserted, and the harness/wiring is free of
corrosion, abrasion or pinch points.
5
Step 2: Check For Ignition Primary Open Or Short
Circuit Diagnostic codes
Connect TIPPS at the Service Tool Connector. ACTIVE There is a short circuit in
Reconnect all connectors. SHORT the ignition primary
(FMI=06 OR circuit. Proceed to next
Attempt to start the engine and check if any of the
12) step.
following diagnostic codes are Active: 301-05 to 316-05,
301-06 to 316-06, or 301-12 to 316-12. ACTIVE OPEN There is an open circuit in
Note: If a primary ignition circuit diagnostic is Logged but (FMI=05) the ignition primary
not currently Active, continue to run the engine to full circuit. Proceed to Step
operating temperature to try to recreate the problem. 4.
Does TIPPS indicate any of the above Diagnostic LOGGED There may be an
codes? ONLY intermittent problem in
the harness. Examine the
harness and transformer
terminals. Inspect the
Ignition Harness for
abrasion, exposed wires
or damage. Inspect the
Engine Harness. Refer to
P-501: Inspecting
STOP.
Step 3: Disconnect The Ignition Rail Connector And
Crank The Engine
Warning! YES The short is probably
located in the harness
There is a Strong Electrical Shock Hazard while the
between P2 and the
engine is turning. Do touch wires associated with the
Ignition Rail Connector.
Ignition Transformer circuit wile the engine is cranking
Refer to P-501:
or running.
NOTICE proceed to Step 6.
Turn the gas supply OFF before performing this step. NO The short is located in the
Attempting to start the engine with the gas supply ON internal ignition harness.
and the ignition system disabled can charge the Proceed to Step 7.
exhaust system with unburned fuel that can ignite
unexpectedly, causing possible damage.

Disconnect the Ignition Rail Connector.
Attempt to start the engine while viewing Active
diagnostic codes on TIPPS.
Note: Additional diagnostic codes (including all ignition
primary circuit open circuit codes) will be generated.
Concentrate only on the original code.
Is the original short circuit diagnostic code still active
with the Ignition Rail Connector disconnected?
5
Step 4: Jumper Ignition Transformer Connector
Warning! YES The ECM does not detect
the jumper. Proceed to
Do not run the engine with the HT ground wire from the
next step.
coil to the mounting bolt disconnected.
There is a Strong Electrical Shock Hazard while the NO TIPPS now displays a
engine is turning. Do touch wires associated with the short circuit diagnostic
Ignition Transformer circuit wile the engine is cranking code for the shorted
or running. cylinder. The harness and
ECM check OK.
Turn the Engine Control Switch to the OFF position. Thoroughly inspect the
Visually inspect the Ignition Harness for corrosion or Ignition Transformer
damage. connector. Refer to
Inspect the Transformer Connector and primary terminals Inspecting Electrical
for corrosion or damage. Connectors. Reconnect
Fabricate a jumper wire (100 to 150 mm, 4 to 6 inches the transformer and
long) with Deutsch pin terminals on both ends. retest. If the OPEN circuit
diagnostic code
Install the jumper (short circuit) between the Ignition reappears, replace the
Harness Transformer Connector terminals. Ignition Transformer and
Attempt to start the engine and check if the original open clear all Logged
circuit diagnostic code is still Active. diagnostic codes. STOP.
Is the original open circuit diagnostic code still active?
Step 5: Jumper Engine Bulkhead Connector
Warning! OK The Engine Harness and
the ECM check OK. The
open is in the Internal
Ignition Harness. Repair
or replace as necessary.
or running.
STOP.
NOT OK The ECM is not detecting
NOTICE
the jumper. The open is
Turn the gas supply OFF before performing this step. likely in the Engine
Attempting to start the engine with the gas supply ON Harness. Refer to P-501:
and the ignition system disabled can charge the Inspecting Electrical
exhaust system with unburned fuel that can ignite Connectors. If NOT OK,
unexpectedly, causing possible damage. proceed to next step.

Disconnect the Ignition Rail Connector (EBC).
Fabricate a jumper wire (100 to 150 mm, 4 to 6 inches
long) with Deutsch pin terminals on both ends.
Install the jumper (short circuit) between the suspect
cylinder primary circuit terminals of the Engine Harness
side of the Ignition Rail Connector.
Attempt to start the engine and check if the original open
circuit diagnostic code is still Active.
See Figure P-514b.3.
The original open circuit diagnostic code should no
longer be active. TIPPS should now display a short
circuit diagnostic code for the shorted cylinder.
5
Warning! OK The ECM is operating
correctly. Repair or
replace the engine
harness as required.
STOP.
or running.
NOT OK Either the OPEN circuit
Remove power from the engine control system. Turn the
diagnostic code is NOT
Engine Control Switch to the OFF position and
Active with the harness
disconnect the power connector on the Engine Mounted
disconnected (open
Panel.
circuit), or the SHORT
Disconnect ECM Engine Harness Connector J2/P2. circuit diagnostic code is
Thoroughly inspect both halves of the connector for signs NOT Active with the
of corrosion or moisture. jumper wire (short circuit)
If troubleshooting an Ignition Transformer Primary installed. Replace the
SHORT circuit diagnostic code, Use a Wire Removal Tool ECM. STOP.
to remove the suspect Transformer Driver pin of the ECM
Connector P2.
If troubleshooting an Ignition Transformer Primary OPEN
circuit diagnostic code, Use a Wire Removal Tool to
remove the suspect Transformer Driver AND Transformer
Return pins from ECM Connector P2. Insert a jumper
wire with pin terminals at each end in place of the
removed wires.
Reconnect all connectors.
Restore power to the engine control system and attempt
to start the engine.
An OPEN circuit diagnostic code should be Active for
the primary circuit with the Transformer Driver pin
removed.
A SHORT circuit diagnostic code should be Active for
the primary circuit with the jumper wire installed.
See Figure P-514b.4.
OPEN circuit and SHORT circuit diagnostic codes are
5
Ignition circuit ECM pin locations
ECM Connector P2
Engine Cylinder Transformer Transformer

13 12 11 10 9 8 7 6 5 4 3 2 1 Driver Pin Return Pin
23 22 21 20 19 18 17 16 15 14
Cylinder A1 1 2
31 30 29 28 27 26 25 24
39 38 37 36 35 34 33 32 Cylinder B1 3 4
47 46 45 44 43 42 41 40 Cylinder A3 14 15
57 56 55 54 53 52 51 50 49 48
69 Cylinder B3 16 17
70 68 67 66 65 64 63 62 61 60 59 58
Cylinder A7 24 25
Cylinder B7 26 27
Terminal Side Cylinder A5 32 33
Cylinder B5 34 35
Cylinder A8 40 41
70 69 68 67 66 65 63 62 61 60 59 58
Cylinder B8 42 43
57 48
Cylinder A6 48 49
47 40
Cylinder B6 50 51
36
31 24 Cylinder A2 58 59
23 >PEI< 14 Cylinder B2 60 61
Cylinder A4 5 18
13 12 11 10 9 8 6 5 4 3 2 1
Cylinder B4 52 62
A Wire Side P514.2

Step 7: Check Transformer For A Short Circuit
Warning! YES Thoroughly inspect the
Ignition Transformer
Visually inspect the Ignition Harness Transformer for
connector. Refer to
corrosion or damage.
Disconnect and visually inspect the Transformer Connectors. Reconnect
Connector for corrosion or damage. the transformer and
Leave the Transformer disconnected and attempt to start retest. If the SHORT
the engine. circuit diagnostic code
An OPEN circuit diagnostic code should be Active for reappears, replace the
disconnected primary circuit. Ignition Transformer and
clear all Logged
Is an OPEN circuit diagnostic code for the NO The short is in the Ignition
disconnected transformer now Active? Harness. Repair or
replace the Ignition
Harness as necessary.
STOP.
5
P-515: Ignition transformer secondary
and spark plugs
System Operation
The Ignition Transformers provide high voltage to the
spark plugs to initiate combustion and are located on
top of the valve covers. The transformer secondary
circuit positive output connection is made at the spark
plug clip and the ground connection is made by the
transformer ground wire to the mounting bolt. Typical
transformer secondary resistance is between 8k and
25k Ohms.
The transformer secondary outputs an initial 8000V to
32000V to the spark plug to ionize the plug gap. Once
ionized, this voltage reduces to about 1000v with a
duration of about 400 uS.
The ECM can not diagnose faults on the Ignition
Transformer Secondary circuit. Open and shorted
secondary faults will not directly shut down the engine
but may lead to misfire which could shut down the
engine due to lug conditions. Low exhaust port
temperatures on cylinders with faulty ignition
components may also be observed (when individual
exhaust port temperature sensors fitted).
5
Functional test

Step 1: Check The Transformer Secondary Hardware
Warning! OK The transformer visually
appears good. Proceed
There is a Strong Electrical Shock Hazard unless the
to next step.
system power is disconnected.
NOT OK The transformer, plug
connection, or spring is
NOTICE
damaged. Replace the
DO NOT use a metal brush on the Teflon extender! failed piece part or
replace transformer.
Remove power from the control system. Turn the Engine Reset Diagnostic codes
Control Switch (ECS) to the OFF/RESET position. on power up. STOP.
Disconnect the Ignition Transformer from the Ignition
Harness and remove the transformer from the engine.
Visually inspect the transformer body and the Grounding
wire for corrosion or damage.
Verify that the transformer secondary Ground wire Screw
and spark plug connections are not loose.
Visually inspect the spark plug connection inside the
transformer extender for corrosion or damage.
Check for solid connection between the transformer and
the spark plug.
Check the Teflon extender and around the transformer
mounting flange for signs of punch through (pin holes) or
arcing.
Note: Punch through is characterized by misfiring in the
engine without a diagnostic code.
Clean any carbon deposits from inside the transformer
extender using a brush and Isopropyl alcohol (or other
alcohol based cleaner). Do Not use a metal brush on the
Teflon extender!
Step 2: Check The Spark Plug
Remove the spark plug from the cylinder head. OK The spark plug visually
Set the multimeter to the 20k Ohm scale, measure the appears good. Proceed
plug resistance from the Spark Plug Connector to the to next step.
Center Electrode. NOT OK Replace and/or regap
Check the plug electrode gap for carbon build up or spark plug. Reset
excess oil deposits. Clean the electrodes. Verify the Diagnostic codes on
correct plug gap. power up. STOP.
Visually inspect the plug for cracks in the ceramic
insulator.
The resistance should be less than 20k Ohms.
5
Step 3: Check The Transformer Secondary For Opens
OK The transformer
NOTICE electrically checks good.
Perform the measurement away from large magnetic
fields such as a generator or an engine that is running. NOT OK Replace the transformer.
Reset Diagnostic codes
on power up. STOP.
Set the multimeter on the 200k Ohm scale and measure the
resistance from the plug clip to the grounding wire. The
resistance should be between 8k and 25k Ohms.
Step 4: Isolate Diagnostic code To Spark Plug Or
Transformer
Reinstall spark plug. CODE Replace the transformer.
Exchange transformer with one from adjacent cylinder. FOLLOWS Reset Diagnostic codes
TRANSFORM on power up. STOP.
Reset Diagnostic codes on power up.
ER
Run the engine to replicate the fault code.
CODE Replace the spark plug.
REMAINS Reset Diagnostic codes
WITH on power up. STOP.
ORIGINAL
CYLINDER
5
P-517: ECM Status indicator output
circuit test
System Operation
The ECM has four available outputs that indicate
engine operating status: RUN, CRANK TERMINATE,
ENGINE WARNING, and ENGINE SHUTDOWN.
They can be used to drive indicator lamps or to
interface with other controls. Each output provides a
0.3 Amp maximum current connection to -Battery
when ON, and an open circuit when OFF.
Note: These outputs do not provide sufficient current
to drive standard incandescent indicator lamps.
Replace indicators with those specified in the
Electrical System Schematic.
The RUN output signals that the engine is in the RUN
state, either running or about to start. A short to
+Battery or excessive electrical current on this output
will result in a diagnostic code.
The CRANK TERMINATE output indicates the engine
is operating above the preset engine speed required
to disengage the starter. A short to +Battery or
excessive electrical current on this output will result in
a diagnostic code.
The ENGINE SHUTDOWN output indicates that a
potentially engine damaging condition was detected
by the ECM and the engine was shut down. There are
no diagnostic codes associated with an electrical
problem on this output.
The ENGINE WARNING output indicates the ECM
detected an electrical problem in one of its inputs or
outputs. There are no diagnostic codes associated
with an electrical problem on this output.
5
Diagnostic codes

443-03 Crank Terminate Relay Shorted High The ECM will limit fault current Proceed with
to.3 Amps and the status P-517: ECM
The ECM detects excessive CRANK
display will not be correct. Status Indicator
TERMINATE output current, indicating a
Output Circuit
short to +Battery.
Test
output is OFF.
445-03 Engine Run Relay Driver Shorted High The ECM will limit fault current Proceed with
to.3 Amps and the indicator P-517: ECM
The ECM detects excessive RUN output
status will not be correct. Status Indicator
current, indicating a short to +Battery.
Output Circuit
Note: This code does not occur when the Test
output is OFF.
323-03 Engine Shutdown Lamp Driver Shorted The ECM will limit fault current Proceed with
High to.3 Amps and the status P-517: ECM
The ECM detects excessive ENGINE
Output Circuit
SHUTDOWN LAMP output current,
Test
indicating a short to +Battery.
output is OFF.
324-03 Engine Warning Lamp Driver Shorted The ECM will limit fault current Proceed with
High to.3 Amps and the status P-517: ECM
The ECM detects excessive ENGINE
Output Circuit
WARNING LAMP output current, indicating
Test
a short to +Battery.
output is OFF.
5
Functional test

Check and replace any burned out engine status indicator OK Proceed to next step.
lamps (if equipped). NOT OK Repair or replace the
Note: These outputs do not provide sufficient current to harness as necessary.
drive standard incandescent indicator lamps. Replace STOP.
indicators with those specified in the Electrical System
Schematic. STOP TEST STOP.
Check equipment wiring to determine if engine status

indicators (RUN, CRANK TERMINATE, ENGINE
SHUTDOWN, ENGINE WARNING) are present and
directly controlled by the ECM status indicator circuit (P2
pins 28, 29, 30, and 31). Some indicator panels may
obtain engine status over a data link. If status indicators
are not directly controlled by the ECM, stop this test.
Thoroughly inspect ECM Connector J2/P2 and the RUN,
CRANK TERMINATE, ENGINE SHUTDOWN, and
ENGINE WARNING indicator circuit wiring and
connectors. Refer Inspecting Electrical Connectors for
details.
associated with the status indicator circuit. Refer to the
schematic.
6.0 Nm (4.4 lb-ft).
points from the status indicators back to the ECM.
See Figure P-517.1.
See Figure P-517.2.
5
ECM Connector P2

13 12 11 10 9 8 7 6 5 4 3 2 1
23 22 21 20 19 18 17 16 15 14
Run 28
31 30 29 28 27 26 25 24
39 38 37 36 35 34 33 32 Crank Terminate 29
47 46 45 44 43 42 41 40 Engine Shutdown 30
57 56 55 54 53 52 51 50 49 48
69 Engine Warning 31
70 68 67 66 65 64 63 62 61 60 59 58
Terminal Side
70 69 68 67 66 65 63 62 61 60 59 58
57 48
47 40
36
31 24
23 >PEI< 14
13 12 11 10 9 8 6 5 4 3 2 1
Wire Side
A P517.2

Step 2: Check For Active Status Indicator Diagnostic
codes
Connect Service Tool TIPPS at the Service Tool OK Proceed to next step.
Connector. NOT OK Proceed to Step 4.
Attempt to start the engine while viewing the status
indicators.
Check for Active diagnostic codes.
Diagnostic codes 323-03, 324-03, 443-03, or 445-03
should NOT be active.
5
Step 3: Check For Proper Engine Status Indicators
Operation
Attempt to start the engine and determine if the RUN and OK The status indicators are
CRANK TERMINATE indicators function properly (if not working correctly. STOP.
already done). Operate the engine under low load. NOT OK Proceed to Step 5.
Disconnect the Inlet Manifold Temperature Sensor
connector to create an Active Diagnostic Code and
observe the engine status indicators.
Disconnect the Filtered Oil Pressure Sensor to shut down
the engine and observe the engine status indicators.
The RUN indicator (if equipped) should activate when
the Engine Control Switch is turned to the START or
AUTO position.
The CRANK TERMINATE indicator (if equipped) should
activate when the engine has started.
The ENGINE WARNING indicator (if equipped) should
activate after the Inlet Manifold Temperature Sensor is
disconnected.
The ENGINE SHUTDOWN indicator (if equipped)
should activate after the Filtered Oil Pressure Sensor is
disconnected.
Step 4: Check Indicator For Shorts
Disconnect the suspect CRANK TERMINATE, RUN, OK The short to +Battery is
ENGINE WARNING, or ENGINE SHUTDOWN indicator no longer present Repair
control wire at the electrical indicator (i.e., lamp or PLC or replace ECM driven
input). indicator as necessary.
Attempt to start the engine while viewing the status STOP.
indicators. NOT OK Proceed to Step 6.
Check for Active diagnostic codes.
Diagnostic codes 323-03, 324-03, 443-03, or 445-03
should NOT be active.
Step 5: Check Indicator Circuit Using A Jumper Wire
Turn the Engine Control Switch to the OFF position. OK The harness and
Disconnect ECM Connector J2/P2. indicators check OK.
Reconnect all connectors
and recheck ECM
Observe the Engine Status Indicators while using a indicator operation. If the
jumper wire with Deutsch Pins crimped on each end to problem still exists,
connect between: replace the ECM. STOP.
P2 pin-23 and P2 pin-28 (RUN) NOT OK There is a problem in the
P2 pin-23 and P2 pin-29 (CRANK TERMINATE) indicator circuit. Recheck
P2 pin-23 and P2 pin-30 (ENGINE SHUTDOWN) electrical connections,
wiring, etc., for damage,
P2 pin-23 and P2 pin-31 (ENGINE WARNING)
corrosion, or abrasion.
Each lamp should illuminate only when the appropriate Repair as required.
jumper is inserted at the ECM Connector P2. STOP.
5
Step 6: Check For Shorts In The Harness
Use a wire removal tool to disconnect the suspect OK The short to +Battery is in
CRANK TERMINATE, RUN, ENGINE WARNING, or the harness.
ENGINE SHUTDOWN indicator control wire from the NOT OK The short circuit
ECM connector. diagnostic code is
Attempt to start the engine while viewing the status present when the circuit
indicators. is disconnected from the
Check for Active diagnostic codes. ECM. Disconnect J2/P2
See Figure P-517.2. and check for damage or
corrosion. Refer to
Diagnostic codes 323-03, 324-03, 443-03, or 445-03 Inspecting Electrical
should NOT be active. Connectors. If the
replace the ECM. STOP.
5
P-521: +5V Sensor voltage supply circuit
test
System Operation
Use this procedure to troubleshoot the system when
there is an Active, or easily repeated 262-03 +5 Volt
Supply Above Normal, or 262-04 +5 Volt Supply
Below Normal or if directed here by another
troubleshooting procedure.
The Electronic Control Module (ECM) supplies +5
VDC to the Inlet Manifold Temperature, Jacket Water
Temperature, Oil Temperature and Oil Pressure
Sensors. The +5V Sensor Supply is routed from the
ECM through ECM Engine Harness Connector J1/P1
terminal-2 to terminal-A of each +5 VDC sensor
connector. The supply voltage is 5.0 0.5 VDC.
The +5V Short Circuit Diagnostic Code is most likely
caused by a short or open circuit in the harness, next
likely is a sensor, and least likely is the ECM.
Analog sensor schematic
A P521.1
5
ECM Connector P1

13 12 11 10 9 8 7 6 5 4 3 2 1
23 22 21 20 19 18 17 16 15 14
+5 VDC Supply 2
31 30 29 28 27 26 25 24
39 38 37 36 35 34 33 32 Analog Return 3
47 46 45 44 43 42 41 40 Manifold Temperature 14
57 56 55 54 53 52 51 50 49 48
69 Oil Temperature A Bank 17
70 68 67 66 65 64 63 62 61 60 59 58
Oil Temperature B Bank 25
Oil Pressure A Bank 24
Terminal Side Oil Pressure B Bank 26
Raw Water Temperature 15
70 69 68 67 66 65 63 62 61 60 59 58
57 48
47 40
36
31 24
23 >PEI< 14
13 12 11 10 9 8 6 5 4 3 2 1
A Wire Side P521.2
Diagnostic codes

262-03 +5 VDC Supply Shorted High Electronic System Response - Proceed with
All ECM 5 VDC analogue P-521: +5V
The ECM supply voltage for the Inlet
sensor inputs assume default Sensor Voltage
Manifold Temperature, Jacket Water
values and all diagnostic codes Supply Circuit
Temperature, Oil Temperature and Oil
for ECM 5 VDC analogue Test
Pressure Sensors is exceeding normal level,
sensors are disabled while this
indicating a possible short to a positive
Diagnostic Code is Active.
voltage source.
TIPPS may indicate DIAG next
to the default value sensor
Status to indicate the sensor is
operating at the value shown
due to an Active diagnostic
code.
position.
shut down.
5
262-04 +5 VDC Supply Below Normal Electronic System Response - Proceed with
The ECM supply voltage for the Inlet
Manifold Temperature, Jacket Water
Temperature, Oil Temperature, Filtered and
Unfiltered Oil Pressure Sensors is below
normal level, indicating a possible short to
ground or short between sensor supply and
return. TIPPS may indicate DIAG next
code.
position.
shut down.
Functional test

Step 1: Connect An Electronic Service Tool And Note All
Active Diagnostic codes
Connect TIPPS to the Service Tool Link Connector. ACTIVE A 262-03 or 262-04
Turn the Engine Control Switch to the STOP position. diagnostic code is
ACTIVE. Proceed to
Access the TIPPS Active and Logged Diagnostic Code
next step.
screen(s) (wait at least 15 seconds for Diagnostic codes
to become Active). LOGGED A 262-03 or 262-04
ONLY diagnostic code is
Check for Active or Logged 262-03 +5 Volt Supply Above
LOGGED but NOT active.
Normal, or 262-04 +5 Volt Supply Below Normal
Refer to P-501:
diagnostic code.
Select the condition of code 262-03 or 262-04. Connectors. If OK,
proceed to Step 4.
NOT ACTIVE The +5 Volt Sensor
OR LOGGED Supply is operating
correctly at this time.
STOP.
5
Step 2: Disconnect +5V Sensors And Monitor Active
Diagnostic codes
Access the Active Diagnostic Code Screen and verify YES The +5V Diagnostic Code
there is an ACTIVE +5V Sensor Supply Diagnostic Code is still Active. Leave the
(262-03 or 262-04). sensors disconnected.
Disconnect the following sensors and turn the Engine Proceed to next step.
Control Switch to the OFF position, then to the STOP NO Disconnecting a specific
position: Inlet Manifold Temperature, Jacket Water sensor makes the +5V
Temperature, Oil Temperature and Oil Pressure Sensors. Diagnostic Code no
Check the TIPPS screen after disconnecting each sensor longer Active. Reconnect
to determine if disconnection of a specific sensor the sensor suspected of
deactivates the +5V Diagnostic Code. causing the problem. If
Note: When the sensors are disconnected and the Engine the problem reappears,
Control Switch is in the STOP position, Open Circuit and then disappears
diagnostic codes will be Active/Logged when the +5V following disconnection,
diagnostic codes are no longer Active. This is normal. Clear replace the sensor. Clear
these diagnostic codes after this test step is completed. all diagnostic codes.
Verify the repair
Is the original +5V Diagnostic Code (262-03 or 262-04)
eliminates the problem.
still Active?
STOP.
Step 3: Isolate The Sensor Supply Harness From The
ECM
Remove power from the engine control system. Turn the YES Isolating the Engine
Engine Control Switch to the OFF position and Harness from the ECM
disconnect the power connector on the Engine Mounted does not eliminate the
Panel. Active +5V Sensor
Disconnect J1/P1 and inspect for damage or corrosion. Diagnostic Code.
Repair as necessary. Replace the ECM. STOP.
Use a wire removal tool to remove the +5 VDC supply NO The +5V Diagnostic Code
wire from ECM connector P1 terminal-2. Reconnect is no longer Active when
J1/P1. the harness is isolated.
There is a short circuit in
the harness. Refer to
P-501: Inspecting
Access the Active Diagnostic Code Screen and Electrical Connectors. If
determine there is an ACTIVE +5V Sensor Supply OK, proceed to next
Diagnostic Code (262-03 or 262-04). step.
Does the +5V Diagnostic Code remain Active with the
Engine Harness isolated?
5
Step 4: Check The Engine Harness
Remove power from the engine control system. Turn the OK The +5V line is not
Engine Control Switch to the OFF position and shorted in the Engine
disconnect the power connector on the Engine Mounted Harness. Reconnect all
Panel. connectors. There does
Disconnect P1 and verify ALL of the +5V engine sensors not appear to be a
attached to the P1 Engine Harness are disconnected problem at this time.
(Inlet Manifold Temperature, Jacket Water Temperature, Clear all diagnostic
Oil Temperature, Filtered and Unfiltered Oil Pressure codes. Continue to
Sensors). troubleshoot until the
original condition is
Set a multimeter to measure resistance on the range
resolved. STOP.
closest to, but not less than, 2k Ohms. Measure from P1
terminal-2 (+5VDC Supply) to each of the sensor signal NOT OK Repair the Engine
terminals (P1 terminals-14, 17, 24, 26, and 27) and to P1 Harness. Clear all logged
terminal-3 (Analogue Return). Wiggle the harness during diagnostic codes. Verify
measurement to reveal any intermittent short condition. the repair eliminates the
Measure the resistance from P1 terminal-2 (+5VDC problem. STOP.
Supply) to engine ground.
See Figure P-521.2.
Each resistance measurement is more than 2k Ohms.
5
P-522: +8V Sensor voltage supply circuit
test
System Operation
Use this procedure to troubleshoot the system when
there is an Active, or easily repeated 41-03 +8 Volt
Supply Above Normal, or 41-04 +8 Volt Supply Below
Normal or if directed here by another troubleshooting
procedure.
The Electronic Control Module (ECM) supplies +8
VDC to the Inlet Manifold Pressure Sensor and the (8)
Detonation Sensors. The supply voltage is regulated
to 8.0 0.8 VDC.
The +8V Short Circuit Diagnostic Code is most likely
caused by a short or open circuit in the harness, next
likely is a sensor, and least likely is the ECM.
5
+8V Sensor voltage supply schematic
Inlet Manifold
Pressure Sensor
ECM J1 P1
+8VDC 4 A +8V
Inlet Manifold Pressure 10 C Signal
Return 5 B Return
'B' Bank
J2 P2 Detonation Sensors
+8VDC 57 A +8V
Detonation Input E 44 C Cylinder 1 & 2
Detonation Input F 45 C Cylinder 3 & 4
Detonation Input G 46 C Cylinder 5 & 6
Detonation Input H 47 C Cylinder 7 & 8
Return 55 B Return
'A' Bank
Detonation Sensors
+8VDC 56 A +8V
Detonation Input A 36 C Cylinder 1 & 2
Detonation Input B 37 C Cylinder 3 & 4
Detonation Input C 38 C Cylinder 5 & 6
Detonation Input D 39 C Cylinder 7 & 8
Return 54 B Return
A P522.1
5
ECM Connector P1 ECM Connector P2
13 12 11 10 9 8 7 6 5 4 3 2 1 13 12 11 10 9 8 7 6 5 4 3 2 1
23 22 21 20 19 18 17 16 15 14 23 22 21 20 19 18 17 16 15 14
31 30 29 28 27 26 25 24 31 30 29 28 27 26 25 24
39 38 37 36 35 34 33 32 39 38 37 36 35 34 33 32
47 46 45 44 43 42 41 40 47 46 45 44 43 42 41 40
57 56 55 54 53 52 51 50 49 48 57 56 55 54 53 52 51 50 49 48
69 69
70 68 67 66 65 64 63 62 61 60 59 58 70 68 67 66 65 64 63 62 61 60 59 58
Terminal Side Terminal Side
70 69 68 67 66 65 63 62 61 60 59 58 70 69 68 67 66 65 63 62 61 60 59 58
57 48 57 48
47 40 47 40
36 36
31 24 31 24
23 >PEI< 14 23 >PEI< 14
13 12 11 10 9 8 6 5 4 3 2 1 13 12 11 10 9 8 6 5 4 3 2 1
Wire Side Wire Side
Function Pin Location Function Pin Location
+8 VDC Supply 4 Return 54

Return 5 Return 55
+8 VDC Supply 56
+8 VDC Supply 57
A P522.2
5
Diagnostic codes

41-03 +8 VDC Power Supply Shorted High Electronic System Response - Proceed with
The ECM supply voltage for the Detonation
Sensors and Inlet Manifold Pressure Sensor
is exceeding normal level, indicating a
possible short to a positive voltage source.
code.
shut down.
41-04 +8 VDC Power Supply Shorted Low Electronic System Response - Proceed with
The ECM supply voltage for the Detonation
Sensors and Inlet Manifold Pressure Sensor
is below normal level, indicating a possible
short to ground.
code.
shut down.
5
Functional test

Step 1: Connect An Electronic Service Tool And Note All
Active Diagnostic codes
Connect TIPPS to the Service Tool Link Connector. ACTIVE A 41-03 or 41-04
Turn the Engine Control Switch to the STOP position. diagnostic code is
ACTIVE. Proceed to
Access the TIPPS Active and Logged Diagnostic Code
next step.
screen(s) (wait at least 15 seconds for Diagnostic codes
to become Active). LOGGED A 41-03 or 41-04
ONLY diagnostic code is
Check for Active or Logged 41-03 +8 Volt Supply Above
LOGGED but NOT
Normal, or 41-04 +8 Volt Supply Below Normal diagnostic
active. Refer to P-501:
code.
Select the condition of code 41-03 or 41-04. Connectors. If OK,
proceed to Step 5.
NOT ACTIVE The +8 Volt Sensor
OR LOGGED Supply is operating
correctly at this time.
STOP.
Step 2: Disconnect +8V Sensors And Monitor Active
Diagnostic codes
Access the Active Diagnostic Code Screen and verify YES The +8V Diagnostic Code
there is an ACTIVE +8V Sensor Supply Diagnostic Code is still Active. Leave the
(41-03 or 41-04). sensors disconnected.
Disconnect the following sensors and turn the Engine Proceed to next step.
Control Switch to the OFF position, then to the STOP NO Disconnecting a specific
position: Inlet Manifold Pressure and all Detonation sensor makes the +8V
Sensors. Check the TIPPS screen after disconnecting Diagnostic Code no
each sensor to determine if disconnection of a specific longer Active. Reconnect
sensor deactivates the +8V Diagnostic Code. the sensor suspected of
Note: When the sensors are disconnected and the Engine causing the problem. If
Control Switch is in the STOP position, Open Circuit the problem reappears,
diagnostic codes will be Active/Logged when the +8V and then disappears
diagnostic codes are no longer Active. This is normal. Clear following disconnection,
these diagnostic codes after this test step is completed. replace the sensor. Clear
all diagnostic codes.
Is the original +8V Diagnostic Code (41-03 or 41-04) still
Verify the repair
Active?
eliminates the problem.
STOP.
5
ECM At J2/P2
Remove power from the engine control system. Turn the YES Proceed to next step.
Engine Control Switch to the OFF position and NO The +8V Diagnostic Code
disconnect the battery. is no longer Active when
Disconnect J2/P2. the harness is isolated.
Inspect for damage or corrosion. Repair as necessary. There is a short circuit in
the P2 harness. Refer to
Reconnect J2/P2.
P-501: Inspecting
Use a wire removal tool to remove the +8 VDC supply Electrical Connectors.
wires from P2 (terminal-56, terminal-57) If OK, proceed to Step 5.
Access the Active Diagnostic Code Screen and
determine there is an ACTIVE +8V Sensor Supply
Diagnostic Code (41-03 or 41-04).
Does the +8V Diagnostic Code remain Active with the
Engine Harness isolated?
ECM At J1/P1
Remove power from the engine control system. Turn the YES Isolating the Engine
Engine Control Switch to the OFF position and Harness from the ECM
disconnect the battery. does not eliminate the
Disconnect J1/P1. Active +8V Sensor
Diagnostic Code.
Inspect for damage or corrosion. Repair as necessary.
Temporarily connect a
Reconnect J1/P1. test ECM with the 70-Pin
Use a wire removal tool to remove the +8 VDC supply Breakout-T installed
wires from P1 terminal-4. between J1 and P1.
Restore power to the engine control system and turn the Recheck for an Active
Engine Control Switch to the STOP position. +8V Diagnostic codes. If
the problem is resolved
Access the Active Diagnostic Code Screen and
with the test ECM, install
determine there is an ACTIVE +8V Sensor Supply
the old ECM to verify the
Diagnostic Code (41-03 or 41-04).
problem returns. If the
Does the +8V Diagnostic Code remain Active with the test ECM works and the
Engine Harness isolated? old one does not, replace
the ECM. STOP.
NO The +8V Diagnostic Code
is no longer Active when
the harness is isolated.
There is a short circuit in
the P1 harness. Refer to
P-501: Inspecting
If OK, proceed to next
step.
5
Step 5: Check The Engine Harness
Remove power from the engine control system. Turn the OK The +8V line is not
Engine Control Switch to the OFF position and shorted in the Engine
disconnect the battery. Harness. Reconnect all
Disconnect J1/P1, J2/P2 and verify ALL of the +8V connectors. There does
engine sensors (Inlet Manifold Pressure Sensor and the not appear to be a
(8) Detonation Sensors) are disconnected. problem at this time.
Clear all diagnostic
Set a multimeter to measure resistance on the range
codes. Continue to
closest to, but not less than, 2k Ohms. Measure from P1
troubleshoot until the
terminal-4 (+8VDC Supply) to P1 terminals 5 (Return),
original condition is
and 10 (Inlet Manifold Pressure). Wiggle the harness
resolved. STOP.
during measurement to reveal any intermittent short
condition. NOT OK Repair or replace the
Measure from P1 terminal-4 (+8VDC Supply) to +Battery, Engine Harness. Clear all
-Battery, and engine ground. logged diagnostic codes.
Verify the repair
Measure from P2 terminal-56 (+8VDC Supply) to each of eliminates the problem.
the following sensor signal terminals (P2 terminals-36, STOP.
37, 38, 39, 44, 45, 46, 47, 55). Wiggle the harness during
measurement to reveal any intermittent short condition.
Measure from P2 terminal-56 (+8VDC Supply) to
+Battery, -Battery, and engine ground.
Measure from P2 terminal-57 (+8VDC Supply) to each of
the following sensor signal terminals (P2 terminals-36,
37, 38, 39, 44, 45, 46, 47, 55). Wiggle the harness during
measurement to reveal any intermittent short condition.
Measure from P2 terminal-57 (+8VDC Supply) to
+Battery, -Battery, and engine ground.
See Figure P-522.2.
Each resistance measurement is more than 2k Ohms.
5
P-524: Throttle actuator solenoid circuit
test
System Operation
The ECM controls the position of the throttle plate by
adjusting current to the Throttle actuator. The Throttle
actuator contains its own power driver, the signal from
the ECM is 4 mA at zero throttle and 20 mA at full
throttle
Throttle actuator solenoid schematic
Throttle Valve ECM
Setpoint + C J1/44 4-20mA +

Setpoint - B J1/45 4-20mA -
A P524.1
Diagnostic codes

1440-02 Throttle Output Driver Open Circuit The engine is shut down. Proceed with
P-524: Throttle
The Throttle solenoid driver inside the ECM
Actuator
is energized and output current is below
Solenoid Circuit
normal, indicating an open circuit.
Test
1440-07 Throttle Output Driver Short Circuit The engine is shut down. Proceed with
P-524: Throttle
The Throttle solenoid driver inside the ECM
Actuator
is energized and output current is above
Solenoid Circuit
normal, indicating a shorted solenoid or
Test
short to ground.
5
Functional test

Thoroughly inspect ECM Connector J1/P1 and the OK Proceed to next step.
Throttle Actuator connections. Refer Inspecting Electrical NOT OK Repair or replace the
Connectors for details. harness as necessary.
Perform 45 N (10 pound) pull test on each of the wires STOP.
associated with the Throttle circuit. Refer to the
schematic.
6.0 Nm (4.4 lb-ft).
points from the Throttle Actuator to the ECM.
See Figure P-524.1.
See Figure P-524.2.

ECM Connector P1
13 12 11 10 9 8 7 6 5 4 3 2 1
23 22 21 20 19 18 17 16 15 14
31 30 29 28 27 26 25 24
39 38 37 36 35 34 33 32 Throttle Actuator + 44
47 46 45 44 43 42 41 40 Throttle Actuator - 45
57 56 55 54 53 52 51 50 49 48
69
70 68 67 66 65 64 63 62 61 60 59 58
Terminal Side
70 69 68 67 66 65 63 62 61 60 59 58
57 48
47 40
36
31 24
23 >PEI< 14
13 12 11 10 9 8 6 5 4 3 2 1
A Wire Side P524.2
5
Step 2: Check For An Active Short Circuit Diagnostic
Code
Connect Electronic Technician TIPPS at the Service Tool OK The Throttle circuit
Connector. checks OK. Refer to
Turn the Engine Control Switch to the STOP position. Inspecting Electrical
Wait at least 10 seconds for codes to become Active. Connectors if
troubleshooting an
Check for an Active 1440-05 or 1440-06 diagnostic code
intermittent problem.
on the TIPPS Active Diagnostic Code screen.
STOP.
Diagnostic codes 1440-05 or 1440-06 should NOT be
active. ACTIVE The ECM detects a short
1440-06 in the Throttle circuit.
ACTIVE The ECM detects an
1440-05 open in the Throttle
circuit. Proceed to Step
4.
Step 3: Disconnect Solenoid And Check Active Codes
Turn the Engine Control Switch to the OFF position. OK A short circuit code is
Disconnect the Throttle Solenoid. active when the solenoid
is connected, and is not
active when the solenoid
Check for an Active 1440-06 diagnostic code on the is disconnected. Replace
TIPPS Active Diagnostic Code screen. the Throttle solenoid.
Short Circuit Diagnostic Code 1440-06 should NOT be STOP.
active when the solenoid is disconnected. NOT OK Proceed to Step 5.
Step 4: Install A Short Circuit At The Solenoid
Connector And Check Active Codes
Turn the Engine Control Switch to the OFF position. OK The ECM and harness
Disconnect the Throttle Solenoid. check OK. Replace the
Throttle solenoid. STOP.
Install a jumper wire with pin terminals at each end into
the ECM Throttle Solenoid Connector. NOT OK The ECM does not detect
the jumper wire. Proceed
to Step 6.
Check for an Active 1440-06 diagnostic code on the
TIPPS Active Diagnostic Code screen.
Short circuit Diagnostic Code 1440-06 should be active
when the solenoid input is shorted.
Step 5: Disconnect The Harness From The ECM And
Check Active Codes
Turn the Engine Control Switch to the OFF position. OK The ECM checks OK.
Use a wire removal tool to remove wires from P1 Repair or replace the
terminal-44 and P2 terminal-45. harness as necessary.
STOP.
Check for an Active 1440-06 diagnostic code on the NOT OK The ECM indicates a
TIPPS Active Diagnostic Code screen. short circuit when the
circuit is open at P1.
See Figure P-524.2. Replace the ECM. STOP.
Diagnostic Code 1440-06 should NOT be active.
5
Step 6: Install A Short Circuit At The ECM Connector
And Check Active Codes
Turn the Engine Control Switch to the OFF position. OK The ECM checks OK.
Use a wire removal tool to remove wires from P1 Repair or replace the
terminal-44 and P1 terminal-45. harness as necessary.
STOP.
Install a jumper wire with socket terminals at each end
into P1 terminal-44 and P2 terminal-45. NOT OK The ECM does not detect
the short circuit at P1.
Replace the ECM. STOP.
Check for an Active 1440-06 diagnostic code on the
TIPPS Active Diagnostic Code screen.
Diagnostic Code 1440-06 should be active when the
solenoid input is shorted.
5
P-525: Temperature sensing module
(TSM) test
System Operation
The Temperature Sensing Module (TSM) monitors
type K thermocouples at each cylinder exhaust port.
Thermocouple temperature readings are broadcast
over the CAT and CAN Data links for use by other
modules and can be viewed on TIPPS. The TSM
calculates the average temperature for each bank
(left and right), and generates Event Codes for each
of the following conditions: above high limit, above
average, and below average. A diagnostic code is
generated by the TSM for any thermocouple that is
open, shorted high, or shorted low.
5
TSM Schematic
ITSM
J40 P40
J39
r 2
J CAT Data+ Cylinder # A1 Thermocouple f 1
N CAT Data-
R 2
K CAN Data+ Cylinder # B1 Thermocouple W 1
M CAN Data-
D CAN Shield J 2
Cylinder # A2 Thermocouple E 1
A +Battery
B -Battery k 2
Cylinder # B2 Thermocouple
a 1
AC 2
Cylinder # A3 Thermocouple
v 1
V 2
Cylinder # B3 Thermocouple 1
M
Cylinder # A4 Thermocouple q 2
e 1
Cylinder # B4 Thermocouple AE 2
y 1
Cylinder # A5 Thermocouple H 2
B 1
Cylinder # B5 Thermocouple Z 2
P 1
Cylinder # A6 Thermocouple u 2
j 1
Cylinder # B6 Thermocouple AG 2
AA 1
Cylinder # A7 Thermocouple AF 2
z 1
Cylinder # B7 Thermocouple t 2
h 1
Cylinder # A8 Thermocouple Y 2
O 1
G 2
Cylinder # B8 Thermocouple 1
A
NOTE :
Pin 3 on each thermocouple plug is
cable screen
A P525.1
5
Diagnostic codes

591-12 Internal ITSM Problem Exhaust temperature Replace the
monitoring and protection is ITSM.
The ITSM detects a problem in its EPROM
lost and a diagnostic code is
memory circuit.
generated.
1201-03 Cylinder A1 through Cylinder A8 and B1 Exhaust temperature Proceed with
through B8 Thermocouple Shorted High monitoring and protection is P-525:
through lost and a diagnostic code is Integrated
The ITSM detects a Cylinder thermocouple
1216-03 input is shorted to +Battery. generated. Temperature
Sensing Module
1201-04 Cylinder A1 through Cylinder A8 and B1 (ITSM) Test
through B8 Thermocouple Shorted Low
through
1216-04 input is shorted to -Battery or ground.
1201-05 Cylinder A1 through Cylinder A8 and B1

through B8 Thermocouple Open Circuit
through
1216-05 input is open circuit.
1221-03 Turbo Inlet Thermocouple Shorted High

1221-04 Turbo Inlet Thermocouple Shorted Low
1221-05 Turbo Inlet Thermocouple Open Circuit
5
Functional test

Thoroughly inspect ECM Connector J1/P1, the TSM OK Proceed to next step.
connector, and each thermocouple connection. Refer NOT OK Repair or replace the
Inspecting Electrical Connectors for details. harness as necessary.
Perform 45 N (10 pound) pull test on each of the wires Note that all
associated with the TSM circuit. Refer to the schematic. thermocouple wiring must
Check ECM Connector (Allen screw) for proper torque - be k-type. STOP.
6.0 Nm (4.4 lb-ft).
points.
See Figure P-525.1.
Step 2: Check TSM Communications With TIPPS
Connect TIPPS at the Service Tool Connector and OK Proceed to next step.
access the TSM port temperature screen. NOT OK Make sure the TSM
A temperature reading or a diagnostic code should be Application Configuration
present for each monitored port. Number is set to 12 for
this application. Ensure
the TSM has been
programmed (new or
replacement TSM's) Note
that the Engine Control
Switch must be in the
STOP position in order to
program. If the problem is
not resolved, verify TSM
supply voltage and the
data link circuits are
working properly. Refer to
the Electrical System
Schematic. STOP.
Step 3: Check Diagnostic codes
Connect TIPPS at the Service Tool Connector and OK The TSM circuit checks
access the TSM module diagnostic codes screen. OK. Refer to Inspecting
Check for Active Thermocouple Diagnostic codes CID = Electrical Connectors if
1201 through 1216 and 1221 through 1224 (FMI 03 = troubleshooting an
Short High, FMI 04 = Short Low, FMI 05 = Open). intermittent problem.
STOP.
Thermocouple diagnostic codes should NOT be active.
NOT OK Disconnect the TSM
connector J40/P40 and
inspect for damage or
corrosion. If the problem
is not found, replace the
suspect thermocouple.
Use only type K
thermocouple and wire
and observe proper
polarity. STOP.
5
P-526: Tecjet gas valve
System Operation
The Tecjet is an electronic gas injection valve for
single point injection and has integrated sensors and
electronics, which provides the correct gas flow in all
circumstances.
The ECM sends a PWM signal to the Tecjet which
converts this desired gas flow signal into a valve
position (which corresponds to the desired gas flow),
depending on the gas inlet pressure, the gas
temperature and the pressure difference over the
valve and the density of the gas.
The ECM reads the gas pressures and temperature
via a CAN bus.
The Tecjet unit is not user serviceable.
Tecjet circuit schematic

Tecjet Gas Valve
ECM
CAN + V 50 CAN DL+
CAN - N 34 CAN DL-
42 CAN Shield
Signal G 58 PWM Out 1
B+ K
B+ R
B- L
CAN Hi-in B
120R Resistor
CAN Hi-out S
To 24V Power
Supply Circuit
A Note : Refer to the Wiring Drawings for full connection details P526.1
5
Diagnostic codes
No diagnostic codes are currently available.

ECM Connector P1
13 12 11 10 9 8 7 6 5 4 3 2 1
23 22 21 20 19 18 17 16 15 14
31 30 29 28 27 26 25 24
39 38 37 36 35 34 33 32 PWM Output 58
47 46 45 44 43 42 41 40 CAN Bus + 50
57 56 55 54 53 52 51 50 49 48
69 CAN Bus - 34
70 68 67 66 65 64 63 62 61 60 59 58
Terminal Side
70 69 68 67 66 65 63 62 61 60 59 58
57 48
47 40
36
31 24
23 >PEI< 14
13 12 11 10 9 8 6 5 4 3 2 1
A Wire Side P526.2
5
Functional test

Turn the mode control switch to OFF. Thoroughly inspect OK Proceed to next step.
ECM connector J1 and the Tecjet connections. NOT OK Repair or replace the
Perform 45 N (10 pound) pull test on each of the wires harness as necessary.
associated with the Tecjet circuitry. Refer to the STOP.
schematic.
6.0 Nm (4.4 lb-ft).
Check the harness and wiring damage.
See Figure P-526.1.
See Figure P-526.2.
Step 2: Check CAN bus communications
Connect TIPPS at the Service Tool Connector. Turn the OK The CAN bus to the
engine control switch to STOP. View the measurements Tecjet is functioning
screen giving gas pressures and temperatures (Group 8). proceed to Step 4.
Readings should be obtained for fuel temperature, fuel NOT OK The CAN bus to the
pressure and fuel valve differential. Tecjet is not functioning
repair or replace the
wiring as necessary.
Step 3: Check power supply to Tecjet
Turn engine control switch to OFF OK Proceed to next step.
Disconnect connector from Tecjet. NOT OK Repair or replace wiring
Turn engine control switch to STOP. as necessary. STOP.
Using multimeter check for 24 volt supply between pins K
(+ve) and L and R (+ve) and L on the Tecjet connector.
Step 4: Check PWM signal
If available, connect oscilloscope between pins G (+ve) OK Replace Tecjet unit.
and L on the Tecjet connector a PWM signal of nominal STOP.
500 Hz should be seen. NOT OK Repair or replace wiring
as necessary. STOP.
6
Calibrations 6
P-602: Oxygen sensor calibration

procedure
System Operation
Periodic Calibration of the Oxygen Sensor is required
to ensure accurate readings and optimum engine
performance. Refer to the Operation And
Maintenance Manual for details. The engine must be
stopped and the sensor must be removed and placed
in uncontaminated air (free of exhaust system air) to
calibrate the sensor.
During the calibration, the ECM first establishes the
zero percent oxygen reference point by reading the
sensor after it has cooled for two minutes. Next, the
ECM energizes the Oxygen Sensor internal heater for
five minutes and then reads the surrounding air. The
surrounding air is assumed to be clean (20.95%
Oxygen). The calibration offset and span are
determined from these two points.
6
Diagnostic codes

Oxygen Sensor Element Failed Fuel quality compensation is Proceed with
1086-12 An Oxygen Sensor Calibration has disabled. The diagnostic code P-602: Oxygen
remains active until an oxygen Sensor
determined that the sensor is out of
sensor calibration is Calibration
tolerance.
successfully completed. Procedure
Engine performance and
emissions may be affected.
Functional test

Thoroughly inspect ECM Connector J2/P2, the Oxygen OK Proceed to next step.
Buffer, and Oxygen Sensor connections. Refer to NOT OK Repair or replace the
Inspecting Electrical Connectors for details. harness as necessary.
Perform 45 N (10 pound) pull test on each of the wires STOP.
schematic.
6.0 Nm (4.4 lb-ft).
Step 2: Check Atmospheric Conditions
Determine the local temperature, humidity, and OK Proceed to next step.
barometric pressure. NOT OK Atmospheric conditions
Look up the maximum permissible relative humidity in the are NOT favourable for
table below. an Oxygen Sensor
See Figure P-602.1. Calibration. STOP.
Relative humidity must be less than the value shown in
the table.
6
Oxygen sensor calibration table
C/F)
C 12 14 16 18 20 22 24 26 28 30 32 34 36 38
F 54 57 61 64 68 72 75 79 82 86 90 93 97 100
96 90 85 75 65 60 50 45 40 35 35 30 25 25 20
97 90 85 75 65 60 50 45 40 35 35 30 25 25 25
99 90 85 75 65 60 55 45 40 40 35 30 30 25 25
Barometric Pressure
101 90 85 75 70 60 55 50 45 40 35 30 30 25 25
102 90 90 80 70 60 55 50 45 40 35 30 30 25 25
104 90 90 80 70 65 55 50 45 40 35 30 30 25 25
105 90 90 80 70 65 55 50 45 40 35 35 30 25 25
107 90 90 80 75 65 60 50 45 40 35 35 30 25 25
109 90 90 85 75 65 60 50 45 40 35 35 30 25 25
110 90 90 85 75 65 60 55 45 40 40 35 30 30 25
112 90 90 85 75 65 60 55 50 45 40 35 30 30 25
113 90 90 85 75 70 60 55 50 45 40 35 30 30 25
Guidelines For Calibrating The Oxygen Sensor

1. Find the crossing point using barometric pressure and ambient temperature at which
calibration will take place.
DO NOT calibrate the Oxygen Sensor if the relative humidity is greater than or equal to the
value shown.
2. DO NOT Calibrate the Oxygen Sensor if the Ambient Temperature is above 38 C (100 F).
3. DO NOT Calibrate the Oxygen Sensor If the relative humidity is above 90 percent.
4. If temperature is less than 12 C (54 F), use the 12 C (54 F) column.
A P602.1
6
Step 3: Check For Active Oxygen Sensor Diagnostic
codes
Turn the Engine Control Switch to the STOP position and RESULT 1 The codes listed above
use the TIPPS Diagnostic Override to energize the are not Active. Proceed
Oxygen Buffer. to next step.
Check if a 1086-09, 1087-03, 1087-08, 1088-05, 1088-06 RESULT 2 1088-05 Oxygen Buffer
diagnostic code is Active. Supply Shorted High or
Result 1: The diagnostic codes listed are NOT Active. 1088-06 Oxygen Buffer
Result 2: A 1088-05 or 1088-06 diagnostic code is Supply Shorted Low
Active. diagnostic code is Active
Refer to P-509A:
Result 3: A 1086-09, 1087-03, or 1087-08 diagnostic Oxygen Sensor Buffer
code is Active. Supply Circuit. STOP.
RESULT 3 Refer to P-509B:
Oxygen Sensor Signal
Circuit Test. STOP.
Step 4: Remove The Sensor And Start The Calibration
Warning! OK The Oxygen Sensor
Calibration was
The Oxygen Sensor may reach temperatures in excess
successful. Proceed to
of 700 DegC (1300 DegF) during normal operation,
next step.
diagnostic override testing, and calibration. Wear heat
resistant gloves and do not handle the sensor element NOT OK The Oxygen Sensor
until it has sufficiently cooled. Calibration was NOT
successful. TIPPS will
display a diagnostic code
Remove the Oxygen Sensor element from the exhaust indicating the reason for
system after it has had time to cool sufficiently. the failed calibration
Ensure the Oxygen Sensor element is exposed to attempt. If a 1086-12
uncontaminated air. diagnostic code is
Turn the Engine Control Switch to the STOP position and present, repeat the
access the Calibrations, O2 Calibration Screen. calibration procedure. If
calibration is not
Begin the calibration. The calibration takes approximately
successful after 3
twelve minutes to complete.
attempts, replace the
TIPPS should indicate the calibration was successful. sensor. Otherwise,
resolve all other active
diagnostic codes and
repeat the calibration
procedure. STOP.
Step 5: Verify Sensor Calibration
Turn the Oxygen Sensor Override parameter to ON. OK STOP.
Verify the Oxygen Sensor Status (Screen 9) is now ON. NOT OK Repeat the calibration.
Monitor the Actual Oxygen on the TIPPS Status Screen. STOP.
The Actual Oxygen reading should stabilize to 20.95
within approximately 30 seconds.
6
P-603: Speed/timing sensor calibration
System Operation
The ECM has the ability to calibrate the mechanical
differences between the true Top Center (TC) of the
engine flywheel and TC on the Speed/Timing Gear on
the left rear camshaft gear. A timing calibration
magnetic pickup probe signals TC to the ECM when
the TC peg on the flywheel passes beneath. Any
offset between the flywheel TC and the Timing Gear
TC is then stored into memory.
Calibration of the timing is required only after a
replacement of the ECM, replacement of the
Speed/Timing Sensor, or any adjustments to, or
replacement of, the timing gear. The calibration
procedure is initiated using TIPPS. Following the
calibration, TIPPS will display either an OK message
after a successful calibration or a FAULT message
after a failed calibration.
Note: When carrying out a speed/timing sensor
calibration, the communications splitter cable
697/152 (if fitted) must be disconnected from the ECM
enclosure and the service tool connector fitted directly
into the connector on the ECM enclosure as shown in
illustration A on page 143.
6
Diagnostic codes

261-13 Engine Timing Calibration Required The Engine Warning Lamp will Proceed with
be illuminated. P-603:
Timing Calibration has not been performed
Speed/Timing
Sensor
Calibration
Functional test

Step 1: Install Timing/Calibration Probe And TIPPS
CONTINUE Proceed to next step.
NOTICE
The timing peg in the flywheel must be aligned with the
pickup hole for the Timing Calibration Probe when
installed. The probe will be damaged on engine start up
if the probe is inserted with the peg not aligned. Rotate
the flywheel to position the flywheel peg under the
pickup hole. Always visually confirm that the peg and
pickup are aligned.
Remove the timing calibration plug from the engine

flywheel housing.
Visually inspect the pickup hole to confirm that it is
aligned with the timing peg in the flywheel.
Screw the probe into the flywheel housing until it contacts
the top of the peg.
Back the timing probe out from the flywheel surface
approximately 1 mm (0.04 in). Hand tighten the nut on
the pickup to secure the probe in place.
Connect the Timing Calibration Probe and TIPPS
according to the diagram.
See Figure P-603.1.
6
Speed/timing sensor calibration diagram
A P603.1

Step 2: Calibrate The Speed/Timing Sensors
Start and run the engine at a constant speed between YES The Timing Calibration
900 and 1200 rpm. procedure was
Access the Timing Calibration screen on TIPPS. completed successfully.
Disconnect the Timing
To calibrate the timing, press the space key on the
Probe and Timing
Electronic Service Tool keyboard and wait until the
Calibration Harnesses.
Electronic Service Tool indicates the timing is
Remove the Calibration
CALIBRATED.
Probe and reinstall plug.
Note: If the Electronic Service Tool display reads COULD
STOP.
NOT CALIBRATE timing, the electronic injection timing has
not been set. Recheck the tool installation and tool operation NO Verify that the engine rpm
and try again to calibrate electronic injection timing. If the was stable ( 50 rpm)
crank and cam gears have been reassembled incorrectly during testing. Verify that
(relative to each other), the engine will not calibrate. there are no Active
Diagnostic codes
The Timing Calibration Procedure was completed preventing calibration. If
successfully. all of the checks are OK
but the timing still will not
calibrate, check the
Timing Probe Cable and
Timing Probe to verify it is
not bent. STOP.
6
P-604: Turbine inlet temperature interface
module calibration
System Operation
The turbine inlet temperature interface module
converts the K type thermocouple signal into a 4-
20mA signal which the ECM translates into
temperature readings.
Functional test
Preparation for calibration

Step 1: Remove Interface Module
Disconnect the engine starting battery. CONTINUE Proceed to next step.
Referring to figure P604.1, unplug the thermocouple from
the sensor rail at the front end of A bank.
Remove the four self tapping screws from the end plate of
the sensor rail and carefully remove the interface unit.
Disconnect the wiring from the interface unit.
A P604.1
6
Connect to calibration equipment

Step 2: Re-Calibration Connections
To re-calibrate the unit, a thermocouple simulator, 24 volt CONTINUE Proceed to next step.
DC supply and an accurate milliammeter/DMM are
required.
Connect the equipment as shown in P604.2
Note that if a T/C simulator with automatic internal cold
junction compensation is used, thermal equilibrium
between the simulator and TC-HEAD must be
established. In any case, the compensation applied to
the simulator must be equal to the TC-HEAD input
terminal temperature.
5 1 - +
+ + + mA
T/C
SIMULATOR T/C TC-HEAD LOOP 24V dc
- - -
3 2
A P604.2
6
Calibrate

Step 3: Re-Calibration
Referring to figure P604.3, ensure that the selector CONTINUE Proceed to next step.
switches are in the following positions:
Switch A: 2
Switch B: 2
Switch C: 6
If configuration has been changed, coarse range

potentiometer D must first be adjusted:
i. Set input to full scale (800 deg.C.)

ii. Turn Span potentiometer (Marked S on circuit board)
Adjust D to give a nominal 20mA output.
i. Set input to zero and adjust zero potentiometer

(Marked Z on circuit board) to give 4mA
ii. Set input to full scale and adjust span potentiometer
(Marked S on circuit board) to give 20mA
Repeat (i) and (ii) as necessary OK STOP.
NOT OK Replace module.
STOP.
4-20 mA LOOP
+ -
TEST
-
Z 1 2 S
A : Thermocouple Type
+ B : Wire Break Detection
D
C
D {
: Range
: Range }
Z : Zero Adjust
S : Span
B C
A
- +
3 4 5
THERMOCOUPLE
A P604.3
6
NOTES:
General information
7
Glossary of terms 7
Aftercooler Temperature Sensor

This sensor measures aftercooler water temperature
and sends the signal to the Electronic Control Module Perkins Monitoring System
(ECM). A modular electronic display that can communicate to
American Wire Gauge (AWG) the Electronic Control Module (ECM) via the data link.
A measure of the diameter (and therefore the current Code
carrying ability) of electrical wire. The smaller the Refer to Diagnostic Code.
AWG number, the larger the wire.
Cold Mode
Analogue Sensors
A mode of engine operation where the timing is
Analogue Sensors produce a DC output signal that retarded and the low idle may be raised for engine
can vary from +0.2 to +4.8 VDC. The sensors are protection, reduced smoke emissions and faster
used to detect and convert a change in temperature warm up time.
or pressure into an electrical signal.
Component IDentifier (CID)
Analogue Sensor Supply
A number which represents each component in the
The +5 VDC supply from the ECM is used to power electronic control system. Refer to Section 4:
the analogue sensors. Refer to P-521: Analogue Diagnostic Terminology in this manual.
Sensor Supply.
Communication Adapter Tool
Analogue Sensor Return
The Communication Adapter Tool provides a
The common line (ground) for the Analogue Sensor communication link between the ECM and the
supply from the ECM used to power the analogue Electronic Service Tool.
sensors.
Computerized Monitoring System
Atmospheric Pressure Sensor
An electronic display module unit that can
This sensor measures air pressure near the air filter communicate to the Electronic Control Module (ECM)
and sends a signal to the Electronic Control Module using the data link.
(ECM).
Coolant Temperature Sensor
Before Top Centre (BTC)
This analogue sensor measures jacket water
The 180 degrees of crankshaft rotation before the temperature and sends a signal to the Electronic
piston reaches the very top of its travel during the Control Module (ECM).
compression stroke (normal direction of rotation).
Crankcase Pressure Sensor
Bypass Circuit or Harness
This sensor measures the absolute crankcase
A circuit (usually temporary) used as a substitute for pressure and sends a signal to the Electronic Control
an existing circuit, typically for test purposes. Module (ECM).
Calibration Desired RPM
As used here, is an electronic adjustment of a sensor An input to the electronic governor control within the
signal. ECM. The electronic governor uses inputs from the
Data Link Throttle Position Sensor and Speed/Timing Sensor to
determine Desired RPM.
A two wire electrical connection for communication
with other microprocessor based devices such as the Diagnostic Code
electronic monitoring system. The data link is also the An indication of a problem or event in the electronic
serial communication medium used for programming system.
and troubleshooting with Perkins Electronic Service
Tools.
7
Digital Sensors Flash
Digital Sensors produce a Pulse Width Modulation of A type of computer memory chip. Specifically a
Duty Cycle type of signal. An example would be the FLASH memory chip is similar to an EPROM but it
Manifold Pressure Sensor. can be programmed or downloaded without being
removed from the Electronic Control Module.
Digital Sensor Supply
FLASH Downloading
The +8 VDC supply from the ECM used to power the
Digital Sensors. Refer to P-522: Digital Sensor A way of programming or updating an ECM with an
Supply. Electronic Service Tool over the data link instead of
replacing components.
Digital Sensor Return
Fuel Ratio Control (FRC)
The common line (ground) for the Digital Sensor
Supply from the ECM used to power the digital (PWM) FRC Fuel Pos is a limit based on control of the fuel to
type sensors. air ratio that is used for emission control purposes.
When the ECM senses a higher Turbocharger
DT, DT Connector, Deutsch DT
Compressor Outlet Pressure (more air into cylinder),
A type of connector manufactured by Deutsch that is it increases the FRC Fuel Pos limit (allows more fuel
used on Perkins engines. into cylinder).
Duty Cycle Fuel Temperature Sensor
Refer to Pulse Width Modulation. This sensor detects the fuel temperature. The ECM
monitors the fuel temperature and adjusts calculated
EPROM
fuel rate accordingly.
A type of computer memory chip. EPROM is defined
Full Load Setting (FLS)
as an Erasable Programmable Read Only Memory.
Number representing fuel system adjustment made at
Electronic Control Module (ECM)
the factory to fine tune the fuel system. Correct value
The engine control computer that provides power to for this parameter is stamped on the engine
the electronic system, monitors sensors and information plate.
component inputs, and acts as a governor to control
Full Torque Setting (FTS)
injection timing and the engine rpm.
Similar to Full Load Setting.
Electronic Engine Control
Harness
The complete electronic system that monitors and
controls engine operation under all conditions. The wiring bundle (loom) connecting all components
of the Electronic System.
Engine Monitoring System
Hertz (Hz)
A programmable system that allows the ECM to take
various actions (warning, derate, or shutdown) if an Measure of frequency in cycles per second.
engine parameter is out of range. An example would
Keyswitch Input
be the ECM derating the engine if the oil pressure is
too low. An input to the Electronic Control System that the
ECM uses to determine when to be powered up or
Event Code
powered down. When the input is energized
Event Codes indicate an event that describes an (connected to +Battery) the ECM is powered up.
abnormal engine condition, such as low oil pressure.
Logged Diagnostic Codes
They are not necessarily an indication of problems
within the Electronic System. Describes codes which are stored in memory. They
can be an indicator of possible causes of intermittent
Failure Mode Identifier (FMI)
problems.
A number representing the type of failure a
Oil Pressure Sensor
component experienced (adopted from SAE standard
practice J1587 diagnostics). Refer to Section 4: This analogue sensor measures engine oil pressure
Diagnostic Terminology. and sends a signal to the Electronic Control Module
(ECM).
7
Open Circuit Rated Fuel Limit
Condition where an electrical wire or connection is Indicates the maximum allowable fuel position. It will
broken, that prevents the signal or the supply voltage produce rated power for this engine configuration.
from reaching its intended destination.
Reference Voltage
Parameter
A regulated voltage supplied by the ECM to a sensor.
A programmable value or limit which determines the The reference voltage is used by the sensor to
characteristics or behaviour of the engine. generate a signal voltage.
Password Sensor
A group of numeric or alphanumeric characters, A device used to detect and convert a change in
designed to restrict access to parameters. The pressure, temperature, or mechanical movement into
electronic system requires correct passwords in order an electrical signal.
to change certain engine specifications (Factory
Service Program Module (SPM)
Passwords). Passwords are also required to clear
certain diagnostic codes. A software program designed to adapt an Electronic
Service Tool to a specific application.
Personality Module or Ratings Personality
Module Short Circuit
The module attached inside of the ECM which A condition where an electrical circuit is
contains all the instructions (software) for the ECM unintentionally connected to an undesirable point.
and performance maps for a specific application. Example: a wire which rubs against the engine until it
wears off its insulation and makes electrical contact
Power Cycled
with the frame.
Applying power, removing power, and reapplying
Signal
power again to the Electronic Control Module (ECM).
Refers to cycling the keyswitch from any position to A voltage or waveform used to transmit information,
the OFF position and back to the START/RUN typically from a sensor to the ECM.
position.
Speed/Timing Sensor
Powered Down
Provides a Pulse Width Modulated Signal to the ECM,
Removing power from the Electronic Control Module which the ECM interprets as crankshaft position and
(ECM). Refers to cycling the keyswitch from any engine rpm.
position to the OFF/RESET position.
Standard SAE Diagnostic Communications Data
Powered Up Link
Applying power to the Electronic Control Module Refer to Data Link.
(ECM). Refers to cycling the keyswitch from the
Static Timing
OFF/RESET position to the START position.
The basis for correct fuel injection timing and valve
Pulse Width Modulation (PWM)
mechanism operation, as determined by the Timing
A signal consisting of variable width pulses at fixed Reference Ring and alignment of the rear gear group.
intervals, whose ratio of TIME ON versus total TIME Also referred to as Base Timing.
OFF can be varied (also referred to as duty cycle).
Subsystem
ON As used here, it is a part of the Electronic System that
10% Duty Cycle relates to a particular function, for instance throttle
OFF subsystem, etc.
ON Supply Voltage
50% Duty Cycle
OFF
A constant voltage supplied to a component to
provide electrical power for its operation. It may be
ON generated by the ECM, or it may be engine battery
90% Duty Cycle voltage supplied by the engine wiring.
OFF
TIME
Example of Pulse Width Modulation (PWM) Signals
7
Throttle Position
The ECM interpretation of the signal from the Throttle
Position Sensor.
Timing Calibration Sensor
A magnetic pickup installed in the Top Center (TC)
port. This sensor is used by the ECM to perform a
timing calibration.
TIPPS
A software program that runs on a personal computer
(PC), for programming and diagnostics.
Top Center (TC)
A reference to crankshaft position when the piston
has reached the very top of its rotation during the
compression stroke.
Total Tattletale
Total number of changes to all Programmable
Parameters stored in the ECM.
Manifold Sensor
This sensor measures the manifold pressure and
sends a signal to the ECM.
8
Wiring details 8
P-801: Wiring layout

The engine wiring harness consists of rectangular
section aluminium pipes, one for ignition wiring and
one for sensor/actuator wiring, down each side of the
engine. From these pipes are flexible connections to
the various sensors, actuators etc. and the Engine
Control Module enclosure.
The ECM is mounted in an enclosure fitted to the
engine behind the throttle valve. The ECM
connectors J1 and J2 are wired to additional
connectors on the enclosure.
The ECM enclosure also contains power distribution
terminals, a 24 volt circuit breaker and a relay.
Connectors are also provided on the ECM enclosure
for the service tool, OEM connectors and CAN bus for
remote display module.
8
Wiring layout
A Bank sensor rail layout
8
8
A Bank sensor rail wiring
B Bank sensor rail layout
8
8
B Bank sensor rail wiring
ECM Enclosure layout
8
8
ECM Enclosure wiring
ECM Enclosure wiring 2
8
ECM Enclosure wiring 2
23 24 25
J1,14
S7
S6
S10
21 22
J1,30
20
S14
19
S13
17 18
S12
SENSOR CONNECTOR 'B' BANK J1,58
11 12 13 14 15 16 S4
J1 & J2 G4016 CONTROLLER INTERFACE

S3
HDP24-24-31PE
DEUTSCH
J1,26
J1,25
S7
S6
697/145 1MW GAS ENGINE

A BANK SENSOR
10
PIN 10
J1,22
9
8
S16
S15
7
J2,47
6
J2,46
5
J2,45
4
J2,44
3
J2,55
2
J2,57
1
Q
J2,43
J2,42
P
O
J2,27
N
J2,26
IGNITION CONNECTOR 'B' BANK
M
J2,51
J2,50
L
J2,35
HDP24-24-23PE
K
DEUTSCH
J2,34
J
H
J2,62
TWISTED
G
J2,52
J2,17
F
J2,16
E
J2,61
D
C
J2,60
B
J2,4
A
J2,3
G
S9
S8
F
1.5mm BS6231 UL1015 BLACK

HD10-9-1939PE
0.5mm BS6231 UL1015 GREY

DEUTSCH
S14
E
ITSM
S13
D
C
S12
S5
B
S3
A
31
J2,69
2
2
J2,70
30
27 28 29
J1,21
J2,31
J2,30
J2,29
26
23 24 25
J2,28
J2,22
J2,12
S11
21 22
J2,11
18 19 20
J1,56
J1,35
HDP24-24-31SE (BASE)
J1,16
CONNECTING PLUG
(SUPPLIED WITH
HDP26 24-31PE-L015
+ CONDUIT FITTING)
J1,18
16 17
DEUTSCH
OEM
J1,39
J1,38
11 12 13 14 15
A BANK SENSOR
PIN 9
S5
S5
J1,66
J1,28
10
J1,23
9
J1,20
8
S1
7
S1
6
S10
5
J1,64
4
J1,61
3
J1,62
2
RELAY COIL 2
1
J1,40
F
HD10-9-96P
E
SUPPLIED
COMMS
WITH CAP
S9
DEUTSCH
HDC16-9
S8
J1,41
C
B
S5
S1
A
A P804.3B
8
ECM Enclosure terminal strip connections
Power and starter harness and wiring
8
8
Throttle valve and manifold sensor harness and wiring
A Bank ignition pipe layout and wiring
8
8
B Bank ignition pipe layout and wiring
Exhaust thermocouple harness and wiring
8
8
ITSM to ECM Enclosure harness and wiring
OEM Connection details
8
OEM Connection details
OEM Wiring Engine Wiring
Auto
Stop
Start
Off
OEM Connector
Mode Deutsch 31 Pin
Control 1 ECM
Switch J1/70
2
Auto Start J1/62
Contact 3
J1/61
4
J1/64
5
J1/31
6
B+
B + TO OEM
Controls 7
B+
Timing Select 8
J1/20
Fault Stop 9
J1/23
Link if not required 10
Idle/Rated
J1/28
Link if not required
On/Off Grid 11
J1/66
12
B-
B - To OEM
Controls 13
B-
Emergency Stop 14
J1/22
Link if not required
15
4-20 mA J1/36
Optional
16
Input
J1/37
17
J1/18
Speed Trim 18
Potentiometer J1/16
5K 10 Turn 19
J1/35
Manual Pre-Lub 20
J1/56
21
J2/11
Gas Shutoff
Valve Relay 22
J2/21
23
Pre-Lub Pump J2/12
Relay (Optional) 24
J2/22
25
Run Relay J2/28
26
Crank Terminate J2/29
27
Engine Shutdown J2/30
28
Engine Alarm J2/31
Low Gas Pressure 29

J1/21
Low water Level 30

J2/70
Low Oil Level 31

J2/69
A P811.1
8
ECM Enclosure connector pinouts
Communications connector
Note: S Numbers relate to terminals in the ECM enclosure
Communications Connector Deutsch HD10-9-96 P

Connection From Cable Type Connector Pin No. Circuit
S1 0.5 mm sq A Battery Supply
S5 0.5 mm sq B Battery Supply
J1, 41 0.5 mm sq C TMG Calibration -
S8 Twisted Pair D Datalink +
S9 Twisted Pair E Datalink -
J1, 40 0.5 mm sq F TMG Calibration +
G
H
J
OEM Connector
OEM Connector - Deutsch HDP24 24-31PE

Relay Coil 0.5 mm sq 1 Selector Switch, Common
J1, 62 0.5 mm sq 2 Selector Switch, Start
J1, 61 0.5 mm sq 3 Selector Switch, Stop
J1, 64 0.5 mm sq 4 Selector Switch, Auto
S10 0.5 mm sq 5 Digital Return
S1 0.5 mm sq 6 Battery Supply
J1, 20 0.5 mm sq 8 Timing Select
J1, 23 0.5 mm sq 9 Fault Stop Switch
J1, 28 0.5 mm sq 10 Idle/Rated Switch
J1, 66 0.5 mm sq 11 On/Off Grid Switch
Em. Stop Button 0.5 mm sq 14 Remote Emergency Stop
J1, 36 0.5 mm sq 15 4-20 mA
J1, 39 0.5 mm sq 16 4-20 mA
J1, 18 Twin Screened 17 +5 V Speed Trim Control
J1, 16 Twin Screened 18 Speed Trim Control
J1, 35 Screen 19 Ground, Speed Trim Control
J1, 56 0.5 mm sq 20 Manual Pre-Lub. Switch
J2, 11 0.5 mm sq 21 Gas Shutoff Valve Relay
S11 0.5 mm sq 22 Gas Shutoff Valve Relay
J2, 12 0.5 mm sq 23 Pre-Lub Pump Relay
J2, 22 0.5 mm sq 24 Pre-Lub Pump Relay
J2, 28 0.5 mm sq 25 Run Relay
J2, 29 0.5 mm sq 26 Crank Terminate Relay
J2, 30 0.5 mm sq 27 Engine Shutdown Indication
J2, 31 0.5 mm sq 28 Engine Alarm Indication
J1, 21 0.5 mm sq 29 Low Gas Pressure Switch
J2, 70 0.5 mm sq 30 Low Water Level Switch
J2, 69 0.5 mm sq 31 Low Oil Level Switch
8
Ignition connector A bank
Ignition Connector A Bank Deutsch HDP24-24-21PE

J2, 1 1.5 mm sq A Ignition Coil 1A +
J2, 2 1.5 mm sq B Ignition Coil 1A -
J2, 58 1.5 mm sq C Ignition Coil 2A +
J2, 59 1.5 mm sq D Ignition Coil 2A -
J2, 14 1.5 mm sq E Ignition Coil 3A +
J2, 15 1.5 mm sq F Ignition Coil 3A -
J2, 5 1.5 mm sq G Ignition Coil 4A +
J2, 18 1.5 mm sq H Ignition Coil 4A -
J2, 32 1.5 mm sq J Ignition Coil 5A +
J2, 33 1.5 mm sq K Ignition Coil 5A -
J2, 48 1.5 mm sq L Ignition Coil 6A +
J2, 49 1.5 mm sq M Ignition Coil 6A -
J2, 24 1.5 mm sq N Ignition Coil 7A +
J2, 25 1.5 mm sq P Ignition Coil 7A -
J2, 40 1.5 mm sq R Ignition Coil 8A +
J2, 41 1.5 mm sq S Ignition Coil 8A -
T Spare
U Spare
V Spare
Ignition connector B bank
Ignition Connector B Bank Deutsch HDP24-24-23PE

J2, 3 1.5 mm sq A Ignition Coil 1B +
J2, 4 1.5 mm sq B Ignition Coil 1B -
J2, 60 1.5 mm sq C Ignition Coil 2B +
J2, 61 1.5 mm sq D Ignition Coil 2B -
J2, 16 1.5 mm sq E Ignition Coil 3B +
J2, 17 1.5 mm sq F Ignition Coil 3B -
J2, 52 1.5 mm sq G Ignition Coil 4B +
J2, 62 1.5 mm sq H Ignition Coil 4B -
J2, 34 1.5 mm sq J Ignition Coil 5B +
J2, 35 1.5 mm sq K Ignition Coil 5B -
J2, 50 1.5 mm sq L Ignition Coil 6B +
J2, 51 1.5 mm sq M Ignition Coil 6B -
J2, 26 1.5 mm sq N Ignition Coil 7B +
J2, 27 1.5 mm sq P Ignition Coil 7B -
J2, 42 1.5 mm sq R Ignition Coil 8B +
J2, 43 1.5 mm sq S Ignition Coil 8B -
T Spare
U Spare
V Spare
8
Power and starter connector
Power and starter connector

S1 1.5 mm sq A Battery supply
S2 1.5 mm sq B Battery supply
S4 1.5 mm sq C Battery supply
S5 1.5 mm sq D Battery supply
J2, 10 1.5 mm sq E Starter Solenoid Relay Coil
Sensor connector A bank
Sensor Connector A Bank 31 Way Deutsch

J2, 56 0.5 mm sq 1 Knock Sensor 8V Supply
J2, 36 0.5 mm sq 3 Knock Sensor Signal 1A
S15 0.5 mm sq 7 Closed Circuit Breather Switch
OEM14 0.5 mm sq 9 Emergency Stop
B Bank Rail 0.5 mm sq 10 Emergency Stop
S6 0.5 mm sq 11 Sensor Supply + 5V
S7 0.5 mm sq 12 Sensor Supply 0V
J1, 17 0.5 mm sq 13 Oil Temp Signal *
J1, 24 0.5 mm sq 14 Oil Pressure Signal *
J1, 15 0.5 mm sq 15 Raw Water Temp Signal *
J1, 27 0.5 mm sq 16 Water Temp Signal
S11 0.5 mm sq 17 Water Temp Return
J2, 13 0.5 mm sq 18 Oxygen Buffer Supply
J2, 23 0.5 mm sq 19 Oxygen Buffer 0V
J2, 67 0.5 mm sq 20 Oxygen PWM Signal
J1, 36 0.5 mm sq 21 Turbine Inlet Temp 4-20mA
S3 0.5 mm sq 22 Turbine Inlet Temp Supply
J1, 33 Twin Screened 23 Magnetic Pickup -
J1, 32 Twin Screened 24 Magnetic Pickup +
J1, 51 Screen 25 Magnetic Pickup Screen
26 Spare
27 Spare
28 Spare
29 Spare
30 Spare
31 Spare
8
ITSM Connector
ITSM Connector Deutsch HD10-9-1939PE

S3 0.5 mm sq A Battery supply
S5 0.5 mm sq B Battery supply
S12 Twin Screened C CAN Bus +
S13 Twin Screened D CAN Bus -
S14 Screen E CAN Bus Screen
S8 Twisted Pair F CAT Data Link +
S9 Twisted Pair G CAT Data Link -
Sensor connector B bank
Sensor Connector B Bank 31 Way Deutsch HDP24-24-31PE

J2, 44 0.5 mm sq 3 Knock Sensor Signal 1B
J1, 22 0.5 mm sq 9 Emergency Stop Button
A Bank Switch 0.5 mm sq 10 Emergency Stop Button
S6 0.5 mm sq 11 Sensor Supply + 5V
S7 0.5 mm sq 12 Sensor Supply 0V
J1, 25 0.5 mm sq 13 Oil Temp Signal *
J1, 26 0.5 mm sq 14 Oil Pressure Signal *
S3 1.5 mm sq 15 Tecjet Supply
S4 1.5 mm sq 16 Tecjet Supply
J1, 58 0.5 mm sq 17 Tecjet Control PWM Signal
S12 Twin Screened 18 Tecjet CAN Bus +
S13 Twin Screened 19 Tecjet CAN Bus -
S14 Screen 20 Tecjet CAN Bus Screen
J1, 30 0.5 mm sq 21 Oil Pressure Switch (Optional)
S10 0.5 mm sq 22 Oil Pressure Switch (Optional)
S6 0.5 mm sq 23 Manifold Temperature
S7 0.5 mm sq 24 Manifold Temperature
J1, 14 0.5 mm sq 25 Manifold Temperature
27 Spare
28 Spare
29 Spare
30 Spare
31 Spare
8
Throttle valve and manifold sensor connector
Throttle Valve and Manifold Sensor Connector Deutsch HDP24-24-21PE

A Spare
B Spare
C Spare
D Spare
E Spare
F Spare
G Spare
S3 1.5 mm sq H Throttle Valve Supply
S5 1.5 mm sq J Throttle Valve Supply
J1, 44 0.5 mm sq K Throttle Valve 4-20 mA +
J1, 45 0.5 mm sq L Throttle Valve 4-20 mA -
J1, 4 0.5 mm sq M Manifold Pressure Sensor +8V Supply
J1, 5 0.5 mm sq N Manifold Pressure Sensor 0V Supply
J1, 10 0.5 mm sq P Manifold Pressure PWM Signal
J1, 60 Screen R
CAN Bus connector
CAN Bus Connector Deutsch HD10-3-96P

S12 Twin Screened A CAN Bus +
S13 Twin Screened B CAN Bus -
S14 Screen C CAN Bus screen
8
G4016 Controller
Connection details - J1
Pin No Function Application Pin No Function Application

1 No Connection 36 4-20 mA in 1 +
2 Analogue Power + 5 V To Sensors 37 4-20 mA in 1 -
3 Analogue Return 0 V To Sensors 38 4-20 mA in 2 + Turbine Inlet Temp
4 Digital Power 8V Man. Pres. Supply 39 4-20 mA in 2 - Turbine Inlet Temp
5 Digital Return Man. Pres. Return 40 Pass Speed 2 + TMG Calibration
6 No Connection 41 Pass Speed 2 - TMG Calibration
7 No Connection 42 J1939 Shield CAN Bus Shield
8 HDSL + CAT Data Link + 43 + 12V S/T Power
9 HDSL - CAT Data Link - 44 4-20 mA Out 1+ Throttle Actuator +
10 PWM in 1 Man. Pres. Signal 45 4-20 mA Out 1 - Throttle Actuator -
11 PWM in 2 46 4-20 mA Out 2 +
12 PWM in 3 47 4-20 mA Out 2 -
13 PWM in 4 48 Dig Pulse Out 1
14 Analogue 1 Manifold Temp. Sig. 49 Dig Pulse Out 2
15 Analogue 2 Oil Temp B Bank ? 50 J1939 + CAN Bus +
16 Analogue 3 Speed Pot. Input 51 Return Screen A Bank
17 Analogue 4 OIl Temp. A 52 + Battery Battery +
18 Analogue Power +5 V Speed Pot. 53 + Battery Battery +
19 Return 54 No Connection
20 SW in 1 in Timing Select Sw. 55 + Battery Battery +
21 SW in 2 in Low Gas Pres. Sw. 56 SW in (+B) Manual Pre-Lub Select
22 SW in 3 in Emergency Stop Sw. 57 + Battery Battery +
23 SW in 4 in Normal Stop Sw. 58 PWM V Out 1 Tecjet Signal
24 Analogue 5 Oil Pres. A Bank 59 PWM V Out 2
25 Analogue 6 Raw Water Temp. 60 Return
26 Analogue 7 Oil Pres. B Bank 61 SW in 8 Control Sw Stop
27 Analogue 8 Water Temp. Signal 62 SW in 9 Control Sw Start
28 SW in 5 in Idle/Rated Switch 63 - Battery Battery -
29 SW in 6 in 64 SW in 10 Control Sw Auto
30 SW in 7 in Pre-Lub Pressure 65 - Battery Battery -
31 Return in Switch Returns 66 SW in 11 On/Off Grid
32 Pass Speed 1 + Speed Pickup 67 - Battery Battery -
33 Pass Speed 1 - Speed Pickup 68 SW in 12 CCB Fault ?
34 J1939 - CAN Bus - 69 - Battery Battery -
35 Return Speed Pot. 0 V 70 Key SW (+B) Battery +
8
G4016 Controller
Connection details - J2
Pin No Function Application Pin No Function Application

1 Inj 1 Hi Side Ignition Coil 1 + 36 Detonate A Knock Sensor Signal
2 Inj 1 Lo Side Ignition Coil 1 - 37 Detonate B Knock Sensor Signal
3 Inj 2 Hi Side Ignition Coil 2 + 38 Detonate C Knock Sensor Signal
4 Inj 2 Lo Side Ignition Coil 2 - 39 Detonate D Knock Sensor Signal
5 Inj 15 Hi Side Ignition Coil 15 + 40 Inj 9 Hi Side Ignition Coil 9 +
6 PWM Out 1 Hi 41 Inj 9 Lo Side Ignition Coil 9 -
7 PWM Out 1 Lo 42 Inj 10 Hi Side Ignition Coil 10 +
8 PWM Out 2 Hi 43 Inj 10 Lo Side Ignition Coil 10 -
9 PWM Out 2 Lo 44 Detonate E Knock Sensor Signal
10 1.5A Dout 1 Starter Solenoid 45 Detonate F Knock Sensor Signal
11 1.5A Dout 2 Gas Valve 46 Detonate G Knock Sensor Signal
12 1.5A Dout 3 Oil Pre-Lub. 47 Detonate H Knock Sensor Signal
13 1.5A Dout 4 Oxy. Buffer Supply 48 Inj 11 Hi Side Ignition Coil 11 +
14 Inj 3 Hi Side Ignition Coil 3 + 49 Inj 11 Lo Side Ignition Coil 11 -
15 Inj 3 Lo Side Ignition Coil 3 - 50 Inj 12 Hi Side Ignition Coil 12 +
18 Inj 15 Lo Side Ignition Coil 15 - 53 Return Knock Sensor Screen
19 No Connection 54 Return 0V Knock Sensors A-D
20 Return 55 Return 0V Knock Sensors E-H
21 Return 56 Digital Power 8V To Knock Sensors A-D
22 Return 57 Digital Power 8V To Knock Sensors E-H
23 Return Oxygen Return 58 Inj 13 Hi Side Ignition Coil 13 +
27 Inj 6 Lo Side Ignition Coil 6 - 62 Inj 16 Lo Side Ignition Coil 16 -
28 300mA Dout 5 Run Indication 63 PWM Out 3 Hi
29 300mA Dout 6 Crank Terminate Ind. 64 PWM Out 3 Lo
30 300mA Dout 7 Shutdown Indication 65 Digital Power 8V
31 300mA Dout 8 Alarm Indication 66 Return
32 Inj 7 Hi Side Ignition Coil 7 + 67 PWM In 5 Oxygen Signal
33 Inj 7 Lo Side Ignition Coil 7 - 68 PWM In 6 Closed cct Breather Sw
34 Inj 8 Hi Side Ignition Coil 8 + 69 PWM In 7 Low Oil Level
35 Inj 8 Lo Side Ignition Coil 8 - 70 PWM In 8 Low Water Level

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Perkins 4016-E61TRS

Sixteen cylinder, turbocharged,

Publication TSL4233, Issue 1.

1 Electronic system overview

3 Troubleshooting with an event code

High jacket water temperature alarm (E16)

High oil temperature shutdown (E19) A and B banks

Raw water temperature shutdown (E251-1)

4 Troubleshooting with a diagnostic code

10 4016-E61TRS Diagnostic Manual, May 2000

4016-E61TRS Diagnostic Manual, May 2000 11

4016-E61TRS Diagnostic Manual, May 2000 13

14 4016-E61TRS Diagnostic Manual, May 2000

Required service tools

Part No. Description

Single User License for TIPPS (Main

Communication Adapter Group for

697/150 Timing Calibration Harness

27610181 Harness repair tool kit

4016-E61TRS Diagnostic Manual, May 2000 15

Engine cylinder arrangement

16 4016-E61TRS Diagnostic Manual, May 2000

4016-E61TRS Diagnostic Manual, May 2000 17

18 4016-E61TRS Diagnostic Manual, May 2000

4016-E61TRS Diagnostic Manual, May 2000 19

Speed / timing sensor and timing gear

20 4016-E61TRS Diagnostic Manual, May 2000

Engine identification parameters

4016-E61TRS Diagnostic Manual, May 2000 21

22 4016-E61TRS Diagnostic Manual, May 2000

4016-E61TRS Diagnostic Manual, May 2000 23

24 4016-E61TRS Diagnostic Manual, May 2000

4016-E61TRS Diagnostic Manual, May 2000 25

26 4016-E61TRS Diagnostic Manual, May 2000

4016-E61TRS Diagnostic Manual, May 2000 27

28 4016-E61TRS Diagnostic Manual, May 2000

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30 4016-E61TRS Diagnostic Manual, May 2000

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32 4016-E61TRS Diagnostic Manual, May 2000

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36 4016-E61TRS Diagnostic Manual, May 2000

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38 4016-E61TRS Diagnostic Manual, May 2000

Failure Mode Identifier Description

4016-E61TRS Diagnostic Manual, May 2000 39

40 4016-E61TRS Diagnostic Manual, May 2000

4016-E61TRS Diagnostic Manual, May 2000 41

42 4016-E61TRS Diagnostic Manual, May 2000

P-501: Inspecting electrical connectors

Intermittent electrical problems are often caused by

sometimes solve a problem. If this occurs, likely (A) MS Connector view

4016-E61TRS Diagnostic Manual, May 2000 43

ECM Side Harness Connector P1 Harness Side

ECM Side Harness Side

Harness routing and sealing plug insertion

44 4016-E61TRS Diagnostic Manual, May 2000

TEST STEP RESULT DIAGNOSIS/ACTION

4016-E61TRS Diagnostic Manual, May 2000 45

46 4016-E61TRS Diagnostic Manual, May 2000

4016-E61TRS Diagnostic Manual, May 2000 47