RENR5910-06

October 2010

Troubleshooting
G3600 Engines
BLB1-Up (Engine)
BKE1-Up (Engine)
BEN1-Up (Engine)
4ZS1-Up (Engine)

SAFETY.CAT.COM
 i03991620

Important Safety Information

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

The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or pictorially
presented.
A non-exhaustive list of operations that may cause product damage are identified by “NOTICE” labels
on the product and in this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard.
The warnings in this publication and on the product are, therefore, not all inclusive. You must
not use this product in any manner different from that considered by this manual without first
satisfying yourself that you have considered all safety rules and precautions applicable to the
operation of the product in the location of use, including site-specific rules and precautions
applicable to the worksite. If a tool, procedure, work method or operating technique that is not
specifically recommended by Caterpillar is used, you must satisfy yourself that it is safe for you
and for others. You should also ensure that the product will not be damaged or become unsafe by
the operation, lubrication, maintenance or repair procedures that you intend to use.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before you
start any job. Cat dealers have the most current information available.

When replacement parts are required for this

product Caterpillar recommends using Cat re-
placement parts or parts with equivalent speci-
fications including, but not limited to, physical
dimensions, type, strength and material.

Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or
death.

In the United States, the maintenance, replacement, or repair of the emission control devices and
systems may be performed by any repair establishment or individual of the owner's choosing.
RENR5910-06 3
Table of Contents

Table of Contents Oil Consumption Is Excessive ............................. 110

Oil Filter Differential Pressure Problem ............... 111
Oil Level Is Low ................................................... 111
Oil Pressure Is High ............................................. 112
Troubleshooting Section Oil Pressure Is Low .............................................. 113
Oil Temperature Is High ....................................... 114
Introduction
Prelubrication Pressure Is Low ............................ 115
General Information ................................................ 4
Spark Plug Life Is Short ....................................... 116
Welding Precaution ................................................. 4
Temperature Ratio of Coolant to Oil Is Low ......... 116
Electronic Service Tools .......................................... 4
Turbocharger Turbine Temperature Is High ......... 117
Troubleshooting Data Sheet ................................... 8
Circuit Tests
Electronic System Overview
Air/Fuel Pressure Module - Test .......................... 119
System Overview ................................................... 11
Choke Actuator - Test ......................................... 127
Component Location ............................................. 18
Cylinder Combustion - Test ................................. 134
Engine Monitoring System .................................... 24
Cylinder Firing Signal - Test ................................ 142
Diagnostic Capabilities ......................................... 25
Detonation - Test ................................................. 158
Programmable Parameters ................................... 25
Electrical Power Supply - Test ............................ 174
Electrical Connectors ............................................ 26
Exhaust Temperature - Test ................................ 181
Fuel Actuator - Test ............................................. 193
Configuration Parameters
Fuel Control - Test .............................................. 200
Configuration Parameters ..................................... 30
Ignition Primary - Test ......................................... 215
Ignition Secondary - Test .................................... 230
Diagnostic Trouble Codes
Indicator Lamp - Test .......................................... 237
Diagnostic Trouble Codes ..................................... 39
Integrated Combustion Sensing Module - Test ... 245
Prelubrication - Test ............................................ 253
Event Codes
Sensor Signal (Analog, Active) - Test ................. 274
Event Codes ........................................................ 51
Sensor Signal (Analog, Passive) - Test .............. 284
Sensor Signal (PWM) - Test ............................... 289
Symptom Troubleshooting
Sensor Supply - Test ........................................... 299
Symptom Troubleshooting .................................... 67
Speed Control (Switch) - Test ............................. 313
Air Starting Motor Problem ................................... 67
Speed/Timing - Test ............................................ 318
Coolant Flow Is Low ............................................. 68
Starting - Test ...................................................... 325
Coolant Level Is Low ............................................ 69
Wastegate - Test ................................................. 339
Coolant Pressure Is High ...................................... 69
Coolant Pressure Is Low ....................................... 70
Service
Coolant Temperature Is High ................................ 71
Customer Passwords .......................................... 348
Coolant Temperature Is Low ................................. 73
Factory Passwords ............................................. 348
Crankcase Pressure Is High ................................. 74
ECM Will Not Accept Factory Passwords ........... 349
Cylinder Is Noisy ................................................... 75
Electronic Service Tool Does Not Communicate .. 349
Detonation Occurrence ......................................... 76
ECM Software - Install ........................................ 351
Electrohydraulic System Oil Pressure Is Low ....... 78
ECM - Replace ................................................... 352
Engine Cranks but Does Not Start ........................ 80
Control Module - Replace (ICSM) ....................... 354
Engine Has Mechanical Noise (Knock) ................ 82
Electrical Connectors - Inspect ........................... 356
Engine Misfires, Runs Rough or Is Unstable ........ 83
Unburned Gas - Purge ........................................ 359
Engine Overcrank Occurrence ............................. 87
Air/Fuel Pressure Module - Calibrate .................. 360
Engine Overloads ................................................. 88
Engine Overspeeds .............................................. 89
Engine Shutdown Is Intermittent ........................... 90 Index Section
Engine Shutdown Occurrence .............................. 91
Engine Shutdown or Start Inhibit Initiated by Driven Index ................................................................... 362
Equipment ........................................................... 92
Engine Stalls Immediately After Starting .............. 93
Engine Vibration Is Excessive .............................. 93
Exhaust Emission and Fuel Consumption Are
High ..................................................................... 94
Exhaust Temperature Is High ............................... 95
Exhaust Temperature Is Low .............................. 100
Fuel Energy Content Problem ............................ 103
Fuel Pressure Problem ....................................... 105
Fuel Temperature Is High ................................... 106
Inlet Air Is Restricted ........................................... 107
Inlet Air Temperature Is High .............................. 108
4 RENR5910-06
Troubleshooting Section

Troubleshooting Section • The engine electronic control modules ECM,

Integrated combustion sensing module(s), and
Air/Fuel pressure module

Introduction • Sensors
• Fuel, choke and wastegate actuators
i02725485

General Information NOTICE

Do NOT use electrical components (ECM or sensors)
SMCS Code: 1000 or electronic component grounding points for ground-
ing the welder.
As a reference, simplified schematics for each of the
engine's subsystems are included with each of the
circuit tests that are in this manual. For an accurate 5. When possible, connect the welder's ground
representation of the entire electrical schematic that clamp directly to the engine component that will
is for your application, refer to the Electrical System be welded. Place the clamp as close as possible
Schematic. to the weld in order to reduce the possibility of
welding current damage to the engine bearings,
During troubleshooting, inspect all harness to the electrical components, and to other
connections before any component is replaced. If components.
these connections are not clean and tight, continuous
electrical problems or intermittent electrical problems 6. Protect the wiring harnesses from welding debris
can result. Check that the wires are pushed into and/or from welding spatter.
the connectors completely. Make sure that the
connections are tight before other tests are made. 7. Use standard welding procedures to weld the
materials together.
Failure of an electrical component may cause the
failure of other components. Always attempt to i04020509
correct the cause of an electrical failure before you
replace a component. If wire insulation is punctured, Electronic Service Tools
repair the damage. Seal the damaged wires with
8T-0065 Silicone Sealant. Cover the sealant with SMCS Code: 0785
two layers of 1P-0810 Electrical Tape.
Service Tools
i03245492
Most of the tools that are listed in Table 1 are required
Welding Precaution to enable a service technician to perform the test
procedures in this manual. Some of the devices are
SMCS Code: 1000 specific to the type of Electronic Control Module
(ECM) that is being used.
Proper welding procedures are necessary in order
to avoid damage to the engine's Electronic Control
Module (ECM), to sensors, and to associated
components. Components that are for the driven
equipment should also be considered. Perform
welding on the engine according to the following
procedure:

1. Set the engine control to the “STOP” position.

2. Ensure that the fuel supply to the engine is turned

off.

3. Disconnect the negative terminal from the battery.

4. Disconnect all electronic components from the

wiring harnesses. This includes the following
components:

• Electronic components for the driven equipment

RENR5910-06 5
Troubleshooting Section

Table 1 Optional Service Tools

Service Tools
Table 2 lists the optional service tools that may be
Pt. No. Description needed during testing or repair.
N/A 4 mm Allen Wrench
Table 2
151-6320 Wire Removal Tool (14-GA TO 18-GA, Optional Service Tools
RED)
Pt. No. Description
1U-5804 Crimp Tool (12−AWG TO 18−AWG)
198-4240 Digital Pressure Indicator
6V-2197 Transducer or or
7X-1171 Transducer Adapter 1U-5470 Engine Pressure Group

7X-1695 Cable As 4C-4075 Crimp Tool (4−AWG TO 10−AWG)

146-4080 Digital Multimeter Gp (RS232) 4C-4911(1) Battery Load Tester

7X-1710 Multimeter Probes 5P-7277 Voltage Tester

326-4904 Adapter Cable As (3-PIN BREAKOUT) 6V-9130(2) Temperature Adapter (MULTIMETER)

7X-1715 Adapter Cable As (40-PIN BREAKOUT) 8T-5319 Connector Tool Group

134-5195 Harness (40-PIN)
For ADEM 2 ECM (two 40-pin
connectors)
208-0059 Adapter Cable As (70-PIN BREAKOUT)
For ADEM 3 ECM (two 70-pin
connectors) and for ADEM 4 ECM
(one 70-pin connector and one 120-pin
connector)
257-8718 Adapter Cable As (120-PIN BREAKOUT)
For ADEM 4 ECM (one 70-pin connector
and one 120-pin connector)
N/A Torque Wrench (capable of applying
1.5 N·m (13.3 lb in))
Repair Kits for Connectors
270-5051 Connector Repair Kit (AMPSEAL)
175-3700 Connector Repair Kit (DEUTSCH DT)
Bypass Harnesses for the ECM
129-2018 Power Cable
Stand alone cable for ADEM 2 ECM
217-0113 Wiring Harness (ECM BYPASS)
The bypass harness connects to the
battery. The bypass harness is used
with the following harnesses for different
types of electronic control modules.
328-2292 Harness (ENGINE ECM BYPASS)
For ADEM 3 ECM and ADEM 4 ECM
277-4734 Harness (ENGINE ECM BYPASS)
For A4:E2 ECM (Two 64-pin connectors)
Two short jumper wires are needed to check the
continuity of some wiring harness circuits by shorting
two adjacent terminals together in a connector. A
long extension wire may also be needed to check the
continuity of some wiring harness circuits.
349-4199 AC/DC Current Probe
348-5430 Multi-Tool Gp
(1) Refer to Special Instructions, SEHS9249, “Use of 4C-4911
Battery Load Tester for 6, 8, and 12 v Lead Acid Batteries” and
Special Instructions, SEHS7633, “Battery Test Procedure”.
(2) Refer to Special Instructions, SEHS8382, “Use of the 6V-9130
Temperature Adapter Group”.
Caterpillar Electronic Technician
(ET)
Cat ET can be used by the technician to help perform
the following procedures:
• Diagnostic tests
• Calibrations
• Flash programming
• Configuration of the ECM
Cat ET can display the following information:
• Parameters
• Event codes
• Diagnostic codes
• Engine configuration
Always use the latest revision of Cat ET. The media
is available on CD and the media can also be
downloaded from various Caterpillar web sites.
Table 3
Software, JEBD3003, “CATERPILLAR
ELECTRONIC TECHNICIAN”
6 RENR5910-06
Troubleshooting Section

Once you have downloaded Cat ET onto your

PC, you will need a license from your Caterpillar
dealer in order to use the software. Various licenses
are available for different users with different
requirements. Consult your Caterpillar dealer.

Note: For more information regarding the use of

Cat ET and the PC requirements for Cat ET, refer to
the documentation that accompanies your Cat ET
software.

Connecting Cat ET
Connecting the Communication Adapter

Table 4 lists the standard hardware that is required in

order to connect Cat ET.

Note: The 275-5120 Communication Adapter

Gp was canceled and replaced by the 317-7484
Communication Adapter Gp. However, the 275-5120
g02051513
Communication Adapter Gp can still be used. Illustration 1
(1) PC
Table 4 (2) 353-5083 Cable As (USB)
(3) 317-7485 Communication Adapter (3)
Standard Hardware for the Use of Cat ET (4) 327-8981 Cable As (DATA LINK)
Part Number Description
2. Connect cables (2) and (4) to communication
N/A Personal Computer (PC) adapter (3).
Communication Adapter Note: The communication adapter will power up
317-7484
Gp
when the adapter is connected to a PC or to an ECM
Components of the 317-7484 Communication that is powered up.
Adapter Gp
3. Connect cable (2) to the USB port of the PC.
Communication Adapter
317-7485
(3)
4. Connect cable (4) to a service tool connector.
353-5083 Cable As (USB)
327-8981 Cable As (DATA LINK)
5. Restore electrical power to the ECM. Verify that
the “POWER” indicator on the communication
Tool Operating Manual & Software CD ROM, adapter is illuminated. Make sure that the PC is
NETG5057, “Communication Adapter 3” powered up.

Follow the instructions for the communication
adapter. Use the following procedure in order to
connect Cat ET and the communication adapter to
a PC.
1. Remove the electrical power from the ECM.
6. Establish communication between Cat ET and the
ECM. If Cat ET indicates that there is more than
one ECM, select the engine ECM.
7. If Cat ET and the communication adapter
do not communicate with the ECM, refer to
Troubleshooting, “Electronic Service Tool Will Not
Communicate with ECM”.

Refer to Troubleshooting, “Electronic Service Tool

Does Not Communicate” if any of the following
conditions exist:

• Cat ET displays a message that refers to a

communication problem.

• Cat ET displays “Error #142 The interface

hardware is not responding”.
RENR5910-06 7
Troubleshooting Section

• Cat ET displays a message that indicates that
the firmware in the communications adapter is
old.
Dual Data Links
Note: Items (7), (8), and (9) are part of the 261-3363
Wireless Communication Adapter Gp.
Use the following procedure in order to connect the
wireless communication adapter for use with Cat ET.

When the connection of the communication adapter
is complete, observe the communication adapter
and Cat ET. If the “J1939” and the “Cat Data Link”
indicators are flashing and Cat ET does not display
a message that indicates “Service tool support is
limited”, Cat ET is communicating with the ECM on
both data links.
Refer to Troubleshooting, “Electronic Service Tool
Does Not Communicate” if the “J1939” indicator and
the “Cat Data Link” indicator are not flashing. Both
indicators must be flashing.
Communicating with the Wireless Communication
Adapter
1. Remove the electrical power from the ECM.
2. Ensure that the computer has been correctly
configured for the 261-4867 Card. Verify that
the PC card is installed in the computer PCMCIA
expansion slot.
3. Connect cable (9) between communication radio
(8) and the service tool connector.
4. Restore the electrical power to the ECM. If Cat ET
and the communication radio do not communicate
with the ECM, refer to Troubleshooting, “Electronic
Service Tool Will Not Communicate with ECM”.

Table 5 lists the optional hardware that is needed

in order to connect Cat ET by using a wireless
connection.

Note: Some applications cannot use a wireless

connection. Also, a dual data link cannot be used
with a wireless connection.

Table 5

Optional Hardware for the Use of Cat ET

Part Number Description

N/A Personal Computer (PC)

g01297379
Illustration 2
(1) Personal computer (PC)
(7) 261-4867 Card (PCMCIA)
(8) 239-9955 Communication Radio Gp
(9) 259-3183 Data Link Cable As
8 RENR5910-06
Troubleshooting Section

PL1000E Communication ECM (If

Equipped)

g01163897
Illustration 3

The “PL1000E” is an ECM that provides the

customer with the ability to integrate Caterpillar
engines into specific applications. The “PL1000E”
enables communication from a “J1939” data link
to a “Modbus”. A PC with Cat ET installed can be
connected to the “PL1000E” through the RS232
serial port of the PC. The “PL1000E” contains an
embedded communications adapter that will allow
Cat ET to communicate with the engine over the
“J1939” data link.

Refer to System Operation/Troubleshooting/Test and

Adjust, RENR8091, “PL1000E Communication ECM”
for additional information.

i03247467

Troubleshooting Data Sheet

SMCS Code: 0336

To help troubleshoot a gas engine, complete the

information in Table 6. Be sure to include the units of
measurement.
RENR5910-06 9
Troubleshooting Section

Table 6
Data Sheet for Troubleshooting
Customer and installation
Engine model and driven equipment
Engine serial number Application
Service Compression Altitude “Fuel Quality”
hours ratio setting (LHV)
Specific Start Maximum Wastegate Exhaust
gravity choke position choke position start position feedback time
Fuel Fuel Fuel Pressure to the gas
LHV methane number rate regulator
Fuel Air Brand of oil
flow flow type of oil
Engine Percent Detonation Air
rpm load level restriction
Inlet manifold air pressure Inlet manifold air temperature Actual air/fuel ratio
Desired inlet manifold air pressure Desired air/fuel ratio
Desired combustion burn time
Engine oil pressure Turbocharger exhaust left Exhaust stack
temperature pressure
right
Fuel Air choke Wastegate
command command command
Exhaust stack % O2 PPM of NOx PPM of CO Brand of exhaust
temperature analyzer
Cylinder exhaust (1) (3) (5) (7) (9) (11) (13) (15)
port temperatures
(2) (4) (6) (8) (10) (12) (14) (16)
Needle valve (1) (3) (5) (7) (9) (11) (13) (15)
setting
(2) (4) (6) (8) (10) (12) (14) (16
Cylinder (1) (3) (5) (7) (9) (11) (13) (15)
combustion burn time
(2) (4) (6) (8) (10) (12) (14) (16)
Aftercooler water in Jacket water in Engine oil in
temperature temperature temperature
out out out
Comments
10 RENR5910-06
Troubleshooting Section

Report the Service Information

After you have successfully repaired the engine, it
is important to provide good information about the
repair. The following topics are recommended for
your report:

Complaint – Include a description of the customer's

complaint in the report.

Cause – Provide a specific description of the cause

of the failure. Include the method that was used in
order to diagnose the problem. If diagnostic codes
or event codes were generated, include all of the
codes and the status of the codes. Indicate your
determination of the problem. For example, if you
performed a diagnostic functional test, identify the
test procedure. For example, a visual inspection
revealed abrasion of a wire in a harness. Be specific:
dynamometer testing of the engine produced power
below specifications at 1000 rpm due to the loss of
an ignition transformer.

Repair – Explain your repair of the problem. For

example, you may have installed a new wiring
harness. You may have replaced the ignition
transformer per instructions from the factory.

The providing of complete, accurate information will

help Caterpillar to provide better service to you and
to the customer.
RENR5910-06
Electronic System
Overview
i02915971
System Overview
SMCS Code: 1000; 1900
Control System
The following components are included in the control
system:
• An Electronic Control Module (ECM) and an
emergency stop button in an engine mounted
junction box
• Optional remote control panel with either a Machine
Information Display System (MIDS) or an Advisor
monitor display
• Integrated Combustion Sensing Module (ICSM)
• Gas Shutoff Valve (GSOV)
• Ignition system that is controlled by the ECM
• Detonation sensor for each two cylinders
• A system for prelube or postlube that includes the
solenoid and prelube pump
• Actuators that are hydraulically actuated and
electronically controlled for the fuel, for the air
choke, and for the exhaust bypass (wastegate)
• A system for cranking that includes the solenoid
and starting motor
The ECM controls most of the functions of the
engine. The module is an environmentally sealed
unit that is in an engine mounted junction box. The
ECM monitors various inputs from sensors in order
to activate relays, solenoids, etc at the appropriate
levels. The ECM supports the following five primary
functions:
• Governing of the engine
• Control of ignition
• Air/fuel ratio control
• Start/stop control
• Monitoring of engine operation
11
Troubleshooting Section
The ECM does not have a removable personality
module. The software and maps are changed
with Caterpillar Electronic Technician (ET) by flash
programming of a file.
Governing of the Engine RPM
Desired engine speed is determined by the status
of the idle/rated switch, of the desired speed input
(analog voltage or 4 to 20 mA), and of parameters
that are programmed into the software. Actual engine
speed is detected via a signal from the engine
speed/timing sensor. Parameters such as idle speed
and governor gain can be programmed with Cat ET.
The ECM monitors the actual engine speed. The
ECM calculates the difference between the actual
engine speed and the desired engine speed. The
ECM controls the fuel actuator in order to maintain
the desired engine speed. The fuel actuator is located
at the flange of the inlet air manifold.
If the actual engine speed is less than the desired
engine speed, the ECM commands the fuel actuator
to move toward the open position in order to increase
the fuel flow. The increase of fuel accelerates the
engine speed.
Control of Ignition
Each cylinder has an ignition transformer. To
initiate combustion, the ECM sends a pulse of
approximately 108 volts to the primary coil of each
ignition transformer at the appropriate time and for
the appropriate duration. The transformer increases
the voltage which creates a spark across the spark
plug electrode.
The ECM provides variable ignition timing that
is sensitive to detonation. Detonation sensors
monitor the engine for excessive detonation. The
engine has one detonation sensor for each two
adjacent cylinders. The sensors generate data on
vibration that is processed by the ECM in order to
determine detonation levels. If detonation reaches
an unacceptable level, the ECM retards the ignition
timing of the affected cylinder or cylinders. If retarding
the timing does not limit detonation to an acceptable
level, the ECM shuts down the engine.
Levels of detonation can be displayed by the Machine
Information Display System (MIDS) or by the Advisor
display on the optional control panel. Alternatively,
the “Cylinder X Detonation Level” screen of Cat ET
can also be used. The “X” represents the cylinder
number.
The ECM provides extensive diagnostics for the
ignition system.
12 RENR5910-06
Troubleshooting Section

Air/Fuel Ratio Control

The ECM provides control of the air/fuel mixture for
performance and for efficiency at low emission levels.
The system includes the following components:
maps in the ECM, output drivers in the ECM,
fuel actuator, air choke actuator, exhaust bypass
wastegate actuator, ICSM, thermocouples, and
combustion sensors. Illustration 4 is a diagram of the
system's main components and of the system's lines
of communication.

g00910538
Illustration 4

The desired air/fuel ratio is based on maps that are
stored in the ECM. The maps are specific for different
applications, for engine speeds, and for engine loads.
The engine load is calculated from the fuel flow. For
example, zero fuel flow is zero load and fuel flow of
100 cfm might be 50 percent of the rated load.
Note: The calculated engine load varies. Several
variables affect the calculated engine load, including
timing, settings for emissions, fuel quality, and
specific gravity of the fuel.
The system has five modes of operation for the
air/fuel ratio:
• Start-up
• No feedback
• Exhaust port temperature feedback
• Combustion feedback
• Prechamber calibration
Error for the inlet manifold air pressure – This
is the absolute difference between the actual inlet
manifold air pressure and the desired inlet manifold
air pressure.
In each of these modes, the air/fuel ratio is controlled
by either the air choke actuator or the wastegate
actuator: only one of the actuators operates at any
time. The active actuator is determined by the ability
to provide the desired inlet manifold air pressure.
Both of the actuators regulate the air flow. The
regulation is based on an error that is calculated for
the inlet manifold air pressure. Both of the actuators
are controlled by a map for the air/fuel ratio.
RENR5910-06 13
Troubleshooting Section

The software is also programmed to correct the

fuel flow according to the temperature of the jacket
water and the engine speed. This occurs when the
coolant temperature is not at the water temperature
regulator's rated temperature. If the temperature is
cooler than the rating, the fuel in the cylinder head is
also cooler and more dense. Because the denser
fuel provides an air/fuel mixture that is richer than
the desired mixture, the calculation of the fuel flow
is corrected for the lower temperature. This tends
to lean the actual air/fuel ratio. If the temperature is
warmer than the rating, the fuel in the cylinder head
is less dense. Because the warmer fuel provides a
leaner air/fuel mixture, the calculation of the fuel flow
is corrected for the higher temperature. This tends
to richen the air/fuel ratio.

Note: When the engine is operating in combustion

feedback, the temperature of the jacket water only
affects the fuel correction factor.

The relationship of the modes of operation to the

engine load and the transitions between the modes
are represented in Illustration 5. Illustration 5 is for
engines with the 1.9 and earlier versions of software.

g01648774
Illustration 5
Schematic of the modes of operation, of transitions, and of the engine load for version 1.9 software
14
Troubleshooting Section
The relationship of the modes of operation to the
engine load and the transitions between the modes
are represented in Illustration 6. Illustration 6 is for
engines with the 2.0 software version. The modes of
operation are explained in more detail below.
Illustration 6
Schematic of the modes of operation, of transitions, and of the engine load for version 2.0 software
Note: Control of the inlet manifold air pressure is not
determined directly by the engine load. The active
actuator is determined by the ability to provide the
desired inlet manifold air pressure.
At loads that are approximately less than 40 percent,
the air/fuel ratio is controlled by the air choke
actuator. The air choke controls the flow of air during
engine start-up. The air choke continues to control
the air flow during the increase in the engine speed
and in load. As the engine speed and load are
increased, the required inlet manifold air pressure
increases. The air choke opens in order to provide
more combustion air. When the air choke becomes
fully open, the air choke cannot further increase the
air flow. Then, the wastegate becomes active.
RENR5910-06
g01649253
Conversely, the required inlet manifold air pressure is
reduced as the engine speed and load are reduced.
As the requirement for combustion air is reduced, the
wastegate opens. When the wastegate is fully open,
the wastegate cannot regulate a smaller quantity of
combustion air. Then, the air choke becomes active
again.
During start-up, the air choke is maintained at a fixed
position until ten seconds after the engine achieves
the desired speed. This enables a correction of the
excessive error for inlet manifold air pressure. The
starting position for the air choke is set in the Cat ET
configuration screen. The starting position depends
on the number of cylinders. Typically, the starting
position is closed 60 to 80 percent. If the starting
position is set too high, the engine will not get enough
combustion air.
RENR5910-06
If the starting position is set too high and the engine
speed does not increase to the desired speed, the
programming in the software opens the air choke in
steps until the engine speed increases. This enables
a steady increase of the engine speed until the
desired speed is achieved.
The maximum position for the air choke can also be
set in the Cat ET configuration screen. The maximum
position is set in order to enable a sufficient flow of
air for combustion when the engine is running at no
load. Typically, the maximum position is closed 75
to 85 percent.
At ten seconds after the engine reaches the desired
speed, the air/fuel ratio is controlled directly by the
map for the air/fuel ratio. No correction factors are
related to any feedback: this is a correction factor
of 100 percent. This mode of operation uses no
feedback.
Normally, the map is calculated in order to provide
a low air/fuel ratio for loads up to approximately 40
percent. This provides a mixture that is sufficiently
rich for operation at low temperatures. The air/fuel
ratio will continue to be controlled by the map until
the conditions allow operation in one of the feedback
modes or in the prechamber calibration mode.
A low air/fuel ratio is critical for operation after
start-up in order to keep the air choke partially closed.
Otherwise, the air choke may open fully and the
wastegate will control the inlet manifold air pressure.
This results in a period of misfire and of excessive
fuel flow. Because of the excessive fuel flow, the
calculated engine load is excessive.
Programmable “Desired Engine Exhaust Port
Temp” parameter – This parameter is set in the Cat
ET configuration screen. This is the desired exhaust
port temperature for a load of 25 percent. The control
uses this parameter during operation in the exhaust
port temperature feedback mode.
15
Troubleshooting Section
Illustration 7
g00914203
Graph of the calculated desired exhaust port temperature
The calculated desired exhaust port temperature
varies from the programmable “Desired Engine
Exhaust Port Temp” by 1 °C (1.8 °F) per 1 percent
of engine load. For each 1 percent of engine load
below 25 percent, the calculated desired exhaust
port temperature increases by 1 °C (1.8 °F). For
each 1 percent of engine load above 25 percent,
the calculated desired exhaust port temperature
decreases by 1 °C (1.8 °F).
Control's average exhaust port temperature –
The ICSM continuously calculates the average
exhaust port temperature. If the actual temperature
of any cylinder exhaust port is less than 273 °C
(523 °F), the ICSM substitutes a temperature of
273 °C (523 °F) for that cylinder. This temperature
is substituted for any number of cylinders with an
exhaust port temperature that is less than 273 °C
(523 °F). The temperature is used in the calculation
of the average for all of the monitored cylinders.
Exhaust port temperature feedback – In this mode
of operation, the air/fuel ratio is controlled in order
to achieve a desired exhaust port temperature.
Each cylinder exhaust port has a thermocouple that
is monitored by an ICSM. The ICSM monitors the
actual exhaust port temperatures for one bank of
cylinders. The ICSM calculates an average exhaust
port temperature for the bank of cylinders. The ECM
calculates the desired exhaust port temperature
for the load. The ECM sends the desired exhaust
port temperature to the ICSM. The ICSM calculates
the difference between the average exhaust
port temperature and the desired exhaust port
temperature. The ICSM sends a fuel correction factor
to the ECM. The ECM uses the fuel correction factor
to control the air choke actuator in order to maintain
the desired exhaust temperature.
16
Troubleshooting Section
After start-up, the exhaust port temperature feedback
mode is activated for the following conditions:
• The calculated control's average exhaust port
temperature exceeds the desired exhaust port
temperature.
• The calculated control's average exhaust port
temperature ceases to increase. The engine load
is less than approximately 40 percent.
• The timer for operation with no feedback expires.
The transition to the exhaust port temperature
feedback mode can also occur for the following
circumstances:
• The air/fuel ratio is controlled by combustion
feedback. The engine load is reduced to 38 percent
or less than 38 percent. The transition occurs in a
30 second period.
• The engine operation exits the prechamber
calibration mode. The engine load is 38 percent
or less than 38 percent. The transition occurs in a
30 second period. In this case, the fuel correction
factor begins at 100 percent. Then, the fuel
correction factor is adjusted in order to achieve the
desired exhaust port temperature.
The programmed air/fuel ratio control begins to use a
correction factor in order to modify the air/fuel ratio
that is specified in the map for the air/fuel ratio. The
correction factor is based on an error for the exhaust
port temperature.
If the average exhaust temperature is too low, the
ECM commands the air choke actuator to move
toward the closed position in order to richen the
air/fuel mixture. Combustion of the richer air/fuel
mixture increases the exhaust port temperatures.
Early flash files would allow engines that are starting
above a 40 percent load to transition directly from
“No Feedback” mode to “Combustion Feedback”
mode. The load could be an actual engine load or
when cylinder misfires cause the indicated load to
increase above 40 percent. This could cause an
issue with performance. With the “v2.0” software, the
engine can be sustained in “Exhaust Temperature
Feedback” mode for a time that is specified by
the configuration parameter “Engine Start Exhaust
Temperature Feedback Time Delay”. The default
setting for the configuration parameter “Engine Start
Exhaust Temperature Feedback Time Delay” is 180
seconds and the range is 60 to 360 seconds.
Combustion feedback – In this mode of operation,
the air/fuel ratio is controlled in order to achieve the
desired combustion burn time.
RENR5910-06
When the load reaches approximately 40 percent, the
air/fuel ratio is controlled by the wastegate actuator
which is trimmed by the combustion burn time.
Combustion burn time – The combustion burn time
is measured in each cylinder. Each cylinder has a
combustion sensor. The pulse of the ignition starts a
timer in the ICSM. The flame travels in the cylinder
from the spark plug to the combustion sensor. The
ICSM monitors the voltage across the combustion
sensor. When the flame reaches the combustion
sensor, the ionization that surrounds the sensor
changes the voltage. When the ICSM detects the
change of the sensor's voltage, the ICSM stops the
timer. The combustion burn time is a method of
measuring the air/fuel ratio. A rich air/fuel mixture
provides a faster combustion burn time. A lean air/fuel
mixture provides a slower combustion burn time.
Each ICSM calculates an average combustion burn
time for all of the cylinders in one bank. The ECM
sends a point from the map of the desired combustion
burn time to the ICSM. The ICSM calculates the
difference between the average combustion burn
time and the desired combustion burn time. The
ICSM sends a fuel correction factor to the ECM. The
ECM controls the wastegate actuator in order to
maintain the desired combustion burn time.
A command for the desired inlet manifold air pressure
is sent from the ECM to the wastegate actuator. The
actuator adjusts the inlet manifold air pressure in
order to correct the combustion burn time.
If the average desired combustion burn time is too
fast, the ECM commands the wastegate actuator to
move toward the closed position in order to provide
more air for a leaner air/fuel mixture. This provides
a slower combustion burn time. If the average
desired combustion burn time is too slow, the ECM
commands the wastegate actuator to move toward
the open position in order to provide less air for a
richer air/fuel mixture. The richer air/fuel mixture
burns faster. This is a continuous process during
operation at loads that are greater than approximately
40 percent.
The combustion feedback mode is activated for
either of the following conditions:
• The air/fuel ratio is in the exhaust port temperature
feedback mode. The engine load exceeds 42
percent or more than 42 percent. The average
exhaust port temperature is stable and the desired
exhaust port temperature is established. The
transition occurs in a 30 second period.
• The engine operation exits the prechamber
calibration mode and the engine load is greater
than 42 percent or equal to 42 percent. The
transition occurs in a 30 second period.
RENR5910-06
Prechamber calibration mode – This mode can be
activated with Cat ET. This mode can be activated
during operation at any load. The mode is used for
adjustment of the precombustion chambers' needle
valves in order to achieve the desired exhaust
emissions. In the prechamber calibration mode, the
fuel correction factor is maintained at 100 percent.
After an exit from this mode, the fuel correction factor
is adjusted in order to achieve the desired air/fuel
ratio.
Start/Stop Control
The ECM contains the logic and the outputs for
control of engine prelubrication, of starting, of
shutdown, and of the postlube. The customer
programmable logic responds to signals from
the following components: engine control switch,
emergency stop switch, remote start switch, data
link, and other inputs.
To control the engine at the appropriate times, the
ECM provides +Battery voltage to the solenoids that
control the prelube pump, the starting motor, and the
gas shutoff valve.
When the programmable logic determines that
the prelubrication function is necessary, the ECM
supplies +Battery voltage to the solenoid for the
prelube pump. The prelubrication must develop
sufficient engine oil pressure before the engine will
crank. The engine has a pressure switch for the
prelube. When the engine oil pressure is sufficient,
the pressure switch closes and the engine can be
cranked.
When the programmable logic determines that it is
necessary to crank the engine, the ECM supplies
+Battery voltage to the solenoid for the starting
motor. Rotation of the crankshaft also operates the
pump for the electrohydraulic actuators. The pump
develops hydraulic oil pressure for operation of
the fuel actuator, the air choke actuator, and the
wastegate actuator.
The engine has an energize-to-run type of Gas
Shutoff Valve (GSOV). When the programmable logic
determines that fuel is required to start the engine or
to run the engine, the ECM supplies +Battery voltage
to the valve's solenoid.
At one second after the GSOV is energized, the
pressure differential between the fuel and the air is
monitored. This parameter is monitored in order to
ensure that no fuel is entering the fuel manifold before
the ECM issues a command to the fuel actuator. If the
differential pressure for fuel to air is less than 0.5 kPa
(0.073 psi), the ECM supplies +Battery voltage to the
fuel actuator's solenoid.
17
Troubleshooting Section
The ECM controls the fuel actuator by adjusting the
current flow through the actuator's solenoid. During
start-up, the combustion chambers are usually filled
with excessive combustion air. The ECM operates
the fuel actuator in order to supply sufficient fuel for a
combustible air/fuel mixture.
The ECM removes the voltage from the starting
motor's solenoid when the programmable crank
terminate speed is reached or when a programmable
cycle crank time has expired. The pinion of the starter
motor disengages from the flywheel ring gear.
When the programmable logic determines that an
engine shutdown is necessary, the ECM removes
+Battery voltage from the solenoids for the fuel
actuator and for the GSOV. The fuel is shut off.
The prelube system is programmed to perform a
postlube cycle during engine shutdown. This supplies
the turbocharger with adequate lubrication during
shutdown.
Monitoring Engine Operation
The ECM monitors both the engine operation and the
electronic system.
Problems with engine operation cause the ECM
to generate an event code. The ECM can issue a
warning or a shutdown for events. This depends on
the severity of the condition.
For example, a high pressure pump provides
hydraulic pressure with oil for the electrohydraulic
system. The oil supply is separate from the engine
oil. The high pressure oil supply is monitored by
a pressure switch. If the pressure drops below an
acceptable level, the ECM generates an event code
and the ECM shuts down the engine.
The ICSM monitors the combustion sensors and
the thermocouples for the cylinders and for the
turbocharger. The ICSM sends signals regarding the
parameters to the ECM over the Cat Data Link. If any
parameter exceeds the acceptable range, the ECM
can initiate a warning or a shutdown.
For more information on event codes, refer to
Troubleshooting, “Event Codes”.
Problems with the electronic system such as an
open circuit produce a diagnostic code. For more
information, refer to Troubleshooting, “Diagnostic
Trouble Codes”.
18 RENR5910-06
Troubleshooting Section

i02915656

Component Location
SMCS Code: 1000; 1900

Vee Engines

g00825637
Illustration 9
Right side view near the front of a Vee engine
(1) Sensor for the outlet pressure of the jacket water
(6) Detonation sensor
(7) Switch for the inlet pressure of the jacket water
(8) Crankcase pressure sensor

g00803846 Note: There is one detonation sensor between each

Illustration 8
pair or cylinders.
Front view of a Vee engine
(1) Sensor for the outlet pressure of the jacket water
(2) Sensor for the jacket water coolant temperature
(3) Unfiltered engine oil pressure sensor
(4) Engine oil temperature sensor
(5) Filtered engine oil pressure sensor
RENR5910-06 19
Troubleshooting Section

g00825893
Illustration 10
The sensor for the inlet manifold air temperature is installed in
the inlet air manifold between the two center cylinder heads on
the right side of the Vee engine.
(9) Sensor for inlet manifold air temperature
g00825717
Illustration 11
Right side view near the rear of a Vee engine
(10) Connector for the electrohydraulic actuators' pressure switch
(11) Switch for prelube oil pressure
20 RENR5910-06
Troubleshooting Section

g00902969
Illustration 13
Right view of a Vee engine
Engine harness connector for the engine oil level switch and the
coolant level switch

In-Line Engines

g00825638
Illustration 12
Rear view of a Vee engine
(12) Fuel temperature sensor
(13) Switch for inlet air restriction (left)
(14) Pressure module for inlet air and fuel
(15) Switch for inlet air restriction (right)
(16) Engine speed/timing sensor

g00895272
Illustration 14
Front view of an In-line engine
(1) Sensor for jacket water coolant temperature
(2) Sensor for outlet pressure of the jacket water
(3) Unfiltered engine oil pressure sensor
(4) Engine oil temperature sensor
(5) Filtered engine oil pressure sensor
RENR5910-06 21
Troubleshooting Section

g00895316
Illustration 15
Right side view near the front of an In-line engine
(6) Inlet air restriction's switch
(7) Air/fuel pressure module
(8) Engine speed/timing sensor

Note: There is one detonation sensor between each

pair or cylinders.
22 RENR5910-06
Troubleshooting Section

g00895279
Illustration 16
Right side view near the front of an In-line engine
(9) Detonation sensor (12) Switch for the inlet pressure of the (14) Connector for the switches for low
(10) Fuel temperature sensor jacket water engine oil level and for low coolant level
(11) Crankcase pressure sensor (13) Switch for the prelube oil pressure

Note: The switches for connector (14) can be

supplied by the customer or by the factory.

g00895328
Illustration 17
In-line engine
(15) Inlet manifold air temperature's sensor
(16) Electrohydraulic actuator's pressure
switch
RENR5910-06 23
Troubleshooting Section

Integrated Combustion Sensing Module Vee Engines

(ICSM)

g00843952
Illustration 18
Integrated Combustion Sensing Module (ICSM)

The engine has an Integrated Combustion Sensing

Module (ICSM) for each bank of cylinders. The
ICSM monitors exhaust temperature sensors and
combustion sensors. The ICSM performs calculations
with the data. The ICSM communicates with the ECM
via the CAT Data Link.

Exhaust temperatures are monitored for each

cylinder exhaust port, for the inlet of the turbocharger g00825730
turbine, and for the outlet of the turbocharger turbine. Illustration 19
Vee engine
(17) Temperature sensor for the cylinder exhaust port
(18) Temperature sensor for the exhaust after the turbocharger
(19) Temperature sensor for the exhaust before the turbocharger
(20) Combustion sensor

Note: For each cylinder, there is one temperature

sensor for the exhaust port (17) and one combustion
sensor (20). For each turbocharger, there is one
temperature sensor for the exhaust after the
turbocharger (18) and one temperature sensor for
the exhaust before the turbocharger (19).
24 RENR5910-06
Troubleshooting Section

In-Line Engines i03251780

Engine Monitoring System

SMCS Code: 1900

The Electronic Control Module (ECM) monitors the

operating parameters of the engine. The ECM will
generate an event code if a specific engine parameter
exceeds an acceptable range that is defined by the
engine monitoring system. For information on event
codes, refer to Troubleshooting, “Event Codes” for a
list of the applicable event codes for this application.

Three possible responses may be available for each

parameter. Some of the responses are not available
for some of the parameters. Refer to Table 7.

Table 7
Indicators (1), (2), and (3)
Warning Category Severity
Indicator
g00895336
Illustration 20
(1) Least Severe
In-line engine
(2) Moderate Severity
(17) Temperature sensor for the exhaust after the turbocharger
(18) Temperature sensor for the exhaust before the turbocharger (3) Most Severe

Use Caterpillar Electronic Technician (ET) to perform

the following activities for the monitoring system:

• Viewing parameters
• Parameter programming
• Set delay times
The default settings for the parameters are
programmed at the factory. To accommodate unique
applications and sites, some of the parameters may
be reprogrammed with Cat ET. Use Cat ET to modify
the monitoring system parameters.

Note: Some parameters require no password in

order to be changed. Other parameters can be
changed with customer passwords. Some of the
parameters are protected by factory passwords.
g00895356
There are some parameters that cannot be changed.
Illustration 21 Some applications do not allow any changes to the
In-line engine programmable monitoring system. Parameters that
(19) Temperature sensor for the cylinder exhaust port are protected by factory passwords can only be
(20) Combustion sensor changed by dealer personnel.

Note: For each cylinder, there is one temperature

sensor for the exhaust port (19) and one combustion
Viewing or Changing the Settings
sensor (20). of the Monitoring System
Use the following procedure in order to view the
parameter settings and/or change the parameter
settings:

1. Select the “Service/Monitoring System” screen on

Cat ET.
RENR5910-06
Note: Ensure that you select the correct ECM for the
parameters that are being changed before continuing.
2. Highlight the desired parameter. Then click on
the “Change” button in the lower left corner of the
screen.
The “Change Monitor System” screen will appear.
3. Change the “State” of the parameter.
4. Set the “Trip Point” and the “Delay Time” according
to the “Allowed Values” that are displayed in the
lower half of the screen.
5. Click the “OK” button.
If a password is required, the “Enter Passwords”
screen will appear. Enter the correct passwords
and then click the “OK” button.
Note: If a factory password is required, the “Enter
Factory Passwords” screen will appear. Refer to
Troubleshooting, “Factory Passwords” for information
that is related to obtaining factory passwords.
The new settings will be effective immediately.
Note: Factory passwords are only available to
service technicians from an authorized Caterpillar
Dealership. Customers of Caterpillar do not have
access to the Caterpillar Factory Password System
(FPS).
i03097101
Diagnostic Capabilities
SMCS Code: 1900
Diagnostic Codes
The engine's Electronic Control Module (ECM) has
the ability to monitor the circuitry between the ECM
and the engine's components. The ECM also has the
ability to monitor the engine's operating conditions. If
the ECM detects a problem, a code is generated.
There are two categories of codes:
• Diagnostic code
• Event code
Diagnostic Code – A diagnostic code indicates
an electrical problem such as a short circuit or an
open circuit in the engine's wiring or in an electrical
component.
25
Troubleshooting Section
Event Code – An event code is generated by the
detection of an abnormal engine operating condition.
For example, an event code will be generated if the
oil pressure is too low. In this case, the event code
indicates the symptom of a problem. Event codes
indicate abnormal operating conditions or mechanical
problems rather than electrical problems.
Codes can have two different states:
• Active
• Logged
Active Codes
An active code indicates that a problem is present.
Service the active code first. For the appropriate
troubleshooting procedure for a particular code, refer
to the following troubleshooting procedure:
• Troubleshooting, “Diagnostic Trouble Codes”
• Troubleshooting, “Event Codes”
Logged Codes
The codes are logged and stored in the ECM
memory. The problem may have been repaired
and/or the problem may no longer exist. If the
system is powered, it is possible to generate an
active diagnostic code whenever a component is
disconnected. If the component is reconnected, the
code is no longer active but the code may become
logged.
Logged codes may not indicate that a repair is
needed. The problem may have been temporary.
Logged codes may be useful to help troubleshoot
intermittent problems. Logged codes can also be
used to review the performance of the engine and
of the electronic system.
i03096280
Programmable Parameters
SMCS Code: 1900
Programmable parameters enable the engine to be
configured in order to meet the requirements of the
application. The system configuration parameters
must be programmed when the application is
installed. Perform this programming before the initial
engine start-up.
Data from a gas analysis and data on engine
performance are required in order to determine the
correct settings for the ignition timing and the fuel
control. Incorrect programming of parameters may
lead to complaints about performance and/or to
engine damage.
26 RENR5910-06
Troubleshooting Section

Programmable parameters can be classified into the

following types: engine identification, timing control,
air/fuel ratio control, speed control, start/stop control,
and engine monitoring.

If an Electronic Control Module (ECM) is replaced,

the appropriate parameters must be copied from
the old ECM. This can be done with the “Copy
Configuration” feature of the Caterpillar Electronic
Technician (ET). Alternatively, the settings can be
recorded on paper and then programmed into the
configuration screen that is for the new module.

NOTICE
Changing the parameters during engine operation can
cause the engine to operate erratically. This can cause
engine damage.

Only change the settings of the parameters when the

engine is STOPPED.

i02916200

Electrical Connectors
SMCS Code: 7553-WW

Terminal Box

g00891827
Illustration 22
Terminal box

The engine mounted terminal box is located on

the rear right side of the engine. The Electronic
Control Module (ECM) is inside the terminal box. The
terminal box provides the point of termination for all
of the wiring that is related to the engine's sensors
and for the ignition system.
RENR5910-06
Illustration 23
Inside of the terminal box
(J2/P2) 70-pin connectors for the ECM
(J1/P1) 70-pin connectors for the ECM
(1) Ground strap
(2) Terminal for the 24 VDC power supply
(J7) 9-pin service tool connector
(CB1) 16 amp circuit breaker
(CB2) 6 amp circuit breaker
(J3/P3) 70-pin connectors for the customer's
wiring
27
Troubleshooting Section
g00892898
(3) Ignition wiring for the left side of the vee (J4) 47-pin connector for the optional control
engine panel or for a customer connector
(J6/P6) 70-pin connectors for the sensors (5) Wiring for the electrical power
on the left side of the engine
(J5/P5) 70-pin connectors for the sensors
on the right side of the engine
(4) Ignition wiring for the right side of the
vee engine
28 RENR5910-06
Troubleshooting Section

Connectors

g00891953
Illustration 24
Front and bottom of the terminal box
(J6) 70-pin connector for the sensors on the left side of the engine
(J5) 70-pin connector for the sensors on the right side of the engine
(J4) 47-pin connector for the optional control panel or for a
customer connector
(6) Emergency stop button
(7) Hole for the ignition wiring on the left side of the vee engine
(8) Hole for the ignition wiring on the right side of the vee engine Illustration 25
g01450202
(9) Hole for the electrical power supply and/or for the customer's
wiring to the 70-pin connector (P3) 70 pin connectors on the ECM and the terminal box

g01450246
Illustration 26
P4 connector on bottom of terminal box
RENR5910-06 29
Troubleshooting Section

g01431259
Illustration 27
Harness connectors for the various sensors
(A) 5 V supply
(B) Return
(C) Signal
30 RENR5910-06
Troubleshooting Section

Configuration Parameters (Table 8, contd)

Configuration Parameters for G3600 Engines

i02909042 “Maximum Choke Position”

Configuration Parameters “Engine Start Choke Position”

“Engine Start Turbo Wastegate Position”
SMCS Code: 1900
“Wastegate (Proportional) Gain Percentage”

Configuration Parameters “Wastegate (Integral) Stability Percentage”

“Wastegate (Derivative) Compensation Percentage”
The system configuration parameters must be
programmed when the application is installed. “Choke (Proportional) Gain Percentage”
Perform this programming before the initial engine “Choke (Integral) Stability Percentage”
start-up. Incorrect programming of parameters may
lead to complaints about performance and/or to “Choke (Derivative) Compensation Percentage”
engine damage. “Ignition Multi Strike Feature Enable”

Data from a gas analysis is required for determining “Ignition Multi Strike Mode Configuration”
the correct settings for the fuel quality and for the “Ignition Multi Strike Engine Startup Activation Duration”
specific gravity of the gas. The data must be entered
into the Caterpillar Software, LEKQ6378, “Methane Speed Control
Number Program”. “Low Idle Speed”

If the Electronic Control Module (ECM) is replaced, “Minimum Engine High Idle Speed”
the appropriate parameters must be copied from “Maximum Engine High Idle Speed”
the original ECM. This can be done with the “Copy
Configuration” feature of Caterpillar Electronic “Engine Acceleration Rate”
Technician (ET). Alternatively, the settings can be “Desired Speed Input Configuration”
recorded on paper and then programmed into the
new module. “Governor Type Setting”
“Engine Speed Droop”
Certain parameters are unique for each engine
application. Table 8 is a list of the parameters that “Governor (Proportional) Gain Percentage”
can be configured for G3600 Engines. The values of “Governor (Integral) Stability Percentage”
the parameters can be viewed on the “Configuration”
screen of Cat ET. “Governor (Derivative) Compensation Percentage”
“Governor Auxiliary 1 (Proportional) Gain Percentage”
NOTICE
“Governor Auxiliary 1 (Integral) Stability Percentage”
Changing the parameters during engine operation can
cause the engine to operate erratically. This can cause “Governor Auxiliary 1 (Derivative) Compensation
engine damage. Percentage”
Start/Stop Control
Unless the instructions are different, only change
the settings of the parameters when the engine is “Driven Equipment Delay Time”
STOPPED. “Crank Terminate Speed RPM”

Table 8 “Engine Purge Cycle Time”

Configuration Parameters for G3600 Engines “Engine Cooldown Duration”

Air/Fuel Ratio Control “Cycle Crank Time”

“Fuel Quality Input Type Configuration” “Engine Overcrank Time”

“Fuel Quality” “Engine Speed Drop Time”

“Fuel Quality Sensor LHV Lower Setpoint” “Engine Pre-lube Time Out Period”

“Fuel Quality Sensor LHV Upper Setpoint” “Engine Start Exhaust Temperature Feedback
Time Delay”
“Gas Specific Gravity”
“Engine Start Fuel Burst Command”
“Desired Engine Exhaust Port Temp”
Monitoring and Protection
(continued)
(continued)
RENR5910-06 31
Troubleshooting Section

(Table 8, contd)
Configuration Parameters for G3600 Engines
“Engine Post-Lube Duration”
“High Inlet Air Temp Engine Load Set Point”
Information for the Electronic Control Module (ECM)
“Engine Serial Number”
“Equipment ID”
Passwords
“Customer Password #1”
“Customer Password #2”
“Total Tattletale”

Note: Not all of these configuration parameters

exist in all versions of flash files for the G3600
FamilyEngines with the adem III ECM. It is
recommended that the latest available software is
installed.

Governing of the Air/Fuel Ratio

Control and of the Engine Speed
Gain, stability, and compensation can be adjusted
for the following functions:
• Primary governor
• Auxiliary governor
• Air choke
• Exhaust bypass (wastegate)
Gain (proportional) determines the speed of the
control's response in adjusting for the difference
between the desired condition and the actual
condition. Increasing the gain (proportional) provides
a faster response to the difference between the
desired condition and the actual condition.
Stability (integral) controls the speed for elimination
of the error in the difference between the desired
condition and the actual condition. The stability
(integral) dampens the response to the error.
Increasing the stability provides less damping.
g01447739
Illustration 28
(Y) Engine speed
(X) Time
(1) The gain (proportional) is too high and the stability (integral) is
too low. There is a large overshoot on start-up and there are
secondary overshoots on transient loads.
(2) The gain (proportional) is slightly high and the stability (integral)
is slightly low. There is a slight overshoot on start-up but the
response to transient loads is optimum.
(3) The gain (proportional) is slightly low and the stability (integral)
is slightly high. There is optimum performance on start-up but
slow response for transient loads.
(4) The gain (proportional) is too low and the stability (integral) is
too high. The response for transient loads is too slow.
(5) The response to transient loads is adjusted for optimum
performance.
Illustration 29 is a graphic representation of adjusting
the compensation.

Compensation (derivative) is used to adjust for

the time delay between the control signal and the
movement of the actuator. If the compensation
(derivative) is too low, the engine speed will slowly
hunt. If the compensation (derivative) is too high, the
engine speed will rapidly fluctuate.

Illustration 28 shows some typical curves for transient

responses.
32
Troubleshooting Section
g01447741
Illustration 29
The increased width of the line for the actuator voltage indicates
that the linkage is more active as the compensation increases.
(Y) Actuator voltage
(X) Time in seconds
The default values should be sufficient for initial
start-up. However, the values may not provide
optimum performance.
If you have a problem with instability, always
investigate other causes before you adjust the
settings. For example, diagnostic codes and unstable
gas pressure can cause instability.
To change the gain, stability, or compensation, use
the “Graph” feature on the “Governor Gain” screen
of Cat ET. The graph provides the best method for
observing the effects of the adjustment.
After you make adjustments, always test the stability
by interrupting the engine speed. Operate the engine
through the entire range of speeds and of loads in
order to ensure stability.
Air/Fuel Ratio Control
“Fuel Quality Input Type”
This parameter is used to select the type of input for
the Lower Heating Value (LHV). The default setting
is “Configured Value”. This setting is used when the
input for the LHV is set by the operator in Cat ET. The
“4 to 20 mA” setting should be selected when a gas
chromatograph is inputting a 4 to 20 mA input to the
control in order to represent the LHV of the fuel. This
setting is most often used in landfill applications.
RENR5910-06
“Fuel Quality”
This parameter is programmed to the Lower Heating
Value (LHV) of the primary fuel. The fuel ratio control
of the ECM will compensate for some inaccuracy in
this setting. The ECM assumes a corrected value that
is equal to the customer programmed “Fuel Energy
Content” that is multiplied by the “Fuel Correction
Factor”. This factor is displayed on the Cat ET screen.
An event code is generated if the “Fuel Correction
Factor” exceeds a limit that is programmed at the
factory. The event code will indicate the need to
reprogram this value. Obtain a gas analysis in order
for this parameter to be accurately programmed.
Note: The final BTU value may be adjusted to be
different from the fuel analysis value as the air/fuel
ratio is adjusted using an exhaust analyzer.
“Fuel Quality Sensor LHV Lower Limit
Set point”
This parameter is the lower LHV that is used by the
input device in order to determine the scaling of the
remote Btu input.
“Fuel Quality Sensor LHV Upper Limit
Set point”
This parameter is the upper LHV that is used by the
input device in order to determine the scaling of the
remote Btu input.
Note: The Lower and Upper fuel quality limits
combine to determine the remote Btu input slope.
The slope of this line can be altered by changing one
or both of these set points.
“Gas Specific Gravity”
The ECM requires an input for the “Gas Specific
Gravity” in order to precisely meter the air/fuel ratio.
Obtain a gas analysis in order to determine the
specific gravity of the fuel.
“Desired Engine Exhaust Port Temp”
This parameter is programmed to the desired exhaust
port temperature at a load of 25 percent. The ECM
uses this temperature to trim the air choke during
operation in the exhaust port temperature feedback
mode.
Refer to the Programmable “Desired Engine
Exhaust Port Temp” parameter within Systems
Operation/Testing and Adjusting, “Electronic Control
System Operation”.
RENR5910-06
“Maximum Choke Position”
This is the maximum position for the air choke. The
maximum position is set in order to enable a sufficient
flow of air for combustion when the engine is running
at no load. Usually, this position is closed 65 to 85
percent.
“Engine Start Choke Position”
This is the position for the air choke at start-up. The
air choke is held in this position in order to ensure
that the inlet manifold air pressure is sufficient. The
air choke is held in this position in order to ensure
that the inlet manifold air pressure is not excessive.
This position depends on the number of cylinders
and conditions at the site. Usually, this position is
closed 60 to 80 percent.
“Engine Start Wastegate Position”
This is the position for the wastegate at start-up. At
start-up, this position is maintained until ten seconds
after the engine has reached desired speed. The
wastegate is maintained at this position in order to
provide additional inlet air pressure. The final setting
for this parameter must be based on conditions at
the site.
“Wastegate (Proportional) Gain
Percentage”
This parameter determines the speed of the control's
response in adjusting the wastegate in order to
achieve the desired inlet manifold air pressure.
“Wastegate (Integral) Stability
Percentage”
This parameter controls the speed for elimination
of the error in the difference between the desired
position of the wastegate and the actual position.
The stability dampens the response to the error.
Increasing the stability provides less damping.
“Wastegate (Derivative) Compensation
Percentage”
This parameter is used to adjust for the time delay
between the control signal and the movement of
the wastegate actuator. If the compensation is too
low, the wastegate actuator will slowly hunt. If the
compensation is too high, the wastegate actuator will
rapidly fluctuate.
“Choke (Proportional) Gain Percentage”
This parameter determines the speed of the control's
response in adjusting the air choke in order to
achieve the desired inlet manifold air pressure.
33
Troubleshooting Section
“Choke (Integral) Stability Percentage”
This parameter controls the speed for elimination of
the error in the difference between the desired inlet
manifold air pressure and the actual inlet manifold air
pressure. The stability dampens the response to the
error. Increasing the stability provides less damping.
“Choke (Derivative) Compensation
Percentage”
This parameter is used to adjust for the time delay
between the control signal and the movement of
the air choke actuator. If the compensation is too
low, the air choke actuator will slowly hunt. If the
compensation is too high, the air choke actuator will
rapidly fluctuate.
Ignition Multi Strike Feature Enable
This parameter is used to enable or disable the
Ignition Multi-Strike feature. This is a factory
password protected setting, which when enabled
provides a second firing of the ignition during the
same stroke. This increases the duration of the firing,
resulting in improved engine starting and operational
performance with low BTU fuels and cold starting
problems.
Ignition Multi Strike Mode Configuration
This parameter is used to configure ignition
multi-strike for “Start” or for “Manual” mode. When
“Start” mode is selected, the Ignition Multi-Strike is
active for the time defined in the “Ignition Multi-Strike
Engine Startup Activation Duration”. When “Manual”
mode is selected, Ignition Multi-Strike is active for the
start-up time and when the switch input to customer
connection pin (62) and return (8) is closed.
Ignition Multi Strike Engine Startup
Activation Duration
This parameter is used to set the duration that the
Ignition Multi-Strike feature is active.
Speed Control
“Low Idle Speed”
Program this parameter to the desired low idle rpm.
The low idle rpm can be programmed from 500 to
700 rpm.
34
Troubleshooting Section
“Minimum Engine High Idle Speed”
Program this parameter to the desired minimum high
idle rpm. The actual high idle speed is regulated by
the desired speed input. The regulation is linear in
proportion to the input. An input of 0 percent results
in the minimum high idle rpm and an input of 100
percent results in the maximum high idle rpm. This
parameter can be programmed from 700 to 1000
rpm.
“Maximum Engine High Idle Speed”
Program this parameter to the desired maximum high
idle rpm. The actual high idle speed is regulated by
the desired speed input. The regulation is linear in
proportion to the input. An input of 0 percent results
in the minimum high idle rpm and an input of 100
percent results in the maximum high idle rpm. This
parameter can be programmed from 700 to 1000
rpm on industrial engines, 700 to 1050 rpm on 50
Hz on generator set engines, and 700 to 950 on 60
Hz generator set engines.
“Engine Accel. Rate”
This parameter controls the rate of acceleration
between Low Idle Speed and Desired Engine Speed.
For example, the engine can be programmed to
accelerate at a rate of 50 rpm per second when the
“Idle/Rated” switch is turned to the “Rated” position.
“Speed Selection”
The speed is selected by the position of the idle/rated
switch and by the status of the engine oil pressure. If
the switch is in the idle position, the ECM will always
select the low idle speed. If the engine oil pressure
is less than the trip point for the low oil pressure
warning, the ECM will always select low idle speed
regardless of the position of the idle/rated switch. If
the oil pressure is greater than the set point for the
low oil pressure warning, and the idle rated switch is
in the rated position, the ECM will select the desired
speed from either the remote control panel or the
customer's remote input.
“Desired Speed Input Configuration”
This parameter determines the signal input to the
ECM for control of the desired speed. The signal
can be either 0 to 5 VDC or 4 to 20 mA. The remote
control panel's desired speed potentiometer output
is 0-5 VDC.
Note: The ECM is not configured to accept a pulse
width modulated signal for input of the desired engine
speed. If you try to select a Pulse Width Modulated
input (PWM), the ECM will reject the selection. An
error will be generated.
RENR5910-06
“Governor Type Setting”
The “Governor Type Setting” parameter can be set
to “Droop Operation” or to “Isochronous Mode”. This
setting is dependent upon the application of the
engine.
“Engine Speed Droop”
This programmable parameter enables the precise
control of the droop for applications such as load
sharing units. When the “Governor Type Setting”
parameter is set to “Droop”, the droop can be
programmed to a value between 0 and 10 percent.
“Governor (Proportional) Gain
Percentage”
The gain determines the speed of the controls
response in adjusting between the desired and the
actual condition. Increasing the gain provides a faster
response to the difference between the desired
condition and the actual condition. This parameter is
based on a proportional multiplier. This parameter
changes the reaction of the governor when the “Grid
Status” parameter is “OFF”. If this gain is adjusted
and the “Grid Status” is “ON”, the gain is not affected.
“Governor (Integral) Stability
Percentage”
Stability controls the speed for the elimination of the
error in the difference between the desired condition
and the actual condition. The stability dampens
the response to the error. Increasing the value of
the stability provides less dampening. The stability
dampens the response to the error. Increasing the
value of the stability provides less dampening. This
parameter is based on an integral multiplier. This
parameter changes the reaction of the governor
when the “Grid Status” parameter is “OFF”. If the
stability is adjusted and the “Grid Status” is “ON”, the
stability is not affected.
“Governor (Derivative) Compensation
Percentage”
Compensation is used to adjust for the time delay
between the control signal and the movement of
the actuator. If the compensation is to low, the
engine speed will slowly hunt. If the compensation
is to high, the engine speed will rapidly fluctuate.
This parameter is based on a derivative multiplier
when the “Grid Status” parameter is “Off”. If the
compensation is changed and the “Grid Status” is
“On”, the compensation of the engine will not change.
RENR5910-06
“Governor Auxiliary 1 (Proportional) Gain
Percentage”
This parameter is based on a proportional multiplier
when the engine's “Grid Status” parameter is “On”. If
the gain is changed and the “Grid Status” is “Off”, the
gain of the engine controller will not change.
“Governor Auxiliary 1 (Integral) Stability
Percentage”
This parameter is based on an integral multiplier
when the engine's “Grid Status” parameter is “On”. If
the gain is changed and the “Grid Status” is “Off”, the
stability of the engine controller will not change.
“Governor Auxiliary 1 (Derivative)
Compensation Percentage”
This parameter is based on a derivative multiplier
when the engine's “Grid Status” parameter is “On”.
If the gain is changed and the “Grid Status” is “Off”,
the compensation of the engine controller will not
change.
Start/Stop Control Parameters
“Driven Equipment Delay Time”
The ECM provides a switch input for the driven
equipment in order to delay engine start-up until
the equipment is ready. The ECM will not attempt
to start the engine until the switch closes to ground
and the prelubrication is complete. An event code
is generated if the programmed time for the driven
equipment elapses without the closure of the switch.
The delay time for the switch must be programmed to
0 in order to disable this feature.
“Crank Terminate Speed”
The ECM disengages the starting motor when the
engine speed exceeds the programmed “Crank
Terminate Speed”. The default value of 250 rpm
should be sufficient for all applications.
“Engine Purge Cycle Time”
The “Engine Purge Cycle Time” is the duration for
cranking without fuel before the crank cycle begins.
The ignition is disabled during this time. The “Engine
Purge Cycle Time” allows any unburned fuel to exit
through the exhaust before you crank the engine.
35
Troubleshooting Section
“Engine Cooldown Duration”
When the ECM receives a “Stop” request, the engine
will continue to run in the “Cooldown Mode” for
the programmed cooldown period. The “Cooldown
Mode” is exited early if a request for an emergency
stop is received by the ECM. If the “Engine Cooldown
Duration” is programmed to zero, the engine will
immediately shut down when the ECM receives a
“Stop” request.
“Cycle Crank Time”
The “Cycle Crank Time” is the amount of time for
activation of the starting motor, the ignition system,
and the gas shutoff valve for start-up. If the engine
does not start within the specified time, the attempt to
start is suspended for a “Rest Cycle” that is equal to
the “Cycle Crank Time”.
“Engine Overcrank Time”
The “Engine Overcrank Time” is the duration for
attempting engine start-up. An event is generated if
the engine does not start within this period of time.
Example Setting
Table 9
Examples of the Settings for Start-up
Parameter Time
“Purge Cycle Time” 10 seconds
“Cycle Crank Time” 30 seconds
“Overcrank Time” 45 seconds
The following sequence will occur if the parameters
are programmed according to the example in Table 9:
1. The fuel and ignition are off for the first ten
seconds of the crank cycle in order to purge gas
from the engine via the exhaust system.
2. The fuel and the ignition are enabled. The engine
will continue to crank for a maximum of 30
seconds.
3. If the engine does not start, the ignition, the fuel,
and the starting motor are disabled for a 30
second “Rest Cycle”.
With this example, a complete cycle is 60 seconds,
which includes the 30 second crank cycle and the
30 second rest cycle. The purge cycle is included in
the 30 second crank cycle.
36
Troubleshooting Section
“Engine Speed Drop Time”
After the cooldown period has elapsed, the ECM
shuts off the gas shutoff valve. The ignition continues
until the engine speed drops below 40 rpm. If the
engine rpm does not drop at least 100 rpm within
the programmed drop time, the ECM terminates the
ignition and the ECM issues an emergency stop.
“Engine Pre-Lube Time Out Period”
The ECM energizes the prelube pump's solenoid
prior to cranking the engine. The ECM uses a
switch input to monitor the engine for acceptable
prelubrication pressure. After the prelube is
completed, the prelube's pressure switch closes.
If the ECM does not detect closure of the switch
within the programmable “Engine Pre-Lube Time Out
Period”, the ECM monitors the engine oil pressure
sensor. If the engine oil pressure is insufficient, an
event code is activated and the starting sequence is
terminated. The range for the “Engine Pre-Lube Time
Out Period” is 30 to 300 seconds.
“Engine Start Exhaust Temperature
Feedback Time Delay”
This setting determines the amount of time the control
system stays in “No Feedback Mode” after starting
and attaining the desired speed. If the indicated load
exceeds 40 percent while starting, this time delay
can prevent the system from going into “Exhaust
Feedback” mode too soon since this can cause the
“Fuel Correction Factor” to drop, due to misfires.
“Engine Start Fuel Burst Command”
The default setting for this parameter is 30 percent.
Two seconds after cranking the control system opens
the fuel valve 30 percent. This is needed in most
applications for the vee engine's in order to charge
the fuel rail. However, for some in-line engines and
for some vee engines running hot fuels this burst is
not needed, and can be set from zero to 30 percent.
The “fuel burst command” can be lowered in order
to lean the air/fuel ratio. This will reduce the risk of
exhaust explosions during start-up.
RENR5910-06
“High Inlet Air Temp Engine Load
Setpoint”
The programmable setpoint is a value that separates
low engine load from high engine load for events
that are activated by high inlet air temperature. An
“Engine Load Factor” can be displayed on a Cat
ET status screen. If the load factor is less than
the setpoint and the inlet air temperature reaches
the trip point, a “High Inlet Air Temperature at Low
Engine Load” event is activated. If the load factor is
greater than the setpoint and the inlet air temperature
reaches the trip point, a “High Inlet Air Temperature
at High Engine Load” event is activated.
Information for the ECM
“Engine Serial Number”
The engine serial number is programmed into the
ECM at the factory. The number is stamped on the
engine Information Plate.
“Equipment ID”
The customer can assign an “Equipment ID” for the
purpose of identification.
“Customer Passwords”
Two customer passwords can be entered. The
passwords are used to protect certain configuration
parameters from unauthorized changes.
Note: Factory level security passwords are required
for clearing certain logged events and for changing
certain programmable parameters. Because of the
passwords, only authorized personnel can make
changes to some of the programmable items in the
ECM. When the correct passwords are entered, the
changes are programmed into the ECM.
“Total Tattletale”
This item displays the number of changes that have
been made to the configuration parameters.
Default Settings of the
Configuration Parameters
Table 10 is a list of the default settings for most of the
configuration parameters. The values may require
adjustment for the particular installation.
RENR5910-06 37
Troubleshooting Section

Table 10
Default Settings of Configuration Parameters for G3600 Engines
Engine
Parameter
G3606 G3608 G3612 G3616
Air/Fuel Ratio Control
“Fuel Quality Input Type Configuration” Configured Value
36.00 MJ per cubic normal meter (900 BTU per
“Fuel Quality”
standard cubic feet meter)
12 MJ per cubic normal meter (300 BTU per standard
“Fuel Quality Sensor LHV Lower Setpoint”
cubic feet meter)
24 MJ per cubic normal meter (600 BTU per standard
“Fuel Quality Sensor LHV Upper Setpoint”
cubic feet meter)
“Gas Specific Gravity” 0.600
“Desired Engine Exhaust Port Temp” 540 °C 535 °C 540 °C 535 °C
“Maximum Choke Position” 75 % 70 % 84 % 85 %
“Engine Start Choke Position” 66 % 60 % 76 % 77 %
“Engine Start Turbo Wastegate Position” 55 %
“Wastegate (Proportional) Gain Percentage”
“Wastegate (Integral) Stability Percentage”
“Wastegate (Derivative) Compensation Percentage”
100 %
“Choke (Proportional) Gain Percentage”
“Choke (Integral) Stability Percentage”
“Choke (Derivative) Compensation Percentage”
“Ignition Multi Strike Feature Enable” Disabled
“Ignition Multi Strike Mode Configuration” Start
“Ignition Multi Strike Engine Startup Activation Duration” 60 seconds
Speed Control
“Low Idle Speed” 550 rpm
“Minimum Engine High Idle Speed” 700 rpm
“Maximum Engine High Idle Speed” 1000 rpm
“Engine Accel. Rate” 100 rpm per second
“Desired Speed Input Configuration” 0 to 5 VDC
“Governor Type Setting” Isochronous
“Engine Speed Droop” 0
“Governor (Proportional) Gain Percentage”
“Governor (Integral) Stability Percentage”
“Governor (Derivative) Compensation Percentage”
“Governor Auxiliary 1 (Proportional) Gain Percentage” 100 %

“Governor Auxiliary 1 (Integral) Stability Percentage”

“Governor Auxiliary 1 (Derivative) Compensation
Percentage”
Start/Stop Control
“Driven Equipment Delay Time” 40.0 seconds
(continued)
38 RENR5910-06
Troubleshooting Section

(Table 10, contd)

Default Settings of Configuration Parameters for G3600 Engines
Engine
Parameter
G3606 G3608 G3612 G3616
“Crank Terminate Speed” 250 rpm
“Engine Purge Cycle Time” 0 seconds
“Engine Cooldown Duration” 0 minutes
“Cycle Crank Time” 30 seconds
“Engine Overcrank Time” 40 seconds
“Engine Speed Drop Time” 15 seconds
“Engine Pre-lube Time Out Period” 30 seconds
“Engine Start Exhaust Temperature Feedback
180 seconds
Time Configuration”
“Engine Start Fuel Burst Command Configuration” 30%
Monitoring and Protection
“Engine Post-Lube Duration” 3 minutes
“High Inlet Air Temp Engine Load Set Point” 50 %

Note: Not all of these configuration parameters

exist in all versions of flash files for the G3600
FamilyEngines with the adem III ECM. It is
recommended that the latest available software is
installed.
RENR5910-06 39
Troubleshooting Section

Diagnostic Trouble Codes

i02870327

Diagnostic Trouble Codes

SMCS Code: 1900

Table 11 lists the diagnostic codes that apply to

the engines that are covered in this manual. Use
Caterpillar Electronic Technician (ET) in order to
determine the diagnostic codes that are active or
logged. Then refer to the appropriate troubleshooting
procedure for more information.

Table 11

List of Diagnostic Codes

Code Troubleshooting Procedure
17-5 Fuel Shutoff Valve : Current Below Normal Troubleshooting, “Fuel Control - Test”
17-6 Fuel Shutoff Valve : Current Above Normal Troubleshooting, “Fuel Control - Test”
17-12 Fuel Shutoff Valve : Failure Troubleshooting, “Fuel Control - Test”
41-3 8 Volt DC Supply : Voltage Above Normal Troubleshooting, “Sensor Supply - Test”
41-4 8 Volt DC Supply : Voltage Below Normal Troubleshooting, “Sensor Supply - Test”
94-3 Fuel Delivery Pressure Sensor : Voltage Above
Troubleshooting, “Air/Fuel Pressure Module - Test”
Normal
94-8 Fuel Delivery Pressure Sensor : Abnormal
Troubleshooting, “Air/Fuel Pressure Module - Test”
Frequency, Pulse Width, or Period
94-13 Fuel Delivery Pressure Sensor : Calibration
Troubleshooting, “Air/Fuel Pressure Module - Calibrate”
Required
100-3 Engine Oil Pressure Sensor : Voltage Above Normal Troubleshooting, “Sensor Signal (Analog, Active) - Test”
100-4 Engine Oil Pressure Sensor : Voltage Below Normal Troubleshooting, “Sensor Signal (Analog, Active) - Test”
101-3 Crankcase Air Pressure Sensor : Voltage Above
Troubleshooting, “Sensor Signal (Analog, Active) - Test”
Normal
101-4 Crankcase Air Pressure Sensor : Voltage Below
Troubleshooting, “Sensor Signal (Analog, Active) - Test”
Normal
106-3 Air Inlet Pressure Sensor : Voltage Above Normal Troubleshooting, “Air/Fuel Pressure Module - Test”
106-8 Air Inlet Pressure Sensor : Abnormal Frequency,
Troubleshooting, “Air/Fuel Pressure Module - Test”
Pulse Width, or Period
109-3 Engine Coolant Outlet Pressure Sensor : Voltage
Troubleshooting, “Sensor Signal (PWM) - Test”
Above Normal
109-8 Engine Coolant Outlet Pressure Sensor : Abnormal
Troubleshooting, “Sensor Signal (PWM) - Test”
Frequency, Pulse Width, or Period
110-3 Engine Coolant Temperature Sensor : Voltage
Troubleshooting, “Sensor Signal (Analog, Active) - Test”
Above Normal
110-4 Engine Coolant Temperature Sensor : Voltage
Troubleshooting, “Sensor Signal (Analog, Active) - Test”
Below Normal
168-2 Electrical System Voltage : Erratic, Intermittent, or
Troubleshooting, “Electrical Power Supply - Test”
Incorrect
172-3 Intake Manifold Air Temperature Sensor : Voltage
Troubleshooting, “Sensor Signal (Analog, Active) - Test”
Above Normal
(continued)
40 RENR5910-06
Troubleshooting Section

(Table 11, contd)

List of Diagnostic Codes
Code Troubleshooting Procedure
172-4 Intake Manifold Air Temperature Sensor : Voltage
Troubleshooting, “Sensor Signal (Analog, Active) - Test”
Below Normal
174-3 Fuel Temperature Sensor : Voltage Above Normal Troubleshooting, “Sensor Signal (Analog, Active) - Test”
174-4 Fuel Temperature Sensor : Voltage Below Normal Troubleshooting, “Sensor Signal (Analog, Active) - Test”
175-3 Engine Oil Temperature Sensor : Voltage Above
Troubleshooting, “Sensor Signal (Analog, Active) - Test”
Normal
175-4 Engine Oil Temperature Sensor : Voltage Below
Troubleshooting, “Sensor Signal (Analog, Active) - Test”
Normal
190-2 Engine Speed Sensor : Erratic, Intermittent, or
Troubleshooting, “Speed Timing - Test”
Incorrect
190-8 Engine Speed Sensor : Abnormal Frequency, Pulse
Troubleshooting, “Speed Timing - Test”
Width, or Period
253-2 Personality Module : Erratic, Intermittent, or
Troubleshooting, “Control Module - Replace (ICSM)”
Incorrect
262-3 5 Volt Sensor DC Power Supply : Voltage Above
Troubleshooting, “Sensor Supply - Test”
Normal
262-4 5 Volt Sensor DC Power Supply : Voltage Below
Troubleshooting, “Sensor Supply - Test”
Normal
301-5 Ignition Transformer Primary #1 : Current Below
Troubleshooting, “Ignition Primary - Test”
Normal
301-6 Ignition Transformer Primary #1 : Current Above
Troubleshooting, “Ignition Primary - Test”
Normal
302-5 Ignition Transformer Primary #2 : Current Below
Troubleshooting, “Ignition Primary - Test”
Normal
302-6 Ignition Transformer Primary #2 : Current Above
Troubleshooting, “Ignition Primary - Test”
Normal
303-5 Ignition Transformer Primary #3 : Current Below
Troubleshooting, “Ignition Primary - Test”
Normal
303-6 Ignition Transformer Primary #3 : Current Above
Troubleshooting, “Ignition Primary - Test”
Normal
304-5 Ignition Transformer Primary #4 : Current Below
Troubleshooting, “Ignition Primary - Test”
Normal
304-6 Ignition Transformer Primary #4 : Current Above
Troubleshooting, “Ignition Primary - Test”
Normal
305-5 Ignition Transformer Primary #5 : Current Below
Troubleshooting, “Ignition Primary - Test”
Normal
305-6 Ignition Transformer Primary #5 : Current Above
Troubleshooting, “Ignition Primary - Test”
Normal
306-5 Ignition Transformer Primary #6 : Current Below
Troubleshooting, “Ignition Primary - Test”
Normal
306-6 Ignition Transformer Primary #6 : Current Above
Troubleshooting, “Ignition Primary - Test”
Normal
307-5 Ignition Transformer Primary #7 : Current Below
Troubleshooting, “Ignition Primary - Test”
Normal
307-6 Ignition Transformer Primary #7 : Current Above
Troubleshooting, “Ignition Primary - Test”
Normal
(continued)
RENR5910-06 41
Troubleshooting Section

(Table 11, contd)

List of Diagnostic Codes
Code Troubleshooting Procedure
308-5 Ignition Transformer Primary #8 : Current Below
Troubleshooting, “Ignition Primary - Test”
Normal
308-6 Ignition Transformer Primary #8 : Current Above
Troubleshooting, “Ignition Primary - Test”
Normal
309-5 Ignition Transformer Primary #9 : Current Below
Troubleshooting, “Ignition Primary - Test”
Normal
309-6 Ignition Transformer Primary #9 : Current Above
Troubleshooting, “Ignition Primary - Test”
Normal
310-5 Ignition Transformer Primary #10 : Current Below
Troubleshooting, “Ignition Primary - Test”
Normal
310-6 Ignition Transformer Primary #10 : Current Above
Troubleshooting, “Ignition Primary - Test”
Normal
311-5 Ignition Transformer Primary #11 : Current Below
Troubleshooting, “Ignition Primary - Test”
Normal
311-6 Ignition Transformer Primary #11 : Current Above
Troubleshooting, “Ignition Primary - Test”
Normal
312-5 Ignition Transformer Primary #12 : Current Below
Troubleshooting, “Ignition Primary - Test”
Normal
312-6 Ignition Transformer Primary #12 : Current Above
Troubleshooting, “Ignition Primary - Test”
Normal
313-5 Ignition Transformer Primary #13 : Current Below
Troubleshooting, “Ignition Primary - Test”
Normal
313-6 Ignition Transformer Primary #13 : Current Above
Troubleshooting, “Ignition Primary - Test”
Normal
314-5 Ignition Transformer Primary #14 : Current Below
Troubleshooting, “Ignition Primary - Test”
Normal
314-6 Ignition Transformer Primary #14 : Current Above
Troubleshooting, “Ignition Primary - Test”
Normal
315-5 Ignition Transformer Primary #15 : Current Below
Troubleshooting, “Ignition Primary - Test”
Normal
315-6 Ignition Transformer Primary #15 : Current Above
Troubleshooting, “Ignition Primary - Test”
Normal
316-5 Ignition Transformer Primary #16 : Current Below
Troubleshooting, “Ignition Primary - Test”
Normal
316-6 Ignition Transformer Primary #16 : Current Above
Troubleshooting, “Ignition Primary - Test”
Normal
323-3 Engine Shutdown Lamp : Voltage Above Normal Troubleshooting, “Indicator Lamp - Test”
324-3 Warning Lamp (Action) : Voltage Above Normal Troubleshooting, “Indicator Lamp - Test”
336-2 Engine Control Switch : Erratic, Intermittent, or
Troubleshooting, “Electrical Power Supply - Test”
Incorrect
338-5 Engine Pre-Lube Pump Relay : Current Below
Troubleshooting, “Prelubrication - Test”
Normal
338-6 Engine Pre-Lube Pump Relay : Current Above
Troubleshooting, “Prelubrication - Test”
Normal
339-5 Engine Pre-Lube Pressure Switch : Current Below
Troubleshooting, “Prelubrication - Test”
Normal
(continued)
42 RENR5910-06
Troubleshooting Section

(Table 11, contd)

List of Diagnostic Codes
Code Troubleshooting Procedure
401-5 Ignition Transformer Secondary #1 : Current Below
Troubleshooting, “Ignition Secondary - Test”
Normal
401-6 Ignition Transformer Secondary #1 : Current Above
Troubleshooting, “Ignition Secondary - Test”
Normal
402-5 Ignition Transformer Secondary #2 : Current Below
Troubleshooting, “Ignition Secondary - Test”
Normal
402-6 Ignition Transformer Secondary #2 : Current Above
Troubleshooting, “Ignition Secondary - Test”
Normal
403-5 Ignition Transformer Secondary #3 : Current Below
Troubleshooting, “Ignition Secondary - Test”
Normal
403-6 Ignition Transformer Secondary #3 : Current Above
Troubleshooting, “Ignition Secondary - Test”
Normal
404-5 Ignition Transformer Secondary #4 : Current Below
Troubleshooting, “Ignition Secondary - Test”
Normal
404-6 Ignition Transformer Secondary #4 : Current Above
Troubleshooting, “Ignition Secondary - Test”
Normal
405-5 Ignition Transformer Secondary #5 : Current Below
Troubleshooting, “Ignition Secondary - Test”
Normal
405-6 Ignition Transformer Secondary #5 : Current Above
Troubleshooting, “Ignition Secondary - Test”
Normal
406-5 Ignition Transformer Secondary #6 : Current Below
Troubleshooting, “Ignition Secondary - Test”
Normal
406-6 Ignition Transformer Secondary #6 : Current Above
Troubleshooting, “Ignition Secondary - Test”
Normal
407-5 Ignition Transformer Secondary #7 : Current Below
Troubleshooting, “Ignition Secondary - Test”
Normal
407-6 Ignition Transformer Secondary #7 : Current Above
Troubleshooting, “Ignition Secondary - Test”
Normal
408-5 Ignition Transformer Secondary #8 : Current Below
Troubleshooting, “Ignition Secondary - Test”
Normal
408-6 Ignition Transformer Secondary #8 : Current Above
Troubleshooting, “Ignition Secondary - Test”
Normal
409-5 Ignition Transformer Secondary #9 : Current Below
Troubleshooting, “Ignition Secondary - Test”
Normal
409-6 Ignition Transformer Secondary #9 : Current Above
Troubleshooting, “Ignition Secondary - Test”
Normal
410-5 Ignition Transformer Secondary #10 : Current
Troubleshooting, “Ignition Secondary - Test”
Below Normal
410-6 Ignition Transformer Secondary #10 : Current
Troubleshooting, “Ignition Secondary - Test”
Above Normal
411-5 Ignition Transformer Secondary #11 : Current Below
Troubleshooting, “Ignition Secondary - Test”
Normal
411-6 Ignition Transformer Secondary #11 : Current
Troubleshooting, “Ignition Secondary - Test”
Above Normal
412-5 Ignition Transformer Secondary #12 : Current
Troubleshooting, “Ignition Secondary - Test”
Below Normal
412-6 Ignition Transformer Secondary #12 : Current
Troubleshooting, “Ignition Secondary - Test”
Above Normal
(continued)
RENR5910-06 43
Troubleshooting Section

(Table 11, contd)

List of Diagnostic Codes
Code Troubleshooting Procedure
413-5 Ignition Transformer Secondary #13 : Current
Troubleshooting, “Ignition Secondary - Test”
Below Normal
413-6 Ignition Transformer Secondary #13 : Current
Troubleshooting, “Ignition Secondary - Test”
Above Normal
414-5 Ignition Transformer Secondary #14 : Current
Troubleshooting, “Ignition Secondary - Test”
Below Normal
414-6 Ignition Transformer Secondary #14 : Current
Troubleshooting, “Ignition Secondary - Test”
Above Normal
415-5 Ignition Transformer Secondary #15 : Current
Troubleshooting, “Ignition Secondary - Test”
Below Normal
415-6 Ignition Transformer Secondary #15 : Current
Troubleshooting, “Ignition Secondary - Test”
Above Normal
416-5 Ignition Transformer Secondary #16 : Current
Troubleshooting, “Ignition Secondary - Test”
Below Normal
416-6 Ignition Transformer Secondary #16 : Current
Troubleshooting, “Ignition Secondary - Test”
Above Normal
443-3 Crank Terminate Relay : Voltage Below Normal Troubleshooting, “Indicator Lamp - Test”
444-5 Starter Motor Relay : Current Below Normal Troubleshooting, “Starting - Test”
444-6 Starter Motor Relay : Current Above Normal Troubleshooting, “Starting - Test”
445-3 Run Relay : Voltage Above Normal Troubleshooting, “Indicator Lamp - Test”
524-3 Desired Engine Speed Sensor : Voltage Above
Troubleshooting, “Speed Control - Test”
Normal
524-4 Desired Engine Speed Sensor : Voltage Below
Troubleshooting, “Speed Control - Test”
Normal
525-5 Choke Actuator : Current Below Normal Troubleshooting, “Choke Actuator - Test”
525-6 Choke Actuator : Current Above Normal Troubleshooting, “Choke Actuator - Test”
526-5 Turbo Wastegate Drive : Current Below Normal Troubleshooting, “Wastegate - Test”
526-6 Turbo Wastegate Drive : Current Above Normal Troubleshooting, “Wastegate - Test”
542-3 Engine Oil Pressure Sensor - Before Oil Filter : Analog Sensor SignalTroubleshooting, “Sensor Signal (Analog,
Voltage Above Normal Active) - Test”
542-4 Engine Oil Pressure Sensor - Before Oil Filter : Analog Sensor SignalTroubleshooting, “Sensor Signal (Analog,
Voltage Below Normal Active) - Test”
591-12 EEPROM checksum fault or ECM not programmed Troubleshooting, “Control Module - Replace (ICSM)”
1040-9 ICSM #1 : Abnormal Update Rate Troubleshooting, “Integrated Combustion Sensing Module - Test”
1041-9 ICSM #2 : Abnormal Update Rate Troubleshooting, “Integrated Combustion Sensing Module - Test”
1043-2 Cylinder #1 Firing Signal noisy Troubleshooting, “Cylinder Firing Signal - Test”
1043-3 Cylinder #1 Firing Signal : Voltage Above Normal Troubleshooting, “Cylinder Firing Signal - Test”
1043-4 Cylinder #1 Firing Signal : Voltage Below Normal Troubleshooting, “Cylinder Firing Signal - Test”
1043-8 Cylinder #1 Firing Signal : Abnormal Frequency,
Troubleshooting, “Cylinder Firing Signal - Test”
Pulse Width, or Period
1044-2 All Cylinders Firing Signal noisy Troubleshooting, “Cylinder Firing Signal - Test”
1044-3 All Cylinders Firing Signal : Voltage Above Normal Troubleshooting, “Cylinder Firing Signal - Test”
1044-4 All Cylinders Firing Signal : Voltage Below Normal Troubleshooting, “Cylinder Firing Signal - Test”
(continued)
44 RENR5910-06
Troubleshooting Section

(Table 11, contd)

List of Diagnostic Codes
Code Troubleshooting Procedure
1101-2 Cylinder #1 Combustion Probe : Erratic,
Troubleshooting, “Cylinder Combustion - Test”
Intermittent, or Incorrect
1101-4 Cylinder #1 Combustion Probe : Voltage Below
Troubleshooting, “Cylinder Combustion - Test”
Normal
1102-2 Cylinder #2 Combustion Probe : Erratic,
Troubleshooting, “Cylinder Combustion - Test”
Intermittent, or Incorrect
1102-4 Cylinder #2 Combustion Probe : Voltage Below
Troubleshooting, “Cylinder Combustion - Test”
Normal
1103-2 Cylinder #3 Combustion Probe : Erratic,
Troubleshooting, “Cylinder Combustion - Test”
Intermittent, or Incorrect
1103-4 Cylinder #3 Combustion Probe : Voltage Below
Troubleshooting, “Cylinder Combustion - Test”
Normal
1104-2 Cylinder #4 Combustion Probe : Erratic,
Troubleshooting, “Cylinder Combustion - Test”
Intermittent, or Incorrect
1104-4 Cylinder #4 Combustion Probe : Voltage Below
Troubleshooting, “Cylinder Combustion - Test”
Normal
1105-2 Cylinder #5 Combustion Probe : Erratic,
Troubleshooting, “Cylinder Combustion - Test”
Intermittent, or Incorrect
1105-4 Cylinder #5 Combustion Probe : Voltage Below
Troubleshooting, “Cylinder Combustion - Test”
Normal
1106-2 Cylinder #6 Combustion Probe : Erratic,
Troubleshooting, “Cylinder Combustion - Test”
Intermittent, or Incorrect
1106-4 Cylinder #6 Combustion Probe : Voltage Below
Troubleshooting, “Cylinder Combustion - Test”
Normal
1107-2 Cylinder #7 Combustion Probe : Erratic,
Troubleshooting, “Cylinder Combustion - Test”
Intermittent, or Incorrect
1107-4 Cylinder #7 Combustion Probe : Voltage Below
Troubleshooting, “Cylinder Combustion - Test”
Normal
1108-2 Cylinder #8 Combustion Probe : Erratic,
Troubleshooting, “Cylinder Combustion - Test”
Intermittent, or Incorrect
1108-4 Cylinder #8 Combustion Probe : Voltage Below
Troubleshooting, “Cylinder Combustion - Test”
Normal
1109-2 Cylinder #9 Combustion Probe : Erratic,
Troubleshooting, “Cylinder Combustion - Test”
Intermittent, or Incorrect
1109-4 Cylinder #9 Combustion Probe : Voltage Below
Troubleshooting, “Cylinder Combustion - Test”
Normal
1110-2 Cylinder #10 Combustion Probe : Erratic,
Troubleshooting, “Cylinder Combustion - Test”
Intermittent, or Incorrect
1110-4 Cylinder #10 Combustion Probe : Voltage Below
Troubleshooting, “Cylinder Combustion - Test”
Normal
1111-2 Cylinder #11 Combustion Probe : Erratic,
Troubleshooting, “Cylinder Combustion - Test”
Intermittent, or Incorrect
1111-4 Cylinder #11 Combustion Probe : Voltage Below
Troubleshooting, “Cylinder Combustion - Test”
Normal
1112-2 Cylinder #12 Combustion Probe : Erratic,
Troubleshooting, “Cylinder Combustion - Test”
Intermittent, or Incorrect
1112-4 Cylinder #12 Combustion Probe : Voltage Below
Troubleshooting, “Cylinder Combustion - Test”
Normal
(continued)
RENR5910-06 45
Troubleshooting Section

(Table 11, contd)

List of Diagnostic Codes
Code Troubleshooting Procedure
1113-2 Cylinder #13 Combustion Probe : Erratic,
Troubleshooting, “Cylinder Combustion - Test”
Intermittent, or Incorrect
1113-4 Cylinder #13 Combustion Probe : Voltage Below
Troubleshooting, “Cylinder Combustion - Test”
Normal
1114-2 Cylinder #14 Combustion Probe : Erratic,
Troubleshooting, “Cylinder Combustion - Test”
Intermittent, or Incorrect
1114-4 Cylinder #14 Combustion Probe : Voltage Below
Troubleshooting, “Cylinder Combustion - Test”
Normal
1115-2 Cylinder #15 Combustion Probe : Erratic,
Troubleshooting, “Cylinder Combustion - Test”
Intermittent, or Incorrect
1115-4 Cylinder #15 Combustion Probe : Voltage Below
Troubleshooting, “Cylinder Combustion - Test”
Normal
1116-2 Cylinder #16 Combustion Probe : Erratic,
Troubleshooting, “Cylinder Combustion - Test”
Intermittent, or Incorrect
1116-4 Cylinder #16 Combustion Probe : Voltage Below
Troubleshooting, “Cylinder Combustion - Test”
Normal
1489-3 Left Turbo Turbine Outlet Temperature Sensor :
Troubleshooting, “Exhaust Temperature - Test”
Voltage Above Normal
1489-4 Left Turbo Turbine Outlet Temperature Sensor :
Troubleshooting, “Exhaust Temperature - Test”
Voltage Below Normal
1489-5 Left Turbo Turbine Outlet Temperature Sensor :
Troubleshooting, “Exhaust Temperature - Test”
Current Below Normal
1490-3 Right Turbo Turbine Outlet Temperature Sensor :
Troubleshooting, “Exhaust Temperature - Test”
Voltage Above Normal
1490-4 Right Turbo Turbine Outlet Temperature Sensor :
Troubleshooting, “Exhaust Temperature - Test”
Voltage Below Normal
1490-5 Right Turbo Turbine Outlet Temperature Sensor :
Troubleshooting, “Exhaust Temperature - Test”
Current Below Normal
1491-3 Right Turbo Turbine Inlet Temperature Sensor :
Troubleshooting, “Exhaust Temperature - Test”
Voltage Above Normal
1491-4 Right Turbo Turbine Inlet Temperature Sensor :
Troubleshooting, “Exhaust Temperature - Test”
Voltage Below Normal
1491-5 Right Turbo Turbine Inlet Temperature Sensor :
Troubleshooting, “Exhaust Temperature - Test”
Current Below Normal
1492-3 Left Turbo Turbine Inlet Temperature Sensor :
Troubleshooting, “Exhaust Temperature - Test”
Voltage Above Normal
1492-4 Left Turbo Turbine Inlet Temperature Sensor :
Troubleshooting, “Exhaust Temperature - Test”
Voltage Below Normal
1492-5 Left Turbo Turbine Inlet Temperature Sensor :
Troubleshooting, “Exhaust Temperature - Test”
Current Below Normal
1501-3 Cylinder #1 Detonation Sensor : Voltage Above
Troubleshooting, “Detonation - Test”
Normal
1501-4 Cylinder #1 Detonation Sensor : Voltage Below
Troubleshooting, “Detonation - Test”
Normal
1502-3 Cylinder #2 Detonation Sensor : Voltage Above
Troubleshooting, “Detonation - Test”
Normal
1502-4 Cylinder #2 Detonation Sensor : Voltage Below
Troubleshooting, “Detonation - Test”
Normal
(continued)
46 RENR5910-06
Troubleshooting Section

(Table 11, contd)

List of Diagnostic Codes
Code Troubleshooting Procedure
1503-3 Cylinder #3 Detonation Sensor : Voltage Above
Troubleshooting, “Detonation - Test”
Normal
1503-4 Cylinder #3 Detonation Sensor : Voltage Below
Troubleshooting, “Detonation - Test”
Normal
1505-3 Cylinder #5 Detonation Sensor : Voltage Above
Troubleshooting, “Detonation - Test”
Normal
1505-4 Cylinder #5 Detonation Sensor : Voltage Below
Troubleshooting, “Detonation - Test”
Normal
1506-3 Cylinder #6 Detonation Sensor : Voltage Above
Troubleshooting, “Detonation - Test”
Normal
1506-4 Cylinder #6 Detonation Sensor : Voltage Below
Troubleshooting, “Detonation - Test”
Normal
1507-3 Cylinder #7 Detonation Sensor : Voltage Above
Troubleshooting, “Detonation - Test”
Normal
1507-4 Cylinder #7 Detonation Sensor : Voltage Below
Troubleshooting, “Detonation - Test”
Normal
1509-3 Cylinder #9 Detonation Sensor : Voltage Above
Troubleshooting, “Detonation - Test”
Normal
1509-4 Cylinder #9 Detonation Sensor : Voltage Below
Troubleshooting, “Detonation - Test”
Normal
1510-3 Cylinder #10 Detonation Sensor : Voltage Above
Troubleshooting, “Detonation - Test”
Normal
1510-4 Cylinder #10 Detonation Sensor : Voltage Below
Troubleshooting, “Detonation - Test”
Normal
1513-3 Cylinder #13 Detonation Sensor : Voltage Above
Troubleshooting, “Detonation - Test”
Normal
1513-4 Cylinder #13 Detonation Sensor : Voltage Below
Troubleshooting, “Detonation - Test”
Normal
1514-3 Cylinder #14 Detonation Sensor : Voltage Above
Troubleshooting, “Detonation - Test”
Normal
1514-4 Cylinder #14 Detonation Sensor : Voltage Below
Troubleshooting, “Detonation - Test”
Normal
1531-3 Engine Cylinder #1 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Above Normal
1531-4 Engine Cylinder #1 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Below Normal
1531-5 Engine Cylinder #1 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Current Below Normal
1532-3 Engine Cylinder #2 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Above Normal
1532-4 Engine Cylinder #2 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Below Normal
1532-5 Engine Cylinder #2 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Current Below Normal
1533-3 Engine Cylinder #3 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Above Normal
1533-4 Engine Cylinder #3 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Below Normal
(continued)
RENR5910-06 47
Troubleshooting Section

(Table 11, contd)

List of Diagnostic Codes
Code Troubleshooting Procedure
1533-5 Engine Cylinder #3 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Current Below Normal
1534-3 Engine Cylinder #4 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Above Normal
1534-4 Engine Cylinder #4 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Below Normal
1534-5 Engine Cylinder #4 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Current Below Normal
1535-3 Engine Cylinder #5 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Above Normal
1535-4 Engine Cylinder #5 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Below Normal
1535-5 Engine Cylinder #5 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Current Below Normal
1536-3 Engine Cylinder #6 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Above Normal
1536-4 Engine Cylinder #6 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Below Normal
1536-5 Engine Cylinder #6 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Current Below Normal
1537-3 Engine Cylinder #7 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Above Normal
1537-4 Engine Cylinder #7 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Below Normal
1537-5 Engine Cylinder #7 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Current Below Normal
1538-3 Engine Cylinder #8 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Above Normal
1538-4 Engine Cylinder #8 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Below Normal
1538-5 Engine Cylinder #8 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Current Below Normal
1539-3 Engine Cylinder #9 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Above Normal
1539-4 Engine Cylinder #9 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Below Normal
1539-5 Engine Cylinder #9 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Current Below Normal
1540-3 Engine Cylinder #10 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Above Normal
1540-4 Engine Cylinder #10 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Below Normal
1540-5 Engine Cylinder #10 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Current Below Normal
1541-3 Engine Cylinder #11 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Above Normal
1541-4 Engine Cylinder #11 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Below Normal
(continued)
48 RENR5910-06
Troubleshooting Section

(Table 11, contd)

List of Diagnostic Codes
Code Troubleshooting Procedure
1541-5 Engine Cylinder #11 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Current Below Normal
1542-3 Engine Cylinder #12 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Above Normal
1542-4 Engine Cylinder #12 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Below Normal
1542-5 Engine Cylinder #12 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Current Below Normal
1543-3 Engine Cylinder #13 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Above Normal
1543-4 Engine Cylinder #13 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Below Normal
1543-5 Engine Cylinder #13 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Current Below Normal
1544-3 Engine Cylinder #14 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Above Normal
1544-4 Engine Cylinder #14 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Below Normal
1544-5 Engine Cylinder #14 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Current Below Normal
1545-3 Engine Cylinder #15 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Above Normal
1545-4 Engine Cylinder #15 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Below Normal
1545-5 Engine Cylinder #15 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Current Below Normal
1546-3 Engine Cylinder #16 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Above Normal
1546-4 Engine Cylinder #16 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Voltage Below Normal
1546-5 Engine Cylinder #16 Exhaust Port Temperature
Troubleshooting, “Exhaust Temperature - Test”
Sensor : Current Below Normal
1844-5 Fuel Actuator : Current Below Normal Troubleshooting, “Fuel Actuator - Test”
1844-6 Fuel Actuator : Current Above Normal Troubleshooting, “Fuel Actuator - Test”

Diagnostic Codes Module Identifier (MID) – The MID is a code with

Diagnostic codes alert the operator that a problem in
the electronic system has been detected. Diagnostic
codes are also used by the service technician
to identify the nature of the problem. Cat ET is
a software program that is designed to run on a
personal computer. The software can be used by
the technician in order to view the diagnostic code
information for an Electronic Control Module (ECM).
Diagnostic codes may consist of the component
identifier (CID), and the failure mode identifier (FMI).
two or three digits that indicates the electronic
module which generated the diagnostic code. The
MID for the engine's ECM is 036. Because Vee
engines have two Integrated Combustion Sensing
Modules (ICSM), there are two module identifiers.
The MID for the “#1” ICSM on the Vee engine's right
side is 109. In-line engines have one ICSM which is
also identified as 109. The MID for the “#2” ICSM
on the Vee engine's left side is 110. Some electronic
displays do not display the MID because the module
which generates the code is obvious.
RENR5910-06 49
Troubleshooting Section

Component Identifier (CID) – The CID indicates the

component that generated the code. For example,
the CID number 301 identifies the ignition transformer
primary for the number one cylinder.

Failure Mode Identifier (FMI) – The FMI indicates

the type of failure. Table 12 is a list of the failure
mode identifiers.

Table 12
Failure Mode Identifiers
FMI Description of Failure
00 “Data valid but above normal operating
range”
01 “Data valid but below normal operating
range”
02 “Data erratic, intermittent or incorrect”
03 “Voltage above normal or shorted high”
04 “Voltage below normal or shorted low”
05 “Current below normal or open circuit”
06 “Current above normal or grounded
circuit”
07 “Mechanical system not responding
properly”
08 “Abnormal frequency, pulse, or period”
09 “Abnormal update”
10 “Abnormal rate of change”
11 “Failure mode not identifiable”
g01365757
Illustration 30
12 “Bad device or component”
Example of the typical operating range of a sensor
13 “Out of calibration” (1) This area represents the normal operating range of the engine
parameter.
14 “Not used”
(2) In these areas, the engine is operating in an unsafe operating
15 “Not used” range of the monitored parameter. An event code will be
generated for the monitored parameter. The sensor circuit
16 “Parameter not available” does not have an electronic problem. Refer to Troubleshooting,
“Event Codes” for additional information on event codes.
17 “Module not responding” (3) In these areas, the signal from the sensor is outside of the
operating range of the sensor. The sensor circuit has an
18 “Sensor supply fault” electronic problem. A diagnostic code will be generated for
the sensor circuit.
19 “Condition not met”
20 “Not used” Active Diagnostic Codes
Refer to Table 11 for a complete list of the diagnostic An active diagnostic code represents a problem with
codes and the appropriate troubleshooting procedure. the electronic control system. Correct the problem
as soon as possible.
Note: Do not confuse diagnostic codes with
event codes. Event codes alert the operator that an When the engine's ECM generates an active
abnormal operating condition such as low oil pressure diagnostic code, the “Active Alarm” indicator (“Engine
or high coolant temperature has been detected. If an Control Alarm Status” on Cat ET) is activated in order
event code is active, refer to Troubleshooting, “Event to alert the operator. If the condition that generated
Codes”. the code is momentary, the message disappears from
the list of active diagnostic codes. The diagnostic
Illustration 30 is an example of the operating range code becomes logged.
of a sensor.
50 RENR5910-06
Troubleshooting Section

Logged Diagnostic Codes

When the ECM generates a diagnostic code, the
ECM logs the code in permanent memory. The
ECM has an internal diagnostic clock. Each ECM
will record the following information when a code is
generated:

• The hour of the first occurrence of the code

• The hour of the last occurrence of the code
• The number of occurrences of the code
This information is a valuable indicator for
troubleshooting intermittent problems.

A code is cleared from memory when one of the

following conditions occur:

• The service technician manually clears the code.

• The code does not recur for 100 hours.
• A new code is logged and there are already ten
codes in memory. In this case, the oldest code is
cleared.

Some diagnostic codes may be easily triggered.

Some diagnostic codes may log occurrences that
did not result in complaints. The most likely cause
of an intermittent problem is a faulty connection
or damaged wiring. The next likely cause is a
component failure. The least likely cause is the failure
of an electronic module. Diagnostic codes that are
logged repeatedly may indicate a problem that needs
special investigation.

Note: Always clear logged diagnostic codes after

investigating and correcting the problem which
generated the code.
RENR5910-06 51
Troubleshooting Section

Event Codes
i02870328

Event Codes
SMCS Code: 1900

Engine Monitoring
The Electronic Control Module (ECM) monitors the
operating parameters of the engine. The ECM will
generate an event code if a specific engine parameter
exceeds an acceptable range that is defined by the
engine monitoring system. For information on the
engine monitoring system, refer to Troubleshooting,
“Engine Monitoring System”.

Cross-Reference Information for

Event Codes
Event codes are generated when abnormal operating
conditions exist. Table 13 is a list of the event codes
for the engine. The event codes are cross-referenced
with the appropriate procedure that can be used to
troubleshoot the code.

Table 13
List of Event Codes
Code
E004(3) Engine Overspeed Shutdown
E013(3) High Crankcase Pressure Shutdown
E016(3) High Engine Coolant Temperature Shutdown
E017(1) High Engine Coolant Temperature Warning
E019(3) High Engine Oil Temperature Shutdown
E020(1) High Engine Oil Temperature Warning
E026(3) High Inlet Air Temperature Shutdown
E027(1) High Inlet Air Temperature Warning
E038(1) Low Engine Coolant Temperature Warning
E040(3) Low Engine Oil Pressure Shutdown
E042(3) Low System Voltage Shutdown
E043(1) Low System Voltage Warning
E050(1) High System Voltage Warning
E096(1) High Fuel Pressure
E100(1) Low Engine Oil Pressure Warning
E101(1) High Crankcase Pressure Warning
E125(1) Engine Oil Pressure High Warning
E126(3) Engine Oil Pressure High Shutdown
Troubleshooting Procedure
Troubleshooting, “Engine Overspeeds”
Troubleshooting, “Crankcase Pressure Is High”
Troubleshooting, “Coolant Temperature Is High”
Troubleshooting, “Oil Temperature Is High”
Troubleshooting, “Inlet Air Temperature Is High”
Troubleshooting, “Coolant Temperature Is Low”
Troubleshooting, “Oil Pressure Is Low”
Troubleshooting, “Electrical Power Supply - Test”
Troubleshooting, “Fuel Pressure Problem”
Troubleshooting, “Oil Pressure Is Low”
Troubleshooting, “Crankcase Pressure Is High”
Troubleshooting, “Oil Pressure Is High”
(continued)
52 RENR5910-06
Troubleshooting Section

(Table 13, contd)

List of Event Codes
Code Troubleshooting Procedure
E127(1) Engine Oil Filter Diff Pressure Low Warning Troubleshooting, “Oil Filter Differential Pressure Problem”
E128(3) Engine Oil Filter Diff Pressure Low Shutdown
E129(1) Engine Oil Filter Diff Pressure High Warning
E130(3) Engine Oil Filter Diff Pressure High Shutdown
E135 (3) Low Jacket Water Pressure Shutdown Troubleshooting, “Coolant Pressure Is Low”
E200(1) Continuous Cylinder Misfire Troubleshooting, “Engine Misfires, Runs Tough or Is
Unstable”
E201(1) Cylinder #1 Intermittent Misfire Troubleshooting, “Engine Misfires, Runs Tough or Is
Unstable”
E202(1) Cylinder #2 Intermittent Misfire
E203(1) Cylinder #3 Intermittent Misfire
E204(1) Cylinder #4 Intermittent Misfire
E205(1) Cylinder #5 Intermittent Misfire Troubleshooting, “Engine Misfires, Runs Tough or Is
Unstable”
E206(1) Cylinder #6 Intermittent Misfire
E207(1) Cylinder #7 Intermittent Misfire
E208(1) Cylinder #8 Intermittent Misfire
E209(1) Cylinder #9 Intermittent Misfire Troubleshooting, “Engine Misfires, Runs Tough or Is
Unstable”
E210(1) Cylinder #10 Intermittent Misfire
E211(1) Cylinder #11 Intermittent Misfire
E212(1) Cylinder #12 Intermittent Misfire
E213(1) Cylinder #13 Intermittent Misfire Troubleshooting, “Engine Misfires, Runs Tough or Is
Unstable”
E214(1) Cylinder #14 Intermittent Misfire
E215(1) Cylinder #15 Intermittent Misfire
E216(1) Cylinder #16 Intermittent Misfire
E223(1) High Gas Temperature Troubleshooting, “Fuel Temperature Is High”
E224(3) High Jacket Water Inlet Pressure Troubleshooting, “Coolant Pressure Is High”
E225(3) Engine Overcrank Troubleshooting, “Engine Overcrank Occurrence”
E226(3) Driven Equipment Not Ready Troubleshooting, “Engine Shutdown or Start Inhibit Initiated
by Driven Equipment”
E228(1) Low Jacket Water Outlet Pressure Troubleshooting, “Coolant Pressure Is Low”
E228(3) Low Jacket Water Outlet Pressure
E231(3) Fuel Quality Out of Range Troubleshooting, “Fuel Energy Content Problem”
E233(3) Low Engine Pre-Lube Pressure Troubleshooting, “Prelubrication Pressure Is Low”
E242(2) Engine Overload Troubleshooting, “Engine Overloads”
E243(1) High Left Turbo Turbine Outlet Temperature Troubleshooting, “Turbocharger Turbine Temperature Is High”
E243(3) High Left Turbo Turbine Outlet Temperature
E244(1) High Right Turbo Turbine Outlet Temperature Troubleshooting, “Turbocharger Turbine Temperature Is High”
E244(3) High Right Turbo Turbine Outlet Temperature
E245(1) High Right Turbo Turbine Inlet Temperature Troubleshooting, “Turbocharger Turbine Temperature Is High”
E245(3) High Right Turbo Turbine Inlet Temperature
(continued)
RENR5910-06 53
Troubleshooting Section

(Table 13, contd)

List of Event Codes
Code Troubleshooting Procedure
E246(1) High Left Turbo Turbine Inlet Temperature Troubleshooting, “Turbocharger Turbine Temperature Is High”
E246(3) High Left Turbo Turbine Inlet Temperature
E264(3) Emergency Stop Activated Troubleshooting, “Engine Shutdown Occurrence”
E266(3) Low Hydrax Oil Pressure Troubleshooting, “Electrohydraulic System Oil Pressure Is
Low”
E268(3) Unexpected Engine Shutdown Troubleshooting, “Engine Shutdown Is Intermittent”
E269(3) Customer Shutdown Requested Troubleshooting, “Engine Shutdown Occurrence”
E270(3) Driven Equipment Shutdown Requested Troubleshooting, “Engine Shutdown or Start Inhibit Initiated
by Driven Equipment”
E337(1) High Engine Oil to Engine Coolant Diff Temp Troubleshooting, “Temperature Ratio of Coolant to Oil Is Low”
E337(3) High Engine Oil to Engine Coolant Diff Temp
E384(1) Left Air Inlet Restriction Troubleshooting, “Inlet Air Is Restricted”
E384(3) Left Air Inlet Restriction
E385(1) Right Air Inlet Restriction
E385(3) Right Air Inlet Restriction
E386(1) Low Engine Coolant or Engine Oil Level Troubleshooting, “Coolant Level Is Low”
Troubleshooting, “Oil Level Is Low”
E386(3) Low Engine Coolant or Engine Oil Level
E401(1) Cylinder #1 Detonation Troubleshooting, “Detonation Occurrence”
E402(1) Cylinder #2 Detonation
E403 (1) Cylinder #3 Detonation
E404 (1) Cylinder #4 Detonation
E405(1) Cylinder #5 Detonation Troubleshooting, “Detonation Occurrence”
E406(1) Cylinder #6 Detonation
E407(1) Cylinder #7 Detonation
E408(1) Cylinder #8 Detonation
E409(1) Cylinder #9 Detonation Troubleshooting, “Detonation Occurrence”
E410(1) Cylinder #10 Detonation
E411(1) Cylinder #11 Detonation
E412(1) Cylinder #12 Detonation
E413(1) Cylinder #13 Detonation Troubleshooting, “Detonation Occurrence”
E414(1) Cylinder #14 Detonation
E415(1) Cylinder #15 Detonation
E416(1) Cylinder #16 Detonation
E421(3) Cylinder #1 Detonation Shutdown Troubleshooting, “Detonation Occurrence”
E422(3) Cylinder #2 Detonation Shutdown
E423(3) Cylinder #3 Detonation Shutdown
E424(3) Cylinder #4 Detonation Shutdown
(continued)
54 RENR5910-06
Troubleshooting Section

(Table 13, contd)

List of Event Codes
Code Troubleshooting Procedure
E425(3) Cylinder #5 Detonation Shutdown Troubleshooting, “Detonation Occurrence”
E426(3) Cylinder #6 Detonation Shutdown
E427(3) Cylinder #7 Detonation Shutdown
E428(3) Cylinder #8 Detonation Shutdown
E429(3) Cylinder #9 Detonation Shutdown Troubleshooting, “Detonation Occurrence”
E430(3) Cylinder #10 Detonation Shutdown
E431(3) Cylinder #11 Detonation Shutdown
E432(3) Cylinder #12 Detonation Shutdown
E433(3) Cylinder #13 Detonation Shutdown Troubleshooting, “Detonation Occurrence”
E434(3) Cylinder #14 Detonation Shutdown
E435(3) Cylinder #15 Detonation Shutdown
E436(3) Cylinder #16 Detonation Shutdown
E498(3) Fuel Pressure Present During Initial Cranking Troubleshooting, “Engine Cranks but Does Not Start”
E601(1) Cylinder #1 Continuous Misfire Troubleshooting, “Engine Misfires, Runs Rough or Is
Unstable”
E602(1) Cylinder #2 Continuous Misfire
E603(1) Cylinder #3 Continuous Misfire
E604(1) Cylinder #4 Continuous Misfire
E605(1) Cylinder #5 Continuous Misfire Troubleshooting, “Engine Misfires, Runs Rough or Is
Unstable”
E606(1) Cylinder #6 Continuous Misfire
E607(1) Cylinder #7 Continuous Misfire
E608(1) Cylinder #8 Continuous Misfire
E609(1) Cylinder #9 Continuous Misfire Troubleshooting, “Engine Misfires, Runs Rough or Is
Unstable”
E610(1) Cylinder #10 Continuous Misfire
E611(1) Cylinder #11 Continuous Misfire
E612(1) Cylinder #12 Continuous Misfire
E613(1) Cylinder #13 Continuous Misfire Troubleshooting, “Engine Misfires, Runs Rough or Is
Unstable”
E614(1) Cylinder #14 Continuous Misfire
E615(1) Cylinder #5 Continuous Misfire
E616(1) Cylinder #16 Continuous Misfire
E801(1) Cylinder #1 High Exhaust Port Temp Troubleshooting, “Exhaust Temperature Is High”
E801(3) Cylinder #1 High Exhaust Port Temp
E802(1) Cylinder #2 High Exhaust Port Temp Troubleshooting, “Exhaust Temperature Is High”
E802(3) Cylinder #2 High Exhaust Port Temp
E803(1) Cylinder #3 High Exhaust Port Temp Troubleshooting, “Exhaust Temperature Is High”
E803(3) Cylinder #3 High Exhaust Port Temp
E804(1) Cylinder #4 High Exhaust Port Temp Troubleshooting, “Exhaust Temperature Is High”
E804(3) Cylinder #4 High Exhaust Port Temp
(continued)
RENR5910-06 55
Troubleshooting Section

(Table 13, contd)

List of Event Codes
Code Troubleshooting Procedure
E805(1) Cylinder #5 High Exhaust Port Temp Troubleshooting, “Exhaust Temperature Is High”
E805(3) Cylinder #5 High Exhaust Port Temp
E806(1) Cylinder #6 High Exhaust Port Temp Troubleshooting, “Exhaust Temperature Is High”
E806(3) Cylinder #6 High Exhaust Port Temp
E807(1) Cylinder #7 High Exhaust Port Temp Troubleshooting, “Exhaust Temperature Is High”
E807(3) Cylinder #7 High Exhaust Port Temp
E808(1) Cylinder #8 High Exhaust Port Temp Troubleshooting, “Exhaust Temperature Is High”
E808(3) Cylinder #8 High Exhaust Port Temp
E809(1) Cylinder #9 High Exhaust Port Temp Troubleshooting, “Exhaust Temperature Is High”
E809(3) Cylinder #9 High Exhaust Port Temp
E810(1) Cylinder #10 High Exhaust Port Temp Troubleshooting, “Exhaust Temperature Is High”
E810(3) Cylinder #10 High Exhaust Port Temp
E811(1) Cylinder #11 High Exhaust Port Temp Troubleshooting, “Exhaust Temperature Is High”
E811(3) Cylinder #11 High Exhaust Port Temp
E812(1) Cylinder #12 High Exhaust Port Temp Troubleshooting, “Exhaust Temperature Is High”
E812(3) Cylinder #12 High Exhaust Port Temp
E813(1) Cylinder #13 High Exhaust Port Temp Troubleshooting, “Exhaust Temperature Is High”
E813(3) Cylinder #13 High Exhaust Port Temp
E814(1) Cylinder #14 High Exhaust Port Temp Troubleshooting, “Exhaust Temperature Is High”
E814(3) Cylinder #14 High Exhaust Port Temp
E815(1) Cylinder #15 High Exhaust Port Temp Troubleshooting, “Exhaust Temperature Is High”
E815(3) Cylinder #15 High Exhaust Port Temp
E816(1) Cylinder #16 High Exhaust Port Temp Troubleshooting, “Exhaust Temperature Is High”
E816(3) Cylinder #16 High Exhaust Port Temp
E821(1) Cyl #1 Exhaust Port Temp Deviating High Troubleshooting, “Exhaust Temperature Is High”
E821(3) Cyl #1 Exhaust Port Temp Deviating High
E822(1) Cyl #2 Exhaust Port Temp Deviating High Troubleshooting, “Exhaust Temperature Is High”
E822(3) Cyl #2 Exhaust Port Temp Deviating High
E823(1) Cyl #3 Exhaust Port Temp Deviating High Troubleshooting, “Exhaust Temperature Is High”
E823(3) Cyl #3 Exhaust Port Temp Deviating High
E824(1) Cyl #4 Exhaust Port Temp Deviating High Troubleshooting, “Exhaust Temperature Is High”
E824(3) Cyl #4 Exhaust Port Temp Deviating High
E825(1) Cyl #5 Exhaust Port Temp Deviating High Troubleshooting, “Exhaust Temperature Is High”
E825(3) Cyl #5 Exhaust Port Temp Deviating High
E826(1) Cyl #6 Exhaust Port Temp Deviating High Troubleshooting, “Exhaust Temperature Is High”
E826(3) Cyl #6 Exhaust Port Temp Deviating High
E827(1) Cyl #7 Exhaust Port Temp Deviating High Troubleshooting, “Exhaust Temperature Is High”
E827(3) Cyl #7 Exhaust Port Temp Deviating High
(continued)
56 RENR5910-06
Troubleshooting Section

(Table 13, contd)

List of Event Codes
Code Troubleshooting Procedure
E828(1) Cyl #8 Exhaust Port Temp Deviating High Troubleshooting, “Exhaust Temperature Is High”
E828(3) Cyl #8 Exhaust Port Temp Deviating High
E829(1) Cyl #9 Exhaust Port Temp Deviating High Troubleshooting, “Exhaust Temperature Is High”
E829(3) Cyl #9 Exhaust Port Temp Deviating High
E830(1) Cyl #10 Exhaust Port Temp Deviating High Troubleshooting, “Exhaust Temperature Is High”
E830(3) Cyl #10 Exhaust Port Temp Deviating High
E831(1) Cyl #11 Exhaust Port Temp Deviating High Troubleshooting, “Exhaust Temperature Is High”
E831(3) Cyl #11 Exhaust Port Temp Deviating High
E832(1) Cyl #12 Exhaust Port Temp Deviating High Troubleshooting, “Exhaust Temperature Is High”
E832(3) Cyl #12 Exhaust Port Temp Deviating High
E833(1) Cyl #13 Exhaust Port Temp Deviating High Troubleshooting, “Exhaust Temperature Is High”
E833(3) Cyl #13 Exhaust Port Temp Deviating High
E834(1) Cyl #14 Exhaust Port Temp Deviating High Troubleshooting, “Exhaust Temperature Is High”
E834(3) Cyl #14 Exhaust Port Temp Deviating High
E835(1) Cyl #15 Exhaust Port Temp Deviating High Troubleshooting, “Exhaust Temperature Is High”
E835(3) Cyl #15 Exhaust Port Temp Deviating High
E836(1) Cyl #16 Exhaust Port Temp Deviating High Troubleshooting, “Exhaust Temperature Is High”
E836(3) Cyl #16 Exhaust Port Temp Deviating High
E841(1) Cyl #1 Exhaust Port Temp Deviating Low Troubleshooting, “Exhaust Temperature Is Low”
E841(3) Cyl #1 Exhaust Port Temp Deviating Low
E842(1) Cyl #2 Exhaust Port Temp Deviating Low Troubleshooting, “Exhaust Temperature Is Low”
E842(3) Cyl #2 Exhaust Port Temp Deviating Low
E843(1) Cyl #3 Exhaust Port Temp Deviating Low Troubleshooting, “Exhaust Temperature Is Low”
E843(3) Cyl #3 Exhaust Port Temp Deviating Low
E844(1) Cyl #4 Exhaust Port Temp Deviating Low Troubleshooting, “Exhaust Temperature Is Low”
E844(3) Cyl #4 Exhaust Port Temp Deviating Low
E845(1) Cyl #5 Exhaust Port Temp Deviating Low Troubleshooting, “Exhaust Temperature Is Low”
E845(3) Cyl #5 Exhaust Port Temp Deviating Low
E846(1) Cyl #6 Exhaust Port Temp Deviating Low Troubleshooting, “Exhaust Temperature Is Low”
E846(3) Cyl #6 Exhaust Port Temp Deviating Low
E847(1) Cyl #7 Exhaust Port Temp Deviating Low Troubleshooting, “Exhaust Temperature Is Low”
E847(3) Cyl #7 Exhaust Port Temp Deviating Low
E848(1) Cyl #8 Exhaust Port Temp Deviating Low Troubleshooting, “Exhaust Temperature Is Low”
E848(3) Cyl #8 Exhaust Port Temp Deviating Low
E849(1) Cyl #9 Exhaust Port Temp Deviating Low Troubleshooting, “Exhaust Temperature Is Low”
E849(3) Cyl #9 Exhaust Port Temp Deviating Low
E850(1) Cyl #10 Exhaust Port Temp Deviating Low Troubleshooting, “Exhaust Temperature Is Low”
E850(3) Cyl #10 Exhaust Port Temp Deviating Low
(continued)
RENR5910-06 57
Troubleshooting Section

(Table 13, contd)

List of Event Codes
Code Troubleshooting Procedure
E851(1) Cyl #11 Exhaust Port Temp Deviating Low Troubleshooting, “Exhaust Temperature Is Low”
E851(3) Cyl #11 Exhaust Port Temp Deviating Low
E852(1) Cyl #12 Exhaust Port Temp Deviating Low Troubleshooting, “Exhaust Temperature Is Low”
E852(3) Cyl #12 Exhaust Port Temp Deviating Low
E853(1) Cyl #13 Exhaust Port Temp Deviating Low Troubleshooting, “Exhaust Temperature Is Low”
E853(3) Cyl #13 Exhaust Port Temp Deviating Low
E854(1) Cyl #14 Exhaust Port Temp Deviating Low Troubleshooting, “Exhaust Temperature Is Low”
E854(3) Cyl #14 Exhaust Port Temp Deviating Low
E855(1) Cyl #15 Exhaust Port Temp Deviating Low Troubleshooting, “Exhaust Temperature Is Low”
E855(3) Cyl #15 Exhaust Port Temp Deviating Low
E856(1) Cyl #16 Exhaust Port Temp Deviating Low Troubleshooting, “Exhaust Temperature Is Low”
E856(3) Cyl #16 Exhaust Port Temp Deviating Low
E864 Low Gas Fuel Differential Pressure Troubleshooting, “Fuel Pressure Problem”
E865 High Gas Fuel Differential Pressure
E884(1) Fuel Correction Factor Upper Limit Reached Troubleshooting, “Fuel Energy Content Problem”
E884(3) Fuel Correction Factor Upper Limit Reached
E885(1) Fuel Correction Factor Lower Limit Reached Troubleshooting, “Fuel Energy Content Problem”
E885(3) Fuel Correction Factor Lower Limit Reached
E1045(1) Low Intake Manifold Pressure Troubleshooting, “Inlet Air Is Restricted”

Parts of the Event Code Active Event Codes

Event Code – The “E” identifies the code as an
event code. The “XXX(X)” represents a numeric
identifier for the event code. The fourth “(X)” assigns
one of three levels to the active event code according
to the severity of the abnormal system condition. This
is followed by a description of the code. Refer to the
following example:
• E360(1) Low Oil Pressure
An active event code represents a problem with
engine operation. Correct the problem as soon as
possible.
Active event codes are listed in ascending numerical
order. The code with the lowest number is listed first.
Illustration 31 is an example of the operating range
of a sensor.

• E360(2) Low Oil Pressure

• E360(3) Low Oil Pressure
The definition for the levels of severity for an event
are defined below:

Table 14
Indicators (1), (2), and (3)
Warning Category Severity
Indicator
(1) “Least Severe”
(2) “Moderate Severity”
(3) “Most Severe”
58
Troubleshooting Section
g01365757
Illustration 31
Example of the typical operating range of a sensor
(1) This area represents the normal operating range of the engine
parameter.
(2) In these areas, the engine is operating in an unsafe operating
range of the monitored parameter. An event code will be
generated for the monitored parameter. The sensor circuit does
not have an electronic problem.
(3) In these areas, the signal from the sensor is outside of the
operating range of the sensor. The sensor circuit has an
electronic problem. A diagnostic code will be generated for the
sensor circuit. Refer to Troubleshooting, “Diagnostic Trouble
Codes” for additional information on diagnostic codes.
Logged Event Codes
When the ECM generates an event code, the ECM
logs the event code in permanent memory. The ECM
has an internal diagnostic clock. The ECM will record
the following information when an event code is
generated:
• The hour of the first occurrence of the code
• The hour of the last occurrence of the code
• Up to a finite number of occurrences of the code
Logged events are listed in chronological order. The
most recent event code is listed first.
RENR5910-06
This information can be helpful for troubleshooting
intermittent problems. Logged codes can also be
used to review the performance of the engine.
Clearing Event Codes
A code is cleared from memory when one of the
following conditions occur:
• The code does not recur for 100 hours.
• A new code is logged and there are already ten
codes in memory. In this case, the oldest code is
cleared.
• The service technician manually clears the code.
Always clear logged event codes after investigating
and correcting the problem which generated the
code.
Troubleshooting
For basic troubleshooting of the engine, perform the
following steps in order to diagnose a malfunction:
1. Obtain the following information about the
complaint:
• The event and the time of the event
• Determine the conditions for the event. The
conditions will include the engine rpm and the
load.
• Determine if there are any systems that were
installed by the dealer or by the customer that
could cause the event.
• Determine whether any additional events
occurred.
2. Verify that the complaint is not due to normal
engine operation. Verify that the complaint is not
due to error of the operator.
3. Narrow the probable cause. Consider the operator
information, the conditions of operation, and the
history of the engine.
4. Perform a visual inspection. Inspect the following
items:
• Air inlet system
• Coolant level
• Coupling on driven equipment
• Devices that are used for communication
• Fuel supply
RENR5910-06 59
Troubleshooting Section

• Exhaust system
• Oil level
• Oil supply
• Wiring
• Connectors
Be sure to check the connectors. This is very
important for problems that are intermittent. Refer to
Troubleshooting, “Electrical Connectors - Inspect”.

If these steps do not resolve the problem, refer to

Table 13 for the procedure to troubleshoot the event
code.

Parameter Settings of the Engine

Monitoring System
The default settings for the parameters are
programmed at the factory. If the delay time or the trip
point are programmable, the minimum and maximum
ranges will be listed in Table 15.

The parameter settings for the engine monitoring

system can also be viewed on Caterpillar Electronic
Technician (ET). In order to view the parameters of the
engine monitoring system, refer to Troubleshooting,
“Engine Monitoring System”.

Table 15
Default Settings of the Programmable Monitoring System
Security Range of
Default Delay in
Parameter Action Level Trip Point Range the Delay in
State Seconds
Password Seconds
E004(3) Engine
Overspeed (3) Always
Factory 1017 rpm 800 to 1300 rpm 0 0
Shutdown Shutdown On
(900 rpm rating)
E004(3) Engine
Overspeed
(3) Always
Shutdown Factory 1130 rpm 800 to 1300 rpm 0 0
Shutdown On
(1000 rpm
rating)
E017(1) High
Engine Coolant
Temperature (1) 93 °C
On Customer 60
Warning Warning (199 °F)
88 °C (190 °F)
jacket water 80 to 129 °C
1 to 60
E016(3) High (185 to 264 °F)
Engine Coolant
Temperature (3) Always 98 °C
Customer 20
Shutdown Shutdown On (208 °F)
88 °C (190 °F)
jacket water
(continued)
60 RENR5910-06
Troubleshooting Section

(Table 15, contd)

Default Settings of the Programmable Monitoring System
Security Range of
Default Delay in
Parameter Action Level Trip Point Range the Delay in
State Seconds
Password Seconds
E017(1) High
Engine Coolant
Temperature (1) 105 °C
On Customer 60
Warning Warning (221 °F)
99 °C (210 °F)
jacket water 80 to 129 °C
1 to 60
E016(3) High (185 to 264 °F)
Engine Coolant
Temperature (3) Always 110 °C
Customer 20
Shutdown Shutdown On (230 °F)
99 °C (210 °F)
jacket water
E017(1) High
Engine Coolant
Temperature (1) 115 °C
On Customer 60
Warning Warning (239 °F)
110 °C (230 °F)
jacket water 80 to 129 °C
1 to 60
E016(3) High (185 to 264 °F)
Engine Coolant
Temperature (3) Always 120 °C
Customer 20
Shutdown Shutdown On (248 °F)
110 °C (230 °F)
jacket water
E020(1) High
Engine Oil (1) 88 °C 85 to 102 °C
On Customer 5
Temperature Warning (190 °F) (185 to 215 °F)
Warning
1 to 60
E019(3) High
Engine Oil (3) Always 90 °C 85 to 104 °C
Factory 1
Temperature Shutdown On (194 °F) (185 to 219 °F)
Shutdown
E027(1) High
Inlet Air
Temperature
(1) 57 °C
Warning (high On
Warning (135 °F)
load)
32 °C (90 °F)
SCAC 32 to 120 °C
Customer 20 1 to 60
E026(3) High (90 to 248 °F)
Inlet Air
Temperature
(3) Always 60 °C
Shutdown (high
Shutdown On (140 °F)
load)
32 °C (90 °F)
SCAC
(continued)
RENR5910-06 61
Troubleshooting Section

(Table 15, contd)

Default Settings of the Programmable Monitoring System
Security Range of
Default Delay in
Parameter Action Level Trip Point Range the Delay in
State Seconds
Password Seconds
E027(1) High
Inlet Air
Temperature
(1) 65 °C
Warning (high On
Warning (149 °F)
load)
43 °C (109 °F)
SCAC 32 to 120 °C
Customer 20 1 to 60
E026(3) High (90 to 248 °F)
Inlet Air
Temperature
(3) Always 68 °C
Shutdown (high
Shutdown On (154 °F)
load)
43 °C (109 °F)
SCAC
E027(1) High
Inlet Air
Temperature
(1) 72 °C
Warning (high On
Warning (162 °F)
load)
54 °C (129 °F)
SCAC 32 to 120 °C
Customer 20 1 to 60
E026(3) High (90 to 248 °F)
Inlet Air
Temperature
(3) Always 75 °C
Shutdown (high
Shutdown On (167 °F)
load)
54 °C (129 °F)
SCAC
E027(1) High
Inlet Air
Temperature
(1) 72 °C
Warning (low On
Warning (162 °F)
load)
32 °C (90 °F)
SCAC 32 to 100 °C
Customer 20 1 to 60
E026(3) High (90 to 212 °F)
Inlet Air
Temperature
(3) Always 75 °C
Shutdown (low
Shutdown On (167 °F)
load)
32 °C (90 °F)
SCAC
E027(1) High
Inlet Air
Temperature
(1) 77 °C
Warning (low On
Warning (171 °F)
load)
43 °C (109 °F)
SCAC 32 to 100° C
Customer 20 1 to 60
E026(3) High (90 to 212 °F)
Inlet Air
Temperature
(3) Always 80 °C
Shutdown (low
Shutdown On (176 °F)
load)
43 °C (109 °F)
SCAC
(continued)
62 RENR5910-06
Troubleshooting Section

(Table 15, contd)

Default Settings of the Programmable Monitoring System
Security Range of
Default Delay in
Parameter Action Level Trip Point Range the Delay in
State Seconds
Password Seconds
E027(1) High
Inlet Air
Temperature
(1) 82 °C
Warning (low On
Warning (180 °F)
load)
54 °C (129 °F)
SCAC 32 to 100° C
Customer 20 1 to 60
E026(3) High (90 to 212 °F)
Inlet Air
Temperature
(3) Always 85 °C
Shutdown (low
Shutdown On (185 °F)
load)
54 °C (129 °F)
SCAC
E038(1) Low
Engine Coolant (1) 25 °C 5 to 80 °C
On Customer 20 1 to 60
Temperature Warning (77 °F) (41 to 176 °F)
Warning
E100(1) Low This item is not
Engine Oil programmable.
(1) 175 kPa
Pressure N/A N/A 5
Warning (25 psi)
Warning (under
600 rpm) Always
E040(3) Low On 0
Engine Oil
(3) 100 kPa
Pressure N/A N/A
Shutdown (14.5 psi)
Shutdown
(under 600 rpm)
E100(1) Low This item is not
Engine Oil programmable.
(1) 400 kPa
Pressure N/A N/A 5
Warning (58 psi)
Warning (over
600 rpm) Always
E040(3) Low On 0
Engine Oil
(3) 350 kPa
Pressure N/A N/A
Shutdown (51 psi)
Shutdown (over
600 rpm)
E042(3) Low This item is not
(3) Always
System Voltage N/A 18 volts N/A 10 programmable.
Shutdown On
Shutdown
E043(1) Low 20
(1)
System Voltage On N/A 20 volts N/A
Warning
Warning
E050(1) High
(1)
System Voltage On N/A 32 volts N/A 20
Warning
Warning
(continued)
RENR5910-06 63
Troubleshooting Section

(Table 15, contd)

Default Settings of the Programmable Monitoring System
Security Range of
Default Delay in
Parameter Action Level Trip Point Range the Delay in
State Seconds
Password Seconds
E123(1) Jacket
Water to Engine (1) 10 °C
On Customer
Oil Temp Low Warning (50 °F)
Warning 0 to 80 °C
60 1 to 60
E124(3) Jacket (32 to 176 °F)
Water to Engine (3) Always 15 °C
Factory
Oil Temp Low Shutdown On (59 °F)
Shutdown
E125(1) Engine
(1) 650 kPa
Oil Pressure On Customer
Warning (94 psi)
High Warning 600 to 1200 kPa
25 1 to 60
E126(3) Engine (87 to 174 psi)
(3) Always 1000 kPa
Oil Pressure Customer
Shutdown On (145 psi)
High Shutdown
E129(1) Engine
Oil Filter Diff (1) 100 kPa
On Customer 15
Pressure High Warning (15 psi)
Warning 0 to 350 kPa
1 to 60
E130(3) Engine (0 to 51 psi) 25
Oil Filter Diff (3) Always 300 kPa
Factory
Pressure High Shutdown On (44 psi)
Shutdown
E223(1)
(1) 60 °C 0 to 60 °C
High Gas On Customer 20 1 to 60
Warning (140 °F) (140 °F)
Temperature
E224(3) High This item is not
(3) Always 462 kPa
Jacket Water N/A N/A 10 programmable.
Shutdown On (67 psi)
Inlet Pressure
E228(1) Low This item is not
(1) 124 kPa
Jacket Water On programmable.
Warning (18 psi)
Outlet Pressure
N/A N/A 10
E228(3) Low
(3) Always 103 kPa
Jacket Water
Shutdown On (15 psi)
Outlet Pressure
110 percent This item is not
E242(2) Engine (2) Always
N/A of rated N/A 0 programmable.
Overload Derate On
load
E337(1) High 1 to 60
Engine Oil to (1) 10° C
On Customer 60
Engine Coolant Warning (50° F)
Diff Temp 0 to 80° C
E337(3) High (176° F)
Engine Oil to (3) Always 13° C
Factory 60
Engine Coolant Shutdown On (55° F)
Diff Temp
E384(1) Left Air (1) Always This item is not
N/A N/A 0
Inlet Restriction Warning On 5.23 kPa programmable.
E384(3) Left Air (3) (0.76 psi)
Off Customer N/A 20 1 to 60
Inlet Restriction Shutdown
(continued)
64 RENR5910-06
Troubleshooting Section

(Table 15, contd)

Default Settings of the Programmable Monitoring System
Security Range of
Default Delay in
Parameter Action Level Trip Point Range the Delay in
State Seconds
Password Seconds
E385(1) Right This item is not
(1) Always
Air Inlet N/A N/A 0 programmable.
Warning On
Restriction 5.23 kPa
E385(3) Right (0.76 psi)
(3)
Air Inlet Off Customer N/A 20 1 to 65
Shutdown
Restriction
E864 Low Gas
(1) 5 kPa 0 to 100 kPa
Fuel Differential On Customer 60 1 to 60
Warning (0.7 psi) (14.5 psi)
Pressure
E865 High Gas
(1) 160 kPa 0 to 195 kPa
Fuel Differential On Customer 30 1 to 60
Warning (23 psi) (28 psi)
Pressure

Conditions for Parameters

Some of the programmable parameters are
dependent on the status of an ECM output before
the parameters are allowed to function. Some of the
parameters are allowed to function after the crank
terminate relay has been energized for more than 30
seconds. Other parameters are allowed to function
after the output for the fuel control relay is energized.
Some parameters are not dependent upon any
conditions.

The conditions are designed to eliminate false events

during start-up if the customer has programmed a
delay time to zero. The conditions are listed in Table
16.

Table 16
Conditions for Activation for Monitoring the Parameters
Parameter Condition
“Low System Voltage” None
“High Engine Coolant Temperature” The crank terminate relay is energized for more than 30 seconds.
“Low Engine Coolant Temperature” None
“Engine Overspeed” None
“High Engine Oil Temperature” The crank terminate relay is energized for more than 30 seconds.
“High Oil Filter Differential Pressure”
“High Fuel Temperature”
“Low Fuel Pressure” The fuel control relay is energized.
“High Jacket Water to Engine Oil Temp Differential” The crank terminate relay is energized for more than 30 seconds.
“High System Voltage” None
“High Inlet Air Temperature at Low Engine Load” The crank terminate relay is energized for more than 30 seconds.
“High Inlet Air Temperature at High Engine Load”
RENR5910-06 65
Troubleshooting Section

If the trip point for a shutdown is programmed to

activate before the trip point for a warning, the engine
will shut down and the warning will not be activated.

Integrated Combustion Sensing

Module (ICSM)
The ICSM monitors the temperatures of the cylinder
exhaust ports, the inlets of the turbocharger turbine,
and the outlets of the turbocharger turbines. The
ICSM also monitors the combustion sensors.

If a temperature exceeds an acceptable range, the

ICSM can initiate a warning or a shutdown. Both of
the responses are available for all of the parameters.

Note: To initiate the responses, the ICSM sends

commands to the ECM via the Cat Data Link.

The default settings for the parameters are

programmed at the factory. To accommodate unique
applications and sites, the parameters may be
reprogrammed with Cat ET. The screens of Cat ET
provide guidance for changing trip points. Use Cat
ET to perform the following activities:

• Select the available responses.

• Program the level for monitoring.
• Program delay times for each response.
Table 17 lists default examples of the values for the
parameters. However, the values may have changed.
Use Cat ET to determine the programming for your
engine.

Table 17

Default Settings of the Integrated Combustion Sensing Module

Security Range of
Default Delay in
Parameter Action Level Trip Point Range the Delay
State Seconds
Password in Seconds
E243(1) High
Left Turbo (1) 570 °C
Turbine Outlet Warning (1058 °F)
Temperature 400 to 650 °C
On Customer 10 1 to 1200
E243(3) High (752 to 1202 °F)
Left Turbo (3) 600 °C
Turbine Outlet Shutdown (1112 °F)
Temperature
E244(1) High
Right Turbo (1) 570 °C
Turbine Outlet Warning (1058 °F)
Temperature 400 to 650 °C
On Customer 10 1 to 1200
E244(3) High (752 to 1202 °F)
Right Turbo (3) 600 °C
Turbine Outlet Shutdown (1112 °F)
Temperature
(continued)
66 RENR5910-06
Troubleshooting Section

(Table 17, contd)

Default Settings of the Integrated Combustion Sensing Module
Security Range of
Default Delay in
Parameter Action Level Trip Point Range the Delay
State Seconds
Password in Seconds
E245(1) High
Right Turbo (1) 600 °C
Turbine Inlet Warning (1112 °F)
Temperature 400 to 700 °C
On Customer 10 1 to 1200
E245(3) High (752 to 1292 °F)
Right Turbo (3) 650 °C
Turbine Inlet Shutdown (1202 °F)
Temperature
E246(1) High
Left Turbo (1) 600 °C
Turbine Inlet Warning (1112 °F)
Temperature 400 to 700 °C
On Customer 10 1 to 1200
E246(3) High (752 to 1292 °F)
Left Turbo (3) 650 °C
Turbine Inlet Shutdown (1202 °F)
Temperature
E801(1) through
E816(1) Cylinder (1) 600 °C
High Exhaust Warning (1112 °F)
Port Temp 100 to 1000 °C
Off Customer 10 1 to 1200
E801(3) through (212 to 1832 °F)
E816(3) Cylinder (3) 650 °C
High Exhaust Shutdown (1202 °F)
Port Temp
E821(1) through
E836(1) Exhaust (1) 50 °C
On 240
Port Temp Warning (90 °F)
Deviating High 10 to 500 °C
Customer 1 to 1200
E821(3) through (18 to 900 °F)
E836(3) Exhaust (3) 100 °C
Off 600
Port Temp Shutdown (180 °F)
Deviating High
E841(1) through
E856(1) Exhaust (1) 120 °C
On
Port Temp Warning (216 °F)
Deviating Low 10 to 500 °C
Customer 300 1 to 1200
E841(3) through (18 to 900 °F)
E856(3) Exhaust (3) 400 °C
Off
Port Temp Shutdown (720 °F)
Deviating Low
RENR5910-06
Symptom Troubleshooting
i02601844
Symptom Troubleshooting
SMCS Code: 7569
Use the following guidelines as you troubleshoot an
engine symptom:
Gather Information
Interview the operator about the problem before you
begin troubleshooting, when possible.
Verify the Problem
Attempt to duplicate the problem. Try to duplicate the
operating conditions, when possible.
Narrow the List of Possible Causes
Use the information from the operator. Attempt to
identify a common cause if there is more than one
symptom. The possible causes of a problem are
listed at the beginning of each procedure in the
“Symptom Troubleshooting” section of this manual.
Follow the Procedures
The procedures in this manual provide the most
efficient way to determine the root cause of the
problem.
Provide Feedback to Caterpillar
After the correct repair has been performed on
the engine, provide brief, detailed information to
Caterpillar about the repair. This information helps
Caterpillar better serve you and the customer.
i02885946
Air Starting Motor Problem
SMCS Code: 1451-035
Probable Causes
The following conditions can prevent operation of the
starting motor:
• Engaged barring device
• Electrical problem
• Low supply pressure
67
Troubleshooting Section
• Problem with the lubricator
• Problem with the starting motor's control valve
• Problem with the starting motor's relay valve
• Worn starting motor
Recommended Actions
Barring Device
Make sure that the barring device is fully disengaged.
Inspect the fittings and the air lines of the interlock
for leaks.
Electrical Problem
There may be a problem with the starting system's
electrical circuit. Refer to Troubleshooting, “Starting -
Test”.
Low Supply Pressure
Determine the cause of the low supply pressure.
Inspect the supply lines for leaks and/or obstructions.
Make the necessary repairs.
Check the compressor for proper operation.
If a tank is used for the supply pressure, make sure
that the size of the tank is sufficient. Check the
pressure in the tank.
Check the pressure regulator for proper adjustment.
Lubricator
Check the oil level in the lubricator and adjust the
lubricator according to the engine's Operation and
Maintenance Manual.
Inspect the fitting of the lubricator to the air line. Make
sure that the fitting is tight and free of leaks.
Disassemble the lubricator and clean the parts.
Inspect the parts for good condition. Replace any
parts that are worn or damaged or replace the
lubricator.
Control Valve
Check the control valve's solenoid for proper
operation. Replace the solenoid, if necessary.
68
Troubleshooting Section
Relay Valve
After the starting motor's pinion is engaged, the relay
valve enables a large volume of supply pressure to
enter the air starting motor. Make sure that the relay
valve is not stuck. Check for leaks. Check for debris
in the supply line to the starting motor. Make sure
that the air line is properly connected.
Worn Starting Motor
Before you remove the starting motor, turn the
crankshaft by hand. Ensure that a mechanical failure
inside the engine is not preventing the crankshaft
from turning. If the crankshaft will turn by hand, try
the starting motor again. If the starting motor does
not turn the crankshaft, remove the starting motor.
Inspect the starting motor for worn parts.
Check the starting motor for worn seals. Plug the
starting motor's exhaust outlet and attach a source
of pressurized air to the inlet. Submerge the starting
motor in water for a minimum of 30 seconds. If
bubbles rise from the starting motor, replace the
seals.
If a vane is cracked or if the height of a vane is less
than 32 mm (1.25 inch), install new vanes.
If any of the rotor bearings are loose or rough,
replace the bearings.
If the rotor's body is scored, try to smooth the body
with emery cloth. If the body cannot be smoothed
with emery cloth, replace the rotor.
If the end plate is scored, use emery cloth to smooth
the end plate.
If the cylinder is cracked or if the cylinder is scored
deeply, replace the cylinder.
i02904882
Coolant Flow Is Low
SMCS Code: 1395-035
Probable Causes
• Low coolant level
• Problem with the water pump
• Restriction through the aftercooler
• Insufficient flow of coolant
• Buildup of scale in the cooling system
RENR5910-06
Recommended Actions
Check the Coolant Level and Inspect the
Cooling System for Leaks
Check coolant level. If the coolant level is low, inspect
the cooling system for leaks.
If the coolant level is low, fill the cooling system. If
leaks are found, make the necessary repairs.
Water Pump
Remove the water pump for inspection. Refer
to Disassembly and Assembly, “Water Pump -
Remove”. Repair the water pump, if necessary.
Aftercooler
If the flow of coolant through the aftercooler is
restricted, clean the aftercooler core.
Check the Flow of Coolant
Use Caterpillar Electronic Technician (ET) in order to
observe the pressure of the jacket water outlet when
the engine is not running. Then observe the reading
during engine operation.
If the reading is not reasonable or if the reading is
not within specifications, install a pressure gauge
near the pressure sensor at the jacket water outlet.
Compare the gauge reading with the reading from
Cat ET.
If the readings from the comparative gauge do
not agree approximately with Cat ET, replace the
pressure sensor.
If the readings from the comparative gauge agree
approximately with Cat ET, check the following
components:
• Check the water temperature regulators for proper
operation.
• Check for plugging of the radiator or of the heat
exchanger.
• Inspect the water pump for damage to the impeller.
Make the necessary repairs.
Scale Buildup
Drain the cooling system. Clean the cooling system.
Fill the cooling system with new coolant. Maintain
the cooling system properly. For instructions, refer
to the engine's Operation and Maintenance Manual,
“Cooling System Coolant (DEAC) - Change”.
RENR5910-06 69
Troubleshooting Section

i02904904 Electrical Connections or Wiring

Coolant Level Is Low There may be a problem with an electrical connection
or with the wiring. Thoroughly inspect the electrical
SMCS Code: 1395-035 connectors and all of the wiring for the switch. Refer
to Troubleshooting, “Electrical Connectors - Inspect”
Use this procedure in order to troubleshoot a and refer to the engine's electrical Schematic. Make
low coolant level. Use this procedure if one of repairs, if necessary.
the following event codes is active. Refer to
Troubleshooting, “Event Codes” for information about
event codes and the default trip points for these
Test the Switch
codes. You must access the monitoring system on
The coolant level switch must be closed in order for
Caterpillar Electronic Technician (ET) in order to view
the engine to operate. The switch is normally open.
the current trip points for these codes.
The switch must be submerged in fluid in order to
Table 18 become closed.
Event Code Disconnect the switch and remove the switch.
Description Conditions System
which Activate Response Connect an ohmmeter to the switch's terminals and
the Code measure the continuity. The correct continuity for the
normally open switch is greater than 20,000 Ohms.
E386(1) Low The switch input The code is
Engine Coolant for the engine logged. If a
or Engine Oil coolant level or warning is Continue to monitor the ohmmeter and submerge the
Level for the engine oil generated, the switch in water. The correct continuity for the closed
level is activated. alarm output switch is less than 5 Ohms.
E386(3) Low is activated. If
Engine Coolant a shutdown is If the correct results are not obtained or if the switch
or Engine Oil generated, the does not close, replace the switch.
Level shutdown output
is activated. If the correct results are obtained, there may be an
open circuit in an electrical connection or in the wiring.
Use the ohmmeter to measure the resistance of the
Probable Causes wiring. Refer to the engine's electrical Schematic.
Make repairs, if necessary.
• Low engine coolant level
Note: The coolant level switch may be supplied by
• Problem with an electrical connection or with the the customer.
wiring

• Problem with the coolant level switch i02904909

Recommended Actions
Low Engine Coolant Level
Check the coolant level. Add coolant, if necessary.
Normally, the engine does not consume any coolant.
Inspect the cooling system for leaks.
If no external leaks are found and the coolant level
cannot be maintained, there may be an internal leak.
Make repairs, if necessary.
Coolant Pressure Is High
SMCS Code: 1395-035
Use this procedure in order to troubleshoot a high
pressure at the outlet of the jacket water pump.
Use this procedure if the following event code is
active. Refer to Troubleshooting, “Event Codes”
for information about event codes and the default
trip points for these codes. You must access
the monitoring system on Caterpillar Electronic
Technician (ET) in order to view the current trip points
for these codes.
70 RENR5910-06
Troubleshooting Section

Table 19 If a pressure of at least 462 ± 41 kPa (67 ± 6 psi)

Event Code
is measured at the outlet for the jacket water pump,
the high pressure may be caused by excessive head
Description Conditions System pressure. The high pressure could also be caused by
which Activate Response obstructions in the coolant passages after the jacket
the Code water pump. Inspect the system. Make repairs, as
E224(3) High The crank The fuel is needed.
Jacket Water terminate relay shut off. The
Inlet Pressure is set and the shutdown output
i02904945
engine has is activated. The
been running
for at least ten
code is logged.
Coolant Pressure Is Low
seconds. The
trip point for high SMCS Code: 1395-035
pressure at the
inlet for the jacket Use this procedure in order to troubleshoot a low
water has been pressure at the jacket water outlet. Use this procedure
exceeded and if one of the following event codes is active. Refer to
the delay time Troubleshooting, “Event Codes” for information about
has expired. event codes and the default trip points for these
codes. You must access the monitoring system on
Caterpillar Electronic Technician (ET) in order to view
Probable Causes the current trip points for these codes.
• There is a problem with the circuit for the pressure
switch at the jacket water pump's outlet.

• The pressure at the jacket water pump's outlet is

excessive.

Recommended Actions
Check the Circuit of the Pressure Switch
for the Outlet of the Jacket Water Pump
The contact for the switch's terminals “A” and “B” is
normally open. The contact for the switch's terminals
“B” and “C” is normally closed.

If the pressure at the outlet for the jacket water pump

rises to 462 ± 41 kPa (67 ± 6 psi), the contact for
the switch's terminals “A” and “B” is closed and the
contact for terminals “B” and “C” is opened.

If the contacts are abnormally shorted or opened,

check the connectors and the wiring for damage
or corrosion. Refer to Troubleshooting, “Electrical
Connectors - Inspect”.

If a problem with the connectors and/or the wiring is

found, make repairs, as needed. Replace parts, if
necessary.

Check the Outlet Pressure of the Jacket

Water Pump
Use a gauge to check the pressure at the outlet for
the jacket water pump.

If the pressure is less than 462 ± 41 kPa (67 ± 6 psi)

and the E224 code is active, replace the pressure
switch.
RENR5910-06 71
Troubleshooting Section

Table 20 Recommended Actions

Event Code
Check the Coolant Level and Inspect the
Description Conditions System
which Activate Response Cooling System for Leaks
the Code
Check coolant level. If the coolant level is low, inspect
E228(1) Low The event will The code is the cooling system for leaks.
Jacket Water trigger the alarm logged. If a
Outlet Pressure when the engine warning is
speed is greater generated, the
If the coolant level is low, fill the cooling system. If
E228(3) Low than low idle and alarm output leaks are found, make the necessary repairs.
Jacket Water the pressure at is activated. If
Outlet Pressure the jacket water a shutdown is Check the Flow of Coolant
outlet is less than generated, the
124 kPa (18 psi) shutdown output Use Cat ET to observe the pressure at the jacket
for a period of is activated. water outlet when the engine is not running. Then
20 seconds. The
event will trigger observe the reading during engine operation.
a shutdown when
engine speed If the reading is not reasonable or if the reading is
is greater than not within specifications, install a pressure gauge
low idle and near the pressure sensor at the jacket water outlet.
the pressure at Compare the gauge reading with the reading from
the jacket water Cat ET.
outlet is less than
103 kPa (15 psi) If the readings from the comparative gauge do not
for a period of 40
agree approximately with Cat ET, troubleshoot the
seconds. These
settings are not
circuit for the pressure sensor at the jacket water
programmable. outlet. Refer to Troubleshooting, “Sensor Signal
These settings (PWM) - Test”.
should be
sufficient for If the readings from the comparative gauge agree
all applications. approximately with Cat ET, check the following
This ensures that components:
the engine has
the appropriate
coolant pressure
• Check the water temperature regulators for proper
operation.
in order to
operate without
causing damage. • Check for plugging of the radiator or the heat
exchanger.
E135 (3) The crank The fuel is
Low Jacket terminate relay shut off. The • Inspect the jacket water pump for damage to the
Water Pressure is set and the shutdown output impeller.
Shutdown engine has is activated. The
been running code is logged.
for at least ten • Inspect the jacket water pump for cavitation.
seconds. The
pressure of the Make the necessary repairs.
jacket water is
less than the trip
point and the i02874971
delay time has
expired. There Coolant Temperature Is High
are no active
codes for the SMCS Code: 1395-035
pressure sensor
at the outlet for Use this procedure in order to troubleshoot a high
the jacket water. coolant temperature or use this procedure if any of
the following event codes are active or logged. Refer
to Troubleshooting, “Event Codes” for information
Probable Causes about event codes and the default trip points for
these codes. You must access the monitoring system
• Low coolant level on Caterpillar Electronic Technician (ET) in order to
view the current trip points for these codes.
• Insufficient flow of coolant
72 RENR5910-06
Troubleshooting Section

Table 21 Add coolant, if necessary. If leaking is found, make

Event Code
the necessary repairs.

Description Conditions System Check for Aeration of the Coolant

which Activate Response
the Code
Air can enter the cooling system if the pressure cap
E017(1) High The engine The alarm output is not operating properly. Check the operation of the
Engine Coolant coolant is activated. The pressure cap. Replace the pressure cap, if necessary.
Temperature temperature has code is logged.
Warning exceeded the Install a ball check valve at the outlet of the water
trip point and the pump. Start the engine. Open the ball check valve
E016(3) High delay time has The shutdown
Engine Coolant expired. output is in order to check for aeration of the coolant. If air
Temperature activated. The bubbles are found in the coolant, determine the
Shutdown code is logged. source of the air.
The engine is
shut down. If the coolant has been changed recently, make sure
that the air has been purged from the cooling system.
Make sure that the cooling system is properly vented.
Probable Causes
The supply pressure to the water pump must be
• Low coolant level and/or coolant leakage sufficient in order to prevent cavitation. Measure the
supply pressure at the inlet to the water pump.
• Aeration of the coolant
• Problem with the water pump Water Pump
The engine will overheat if the water pump is not
• High ambient temperature and/or high inlet air operating properly. Measure the coolant pressure
temperature
at the outlet of the water pump. Make sure that the
water pump is in good condition.
• Insufficient flow of air or coolant through the
radiator or through the heat exchanger
Check for High Ambient Temperature
• Faulty water temperature regulators and/or High Inlet Air Temperature
• Faulty coolant temperature sensor and/or circuit Determine if the ambient air temperature is within the
design specifications for the cooling system.
• Insufficient flow of coolant through the engine
Make sure that the engine's exhaust does not heat
• Exhaust restriction the radiator or the heat exchanger.

• Excessive load Check for high inlet air temperature. Refer to

Troubleshooting, “Inlet Air Temperature Is High”.
• Incorrect air/fuel ratio
Determine the cause of the high air temperature.
• Combustion gas in the coolant Make corrections, when possible.

Recommended Actions Check for Insufficient Flow of Air and

Check for a Low Coolant Level and/or
Coolant Leakage
Note: Low coolant level can be the effect of
overheating rather than the cause.
Check the coolant level.
Run the engine to operating temperature. Inspect the
cooling system for leaks.
Determine whether the leak occurs before the engine
overheats.
Coolant through the Radiator or Heat
Exchanger
Measure the coolant temperature at the inlet for the
coolant.
Radiator
Check the fins of the radiator for obstructions. Check
the fan for proper operation.
If the radiator fins are obstructed, clean the fins. If the
fan does not operate properly, make the necessary
repairs.
RENR5910-06
Heat Exchanger
Check for sufficient flow and temperature of the
cooling water through the heat exchanger. If the
flow of cooling water through the heat exchanger is
insufficient, determine the location of the obstruction.
Check the Water Temperature Regulators
Check the water temperature regulators for proper
operation. Refer to Systems Operation/Testing and
Adjusting, “Cooling System”.
Replace the water temperature regulators, if
necessary.
Check the Coolant Temperature Sensor
and/or the Circuit
Check the reading of the coolant temperature
on Caterpillar Electronic Technician (ET). The
temperature should rise steadily as the engine is
warmed. Ensure that the temperature is reasonable.
If the reading on Cat ET for the coolant temperature
is not reasonable, troubleshoot the circuit
and the coolant temperature sensor. Refer to
Troubleshooting, “Sensor Signal (Analog, Active) -
Test”.
Check the Flow of Coolant Through the
Engine
During normal operation, check the inlet pressure
of the engine coolant and the outlet pressure of the
engine coolant.
Measure temperatures and pressures at various
points in the cooling system in order to identify
possible locations of restrictions.
If a buildup of deposits restricts the coolant flow,
clean the cooling system.
If the flow of coolant through the engine is not
sufficient, determine the cause of the obstruction.
Make necessary repairs.
Check the Exhaust Restriction
Check the back pressure of the exhaust system.
Refer to the engine's Technical Marketing Information.
If the back pressure exceeds the specifications for
the engine, determine the cause of the excessive
back pressure. Make the necessary repairs.
73
Troubleshooting Section
Excessive Load
Make sure that the load is not excessive. Reduce the
load. If necessary, disengage the driven equipment
and test the engine.
Air/Fuel Ratio
An air/fuel mixture that is too rich will cause
overheating. A change in the fuel energy content will
change the air/fuel ratio. Obtain a fuel analysis.
The fuel supply pressure must be adequate and
stable.
Ensure that the electrohydraulic actuator for the fuel
is operating correctly.
Verify that the exhaust emissions are correct.
Check for Combustion Gas in the Coolant
The following conditions can indicate that combustion
gas is entering the cooling system:
• Steam is escaping from the expansion tank.
• A cylinder is misfiring.
• The cylinder temperature is too hot or too cold.
If a leaking precombustion chamber is suspected,
operate the engine at a low load. Monitor the exhaust
port temperatures and the combustion burn times.
Note: A leaking precombustion chamber can also
cause detonation.
When a suspect cylinder is identified, shut down
the engine. Inspect the spark plug for moisture and
for evidence of deposits from coolant. Remove the
combustion sensor and insert a borescope through
the opening. Inspect the precombustion chamber for
evidence of coolant. If evidence of coolant is found,
replace the seals. Refer to the engine's Disassembly
and Assembly manual.
i02905023
Coolant Temperature Is Low
SMCS Code: 1395-035
Use this procedure in order to troubleshoot a
low coolant temperature. Use this procedure
if the following event code is active. Refer to
Troubleshooting, “Event Codes” for information
about event codes and the default trip point for this
code. You must access the monitoring system on
Caterpillar Electronic Technician (ET) in order to view
the current trip point for this code.
74 RENR5910-06
Troubleshooting Section

Table 22 Check the Water Temperature Regulators

Event Code
The water temperature regulators should not begin to
Description Conditions System open until jacket water reaches opening temperature
which Activate Response for the regulators. Allow the engine to cool and then
the Code start the engine. Check the hose at the outlet for
E038(1) Low The crank The alarm output the jacket water. If the hose is warm and normal
Engine Coolant terminate relay is activated. The operating temperature is not achieved yet, a regulator
Temperature is set and the code is logged. may be stuck open.
Warning engine has been
running for at Note: A water temperature regulator that is stuck
least 30 seconds. open can result in piston seizure.
The temperature
of the engine Check the operation of the water temperature
coolant is less
than the trip point
regulators according to Systems Operation/Testing
and the delay and Adjusting, “Cooling System”. Replace the water
time has expired. temperature regulators, if necessary.
No other codes
for the coolant
i02905054
temperature are
active.
Crankcase Pressure Is High
Probable Causes SMCS Code: 1201-035-PX

Use this procedure in order to troubleshoot a high

• Faulty jacket water heater
• Faulty coolant temperature sensor and/or circuit
• Faulty water temperature regulators
Recommended Actions
crankcase pressure. Use this procedure if one
of the following event codes is active. Refer to
Troubleshooting, “Event Codes” for information about
event codes and the default trip points for these
codes. You must access the monitoring system on
Caterpillar Electronic Technician (ET) in order to view
the current trip points for these codes.

Check the Jacket Water Heater Table 23

Event Code
Determine if the jacket water heaters are functioning
properly. Description Conditions System
which Activate Response
the Code
If the jacket water heaters are not functioning
properly, determine the cause of the malfunction of E101(1) High The engine is The alarm output
the heaters. Make the necessary repairs. Crankcase running and is activated. The
Pressure the crankcase code is logged.
Warning pressure is
Check the Coolant Temperature Sensor greater than the
and/or the Circuit E013(3) High setpoint. The shutdown
Crankcase output is
Pressure activated. The
Check the reading of the coolant temperature on the Shutdown code is logged.
Cat ET. The temperature should rise steadily as the
engine is warmed. Ensure that the temperature is
reasonable. Probable Causes
If the reading on Cat ET for the coolant temperature • Plugged crankcase breather and/or piping
is not reasonable, troubleshoot the circuit
and the coolant temperature sensor. Refer to • Problem with the crankcase ventilation system (if
Troubleshooting, “Sensor Signal (Analog, Passive) - equipped)
Test”.
• Plugged port on the crankcase pressure sensor
• Faulty sensor
• Internal engine problem
RENR5910-06
Recommended Actions
Crankcase Breather
A plugged crankcase breather will cause excessive
crankcase pressure. Leakage of the crankshaft seal
can occur. Sealing of the piston rings can be lost.
This will enable crankcase blowby to further increase
the crankcase pressure.
Clean the crankcase breather according to the
Operation and Maintenance Manual, “Engine
Crankcase Breather - Clean”.
Crankcase Ventilation System
Engines that use bio-gas may have a system for
ventilation of the crankcase. A problem with the
ventilation system can increase the crankcase
pressure. Service the ventilation system according
to the literature that is provided by the OEM of the
system.
Plugged Port
The crankcase pressure sensor has a port in order
to allow the ambient pressure into the sensor. The
port is enclosed under a cap. Remove the cap and
inspect the port for obstructions. Clean the port, when
possible. Otherwise, replace the sensor.
Faulty Sensor
If you suspect that the crankcase pressure sensor is
faulty, replace the sensor with a sensor that is known
to be good.
Internal Engine Problem
If the piston rings do not seal, blowby will increase
the crankcase pressure and the problem will become
worse. Performance will deteriorate. The engine
will have poor combustion. Deposits will build up
on the pistons, on the valves, and in the cylinder
heads. Downward pumping of the pistons against
the increased crankcase pressure will further reduce
the performance.
To determine whether the piston rings leak, measure
the crankcase blowby. Refer to the Operation
and Maintenance Manual, “Crankcase Blowby -
Measure/Record”.
Sticking of the pistons will also increase the
crankcase pressure. If the problem is not resolved,
piston seizure will result.
75
Troubleshooting Section
If a problem with a piston is suspected, do not operate
the engine. Remove the crankshaft inspection covers
in order to inspect the cylinder liner for scoring and
for scuffing. Use the barring device to move the
piston to the uppermost position. Replace the piston
rings and the cylinder liner, if necessary.
i02905112
Cylinder Is Noisy
SMCS Code: 1223-035
Probable Causes
• Incorrect bridge and/or valve lash
• Insufficient lubrication
• Problem in the cylinder head and/or related
components
• Problem with the bolts for the precombustion
chamber
Recommended Actions
Valve Bridge and Valve Lash
Check the valve bridge and valve lash according to
Systems Operation/Testing and Adjusting, “Engine
Timing Procedures”.
Insufficient Lubrication
Inspect the valve train for sufficient lubrication. The
passages for the engine oil must be clean.
Cylinder Head and Related Components
Measure the cylinder compression. Refer to the
engine's Operation and Maintenance Manual,
“Cylinder Pressure - Measure/Record”.
Inspect the components of the valve train: valves,
valve springs, locks, and valve rotators.
Inspect the contact surfaces of the rocker arm and
valve bridge.
Inspect the pushrods.
Check for free movement of the valves. If the valves
do not move freely, look for these conditions:
• A valve stem is bent.
• The camshaft lifters are damaged or the lifters are
worn.
• The camshaft is damaged or the camshaft is worn.
76 RENR5910-06
Troubleshooting Section

• A retaining bolt for a rocker shaft is loose or the Table 24

bolt is broken. Event Code
Replace components that are worn and/or damaged. Description Conditions System
which Activate Response
If a camshaft is replaced, new valve lifters must be the Code
installed. E401(1) Cylinder The level of The alarm
#1 Detonation detonation has output is
Bolts for the Precombustion Chamber E402(1) Cylinder exceeded the activated. The
#2 Detonation trip point. There code is logged.
Inspect the bolts for the precombustion chamber. E403 (1) Cylinder is no active The engine
#3 Detonation diagnostic code performance
Make sure that the bolts are not loose or broken. E404 (1) Cylinder for the detonation may be
Replace the bolts, if necessary. #4 Detonation sensor. affected by an
E405(1) Cylinder adjustment of
#5 Detonation the timing in
i04090021
E406(1) Cylinder order to reduce
Detonation Occurrence #6 Detonation
E407(1) Cylinder
detonation.

#7 Detonation
SMCS Code: 1223-035; 1559-035 E408(1) Cylinder
#8 Detonation
Use this procedure in order to troubleshoot an E409(1) Cylinder
occurrence of detonation. Any alarm that is #9 Detonation
generated by the detonation detection system must E410(1) Cylinder
be investigated. The cause of the alarm must be #10 Detonation
identified and corrected. Use this procedure if one E411(1) Cylinder
of the following event codes is active. Refer to #11 Detonation
Troubleshooting, “Event Codes” for information about E412(1) Cylinder
#12 Detonation
event codes and the default trip points for these E413(1) Cylinder
codes. Access the monitoring system on Caterpillar #13 Detonation
Electronic Technician (ET) in order to view the current E414(1) Cylinder
trip points for these codes. #14 Detonation
E415(1) Cylinder
#15 Detonation
E416(1) Cylinder
#16 Detonation
RENR5910-06 77
Troubleshooting Section

Table 25 • Incorrect air/fuel ratio

Event Code
• Coolant in a cylinder
Description Conditions System
which Activate Response • Excessive deposits in the combustion chamber
the Code
E421(3) Cylinder The level of The fuel is • Faulty circuit for the detonation sensor
#1 Detonation detonation has shut off. The
Shutdown exceeded the trip shutdown • High BTU fuel gas supply
E422(3) Cylinder point. Maximum output is
#2 Detonation retardation of activated. The • Mechanical problem
Shutdown the timing was code is logged.
E423(3) Cylinder unable to control The engine is
#3 Detonation the detonation shut down. Recommended Repairs
Shutdown adequately during
E424(3) Cylinder the number of Excessive Load
#4 Detonation ignition sparks
Shutdown that are allowed.
E425(3) Cylinder There is no active
Make sure that the load is not excessive. Reduce the
#5 Detonation diagnostic code load. If necessary, disengage the driven equipment
Shutdown for the detonation and test the engine.
E426(3) Cylinder sensor.
#6 Detonation Misfire
Shutdown
E427(3) Cylinder If a cylinder is misfiring, the other cylinders can
#7 Detonation
Shutdown
be overloaded. Overloading will cause the other
E428(3) Cylinder cylinders to detonate. To eliminate the detonation,
#8 Detonation first eliminate the misfire. Refer to Troubleshooting,
Shutdown “Engine Misfires, Runs Rough or Is Unstable”.
E429(3) Cylinder
#9 Detonation Needle Valves
Shutdown
E430(3) Cylinder
#10 Detonation
Misfire can occur in the precombustion chamber if the
Shutdown air/fuel mixture is too lean. If a cylinder is misfiring,
E431(3) Cylinder the other cylinders can be overloaded. Overloading
#11 Detonation will cause the other cylinders to detonate.
Shutdown
E432(3) Cylinder Determine whether the adjustment of the needle
#12 Detonation valves is correct. If the needle valves require
Shutdown adjustment, fully close all of the needle valves. Then
E433(3) Cylinder open all of the needle valves for four full turns.
#13 Detonation Operate the engine and use an emissions analyzer
Shutdown
E434(3) Cylinder
to obtain the correct level of exhaust emissions.
#14 Detonation
Shutdown Note: The recommended minimum position of the
E435(3) Cylinder needle valve should not be less than two turns open.
#15 Detonation
Shutdown Check the Inlet Air Temperature
E436(3) Cylinder
#16 Detonation
Shutdown
High inlet air temperature can cause detonation.
Check the inlet air temperature. Check for an event
code for the inlet air temperature.
Probable Causes
If an event code for the inlet air temperature is active,
• Excessive load refer to Troubleshooting, “Inlet Air Temperature Is
High”.
• Misfire
• Adjustment of needle valves for the precombustion
chamber

• High inlet air temperature

78
Troubleshooting Section
Air/Fuel Ratio
An air/fuel mixture that is too rich will cause
detonation. A change in the fuel energy content
will change the air/fuel ratio. Obtain a fuel analysis.
Enter the data into Caterpillar Software Program,
LEKQ6378, “Methane Number Program”. Use Cat
ET to program the correct LHV and specific gravity
of the fuel into the ECM.
The fuel supply pressure must be adequate and
stable.
Make sure that the electrohydraulic actuator for the
fuel is operating correctly.
Verify that the exhaust emissions are correct.
Coolant in a Cylinder
Under some circumstances, detonation can occur
if a solution of water and glycol leaks into a
precombustion chamber and the coolant is burned. If
a water/glycol solution is used, monitor the cylinder
exhaust port temperature. If the temperature is higher
than the average, inspect the cylinder for evidence of
coolant leaks in the precombustion chamber.
Note: Significant leaking of any type of coolant will
cause the cylinder to misfire.
Check for Deposits in the Cylinders
Overfilling of engine oil can lead to deposits. Make
sure that the engine oil level is correct.
Note: Excessive deposits contribute to guttering of
the valves.
Use a borescope to inspect the cylinders. Look for
the following conditions:
• Deposits on the valve seats
• Deposits on the valve faces
• Deposits on the cylinder walls that are above the
upper limit of the piston stroke
• Signs of internal leaks
Signs of internal leaks include excessive consumption
of engine oil, blue smoke, and excessive detonation.
If excessive deposits and/or signs of internal leaks
are found, investigate the cause of the condition.
Make repairs, as needed.
RENR5910-06
Check the Detonation Sensors
A problem with a detonation sensor or the electrical
circuit can cause false indications of detonation.
Troubleshoot the detonation sensors. Refer to
Troubleshooting, “Detonation Test”.
High BTU Fuel Gas Supply
The value of the fuel BTU may have changed due to
customer activities. Obtain a current fuel analysis. If
the BTU of the fuel has changed significantly, use an
exhaust analyzer to tune the engine.
Mechanical Problem
The detonation detection system is designed to
provide detonation control for selected cylinders.
However, the system is also capable of detecting
other unusual structural vibrations. The system
can detect both detonation events and irregular
mechanical events.
If a root cause of the detonation is not found,
proceed with investigating the mechanical system.
Look for loose fasteners, discoloration that is due
to overheating, and any indication of mechanical
impact.
Remove the crankcase side covers, the camshaft
covers, and the valve covers. Check the valve lash.
Look for the following types of problems before
the problems can cause a more serious situation:
maladjusted valve lash, spalling of the cams, broken
connecting rod bolts, and other mechanical issues.
i02905354
Electrohydraulic System Oil
Pressure Is Low
SMCS Code: 1300-035
Use this procedure if one of the following event
codes is active. Refer to Troubleshooting, “Event
Codes” for information about event codes and the
default trip points for these codes. You must access
the monitoring system on Caterpillar Electronic
Technician (ET) in order to view the current trip points
for these codes.
RENR5910-06 79
Troubleshooting Section

Table 26 The hydraulic oil pressure switch must remain closed

Event Code
during engine operation. Use a gauge to check the oil
pressure of the electrohydraulic system at the outlet
Description Conditions System for the hydraulic pump while the engine is cranking.
which Activate Response Check the pressure while the engine is at normal
the Code operating temperature, when possible. Compare the
E266(3) Low The crank The fuel is pressure to the pressure that is described in Systems
Hydrax Oil terminate relay shut off. The Operation/Testing and Adjusting, “Engine Governing
Pressure has been shutdown output - Adjust”.
energized for at is activated. The
least 30 seconds. code is logged. If the pressure is too low, inspect the electrohydraulic
The pressure system for leaks. Inspect the hydraulic pump. Make
switch for the repairs, as needed.
electrohydraulic
actuator system
opens for more Open Electrical Circuit
than one second.
This indicates no Open Circuit in the Hydraulic Oil Pressure Switch
oil pressure to
the system. Check for proper operation of the hydraulic oil
pressure switch. Disconnect the engine harness
from the switch. Apply a known pressure to the
Probable Causes electrohydraulic system. While you apply the
pressure, use a ohmmeter between terminals “A” and
• Incorrect setting of the pressure relief valve “B” on the switch. Observe the status of the switch's
contact. If the switch does not function properly,
• Stuck pressure relief valve replace the switch.
• Insufficient oil pressure Open Circuit in the Harness for the Hydraulic Oil
Pressure Switch
• Open electrical circuit for the hydraulic oil pressure
switch Use the following procedure to check the harness.
Do not operate the engine during this procedure.
Recommended Actions
1. Turn the engine control switch to the STOP
Setting of the Pressure Relief Valve position.

Check the setting of the pressure relief valve. For
instructions, refer to Systems Operation/Testing and
Adjusting, “Engine Governing - Adjust”. Adjust the
pressure relief valve, if necessary.
Check the Pressure Relief Valve
If the pressure relief valve is dirty, the valve can
become stuck. If the pressure relief valve is stuck in
the open position, the hydraulic oil pressure will be
too low.
If you suspect that the pressure relief valve is stuck,
disassemble the valve and clean the parts. Check
the relief valve that is located on the hydraulic pump
for leakage and/or adjustment. Replace parts, if
necessary.
Low Hydraulic Oil Pressure
Check the hydraulic oil level. Observe the oil level in
the sight gauge on the tank. If necessary, pour oil into
the tank until the oil level is between the “ADD” and
“FULL” marks on the sight gauge.
2. Disconnect the harness connector from the
pressure switch. Use Cat ET to observe the
“Hydrax Pressure Switch Status”.
The status of the switch should be “Open”.
3. Attach a jumper wire between terminals “A” and
“B” on the harness connector.
4. Use Cat ET to observe the “Hydrax Pressure
Switch Status”.
The status of the switch should be “Closed”.
5. Continue to observe the “Hydrax Pressure Switch
Status”. Wiggle the harness from the harness
connector to the ECM.
The status of the switch should still be “Closed”.
If the “Hydrax Pressure Switch Status”
momentarily changes to “Open”, the harness has
an intermittent circuit.
80 RENR5910-06
Troubleshooting Section

If there is an intermittent circuit, locate the problem. • Incorrect starting position for the air choke
Make repairs to the harness, when possible. After the
harness is repaired, remove the jumper wire from the • Inlet air restriction
3-pin connector. Reconnect the connector.
• Problem with the air/fuel mixture
If the harness cannot be repaired, replace the
harness. • Problem with the gas shutoff valve

i02905361
• Electrical connectors or power supply

Engine Cranks but Does Not • No signal from the engine speed/timing sensor
Start • Ignition system
SMCS Code: 1000-035; 1450-035
Recommended Actions
Use this procedure if the following event code is
active. Refer to Troubleshooting, “Event Codes” for Air/Fuel Pressure Module
information about event codes and the default trip
points for this code. You must access the monitoring Perform a calibration procedure on the Air/Fuel
system on Caterpillar Electronic Technician (ET) in pressure module. Refer to Troubleshooting, “Air/Fuel
order to view the current trip point for this code. Pressure Module - Calibrate”.

Table 27 Fuel Pressure is Present During Initial

Event Code Cranking
Description Conditions System
which Generate Response If fuel pressure is present before the fuel command,
this Code the engine will not start.
E498(3) Fuel The engine is The shutdown If an unexpected shutdown or a fast shutdown
Pressure cranking and output is occurred, the fuel actuator may have remained open.
Present During the pressure activated. The
Initial Cranking switch for the code is logged.
If service was performed on the actuator, the actuator
prelube is closed. may have remained open. Before you crank the
The Electronic engine again, make sure that the actuator is closed.
Control Module
(ECM) has Inspect the fuel actuator and the actuator's linkage.
energized the Inspect the rod ends for damage and/or for wear.
Gas Shutoff Make sure that the components are fastened
Valve (GSOV) securely. Make corrections, if necessary.
but the ECM has
not energized the Make sure that the linkage is adjusted according to
fuel actuator's
solenoid. The
the engine's Specifications, “Fuel Control”.
air/fuel pressure
module detects The fuel actuator may be stuck. Make sure that the
a differential actuator can move smoothly. Inspect the actuator
pressure for according to Operation and Maintenance Manual,
fuel to air of at “Electrohydraulic Actuator - Inspect”. Recondition the
least 0.5 kPa actuator, if necessary.
(0.073 psi).
Slow Cranking
Probable Causes The cranking speed must be sufficient for engine
start-up. Inspect the starting system. Make sure that
• Air/Fuel pressure module the air supply has sufficient pressure. If the starting
motor is suspect, refer to Troubleshooting, “Air
• Fuel pressure is present during initial cranking. Starting Motor Problem”.
• Slow cranking Note: The target minimum cranking speed is 80 rpm.
• Cold engine
• Excessive load
RENR5910-06
Cold Engine
If the engine is too cold, the engine may not start.
Refer to Application and Installation, LEKQ7249,
“Ambient Considerations”.
Excessive Load
Make sure that the load is not excessive. Reduce the
load. If necessary, disengage the driven equipment
and test the engine.
Air Choke
The air choke is maintained at a fixed position during
start-up. If the air choke is closed too far, there may
be insufficient air for combustion. If the air choke is
opened too far, the air/fuel mixture may be too lean
for combustion.
Make sure that the programmable “Engine Start
Choke Position” is correct. Refer to Systems
Operation/Testing and Adjusting, “Electronic Control
System Parameters”.
Inlet Air Restriction
The air filter elements may be plugged. For
optimum operation, replace the air filter elements
when the inlet air restriction reaches 2.5 kPa
(10 inches of H2O). The maximum allowable inlet air
restriction is 3.75 kPa (15 inches of H2O).
If the inlet air restriction is excessive, determine the
cause of the restriction and correct the condition.
Air/Fuel Mixture
The following conditions can cause the engine to
malfunction:
• Low fuel pressure
• High fuel pressure
• Poor fuel quality
• Incorrect air/fuel ratio
Make sure that fuel is supplied at a sufficient pressure
that is stable. Make sure that the size of the fuel line
is sufficient. Inspect the fuel system for leaks. Inspect
the fuel filter, the gas pressure regulator, the gas
shutoff valve, and the gas shutoff valve's solenoid.
When possible, interview the operator in order
to determine if fuel quality is in question. Try to
determine if the source of the fuel was changed.
81
Troubleshooting Section
Check the needle valves for the precombustion
chambers. If the needle valves are closed, no fuel is
supplied to the precombustion chamber. If the needle
valves are open too far, the air/fuel mixture will be
too rich for combustion.
If the adjustment of the needle valves is suspect, fully
close all of the valves. Open the needle valves for
four full turns. Adjust the needle valves according to
Systems Operation/Testing and Adjusting, “BTU and
Precombustion Chamber Adjustments”.
Check the position of the air choke's plate. The
orientation of the plate is represented by the groove
on the end of the shaft for the choke plate. The air
choke is opened for start-up. If the air choke is closed,
the air/fuel mixture will be too rich for combustion.
If the air choke is open too far, the air/fuel mixture
will be too lean. Make sure that the programmable
starting position for the air choke is correct.
During cranking, the fuel actuator begins to open
at approximately 50 rpm. The actuator opens for
approximately 5 to 10 percent of the full travel. If the
actuator opens for more than 30 percent, the fuel
pressure is probably too low.
Make sure that the actuator and the linkage are
operating properly. For information on maintaining
the actuator, refer to the Operation and Maintenance
Manual, “Electrohydraulic Actuator - Inspect”. For
information on troubleshooting the actuator, refer to
Troubleshooting, “Fuel Actuator - Test”.
Gas Shutoff Valve
During cranking, measure the pressure in the fuel
manifold. The gas pressure must be 1 to 10 kPa
(0.15 to 1.5 psi). If the pressure is zero, the gas
shutoff valve may not be operating properly. Refer
to the Operation and Maintenance Manual, “Gas
Shutoff Valve - Inspect”.
Electrical Connectors or Power Supply
There may be an intermittent interruption of power.
Check the wiring harnesses and the connectors.
Inspect the connectors in the terminal box. Inspect
the battery connections and the ground.
Inspect the wiring from the battery to the Electronic
control Module (ECM). Inspect the wires and
the power relay. Check the power and ground
connections. Refer to Troubleshooting, “Electrical
Power Supply - Test”.
Make sure that the run relay is activated. Refer to
Troubleshooting, “Indicator Lamp - Test”.
82
Troubleshooting Section
Engine Speed/Timing Sensor
Make sure that the engine speed/timing sensor
and the timing wheel are installed correctly. If the
engine speed/timing sensor is suspect, refer to
Troubleshooting, “Speed/Timing - Test”.
Ignition System
Under certain conditions, condensation forms on
the spark plugs after the engine is shut down. The
condensation can prevent the engine from restarting.
Maintain the spark plug according to Operation and
Maintenance Manual, “Ignition System Spark Plugs -
Check - Adjust”.
Inspect the ignition transformers for loose
connections, for moisture, for short circuits, and for
open circuits. Inspect the primary wiring and the
secondary electrical connections. For information
on troubleshooting the ignition system, refer to
Troubleshooting, “Ignition Primary - Test” and
Troubleshooting, “Ignition Secondary - Test”.
Make sure that the correct transformers and spark
plugs are installed. Inspect the extenders for signs
or pin holes and arcing.
i02905364
Engine Has Mechanical Noise
(Knock)
SMCS Code: 1000-035
Probable Causes
• Driven equipment
• Cylinder head and related components
• Connecting rod bearing
• Gear train
• Crankshaft and related components
• Piston
• Detonation
Recommended Actions
Driven Equipment
Inspect the alignment and the balance of the driven
equipment. Inspect the coupling. If necessary,
disconnect the driven equipment and test the engine.
RENR5910-06
Cylinder Head and Related Components
Inspect the components of the valve train. Check for
signs of damage and/or wear to the valves, valve
bridges, valve lifters, cylinder head gasket, etc.
Inspect the condition of the camshafts. If a camshaft
is replaced, new valve lifters must be installed.
Connecting Rod Bearing
Inspect the connecting rod bearings and the
crankshaft's bearing surfaces. Inspect the engine oil
filters for debris from the bearings. Install new parts,
if necessary.
Gear Train
Inspect the condition of the gear train.
Inspect the engine oil filters for nonferrous material.
Flaking of nonferrous material could indicate worn
gear train bearings.
Crankshaft
Inspect the crankshaft and the related components.
Inspect the main bearings and the bearing surfaces
on the crankshaft. Make sure that the bearings are in
the correct position.
Look for worn thrust plates and wear on the
crankshaft.
Check the bolts of the counterweights. Refer to
Specifications, “Crankshaft”.
Piston
Make sure that the piston pin is correctly installed.
The retaining rings must be secure.
Inspect the condition of the pistons according
to Guidelines for Reusable Parts and Salvage
Operations.
Detonation
Check the control panel's display for the occurrence
of detonation. Refer to Troubleshooting, “Detonation
Occurrence”.
RENR5910-06 83
Troubleshooting Section

i02905374 (Table 28, contd)

Engine Misfires, Runs Rough Diagnostic Codes Table

or Is Unstable Description Conditions

which Activate
System
Response
the Code
SMCS Code: 1000-035
E205(1) Cylinder The engine is The alarm
Use this procedure if one of the following event #5 Intermittent operating in output is
codes is active. Refer to Troubleshooting, “Event Misfire the mode for activated. The
Codes” for information about event codes and the combustion code is logged.
E206(1) Cylinder feedback or in The engine will
default trip points for these codes. You must access #6 Intermittent the prechamber run rough.
the monitoring system on Caterpillar Electronic Misfire calibration mode.
Technician (ET) in order to view the current trip points The ICSM has
E207(1) Cylinder
for these codes. #7 Intermittent not received
Misfire 20 percent of
Table 28 the signals from
Diagnostic Codes Table E208(1) Cylinder the cylinder's
#8 Intermittent combustion
Description Conditions System Misfire sensor during
which Activate Response a four minute
the Code period.
E200(1) The engine is The shutdown E209(1) Cylinder The engine is The alarm
Continuous operating in output is #9 Intermittent operating in output is
Cylinder Misfire the mode for activated. The Misfire the mode for activated. The
combustion code is logged. combustion code is logged.
feedback. At E210(1) Cylinder feedback or in The engine will
least 50 percent #10 Intermittent the prechamber run rough.
of the cylinders Misfire calibration mode.
have continuous E211(1) Cylinder The ICSM has
misfire. The #11 Intermittent not received
cylinder has Misfire 20 percent of
an active the signals from
“Exhaust Port E212(1) Cylinder the cylinder's
Temp Deviating #12 Intermittent combustion
Low” event. Misfire sensor during
The Integrated a four minute
Combustion period.
Sensing Module
(ICSM) has E213(1) Cylinder The engine is The alarm
not received #13 Intermittent operating in output is
a signal from Misfire the mode for activated. The
the cylinder's combustion code is logged.
E214(1) Cylinder feedback or in The engine will
combustion #14 Intermittent
sensor for 40 the prechamber run rough.
Misfire calibration mode.
minutes.
E215(1) Cylinder The ICSM has
E201(1) Cylinder The engine is The alarm #15 Intermittent not received
#1 Intermittent operating in output is Misfire 20 percent of
Misfire the mode for activated. The the signals from
combustion code is logged. E216(1) Cylinder the cylinder's
E202(1) Cylinder feedback or in The engine will #16 Intermittent combustion
#2 Intermittent the prechamber run rough. Misfire sensor during
Misfire calibration mode. a four minute
E203(1) Cylinder The ICSM has period.
#3 Intermittent not received
Misfire 20 percent of Table 29
the signals from
E204(1) Cylinder the cylinder's Diagnostic Codes Table
#4 Intermittent combustion
Misfire sensor during Description Conditions System
a four minute which Generate Response
period. this Code
(continued) (continued)
84 RENR5910-06
Troubleshooting Section

(Table 29, contd) (Table 29, contd)

Diagnostic Codes Table Diagnostic Codes Table
Description Conditions System Description Conditions System
which Generate Response which Generate Response
this Code this Code
E601(1) Cylinder The engine is The alarm E613(1) Cylinder The engine is The alarm
#1 Continuous operating in output is #13 Continuous operating in output is
Misfire the mode for activated. The Misfire the mode for activated. The
combustion code is logged. combustion code is logged.
E602(1) Cylinder feedback. There The engine will E614(1) Cylinder feedback. There The engine will
#2 Continuous is an active run rough. #14 Continuous is an active run rough.
Misfire event for the Misfire event for the
E603(1) Cylinder low temperature E615(1) Cylinder low temperature
#3 Continuous deviation of #5 Continuous deviation of
Misfire the cylinder's Misfire the cylinder's
exhaust port. exhaust port.
E604(1) Cylinder The ICSM has E616(1) Cylinder The ICSM has
#4 Continuous not received #16 Continuous not received
Misfire a signal from Misfire a signal from
the cylinder's the cylinder's
combustion combustion
sensor for 40 sensor for 40
consecutive consecutive
potential firing potential firing
cycles. cycles.
E605(1) Cylinder The engine is The alarm
#5 Continuous operating in output is
Misfire the mode for activated. The
Probable Causes
combustion code is logged.
E606(1) Cylinder feedback. There The engine will • Cold cylinder
#6 Continuous is an active run rough.
Misfire event for the • Spark plug
E607(1) Cylinder low temperature
#7 Continuous deviation of • Check valve
Misfire the cylinder's
exhaust port.
E608(1) Cylinder The ICSM has
• Incorrect maximum position for the air choke
#8 Continuous not received
Misfire a signal from • Incorrect air/fuel ratio
the cylinder's
combustion • Needle valve
sensor for 40
consecutive • Spark plug's extension
potential firing
cycles. • Ignition transformer
E609(1) Cylinder The engine is The alarm
#9 Continuous operating in output is • Air/fuel pressure module
Misfire the mode for activated. The
combustion code is logged. • Gas admission valve
E610(1) Cylinder feedback. There The engine will
#10 Continuous
Misfire
is an active run rough. • Precombustion chamber
event for the
E611(1) Cylinder low temperature • Fuel supply lines for the precombustion chamber
#11 Continuous deviation of
Misfire the cylinder's
exhaust port. • Valve lash
E612(1) Cylinder The ICSM has
#12 Continuous not received • Cylinder head and related components
Misfire a signal from
the cylinder's • Incorrect electrical connection or power supply
combustion
sensor for 40 • Incorrect connections to the Integrated Combustion
consecutive Sensing Module (ICSM)
potential firing
cycles.
• Air inlet restriction
(continued)
RENR5910-06
• Problem with the electrohydraulic system
• Driven equipment
• Coolant leak into the precombustion chamber or
cylinder
Recommended Actions
Note: If the symptom only occurs under certain
operating conditions (high idle, full load, engine
operating temperature, etc), test the engine under
the conditions. Troubleshooting the symptom under
other conditions can give misleading results.
Cold Cylinder
Before you can determine the cause of the cold
cylinder, use the display on the control panel in
order to locate the cold cylinder. You can view the
actual combustion burn times and the exhaust port
temperatures of the cylinders.
For detailed information on detection of misfire and
false misfire, refer to Systems Operation/Testing
and Adjusting, “BTU and Precombustion Chamber
Adjustments”.
Spark Plug
Under certain conditions, condensation forms on
the spark plugs after the engine is shut down. The
condensation can cause misfire.
A spark plug may require service. Maintain the
spark plug according to Operation and Maintenance
Manual, “Ignition System Spark Plug - Check/Adjust”.
Check Valve
Passages for the fuel to the precombustion chamber's
check valve may be blocked by contaminants in the
air/fuel mixture. Make sure that the passages are
clean. Make sure that the air and the fuel are properly
filtered.
Combustion may have leaked past the check valve's
gasket. During operation, check the temperature
of the supply tube for the needle valve. If the
temperature of the supply tube is higher than the
average, combustion is probably leaking into the
cylinder head. Remove the check valve and inspect
the check valve for evidence of combustion on the
outside of the check valve's body.
The check valve may be stuck. The check valve
must move freely in order to allow fuel to enter the
precombustion chamber. Clean the check valve with
a nonflammable solvent that will not leave residue.
Replace the check valve, if necessary.
85
Troubleshooting Section
Air Choke
If the air choke opens fully at no load or at a low load,
the air choke cannot provide a further increase in the
inlet manifold air pressure. The wastegate will begin
to control the inlet manifold air pressure. The result is
an excessive flow of fuel and a period of misfire.
If the air choke is closed too far, the air/fuel ratio to
the engine will be rich. Misfires can occur at no load
or at a low load.
Make sure that the programmable “Maximum
Choke Position” is correct. Refer to Systems
Operation/Testing and Adjusting, “Electronic Control
System Parameters”.
Air/Fuel Ratio
Operate the engine with a different air/fuel mixture in
order to determine if the misfiring is affected by the
air/fuel ratio. To change the air/fuel ratio, operate the
engine in the prechamber calibration mode. Use Cat
ET to change the setting of the fuel's BTU.
If the rate of misfiring changes, use an emissions
analyzer and tune the engine according to Systems
Operation/Testing and Adjusting, “BTU and
Precombustion Chamber Adjustments”.
Needle Valve
Check the needle valves for the precombustion
chambers. If the needle valves are closed, no fuel
is supplied to the precombustion chamber. If the
needle valves are open too far, the air/fuel mixture
will be too rich for combustion. If the adjustment
of the needle valves is suspect, fully close all of
the needle valves. Open the needle valves for four
full turns. Adjust the needle valves according to
Systems Operation/Testing and Adjusting, “BTU and
Precombustion Chamber Adjustments”.
Note: The recommended minimum position of the
needle valve should not be less than two turns open.
If adjustment of a needle valve does not affect
operation, the needle valve may be faulty. Replace
the needle valve.
Make sure that the fuel lines for the needle valves
are not clogged.
Note: If the needle valve moves freely, the position of
the needle valve may change during engine operation
due to vibration. If this condition exists, replace the
needle valve. If the needle valve replacement and
subsequent adjustment does not change the burn
time, inspect the precombustion chamber tip for
nozzle erosion.
86
Troubleshooting Section
Spark Plug Extension
Inspect the outside of the extension for oil and
moisture. Look for holes that are burned through
the extension's insulator. Inspect the extension's
terminals for corrosion.
Ignition Transformer
Inspect the ignition transformers for loose
connections, moisture, short circuits, and open
circuits. Inspect the primary wiring and the
secondary electrical connections. For information
on troubleshooting the ignition system, refer to
Troubleshooting, “Ignition Primary - Test” and
Troubleshooting, “Ignition Secondary - Test”.
Gas Admission Valve
Check the gas admission valve lash. Refer to
Systems Operation/Testing and Adjusting, “Engine
Timing Procedures”.
Precombustion Chamber
Inspect the precombustion chamber. For instructions
on removal and installation, refer to Disassembly
and Assembly, “Prechamber Check Valve - Remove
and Install”.
The precombustion chamber's gasket and/or the
ignition body's seals may have allowed coolant to
enter the precombustion chamber. Inspect the spark
plug and the precombustion chamber for evidence
of coolant and residue of liquid crystalline material.
If the gasket and/or the seals have leaked, clean
the sealing surfaces and install a new gasket and
seals. Also check for coolant leaks at the bottom of
the cylinder head.
Remove the combustion sensor and use a
borescope to view the hole for the spark plug in the
precombustion chamber. For a two-piece ignition
body / precombustion chamber, the locating pins
may be broken. This would allow the precombustion
chamber to move and the hole for the spark plug
could be misaligned. If this is the case, remove the
ignition body and the precombustion chamber in
order to make the necessary repairs.
Fuel Supply Lines for the Precombustion
Chamber
Inspect the fuel supply lines and the passages
between the needle valve and the check valve. Look
for signs of debris and carbon buildup. Make sure
that the lines and passages are clean.
Multiple problems with a check valve for a particular
cylinder can be caused by fuel supply lines and
passages that are dirty.
RENR5910-06
Valve Lash
Check the valve lash. Refer to Systems
Operation/Testing and Adjusting, “Engine Timing
Procedures”.
Cylinder Head and Related Components
Measure the cylinder compression. Refer to
Operation and Maintenance Manual, “Cylinder
Pressure - Measure/Record”.
Inspect the components of the valve train for good
condition. Check for signs of damage and/or for wear
to the valves, cylinder head gasket, etc. Inspect the
condition of the camshafts. If a camshaft is replaced,
new valve lifters must be installed.
Electrical Connection or Power Supply
There may be an intermittent interruption of power.
Check the wiring harnesses and the connectors.
Inspect the connectors in the terminal box. Inspect
the battery connections and the ground.
Inspect the wiring from the battery to the Electronic
Control Module (ECM). Inspect the wires and
the power relay. Check the power and ground
connections. Refer to Troubleshooting, “Electrical
Power Supply - Test”.
Incorrect Connections to the ICSM
If the wiring from the combustion sensors to the
ICSM is not connected correctly, false misfire can be
indicated. The exhaust temperatures will be normal
but the combustion burn times can be excessive
because the ICSM is not monitoring the correct firing
order.
Make sure that the wiring from the cylinders to the
ICSM is correct.
Air Inlet Restriction
The maximum allowable air inlet restriction is
3.75 kPa (15 inches of H2O). If the indication is higher
than the maximum permissible restriction, clean the
filter element or install a new filter element. Check the
restriction again. If the restriction remains too high,
inspect the air inlet piping for obstructions.
Electrohydraulic System
Make sure that the hydraulic oil is not contaminated.
Make sure that the electrohydraulic actuators are
operating properly. During operation at a load that is
less than 40 percent, observe the operation of the
air choke actuator. During operation at a load that
is greater than 40 percent, observe the operation of
the wastegate actuator.
RENR5910-06 87
Troubleshooting Section

The governor gain may require adjustment. Refer to Probable Causes

Systems Operation/Testing and Adjusting, “Governor
Adjustment Procedure”.
If a solenoid for an actuator is suspect, switch the
solenoid for another solenoid that is known to be
good. Obtain a new solenoid, if necessary.
Make sure that the linkage moves freely. If any rod
ends are worn, replace the rod ends.
• Excessive load
• The programmed crank cycle time is insufficient.
• The gas supply to the engine is insufficient.
• There is a problem with the relay for the starting
motor's solenoid.

If an actuator is suspect, inspect the actuator • The ignition system is not functioning.
according to Operation and Maintenance Manual,
“Electrohydraulic Actuator - Inspect”. • The quality of the gas does not match the “Fuel
Quality” parameter.
Driven Equipment
• Cold engine
Make sure that the load is not excessive. Reduce the
load. If necessary, disengage the driven equipment Recommended Actions
and test the engine.

Variation of the load can cause instability. Make sure

that the signal for the engine speed is not corrupted.
Coolant leak into Precombustion
Chamber or Cylinder
Leakage of the coolant mixture into the precombustion
chamber or the cylinder can cause misfire. Use a
borescope in order to check for evidence of leakage
in the precombustion chamber or in the cylinder.
Make necessary repairs. See the section on the
precombustion chamber.
i02905639
Engine Overcrank Occurrence
SMCS Code: 1450-035; 1900-035
Excessive Load
Make sure that the load is not excessive. Reduce the
load. If necessary, disengage the driven equipment
and test the engine.
Crank Cycle
Note: A maximum of one crank cycle per overcrank
is recommended.
Make sure that the engine can be cranked for a
sufficient amount of time. Use Cat ET to check
the “Cycle Crank Time” and the “Overcrank Time”
parameters. Remember that the purge cycle is part
of the total crank cycle. Reprogram the parameters,
if necessary. For instructions, refer to Systems
Operation/Testing and Adjusting, “Electronic Control
System Parameters”.

Use this procedure if the following event code is
active. Refer to Troubleshooting, “Event Codes”
for information about event codes and the default
trip points for these codes. You must access
the monitoring system on Caterpillar Electronic
Technician (ET) in order to view the current trip point
for this code.
Table 30
Check the Gas Supply to the Engine
Check for low gas pressure. If the gas pressure is low,
refer to Troubleshooting, “Fuel Pressure Problem”.
If the gas shutoff valve is closed, refer to Operation
and Maintenance Manual, “Gas Shutoff Valve -
Inspect”.

Event Code Check the customer's gas shutoff valves for proper
operation.
Description Conditions System
which Activate Response
the Code Check the Status of the Relay for the
E225(3) Engine The engine did The fuel is shut Starting Motor's Solenoid
Overcrank not start within off. Engine
the programmed cranking is Attempt to start the engine while you observe the
parameters for prevented. The status of the relay for the starting motor's solenoid on
engine starting. code is logged. the control panel's display.
88 RENR5910-06
Troubleshooting Section

If the status of the relay for the starting motor's i02905656

solenoid indicates that the engine should crank but
no cranking occurs, troubleshoot the starting circuit. Engine Overloads
Refer to Troubleshooting, “Starting - Test”.
SMCS Code: 1000-035; 1900-035
If the engine should crank and cranking occurs,
check the engine rpm. Use this procedure in order to troubleshoot an engine
overload. Use this procedure if the following event
code is active. Refer to Troubleshooting, “Event
Check the Engine RPM Codes” for information about event codes and the
default trip points for this code. You must access
The Electronic Control Module (ECM) must detect a the monitoring system on Caterpillar Electronic
minimum of 50 rpm before the gas and the ignition
Technician (ET) in order to view the current trip points
are supplied to the engine. Monitor the engine speed
for this code.
while you crank the engine.
Table 31
The minimum recommended cranking speed is 80
rpm. Event Code
Description Conditions System
The maximum recommended cranking speed is 150 which Activate Response
rpm. the Code
E242(2) Engine The calculation The alarm output
Ignition System Overload by the Electronic is activated.
Control Module The code is
Check for active diagnostic codes that relate to (ECM) for the logged. The
the ignition system. If there is at least one active engine load is engine power
diagnostic code that relates to the ignition system, greater than 110 is reduced.
troubleshoot the diagnostic code. percent of the
rated load.

Check the Fuel Quality

Probable Causes
Compare the Low Heat Value (LHV) of the gas supply
to the “Fuel Quality” parameter that is programmed • Driven equipment
by the customer into the ECM. The ECM uses the
setting for start-up and for air/fuel ratio control at low • Misfire
loads.
• The LHV of the gas or the specific gravity of the
If the LHV of the fuel does not match the “Fuel gas is significantly different from the value that is
Quality” parameter that is programmed into the ECM, programmed.
program the ECM with the correct setting for the
“Fuel Quality” parameter. If the LHV of the fuel does
not match, use an emissions analyzer and tune Recommended Actions
the engine according to Systems Operation/Testing
and Adjusting, “BTU and Precombustion Chamber Driven Equipment
Adjustments”.
Make sure that the load is not excessive. Reduce
Cold Engine the load.

Jacket water heaters are recommended for Misfire

temperatures below 21° C (70° F) or in extremely
humid conditions. Lube oil heaters are recommended A cold cylinder will cause the other cylinders to
for temperatures below 10° C (50° F). overload. Refer to Troubleshooting, “Engine Misfires,
Runs Rough or Is Unstable”.
RENR5910-06 89
Troubleshooting Section

Obtain a Fuel Analysis and Program the Recommended Actions

Fuel Energy Content
Obtain an analysis of the gas in order to determine
the LHV. Program the correct LHV for the “Fuel
Quality” configuration parameter. Use an emissions
analyzer and tune the engine according to Systems
Operation/Testing and Adjusting, “BTU and
Precombustion Chamber Adjustments”.
If the quality of the gas is not consistent, obtain
several analyses over a period of time. Program the
“Fuel Quality” configuration parameter to the average
value of the LHV.
i02905660
Engine Overspeeds
Check for Slow Governor Response
If an engine overspeed occurs during start-up or
when the load is reduced, the governor response
may be slow.
Observe the “Speed Governor Adjustment” screen
on Cat ET. Look for the engine response to the worst
cases for step-loading and unloading.
Use the “Throttle Bump” feature of Cat ET in order
to disturb the steady state engine operation. If the
undershoot or the overshoot of the engine speed
is excessive, adjust the governor's gain. Refer to
Systems Operation/Testing and Adjusting, “Electronic
Control System Parameters”.

SMCS Code: 1915-035
Use this procedure in order to troubleshoot an engine
overspeed. Use this procedure if the following event
code is active. Refer to Troubleshooting, “Event
Codes” for information about event codes and the
default trip points for these codes. You must access
the monitoring system on Caterpillar Electronic
Technician (ET) in order to view the current trip point
for this code.
Note: The “Throttle Bump” feature should be used
with caution. The reaction of the governor may be
very erratic. This may cause an undesirable response
that may result in an engine shutdown.
Check the Trip Point
Note: Do not program the trip point for engine
overspeed higher than the maximum ratings of the
driven equipment.

Table 32 The trip point or engine overspeed may be too low.

Event Code Verify that the trip point for the engine overspeed is
properly programmed.
Description Conditions System
which Activate Response This parameter requires a factory password in order
the Code to change the trip point. Change the trip point to an
E004(3) Engine The engine The gas shutoff acceptable speed.
Overspeed rpm has valve and the
Shutdown exceeded the ignition are Check for Binding of the Electrohydraulic
trip point that is shut off. The
programmed into shutdown output Actuator
the Electronic is activated. The
Control Module code is logged. Slide the electrohydraulic actuator's rod in and out
(ECM) and while you feel the motion. If the motion is sticky
the delay time and/or rough, investigate the cause of the binding.
has expired. Make the necessary repairs. Refer to Operation and
The ECM has Maintenance Manual, “Electrohydraulic Actuator -
determined that Recondition”.
the detected
speed is
accurate. Check the Driven Equipment
Determine if the driven equipment has additional
Probable Causes inputs of energy that could drive the engine beyond
the rated rpm. Make corrections to the installation in
• Slow governor response order to prevent the overspeed from recurring.

• Low trip point for engine overspeed

• Binding of the electrohydraulic actuator for the fuel
• Energy of the driven equipment
90 RENR5910-06
Troubleshooting Section

i02905700 • The delay time for the driven equipment is

excessive.
Engine Shutdown Is
Intermittent • The battery power to the Electronic Control Module
(ECM) is lost.
SMCS Code: 1900-035
• High starting load
Use this procedure if the following event code is
active. Refer to Troubleshooting, “Event Codes” for Recommended Actions
information about event codes and the default trip
points for this code. You must access the monitoring Check for Active Diagnostic or Event
system on Caterpillar Electronic Technician (ET) in
order to view the current trip points for this code. Codes
Table 33 Connect Cat ET and check for any active diagnostic
or event codes. Repair any active diagnostic or
Event Code
event codes. Refer to Troubleshooting, “Diagnostic
Description Conditions System Trouble Codes” for a list of diagnostic codes and the
which Activate Response applicable troubleshooting procedure to repair the
the Code code. Refer to Troubleshooting, “Event Codes” for a
E268(3) The crank The fuel is list of event codes and the applicable troubleshooting
Unexpected terminate relay shut off. The procedure to repair the code.
Engine is set and shutdown output
Shutdown the engine is is activated. The If a problem is detected with any of the circuits for the
running. The code is logged. following components the engine will be shutdown.
engine rpm is
less than the • GSOV
programmed
speed of the
postlube cycle • ECS
for 200 ms.
• Relay for the prelube

Probable Causes • Prelubrication pressure switch

• There is a problem with the Gas Shutoff Valve
(GSOV).
• Incorrect input(s) to the Engine Control Switch
(ECS)
• There is a problem with the relay for the prelube.
• There is a problem with the switch for the prelube.
• There is a problem with the “Crank Terminate”
relay.
• There is a problem with the relay for the starting
motor.
• A shutdown has been requested by the driven
equipment.
• There is a problem with the “Run” relay.
• The “Crank Terminate Speed” is incorrectly
programmed.
• “Crank Terminate” relay
• Relay for the starting motor
• A shutdown has been requested by the driven
equipment.
• “Run” relay
Check the “Crank Terminate Speed”
The “Crank Terminate Speed” is a parameter that
can be configured. The ECM disengages the starting
motor when the engine exceeds the programmed
“Crank Terminate Speed”. The default value of 250
rpm should be sufficient for all applications.
If the “Crank Terminate Speed” is too slow, the
engine will shut down. Use the Cat ET to check the
programmed “Crank Terminate” speed. Use Cat ET
to adjust the “Crank Terminate Speed”, if necessary.

• The “Cycle Crank Time” is incorrectly programmed.

• The “Engine Overcrank Time” is incorrectly
programmed.
RENR5910-06 91
Troubleshooting Section

Check the “Cycle Crank Time”
The “Cycle Crank Time” is a parameter that can be
configured. This parameter determines the time for
engagement of the starting motor and the gas shutoff
valve during the crank cycle. If the engine does not
start within the programmed “Cycle Crank Time”,
the attempt to start is suspended for an equal “Rest”
cycle.
If the “Cycle Crank Time” is insufficient, the “Engine
Overcrank Time” can elapse before the engine is
able to start.
3. Inspect the ECM and the terminal box for proper
installation of the connectors.
4. Check the circuit breaker for the ECM in the
terminal box.
High Starting Load
If the engine has a high load at start-up, this fault may
occur. This is especially true if the engine is not warm.
i02905688

Use Cat ET to check the “Cycle Crank Time”. Use Engine Shutdown Occurrence
Cat ET to increase the time, if necessary.
SMCS Code: 1900-035
Check the “Engine Overcrank Time” Use this procedure if one of the following event
codes is active. Refer to Troubleshooting, “Event
The “Engine Overcrank Time” is a parameter that Codes” for information about event codes and the
can be configured. This parameter determines the default trip points for these codes. You must access
length of time for the crank cycle. If the engine does the monitoring system on Caterpillar Electronic
not start within the programmed “Engine Overcrank Technician (ET) in order to view the current trip points
time”, the attempt to start is terminated. for these codes.
If the “Cycle Crank Time” is insufficient, the “Engine Table 34
Overcrank Time” can elapse before the engine is
able to start. Event Code
Description Conditions System
Use Cat ET to check the “Engine Overcrank Time”. which Activate Response
Use Cat ET to increase the “Engine Overcrank Time”, the Code
if necessary. E264(3) The “Emergency The Electronic
Emergency Stop Stop” button is Control
Check the “Driven Equipment Delay Activated pressed. Module (ECM)
Time” commands the
gas shutoff valve
to close and the
The “Driven Equipment Delay Time” is a parameter ECM terminates
that can be configured. The ECM provides a switch the ignition. The
input for the driven equipment in order to delay engine shutdown output
start-up until the driven equipment is ready. The ECM is activated. The
will not attempt to start the engine until the switch code is logged.
input for the driven equipment closes to ground and
E269(3) The engine is The fuel is
the prelubrication (if equipped) is complete. Customer either cranking shut off. The
Shutdown or running. The shutdown output
An event code is generated if the “Driven Equipment Requested input for the stop is activated. The
Delay Time” elapses without closure of the switch is set for 200 ms. code is logged.
input. To disable this feature, program the delay time
to zero.
Probable Causes
If the programmed delay time is too long, the engine
may not start. Use Cat ET to check the “Driven • The “Emergency Stop” button is pressed.
Equipment Delay Time”. Use Cat ET to program the
delay time to a reasonable amount of time. • The customer's stop switch is pressed.
Battery Power to the ECM • The circuit for the emergency stop or the
customer's stop switch is faulty.
1. Refer to Troubleshooting, “Electrical Power Supply
- Test”. • Either switch is activated by excessive vibration.
2. Inspect the ground strap and the battery for
connections that are loose and/or corroded.
92 RENR5910-06
Troubleshooting Section

Recommended Actions Table 35

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

Replace any faulty components. Check the Driven Equipment

Determine whether the driven equipment has
i02905827 generated a “Start Inhibit” or “Shutdown” request.
Determine the cause for the request. Service the
Engine Shutdown or Start driven equipment according to the recommendations
Inhibit Initiated by Driven of the OEM of the equipment.

Equipment Check the Circuit for the Input

SMCS Code: 1900-035
Use this procedure if one of the following event
codes is active. Refer to Troubleshooting, “Event
Codes” for information about event codes and the
default trip points for these codes. You must access
the monitoring system on Caterpillar Electronic
Technician (ET) in order to view the current trip points
for these codes.
The circuit for the input is routed to the ECM via
one of the customer connectors in the terminal
box. Either the 70-pin connector (J3) or the 47-pin
connector (J4) can be used. Refer to the engine's
electrical Schematic. Check the wiring between the
driven equipment and the ECM for damage and/or
corrosion. Refer to Troubleshooting, “Electrical
Connectors - Inspect”. Repair the wiring, as needed.
Check the resistance of the circuit. The correct
resistance of the circuit is 5 Ohms or less. If the
resistance is greater than 5 Ohms, locate the source
of the excessive resistance. Make repairs, as needed.
RENR5910-06 93
Troubleshooting Section

i02906046 Engine Speed/Timing Sensor

Engine Stalls Immediately Make sure that the engine speed/timing sensor
After Starting is installed correctly. Refer to Troubleshooting,
“Speed/Timing - Test”.
SMCS Code: 1000-035; 1900-035
Make sure that the timing wheel is correctly installed.
Probable Causes Ignition System
• Fuel supply Inspect the ignition transformers for loose
connections, moisture, short circuits, and open
• Electrical connectors or power supply circuits. Inspect the primary wiring and the secondary
electrical connections.
• Engine speed/timing sensor
Make sure that the correct transformers and spark
• Ignition system plugs are installed. Inspect the extenders for signs
or pin holes and arcing.
• Excessive load
Maintain the spark plug according to the engine's
Recommended Actions Operation and Maintenance Manual.

Fuel Supply Excessive Load

Make sure that fuel is supplied at a sufficient pressure Make sure that the load is not excessive. Reduce the
that is stable. Make sure that the size of the fuel line load. If necessary, disengage the driven equipment
is sufficient. Inspect the fuel system for leaks. and test the engine.

The following conditions can cause the engine to

malfunction: i03368844

• Low fuel pressure

Engine Vibration Is Excessive
SMCS Code: 1000-035; 1152-035; 3252-035
• High fuel pressure
• Poor fuel quality Probable Causes
Make sure that the fuel pressure is correct. When Vibration Damper
possible, interview the operator in order to determine
if fuel quality is in question. Try to determine if the • Inspect the vibration damper.
source of the fuel was changed.

Inspect the fuel system components: fuel filter, gas

Engine Mounts and Brackets
pressure regulator, gas shutoff valve, customer's
fuel meter, and actuator for the fuel. Verify that the • Engine supports
system's components are operating correctly.
• Driven equipment
Replace the fuel filter, if necessary.
Engine Misfiring or Running Rough
Electrical Connectors or Power Supply
• Engine misfiring
Check the wiring harnesses and the connectors.
Inspect the connectors in the terminal box. Inspect • Running rough
the battery connections and the ground. Refer to
Troubleshooting, “Electrical Connectors - Inspect”.

Inspect the wiring from the battery to the Electronic

Control Module (ECM). Refer to the engine's
Electrical System Schematic. Inspect the wires
and the power relay. Check the power and ground
connections to the ECM. Refer to Troubleshooting,
“Electrical Power Supply - Test” for more information.
94
Troubleshooting Section
Recommended Actions
Inspect the Vibration Damper
Check the vibration damper for damage. Install a
new vibration damper, if necessary. Inspect the
mounting bolts for damage and/or for wear. Replace
any damaged bolts. Refer to the Disassembly and
Assembly manual.
Engine Supports
Inspect the mounts and the brackets while you run
the engine through the speed range. Look for mounts
and brackets that are loose and/or broken. Tighten
all of the mounting bolts. If necessary, replace any
damaged components. Check the alignment of the
following before operating the engine under load for
any length of time:
• Mounts
• Coupling
• Crankshaft deflection
Driven Equipment
Inspect the mounting bolts for the driven equipment.
Inspect the alignment and the balance of the driven
equipment. Inspect the coupling. If necessary,
disconnect the driven equipment and test the engine.
Engine Misfiring or Running Rough
Refer to Troubleshooting, “Engine Misfires, Runs
Rough or Is Unstable”.
i02906262
Exhaust Emission and Fuel
Consumption Are High
SMCS Code: 1088-035; 1250-035
Probable Causes
• Misfire
• Incorrect air/fuel ratio
• Fuel system leaks
• Improper gas admission valve lash
• A check valve is stuck in the open position.
• Incorrect adjustments of the needle valves
• Deposits in the combustion chamber
RENR5910-06
Recommended Actions
Misfire
Although the fuel does not ignite, fuel is still supplied
to a cold cylinder. The other cylinders must burn more
fuel in order to maintain the load. This increases
fuel consumption. Refer to Troubleshooting, “Engine
Misfires, Runs Rough or Is Unstable”.
Air/Fuel Ratio
If the setting for the fuel's LHV is too low, the air/fuel
ratio will be too rich. Obtain a gas analysis. Enter
the data into Caterpillar Software, LEKQ6378,
“Methane Number Program”. Use Caterpillar
Electronic Technician (ET) to program the results
for the “Fuel Quality” and “Gas Specific Gravity”
parameters. For more information, refer to Systems
Operation/Testing and Adjusting, “Electronic Control
System Parameters”.
If the quality of the gas is inconsistent, obtain several
analyses over a period of time. Program the “Fuel
Quality” parameter to the average value of the LHV.
Adjust the engine operation according to Systems
Operation/Testing and Adjusting, “BTU and
Precombustion Chamber Adjustments”.
Fuel System Leaks
Always use a gas detector to determine the presence
of gaseous fuel. If a leak is found, contact your local
provider of gas immediately for assistance.
Gas Admission Valve Lash
Adjust the gas admission valve lash according to
Systems Operation/Testing and Adjusting, “Engine
Timing Procedures”.
Check Valve
The check valve may be stuck. The check valve
must move freely in order to prevent fuel from
continuously entering the precombustion chamber.
Inspect the check valve. Clean the check valve with
a nonflammable solvent that will not leave residue.
Replace the check valve, if necessary.
Needle Valve
Check the needle valves for the precombustion
chambers. If the needle valves are open too far, the
air/fuel mixture will be too rich. If the adjustment
of the needle valves is suspect, fully close all of
the needle valves. Open the needle valves for four
full turns. Adjust the needle valves according to
Systems Operation/Testing and Adjusting, “BTU and
Precombustion Chamber Adjustments”.
RENR5910-06 95
Troubleshooting Section

Note: The recommended minimum position of the

needle valve should not be less than two turns open.

If adjustment of a needle valve does not affect

operation, the needle valve may be faulty. Replace
the needle valve.

Make sure that the fuel lines for the needle valves
are not clogged.

Note: If the needle valve moves freely, the position of

the needle valve may change during engine operation
due to vibration. If this condition exists, replace the
needle valve. If the needle valve replacement and
subsequent adjustment does not change the burn
time, inspect the precombustion chamber tip for
nozzle erosion.

Deposits
Deposits that are burned in the combustion chamber
will increase the exhaust emissions. An internal leak
of engine oil or coolant can be burned with the air
and fuel.

Inspect the combustion chambers according to

Operation and Maintenance Manual, “Cylinders
- Inspect”. Inspect the spark plug and the
precombustion chamber for evidence of coolant and
residue of liquid crystalline material. If the gasket
and/or the seals have leaked, clean the sealing
surfaces and install a new gasket and seals. Also
check for coolant leaks at the bottom of the cylinder
head.

Excessive consumption of engine oil may indicate an

internal leak. Inspect the cylinder heads for evidence
of leaking engine oil. Inspect the turbocharger.
Engine oil that leaks from a turbocharger can mix
with the inlet air. Oil leaks in the turbocharger will
coat the aftercooler core with an oil film. This may
cause an air restriction.

i02906270

Exhaust Temperature Is High

SMCS Code: 1088-035-TA; 7498-035

Use this procedure if one of the following event

codes is active. Refer to Troubleshooting, “Event
Codes” for information about event codes and the
default trip points for these codes. You must access
the monitoring system on Caterpillar Electronic
Technician (ET) in order to view the current trip points
for these codes.
96
Troubleshooting Section
Table 36
Description
E801(1) Cylinder #1 High Exhaust Port Temp
E801(3) Cylinder #1 High Exhaust Port Temp
E802(1) Cylinder #2 High Exhaust Port Temp
E802(3) Cylinder #2 High Exhaust Port Temp
E803(1) Cylinder #3 High Exhaust Port Temp
E803(3) Cylinder #3 High Exhaust Port Temp
E804(1) Cylinder #4 High Exhaust Port Temp
E804(3) Cylinder #4 High Exhaust Port Temp
E805(1) Cylinder #5 High Exhaust Port Temp
E805 (3) Cylinder #5 High Exhaust Port Temp
E806(1) Cylinder #6 High Exhaust Port Temp
E806(3) Cylinder #6 High Exhaust Port Temp
E807(1) Cylinder #7 High Exhaust Port Temp
E807(3) Cylinder #7 High Exhaust Port Temp
E808(1) Cylinder #8 High Exhaust Port Temp
E808(3) Cylinder #8 High Exhaust Port Temp
E809(1) Cylinder #9 High Exhaust Port Temp
E809(3) Cylinder #9 High Exhaust Port Temp
E810(1) Cylinder #10 High Exhaust Port Temp
E810(3) Cylinder #10 High Exhaust Port Temp
RENR5910-06
Event Code
Conditions which System Response
Activate the Code
The cylinder exhaust The alarm output is activated. The code is logged.
temperature has
exceeded the trip The shutdown output is activated. The code is
point and the delay logged. The engine is shut down.
time has expired. The alarm output is activated. The code is logged.
The shutdown output is activated. The code is
logged. The engine is shut down.
The alarm output is activated. The code is logged.
The shutdown output is activated. The code is
logged. The engine is shut down.
The alarm output is activated. The code is logged.
The shutdown output is activated. The code is
logged. The engine is shut down.
The alarm output is activated. The code is logged.
The shutdown output is activated. The code is
logged. The engine is shut down.
The alarm output is activated. The code is logged.
The shutdown output is activated. The code is
logged. The engine is shut down.
The alarm output is activated. The code is logged.
The shutdown output is activated. The code is
logged. The engine is shut down.
The alarm output is activated. The code is logged.
The shutdown output is activated. The code is
logged. The engine is shut down.
The alarm output is activated. The code is logged.
The shutdown output is activated. The code is
logged. The engine is shut down.
The alarm output is activated. The code is logged.
The shutdown output is activated. The code is
logged. The engine is shut down.
(continued)
RENR5910-06
(Table 36, contd)
Description
E811(1) Cylinder #11 High Exhaust Port Temp
E811(3) Cylinder #11 High Exhaust Port Temp
E812(1) Cylinder #12 High Exhaust Port Temp
E812(3) Cylinder #12 High Exhaust Port Temp
E813(1) Cylinder #13 High Exhaust Port Temp
E813(3) Cylinder #13 High Exhaust Port Temp
E814(1) Cylinder #14 High Exhaust Port Temp
E814(3) Cylinder #14 High Exhaust Port Temp
E815(1) Cylinder #15 High Exhaust Port Temp
E815(3) Cylinder #15 High Exhaust Port Temp
E816(1) Cylinder #16 High Exhaust Port Temp
E816(3) Cylinder #16 High Exhaust Port Temp
97
Troubleshooting Section
Event Code
Conditions which System Response
Activate the Code
The cylinder exhaust The alarm output is activated. The code is logged.
temperature has
exceeded the trip The shutdown output is activated. The code is
point and the delay logged. The engine is shut down.
time has expired. The alarm output is activated. The code is logged.
The shutdown output is activated. The code is
logged. The engine is shut down.
The alarm output is activated. The code is logged.
The shutdown output is activated. The code is
logged. The engine is shut down.
The alarm output is activated. The code is logged.
The shutdown output is activated. The code is
logged. The engine is shut down.
The alarm output is activated. The code is logged.
The shutdown output is activated. The code is
logged. The engine is shut down.
The alarm output is activated. The code is logged.
The shutdown output is activated. The code is
logged. The engine is shut down.
(continued)
98 RENR5910-06
Troubleshooting Section

(Table 36, contd)

Event Code
Description Conditions which System Response
Activate the Code
E821(1) Cyl #1 Exhaust Port Temp Deviating The cylinder The alarm output is activated. The code is logged.
High exhaust temperature
is higher than
E821(3) Cyl #1 Exhaust Port Temp Deviating the average The shutdown output is activated. The code is
High temperature for all logged. The engine is shut down.
E822(1) Cyl #2 Exhaust Port Temp Deviating of the cylinders. The The alarm output is activated. The code is logged.
High amount of deviation
has exceeded the
E822(3) Cyl #2 Exhaust Port Temp Deviating trip point and the The shutdown output is activated. The code is
High delay time has logged. The engine is shut down.
expired.
E823(1) Cyl #3 Exhaust Port Temp Deviating The alarm output is activated. The code is logged.
High
E823(3) Cyl #3 Exhaust Port Temp Deviating The shutdown output is activated. The code is
High logged. The engine is shut down.
E824(1) Cyl #4 Exhaust Port Temp Deviating The alarm output is activated. The code is logged.
High
E824(3) Cyl #4 Exhaust Port Temp Deviating The shutdown output is activated. The code is
High logged. The engine is shut down.
E825(1) Cyl #5 Exhaust Port Temp Deviating The alarm output is activated. The code is logged.
High
E825(3) Cyl #5 Exhaust Port Temp Deviating The shutdown output is activated. The code is
High logged. The engine is shut down.
E826(1) Cyl #6 Exhaust Port Temp Deviating The alarm output is activated. The code is logged.
High
E826(3) Cyl #6 Exhaust Port Temp Deviating The shutdown output is activated. The code is
High logged. The engine is shut down.
E827(1) Cyl #7 Exhaust Port Temp Deviating The alarm output is activated. The code is logged.
High
E827(3) Cyl #7 Exhaust Port Temp Deviating The shutdown output is activated. The code is
High logged. The engine is shut down.
E828(1) Cyl #8 Exhaust Port Temp Deviating The alarm output is activated. The code is logged.
High
E828(3) Cyl #8 Exhaust Port Temp Deviating The shutdown output is activated. The code is
High logged. The engine is shut down.
E829(1) Cyl #9 Exhaust Port Temp Deviating The alarm output is activated. The code is logged.
High
E829(3) Cyl #9 Exhaust Port Temp Deviating The shutdown output is activated. The code is
High logged. The engine is shut down.
E830(1) Cyl #10 Exhaust Port Temp Deviating The alarm output is activated. The code is logged.
High
E830(3) Cyl #10 Exhaust Port Temp Deviating The shutdown output is activated. The code is
High logged. The engine is shut down.
(continued)
RENR5910-06 99
Troubleshooting Section

(Table 36, contd)

Event Code
Description Conditions which System Response
Activate the Code
E831(1) Cyl #11 Exhaust Port Temp Deviating The cylinder The alarm output is activated. The code is logged.
High exhaust temperature
is higher than
E831(3) Cyl #11 Exhaust Port Temp Deviating the average The shutdown output is activated. The code is
High temperature for all logged. The engine is shut down.
E832(1) Cyl #12 Exhaust Port Temp Deviating of the cylinders. The The alarm output is activated. The code is logged.
High amount of deviation
has exceeded the
E832(3) Cyl #12 Exhaust Port Temp Deviating trip point and the The shutdown output is activated. The code is
High delay time has logged. The engine is shut down.
expired.
E833(1) Cyl #13 Exhaust Port Temp Deviating The alarm output is activated. The code is logged.
High
E833(3) Cyl #13 Exhaust Port Temp Deviating The shutdown output is activated. The code is
High logged. The engine is shut down.
E834(1) Cyl #14 Exhaust Port Temp Deviating The alarm output is activated. The code is logged.
High
E834(3) Cyl #14 Exhaust Port Temp Deviating The shutdown output is activated. The code is
High logged. The engine is shut down.
E835(1) Cyl #15 Exhaust Port Temp Deviating The alarm output is activated. The code is logged.
High
E835(3) Cyl #15 Exhaust Port Temp Deviating The shutdown output is activated. The code is
High logged. The engine is shut down.
E836(1) Cyl #16 Exhaust Port Temp Deviating The alarm output is activated. The code is logged.
High
E836(3) Cyl #16 Exhaust Port Temp Deviating The shutdown output is activated. The code is
High logged. The engine is shut down.

Probable Causes When the engine is operating properly, the

temperatures from similar locations are reduced at
• Problem with a thermocouple a similar rate. Also, the temperatures from similar
locations are comparable.
• Incorrect gas admission valve lash
If any discrepancies are found, switch the suspect
• Air/Fuel ratio thermocouple for another thermocouple. If the
temperature problem follows the thermocouple,
• Excessive load replace the thermocouple.

• Exhaust restriction If the temperature problem stays at the original

location of the suspect thermocouple, investigate the
• A buildup of deposits in the cylinder or internal oil cause of the high temperature.
leaks
Gas Admission Valve Lash
• Problem with exhaust valves
Adjust the gas admission valve lash according to
• Missing retainer for a gas admission valve Systems Operation/Testing and Adjusting, “Engine
Timing Procedures”.
• High ambient air temperature
Air/Fuel Ratio
Recommended Actions
An air/fuel mixture that is too rich will increase the
Check for Suspect Thermocouples exhaust temperature. A change in the fuel energy
content will change the air/fuel ratio.
Observe the temperatures from the thermocouples
after the engine is shut off.
100
Troubleshooting Section
If the setting for the fuel's LHV is too low, the air/fuel
ratio will be too rich. Obtain a gas analysis. Enter the
data into Caterpillar Software, LEKQ6378, “Methane
Number Program”. Use Cat ET to program the results
for the “Fuel Quality” and “Gas Specific Gravity”
parameters. For more information, refer to Systems
Operation/Testing and Adjusting, “Electronic Control
System Parameters”.
If the quality of the gas is inconsistent, obtain several
analyses over a period of time. Program the “Fuel
Quality” parameter to the average value of the LHV.
Adjust the engine operation according to Systems
Operation/Testing and Adjusting, “BTU and
Precombustion Chamber Adjustments”.
Excessive Load
Make sure that the load is not excessive. Reduce the
load. If necessary, disengage the driven equipment
and test the engine.
Measure the Exhaust Restriction
Measure the exhaust restriction during engine
operation with a load. For data that is specific to the
engine, refer to the Technical Marketing Information.
Investigate the cause of the exhaust restriction.
Perform adjustments and/or make repairs, as
needed.
Check for Deposits in the Cylinder and
Check for Internal Oil Leaks
Use a borescope to inspect the cylinders. Look for
the following conditions:
• Deposits on the valve seats
• Deposits on the valve faces
• Deposits on the cylinder walls that are above the
upper limit of the piston stroke
• Signs of internal oil leaks
Other signs of internal oil leaks include high oil
consumption and blue smoke.
Note: Excessive deposits contribute to guttering of
the valves.
If excessive deposits and/or signs of internal oil leaks
are found, investigate the cause of the condition.
Make repairs, as needed.
RENR5910-06
Check the Exhaust Valves
Measure the suspect cylinder pressure in order to
check for problems that are related to the exhaust
valves. Refer to the Operation and Maintenance
Manual, “Cylinder Pressure - Measure/Record”.
Gas Admission Valve
If the retainer is missing from the gas admission
valve's support assembly, the air/fuel mixture will be
too rich. High exhaust temperatures will result. Make
sure that the retainer for the gas admission valve's
support assembly is installed.
High Ambient Air Temperature
A high ambient air temperature raises the inlet air
temperature. This may trigger a diagnostic code
for high inlet air temperature. The high inlet air
temperature will raise the temperature of combustion.
If the application is marginal and the engine is running
with heavy load on a hot day, this could happen. It
may be necessary to reduce the load on the engine.
Verify that the engine is not being operated above the
limit for the ambient temperature rating of the engine.
i02906372
Exhaust Temperature Is Low
SMCS Code: 1088-035-TA; 7498-035
Use this procedure if one of the following event
codes is active. Refer to Troubleshooting, “Event
Codes” for information about event codes and the
default trip points for these codes. You must access
the monitoring system on Caterpillar Electronic
Technician (ET) in order to view the current trip points
for these codes.
RENR5910-06 101
Troubleshooting Section

Table 37
Event Code
Description Conditions which System Response
Activate the Code
E841(1) Cyl #1 Exhaust Port Temp Deviating The cylinder exhaust The alarm output is activated. The code is logged.
Low temperature is less
than the average
E841(3) Cyl #1 Exhaust Port Temp Deviating temperature for all The shutdown output is activated. The code is
Low of the cylinders. The logged. The engine is shut down.
E842(1) Cyl #2 Exhaust Port Temp Deviating amount of deviation has The alarm output is activated. The code is logged.
Low exceeded the trip point
and the delay time has
E842(3) Cyl #2 Exhaust Port Temp Deviating expired. The shutdown output is activated. The code is
Low logged. The engine is shut down.
E843(1) Cyl #3 Exhaust Port Temp Deviating The alarm output is activated. The code is logged.
Low
E843(3) Cyl #3 Exhaust Port Temp Deviating The shutdown output is activated. The code is
Low logged. The engine is shut down.
E844(1) Cyl #4 Exhaust Port Temp Deviating The alarm output is activated. The code is logged.
Low
E844(3) Cyl #4 Exhaust Port Temp Deviating The shutdown output is activated. The code is
Low logged. The engine is shut down.
E845(1) Cyl #5 Exhaust Port Temp Deviating The alarm output is activated. The code is logged.
Low
E845(3) Cyl #5 Exhaust Port Temp Deviating The shutdown output is activated. The code is
Low logged. The engine is shut down.
E846(1) Cyl #6 Exhaust Port Temp Deviating The alarm output is activated. The code is logged.
Low
E846(3) Cyl #6 Exhaust Port Temp Deviating The shutdown output is activated. The code is
Low logged. The engine is shut down.
E847(1) Cyl #7 Exhaust Port Temp Deviating The alarm output is activated. The code is logged.
Low
E847(3) Cyl #7 Exhaust Port Temp Deviating The shutdown output is activated. The code is
Low logged. The engine is shut down.
E848(1) Cyl #8 Exhaust Port Temp Deviating The alarm output is activated. The code is logged.
Low
E848(3) Cyl #8 Exhaust Port Temp Deviating The shutdown output is activated. The code is
Low logged. The engine is shut down.
E849(1) Cyl #9 Exhaust Port Temp Deviating The alarm output is activated. The code is logged.
Low
E849(3) Cyl #9 Exhaust Port Temp Deviating The shutdown output is activated. The code is
Low logged. The engine is shut down.
(continued)
102 RENR5910-06
Troubleshooting Section

(Table 37, contd)

Event Code
Description Conditions which System Response
Activate the Code
E850(1) Cyl #10 Exhaust Port Temp The cylinder exhaust The alarm output is activated. The code is logged.
Deviating Low temperature is less
than the average
E850(3) Cyl #10 Exhaust Port Temp temperature for all The shutdown output is activated. The code is
Deviating Low of the cylinders. The logged. The engine is shut down.
E851(1) Cyl #11 Exhaust Port Temp Deviating amount of deviation has The alarm output is activated. The code is logged.
Low exceeded the trip point
and the delay time has
E851(3) Cyl #11 Exhaust Port Temp Deviating expired. The shutdown output is activated. The code is
Low logged. The engine is shut down.
E852(1) Cyl #12 Exhaust Port Temp The alarm output is activated. The code is logged.
Deviating Low
E852(3) Cyl #12 Exhaust Port Temp The shutdown output is activated. The code is
Deviating Low logged. The engine is shut down.
E853(1) Cyl #13 Exhaust Port Temp The alarm output is activated. The code is logged.
Deviating Low
E853(3) Cyl #13 Exhaust Port Temp The shutdown output is activated. The code is
Deviating Low logged. The engine is shut down.
E854(1) Cyl #14 Exhaust Port Temp The alarm output is activated. The code is logged.
Deviating Low
E854(3) Cyl #14 Exhaust Port Temp The shutdown output is activated. The code is
Deviating Low logged. The engine is shut down.
E855(1) Cyl #15 Exhaust Port Temp The alarm output is activated. The code is logged.
Deviating Low
E855(3) Cyl #15 Exhaust Port Temp The shutdown output is activated. The code is
Deviating Low logged. The engine is shut down.
E856(1) Cyl #16 Exhaust Port Temp The alarm output is activated. The code is logged.
Deviating Low
E856(3) Cyl #16 Exhaust Port Temp The shutdown output is activated. The code is
Deviating Low logged. The engine is shut down.

Probable Causes Check for Suspect Thermocouples

• Misfire Observe the temperatures from the thermocouples
after the engine is shut off.
• Problem with a thermocouple
When the engine is operating properly, the
• Incorrect gas admission valve lash temperatures from similar locations are reduced at
a similar rate. Also, the temperatures from similar
• Low cylinder compression locations are comparable.

Recommended Repairs If any discrepancies are found, switch the suspect

Check for Misfire
Operation with a low load can result in low exhaust
temperatures. Operate the engine at low idle or near
low idle in order to identify a misfire problem.
Troubleshoot the cause of the misfire. Refer to
Troubleshooting, “Engine Misfires, Runs Rough or
Is Unstable”.
thermocouple for another thermocouple. If the
temperature problem follows the thermocouple,
replace the thermocouple.
If the temperature problem stays at the original
location of the suspect thermocouple, investigate the
cause for the low temperature.
RENR5910-06 103
Troubleshooting Section

Gas Admission Valve Lash

Adjust the gas admission valve lash according to
Systems Operation/Testing and Adjusting, “Engine
Timing Procedures”.

Check the Cylinder Compression

Measure the cylinder pressures of the suspect bank
in order to check for problems that are related to
compression.

If low compression is found, investigate the cause of

the low compression. Make repairs, as needed.

i02906443

Fuel Energy Content Problem

SMCS Code: 1250-035

Use this procedure if any of the following event

codes are active or logged. Refer to Troubleshooting,
“Event Codes” for information about event codes
and the default trip points for these codes. You
must access the monitoring system on Caterpillar
Electronic Technician (ET) in order to view the current
trip points for these codes.
104 RENR5910-06
Troubleshooting Section

Table 38
Event Code
Description Conditions which Activate the Code System Response
E231(3) Fuel Quality Out of Range The crank terminate relay is set and the The shutdown output is activated. The
engine has been running for at least 30 code is logged. The engine is shut
seconds. The Low Heat Value (LHV) of down.
the fuel is less than the trip point OR the
LHV of the fuel is greater than the trip
point for 20 seconds.
E884(1) Fuel Correction Factor Upper The engine is operating in the exhaust The warning output is activated. The
Limit Reached temperature feedback mode. The code is logged.
engine is operating at less than 50
percent load. The engine has been
above the crank terminate speed for 30
seconds. The fuel correction factor has
been greater than 117 percent for five
seconds.
E884(3) Fuel Correction Factor Upper The engine is operating in the The shutdown output is activated. The
Limit Reached combustion feedback mode. The engine code is logged. The engine is shut
is operating at more than 50 percent down.
load. The engine has been above the
crank terminate speed for 30 seconds.
The fuel correction factor has been
equal to or greater than 120 percent for
five seconds.
E885(1) Fuel Correction Factor Lower The engine is operating in the exhaust The warning output is activated. The
Limit Reached temperature feedback mode. The code is logged.
engine is operating at less than 50
percent load. The engine has been
above the crank terminate speed for 30
seconds. The fuel correction factor is
less than 83 percent for five seconds.
E885(3) Fuel Correction Factor Lower The engine is operating in the The shutdown output is activated. The
Limit Reached combustion feedback mode. The engine code is logged. The engine is shut
is operating at more than 50 percent down.
load. The engine has been above the
crank terminate speed for 30 seconds.
The fuel correction factor is less than or
equal to 80 percent for 30 seconds.

Probable Causes
E231(3) Fuel Quality Out of Range
• The LHV of the gas or the specific gravity of the
gas is significantly different from the value that is
programmed into the Electronic Control Module
(ECM).
• Some type of condensation is forming in the gas.
• The value for the specific gravity of the fuel that
was entered in Cat ET has changed. This value
does not represent the correct value for specific
gravity of the fuel.
• The air/fuel pressure module is reading incorrect
air pressure or incorrect differential fuel pressure.
• In the combustion feedback mode, the combustion
sensors are reading an incorrect burn time.

E884(1) Fuel Correction Factor Upper Limit • In the exhaust port temperature feedback mode,
Reached or E884(3) Fuel Correction Factor Upper the exhaust port thermocouples are reading
Limit Reached incorrect temperatures.

• The value for the BTU content of the fuel has • One or more cylinders may have a cylinder misfire
changed to a higher value than the value in Cat ET. that is not bad enough to trigger a E201-E216
Intermittent Misfire Event or a E601-E616
Continuous Misfire Event.
RENR5910-06 105
Troubleshooting Section

E885(1) Fuel Correction Factor Lower Limit
Reached or E885(3) Fuel Correction Factor Lower
Limit Reached
• The value for the BTU content of the fuel has
changed to a lower value than the value in Cat ET.
Inspect the Components for Proper
Operation
The air/fuel pressure module is reading incorrect air
pressure or incorrect differential fuel pressure. Refer
to Troubleshooting, “Air/Fuel Pressure Module - Test”.

• The value for the specific gravity of the fuel that
was entered in Cat ET has changed. This value
does not represent the correct value for specific
gravity of the fuel.
• The air/fuel pressure module is reading incorrect
air pressure or incorrect differential fuel pressure.
• In the combustion feedback mode, the combustion
sensors are reading an incorrect burn time.
• In the exhaust port temperature feedback mode,
the exhaust port thermocouples are reading
incorrect temperatures.
In the combustion feedback mode, the combustion
sensors are reading an incorrect burn time. Refer to
Troubleshooting, “Cylinder Combustion - Test”.
In the exhaust port temperature feedback mode, the
exhaust port thermocouples are reading incorrect
temperatures. Refer to Troubleshooting, “Exhaust
Temperature - Test”.
One or more cylinders may have a cylinder misfire
that is not bad enough to trigger a E201-E216
Intermittent Misfire Event or a E601-E616 Continuous
Misfire Event. Refer to Troubleshooting, “Engine
Misfires, Runs Rough, or Is Unstable”.

• One or more cylinders may have a cylinder misfire

that is not bad enough to trigger a E201-E216 i02906939
Intermittent Misfire Event or a E601-E616
Continuous Misfire Event. Fuel Pressure Problem
SMCS Code: 1250-035
Recommended Actions
Use this procedure if one of the following event
Obtain a Gas Analysis and Program the codes is active. Refer to Troubleshooting, “Event
“Fuel Quality” Parameter Codes” for information about event codes and the
default trip points for these codes. You must access
Obtain a gas analysis. Enter the data into Caterpillar the monitoring system on Caterpillar Electronic
Software, LEKQ6378, “Methane Number Program”. Technician (ET) in order to view the current trip points
Use the Cat ET to program the results for the for these codes.
ECM “Fuel Quality” and “Gas Specific gravity”
Table 39
parameters. For more information, refer to Systems
Operation/Testing and Adjusting, “Electronic Control Event Code
System Parameters”. Description Conditions System
which Activate Response
If the quality of the gas is inconsistent, obtain several the Code
analyses over a period of time. Program the “Fuel
Quality” parameter to the average value of the LHV. E096(1) High The fuel pressure The alarm output
Fuel Pressure is higher than the is activated. The
trip point and the code is logged.
Adjust the engine operation according to Systems delay time has
Operation/Testing and Adjusting, “BTU and expired.
Precombustion Chamber Adjustments”.
E864 Low Gas The fuel pressure
Fuel Differential is lower than the
Check the Equipment that Treats the Gas Pressure trip point and the
delay time has
Check the equipment that treats the gas before expired.
the gas is delivered to the engine. Any kind of
condensation in the gas will change the fuel energy E865 High Gas The fuel pressure
content. Make sure that the filter and the dryer for the Fuel Differential is higher than the
Pressure trip point and the
gas operate properly. Replace parts and repair the delay time has
equipment, if necessary. Refer to the service literature expired.
that is provided by the OEM of the equipment.

Probable Causes
• Problem with the air/fuel pressure module
106 RENR5910-06
Troubleshooting Section

• Plugged fuel filter Inspect the electrohydraulic actuator for the fuel
according to Operation and Maintenance Manual,
• Fuel system leaks “Electrohydraulic Actuator - Inspect”.

• Incorrect setting of the gas pressure regulator

i02907321

• Problem with a fuel system component Fuel Temperature Is High

Recommended Actions SMCS Code: 1250-035

Air/Fuel Pressure Module Use this procedure if the following event code is
active. Refer to Troubleshooting, “Event Codes” for
The Electronic Control Module (ECM) will verify information about event codes and the default trip
that the calibration value for fuel pressure is within point for this code. You must access the monitoring
the range of −3 to 3 kPa (± 0.4351 psi). A valid system on Caterpillar Electronic Technician (ET) in
calibration value is required in order to operate the order to view the current trip point for this code.
engine. If a 94-13 Fuel Delivery Pressure Sensor
Table 40
calibration required is active, perform the calibration
procedure Troubleshooting, “Air/Fuel Pressure Event Code
Module - Calibrate”. Description Conditions System
which Activate Response
Fuel Filter the Code
E223(1) High The crank The alarm output
Measure the fuel filter's differential pressure Gas Temperature terminate relay is activated. The
according to Operation and Maintenance Manual, is set and the code is logged.
“Fuel System Fuel Filter Differential Pressure - engine has been The engine
Check”. Replace the filter element, if necessary. running for at operation is not
least 30 seconds. immediately
Fuel System Leaks The temperature affected.
of the gas has However, if the
exceeded the fuel temperature
Always use a gas detector to determine the presence trip point and the continues to
of gaseous fuel. If a leak is found, contact your local delay timer has increase, the
provider of gas immediately for assistance. expired. There air/fuel ratio
are no active and the inlet air
Adjust the Gas Pressure Regulator codes for the temperature can
fuel temperature be affected.
sensor.
Make sure that fuel is supplied at a sufficient pressure
that is stable. For the correct pressures, refer to
Systems Operation/Testing and Adjusting, “Fuel Probable Causes
System”.

If the gas pressure regulator cannot be adjusted to

• Problem with the equipment that treats the gas
the correct setting, repair the regulator or replace the
regulator.
• Problem with the fuel temperature sensor

Fuel System Recommended Actions

Make sure that the size of the fuel supply line is Inspect the Equipment
sufficient.
Check for proper operation of the equipment
Inspect the fuel system components: fuel supply line, that treats the gas prior to the engine. Repair
fuel filter, gas pressure regulator, gas shutoff valve, the equipment, as needed. Refer to the service
and electrohydraulic actuator for the fuel. information that is provided by the OEM of the
equipment.
Observe the fuel pressure and strike the gas pressure
regulator with a soft hammer. If the fuel pressure
changes, inspect the internal parts of the regulator for
wear. Inspect the diaphragm for leaks. Make sure that
the valve moves freely. The valve must seat correctly.
RENR5910-06 107
Troubleshooting Section

Check the Fuel Temperature Sensor Table 41

Event Code
Allow the fuel temperature sensor to cool and remove
the sensor. Check the reading for the sensor on Description Conditions System
the control panel's display. If the sensor is OK, which Activate Response
the reading on the control panel's display and the the Code
ambient temperature will be approximately equal. E384(1) Left Air The switch for The alarm output
Inlet Restriction the air filter's inlet is activated. The
If the reading is not correct, switch the suspect air restriction is code is logged.
sensor with a sensor that is known to be good. Verify activated. The engine may
that the problem is solved. have low power
due to the lack
of inlet air. The
i02907404 engine may shut
down because of
Inlet Air Is Restricted excessive inlet
air restriction.
SMCS Code: 1087-035
E384(3) Left Air The shutdown
Inlet Restriction output is
Use this procedure if one of the following event codes activated. The
is active. Refer to Troubleshooting, “Event Codes” code is logged.
for information about event codes and the default
trip points for these codes. You must access the E385(1) Right Air The alarm output
engine monitoring system on Caterpillar Electronic Inlet Restriction is activated. The
code is logged.
Technician (ET) in order to view the current trip points The engine may
for these codes. have low power
due to the lack
of inlet air. The
engine may shut
down because of
excessive inlet
air restriction.
E385(3) Right Air The shutdown
Inlet Restriction output is
activated. The
code is logged.
E1045(1) Low The control A warning will
Intake Manifold system for appear on the
Pressure inlet air cannot display on the
provide sufficient control panel.
inlet air to the The code is
engine. logged.
The commands The event code
to the choke and will deactivate if
the wastegate the command to
are at 0 percent the wastegate is
for ten seconds. above 0 percent
An alarm will for five seconds.
activate when the
control system
for air flow
cannot provide
the air flow that is
required.

Note: Some flash files do not have the shutdown

E384(3) and E385(3) event codes. For flash files
that have the shutdown E384(3) and E385(3) event
codes, the feature must be activated by the customer.
The customer must access the engine monitoring
system with Cat ET in order to enable the shutdown
level of the event codes. The default setting is a
warning for E384(1) and E385(1).
108
Troubleshooting Section
Probable Causes
E384 Left Air Inlet Restriction or E385
Right Air Inlet Restriction
• Inlet air restriction
• Problem with an electrical connection or with the
wiring
• Problem with the switch for the inlet air restriction
E1045(1) Low Intake Manifold Pressure
This event code indicates that there may be a
mechanical problem with the wastegate or with the
choke. The engine may shut down because of a
fuel correction factor or the engine may shut down
because of a temperature problem.
Recommended Actions
E384 Left Air Inlet Restriction or E385
Right Air Inlet Restriction
Inlet Air Restriction
Excessive inlet air restriction is usually caused by
a clogged air filter.
For optimum operation, replace the air filter elements
when the inlet air restriction reaches 2.5 kPa
(10 inches of H2O). The maximum allowable inlet air
restriction is 3.75 kPa (15 inches of H2O).
If the inlet air restriction is excessive, determine the
cause of the restriction and correct the condition.
Replace the air filter element, if necessary.
Electrical Connections or Wiring
There may be a problem with an electrical connection
or with the wiring. Inspect the electrical connectors
and all of the wiring for the switch. Refer to
Troubleshooting, “Electrical Connectors - Inspect”
and refer to the engine's electrical Schematic. Make
repairs, if necessary.
Test the Switch
The switch is normally open. Excessive inlet air
restriction causes vacuum pressure to close the
switch.
Disconnect the switch for the inlet air restriction and
remove the switch.
Connect an ohmmeter to terminals “A” and “B” on
the switch's connector and measure the continuity.
The correct continuity for the normally open switch is
greater than 20,000 Ohms.
RENR5910-06
Continue to monitor the ohmmeter and
apply a vacuum pressure of 5 ± 0.6 kPa
(20 ± 2.30 inches of H2O) to the switch. The correct
continuity for the closed switch is less than 5 Ohms.
If the correct results are not obtained or if the switch
does not close for the specified vacuum pressure,
replace the switch.
If the correct results are obtained, there may be a
short circuit in an electrical connection or in the wiring.
Use the ohmmeter to measure the resistance of the
wiring. Refer to the engine's electrical Schematic.
Make repairs, if necessary.
E1045(1) Low Intake Manifold Pressure
Check for active diagnostic codes or logged
diagnostic codes on the electronic service tool.
Troubleshoot any codes before continuing with this
procedure.
Check the air inlet and exhaust system for restrictions
and/or leaks. Refer to Systems Operation/Testing
and Adjusting.
Inspect the air choke for cleanliness or for damage. If
the air choke is faulty, replace the air choke.
Inspect the wastegate for damage. If the wastegate
actuator is faulty, replace the wastegate actuator.
Inspect the turbocharger for cleanliness or for
damage. If the turbocharger is faulty, replace the
turbocharger.
i02908595
Inlet Air Temperature Is High
SMCS Code: 1087-035-TA
Use this procedure if one of the following event
codes is active. Refer to Troubleshooting, “Event
Codes” for information about event codes and the
default trip points for these codes. You must access
the monitoring system on Caterpillar Electronic
Technician (ET) in order to view the current trip points
for these codes.
RENR5910-06 109
Troubleshooting Section

Table 42 Check for High Inlet Air Restriction

Event Code and/or High Altitude
Description Conditions System When inlet air pressure is low, the turbocharger works
which Activate Response
harder in order to achieve the desired inlet manifold
the Code
pressure. This increases inlet air temperature.
E027(1) High The crank The alarm output
Inlet Air terminate relay is activated. The Measure the inlet air pressure while the engine is
Temperature is set and the code is logged. operating under load. For specific data, refer to the
Warning engine has been Technical Marketing Information for the engine.
running for at
E026(3) High least 30 seconds. The shutdown
Inlet Air The inlet air output is Inlet Air Restriction
Temperature temperature has activated. The
Shutdown exceeded the code is logged. Check for plugged air filters. Check for obstructions
trip point and the to the air inlet.
delay time has
expired. No other Replace the air filters and/or remove the obstruction
codes for the inlet from the air inlet.
air temperature
are active. High Altitude

Make sure that the settings for the engine are correct
Probable Causes for the altitude.
• High ambient air temperature Make sure that the load rating is correct for the
altitude.
• High temperature of the coolant for the separate
circuit
Check the Temperature Sensor and/or
• Lean operation the Circuit

• High inlet air restriction and/or high altitude
• Faulty inlet air temperature sensor and/or circuit
• Insufficient flow of cooling water through the
aftercooler
Recommended Actions
High Ambient Air Temperature
Determine if the ambient air temperature is within the
design specifications for the cooling system.
Determine the cause of the high air temperature.
Make corrections, when possible.
Coolant Temperature
Refer to Troubleshooting, “Coolant Temperature Is
High”.
Lean Operation
If the air/fuel mixture is too lean, compression of the
higher volume of air through the turbocharger will
increase the temperature. Correct the air/fuel ratio.
Allow the sensor to cool and remove the sensor.
Check the reading for the inlet air temperature.
If the sensor is OK, the reading and the ambient
temperature are approximately equal.
If the reading is not correct, switch the sensor with
a sensor that is known to be good. Verify that the
problem is solved.
Check for Sufficient Flow of Cooling
Water through the Aftercooler
Check the inlet temperature of the coolant for the
aftercooler. Compare the reading to the regulated
temperature. If the temperature is OK, check the
outlet temperature of the coolant. A high temperature
differential indicates an insufficient flow rate.
Make sure that the performance of the radiator or the
heat exchanger is correct.
If there is a high differential between the inlet
temperature and the outlet temperature of the coolant
for the aftercooler, perform the following procedures:
• Check the water circuit of the aftercooler for
obstructions.
• Make sure that the water temperature regulators
are operating properly.

• Check the water pump for proper operation.

110
Troubleshooting Section
• Make repairs, if necessary.
i02908610
Oil Consumption Is Excessive
SMCS Code: 1348-035
Probable Causes
• Incorrect engine oil level
• External leak
• Internal leak
• Worn components
• Extended operation at low loads
• Excessive crankcase ventilation (bio-gas)
Recommended Repairs
Incorrect Engine Oil Level
Overfilling the crankcase will increase the
consumption of engine oil. Make sure that the engine
oil level is correct.
When the engine crankcase is full, engine oil will be
initially consumed at a relatively rapid rate. The rate
of consumption is reduced as the engine oil level
decreases. A crankcase that is always maintained at
the full level will have a faster rate of consumption.
If the engine has a system for automatically filling
the crankcase with engine oil, check the level for the
system. Adjust the system in order to provide engine
oil to a level that is less than the full level. Refer to
the Application and Installation Guide, LEBW4957,
“Lubrication Systems” for adjustment information.
Make sure that the supply of engine oil is adequate.
Extended Operation with Low Loads
Extended operation at low idle or extended
operation at a reduced load will cause increased oil
consumption and carbon buildup in the cylinders.
This will occur if the engine is usually operated at a
torque that is significantly below the rated power.
The engine can be operated at a low load. However,
engine operation at a low load is limited. For
information on operation with a low load, refer to
the engine's Operation and Maintenance Manual,
“Engine Operation”. Also refer to the Performance
Data Sheet, GERP-LERW4485.
RENR5910-06
External Leak
Check for leakage at the seals at each end of the
crankshaft. Look for leakage at the gasket for the
engine oil pan and all lubrication system connections.
Look for any leaking from the crankcase breather.
This can be caused by combustion gas leakage
around the pistons. A dirty crankcase breather
will cause high pressure in the crankcase. A dirty
crankcase breather will cause the gaskets and the
seals to leak.
Measure the crankcase blowby according to the
engine's Operation and Maintenance Manual,
“Crankcase Blowby - Measure/Record”.
Internal Leak
There are several possible ways for engine oil to leak
into the combustion chambers:
• Leakage between worn valve guides and valve
stems
• Worn components or damaged components
(pistons, piston rings, or dirty passages for engine
oil)
• Incorrect installation of the compression ring and/or
the intermediate ring
• Leakage past the seal rings in the turbocharger
• Overfilling of the crankcase
• Incorrect dipstick or guide tube
Signs of internal leaks include high consumption of
engine oil, blue smoke, and excessive detonation.
If the pistons are suspected, check the cylinder
compression. Refer to the engine's Operation
and Maintenance Manual, “Cylinder Pressure -
Measure/Record”.
Worn Components
Excessively worn engine components and damaged
engine components can result from the following
conditions:
• Contaminated engine oil
• Incorrect fuel system settings
• Contamination from the inlet air
Inspect the suspect system. Make the necessary
repairs.
RENR5910-06 111
Troubleshooting Section

Check the Crankcase Ventilation Probable Causes

(Bio-Gas)
For engines that use bio-gas, the crankcase
ventilation may be excessive. This will draw some
of the engine oil out of the crankcase into the
atmosphere. Reduce the ventilation. Refer to the
Application and Installation Guide, LEBW4958,
“Crankcase Ventilation”.
i02908645
Oil Filter Differential Pressure
Problem
An indication of high engine oil filter differential
pressure will be caused by either of the following
conditions:
• Plugged engine oil filter element
• Faulty engine oil pressure sensor
• Cold engine oil
An indication of low engine oil filter differential
pressure will be caused by either of the following
conditions:

SMCS Code: 1308-035-PX • An engine oil filter element is missing or an element

is damaged.
Use this procedure if one of the following event
codes is active. Refer to Troubleshooting, “Event • Faulty engine oil pressure sensor
Codes” for information about event codes and the
default trip points for these codes. You must access Recommended Actions
the monitoring system on Caterpillar Electronic
Technician (ET) in order to view the current trip points
for these codes. Engine Oil Filter Element

Table 43 As the engine oil filter elements become plugged, the

engine oil filter differential pressure rises. Replace the
Event Code engine oil filters when the engine oil filter differential
Description Conditions System pressure reaches 100 kPa (15 psi).
which Activate Response
the Code If an engine oil filter element is missing or the
element is damaged, the unfiltered engine oil will
E127(1) Engine The crank The alarm output
Oil Filter Diff terminate relay is activated. The cause low engine oil filter differential pressure. Make
Pressure Low is set and the code is logged. sure that elements are installed in the engine oil filter
Warning engine has been housings. Inspect the engine oil filter elements for
running for at good condition. Replace any suspect filter element.
E128(3) Engine least 30 seconds. The shutdown
Oil Filter Diff The engine oil output is
Pressure Low activated. The Engine Oil Pressure Sensors
filter differential
Shutdown pressure is less code is logged.
than the trip point Use Cat ET to compare the readings for the filtered
and the delay engine oil pressure and the unfiltered engine oil
time has expired. pressure while the engine is OFF.
There are no
active codes for If the readings are not approximately zero for both
the oil pressure of the sensors, there is a problem with a sensor.
sensors. Replace the sensor.
E129(1) Engine The crank The alarm output
Oil Filter Diff terminate relay is activated. The i02908685
Pressure High is set and the code is logged.
Warning engine has been
running for at
Oil Level Is Low
E130(3) Engine least 30 seconds. The shutdown
Oil Filter Diff The engine oil output is SMCS Code: 1348-035-LO
Pressure High filter differential activated. The
Shutdown pressure is code is logged. Use this procedure if one of the following event
greater than the codes is active. Refer to Troubleshooting, “Event
trip point and Codes” for information about event codes and the
the delay time default trip points for these codes. You must access
has expired. the monitoring system on Caterpillar Electronic
There are no Technician (ET) in order to view the current trip points
active codes for for these codes.
the oil pressure
sensors.
112 RENR5910-06
Troubleshooting Section

Table 44 Test the Switch

Event Code
The engine oil level switch must be closed in order
Description Conditions System for the engine to operate. The switch is normally
which Activate Response open. The switch must be submerged in fluid in order
the Code to become closed.
E386(1) Low The switch input The code is
Engine Coolant for the engine logged. If a Disconnect the switch and remove the switch.
or Engine Oil coolant level or warning is
Level for the engine oil generated, the Connect an ohmmeter to the switch's terminals and
level is activated. alarm output measure the continuity. The correct continuity for the
E386(3) Low is activated. If
Engine Coolant normally open switch is greater than 20,000 Ohms.
a shutdown is
or Engine Oil generated, the
Level Continue to monitor the ohmmeter and submerge the
shutdown output
is activated.
switch in water. The correct continuity for the closed
switch is less than 5 Ohms.

Probable Causes If the correct results are not obtained or if the switch
does not close, replace the switch.
• Low engine oil level
If the correct results are obtained, there may be an
• Problem with an electrical connection or with the open circuit in an electrical connection or in the wiring.
wiring Use the ohmmeter to measure the resistance of the
wiring. Refer to the engine's electrical Schematic.
• Problem with the coolant level switch Make repairs, if necessary.

Note: In a application for gas compression, the i02915208

low coolant level and the low engine oil level are
usually monitored by the control panel of the driven Oil Pressure Is High
equipment. Caterpillar devices do not usually monitor
the devices. SMCS Code: 1348-035-PX

Recommended Actions Use this procedure if one of the following event

codes is active. Refer to Troubleshooting, “Event
Codes” for information about event codes and the
Low Engine Oil Level default trip points for these codes. You must access
the monitoring system on Caterpillar Electronic
Check the engine oil level. Add engine oil, if Technician (ET) in order to view the current trip points
necessary. for these codes.
If you suspect that the engine is consuming Table 45
an excessive amount of engine oil, refer to
Event Code
Troubleshooting, “Oil Consumption Is Excessive”.
Description Conditions System
If the engine has a system for automatically filling the which Activate Response
crankcase with engine oil, check the system's supply. the Code
Make sure that the supply of engine oil is adequate. E125(1) Engine The engine The alarm output
Make sure that the system is operating correctly. Oil Pressure oil pressure is is activated. The
High Warning greater than the code is logged.
Make repairs, if necessary. trip point and the
E126(3) Engine delay time has The shutdown
Oil Pressure expired. output is
Electrical Connections or Wiring High Shutdown activated. The
code is logged.
There may be a problem with an electrical connection The engine is
or with the wiring. Thoroughly inspect the electrical shut down.
connectors and all of the wiring for the switch. Refer
to Troubleshooting, “Electrical Connectors - Inspect”
and refer to the engine's electrical Schematic. Make Probable Causes
repairs, if necessary.
• An oil line or an oil passage is restricted.
• Faulty oil pressure relief valve
RENR5910-06 113
Troubleshooting Section

Recommended Actions Recommended Actions

Blocked Oil Passage or Oil Line Low Engine Oil Level
Use various pressure taps in order to determine if an Check the oil level. Add oil, as needed.
oil passage or oil line is restricted.
Contaminated Engine Oil
Faulty Oil Pressure Relief Valve
Engine oil that is contaminated with another liquid
Inspect the oil pressure relief valve. Replace parts, if will cause low engine oil pressure. High engine oil
necessary. level can be an indication of contamination. Obtain
an analysis of the engine oil. Determine the reason
for contamination of the engine oil and make the
i02908690
necessary repairs. Change the engine oil and the
Oil Pressure Is Low engine oil filter. For the correct engine oil to use, refer
to the Operation and Maintenance Manual.
SMCS Code: 1348-035-PX
Incorrect Viscosity
Use this procedure if one of the following event
codes is active. Refer to Troubleshooting, “Event Make sure that the engine is supplied with the correct
Codes” for information about event codes and the engine oil. For the correct engine oil to use, refer to
default trip points for these codes. You must access the Operation and Maintenance Manual.
the monitoring system on Caterpillar Electronic
Technician (ET) in order to view the current trip points Faulty Engine Oil Pressure Sensors
for these codes.
Use Cat ET to compare the readings of the filtered
Table 46 engine oil pressure and the unfiltered engine oil
Event Code pressure while the engine is OFF. Both readings
should be close to zero pressure.
Description Conditions System
which Activate Response
the Code If a reading is significantly different from zero, refer
to Troubleshooting, “Sensor Signal (Analog, Active) -
E100(1) Low The crank The alarm output Test”.
Engine Oil terminate relay is activated. The
Pressure is set and the code is logged.
Warning engine has Improper Circulation of the Engine Oil
been running
E040(3) Low for at least Fuel injection is Several factors could cause improper circulation of
Engine Oil ten seconds. disabled. The the engine oil:
Pressure The engine oil code is logged.
Shutdown The engine is
pressure is less
shut down. • The engine oil filter is clogged. Replace the engine
than the trip point oil filter.
and the delay
time has expired.
There are no
• An engine oil line or a passage for engine oil is
active codes for
disconnected or broken.
the engine oil
pressure sensor. • The engine oil cooler is clogged. Thoroughly clean
the engine oil cooler.

Probable Causes • There is a problem with a piston cooling jet.

Breakage, a restriction, or incorrect installation of a
• Low engine oil level piston cooling jet will cause seizure of the piston.

• Contaminated engine oil • The inlet screen of the suction tube for the engine
oil pump can have a restriction. This restriction will
• Incorrect viscosity cause cavitation and a loss of engine oil pressure.
Check the inlet screen on the suction tube and
• Faulty oil pressure sensors remove any material that may be restricting engine
oil flow.
• Improper circulation of the engine oil
• The suction tube is drawing in air. Check the joints
• Worn components of the tube for cracks or for a damaged O-ring seal.
114 RENR5910-06
Troubleshooting Section

• There is a problem with the engine oil pump. Check • Problem with the engine oil temperature sensor
the gears of the engine oil pump for excessive
wear. Engine oil pressure is reduced by gears that • Problem with the circuit for the aftercooler and
have too much wear. engine oil cooler

• The engine oil pump's pressure regulating valve or • Insufficient flow of coolant or engine oil through the
a bypass valve is stuck in the open position. Clean engine oil cooler
the valve. Replace parts, if necessary.
• Mechanical friction
Worn Components
Recommended Actions
Excessive clearance at the crankshaft or camshaft
bearings will cause low engine oil pressure. Also,
Contaminated Engine Oil
inspect the clearance between the rocker arm shafts
and the rocker arms. Check the engine components
Engine oil that is contaminated with another liquid
for excessive clearance.
can cause low engine oil temperature. High engine
oil level can be an indication of contamination. Obtain
Obtain an analysis of the engine oil. Check the
an analysis of the engine oil. Determine the reason
analysis for the level of wear metals in the engine oil.
for contamination of the engine oil and make the
necessary repairs. Change the engine oil and the
i02908791 engine oil filter. For the correct engine oil to use, refer
to Operation and Maintenance Manual, “Engine Oil”.
Oil Temperature Is High
Check the Engine Oil Temperature
SMCS Code: 1348-035-TA
Regulators
Use this procedure in order to troubleshoot a
high oil temperature. Use this procedure if one Make sure that the engine oil temperature regulators
of the following event codes is active. Refer to open according to the correct values. Refer to
Troubleshooting, “Event Codes” for information about Specifications, “Engine Oil Temperature Regulators”.
event codes and the default trip points for these
codes. You must access the monitoring system on Check the Engine Oil Temperature
Caterpillar Electronic Technician (ET) in order to view Sensor
the current trip points for these codes.
Check the reading of the engine oil temperature
Table 47 on Cat ET. Compare the reading to a reading from
Event Code a separate device. The temperature should rise
steadily as the engine is warmed.
Description Conditions System
which Activate Response
the Code If the reading on Cat ET for the engine oil temperature
is not reasonable, replace the engine oil temperature
E020(1) High The crank The alarm output sensor.
Engine Oil terminate relay is activated. The
Temperature is set and the code is logged.
Warning engine has been Check the Cooling System
running for at
E019(3) High least 30 seconds. The fuel is Make sure that the heat exchanger for the engine
Engine Oil The engine oil shut off. The oil cooler and the aftercooler is operating properly.
Temperature temperature has shutdown output The heat exchanger must be properly sized for
Shutdown exceeded the is activated. The
the ambient conditions. Check the plumbing for
trip point and code is logged.
obstructions.
the delay time
has expired. No
other codes for Check the Flow through the Engine Oil
the engine oil Cooler
temperature are
active. Run the engine at normal operating temperature.
Determine the pressure differential for the coolant
and for the engine oil between the inlet and the outlet
Probable Causes of the engine oil cooler. For comparative data, refer
to the Technical Marketing Information for the engine.
• Contaminated engine oil
• Problem with the engine oil temperature regulators
RENR5910-06 115
Troubleshooting Section

If the pressure differential between the inlet and the • Problem with the regulators for the engine oil
outlet of the engine oil cooler exceeds the data that temperature
is published for the engine, there is an insufficient
flow of coolant or of engine oil through the engine oil
cooler. Clean the engine oil cooler.
Recommended Actions
Check the Air Supply Pressure
Mechanical Friction
For a prelube pump that operates with pressurized
Friction of gears and/or of bearings will raise the
air, make sure that the air supply pressure is
engine oil temperature. Measure the engine oil
adequate. Inspect the system for leaks.
temperature at various locations in order to locate the
hot spot. Obtain an analysis of the engine oil. Make
the necessary repairs. Check the Lubricator
For a prelube pump that operates with pressurized
i02908799 air, make sure that the lubricator is adequately filled
with the correct lubricant.
Prelubrication Pressure Is Low
SMCS Code: 1319-035-PX Check the Exhaust

Use this procedure if the following event code is For a prelube pump that operates with pressurized
active. Refer to Troubleshooting, “Event Codes” for air, make sure that the exhaust is not restricted.
information about event codes and the default trip
point for this code. You must access the monitoring Check the Engine Oil Supply
system on Caterpillar Electronic Technician (ET) in
order to view the current trip point for this code. Check the engine oil level. Add oil until the oil level is
between the “ADD” and “FULL” marks on the oil level
Table 48 gauge. Inspect the lubrication system for leaks.
Event Code
If the supply of engine oil is correct, look for leaks in
Description Conditions System the oil lines for the prelube pump. Make sure that the
which Activate Response supply of engine oil is not obstructed. Make repairs,
the Code as needed.
E233(3) Low The prelube oil The shutdown
Engine Pre-Lube pressure is less output is Check the Power Source for the Prelube
Pressure than the trip point activated.
and the delay Starting of Pump
time has expired. the engine is
prevented. The Make sure that the output for the prelube pump is
signal driver activated. Refer to Troubleshooting, “Prelubrication -
for the prelube Test”.
pump remains
activated. The
code is logged.
Check the Prelube Pump's Pressure
The engine will Switch
not start.
The prelube pump's pressure switch must close
before the starting motor relay will be energized.
Probable Causes Make sure that the switch operates correctly. Refer to
Troubleshooting, “Prelubrication - Test”.
• Low air supply pressure
Inspect the Prelube Pump
• Low level of lubricant in the lubricator
The prelube pump may have a mechanical problem.
• Restriction of the prelube pump's exhaust Inspect the prelube pump. For instructions on
removal and disassembly, refer to Disassembly and
• Problem with the supply of engine oil Assembly, SENR5535.
• Electrical problem
• Problem with the prelube pump's pressure switch
• Problem with the pump
116 RENR5910-06
Troubleshooting Section

Check the Regulators for the Engine Oil Contamination of the Air/Fuel Mixture
Temperature
Make sure that the equipment that treats the fuel
Make sure that the regulators for the engine oil prior to the engine is operating properly. Refer to the
temperature open according to the correct values. service information that is provided by the OEM of
Refer to Specifications, “Engine Oil Temperature the equipment.
Regulators”.
Make sure that the air and the fuel are properly
filtered. There must be no leaks that allow
i02908806 contamination to enter the systems.
Spark Plug Life Is Short If a turbocharger is leaking engine oil, the engine oil
can contaminate the inlet air. Inspect the turbocharger
SMCS Code: 1555-035 for leaks.

Probable Causes i02908814

• Faulty spark plug Temperature Ratio of Coolant

• Incorrect spark plug to Oil Is Low
• Incorrect air/fuel ratio SMCS Code: 1348-035-TA; 1395-035-TA

• Incorrect spark plug gap Use this procedure if one of the following event
codes is active. Refer to Troubleshooting, “Event
• Excessive load Codes” for information about event codes and the
default trip points for these codes. You must access
• Contamination of the air/fuel mixture the monitoring system on Caterpillar Electronic
Technician (ET) in order to view the current trip points
for these codes.
Recommended Actions
Table 49
Faulty Spark Plug Event Code

Inspect the spark plug for wear. Look for evidence Description Conditions System
of combustion leaks above the gasket. Check the which Activate Response
insulator for cracks. the Code
E337(1) High The engine oil The alarm output
If the spark plug is worn and/or damaged, install a Engine Oil to temperature is is activated. The
new spark plug. Engine Coolant too high or the code is logged.
Diff Temp engine coolant
temperature
Incorrect Spark Plug E337(3) High is too low. The shutdown
Engine Oil to The differential output is
Install the spark plug that is listed in the engine's Engine Coolant between the activated. The
Parts Manual, “Ignition Gp - Gas Engine”. Diff Temp engine oil code is logged.
temperature
Incorrect Air/Fuel Ratio and the
engine coolant
temperature has
Adjust the engine according to Systems exceeded the
Operation/Testing and Adjusting, “BTU and trip point and the
Precombustion Chamber Adjustments”. delay time has
expired.
Incorrect Spark Plug Gap
Note: The cylinder liner and the piston assembly can
Set the spark plug gap according to Specifications, be damaged by this condition.
“Gas Engine Ignition”.

Excessive Load Probable Causes

Higher loads reduce the service life of spark plugs. • High engine oil temperature or low engine coolant
temperature
Determine whether the engine has been operating
beyond the recommended rated load.
• Faulty temperature sensor(s)
RENR5910-06 117
Troubleshooting Section

• Faulty water temperature regulators Table 50

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

SMCS Code: 1052-035-TA

Probable Causes
Use this procedure if one of the following event
codes is active. Refer to Troubleshooting, “Event • Low load
Codes” for information about event codes and the
default trip points for these codes. You must access • Excessive load
the monitoring system on Caterpillar Electronic
Technician (ET) in order to view the current trip points • High inlet manifold temperature
for these codes.
• Incorrect air/fuel ratio
• Exhaust restriction
118 RENR5910-06
Troubleshooting Section

• Problem with a valve Problem with a Valve

Make sure that the inlet valves, the exhaust valves,
Recommended Repairs and the gas admission valves are in good condition.
Check the cylinder compression. Refer to Operation
Low Load and Maintenance Manual, “Cylinder Pressure -
Measure/Record”.
At loads that are less than 50 percent, the inlet air
is controlled by the air choke actuator. If the air/fuel
mixture is too lean, compression of the higher volume
of air through the turbocharger will increase the
temperature. Correct the air/fuel ratio.

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

Check for Event Codes for High Inlet

Manifold Air Temperature
Use the control panel's display to check for the
following event codes:

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

• E027 (1) High Inlet Air Temperature (warning)
If one or more of the codes is active, refer to
Troubleshooting, “Inlet Air Temperature Is High”.

Air/Fuel Ratio
An air/fuel mixture that is too rich will increase the
exhaust temperature. A change in the fuel energy
content will change the air/fuel ratio. Obtain a fuel
analysis.

The fuel supply pressure must be adequate and

stable.

Adjust the engine according to Systems

Operation/Testing and Adjusting, “BTU and
Precombustion Chamber Adjustments”.

Verify that the exhaust emissions are correct.

Measure the Exhaust Restriction

Measure the exhaust restriction during engine
operation with a load. For data that is specific to the
engine, refer to the Technical Marketing Information.
Also refer to the Application and Installation Guide,
LEBW4970, “Exhaust Systems”.

Investigate the cause of the exhaust restriction.

Perform adjustments and/or make repairs, as
needed.
RENR5910-06 119
Troubleshooting Section

Circuit Tests
i03168840

Air/Fuel Pressure Module -

Test
SMCS Code: 1278-038; 1900-038

System Operation Description:

Use this procedure to troubleshoot the electrical

system if a problem is suspected with the air/fuel
pressure module or if any one of the diagnostic codes
in Table 51 is active or easily repeated.

Table 51

Diagnostic Codes Table

Code and Description Conditions which Generate this Code System Response
94-3 Fuel Delivery Pressure Sensor : The duty cycle of the pressure sensor is The code is logged.
Voltage Above Normal outside the range of the sensor. The engine is shutdown.
The frequency of the pressure sensor is
94-8 Fuel Delivery Pressure Sensor : outside the range of the sensor.
Abnormal Frequency, Pulse Width, or
Period
106-3 Air Inlet Pressure Sensor : Voltage
Above Normal
106-8 Air Inlet Pressure Sensor : Abnormal
Frequency, Pulse Width, or Period

Tubes that connect the air/fuel pressure module to

the inlet air manifold and to the fuel manifold enable
the module to sense the absolute inlet manifold air
pressure and fuel pressure. The module calculates
the differential pressure between the fuel manifold
and the inlet air manifold. This fuel differential
pressure is the value of the fuel pressure minus the
value of the inlet manifold air pressure.

Pulse Width Modulation (PWM) – This is a digital

signal. The frequency is constant: the percent on time
versus the period is called a duty cycle. If the signal
is on for 50 percent of the period as an example,
the duty cycle is 50 percent. This provides a more
accurate status for a parameter than a signal that
can only be ON or OFF.
120 RENR5910-06
Troubleshooting Section

g01435459
Illustration 32
Sample duty cycles that are low, medium, and high.

The air/fuel pressure module sends PWM signals

that represent the inlet manifold air pressure and the
fuel differential pressure to the Electronic Control
Module (ECM). The ECM uses the information to
help calculate the fuel flow.

The most likely causes of the diagnostic code are a

poor connection or a problem in a wiring harness.
The next likely cause is a problem with the module.
The least likely cause is a problem with the ECM.

Logged diagnostic codes provide a historical record.

Before you begin this procedure, use Caterpillar
Electronic Technician (ET) to print the logged codes
to a file.

The troubleshooting procedure may generate

additional diagnostic codes. Keep your mind on
correcting the cause of the original diagnostic code.
Clear the diagnostic codes after the problem is
resolved.
RENR5910-06 121
Troubleshooting Section

g01439944
Illustration 33
Schematic for the air/fuel pressure module on the in-line engines and the vee engines
The air/fuel pressure module is connected to the ECM via the J6/P6 connectors on the terminal box.

Test Step 1. Inspect the Electrical • ECM J1/P1 connectors

Connectors and Wiring
• Terminal box J6/P6 connectors
• Harness connectors for the air/fuel pressure
module

a. Check the torque of the allen head screws

for each of the ECM connectors. Refer to
Troubleshooting, “Electrical Connectors -
Inspect” for the correct torque values.

g01431198
Illustration 34
Terminal Box
(1) ECM connector J2/P2
(2) ECM connector J1/P1
(3) 16 amp circuit breaker
(4) Connectors J3/P3 for the customer's connector
(5) Connectors J4/P4 for the optional control panel (if equipped)
or for a customer's connector
(6) J5/P5 connectors for the harness from the sensors
(7) J6/P6 connectors for the harness from the sensors

A. Turn the engine control switch to the OFF/RESET

position. Switch the 16 amp circuit breaker for the
ECM to the OFF position.

Note: For the following steps, refer to

Troubleshooting, “Electrical Connectors -
Inspect”.

B. Thoroughly inspect each of the following

connectors:
122 RENR5910-06
Troubleshooting Section

g01439954
Illustration 36
Harness side of the terminal box P6 connector for the air/fuel
pressure module on the vee engines
(11) Keyswitch +Battery
(21) -Battery
(22) PWM signal for the fuel differential pressure
(30) PWM signal for the inlet manifold air pressure
g01439949
Illustration 35
P1 ECM connector for the air/fuel pressure module on the in-line
engines and the vee engines
(10) PWM signal for the inlet manifold air pressure
(11) PWM signal for the fuel differential pressure
(69) -Battery
(70) Keyswitch +Battery
RENR5910-06 123
Troubleshooting Section

Repair: Perform the necessary repairs and/or

replace parts, if necessary.

STOP.

Test Step 2. Check for Diagnostic Codes

A. Switch the 16 amp circuit breaker for the ECM to
the ON position. Turn the engine control switch to
the STOP position.

B. Observe the “Active Diagnostic” screen on Cat ET.

Wait at least 30 seconds so that any codes may
become activated. Look for these codes:

• 94-3 Fuel Delivery Pressure Sensor voltage

above normal

• 94-8 Fuel Delivery Pressure Sensor abnormal

frequency, pulse width, or period

• 106-3 Air Inlet Pressure Sensor voltage above

normal

• 106-8 Air Inlet Pressure Sensor abnormal

frequency, pulse width, or period

C. Determine whether any of the same codes are

g01439952
Illustration 37 logged.
Harness side of the terminal box P6 connector for the air/fuel
pressure module on the in-line engines Expected Result:
(37) -Battery
(38) PWM signal for the fuel differential pressure None of the above diagnostic codes are active.
(45) Keyswitch +Battery
(46) PWM signal for the inlet manifold air pressure
Results:
b. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the circuit for the • OK (No active codes) – There are no active
diagnostic codes for the air/fuel pressure module.
air/fuel pressure module.
However, there is a logged code for the air/fuel
pressure module.
c. Check the harnesses and wiring for abrasion
and for pinch points from the air/fuel pressure
Repair: There may be a problem with the wiring
module to the ECM.
and/or with a connector. Attempt to activate the
code by performing another pull test on the wires
Expected Result:
that are associated with the air/fuel pressure
module. Refer to Troubleshooting, “Electrical
All connectors, pins, and sockets are connected
Connectors - Inspect”.
properly. The connectors and the wiring do not have
corrosion, abrasion, or pinch points.
If any of the codes are logged and the engine
is not operating properly, troubleshoot the
Results:
symptom. Refer to Troubleshooting, “Symptom
Troubleshooting”.
• OK – All connectors, pins, and sockets are
connected properly. The connectors and the wiring
STOP.
do not have corrosion, abrasion, or pinch points.
The components are in good condition with proper
connections. Proceed to Test Step 2. • Not OK (Active code) – There is an active
diagnostic code for the air/fuel pressure module.
Proceed to Test Step 3.
• Not OK – At least one of the connectors, pins, or
sockets is not connected properly. At least one
connector or wire has corrosion, abrasion, and/or
pinch points.
124
Troubleshooting Section
Test Step 3. Verify the Supply Voltage to
the Module
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM to the OFF position.
g00844095
Illustration 38
Harness connector for the air/fuel pressure module
(A) Keyswitch +Battery
(B) -Battery
(C) PWM signal for the differential pressure of the fuel manifold
and the inlet air manifold
(D) PWM signal for the inlet manifold air pressure
B. Disconnect the harness connector from the air/fuel
pressure module.
C. Switch the 16 amp circuit breaker for the ECM to
the ON position. Turn the engine control switch to
the STOP position.
D. Measure the voltage between terminals “A” and
“B” on the harness connector for the air/fuel
pressure module. Wiggle the harness in order to
check for an intermittent problem.
Expected Result:
The voltage between terminals “A” and “B” on the
harness connector for the air/fuel pressure module is
approximately 24 VDC.
Results:
• OK – The voltage between terminals “A” and “B”
on the harness connector for the air/fuel pressure
module is approximately 24 VDC. Proceed to Test
Step 4.
• Not OK – The voltage between terminals “A”
and “B” on the harness connector for the air/fuel
pressure module is not approximately 24 VDC.
Repair: Use the following procedure to verify the
supply voltage at the terminal box.
RENR5910-06
1. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM to the OFF position.
2. Disconnect connectors (J6/P6).
3. Switch the 16 amp circuit breaker for the ECM
to the ON position. Turn the engine control
switch to the STOP position.
4. Measure the voltage between the terminals at
the J6 connector that supply the voltage to the
air/fuel pressure module. Refer to Illustration
33 in order to identify the terminals. Wiggle the
harness in the terminal box in order to check for
an intermittent problem.
The correct voltage between the terminals is
approximately 24 VDC.
If the correct voltage is found on the J6
connector, there is a problem in the wiring
harness between the P6 connector and the
air/fuel pressure module. Repair the harness
or replace the harness.
If the correct voltage is not found on the J6
connector, there may be a problem in the
terminal box. Verify the voltage from the ECM.
a. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp
circuit breaker for the ECM to the OFF
position.
b. Disconnect the ECM J1/P1 connectors.
c. Switch the 16 amp circuit breaker for the
ECM to the ON position. Turn the engine
control switch to the STOP position.
d. Measure the voltage between ECM terminals
(P1-69) and (P1-70).
The correct voltage between terminals
(P1-69) and (P1-70) is approximately 24
VDC.
If the correct voltage is found on the ECM
P1 connector, there is a problem with the
terminal box's wiring. Repair the wiring or
replace the wiring.
If the correct voltage is not found on the
ECM P1 connector, there may be a problem
with the electrical power supply. For further
information on troubleshooting the electrical
power supply, refer to Troubleshooting,
“Electrical Power Supply - Test”.
STOP.
RENR5910-06
Test Step 4. Check for a Signal from the
Module
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM to the OFF position.
B. Verify that the fuel shutoff valve is closed.
C. Disconnect the air lines and the fuel lines from the
air/fuel pressure module.
g00844095
Illustration 39
Harness connector for the air/fuel pressure module
(A) Keyswitch +Battery
(B) -Battery
(C) PWM signal for the fuel differential pressure
(D) PWM signal for the inlet manifold air pressure
D. Connect a jumper wire with the appropriate
connectors on the ends between terminal
“A” on the harness connector for the air/fuel
pressure module and terminal “A” on the module's
receptacle. Connect another jumper wire between
terminal “B” on the harness connector for the
air/fuel pressure module and terminal “B” on the
module's receptacle.
E. Use a multimeter to measure the duty cycle and
the frequency of the suspect signal.
a. Switch the 16 amp circuit breaker for the ECM
to the ON position. Turn the engine control
switch to the STOP position.
b. Measure the duty cycle and the frequency
between terminals “B” and “C” on the module's
receptacle.
c. Measure the duty cycle and the frequency
between terminals “B” and “D” on the module's
receptacle.
Expected Result:
The duty cycle of the fuel differential pressure is
between 15.9 percent and 18.7 percent when both
ports of the module are vented to atmospheric
pressure.
125
Troubleshooting Section
The duty cycle of the atmospheric pressure is
between 24.0 percent and 43.3 percent when both
ports of the module are vented to atmospheric
pressure.
The frequency of the signal is between 450 and 600
Hz.
Note: The duty cycle for the atmospheric sensor
is wider since the engine can be operated at
elevations below sea level and at higher elevations in
mountainous terrain.
Results:
• OK – The duty cycle and the frequency of the
suspect signal is correct. The module is operating
correctly. Leave the air lines and the fuel lines
disconnected from the air/fuel pressure module.
Proceed to Test Step 5.
• Not OK – The duty cycle and/or the frequency of
the suspect signal is not correct. The module is
not operating correctly.
Repair: Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM to the OFF position. Remove
the jumper wires from the connectors for the
air/fuel pressure module. Replace the air/fuel
pressure module.
STOP.
Test Step 5. Check for a Signal to the
Terminal Box
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM to the OFF position.
B. Remove the jumper wires from the connectors
for the air/fuel pressure module. Reconnect the
engine harness to the air/fuel pressure module.
C. Use a 151-6320 Wire Removal Tool to remove
the signal wires from the P6 connector on the
terminal box. Refer to Illustration 33 in order to
identify the terminals.
D. Use a multimeter to check the duty cycle and the
frequency between the wires and the −Battery
terminal on the P6 connector.
a. Switch the 16 amp circuit breaker for the ECM
to the ON position. Turn the engine control
switch to the STOP position.
b. Use a multimeter to check the signals from the
wires. Wiggle the harness in order to check for
an intermittent problem.
126
Troubleshooting Section
Expected Result:
The duty cycle of the fuel differential pressure is
between 15.9 percent and 18.7 percent when both
ports of the module are vented to atmospheric
pressure.
The duty cycle of the atmospheric pressure is
between 24.0 percent and 43.3 percent when both
ports of the module are vented to atmospheric
pressure.
The frequency of the signal is between 450 and 600
Hz.
Note: The duty cycle for the atmospheric sensor
is wider since the engine can be operated at
elevations below sea level and at higher elevations in
mountainous terrain.
Results:
• OK – The duty cycle and the frequency of the
suspect signal is correct. The module is operating
correctly and the harness between the module and
the terminal box P6 connector is OK. There may
be a problem in the terminal box.
Repair: Remove the 7X-1710 Multimeter Probe.
Reinstall the disconnected wires. Pull on the wires
in order to verify proper installation. Leave the
air lines and the fuel lines disconnected from the
air/fuel pressure module.
Proceed to Test Step 6.
• Not OK – The duty cycle and the frequency of
the suspect signal is not correct. The module is
operating correctly but there is a problem with a
connection and/or the wiring in the engine harness
between the terminal box and the connector for the
air/fuel pressure module.
Repair: Remove the 7X-1710 Multimeter Probe.
Reinstall the disconnected wires. Pull on the wires
in order to verify proper installation. Reconnect the
air lines and the fuel lines to the air/fuel pressure
module. Repair the harness, when possible.
Replace the harness, if necessary.
STOP.
Test Step 6. Check for a Signal at the ECM
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM to the OFF position.
B. Use a 151-6320 Wire Removal Tool to remove
terminals (P1-10) and (P1-11) from the harness
side of the ECM P1 connector. Label the wires.
RENR5910-06
C. Use a multimeter to check the signals from the
removed terminals.
a. Switch the 16 amp circuit breaker for the ECM
to the ON position. Turn the engine control
switch to the STOP position.
b. Insert a 7X-1710 Multimeter Probe into
terminal (P1-69). Measure the duty cycle and
the frequency between terminals (P1-69) and
(P1-10). Wiggle the harness in the terminal box
in order to check for an intermittent problem.
c. Measure the duty cycle and the frequency
between terminals (P1-69) and (P1-11). Wiggle
the harness in the terminal box in order to
check for an intermittent problem.
D. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM to the OFF position. Remove the 7X-1710
Multimeter Probe. Reinstall the terminals into the
P1 connector. Pull on the wires in order to verify
proper installation. Reconnect the air lines and the
fuel lines to the air/fuel pressure module.
Expected Result:
The duty cycle of the fuel differential pressure is
between 15.9 percent and 18.7 percent when both
ports of the module are vented to atmospheric
pressure.
The duty cycle of the atmospheric pressure is
between 24.0 percent and 43.3 percent when both
ports of the module are vented to atmospheric
pressure.
The frequency of the signal is between 450 and 600
Hz.
Note: The duty cycle for the atmospheric sensor
is wider since the engine can be operated at
elevations below sea level and at higher elevations in
mountainous terrain.
Results:
• OK – The duty cycle and the frequency of the
suspect signal is correct. The ECM is receiving
a valid signal. However, a diagnostic code is
activated for the air/fuel pressure module. There
may be a problem with the ECM.
Repair: It is unlikely that the ECM has failed. Exit
this procedure and perform this procedure again.
If the condition is not resolved, temporarily install
a new ECM. Refer to Troubleshooting, “ECM -
Replace” for details.
RENR5910-06 127
Troubleshooting Section

If the problem is resolved with the new ECM,

install the original ECM and verify that the problem
returns. If the new ECM operates correctly and the
original ECM does not operate correctly, replace
the original ECM. Verify that the original problem
has been resolved.

STOP.

• Not OK – The duty cycle and the frequency of

the suspect signal is not correct. The module is
operating correctly and the engine harness is OK.
However, the ECM is not receiving a valid signal.
There is a problem with the wiring in the terminal
box.

Repair: Repair the connector(s) and/or the wiring,

when possible. Replace the connector(s) and/or
the wiring, if necessary.

STOP.

i02890408

Choke Actuator - Test

SMCS Code: 1087-038-AQ; 5479-038

System Operation Description:

Use this procedure to troubleshoot the electrical

system if a problem is suspected with the air choke
actuator's solenoid or if one of the diagnostic codes
in Table 52 is active.

Table 52
Diagnostic Codes Table
Code Conditions which Generate this Code System Response
525-5 Choke Actuator : Current Below The circuit driver for the electrohydraulic The shutdown output is activated. The
Normal actuator's solenoid is energized. The code is logged.
Electronic Control Module (ECM)
detects no current from the actuator or a
current that is less than the normal level.
525-6 Choke Actuator : Current Above The circuit driver for the electrohydraulic
Normal actuator's solenoid is energized. The
ECM detects a current from the actuator
that is greater than the normal level.

The ECM controls the air choke actuator by adjusting
current flow through the actuator's solenoid.
The diagnostic code is probably caused by a problem
in a harness or by a problem with an electrical
connector. The next likely cause is a problem inside
the actuator solenoid. The least likely cause is a
problem with the ECM.
This troubleshooting procedure may generate
additional diagnostic codes. Keep your mind on
correcting the cause of the original diagnostic code.
Clear the diagnostic codes after the problem is
resolved.

Logged diagnostic codes provide a historical record.

Before you begin this procedure, use Caterpillar
Electronic Technician (ET) to print the logged codes
to a file.
128 RENR5910-06
Troubleshooting Section

g01439374
Illustration 40
Schematic of the circuit for the air choke actuator

Test Step 1. Inspect the Electrical

Connectors and Wiring
Note: This step is important for troubleshooting a
problem with instability.

g01431198
Illustration 41
Terminal Box
(1) ECM connector J2/P2
(2) ECM connector J1/P1
(3) 16 amp circuit breaker
(4) Connectors J3/P3 for the customer's connector
(5) Connectors J4/P4 for the optional control panel (if equipped)
or for a customer's connector
(6) J5/P5 connectors for the harness g01439397
(7) J6/P6 connectors for the harness Illustration 42
P2 ECM terminals that are used by the air choke actuator's
A. Turn the engine control switch to the OFF position. solenoid on in-line engines and vee engines
Switch the 16 amp circuit breaker for the ECM to (P2-63) Air choke actuator's circuit driver
the OFF position. (P2-64) Return

Note: For the following steps, refer to

Troubleshooting, “Electrical Connectors -
Inspect”.
RENR5910-06 129
Troubleshooting Section

g01439394
Illustration 43
Terminal locations on the P6 connector that are used by the air
choke actuator's solenoid on in-line engines and on vee engines
(P6-12) Return (in-line engines)
(P6-22) Air choke actuator's circuit driver (in-line engines)
(P6-44) Return (vee engines)
(P6-45) Air choke actuator's circuit driver (vee engines)
g01439378
Illustration 44
Air choke actuator
(AA) Solenoid's connector
(A) Air choke actuator's circuit driver
(B) Return
(8) Engine harness connectors for the air choke actuator (in-line
engines)
(9) Air choke actuator (in-line engines)
130
Troubleshooting Section
g01439379
Illustration 45
Air choke actuator
(10) Air choke actuator (vee engines)
(11) Engine harness connectors for the air choke actuator (vee
engines)
B. Thoroughly inspect each of the following
connectors:
• ECM J2/P2 connectors
• J6/P6 connectors on the terminal box
• Connectors for the air choke actuator
a. Check the allen head screw on each of the
ECM connectors for the proper torque. Refer
to Troubleshooting, “Electrical Connectors -
Inspect” for the correct torque values.
b. Perform a 45 N (10 lb) pull test on the wires
that are associated with the circuit for the air
choke actuator.
c. Thoroughly inspect the connectors for the air
choke actuator for moisture and for corrosion.
Check the harness and wiring for abrasion and
for pinch points from the air choke actuator to
the ECM.
Expected Result:
All connectors, pins, and sockets are connected
properly. The connectors and the wiring do not have
corrosion, abrasion, or pinch points.
RENR5910-06
Results:
• OK – All connectors, pins, and sockets are
connected properly. The connectors and the wiring
do not have corrosion, abrasion, or pinch points.
The components are in good condition with proper
connections. Proceed to Test Step 2.
• Not OK – At least one of the connectors, pins,
or sockets is not connected properly. At least
one connector or wire has corrosion, abrasion,
and/or pinch points. The components are not in
good condition and/or at least one connection is
improper.
Repair: Perform the necessary repairs and/or
replace parts, if necessary.
STOP.
Test Step 2. Check for Active Diagnostic
Codes
A. Connect Cat ET to the service tool connector.
B. Switch the 16 amp circuit breaker for the ECM ON.
C. If a 525-5 and/or 525-6 diagnostic code is logged,
clear the code.
D. Turn the engine control switch to the START
position and crank the engine. Allow a minimum
of 30 seconds for the generation of any codes.
E. Observe the “Active Diagnostic” screen on Cat ET.
Check and record any active diagnostic codes.
F. Determine if the problem is related to an open
circuit diagnostic code (-5) or a short circuit
diagnostic code (-6).
G. Turn the engine control switch to the STOP
position.
Expected Result:
No diagnostic codes are active.
Results:
• OK – No diagnostic codes are active.
Repair: The problem may have been related
to a faulty connection in the harness. Carefully
inspect the connectors and wiring. Refer to
Troubleshooting, “Electrical Connectors - Inspect”.
STOP.
• Not OK – A short circuit diagnostic code (-6) is
active at this time. Proceed to Test Step 3.
RENR5910-06
• Not OK – An open circuit diagnostic code (-5) is
active at this time. Proceed to Test Step 5.
Test Step 3. Disconnect the Connector
for the Air Choke Actuator's Solenoid in
Order to Create an Open Circuit
A. Turn the engine control switch to the OFF position.
Switch the 16 amp circuit breaker for the ECM to
the OFF position.
B. Disconnect the connector for the air choke
actuator's solenoid.
C. Switch the 16 amp circuit breaker for the ECM ON.
D. If a 525-5 and/or 525-6 diagnostic code is logged,
clear the code.
E. Turn the engine control switch to the START
position and crank the engine. Allow a minimum
of 30 seconds for the generation of any codes.
F. Observe the “Active Diagnostic” screen on Cat ET.
Check and record any active diagnostic codes.
G. Turn the engine control switch to the STOP
position.
H. Return all the wiring to the original configuration.
Expected Result:
An open circuit diagnostic code (-5) is now active for
the air choke actuator's solenoid.
Results:
• OK – A short circuit diagnostic code (-6) was
active before disconnecting the connector. An open
circuit diagnostic code (-5) became active after
disconnecting the connector. The ECM detected
the open circuit. The engine harness and the ECM
are OK.
Repair: Temporarily connect a new air choke
actuator's solenoid to the harness, but do not
install the new air choke actuator's solenoid.
Verify that there are no active diagnostic codes
for the air choke actuator's solenoid. If there
are no active diagnostic codes for the solenoid,
permanently install the new solenoid. Clear any
logged diagnostic codes.
STOP.
• Not OK – A short circuit diagnostic code (-6)
remains active when the connector for the air
choke actuator's solenoid is disconnected. There is
a short circuit between the harness connector for
the solenoid and the ECM. Proceed to Test Step 4.
131
Troubleshooting Section
Test Step 4. Disconnect the Connector
for the Air Choke Actuator's Solenoid at
the Terminal Box in Order to Create an
Open Circuit
A. Turn the engine control switch to the OFF position.
Switch the 16 amp circuit breaker for the ECM to
the OFF position.
B. Disconnect the P6 connector at the terminal box.
Determine the correct wire terminals for your
application. Refer to Illustration 40.
C. Remove the wires for the air choke actuator's
solenoid from the connector on the terminal box in
order to create an open circuit.
D. Switch the 16 amp circuit breaker for the ECM ON.
E. If a 525-5 and/or 525-6 diagnostic code is logged,
clear the code.
F. Turn the engine control switch to the START
position and crank the engine. Allow a minimum
of 30 seconds for the generation of any codes.
G. Observe the “Active Diagnostic” screen on Cat ET.
Check and record any active diagnostic codes.
H. Turn the engine control switch to the STOP
position.
I. Return all the wiring to the original configuration.
Expected Result:
An open circuit diagnostic code (-5) is now active for
the air choke actuator's solenoid.
Results:
• OK – A short circuit diagnostic code (-6) was
active before disconnecting the connector. An open
circuit diagnostic code (-5) became active after
disconnecting the connector. The ECM detected
the open circuit. The engine harness between the
terminal box and the ECM is OK.
Repair: Repair the wiring between the terminal
box and the connector for the air choke actuator's
connector. Clear any logged diagnostic codes.
STOP.
• Not OK – A short circuit diagnostic code (-6)
remains active when the connector on the terminal
box for the air choke actuator's solenoid is
disconnected. There is a short circuit between the
terminal box and the ECM. Proceed to Test Step 7.
132
Troubleshooting Section
Test Step 5. Create a Short at the
Connector for the Air Choke Actuator's
Solenoid
A. Turn the engine control switch to the OFF position.
Switch the 16 amp circuit breaker for the ECM to
the OFF position.
B. Fabricate a jumper wire that is long enough
to create a short between the terminals of the
connector for the air choke actuator's solenoid.
Crimp connector pins to each end of the jumper
wire.
C. Install the jumper wire between terminal A (air
choke actuator solenoid) and terminal B (solenoid
return) on the harness side of the connector.
D. Switch the 16 amp circuit breaker for the ECM ON.
E. If a 525-5 and/or 525-6 diagnostic code is logged,
clear the code.
F. Turn the engine control switch to the START
position and crank the engine. Allow a minimum
of 30 seconds for the generation of any codes.
G. Observe the “Active Diagnostic” screen on Cat ET.
Check and record any active diagnostic codes.
H. Turn the engine control switch to the STOP
position.
I. Return all the wiring to the original configuration.
Expected Result:
A short circuit diagnostic code (-6) is active when the
jumper wire is installed. An open circuit diagnostic
code (-5) is active when the jumper wire is removed.
Results:
• OK – A short circuit diagnostic code (-6) is active
when the jumper wire is installed. An open circuit
diagnostic code (-5) is active when the jumper wire
is removed. The ECM detected the short circuit.
The engine harness and the ECM are OK.
Repair: Temporarily connect a new solenoid for
the air choke actuator to the harness, but do not
install the new solenoid. Verify that there are no
active diagnostic codes for the solenoid. If there
are no active diagnostic codes for the solenoid,
permanently install the new solenoid. Clear any
logged diagnostic codes.
STOP.
RENR5910-06
• Not OK – The open circuit diagnostic code (-5)
remains active with the jumper in place. The open
circuit is between the ECM and the connector for
the air choke actuator's solenoid. There may be a
problem with the ECM. Proceed to Test Step 6.
Test Step 6. Create a Short at the
Connector on the Terminal Box for the
Air Choke Actuator's Solenoid
A. Turn the engine control switch to the OFF position.
Switch the 16 amp circuit breaker for the ECM to
the OFF position.
B. Fabricate a jumper wire that is long enough
to create a short between the terminals of the
connector for the air choke actuator's solenoid on
the terminal box. Crimp connector pins to each
end of the jumper wire.
C. Disconnect the P6 connector at the terminal box.
Determine the correct wire terminals for your
application. Refer to Illustration 40.
D. Remove the wires for the air choke actuator's
solenoid from the connector on the terminal box.
Install the jumper wire between the circuit driver
for the air choke actuator's solenoid and the return
for the air choke actuator's solenoid on the ECM
side of the connector.
E. Reconnect the connector.
F. Switch the 16 amp circuit breaker for the ECM ON.
G. If a 525-5 and/or 525-6 diagnostic code is logged,
clear the code.
H. Turn the engine control switch to the START
position and crank the engine. Allow a minimum
of 30 seconds for the generation of any codes.
I. Observe the “Active Diagnostic” screen on Cat ET.
Check and record any active diagnostic codes.
J. Turn the engine control switch to the STOP
position.
K. Return all the wiring to the original configuration.
Expected Result:
A short circuit diagnostic code (-6) is active when the
jumper wire is installed. An open circuit diagnostic
code (-5) is active when the jumper wire is removed.
RENR5910-06
Results:
• OK – A short circuit diagnostic code (-6) is active
when the jumper wire is installed. An open circuit
diagnostic code (-5) is active when the jumper wire
is removed. The ECM detected the short circuit.
The engine harness between the terminal box and
the ECM is OK.
Repair: Repair the wiring between the terminal
box and the connector for the air choke actuator's
connector. Clear any logged diagnostic codes.
STOP.
• Not OK – The open circuit diagnostic code (-5)
remains active with the jumper in place. The open
circuit is between the ECM and the connector on
the terminal box. There may be a problem with the
ECM. Proceed to Test Step 7.
Test Step 7. Check the Operation of the
ECM
A. Turn the engine control switch to the OFF position.
Switch the 16 amp circuit breaker for the ECM to
the OFF position.
B. Disconnect the J2/P2 ECM connector.
C. Fabricate two jumper wires that are long enough
to create a short between two terminals of the
ECM connector. Crimp connector sockets to one
end of each of the jumper wires.
D. Remove the wire from terminal location P2-63 (air
choke actuator solenoid) at the ECM connector.
Install one of the jumper wires into this terminal
location.
E. Remove the wire from terminal location P2-64
(solenoid return) at the ECM connector. Install the
other jumper wire into this terminal location.
F. Connect the J2/P2 ECM connector.
G. Create an open at the ECM:
a. In order to ensure that an open circuit condition
exists, do not allow the loose ends of the
jumper wires to connect to each other or to
engine ground.
b. Switch the 16 amp circuit breaker for the ECM
ON.
c. If a 525-5 and/or 525-6 diagnostic code is
logged, clear the code.
d. Turn the engine control switch to the START
position and crank the engine. Allow a minimum
of 30 seconds for the generation of any codes.
133
Troubleshooting Section
e. Observe the “Active Diagnostic” screen on Cat
ET. Check and record any active diagnostic
codes.
f. Turn the engine control switch to the STOP
position.
H. Create a short at the ECM:
a. Create a short between the jumper wires for
the air choke actuator's solenoid at the ECM
connector.
b. Turn the engine control switch to the START
position and crank the engine. Allow a minimum
of 30 seconds for the generation of any codes.
c. Observe the “Active Diagnostic” screen on Cat
ET. Check and record any active diagnostic
codes.
d. Turn the engine control switch to the STOP
position.
I. Restore all wiring to the original configuration.
Expected Result:
An open circuit diagnostic code (-5) is active when
the jumper wires create an open circuit. A short
circuit diagnostic code (-6) is active when the jumper
wires for the air choke actuator's solenoid are shorted
together.
Results:
• OK – An open circuit diagnostic code (-5) is active
when the jumper wires create an open circuit. A
short circuit diagnostic code -6 is active when the
jumper wires are shorted together.
Repair: The ECM is operating properly. The
problem is in the harness wiring between the ECM
and the J6/P6 connector on the terminal box.
There may be a problem in one of the connectors.
Repair the connectors or wiring and/or replace the
connectors or wiring.
STOP.
• Not OK – One of the following conditions exists:
The open circuit diagnostic code (-5) is not active
when the jumper wires create an open circuit. The
short circuit diagnostic code (-6) is not active when
the wire jumpers are shorted together.
Repair: It is unlikely that the ECM has failed. Exit
this procedure and perform this procedure again. If
the problem is not resolved, perform the following
procedure:
Temporarily install a new ECM. Refer to
Troubleshooting, “ECM - Replace”.
134 RENR5910-06
Troubleshooting Section

If the problem is resolved with a new ECM, install

the original ECM and verify that the problem
returns. If the new ECM operates correctly and the
original ECM does not operate correctly, replace
the original ECM.

STOP.

i02892114

Cylinder Combustion - Test

SMCS Code: 1223-038; 1563-038

System Operation Description:

Use this procedure to troubleshoot a suspected

problem with a combustion sensor or use this
procedure if one of the diagnostic codes in Table 53
or Table 54 are active or easily repeated.

Table 53
Diagnostic Codes Table
Code Conditions which Generate this Code System Response
1101-2 Cylinder #1 Combustion Probe : With the engine on, the Integrated The combustion burn time for the
Erratic, Intermittent, or Incorrect Combustion Sensing Module (ITSM) cylinder is excluded from the average
1102-2 Cylinder #2 Combustion Probe : detects a signal from the combustion combustion burn time and from the
Erratic, Intermittent, or Incorrect sensor before combustion or the signal calculation for the fuel correction
1103-2 Cylinder #3 Combustion Probe : from the combustion sensor is received factor. Diagnostics for the cylinder
Erratic, Intermittent, or Incorrect within 1.8 millisecond of the signal for misfire are not available.
1104-2 Cylinder #4 Combustion Probe : ignition. The code is logged.
Erratic, Intermittent, or Incorrect
1105-2 Cylinder #5 Combustion Probe :
Erratic, Intermittent, or Incorrect
1106-2 Cylinder #6 Combustion Probe :
Erratic, Intermittent, or Incorrect
1107-2 Cylinder #7 Combustion Probe :
Erratic, Intermittent, or Incorrect
1108-2 Cylinder #8 Combustion Probe :
Erratic, Intermittent, or Incorrect
1109-2 Cylinder #9 Combustion Probe :
Erratic, Intermittent, or Incorrect
1110-2 Cylinder #10 Combustion Probe :
Erratic, Intermittent, or Incorrect
1111-2 Cylinder #11 Combustion Probe :
Erratic, Intermittent, or Incorrect
1112-2 Cylinder #12 Combustion Probe :
Erratic, Intermittent, or Incorrect
1113-2 Cylinder #13 Combustion Probe :
Erratic, Intermittent, or Incorrect
1114-2 Cylinder #14 Combustion Probe :
Erratic, Intermittent, or Incorrect
1115-2 Cylinder #15 Combustion Probe :
Erratic, Intermittent, or Incorrect
1116-2 Cylinder #16 Combustion Probe :
Erratic, Intermittent, or Incorrect
RENR5910-06 135
Troubleshooting Section

Table 54
Diagnostic Codes Table
Code Conditions which Generate this Code System Response
1101-4 Cylinder #1 Combustion Probe : The signal from the combustion sensor The combustion burn time for the
Voltage Below Normal to the ICSM is less than the minimum cylinder is excluded from the average
1102-4 Cylinder #2 Combustion Probe : acceptable value. combustion burn time and from the
Voltage Below Normal calculation for the fuel correction
1103-4 Cylinder #3 Combustion Probe : factor. Diagnostics for the cylinder
Voltage Below Normal misfire are not available.
1104-4 Cylinder #4 Combustion Probe : The code is logged.
Voltage Below Normal
1105-4 Cylinder #5 Combustion Probe :
Voltage Below Normal
1106-4 Cylinder #6 Combustion Probe :
Voltage Below Normal
1107-4 Cylinder #7 Combustion Probe :
Voltage Below Normal
1108-4 Cylinder #8 Combustion Probe :
Voltage Below Normal
1109-4 Cylinder #9 Combustion Probe :
Voltage Below Normal
1110-4 Cylinder #10 Combustion Probe :
Voltage Below Normal
1111-4 Cylinder #11 Combustion Probe :
Voltage Below Normal
1112-4 Cylinder #12 Combustion Probe :
Voltage Below Normal
1113-4 Cylinder #13 Combustion Probe :
Voltage Below Normal
1114-4 Cylinder #14 Combustion Probe :
Voltage Below Normal
1115-4 Cylinder #15 Combustion Probe :
Voltage Below Normal
1116-4 Cylinder #16 Combustion Probe :
Voltage Below Normal

Each cylinder has a combustion sensor that is
positioned on the edge of the cylinder. When the
engine control switch is in the STOP position, in the
START position, or in the AUTO position, the ICSM
provides +80 VDC to the combustion sensors.
When the flame front reaches the sensor, the
sensor briefly outputs a low voltage signal that
is approximately −80 millivolts. The sensor's low
voltage signal is detected by the ICSM. The ICSM
measures the length of time from the all cylinders
firing signal to the combustion sensor's signal. The
ICSM determines the combustion burn time for the
cylinder.
Each combustion sensor has a single terminal that
is connected to a signal wire. The signal wire from
each sensor is shielded.
Note: If the harness from the sensor is not routed to
the proper connector, the combustion burn time will
be incorrect. False misfire will be indicated.
The short to ground diagnostic code indicates that
the sensor's signal has a short circuit or the signal is
below the acceptable range.
Logged diagnostic codes provide a historical record.
Before you begin this procedure, use the Caterpillar
Electronic Technician (ET) to print the logged codes
to a file.
This troubleshooting procedure may generate
additional diagnostic codes. Keep your mind on
correcting the cause of the original diagnostic code.
Clear the diagnostic codes after the problem is
resolved.

Use this procedure to troubleshoot the system only

when there is an active noisy diagnostic code or an
active short circuit diagnostic code that is associated
with a combustion sensor.

A noisy diagnostic code indicates that the signal

from the sensor is noisy or connected to the wrong
cylinder.
136 RENR5910-06
Troubleshooting Section

g01440236
Illustration 46
Schematic for the circuit of the combustion sensors for the 16 cylinder engine
RENR5910-06 137
Troubleshooting Section

g01440561
Illustration 47
Schematic for the circuit of the combustion sensors for the 12 cylinder engine
138 RENR5910-06
Troubleshooting Section

g01440562
Illustration 48
Schematic for the circuit of the combustion sensors for the 8 cylinder engine

g01440563
Illustration 49
Schematic for the circuit of the combustion sensors for the 6 cylinder engine
RENR5910-06 139
Troubleshooting Section

g01431198 g01440570
Illustration 50 Illustration 51
Terminal Box Typical view of an engine mounted ICSM
(1) ECM connector J2/P2 (8) ICSM
(2) ECM connector J1/P1 (9) Connectors for the combustion sensors
(3) 16 amp circuit breaker
(4) Connectors J3/P3 for the customer's connector
(5) Connectors J4/P4 for the optional control panel (if equipped)
or for a customer's connector
(6) J5/P5 connectors for the harness
(7) J6/P6 connectors for the harness

Test Step 1. Inspect the Electrical

Connectors and Wiring
A. Turn the engine control switch to the OFF/RESET
position. Switch OFF the 16 amp circuit breaker
for the Electronic Control Module (ECM).

Note: For the following steps, refer to

Troubleshooting, “Electrical Connectors -
Inspect”.

g01440571
Illustration 52
Section view of a cylinder head with a combustion sensor
(10) Harness connector
(11) Seal
(12) Extension
(13) Sensor

B. Thoroughly inspect the suspect connector (10) at

the ICSM for corrosion and for moisture.
140 RENR5910-06
Troubleshooting Section

C. Thoroughly check the suspect harness for Test Step 2. Replace the Harness
abrasion and for pinch points from the sensor to
the ICSM.

D. Verify that the suspect harness has the proper

length in order to reach from the sensor to the
ICSM.

E. Verify that the suspect harness is connected to

the correct connector on the ICSM.

For a 16 cylinder engine, refer to Illustration 46 for

the proper connections.

For a 12 cylinder engine, refer to Illustration 47 for

the proper connections.

For a 8 cylinder engine, refer to Illustration 48 for

the proper connections.

For a 6 cylinder engine, refer to Illustration 49 for

the proper connections.

Expected Result:

All connectors, pins, and sockets are connected

properly. The connectors and the wiring do not have
corrosion, abrasion, or pinch points. The sensors are
connected to the correct connector on the ICSM.
Results:
• OK – All connectors, pins, and sockets are
connected properly. The connectors and the
wiring do not have corrosion, abrasion, or pinch
points. The components are in good condition with
proper connections. If you are troubleshooting a
-2 diagnostic code, proceed to Test Step 2. If you
are troubleshooting a -4 diagnostic code for a short
circuit, proceed to Test Step 4.
• Not OK – At least one of the connectors, pins, or
sockets is not connected properly. At least one
connector or wire has corrosion, abrasion, and/or
pinch points. The components are not in good
condition and/or at least one of the connections
are improper.
Repair: Perform the necessary repairs and/or
replace parts, if necessary.
STOP.
g01440571
Illustration 53
Section view of a cylinder head with a combustion sensor
(10) Harness connector
(11) Seal
(12) Extension
(13) Sensor
A. Temporarily exchange the suspect harness with
a harness that is known to be good. The new
harness must be long enough to reach from the
sensor to the ICSM. Verify that seal (11) is installed
in connector (10) on the new harness. Ensure that
connectors are clean, dry, and properly connected.
Do not install the new harness onto the engine.
B. Start the engine. Use Cat ET to place the engine
in the prechamber calibration mode.
C. Observe the “Active Diagnostics” screen on
Cat ET. The engine must be in the prechamber
calibration mode for at least 30 seconds in order
for the -2 diagnostic code to become activated.
Look for an active -2 diagnostic code.

Expected Result:

The -2 code is not active.

Results:

• No -2 code – Before the suspect harness was

replaced, there was a -2 diagnostic code. After the
suspect harness was replaced, there was no -2
diagnostic code. The suspect harness is faulty.
RENR5910-06 141
Troubleshooting Section

Repair: Completely install the new harness onto
the engine. Resume normal operation.
STOP.
• Active -2 code – Before the harness was replaced,
there was a -2 diagnostic code. After the harness
was replaced, the -2 diagnostic code remained.
Repair: Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF. Remove the new
harness and install the original harness.
Proceed to Test Step 3.
If the problem is resolved with a new ICSM, install
the original ICSM and verify that the problem
returns. If the new ICSM operates correctly and the
original ICSM does not operate correctly, replace
the original ICSM.
STOP.
Test Step 4. Disconnect the Combustion
Sensor
A. Verify that the engine control switch is in the
OFF/RESET position. Verify that the 16 amp
circuit breaker for the ECM is OFF.

Test Step 3. Inspect the Extension and

the Combustion Sensor
A. Inspect the combustion sensor and clean the
sensor, if necessary. Refer to Operation and
Maintenance Manual, “Combustion Sensor -
Clean/Inspect/Replace”.

B. Start the engine. Use Cat ET to place the engine

in the prechamber calibration mode.

C. Observe the “Active Diagnostics” screen on

Cat ET. The engine must be in the prechamber
calibration mode for at least 30 seconds in order
for the -2 diagnostic code to become activated.
Look for an active -2 diagnostic code.

Expected Result:

The -2 diagnostic code is not active.

Results:

• No -2 code – Before the sensor and extension

were serviced, there was a -2 diagnostic code.
After the sensor and extension were serviced,
g01440571
there was no -2 diagnostic code. Resume normal Illustration 54
operation. STOP. Section view of a cylinder head with a combustion sensor
(10) Harness connector
• Active -2 code – Before the sensor and extension (11) Seal
were serviced, there was a -2 diagnostic code. (12) Extension
After the sensor and extension were serviced, the (13) Sensor
noisy diagnostic code remained. The ICSM may
have a problem. B. Disconnect harness connector (10) for the suspect
sensor.
Repair: It is unlikely that the ICSM has failed. Exit
this procedure and perform this procedure again. If C. Switch the 16 amp circuit breaker for the ECM
the problem is not resolved, perform the following ON. Turn the engine control switch to the STOP
steps: position.

Temporarily install a new ICSM. Refer to D. Observe the “Active Diagnostics” screen on Cat
Troubleshooting, “Control Module - Replace ET. Wait at least 30 seconds so that any codes
(ICSM)”. may become activated. Look for an active -4 short
circuit diagnostic code.
142
Troubleshooting Section
Expected Result:
The -4 diagnostic code is not active.
Results:
• OK - No active -4 code – Before the harness
connector was disconnected, there was a -4
diagnostic code. After the harness connector was
disconnected, there was no -4 diagnostic code.
There is a problem with the extension or with the
sensor.
Repair: Perform the following steps:
1. Thoroughly inspect harness connector (10)
for moisture. Inspect O-ring seal (11) in the
harness connector. Refer to Operation and
Maintenance Manual, “Combustion Sensor -
Clean/Inspect/Replace”.
2. Reconnect harness connector (10).
3. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position. Observe the “Active Diagnostics”
screen on Cat ET. Wait at least 30 seconds so
that any codes may become activated. Verify
that the problem is resolved.
STOP.
• Not OK - Active -4 code – Before the harness
was disconnected at the sensor there was
a -4 diagnostic code. After the harness was
disconnected the -4 diagnostic code remained.
There is a problem with the harness or with the
ICSM. Proceed to Test Step 5.
Test Step 5. Disconnect the Harness at
the ICSM
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
B. Disconnect the suspect connector from the ICSM.
For a 16 cylinder engine, refer to Illustration 46 for
the proper connections.
For a 12 cylinder engine, refer to Illustration 47 for
the proper connections.
For a 8 cylinder engine, refer to Illustration 48 for
the proper connections.
For a 6 cylinder engine, refer to Illustration 49 for
the proper connections.
C. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
RENR5910-06
D. Observe the “Active Diagnostics” screen on Cat
ET. Wait at least 30 seconds so that any codes
may become activated. Look for an active -4 code.
Expected Result:
The -4 diagnostic code is not active.
Results:
• OK - No active -4 code – Before the harness
was disconnected from the ICSM, there was a -4
diagnostic code. Disconnecting the harness from
the ICSM cleared the -4 diagnostic code. The
harness is faulty.
Repair: Replace the harness. Verify that the
original condition is resolved.
STOP.
• Not OK - Active -4 code – Before the harness
was disconnected from the ICSM, there was
a -4 diagnostic code. After the harness was
disconnected from the ICSM, the -4 code
remained. The ICSM may have a problem.
Repair: It is unlikely that the ICSM has failed. Exit
this procedure and perform this procedure again. If
the problem is not resolved, perform the following
steps:
Temporarily install a new ICSM. Refer to
Troubleshooting, “Control Module - Replace
(ICSM)”.
If the problem is resolved with a new ICSM, install
the original ICSM and verify that the problem
returns. If the new ICSM operates correctly and the
original ICSM does not operate correctly, replace
the original ICSM.
STOP.
i02894619
Cylinder Firing Signal - Test
SMCS Code: 1223-038; 1900-038
System Operation Description:
Use this procedure to troubleshoot cylinder firing
signals that have diagnostic codes which are active
or easily repeated. Use this procedure if one of the
diagnostic codes in Table 55 are active or easily
repeated.
RENR5910-06 143
Troubleshooting Section

Table 55
Code
1043-2 Cylinder #1 Firing Signal noisy
1044-2 All Cylinders Firing Signal noisy
1043-3 Cylinder #1 Firing Signal : Voltage
Above Normal
1044-3 All Cylinders Firing Signal :
Voltage Above Normal
1043-4 Cylinder #1 Firing Signal : Voltage
Below Normal
1044-4 All Cylinders Firing Signal :
Voltage Below Normal
1043-8 Cylinder #1 Firing Signal :
Abnormal Frequency, Pulse Width, or
Period
Diagnostic Codes Table
Conditions which Generate this Code
The integrated combustion sensing
module (ICSM) detects electrical noise
on the conductor that carries the cylinder
firing signal or the frequency of the
cylinder firing signal is not within the
specified limits.
During normal operation, the ICSM
continuously sends a signal of 13 V.
The Electronic Control Module (ECM)
grounds the 13 V signal for the duration
of ignition. The ICSM interprets the
grounding of the signal as the firing
signal. If the 13 V signal is not grounded,
the ICSM does not receive the firing
signal and the ICSM generates the
diagnostic code.
During normal operation, the ICSM
continuously sends a signal of 13 V. The
ECM grounds the 13 V signal for the
duration of ignition. The ICSM interprets
the grounding of the signal as the firing
signal. When the 13 V signal returns to
the high side, the ICSM starts the timer
for the combustion burn time. If the 13
V signal remains grounded, the ICSM
cannot interpret the firing signal and the
ICSM generates the diagnostic code.
The “Cylinder #1 Firing Signal” represents
the ignition of the first cylinder in the
engine. The “All Cylinders Firing Signal”
represents the ignitions of the remaining
cylinders in the engine. The “Cylinder #1
Firing Signal” is a reference for the “All
Cylinders Firing Signal”. If the input for
the “Cylinder #1 Firing Signal” is switched
with the input for the “All Cylinders Firing
Signal”, the “Cylinder #1 Firing Signal”
is too frequent. The ICSM generates the
diagnostic code.
System Response
Monitoring of the combustion burn
time for the cylinder is lost. The alarm
output is activated.
The code is logged.
The exhaust emissions are not
controlled by the engine control
system.
Monitoring of the combustion burn
time is lost. The alarm output is
activated.
The code is logged.
The exhaust emissions are not
controlled by the engine control
system.
Monitoring of the combustion burn
time is lost. The alarm output is
activated.
The code is logged.
The exhaust emissions are not
controlled by the engine control
system.
Monitoring of the combustion burn
time is lost. The alarm output is
activated.
The code is logged.
The exhaust emissions are not
controlled by the engine control
system.

There are two different types of cylinder firing signals.
The number one cylinder firing signal indicates that
the ECM is commanding the spark plug in the number
one cylinder to fire. The all cylinders firing signal
indicates that the ECM is commanding the spark plug
in each cylinder to fire. Each signal is developed on a
wire that connects the ECM to the ICSM.
The all cylinders firing signal is also created by
the ICSM and by the ECM. The modules maintain
the signal wire at +13 volts. The ECM pulls the
signal wire to ground potential whenever a spark
plug is commanded to fire. The ECM maintains
the wire at ground potential for approximately 300
microseconds.

The number one cylinder firing signal is created by
the ICSM and by the ECM. The modules maintain
the signal wire at +13 volts. The ECM pulls the signal
wire to ground potential whenever the number one
cylinder is commanded to fire. The ECM maintains
the wire at ground potential for approximately 200
microseconds.
The 1043-8 diagnostic code is caused if the number
one cylinder firing signal and the all cylinders firing
signal are connected to the opposite terminals
somewhere in the circuit.
A -2, -3, and -4 diagnostic code is probably caused
by a problem with a harness connector or with the
wiring. The next likely cause is a faulty electronic
component.
144 RENR5910-06
Troubleshooting Section

Logged diagnostic codes provide a historical record.

Before you begin this procedure, use the Caterpillar
Electronic Technician (ET) to print the logged codes
to a file.

This troubleshooting procedure may generate

additional diagnostic codes. Keep your mind on
correcting the cause of the original diagnostic code.
Clear the diagnostic codes after the problem is
resolved.

g01440763
Illustration 55
Schematic of the circuit for the cylinder firing signals on in-line
engines
RENR5910-06 145
Troubleshooting Section

g01440764
Illustration 56
Schematic of the circuit for the cylinder firing signals on vee engines

Test Step 1. Inspect the Electrical

Connectors and Wiring
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.

Note: For the following steps, refer to

Troubleshooting, “Electrical Connectors -
Inspect”.

g01431198
Illustration 57
Terminal Box
(1) ECM connector J2/P2
(2) ECM connector J1/P1
(3) 16 amp circuit breaker
(4) Connectors J3/P3 for the customer's connector
(5) Connectors J4/P4 for the optional control panel (if equipped)
or for a customer's connector
(6) J5/P5 connectors for the harness
(7) J6/P6 connectors for the harness
146
Troubleshooting Section
g01440765
Illustration 58
Typical view of an engine mounted ICSM
(8) ICSM
(9) Engine harness connectors for the ICSM
B. Thoroughly inspect the following connectors:
• ECM J1/P1
• Terminal box's J5/P5
• Terminal box's J6/P6 on vee engines
• Engine harness connectors for the ICSM
C. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the circuit for the
cylinder firing signals.
D. Check the harnesses and wiring for abrasion
and for pinch points from the connector for each
module to the terminal box.
E. Check the wiring inside the terminal box for
moisture, for abrasion, and for pinch points.
Expected Result:
All connectors, pins, and sockets are connected
properly. The connectors and the wiring do not have
corrosion, abrasion, or pinch points.
Results:
• OK – All connectors, pins, and sockets are
connected properly. The connectors and the wiring
do not have corrosion, abrasion, or pinch points.
The components are in good condition with proper
connections. Proceed to Test Step 2.
• Not OK – At least one of the connectors, pins,
or sockets is not connected properly. At least
one connector or wire has corrosion, abrasion,
and/or pinch points. The components are not in
good condition and/or at least one connection is
improper.
RENR5910-06
Repair: Perform the necessary repairs and/or
replace parts, if necessary.
STOP.
Test Step 2. Verify that the Diagnostic
Codes are Still Active
A. To prevent the engine from starting, shut the main
gas supply OFF.
B. Connect Cat ET to the service tool connector.
C. Switch the 16 amp circuit breaker for the ECM ON.
D. Crank the engine for ten seconds. Look for the
codes that are listed in Table 56:
Table 56
Diagnostic Codes for the Cylinder Firing Signal
1043-2 Cylinder #1 Firing Signal noisy
1043-3 Cylinder #1 Firing Signal voltage above
normal
1043-4 Cylinder #1 Firing Signal voltage below
normal
1043-8 Cylinder #1 Firing Signal abnormal frequency,
pulse width, or period
1044-2 All Cylinders Firing Signal noisy
1044-3 All Cylinders Firing Signal voltage above
normal
1044-4 All Cylinders Firing Signal voltage below
normal
Expected Result:
There are no active codes or logged codes.
Results:
• OK - no codes – The problem seems to be
resolved. There are no active codes or logged
codes. The cylinder firing signals are operating
correctly at this time.
Repair: The initial diagnostic code was probably
caused by a poor electrical connection in one of
the harness connectors or terminals. Resume
normal operation.
STOP.
• Not OK - Active -2 code – There is an active
diagnostic code for a noisy cylinder firing signal.
Proceed to Test Step 6.
• Not OK - Active -3 code – There is an active code
for a cylinder firing signal that has an open circuit,
or a short circuit to a positive voltage source.
Proceed to Test Step 3.
RENR5910-06 147
Troubleshooting Section

• Not OK - Active -4 code – There is an active

code for a cylinder firing signal that has a short to
ground. Proceed to Test Step 6.

• Not OK - Active -8 code – A cylinder firing signal is

abnormal. Proceed to Test Step 3.

Test Step 3. Check the Terminal Box's

Wiring for an Open Circuit or a Short
Circuit to a Positive Voltage Source

g01431198
Illustration 59
Terminal Box
(1) ECM connector J2/P2 g01440774
(2) ECM connector J1/P1 Illustration 60
(3) 16 amp circuit breaker ECM connector P1
(4) Connectors J3/P3 for the customer's connector
(P1-49) All cylinders firing signal
(5) Connectors J4/P4 for the optional control panel (if equipped)
(P1-53) +Battery
or for a customer's connector
(P1-58) Number one cylinder firing signal
(6) J5/P5 connectors for the harness
(P1-69) -Battery
(7) J6/P6 connectors for the harness

A. Turn the engine control switch to the OFF/RESET

position. Switch the 16 amp circuit breaker for the
ECM OFF.
148 RENR5910-06
Troubleshooting Section

g01441462 g01441464
Illustration 61 Illustration 62
Terminal locations at the P5 connector on the terminal box that are Terminal locations at the P5 connector on the terminal box that
used for the cylinder firing signals on the in-line engines are used for the cylinder firing signals on the vee engines (right
side ICSM)
(P5-10) All cylinder firing signal
(P5-20) Number one cylinder firing signal (P5-9) All cylinder firing signal
(P5-21) -Battery (P5-19) Number one cylinder firing signal
(P5-20) -Battery
RENR5910-06 149
Troubleshooting Section

The correct resistance measurements for Table

57 are less than 5 Ohms. If the resistance
measurements are incorrect, there is an open
circuit.

C. Check for an open circuit on a vee engine.

a. Isolate the wiring inside the terminal box.

• Disconnect the ECM connector P1.

• Disconnect the connector P5 from the
terminal box.

• Disconnect the connector P6 from the

terminal box.

b. Measure the resistance between the terminals

that are listed in Table 58. During each
measurement, wiggle the harness in order
to check for an intermittent problem. Be
sure to wiggle the harness near each of the
connectors.

Table 58

Points for the Measurement of Resistance

Connector and Terminal Connector and Terminal
g01441466
Illustration 63
P1-58 J6-19
Terminal locations at the P6 connector on the terminal box that
are used for the cylinder firing signals on the vee engines (left J5-19
side ICSM)
P1-49 J6-9
(P6-9) All cylinder firing signal
(P6-19) Number one cylinder firing signal J5-9
(P6-20) -Battery

B. Check for an open circuit on an in-line engine. The correct resistance measurements for Table
58 are less than 5 ohms. If the resistance
a. Isolate the wiring inside the terminal box. measurements are incorrect, there is an open
circuit.
• Disconnect the ECM connector P1.
D. Check for a short circuit.
• Disconnect the connector P5 from the
terminal box. a. Measure the resistance between the terminals
that are listed in Table 59. During each
b. Measure the resistance between the terminals measurement, wiggle the harness in order
that are listed in Table 57. During each to check for an intermittent problem with the
measurement, wiggle the harness in order harness. Be sure to wiggle the harness near
to check for an intermittent problem. Be each of the connectors.
sure to wiggle the harness near each of the
Table 59
connectors.
Points for the Measurement of Resistance
Table 57
Connector and Terminal Connector and Terminal
Points for the Measurement of Resistance
P1-53 P1-58
Connector and Terminal Connector and Terminal
P1-49
P1-58 J5-20
P1-49 J5-10 The correct resistance measurements for
Table 59 are greater than 20,000 Ohms. If the
resistance measurements are incorrect, there
is a short circuit to a positive voltage source.
150 RENR5910-06
Troubleshooting Section

Expected Result:

All of the resistance checks are within the

specifications.

Results:

• OK – All of the resistance checks are within the

specifications. The wires for the cylinder firing
signals inside the terminal box do not have an
open circuit or a short circuit to a positive voltage
source. Proceed to Test Step 4.

• Not OK – At least one of the resistance checks

is not within the specifications. There is an open
circuit in the wiring inside the terminal box or there
is a short circuit to a positive voltage source. There
may be a problem with a connector.

Repair: Repair the harness or the connector, when

possible. Replace the harness or the connector, if
necessary.

STOP.

Test Step 4. Check the Engine Harness

for an Open Circuit or a Short Circuit to
a Positive Voltage Source
A. Reconnect the connector(s) to the terminal box.

B. Disconnect the engine harness connector from

the ICSM(s).

g01440774
Illustration 64
ECM connector P1
(P1-49) All cylinders firing signal
(P1-53) +Battery
(P1-58) Number one cylinder firing signal
(P1-69) -Battery

C. Fabricate a jumper wire that is the appropriate

length with the appropriate terminals on the ends.
Connect the jumper wire between terminals P1-49
and P1-58.
RENR5910-06 151
Troubleshooting Section

g01441367
Illustration 65
Engine harness connector for the ICSM(s)
(B) -Battery
(E) Number one cylinder firing signal
(H) All cylinder firing signal

D. Measure the resistance between terminals E g01440774

Illustration 66
and H on the engine harness connector for the
ICSM(s). During the measurement, wiggle the ECM connector P1
harness in order to check for an intermittent (P1-49) All cylinders firing signal
problem with the harness. Be sure to wiggle the (P1-53) +Battery
(P1-58) Number one cylinder firing signal
harness near the connector. (P1-69) -Battery

The correct resistance measurement is less than
5 Ohms.
E. At the P1 connector, connect the jumper wire
between terminals P1-49 and P1-69.
F. Measure the resistance between terminals B
and H on the engine harness connector for the
ICSM(s).
The correct resistance measurement is less than
5 Ohms.
G. Remove the jumper wire from the P1 connector.
H. Measure the resistance between the terminals that
are listed in Table 60. During each measurement,
wiggle the harness in order to check for an
intermittent problem with the harness. Be sure to
wiggle the harness near each of the connectors.
Table 60
Points for the Measurement of Resistance
Connector and Terminal Connector and Terminal
P1-53 P1-58
P1-49
The correct resistance measurements for Table 60
are greater than 20,000 Ohms.

Expected Result:

The resistance checks are within the specifications.

152 RENR5910-06
Troubleshooting Section

Results: Repair: The initial diagnostic code was probably

caused by a poor electrical connection in one of
• OK – All of the resistance checks are within the the harness connectors or terminals. Resume
specifications. The wires for the cylinder firing normal operation.
signals inside the engine harness do not have an
open circuit or a short circuit to a positive voltage STOP.
source. The wires for the cylinder firing signals are
not switched. Proceed to Test Step 5. • Active code – At least one of the diagnostic codes
is active. Proceed to Test Step 11.
• Not OK – At least one of the resistance checks
is not within the specifications. There is an open Test Step 6. Check for +13 V at the ECM
circuit in the wiring inside the engine harness or
there is a short circuit to a positive voltage source.
There may be a problem with a connector.

Repair: Repair the harness or the connector, when

possible. Replace the harness or the connector, if
necessary.

STOP.

Test Step 5. Verify that the Diagnostic

Code is still Active
A. To prevent the engine from starting, shut the main
gas supply OFF.

B. Reconnect the P1 connector to the ECM.

Reconnect the engine harness connector to the
ICSM(s).

C. Switch the 16 amp circuit breaker for the ECM ON.

D. Crank the engine for ten seconds. Look for the

codes that are listed in Table 61:

Table 61
Diagnostic Codes for the Cylinder Firing Signal
1043-3 Cylinder #1 Firing Signal voltage above
normal
1043-8 Cylinder #1 Firing Signal abnormal frequency,
pulse width, or period
1044-3 All Cylinders Firing Signal voltage above
normal
g01440774
Illustration 67
Expected Result: ECM connector P1
(P1-49) All cylinders firing signal
The codes that are listed in Table 61 are not active (P1-53) +Battery
or logged. (P1-58) Number one cylinder firing signal
(P1-69) -Battery

Results:
A. At the harness side of the P1 connector, insert
two 7X-1710 Multimeter Probes. Insert the first
• No codes – The problem seems to be resolved. probe into terminal 69. If you are troubleshooting
The cylinder firing signals are operating correctly
a problem with the signal for the number one
at this time.
cylinder firing signal, insert the second probe into
terminal 58. If you are troubleshooting a problem
with the all cylinders firing signal, insert the second
probe into terminal 49.
RENR5910-06 153
Troubleshooting Section

B. Connect a voltmeter to the probes and measure • Not OK - Code – At least one of the diagnostic
the voltage. codes is active or logged. Proceed to Test Step 12.

Expected Result: Test Step 8. Disconnect the ECM from

the Circuit and Check for Voltage
The voltage at the P1 connector is 13 ± 3 VDC.
A. Turn the engine control switch to the OFF/RESET
Results: position. Switch the 16 amp circuit breaker for the
ECM OFF.
• OK – The voltage at the P1 connector is 13 ± 3
VDC. The voltage appears to be OK. The ECM
does not have an internal short circuit. Remove
the probes from the P1 connector. Proceed to Test
Step 7.

• Not OK – The voltage at the P1 connector is

not 13 ± 3 VDC. The voltage is not within the
specification. The ICSM or the ECM may have a
problem. Do not remove the probe from terminal
69. Remove the probe from terminal 49 or terminal
58. Proceed to Test Step 8.

Test Step 7. Crank the Engine and Check

for Diagnostic Codes
A. To prevent the engine from starting, shut the main
gas supply OFF.

B. Crank the engine for ten seconds. Look for the

codes that are listed in Table
Table 62

Diagnostic Codes for the Cylinder Firing Signal

1043-2 Cylinder #1 Firing Signal noisy
1043-4 Cylinder #1 Firing Signal voltage below
normal
1043-8 Cylinder #1 Firing Signal abnormal frequency,
pulse width, or period
1044-2 All Cylinders Firing Signal noisy
1044-4 All Cylinders Firing Signal voltage below
normal
g01440774
Illustration 68

Expected Result: ECM connector P1

None of the codes are active or logged.
Results:
• OK - No codes – None of the codes are active
or logged. The problem seems to be resolved.
The cylinder firing signals appear to be operating
correctly at this time.
Repair: The initial diagnostic code was probably
caused by a poor electrical connection. Resume
normal operation.
STOP.
(P1-49) All cylinders firing signal
(P1-53) +Battery
(P1-58) Number one cylinder firing signal
(P1-69) -Battery
B. Use a 151-6320 Wire Removal Tool to remove
terminal 58 or 49 from ECM connector P1. If you
are troubleshooting a problem with the number
one cylinder firing signal, remove terminal 58. If
you are troubleshooting a problem with the all
cylinders firing signal, remove terminal 49.
C. Connect one voltmeter lead to the probe that
is inserted into terminal 69. Connect the other
voltmeter lead to the terminal that has been
removed from P1.
154 RENR5910-06
Troubleshooting Section

D. Switch the 16 amp circuit breaker for the ECM

ON. Turn the engine control switch to the STOP
position.

E. Measure the voltage on the wire that was removed

from the P1 connector.

Expected Result:

The voltage is 13 ± 3 VDC.

Results:

• OK – The voltage on the wire that was removed

from the ECM is 13 ± 3 VDC. The voltage appears
to be OK. When the ECM is connected to the
circuit, the voltage is not OK. There may be a
problem with the ECM.

Repair: It is unlikely that the ECM has failed.

Perform the following steps:

1. Turn the engine control switch to the

OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.

2. Remove the probe from terminal 69. Insert

terminal 49 or 58 into the P1 connector. Pull on
g01441367
the wire in order to verify that the terminal is Illustration 69
fully inserted into the connector. Engine harness connector for the ICSM
(B) -Battery
Exit this procedure and perform this procedure (E) Number one cylinder firing signal
again. If the problem is not resolved, temporarily (H) All cylinder firing signal
install a new ECM. Refer to Troubleshooting, “ECM
- Replace”. B. Disconnect the engine harness connector from
the ICSM(s).
If the problem is resolved with the new ECM,
install the original ECM and verify that the problem C. Measure the resistance between the terminals on
returns. If the new ECM operates correctly and the the ICSM(s) that are listed in Table 63 according
original ECM does not operate correctly, replace to the corresponding diagnostic code:
the original ECM.
Table 63
STOP. Points for the Measurement of Resistance
Diagnostic Code Terminals on the ICSM(s)
• Not OK – The voltage on the wire that was
removed from the ECM is not 13 ± 3 VDC. There 1043-2 E and B
may be a problem with an ICSM. Proceed to Test 1043-4
Step 9.
1044-2 H and B
1044-4
Test Step 9. Check the ICSM(s) for a
Short Circuit
Expected Result:
A. Switch the 16 amp circuit breaker for the ECM
OFF. Turn the engine control switch to the The resistance check is greater than 20,000 Ohms.
OFF/RESET position.
Results:

• OK – The resistance check is greater than 20,000

Ohms. The ICSM does not have a short circuit.
Proceed to Test Step 10.

• Not OK – The resistance check is less than 20,000

Ohms. There may be a problem with the ICSM.
RENR5910-06 155
Troubleshooting Section

Repair: It is unlikely that the ICSM has failed. Exit
this procedure and perform this procedure again. If
the problem is not resolved, perform the following
steps:
Install a known good ICSM according to
Troubleshooting, “Control Module - Replace”.
B. Measure the resistance between the terminals
on the engine harness connector that are listed
in Table 64:
Table 64
Points for the Measurement of Resistance on the
Engine Harness Connector for the ICSM

If the problem is resolved with the new ICSM, Terminal Terminals on the Engine
Harness Connector for the ICSM
install the original ICSM and verify that the problem
returns. E A
B
If the new ICSM operates correctly and the original D
ICSM does not operate correctly, replace the H
original ICSM. J
K
M
STOP. N
Test Step 10. Check the Wiring for the H A
ICSM B
D
A. Verify the status of the following connectors: E
J
K
• The engine harness is disconnected from the M
ICSM. N

• Connector P5 is connected to the junction box.

Expected Result:
• Connector P6 is connected to the junction box.
All of the resistance checks are greater than 20,000
• Connector P1 is disconnected from the ECM. Ohms.

Results:

• OK – All of the resistance checks are greater than

20,000 Ohms. The wiring for the modules appears
to be OK. Proceed to Test Step 12.

• Not OK – At least one of the resistance checks is

less than 20,000 Ohms. There is a problem with a
connector and/or with the wiring for the modules.

Repair: Repair the connector and/or wiring, when

possible. Replace the connector and/or wiring, if
necessary.

STOP.

Test Step 11. Check the Modules for the

Correct Configuration
A. Use Cat ET to verify that the engine configuration
is correct for the ECM and for the ICSM. The
configuration must match the type of engine.

“G3606” is an example of a configuration.

Expected Result:

Illustration 70
g01441697 The configuration of the modules matches the type
Engine harness connector for the ICSM of engine.
156 RENR5910-06
Troubleshooting Section

Results: a. At the harness side of the P1 connector, insert

• OK – The engine configuration is correct for both
modules. Proceed to Test Step 12.
• Not OK – The engine configuration is not correct
for a module.
Repair: Change the configuration parameters to
the correct values. Verify that the diagnostic codes
are no longer active.
If the original diagnostic codes are still active,
proceed to Test Step 12.
Test Step 12. Use an Oscilloscope to
View the Cylinder Firing Signals
Note: This step is recommended.
three 7X-1710 Multimeter Probes. Insert the
first probe into terminal 49. Insert the second
probe into terminal 58. Insert the third probe
into terminal 5.
b. Connect one trace of the oscilloscope to the
probe on terminal 49. Connect the other trace
of the oscilloscope to the probe on terminal 58.
c. Use the probe that is connected to terminal 5
as a ground connection.
B. Adjust the settings of the oscilloscope to two volts
for each vertical division and to ten milliseconds
for each horizontal division.
C. Start the engine and run the engine.

A. Connect a dual trace oscilloscope by performing

the following steps:

g01440774
Illustration 71
ECM connector P1
(P1-49) All cylinders firing signal
(P1-53) +Battery
(P1-58) Number one cylinder firing signal
(P1-69) -Battery
RENR5910-06 157
Troubleshooting Section

g01440771
Illustration 72
Display for the oscilloscope
(10) All cylinder firing signal (11) Number one cylinder firing signal

D. Compare the display on the oscilloscope with

Illustration 72.

E. Adjust the oscilloscope for one millisecond for

each horizontal division.
158 RENR5910-06
Troubleshooting Section

g00863309
Illustration 73
Display for the oscilloscope
(A) 300 microseconds ±100 microseconds (B) 200 microseconds ±100 microseconds

F. Compare the display on the oscilloscope with i02896803

Illustration 73.
Detonation - Test
Expected Result:
SMCS Code: 1223-038; 1559-038
The signals are within the specification.
System Operation Description:
Results:
Use this procedure to troubleshoot a suspected
• OK – The signals are within the specification. problem with a detonation sensor or use this
If a diagnostic code is still active, consult with procedure if one of the diagnostic codes in Table 65
Caterpillar customer service for large gas engines. or Table 66 are active or easily repeated.
STOP.

• Not OK – The signals are not within the

specification. Consult with Caterpillar customer
service for large gas engines. STOP.
RENR5910-06 159
Troubleshooting Section

Table 65
Diagnostic Codes Table
Code Conditions which Generate this Code System Response
1501-3 Cylinder #1 Detonation Sensor : The run relay and the crank terminate The shutdown output is activated.
Voltage Above Normal relay are energized. The input of a signal The code is logged.
1502-3 Cylinder #2 Detonation Sensor : from a detonation sensor to the Electronic The engine is shut down.
Voltage Above Normal Control Module (ECM) is greater than 4.8
1503-3 Cylinder #3 Detonation Sensor : VDC for ten seconds.
Voltage Above Normal
1505-3 Cylinder #5 Detonation Sensor :
Voltage Above Normal
1506-3 Cylinder #6 Detonation Sensor :
Voltage Above Normal
1507-3 Cylinder #7 Detonation Sensor :
Voltage Above Normal
1509-3 Cylinder #9 Detonation Sensor :
Voltage Above Normal
1510-3 Cylinder #10 Detonation Sensor :
Voltage Above Normal
1513-3 Cylinder #13 Detonation Sensor :
Voltage Above Normal
1514-3 Cylinder #14 Detonation Sensor :
Voltage Above Normal

Table 66

Diagnostic Codes Table

Code Conditions which Generate this Code System Response
1501-4 Cylinder #1 Detonation Sensor : The run relay and the crank terminate The shutdown output is activated.
Voltage Below Normal relay are energized. The input of the The code is logged.
1502-4 Cylinder #2 Detonation Sensor : signal from the detonation sensor to The engine is shut down.
Voltage Below Normal the ECM is less than 1.0 VDC for ten
1503-4 Cylinder #3 Detonation Sensor : seconds.
Voltage Below Normal
1505-4 Cylinder #5 Detonation Sensor :
Voltage Below Normal
1506-4 Cylinder #6 Detonation Sensor :
Voltage Below Normal
1507-4 Cylinder #7 Detonation Sensor :
Voltage Below Normal
1509-4 Cylinder #9 Detonation Sensor :
Voltage Below Normal
1510-4 Cylinder #10 Detonation Sensor :
Voltage Below Normal
1513-4 Cylinder #13 Detonation Sensor :
Voltage Below Normal
1514-4 Cylinder #14 Detonation Sensor :
Voltage Below Normal
1515-4 Cylinder #15 Detonation Sensor :
Voltage Below Normal
1516-4 Cylinder #16 Detonation Sensor :
Voltage Below Normal

Detonation sensors are located on the upper cylinder
block between every two cylinders. Each sensor
monitors two adjacent cylinders. For example, one
sensor monitors cylinders 1 and 3.
The ECM supplies 8 VDC in order to power the
sensors. The detonation sensors provide electrical
signals to the ECM that indicate mechanical engine
vibrations. Each sensor outputs an electrical signal
that is filtered and the signal is amplified. The
frequency of the signal corresponds to the mechanical
frequency of the vibrations. The amplitude of the
signal is proportional to the intensity of the vibrations.
160 RENR5910-06
Troubleshooting Section

The ECM monitors the signals in order to determine

the presence and the severity of the detonation. The
ECM retards the timing in order to limit detonation
levels. The timing may be retarded for a single
cylinder or for all of the cylinders, if necessary. If
retardation of the timing does not sufficiently limit the
detonation, the engine is shut down.

The ECM can retard timing by as few as three

degrees for light detonation levels. The timing can
be retarded up to six degrees for severe detonation.
For most applications, the minimum allowable actual
timing is ten degrees Before Top Center (BTC).
A proportional strategy is used for advancing the
timing after the timing has been retarded. The rate of
advance is based upon the level of detonation. The
rate is faster for lighter detonation. The fastest rate of
advance is one degree per minute.

The ECM will diagnose the detonation sensor's signal

for a short circuit to the −Battery side, for a short
circuit to the +Battery side, and for an open circuit.
To avoid detecting vibrations that are not related
to detonation, the ECM only monitors a detonation
sensor when one of the sensor's cylinders is between
top center and 40 degrees after top center.

An input from a detonation sensor that is diagnosed

by the ECM as “short to ground” may actually indicate
an open circuit.

The ECM also supports event codes when the levels

of detonation warrant a reaction from the ECM. If the
timing has been retarded by the maximum amount
and the level of detonation remains high, the ECM
will shut down the engine.

Logged diagnostic codes provide a historical record.

Before you begin this procedure, use Caterpillar
Electronic Technician (ET) to print the logged codes
to a file.

The most likely causes of the diagnostic code are a

poor connection or a problem in a wiring harness.
The next likely cause is a problem with a sensor. The
least likely cause is a problem with the ECM.

The troubleshooting procedure may generate

additional diagnostic codes. Keep your mind on
correcting the cause of the original diagnostic code.
Clear the diagnostic codes after the problem is
resolved.
RENR5910-06 161
Troubleshooting Section

g01442392
Illustration 74
Schematic for the detonation sensors on vee engines
The wiring for the detonation sensors is routed through rails on each side of the engine. Each detonation sensor has a 3-pin connector that is
connected to a receptacle on the rail.
Each rail has a 6-pin connector for a wiring harness that connects the detonation sensors to the terminal box.
162 RENR5910-06
Troubleshooting Section

g01442393
Illustration 75
Schematic for the detonation sensors on in-line engines
The wiring for the detonation sensors is routed through a rail on the side of the engine. Each detonation sensor has a 3-pin connector that is
connected to a receptacle on the rail.
The rail has a 6-pin connector for a wiring harness that connects the detonation sensors to the terminal box.
RENR5910-06 163
Troubleshooting Section

Test Step 1. Inspect the Electrical

Connectors and Wiring

g01442541
Illustration 77
Connectors on the rail for in-line engines
g01431198
Illustration 76 (8) Rail on the right side of the engine
Terminal Box (9) 6-pin connectors J675/P675 for the engine harness
(10) Connectors on the rail for the detonation sensor
(1) ECM connector J2/P2 (11) Detonation sensor
(2) ECM connector J1/P1
(3) 16 amp circuit breaker
(4) Connectors J3/P3 for the customer's connector
(5) Connectors J4/P4 for the optional control panel (if equipped)
or for a customer's connector
(6) J5/P5 connectors for the harness
(7) J6/P6 connectors for the harness

A. Turn the engine control switch to the OFF/RESET

position. Switch the 16 amp circuit breaker for the
ECM OFF.

Note: For the following steps, refer to

Troubleshooting, “Electrical Connectors -
Inspect”.

g01442656
Illustration 78
Connectors on the right rail for vee engines
(12) Rail on the right side of the engine for vee engines
(13) 6-pin connectors J675/P675 for the engine harness
(14) Connectors on the rail for the detonation sensor
(15) Detonation sensor
164
Troubleshooting Section
Illustration 79
g01442658
Connectors on the left rail for vee engines
(16) Rail on the left side of the engine for vee engines
(17) 6-pin connectors J676/P676 for the engine harness
(18) Connectors on the rail for the detonation sensor
(19) Detonation sensor
B. Thoroughly inspect the following connectors
if you are troubleshooting a vee engine:
• ECM J2/P2 connectors
• The suspect detonation sensor's connectors
• For a diagnostic code on the right side of the
engine, inspect terminal box's J5/P5 connectors
and the 6-pin connectors J675/P675 on the
right side rail.
• For a diagnostic code on the left side of the
engine, inspect terminal box's J6/P6 connectors
and the 6-pin connectors J676/P676 on the left
side rail.
C. Thoroughly inspect the following connectors
if you are troubleshooting an in-line engine:
• ECM J2/P2 connectors
• The suspect detonation sensor's connectors
• Inspect terminal box's J5/P5 connectors and the
6-pin connectors on the rail.
D. Check the torque of the Allen head screws for
the ECM P2 connector and for the terminal box's
P5 or P6 connector. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for the correct
torque values.
RENR5910-06
E. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the circuit for the
detonation sensor. Refer to the schematic.
F. Check the harnesses and wiring for abrasion
and for pinch points from the suspect detonation
sensor to the ECM.
G. Make sure that the detonation sensors are
properly installed according to the torque in
Specifications, “Detonation Sensors”.
Expected Result:
All connectors, pins, and sockets are connected
properly. The connectors and the wiring do not have
corrosion, abrasion, or pinch points.
Results:
• OK – All connectors, pins, and sockets are
connected properly. The connectors and the wiring
do not have corrosion, abrasion, or pinch points.
The components are in good condition with proper
connections. Proceed to Test Step 2.
• Not OK – At least one of the connectors, pins,
or sockets is not connected properly. At least
one connector or wire has corrosion, abrasion,
and/or pinch points. The components are not in
good condition and/or at least one connection is
improper.
Repair: Perform the necessary repairs and/or
replace parts, if necessary.
STOP.
Test Step 2. Check for Active Diagnostic
Codes for the Detonation Sensors
Note: The run relay and the crank terminate relay
must be energized before a diagnostic code for a
detonation sensor can be generated. Therefore, the
engine must be running. The engine will shut down
soon after the diagnostic code is activated.
A. Start the engine and run the engine. Allow a
minimum of 30 seconds for any diagnostic codes
to become active. Observe the “Active Diagnostic”
screen of Cat ET.
B. Diagnostic codes that are listed in Table 67 are
for vee engines:
RENR5910-06 165
Troubleshooting Section

Table 67 Table 68
Code Description Cylinders Code Description Cylinders
1501-03 Cylinder #1 Detonation 1501-03 Cylinder #1 Detonation
Sensor short to +batt Sensor short to +batt
1 and 3 1 and 2
1501-04 Cylinder #1 Detonation 1501-04 Cylinder #1 Detonation
Sensor short to ground Sensor short to ground
1502-03 Cylinder #2 Detonation 1503-03 Cylinder #3 Detonation
Sensor short to +batt Sensor short to +batt
2 and 4 3 and 4
1502-04 Cylinder #2 Detonation 1503-04 Cylinder #3 Detonation
Sensor short to ground Sensor short to ground
1505-03 Cylinder #5 Detonation 1505-03 Cylinder #5 Detonation
Sensor short to +batt Sensor short to +batt
5 and 7 5 and 6
1505-04 Cylinder #5 Detonation 1505-04 Cylinder #5 Detonation
Sensor short to ground Sensor short to ground
1506-03 Cylinder #6 Detonation 1507-03 Cylinder #7 Detonation
Sensor short to +batt Sensor short to +batt
6 and 8 7 and 8
1506-04 Cylinder #6 Detonation 1507-04 Cylinder #7 Detonation
Sensor short to ground Sensor short to ground
1509-03 Cylinder #9 Detonation
Sensor short to +batt Note: A “short to ground” diagnostic code can
9 and 11 indicate either an actual short to ground or an open
1509-04 Cylinder #9 Detonation
Sensor short to ground circuit.

1510-03 Cylinder #10 Detonation Expected Result:

Sensor short to +batt
10 and 12
1510-04 Cylinder #10 Detonation None of the above diagnostic codes are active.
Sensor short to ground
Results:
1513-03 Cylinder #13 Detonation
Sensor short to +batt
13 and 15 • OK (No active codes) – None of the above codes
1513-04 Cylinder #13 Detonation are active at this time. The problem seems to
Sensor short to ground be resolved. The original diagnostic code was
probably caused by a poor electrical connection in
1514-03 Cylinder #14 Detonation
one of the harness connectors.
Sensor short to +batt
14 and 16
1514-04 Cylinder #14 Detonation Repair: If any of the above codes are logged
Sensor short to ground and the engine is not running properly, refer to
Troubleshooting, “Symptom Troubleshooting”.
C. Diagnostic codes that are listed in Table 68 are
for in-line engines: If any of the above codes are logged and the
engine is running properly, there may be an
intermittent problem in a connector or a wiring
harness. Refer to Troubleshooting, “Electrical
Connectors - Inspect”.

STOP.

• Not OK (Active Code) – A “short to +batt” or “short

to ground” diagnostic code was activated. Proceed
to Test Step 3.

Test Step 3. Verify the Presence of the

Supply Voltage to the Sensor
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
166
Troubleshooting Section
g00857709
Illustration 80
(AA) View of the rail's receptacle for the sensor's connector
(A) +8 V supply
(B) Return
(C) Signal
B. Disconnect the suspect sensor's 3-pin connector
from the rail.
C. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
D. Measure the voltage between terminals (A)
and (B) on the rail's receptacle for the sensor's
connector.
Expected Result:
The voltage is between 7.6 VDC and 8.4 VDC.
Results:
• OK – The voltage is between 7.6 VDC and 8.4
VDC. The correct voltage is available to the sensor.
Do not reconnect the sensor. Proceed to Test Step
4.
• Not OK – The voltage is not between 7.6 VDC and
8.4 VDC. The correct voltage is not available to the
sensor. There is probably an open circuit in the +8
volt supply or in the return for the sensor.
Repair: The open circuit may be caused by a
poor electrical connection or by a wiring problem
between the ECM and the connector for the sensor.
Perform the following procedure:
1. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.
2. Disconnect the 6-pin connector on the rail for
the suspect sensor.
3. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
RENR5910-06
g00858454
Illustration 81
6-pin connector on the engine harness
4. Use a voltmeter to measure the voltage between
terminals “A” and “B” on the 6-pin connector to
the rail.
If the voltage is between 7.6 VDC and 8.4 VDC,
the open circuit is in the rail. Repair the electrical
connection and/or the wiring, when possible.
Replace the rail, if necessary.
If the voltage is not between 7.6 VDC and 8.4
VDC, the open circuit may be in the engine
harness. Proceed to the next Step.
5. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.
6. Disconnect the appropriate harness from the
terminal box.
If you are troubleshooting a vee engine,
disconnect either the J5/P5 connector or the
J6/P6 connector from the terminal box.
If you are troubleshooting an in-line engine,
disconnect the J5/P5 connector from the
terminal box.
7. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
8. Measure the voltage between the terminals for
the detonation sensors' supply and the return at
the connectors on the terminal box.
If the voltage is between 7.6 VDC and 8.4 VDC,
the open circuit is in the engine harness. Repair
the electrical connection and/or the wiring, when
possible. Replace the harness, if necessary.
If the voltage is not between 7.6 VDC and 8.4 VDC,
the open circuit is in the terminal box between
the ECM P2 connector and the engine harness
connector on the terminal box.
RENR5910-06 167
Troubleshooting Section

Repair the electrical connection and/or the wiring,
when possible. Replace the components, if
necessary.
STOP.
Test Step 4. Measure the Voltage of the
Signal Wire at the Rail
A. Ensure that the 16 amp circuit breaker for the
ECM is ON and that the engine control is in the
STOP position.
• Not OK – The voltage is not between 0.4 VDC and
0.6 VDC. If the voltage is less than 0.4 VDC, there
is probably a short to ground or an open circuit
between the rail's connector for the detonation
sensor and the ECM. If the voltage is greater than
4.8 VDC, there is probably a short circuit to a
+Battery source between the rail's connector for
the detonation sensor and the ECM. Proceed to
Test Step 5.
Test Step 5. Measure the Voltage of the
Suspect Signal Terminal at the ECM
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.

g00857709
Illustration 82
(AA) View of the rail's receptacle for the sensor's connector
(A) +8 V supply
(B) Return
(C) Signal

B. Measure the voltage between terminals B and C

on the rail's receptacle for the sensor's connector.

Expected Result:

The voltage is between 0.4 VDC and 0.6 VDC.

Results:

• OK – The voltage is between 0.4 VDC and 0.6

VDC.

Repair: Reconnect the suspect sensor. Start the

engine again and check for the diagnostic code.

If the diagnostic code recurs, replace the

detonation sensor with a known good detonation
sensor. Tighten the detonation sensor according
g01442568
to Specifications, “Detonation Sensor”. Verify that Illustration 83
the problem is resolved. Terminal locations at the P2 ECM connector that are for the in-line
engines
STOP. (P2-36) Detonation input A (Cylinders 1 and 2)“”
(P2-37) Detonation input B (Cylinders 3 and 4)
(P2-38) Detonation input G (Cylinders 5 and 6)
(P2-39) Detonation input D (Cylinders 7 and 8)
(P2-54) Return for the 8 volt detonation sensors
(P2-56) 8 volt supply for the detonation sensors
168 RENR5910-06
Troubleshooting Section

E. Connect the leads of a voltmeter to the 7X-1710

Multimeter Probe and to the loose end of the
jumper wire.

F. Switch the 16 amp circuit breaker for the ECM

ON. Turn the engine control switch to the STOP
position.

G. Use the voltmeter to measure the voltage.

Expected Result:

The voltage is between 0.4 VDC and 0.6 VDC.

Results:

• OK – The voltage is between 0.4 VDC and 0.6

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

• Not OK – The voltage is not between 0.4 VDC and

0.6 VDC. There is a problem with the ECM.

Repair: Turn the engine control switch to the

OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.

Use a 151-6320 Wire Removal Tool to remove

Illustration 84
g01442562 the jumper wire from ECM P2 connector. Reinstall
the original signal wire into the P2 connector. Pull
Terminal locations at the P2 ECM connector that are for the vee
engines
on the wire in order to verify that the terminal is
secure.
(P2-36) Detonation input A (Cylinders 1 and 3)
(P2-37) Detonation input B (Cylinders 5 and 7)
(P2-38) Detonation input C (Cylinders 9 and 11) Perform the following procedure:
(P2-39) Detonation input D (Cylinders 13 and 15)
(P2-44) Detonation input E (Cylinders 2 and 4) 1. Temporarily install a new ECM. Refer to
(P2-45) Detonation input F (Cylinders 6 and 8) Troubleshooting, “ECM - Replace” for details.
(P2-46) Detonation input G (Cylinders 10 and 12)
(P2-47) Detonation input H (Cylinders 14 and 16)
(P2-54) Return for the 8 volt detonation sensors (right rail) If the problem is resolved with the new ECM,
(P2-55) Return for the 8 volt detonation sensors (left rail) install the original ECM and verify that the problem
(P2-56) 8 volt supply for the detonation sensors (right rail) returns. If the new ECM operates correctly and the
(P2-57) 8 volt supply for the detonation sensors (left rail)
original ECM does not operate correctly, replace
the original ECM.
B. Use a 151-6320 Wire Removal Tool to remove
the suspect signal wire from ECM P2 connector. STOP.
C. Install one end of jumper wire with the appropriate Test Step 6. Monitor the Voltage and
connectors on the ends into the terminal for the
Isolate the Short Circuit
suspect signal wire. Leave the other end of the
jumper wire unconnected. Pull on the jumper wire A. Turn the engine control switch to the OFF/RESET
in order to verify that the jumper wire is properly
position. Switch the 16 amp circuit breaker for the
connected. ECM OFF.
D. Insert a lead of a 7X-1710 Multimeter Probe into
the terminal for the corresponding return wire.
RENR5910-06 169
Troubleshooting Section

B. Use a 151-6320 Wire Removal Tool to remove

the jumper wire from the ECM P2 connector.
Reinstall the removed suspect signal wire into the
terminal. Pull on the wire in order to verify proper
installation.

g01442562
Illustration 86
Terminal locations at the P2 ECM connector that are for the vee
engines
(P2-36) Detonation input A (Cylinders 1 and 3)
(P2-37) Detonation input B (Cylinders 5 and 7)
g01442568 (P2-38) Detonation input C (Cylinders 9 and 11)
Illustration 85
(P2-39) Detonation input D (Cylinders 13 and 15)
Terminal locations at the P2 ECM connector that are for the in-line (P2-44) Detonation input E (Cylinders 2 and 4)
engines (P2-45) Detonation input F (Cylinders 6 and 8)
(P2-36) Detonation input A (Cylinders 1 and 2) (P2-46) Detonation input G (Cylinders 10 and 12)
(P2-37) Detonation input B (Cylinders 3 and 4) (P2-47) Detonation input H (Cylinders 14 and 16)
(P2-38) Detonation input G (Cylinders 5 and 6) (P2-54) Return for the 8 volt detonation sensors (right rail)
(P2-39) Detonation input D (Cylinders 7 and 8) (P2-55) Return for the 8 volt detonation sensors (left rail)
(P2-54) Return for the 8 volt detonation sensors (P2-56) 8 volt supply for the detonation sensors (right rail)
(P2-56) 8 volt supply for the detonation sensors (P2-57) 8 volt supply for the detonation sensors (left rail)

C. Insert the lead of a 7X-1710 Multimeter Probe

into the terminal for the suspect sensor's signal
wire in the harness side of the ECM P2 connector.

D. Verify that the voltmeter is properly connected

to the leads of the 7X-1710 Multimeter Probes.
Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.

E. Measure the voltage.

170
Troubleshooting Section
Because a short circuit to a +Battery source is
suspected, the expected voltage is greater than
4.8 VDC.
F. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
G. Disconnect the 6-pin connector from the rail on
the suspect sensor's side of the engine.
H. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
I. Use the voltmeter to measure the voltage again.
Compare the voltage to the previously noted
voltage.
If the voltage is between 0.4 VDC and 0.6 VDC,
there is a short circuit in the rail on the suspect
sensor's side of the engine. Repair the electrical
connection and/or the wiring, when possible.
Replace the rail, if necessary.
If the voltage is still greater than 4.8 VDC, the rail
is probably OK. Continue with this procedure.
J. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
K. Disconnect the appropriate harness from the
terminal box.
If you are troubleshooting a vee engine, disconnect
either the J5/P5 connector or the J6/P6 connector
from the terminal box.
If you are troubleshooting an in-line engine,
disconnect the J5/P5 connector from the terminal
box.
L. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
M. Use the voltmeter to measure the voltage again.
Compare the voltage to the previously noted
voltage.
Expected Result:
Before the harness was disconnected, the voltage
was greater than 4.8 VDC. After the harness was
disconnected, the voltage was between 0.4 VDC and
0.6 VDC.
RENR5910-06
Results:
• OK – Before the harness was disconnected,
the voltage was greater than 4.8 VDC. After
the harness was disconnected, the voltage was
between 0.4 VDC and 0.6 VDC. There is a problem
in the engine harness.
Repair: The problem is probably caused by a poor
electrical connection and/or by a wiring problem
in the harness.
Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF. Repair the harness, when possible.
Replace the harness, if necessary.
STOP.
• Not OK – Before the harness was disconnected,
the voltage was greater than 4.8 VDC. After the
harness was disconnected, the voltage was still
greater than 4.8 VDC. There is a problem in the
terminal box.
Repair: Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF. Repair the connector
and/or wiring, when possible. Replace the
connector and/or wiring, if necessary.
STOP.
Test Step 7. Check the Engine Harness
for a Short Circuit to Ground
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
B. Use a 151-6320 Wire Removal Tool to remove
the jumper wire from the ECM P2 connector.
Reinstall the suspect signal wire into the P2
connector. Pull on the wire in order to verify that
the terminal is secure. Leave the P2 connector
disconnected.
C. Disconnect the appropriate 6-pin connector from
the rail.
If you are troubleshooting a vee engine, refer to
Illustration 74 for a schematic of the circuit.
If you are troubleshooting an in-line engine, refer
to Illustration 75 for a schematic of the circuit.
RENR5910-06 171
Troubleshooting Section

If you are troubleshooting a vee engine, disconnect

either the J5/P5 connector or the J6/P6 connector
from the terminal box.

If you are troubleshooting an in-line engine,

disconnect the J5/P5 connector from the terminal
box.

g00858454
Illustration 87
6-pin connector on the engine harness

g00858460
Illustration 88
Ground strap for the Integrated Combustion Sensing Module
(ICSM)
g01442553
Illustration 89
D. Measure the resistance between the ground strap Terminal locations at the P5 connector on the terminal box that
for the ICSM and the terminal for the suspect are for the in-line engines
signal wire on the 6-pin connector. (P5-44) Detonation input D (Cylinders 7 and 8)
(P5-45) Detonation input G (Cylinders 5 and 6)
If the resistance is greater than 20,000 Ohms, the (P5-46) Detonation input B (Cylinders 3 and 4)
signal wire from the engine harness to the ECM is (P5-47) Detonation input A (Cylinders 1 and 2)
(P5-56) Return for the detonation sensors
OK. The signal wire is probably shorted to ground (P5-57) +8 V supply for the detonation sensors
in the rail.

Verify that the short circuit is in the rail. Reconnect

the 6-pin connector to the rail's receptacle.
Measure the resistance between the ground strap
for the ICSM and the terminal for the suspect
signal wire on the rail's 3-pin connector for the
detonation sensor. If the resistance is less than
5 Ohms, the short circuit is in the rail. The short
circuit is caused by a poor electrical connection
and/or by a wiring problem in the rail. Repair
the connector and/or the wiring, when possible.
Replace the rail, if necessary.

E. Ensure that the engine control switch is in the

OFF/RESET position. Ensure that the 16 amp
circuit breaker for the ECM is OFF.

F. Disconnect the appropriate harness from the

terminal box.
172 RENR5910-06
Troubleshooting Section

g01442550 g01442551
Illustration 90 Illustration 91
Terminal locations at the P5 connector on the terminal box that Terminal locations at the P6 connector on the terminal box that are
are for the vee engines for the 8 volt supply circuit on vee engines
(P5-23) Return for the right side detonation sensors (P6-54) Return for the left side detonation sensors
(P5-31) +8 V supply for the right side detonation sensors (P6-67) +8 V supply for the left side detonation sensors
(P5-38) Detonation input A (Cylinders 1 and 3) (P6-63) Detonation input H (Cylinders 14 and 16)
(P5-30) Detonation input B (Cylinders 5 and 7) (P6-64) Detonation input G (Cylinders 10 and 12)
(P5-22) Detonation input D (Cylinders 13 and 15) (P6-65) Detonation input F (Cylinders 6 and 8)
(P5-12) Signal for cylinders 13 and 15 (P6-66) Detonation input E (Cylinders 2 and 4)

G. Measure the resistance between the ground strap

for the ECM and the terminal for the suspect
signal wire on connector J6 or J5.

Expected Result:

The resistance is greater than 20,000 Ohms.

Results:

• OK – The resistance is greater than 20,000 Ohms.

The signal wire from the terminal box's connector
to the ECM is OK. The signal wire is probably
shorted to ground in the engine harness.

Repair: Verify that the short circuit is in the engine

harness. Reconnect the engine harness to the
terminal box. Measure the resistance between the
ground strap for the ICSM and the terminal for the
suspect signal wire on the 6-pin connector for the
detonation sensors. If the resistance is less than 5
Ohms, the short circuit is in the engine harness.
RENR5910-06
The short circuit is caused by a poor electrical
connection or by a wiring problem in the harness.
Repair the connector and/or the wiring, when
possible. Replace the harness, if necessary.
STOP.
• Not OK – The resistance is less than 5 Ohms. The
short circuit is in the terminal box.
Repair: The short circuit is caused by a poor
electrical connection or by a wiring problem in
the terminal box. Repair the connector and/or
the wiring, when possible. Replace the wiring, if
necessary.
STOP.
Test Step 8. Isolate the Open Circuit
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
B. Use a 151-6320 Wire Removal Tool to remove
the jumper wire from the ECM P2 connector.
Reinstall the suspect signal wire into the P2
connector. Pull on the wire in order to verify that
the terminal is secure. Leave the P2 connector
disconnected.
C. Disconnect the appropriate 6-pin connector from
the rail.
If you are troubleshooting a vee engine, refer to
Illustration 74 for a schematic of the circuit.
If you are troubleshooting an in-line engine, refer
to Illustration 75 for a schematic of the circuit.
D. Use a jumper wire with the appropriate terminals
on the ends. Install the jumper wire onto the
terminals for the suspect signal wire and the
voltage supply wire on the rail's 3-pin connector
for the detonation sensor.
E. Measure the resistance between the terminals for
the suspect signal wire and the voltage supply on
the rail's 6-pin connector.
If the resistance is greater than 20,000 Ohms,
there is an open circuit in the rail. The open circuit
is probably caused by a poor electrical connection
and/or by a broken wire. Repair the electrical
connection and/or the wiring, when possible.
Replace the rail, if necessary.
If the resistance is less than 5 Ohms, the rail is
OK. There is probably an open circuit between the
ECM and the rail. Proceed to the next Step.
173
Troubleshooting Section
F. Make sure that the engine control switch is in the
OFF/RESET position and that the 16 amp circuit
breaker for the ECM is OFF.
G. Disconnect the appropriate engine harness
connector from the terminal box.
If you are troubleshooting a vee engine, disconnect
either the J5/P5 connector or the J6/P6 connector
from the terminal box.
If you are troubleshooting an in-line engine,
disconnect the J5/P5 connector from the terminal
box.
H. Install a jumper wire into the terminals for the
suspect signal wire and the voltage supply on the
6-pin connector for the detonation sensors.
If you are troubleshooting a vee engine, refer to
Illustration 74 for a schematic of the circuit.
If you are troubleshooting an in-line engine, refer
to Illustration 75 for a schematic of the circuit.
I. Measure the resistance between the
corresponding terminals for the suspect signal
wire and the voltage supply on the engine harness
connector for the terminal box.
Expected Result:
The resistance is less than 5 Ohms.
Results:
• OK – The resistance is less than 5 Ohms. The
engine harness is OK. There is a problem with
a connector for the signal wire or the wire in the
terminal box is broken.
Repair: Repair the connector and/or the wire,
when possible. Replace the connector and/or the
wire, if necessary.
STOP.
• Not OK – The resistance is greater than 5 Ohms.
There is an open circuit in the engine harness.
Repair: The open circuit is probably caused by a
poor electrical connection and/or by broken wire in
the engine harness. Repair the connector and/or
the wiring, when possible. Replace the engine
harness, if necessary.
STOP.
174 RENR5910-06
Troubleshooting Section

i02889493

Electrical Power Supply - Test

SMCS Code: 1401-038

System Operation Description:

Use this procedure to troubleshoot the electrical

system if one of the diagnostic or event codes in
Table 69 is active or easily repeated.

Refer to Troubleshooting, “Event Codes” for

information about event codes and the default
trip points for these codes. You must access
the monitoring system on Caterpillar Electronic
Technician (ET) in order to view the current trip points
for these codes.

Table 69
Code
E042(3) Low System Voltage Shutdown
E043(1) Low System Voltage Warning
E050(1) High System Voltage Warning
168-2 Electrical System Voltage : Erratic,
Intermittent, or Incorrect
336-2 Engine Control Switch : Erratic,
Intermittent, or Incorrect
Diagnostic Codes Table
Conditions which Generate this Code
The voltage is less than the trip point
and the delay time has expired. No other
codes for the system voltage are present.
The Electronic Control Module (ECM) has
been powered for at least five seconds.
The engine is running.
The battery voltage is less than 6 VDC
for a minimum of 0.060 seconds and the
voltage returns to the normal range within
0.015 seconds. There are three voltage
readings of less than 6 VDC within seven
seconds.
The ECM detects an invalid combination
of the inputs from the engine control
switch to the ECM. This indicates a
problem with the engine control switch.
System Response
The shutdown output is activated.
The code is logged.
The alarm output is activated. The
code is logged.
The code is logged. If battery
voltage is lost and the voltage does
not return, the ECM will not log this
diagnostic code.
The alarm output is activated.
The intermittent problem may not
affect engine operation. However,
the engine may experience speed
burps, intermittent shutdowns,
and/or complete shutdowns.
The shutdown output is activated.
The code is logged.

Electrical power is supplied to the ECM, to the
Integrated Combustion Sensing Module (ICSM), and
to the air/fuel pressure module. The cause of an
intermittent power supply can occur on either the
positive side or on the negative side of the power
supply.
The 24 VDC power supply for the ECM can be
provided by a battery or by an electrical power supply.
The minimum requirement for the power supply is 22
VDC at 16 amperes. The 24 VDC power supply can
be connected to the terminal box or to the control
panel. Route the power supply through a dedicated
fuse or through a dedicated circuit breaker.
The ECM input at terminal 70 of the P1 connector
(“Switched +Battery”) receives battery voltage from
the engine control switch when the switch is in the
START position, in the STOP position, or in the
AUTO position. When the ECM detects battery
voltage at this input, the ECM will power up. When
battery voltage is removed from this input, the ECM
will power down after the engine has shut down.
The “168-02” diagnostic code indicates that the
voltage of the power supply is intermittent or low
while the engine is running. If the supply voltage
drops to zero and stays at zero, the ECM will not log
this code. The engine will shut down.

The “336-02” diagnostic code indicates that the ECM

has detected a problem with the circuit for the engine
control switch.
RENR5910-06 175
Troubleshooting Section

Logged diagnostic codes provide a historical record.

Before you begin this procedure, use Cat ET to print
the logged codes to a file.

This procedure may generate additional diagnostic

codes. Keep your mind on correcting the cause of the
original diagnostic code. Clear the diagnostic codes
after the problem is resolved.
176 RENR5910-06
Troubleshooting Section

g01438756
Illustration 92
Schematic for the electrical power source for in-line engines
RENR5910-06 177
Troubleshooting Section

g01438757
Illustration 93
Schematic for the electrical power source for vee engines
178 RENR5910-06
Troubleshooting Section

Test Step 1. Inspect the Electrical

Connectors and Wiring
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.

Note: For the following steps, refer to

Troubleshooting, “Electrical Connectors -
Inspect”.

g01431198
Illustration 94
Terminal Box
(1) ECM connector J2/P2 g01438764
(2) ECM connector J1/P1 Illustration 95
(3) 16 amp circuit breaker Terminal locations at the P1 ECM connector for the electrical
(4) Connectors J3/P3 for the customer's connector supply on the in-line engines and the vee engines
(5) Connectors J4/P4 for the optional control panel (if equipped)
(P1-52) +24 VDC
or for a customer's connector
(P1-53) +24 VDC
(6) J5/P5 connectors for the harness from the sensors
(P1-55) +24 VDC
(7) J6/P6 connectors for the harness from the sensors
(P1-57) +24 VDC
(P1-63) −Battery
B. Disconnect the J1/P1 connectors. Verify that the (P1-65) −Battery
connectors do not have damage, corrosion, or (P1-67) −Battery
moisture. (P1-69) −Battery
(P1-70) Keyswitch

C. Check the torque of the allen head screws for each

a. Perform a 45 N (10 lb) pull test on each of the
of the ECM connectors. Refer to Troubleshooting,
wires that are associated with the electrical
“Electrical Connectors - Inspect” for the correct
power supply:
torque values.

D. Thoroughly inspect the following connections:
• Connectors for the circuit breaker
• Connectors for the 24 VDC power supply
• Connectors for the engine control switch
• Unswitched +Battery terminals 52, 53, 55,
and 57
• −Battery terminals 63, 65, 67, and 69
• Switched +Battery terminal 70
b. Check the harness and wiring for abrasion and
for pinch points from the power supply to the
ECM and from the engine control switch to the
ECM.
RENR5910-06
Expected Result:
All connectors, pins, and sockets are connected
properly. The connectors and the wiring do not have
corrosion, abrasion, or pinch points.
Results:
• OK – All connectors, pins, and sockets are
connected properly. The connectors and the wiring
do not have corrosion, abrasion, or pinch points.
The components are in good condition with proper
connections. Proceed to Test Step 2.
• Not OK – At least one of the connectors, pins,
or sockets is not connected properly. At least
one connector or wire has corrosion, abrasion,
and/or pinch points. The components are not in
good condition and/or at least one connection is
improper.
Repair: Perform the necessary repairs and/or
replace parts, if necessary. Ensure that all of the
seals are properly installed. Make sure that the
connectors are properly fastened. Verify that the
repair has eliminated the problem.
STOP.
Test Step 2. Check the Voltage at the
Power Supply and at the ECM
A. Make sure that the engine will not crank during
this procedure. Make sure that the pressurized air
supply is OFF. Make sure that the air is purged
from the system.
Note: If a power supply is used instead of batteries,
the minimum voltage for the power supply is 22 VDC
at 16 amperes.
B. Measure the voltage at the terminals for the power
supply. Record the voltage.
C. Insert two 7X-1710 Multimeter Probes into the
harness side of the P1 connector. Insert the first
probe into terminal 52. Insert the second probe
into terminal 63. Connect a multimeter to the
probes.
D. Switch the 16 amp circuit breaker for the ECM ON.
E. Measure the power supply voltage at the P1
connector. During the measurement, wiggle the
harness in order to check for an intermittent
problem. Be sure to wiggle the harness near each
of the connections.
179
Troubleshooting Section
Expected Result:
The voltage that is measured at the terminals for the
power supply is at least 22 VDC. The voltage that
is measured at the P1 connector is within 2 VDC of
the voltage that was measured at the terminals for
the power supply. The voltage measurements are
constant.
Results:
• OK – The ECM is receiving the correct voltage at
the P1 connector.
Repair: Perform the following procedure:
Switch the 16 amp circuit breaker for the ECM OFF.
Remove the probes from connector P1.
Proceed to Test Step 3.
• Not OK – The ECM is not receiving the correct
voltage at the P1 connector.
Repair: Perform the following procedure:
1. Switch the 16 amp circuit breaker for the ECM
OFF.
2. Remove the probes from connector P1.
3. Use a voltmeter to check the wiring. Check for
an open circuit or for a short circuit in the wiring
harness. Refer to the appropriate schematic for
the electrical system. Locate the source of the
voltage drop.
4. Make repairs, as needed.
STOP.
Test Step 3. Check the Engine Control
Switch
A. Make sure that the engine will not crank during
this procedure. Make sure that the pressurized air
supply is OFF. Make sure that the air is purged
from the system.
B. Connect Cat ET to the service tool connector.
C. Switch the 16 amp circuit breaker for the ECM ON.
Note: An “E225 Engine Overcrank” and/or an “E233
Low Engine Prelube Pressure” event code may be
generated during this step. After you have completed
this step, clear the events from the “Logged Events”
screen of Cat ET.
180
Troubleshooting Section
D. Observe the “Active Diagnostic” screen on Cat ET
and turn the engine control switch to the STOP
position, to the START position, and to the AUTO
position. Look for an active “336-02 Incorrect ECS
Switch inputs” diagnostic code. Repeat this step
several times.
Expected Result:
A “336-02 Incorrect ECS Switch inputs” diagnostic
code was not activated when the engine control
switch was turned to the STOP position, the START
position, and the AUTO position.
Results:
• OK – A “336-02 Incorrect ECS Switch inputs”
diagnostic code was not activated. The inputs to
the engine control switch are correct. The problem
seems to be resolved.
Repair: The problem may be intermittent. Refer to
Troubleshooting, “Electrical Connectors - Inspect”.
STOP.
• Not OK – A “336-02 Incorrect ECS Switch inputs”
diagnostic code was activated. The ECM has
detected an invalid pattern for the input to the
engine control switch. Proceed to Test Step 4.
Test Step 4. Check the Circuit of the
Engine Control Switch
A. Make sure that the engine will not crank during
this procedure. Make sure that the pressurized air
supply is OFF. Make sure that the air is purged
from the system.
B. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
C. Insert two 7X-1710 Multimeter Probes into the
harness side of the P1 connector. Insert the first
probe into terminal 31. Insert the second probe
into terminal 61. Connect a multimeter to the
probes.
D. Switch the 16 amp circuit breaker for the ECM ON.
Note: An “E225 Engine Overcrank” and/or an “E233
Low Engine Prelube Pressure” event code may be
generated during the test. After you have completed
the test, clear the events from the “Logged Events”
screen of Cat ET.
Note: During these measurements, wiggle the
harness in order to check for an intermittent problem.
Be sure to wiggle the harness near each of the
connections.
RENR5910-06
E. Turn the engine control switch to the STOP
position and measure the voltage between
terminal 31 and terminal 61 of the P1 connector.
The correct voltage measurement is less than one
volt.
F. Remove the probe from terminal 61 and insert the
probe into terminal 62.
G. Turn the engine control switch to the START
position and measure the voltage between
terminal 31 and terminal 62 of the P1 connector.
The correct voltage measurement is less than one
volt.
H. Remove the probe from terminal 62 and insert the
probe into terminal 64.
I. Turn the engine control switch to the AUTO
position and measure the voltage between
terminal 31 and terminal 64 of the P1 connector.
The correct voltage measurement is less than one
volt.
J. Remove the probe from terminal 31 and insert the
probe into terminal 69. Remove the probe from
terminal 64 and insert the probe into terminal 70.
K. Turn the engine control switch to the STOP
position and measure the voltage between
terminal 69 and terminal 70 of the P1 connector.
The correct voltage measurement is at least 20
VDC.
L. Turn the engine control switch to the START
position and measure the voltage between
terminal 69 and terminal 70 of the P1 connector.
The correct voltage measurement is at least +20
VDC.
M. Turn the engine control switch to the AUTO
position and measure the voltage between
terminal 69 and terminal 70 of the P1 connector.
The correct voltage measurement is at least +20
VDC.
Expected Result:
The voltage checks are within the specifications.
Results:
• OK – The voltage checks are within the
specifications. Remove the probes from the P1
connector. Start the engine and run the engine. If
the original problem is not resolved, the ECM may
have a problem.
Repair: It is unlikely that the ECM has failed.
Perform the following procedure:
Temporarily install a new ECM. Refer to
Troubleshooting, “ECM - Replace”.
RENR5910-06 181
Troubleshooting Section

If the problem is resolved with the new ECM,

install the original ECM and verify that the problem
returns. If the new ECM operates correctly and the
original ECM does not operate correctly, replace
the ECM.

STOP.

• Not OK – The P1 connector does not have the

correct voltage.

Repair: Perform the following steps:

1. Turn the engine control switch to the

OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.

2. Disconnect the wires for the STOP, START, and

AUTO positions from the engine control switch.

3. Use an ohmmeter to check continuity across

the contacts of the switch. Check the continuity
of the contacts in the open and in the closed
positions. Turn the switch to each position in
order to check the contacts.

4. If the engine control switch is faulty, replace the

switch. If the problem is not resolved, repair the
harness, when possible. Replace the harness,
if necessary.

STOP.

i02900824

Exhaust Temperature - Test

SMCS Code: 1088-038-TA; 7498-038

System Operation Description:

Use this procedure to troubleshoot a suspected

problem with a thermocouple or use this procedure
if one of the diagnostic codes in the following tables
are active or easily repeated.
182 RENR5910-06
Troubleshooting Section

Table 70
Diagnostic Codes Table
Code Conditions which Generate this Code System Response
1489-3 Left Turbo Turbine Outlet The voltage of the signal from the Monitoring of the port's exhaust
Temperature Sensor : Voltage Above thermocouple to the Integrated temperature is lost. Also, protection
Normal Combustion Sensing Module (ICSM) is for the port is lost. The code is logged.
1490-3 Right Turbo Turbine Outlet greater than the maximum acceptable Engine operation is not affected.
Temperature Sensor : Voltage Above value. This indicates a short circuit to the
Normal +Battery side.
1491-3 Right Turbo Turbine Inlet
Temperature Sensor : Voltage Above
Normal
1492-3 Left Turbo Turbine Inlet
Temperature Sensor : Voltage Above
Normal
1531-3 Engine Cylinder #1 Exhaust Port
Temperature Sensor : Voltage Above
Normal
1532-3 Engine Cylinder #2 Exhaust Port
Temperature Sensor : Voltage Above
Normal
1533-3 Engine Cylinder #3 Exhaust Port
Temperature Sensor : Voltage Above
Normal
1534-3 Engine Cylinder #4 Exhaust Port
Temperature Sensor : Voltage Above
Normal
1535-3 Engine Cylinder #5 Exhaust Port
Temperature Sensor : Voltage Above
Normal
1536-3 Engine Cylinder #6 Exhaust Port
Temperature Sensor : Voltage Above
Normal
1537-3 Engine Cylinder #7 Exhaust Port
Temperature Sensor : Voltage Above
Normal
1538-3 Engine Cylinder #8 Exhaust Port
Temperature Sensor : Voltage Above
Normal
1539-3 Engine Cylinder #9 Exhaust Port
Temperature Sensor : Voltage Above
Normal
1540-3 Engine Cylinder #10 Exhaust
Port Temperature Sensor : Voltage
Above Normal
1541-3 Engine Cylinder #11 Exhaust Port
Temperature Sensor : Voltage Above
Normal
1542-3 Engine Cylinder #12 Exhaust
Port Temperature Sensor : Voltage
Above Normal
1543-3 Engine Cylinder #13 Exhaust
Port Temperature Sensor : Voltage
Above Normal
1544-3 Engine Cylinder #14 Exhaust
Port Temperature Sensor : Voltage
Above Normal
1545-3 Engine Cylinder #15 Exhaust
Port Temperature Sensor : Voltage
Above Normal
1546-3 Engine Cylinder #16 Exhaust
Port Temperature Sensor : Voltage
Above Normal
RENR5910-06 183
Troubleshooting Section

Table 71
Diagnostic Codes Table
Code Conditions which Generate this Code System Response
1489-4 Left Turbo Turbine Outlet The voltage of the signal from the Monitoring of the port's temperature
Temperature Sensor : Voltage Below thermocouple to the ICSM is less than is lost. Also, protection for the port is
Normal the minimum acceptable value. This lost. The code is logged.
1490-4 Right Turbo Turbine Outlet code can be caused by a short circuit to Engine operation is not affected.
Temperature Sensor : Voltage Below the −Battery or a short circuit to ground.
Normal
1491-4 Right Turbo Turbine Inlet
Temperature Sensor : Voltage Below
Normal
1492-4 Left Turbo Turbine Inlet
Temperature Sensor : Voltage Below
Normal
1531-4 Engine Cylinder #1 Exhaust Port
Temperature Sensor : Voltage Below
Normal
1532-4 Engine Cylinder #2 Exhaust Port
Temperature Sensor : Voltage Below
Normal
1533-4 Engine Cylinder #3 Exhaust Port
Temperature Sensor : Voltage Below
Normal
1534-4 Engine Cylinder #4 Exhaust Port
Temperature Sensor : Voltage Below
Normal
1535-4 Engine Cylinder #5 Exhaust Port
Temperature Sensor : Voltage Below
Normal
1536-4 Engine Cylinder #6 Exhaust Port
Temperature Sensor : Voltage Below
Normal
1537-4 Engine Cylinder #7 Exhaust Port
Temperature Sensor : Voltage Below
Normal
1538-4 Engine Cylinder #8 Exhaust Port
Temperature Sensor : Voltage Below
Normal
1539-4 Engine Cylinder #9 Exhaust Port
Temperature Sensor : Voltage Below
Normal
1540-4 Engine Cylinder #10 Exhaust
Port Temperature Sensor : Voltage
Below Normal
1541-4 Engine Cylinder #11 Exhaust
Port Temperature Sensor : Voltage
Below Normal
1542-4 Engine Cylinder #12 Exhaust
Port Temperature Sensor : Voltage
Below Normal
1543-4 Engine Cylinder #13 Exhaust
Port Temperature Sensor : Voltage
Below Normal
1544-4 Engine Cylinder #14 Exhaust
Port Temperature Sensor : Voltage
Below Normal
1545-4 Engine Cylinder #15 Exhaust
Port Temperature Sensor : Voltage
Below Normal
1546-4 Engine Cylinder #16 Exhaust
Port Temperature Sensor : Voltage
Below Normal
184 RENR5910-06
Troubleshooting Section

Table 72
Diagnostic Codes Table
Description Conditions which Generate this Code System Response
1489-5 Left Turbo Turbine Outlet The current of the signal from the Monitoring of the port's temperature
Temperature Sensor current below thermocouple to the ICSM is less than is lost. Also, protection for the port is
normal the minimum acceptable value. This lost. The code is logged.
1490-5 Right Turbo Turbine Outlet indicates an open circuit. Engine operation is not affected.
Temperature Sensor current below
normal
1491-5 Right Turbo Turbine Inlet
Temperature Sensor current below
normal
1492-5 Left Turbo Turbine Inlet
Temperature Sensor current below
normal
1531-5 Engine Cylinder #1 Exhaust
Port Temperature Sensor current below
normal
1532-5 Engine Cylinder #2 Exhaust
Port Temperature Sensor current below
normal
1533-5 Engine Cylinder #3 Exhaust
Port Temperature Sensor current below
normal
1534-5 Engine Cylinder #4 Exhaust
Port Temperature Sensor current below
normal
1535-5 Engine Cylinder #5 Exhaust
Port Temperature Sensor current below
normal
1536-5 Engine Cylinder #6 Exhaust
Port Temperature Sensor current below
normal
1537-5 Engine Cylinder #7 Exhaust
Port Temperature Sensor current below
normal
1538-5 Engine Cylinder #8 Exhaust
Port Temperature Sensor current below
normal
1539-5 Engine Cylinder #9 Exhaust
Port Temperature Sensor current below
normal
1540-5 Engine Cylinder #10 Exhaust
Port Temperature Sensor current below
normal
1541-5 Engine Cylinder #11 Exhaust
Port Temperature Sensor current below
normal
1542-5 Engine Cylinder #12 Exhaust
Port Temperature Sensor current below
normal
1543-5 Engine Cylinder #13 Exhaust
Port Temperature Sensor current below
normal
1544-5 Engine Cylinder #14 Exhaust
Port Temperature Sensor current below
normal
1545-5 Engine Cylinder #15 Exhaust
Port Temperature Sensor current below
normal
1546-5 Engine Cylinder #16 Exhaust
Port Temperature Sensor current below
normal
RENR5910-06 185
Troubleshooting Section

A type K thermocouple is installed into the exhaust

port of each engine cylinder, into the inlet for each
turbocharger turbine, and into the outlet for each
turbocharger turbine.

The thermocouples do not require a supply voltage

from the ICSM. Each thermocouple has two wires.
Each thermocouple develops a low voltage signal
that is detected by the ICSM.

A -3 diagnostic code may be caused by a

thermocouple wire that has a short circuit to a high
voltage. A -3 diagnostic code may also occur if the
thermocouple's voltage is above an acceptable
range.

A -4 diagnostic code may be caused by a

thermocouple wire that has a short circuit to a low
voltage. A -4 diagnostic code may also occur if the
thermocouple has a short to ground.

A -5 diagnostic code may be caused by a

thermocouple's circuit that has a low current flow. A
-5 diagnostic code may also occur if there is an open
circuit.

A diagnostic code is probably caused by a problem

with a harness connector or by a wiring problem. The
next likely cause is a faulty thermocouple. The least
likely cause is a problem with the ICSM.

Logged diagnostic codes provide a historical record.

Before you begin this procedure, use the Caterpillar
Electronic Technician (ET) to print the logged codes
to a file.

This troubleshooting procedure may generate

additional diagnostic codes. Keep your mind on
correcting the cause of the original diagnostic code.
Clear the diagnostic codes after the problem is
resolved.
186 RENR5910-06
Troubleshooting Section

g01444342
Illustration 96
Schematic for the circuit of the thermocouples for the 6 cylinder engine

g01444341
Illustration 97
Schematic for the circuit of the thermocouples for the 8 cylinder engine
RENR5910-06 187
Troubleshooting Section

g01444339
Illustration 98
Schematic for the circuit of the thermocouples for the 12 cylinder engine
188 RENR5910-06
Troubleshooting Section

g01444282
Illustration 99
Schematic for the circuit of the thermocouples for the 16 cylinder engine

Test Step 1. Inspect the Electrical Note: For the following steps, refer to
Connectors and Wiring Troubleshooting, “Electrical Connectors -
Inspect”.
A. Turn the engine control switch to the OFF/RESET
position. Switch OFF the 16 amp circuit breaker
for the Electronic Control Module (ECM).
RENR5910-06 189
Troubleshooting Section

g01444364
Illustration 100
Typical view of an engine mounted ICSM
(1) ICSM
(2) 20-pin connector for the thermocouples

g01444368
Illustration 102
Typical view of the locations of thermocouples on vee engines
(6) Thermocouple for the outlet of the turbocharger turbine
(7) Thermocouple for the inlet of the turbocharger turbine
(8) Thermocouple for the exhaust port of a cylinder
(9) Connector for the thermocouple for the exhaust port of a
cylinder

B. Thoroughly inspect the following connectors for

moisture, for corrosion, and for contamination:

• 20-pin connectors on the ICSM(s)

g01444366
Illustration 101
Typical view of the locations of thermocouples on in-line engines
(3) Thermocouple for the outlet of the turbocharger turbine
(4) Thermocouple for the inlet of the turbocharger turbine
(5) Thermocouple for the exhaust port of a cylinder
• Connectors for the thermocouples
C. Verify that all of the connectors are completely
connected. Verify that terminals in the suspect
thermocouple's connector are completely inserted
into the connector.

D. Check the harness and wiring for abrasion and

for pinch points from the suspect thermocouple to
the ICSM.
190 RENR5910-06
Troubleshooting Section

Expected Result: Table 73

Diagnostic Code Description
All of the connectors do not have moisture,
corrosion or contamination. All of the connectors are 1489-3 “Left Turbo Turbine Outlet
completely connected. The terminals in the suspect Temperature Sensor voltage above
thermocouple's connector are completely inserted normal”
into the connector. The harness and wiring do not 1489-4 “Left Turbo Turbine Outlet
have corrosion, abrasion or pinch points. Temperature Sensor voltage below
normal”
Results:
1489-5 “Left Turbo Turbine Outlet
Temperature Sensor current below
• OK – The components are in good condition with normal”
proper connections. Proceed to Test Step 2.
1490-3 “Right Turbo Turbine Outlet
• Not OK – The components are not in good Temperature Sensor voltage above
condition and/or at least one connection is normal”
improper. 1490-4 “Right Turbo Turbine Outlet
Temperature Sensor voltage below
Repair: Perform the necessary repairs and/or normal”
replace parts, if necessary. Verify that the repair
1490-5 “Right Turbo Turbine Outlet
eliminates the problem.
Temperature Sensor current below
normal”
STOP.
1491-3 “Right Turbo Turbine Inlet
Test Step 2. Check for Diagnostic Codes Temperature Sensor voltage above
normal”
A. Switch the 16 amp circuit breaker for the ECM 1491-4 “Right Turbo Turbine Inlet
ON. Turn the engine control switch to the STOP Temperature Sensor voltage below
position. normal”
1491-5 “Right Turbo Turbine Inlet
B. Observe the “Active Diagnostic” screen on Cat ET. Temperature Sensor current below
Wait at least 30 seconds so that any codes may normal”
become activated. Look for the codes that are
listed in Table 73: 1492-3 “Left Turbo Turbine Inlet
Temperature Sensor voltage
above normal”
1492-4 “Left Turbo Turbine Inlet
Temperature Sensor voltage
below normal”
1492-5 “Left Turbo Turbine Inlet
Temperature Sensor current
below normal”
1531-3 through “Engine Cylinder #1 Exhaust Port
1546-3 Temperature Sensor voltage above
normal” through “Engine Cylinder
#16 Exhaust Port Temperature
Sensor voltage above normal”
1531-4 through “Engine Cylinder #1 Exhaust Port
1546-4 Temperature Sensor voltage below
normal” through “Engine Cylinder
#16 Exhaust Port Temperature
Sensor voltage below normal”
1531-5 through “Engine Cylinder #1 Exhaust Port
1546-5 Temperature Sensor current below
normal” through “Engine Cylinder
#16 Exhaust Port Temperature
Sensor current below normal”

Expected Result:

None of the above codes are active.

RENR5910-06
Results:
• No active codes – The problem seems to
be resolved. There are no active codes. The
thermocouples are operating correctly at this time.
Repair: The initial diagnostic code was probably
caused by a poor electrical connection in one of the
harness connectors. Resume normal operation.
STOP.
• Active -3 – There is an active -3 diagnostic code.
Proceed to Test Step 3.
• Active -4 – There is an active -4 diagnostic code.
Proceed to Test Step 3.
• Active -5 – There is an active -5 diagnostic code.
Proceed to Test Step 4.
Test Step 3. Disconnect the Sensor in
Order to Create an Open Circuit
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
B. Disconnect the thermocouple that has the short
circuit diagnostic code.
C. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
D. Observe the “Active Diagnostic” screen on Cat ET.
Wait at least 30 seconds so that any codes may
become activated.
Expected Result:
An open circuit diagnostic code was generated for
the suspect thermocouple.
Results:
• OK – Before the suspect thermocouple was
disconnected, there was an active “short circuit”
diagnostic code. After the thermocouple was
disconnected, there was an active “open circuit”
diagnostic code.
Repair: Perform the following procedure:
1. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.
2. Thoroughly inspect the thermocouple's
connectors for moisture. Inspect the seals for
the connectors.
3. Reconnect the thermocouple to the harness.
191
Troubleshooting Section
4. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
5. Observe the “Active Diagnostic” screen on
Cat ET. Wait at least 30 seconds so that any
codes may become activated. If the active
“short circuit” diagnostic code recurs, the
thermocouple is the source of the problem.
6. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.
7. Temporarily connect a new thermocouple to the
harness. Do not install the thermocouple onto
the engine.
8. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
9. Observe the “Active Diagnostic” screen on
Cat ET. Wait at least 30 seconds so that any
codes may become activated. If the active
“short circuit” diagnostic code does not recur,
replace the thermocouple. Clear all of the
logged diagnostic codes. Verify that the problem
is resolved.
STOP.
• Not OK – Before the suspect thermocouple was
disconnected, there was an active “short circuit”
diagnostic code. After the thermocouple was
disconnected, the active “short circuit” diagnostic
code remained. Proceed to Test Step 5.
Test Step 4. Create a Short Circuit at the
Connector for the Thermocouple
A. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
B. Fabricate a jumper wire with the appropriate
terminals on each end.
Note: Observe the “Active Diagnostic” screen on
Cat ET before installing the jumper wire and after
installing the jumper wire.
192 RENR5910-06
Troubleshooting Section

• Not OK – A “short circuit” diagnostic code is not

active when the jumper wire is connected. The
“open circuit” diagnostic code remains active at all
times. The engine harness or the ICSM appears to
have a problem. Proceed to Test Step 5.

Test Step 5. Check the Operation of the

ICSM
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.

B. Disconnect the connector for the thermocouples

g01444369
Illustration 103
Harness connectors for the thermocouples
(Terminal 2) Negative wire for the turbocharger's thermocouple
(Terminal 1) Positive wire for the turbocharger's thermocouple
(Terminal A) Negative wire for the exhaust port's thermocouple
(Terminal B) Positive wire for the exhaust port's thermocouple
(Terminal C) This terminal is not used.
C. Create a short circuit by inserting the jumper
wire into the harness connector for the suspect
thermocouple. If the connector has two terminals,
insert one end of the jumper wire into each
terminal. If the connector has three terminals,
insert one end of the jumper wire into terminal
“A” and insert the other end of the jumper wire
into terminal “B”. The jumper wire must remain
connected in this manner for at least 30 seconds.
D. Remove the jumper wire from the engine harness.
The jumper wire must be removed for at least 30
seconds.
Expected Result:
A “short circuit” diagnostic code becomes active
when the jumper wire is connected to the engine
harness for 30 seconds. An “open circuit” diagnostic
code becomes active when the jumper wire is
removed from the engine harness for 30 seconds.
from the suspect ICSM. Thoroughly inspect the
connectors for moisture, for corrosion, and for
contamination.
Note: When the connector is disconnected from the
suspect ICSM, numerous “open circuit” codes for the
thermocouples will become active. Keep your mind
on the diagnostic code for the suspect thermocouple.
C. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
Wait at least 30 seconds so that any codes
may become activated. “Open circuit” diagnostic
codes for the thermocouples should activate. An
“open circuit” diagnostic code for the suspect
thermocouple should also be activated.
D. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
E. Determine the positive terminal and the negative
terminal for the suspect thermocouple from the
illustrations that are at the beginning of this test.

Results:

• OK – A “short circuit” diagnostic code becomes

active when the jumper wire is connected. An “open
circuit” diagnostic code becomes active when the
jumper wire is removed. The engine harness and
the ICSM appear to be functioning properly.

Repair: To verify that the thermocouple is faulty,

reconnect the suspect thermocouple for at least
30 seconds. If the “open circuit” diagnostic code
returns, replace the thermocouple. Verify that the
new thermocouple does not create a diagnostic
code.

STOP.
RENR5910-06 193
Troubleshooting Section

Results:

• OK – Active diagnostic codes are created

according to the above steps. The ICSM appears
to be working properly. There appears to be a
problem with the harness for the thermocouples.

Repair: Repair any faulty wiring and/or connectors,

when possible. Replace any faulty wiring and/or
connectors, if necessary. Clear any diagnostic
codes. Verify that the condition is resolved.

STOP.

• Not OK – Active diagnostic codes are not created

according to the above steps. The ICSM does
not respond properly when the connector for the
thermocouples is removed and when the jumper
wire is connected. The ICSM may have a problem.

Repair: It is unlikely that the ICSM has failed. Exit

this procedure and perform this procedure again. If
the problem is not resolved, perform the following
procedure:

Temporarily install a new ICSM. Refer to

Troubleshooting, “Control Module - Replace
(ICSM)”.

If the problem is resolved with a new ICSM, install

the original ICSM and verify that the problem
returns. If the new ICSM operates correctly and
the original ICSM does not work correctly, replace
the original ICSM.
g01444371
Illustration 104
STOP.
20-pin connector for the thermocouples

F. Connect one end of a jumper wire to the i03467423

appropriate positive terminal on the connector for
the thermocouples. Connect the other end of the Fuel Actuator - Test
jumper wire to the appropriate negative terminal.
SMCS Code: 1716-038
G. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP System Operation Description:
position. Wait at least 30 seconds so that any
codes may become activated. A “short circuit” Use this procedure to troubleshoot the electrical
diagnostic code for the suspect thermocouple system if a problem is suspected with the fuel
should be activated. actuator's solenoid or if one of the diagnostic codes
in Table 74 is active.
Expected Result:

An “open circuit” diagnostic code for the suspect

thermocouple is activated when the connector for the
thermocouples is disconnected from the ICSM. A
“short circuit” diagnostic code becomes active when
the jumper wire is connected for at least 30 seconds.
194 RENR5910-06
Troubleshooting Section

Table 74
Diagnostic Codes Table
Code Conditions which Generate this Code System Response
1844-5 Fuel Actuator : Current Below The circuit driver for the electrohydraulic The shutdown output is activated. The
Normal actuator's solenoid is energized. The code is logged.
Electronic Control Module (ECM)
detects no current from the actuator or a
current that is less than the normal level.
1844-6 Fuel Actuator : Current Above The circuit driver for the electrohydraulic
Normal actuator's solenoid is energized. The
ECM detects a current from the actuator
that is greater than the normal level.

The ECM controls the fuel actuator by adjusting

current flow through the actuator's solenoid.

The diagnostic code is probably caused by a short

circuit in a harness or by a problem with an electrical
connector. The next likely cause is a short circuit
inside the actuator solenoid. The least likely cause is
a problem with the ECM.

Logged diagnostic codes provide a historical record.

Before you begin this procedure, use the Caterpillar
Electronic Technician (ET) to print the logged codes
to a file.

This troubleshooting procedure may generate

additional diagnostic codes. Keep your mind on
correcting the cause of the original diagnostic code.
Clear the diagnostic codes after the problem is
resolved.

g01439060
Illustration 105
Schematic of the circuit for the fuel actuator on in-line engines and vee engines

Test Step 1. Inspect the Electrical

Connectors and Wiring
Note: This step is important for troubleshooting a
problem with instability.
RENR5910-06 195
Troubleshooting Section

g01431198
Illustration 106
Terminal Box
(1) ECM connector J2/P2
(2) ECM connector J1/P1
(3) 16 amp circuit breaker
(4) Connectors J3/P3 for the customer's connector
(5) Connectors J4/P4 for the optional control panel (if equipped)
or for a customer's connector
(6) J5/P5 connectors for the harness
(7) J6/P6 connectors for the harness

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

Switch the 16 amp circuit breaker for the ECM to
the OFF position.
g01439063
Illustration 107
Note: For the following steps, refer to P2 ECM terminals that are used by the fuel actuator's solenoid on
Troubleshooting, “Electrical Connectors - in-line engines and vee engines
Inspect”. (P2-6) Fuel actuator's circuit driver
(P2-7) Return
196 RENR5910-06
Troubleshooting Section

g01809013 g01439067
Illustration 108 Illustration 109
Terminal locations at the P6 connector on the terminal box that are Terminal locations at the P5 connector on the terminal box that are
used by the fuel actuator's solenoid on in-line engines used by the fuel actuator's solenoid on vee engines
(P6-55) Return (P5-57) Return
(P6-68) Fuel actuator's circuit driver (P5-70) Fuel actuator's circuit driver

g00899691
Illustration 110
Fuel actuator
(AA) Solenoid's connector
(A) Fuel actuator's circuit driver
(B) Return

B. Thoroughly inspect each of the following

connectors:
RENR5910-06
• ECM J2/P2 connectors
• J5/P5 connectors on the terminal box
• J6/P6 connectors on the terminal box
• Connectors for the fuel actuator
a. Check the allen head screw on each of the
ECM connectors for the proper torque. Refer
to Troubleshooting, “Electrical Connectors -
Inspect” for the correct torque values.
b. Perform a 45 N (10 lb) pull test on the wires
that are associated with the circuit for the fuel
actuator.
c. Thoroughly inspect the connectors for the fuel
actuator for moisture and for corrosion. Check
the harness and wiring for abrasion and for
pinch points from the fuel actuator to the ECM.
Expected Result:
All connectors, pins, and sockets are connected
properly. The connectors and the wiring do not have
corrosion, abrasion, or pinch points.
Results:
• OK – All connectors, pins, and sockets are
connected properly. The connectors and the wiring
do not have corrosion, abrasion, or pinch points.
The components are in good condition with proper
connections. Proceed to Test Step 2.
• Not OK – At least one of the connectors, pins,
or sockets is not connected properly. At least
one connector or wire has corrosion, abrasion,
and/or pinch points. The components are not in
good condition and/or at least one connection is
improper.
Repair: Perform the necessary repairs and/or
replace parts, if necessary.
STOP.
Test Step 2. Check for Active Diagnostic
Codes
A. Prevent fuel from entering the engine. Verify
that the gas supply to the engine is OFF.
B. Connect Cat ET to the service tool connector.
C. Switch the 16 amp circuit breaker for the ECM ON.
D. If an 1844-5 and/or 1844-6 diagnostic code is
logged, clear the code.
197
Troubleshooting Section
E. Turn the engine control switch to the START
position and crank the engine. Allow a minimum
of 30 seconds for the generation of any codes.
F. Observe the “Active Diagnostic” screen on Cat ET.
Check and record any active diagnostic codes.
G. Determine if the problem is related to an open
circuit diagnostic code (-5) or a short circuit
diagnostic code (-6).
H. Turn the engine control switch to the STOP
position.
Expected Result:
No diagnostic codes are active.
Results:
• OK – No diagnostic codes are active.
Repair: The problem may have been related
to a faulty connection in the harness. Carefully
inspect the connectors and wiring. Refer to
Troubleshooting, “Electrical Connectors - Inspect”.
STOP.
• Not OK – A short circuit diagnostic code (-6) is
active at this time. Proceed to Test Step 3.
• Not OK – An open circuit diagnostic code (-5) is
active at this time. Proceed to Test Step 5.
Test Step 3. Disconnect the Connector
for the Fuel Actuator's Solenoid in Order
to Create an Open Circuit
A. Prevent fuel from entering the engine. Verify
that the gas supply to the engine is OFF.
B. Turn the engine control switch to the OFF position.
Switch the 16 amp circuit breaker for the ECM to
the OFF position.
C. Disconnect the connector for the fuel actuator's
solenoid.
D. Switch the 16 amp circuit breaker for the ECM ON.
E. If an 1844-5 and/or 1844-6 diagnostic code is
logged, clear the code.
F. Turn the engine control switch to the START
position and crank the engine. Allow a minimum
of 30 seconds for the generation of any codes.
G. Observe the “Active Diagnostic” screen on Cat ET.
Check and record any active diagnostic codes.
H. Turn the engine control switch to the STOP
position.
198
Troubleshooting Section
I. Return all the wiring to the original configuration.
Expected Result:
An open circuit diagnostic code (-5) is now active for
the fuel actuator's solenoid.
Results:
• OK – A short circuit diagnostic code (-6) was
active before disconnecting the connector. An open
circuit diagnostic code (-5) became active after
disconnecting the connector. The ECM detected
the open circuit. The engine harness and the ECM
are OK.
Repair: Temporarily connect a new fuel actuator's
solenoid to the harness, but do not install the new
fuel actuator's solenoid. Verify that there are no
active diagnostic codes for the fuel actuator's
solenoid. If there are no active diagnostic codes for
the solenoid, permanently install the new solenoid.
Clear any logged diagnostic codes.
STOP.
• Not OK – A short circuit diagnostic code (-6)
remains active when the connector for the fuel
actuator's solenoid is disconnected. There is a
short circuit between the harness connector for the
solenoid and the ECM. Proceed to Test Step 4.
Test Step 4. Disconnect the Connector
for the Fuel Actuator's Solenoid at the
Terminal Box in Order to Create an Open
Circuit
A. Prevent fuel from entering the engine. Verify
that the gas supply to the engine is OFF.
B. Turn the engine control switch to the OFF position.
Switch the 16 amp circuit breaker for the ECM to
the OFF position.
C. Disconnect either the P5 connector or the P6
connector at the terminal box. Determine the
correct connector for your application. Refer to
Illustration 105.
D. Remove the wires for the fuel actuator's solenoid
from the connector on the terminal box in order to
create an open circuit.
E. Switch the 16 amp circuit breaker for the ECM ON.
F. If an 1844-5 and/or 1844-6 diagnostic code is
logged, clear the code.
G. Turn the engine control switch to the START
position and crank the engine. Allow a minimum
of 30 seconds for the generation of any codes.
RENR5910-06
H. Observe the “Active Diagnostic” screen on Cat ET.
Check and record any active diagnostic codes.
I. Turn the engine control switch to the STOP
position.
J. Return all the wiring to the original configuration.
Expected Result:
An open circuit diagnostic code (-5) is now active for
the fuel actuator's solenoid.
Results:
• OK – A short circuit diagnostic code (-6) was
active before disconnecting the connector. An open
circuit diagnostic code (-5) became active after
disconnecting the connector. The ECM detected
the open circuit. The engine harness between the
terminal box and the ECM is OK.
Repair: Repair the wiring between the terminal box
and the connector for the fuel actuator's connector.
Clear any logged diagnostic codes.
STOP.
• Not OK – A short circuit diagnostic code (-6)
remains active when the connector on the terminal
box for the fuel actuator's solenoid is disconnected.
There is a short circuit between the terminal box
and the ECM. Proceed to Test Step 7.
Test Step 5. Create a Short at the
Connector for the Fuel Actuator's
Solenoid
A. Prevent fuel from entering the engine. Verify
that the gas supply to the engine is OFF.
B. Turn the engine control switch to the OFF position.
Switch the 16 amp circuit breaker for the ECM to
the OFF position.
C. Fabricate a jumper wire that is long enough
to create a short between the terminals of the
connector for the fuel actuator's solenoid. Crimp
connector pins to each end of the jumper wire.
D. Install the jumper wire between terminal A (fuel
actuator solenoid) and terminal B (solenoid return)
on the harness side of the connector.
E. Switch the 16 amp circuit breaker for the ECM ON.
F. If an 1844-5 and/or 1844-6 diagnostic code is
logged, clear the code.
G. Turn the engine control switch to the START
position and crank the engine. Allow a minimum
of 30 seconds for the generation of any codes.
RENR5910-06
H. Observe the “Active Diagnostic” screen on Cat ET.
Check and record any active diagnostic codes.
I. Turn the engine control switch to the STOP
position.
J. Return all the wiring to the original configuration.
Expected Result:
A short circuit diagnostic code (-6) is active when the
jumper wire is installed. An open circuit diagnostic
code (-5) is active when the jumper wire is removed.
Results:
• OK – A short circuit diagnostic code (-6) is active
when the jumper wire is installed. An open circuit
diagnostic code (-5) is active when the jumper wire
is removed. The ECM detected the short circuit.
The engine harness and the ECM are OK.
Repair: Temporarily connect a new solenoid
for the fuel actuator to the harness, but do not
install the new solenoid. Verify that there are no
active diagnostic codes for the solenoid. If there
are no active diagnostic codes for the solenoid,
permanently install the new solenoid. Clear any
logged diagnostic codes.
STOP.
• Not OK – The open circuit diagnostic code (-5)
remains active with the jumper in place. The open
circuit is between the ECM and the connector
for the fuel actuator's solenoid. There may be a
problem with the ECM. Proceed to Test Step 6.
Test Step 6. Create a Short at the
Connector on the Terminal Box for the
Fuel Actuator's Solenoid
A. Prevent fuel from entering the engine. Verify
that the gas supply to the engine is OFF.
B. Turn the engine control switch to the OFF position.
Switch the 16 amp circuit breaker for the ECM to
the OFF position.
C. Fabricate a jumper wire that is long enough
to create a short between the terminals of the
connector for the fuel actuator's solenoid on the
terminal box. Crimp connector pins to each end
of the jumper wire.
D. Disconnect either the P5 connector or the P6
connector at the terminal box. Determine the
correct connector for your application. Refer to
Illustration 105.
199
Troubleshooting Section
E. Remove the wires for the fuel actuator's solenoid
from the connector on the terminal box. Install
the jumper wire between the circuit driver for the
fuel actuator's solenoid and the return for the
fuel actuator's solenoid on the ECM side of the
connector.
F. Reconnect the connector.
G. Switch the 16 amp circuit breaker for the ECM ON.
H. If an 1844-5 and/or 1844-6 diagnostic code is
logged, clear the code.
I. Turn the engine control switch to the START
position and crank the engine. Allow a minimum
of 30 seconds for the generation of any codes.
J. Observe the “Active Diagnostic” screen on Cat ET.
Check and record any active diagnostic codes.
K. Turn the engine control switch to the STOP
position.
L. Return all the wiring to the original configuration.
Expected Result:
A short circuit diagnostic code (-6) is active when the
jumper wire is installed. An open circuit diagnostic
code (-5) is active when the jumper wire is removed.
Results:
• OK – A short circuit diagnostic code (-6) is active
when the jumper wire is installed. An open circuit
diagnostic code (-5) is active when the jumper wire
is removed. The ECM detected the short circuit.
The engine harness between the terminal box and
the ECM is OK.
Repair: Repair the wiring between the terminal box
and the connector for the fuel actuator's connector.
Clear any logged diagnostic codes.
STOP.
• Not OK – The open circuit diagnostic code (-5)
remains active with the jumper in place. The open
circuit is between the ECM and the connector on
the terminal box. There may be a problem with the
ECM. Proceed to Test Step 7.
Test Step 7. Check the Operation of the
ECM
A. Prevent fuel from entering the engine. Verify
that the gas supply to the engine is OFF.
B. Turn the engine control switch to the OFF position.
Switch the 16 amp circuit breaker for the ECM to
the OFF position.
200
Troubleshooting Section
C. Disconnect the J2/P2 ECM connector.
D. Fabricate two jumper wires that can be used to
create a short between two terminals of the ECM
connector. Crimp connector sockets to one end of
each of the jumper wires.
E. Remove the wire from terminal location P2-6 (fuel
actuator solenoid) at the ECM connector. Install
one of the jumper wires into this terminal location.
F. Remove the wire from terminal location P2-7
(solenoid return) at the ECM connector. Install the
other jumper wire into this terminal location.
G. Connect the J2/P2 ECM connector.
H. Create an open at the ECM:
a. In order to ensure that an open circuit condition
exists, do not allow the loose ends of the
jumper wires to connect to each other or to
engine ground.
b. Switch the 16 amp circuit breaker for the ECM
ON.
c. If an 1844-5 and/or 1844-6 diagnostic code is
logged, clear the code.
d. Turn the engine control switch to the START
position and crank the engine. Allow a minimum
of 30 seconds for the generation of any codes.
e. Observe the “Active Diagnostic” screen on Cat
ET. Check and record any active diagnostic
codes.
f. Turn the engine control switch to the STOP
position.
I. Create a short at the ECM:
a. Create a short between the jumper wires for the
fuel actuator's solenoid at the ECM connector.
b. Turn the engine control switch to the START
position and crank the engine. Allow a minimum
of 30 seconds for the generation of any codes.
c. Observe the “Active Diagnostic” screen on Cat
ET. Check and record any active diagnostic
codes.
d. Turn the engine control switch to the STOP
position.
J. Restore all wiring to the original configuration.
RENR5910-06
Expected Result:
An open circuit diagnostic code (-5) is active when
the jumper wires create an open circuit. A short circuit
diagnostic code (-6) is active when the jumper wires
for the fuel actuator's solenoid are shorted together.
Results:
• OK – An open circuit diagnostic code (-5) is active
when the jumper wires create an open circuit. A
short circuit diagnostic code -6 is active when the
jumper wires are shorted together.
Repair: The ECM is operating properly. The
problem is in the harness wiring between the ECM
and the connector on the terminal box. There may
be a problem in one of the connectors. Repair the
connectors or wiring and/or replace the connectors
or wiring.
STOP.
• Not OK – One of the following conditions exists:
The open circuit diagnostic code (-5) is not active
when the jumper wires create an open circuit. The
short circuit diagnostic code (-6) is not active when
the wire jumpers are shorted together.
Repair: It is unlikely that the ECM has failed. Exit
this procedure and perform this procedure again. If
the problem is not resolved, perform the following
procedure:
Temporarily install a new ECM. Refer to
Troubleshooting, “ECM - Replace”.
If the problem is resolved with a new ECM, install
the original ECM and verify that the problem
returns. If the new ECM operates correctly and the
original ECM does not operate correctly, replace
the original ECM.
STOP.
i02884141
Fuel Control - Test
SMCS Code: 1264-038
System Operation Description:
Use this procedure to troubleshoot the electrical
system if a problem is suspected with the Gas Shutoff
Valve (GSOV) or if one of the diagnostic codes in
Table 75 is active or easily repeated.
RENR5910-06 201
Troubleshooting Section

Table 75
Diagnostic Codes Table
Description Conditions which Generate this Code
17-5 Fuel Shutoff Valve : Current Below While the output driver is off for five
Normal seconds, the Electronic Control Module
(ECM) detects an open in the circuit for
the fuel control relay for more than five
seconds.
17-6 Fuel Shutoff Valve : Current Above While the output driver is on for five
Normal seconds, the ECM detects a short in the
circuit for the fuel control relay for more
than five seconds.
17-12 Fuel Shutoff Valve : Failure The engine control is placed in the STOP
position. The ECM has shut off the GSOV,
but the engine rpm does not drop at a rate
that is within 100 rpm of the programmed
“Engine Speed Drop Time”.
System Response
Fuel is cut off to the engine. The
engine will not start.
The code is logged.
The alarm output is activated.
The code is logged.
The alarm output is activated.
The output driver automatically
resets and the output driver
continues to try to activate the circuit
component.
The code is logged.
The alarm output is activated.
The power to the GSOV remains
in the de-energized state and the
ECM removes ignition power from
the engine.

The ECM contains the logic and the outputs that

control the engine's prelubrication, start-up, and
shutdown. The logic for starting and for stopping
is customer programmable. The logic responds to
inputs from the following components: engine control
switch, emergency stop switch, remote start switch,
data link, and other inputs.

The GSOV is energize-to-run. To enable fuel flow

to the engine, the solenoid for the GSOV must be
energized. The ECM provides +Battery voltage to the
solenoid for the GSOV when the logic determines
that fuel is required for engine operation. For engine
shutdown, the ECM removes the voltage from the
solenoid for the GSOV. This stops the fuel flow.

Logged diagnostics provide a historical record.

Before you begin this procedure, use Caterpillar
Electronic Technician (ET) to print the logged codes
to a file.

The most likely causes of the diagnostic code are a

poor electrical connection or a problem in a wiring
harness. The next likely cause is a problem with the
solenoid for the GSOV. The least likely cause is a
problem with the ECM.

The troubleshooting procedure may generate

additional diagnostic codes. Keep your mind on
correcting the cause of the original diagnostic code.
Clear the diagnostic codes after the problem is
resolved.
202 RENR5910-06
Troubleshooting Section

g01435836
Illustration 111
Schematic of the circuit for the solenoid for the GSOV on the in-line engines and the vee engines
RENR5910-06 203
Troubleshooting Section

g01431198
Illustration 112
Terminal Box
(1) ECM connector J2/P2
(2) ECM connector J1/P1
(3) 16 amp circuit breaker
(4) Connectors J3/P3 for the customer's connector
(5) Connectors J4/P4 for the optional control panel (if equipped)
or for a customer's connector
(6) J5/P5 connectors for the harness
(7) J6/P6 connectors for the harness

Test Step 1. Inspect the Electrical

Connectors and the Wiring
g01415749
A. Set the engine control to the OFF/RESET position. Illustration 113
Remove the electrical power from the engine. P2 ECM terminals that are used by the solenoid for the GSOV on
in-line engines and vee engines
B. Thoroughly inspect the following connectors and (P2-11) Solenoid for the GSOV
the wiring harnesses for the connectors: (P2-21) Return

• ECM J2/P2 connectors

• Terminal box's J6/P6 connectors
• 70-pin connector J3 (customer connector)
• Control panel's 47-pin connector J4
• Terminal strip in the control panel (if equipped)
• Connector for the solenoid for the GSOV
204 RENR5910-06
Troubleshooting Section

g01435844 g01435851
Illustration 114 Illustration 115
Terminal locations at the P6 connector on the terminal box that are Terminal locations at the P6 connector on the terminal box that are
for the solenoid for the GSOV on the in-line engines for the solenoid for the GSOV on the vee engines
(P6-56) Return (P6-57) Return
(P6-69) Solenoid for the GSOV (P6-70) Solenoid for the GSOV

g01415822
Illustration 116
Terminal locations at the connector for the solenoid for the GSOV
(Terminal A) Solenoid for the GSOV
(Terminal B) Return

C. Perform a 45 N (10 lb) pull test on each of the

wires that are associated with the solenoid for the
GSOV.

D. Check the allen head screw for each of the ECM

connectors and for the customer connector for
the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for the correct
torque values.

E. Check the wiring harnesses for abrasion, for

corrosion and for pinch points.
RENR5910-06
Expected Result:
All connectors, pins and sockets are completely
coupled and/or inserted. The harness and wiring are
free of corrosion, of abrasion and of pinch points.
Results:
• OK – The harness and wiring appear to be OK.
Proceed to Test Step 2.
• Not OK – There is a problem in the wiring harness.
Repair: Repair the connectors and/or the wiring.
Replace parts, if necessary. Ensure that all of the
seals are properly in place and ensure that the
connectors are completely coupled. Verify that the
problem is resolved.
STOP.
Test Step 2. Check for Diagnostic Codes
A. Switch the 16 amp circuit breaker for the ECM
ON. Switch the 6 amp circuit breaker ON. Turn the
engine control switch to the STOP position.
Note: The “17-5 Fuel Shutoff Valve current below
normal” diagnostic code can only be detected when
the output for the solenoid for the GSOV is OFF. The
output is OFF when the engine control switch is in
the STOP position and the engine is not running.
B. Wait for 30 seconds and use Cat ET to check for
an active “17-5 Fuel Shutoff Valve current below
normal” diagnostic code.
If there is an active “17-5 Fuel Shutoff Valve
current below normal” diagnostic code, proceed
to the “Results” for this Test Step. Otherwise,
continue this procedure.
C. Use Cat ET to check the logged diagnostic codes.
If there is a “17-6 Fuel Shutoff Valve current above
normal” or a “17-12 Fuel Shutoff Valve failure”
diagnostic code, clear the code.
D. To prevent the engine from starting, shut the gas
supply OFF.
Note: To provide the output for the solenoid for
the GSOV, the sequence for engine start-up must
be initiated. Otherwise, a “17-6 Fuel Shutoff Valve
current above normal” or a “17-12 Fuel Shutoff Valve
failure” diagnostic code cannot be generated.
Note: The ECM will not provide output for the
solenoid for the GSOV unless the pressure switch
for the prelube system is closed. Make sure that the
prelube system is operating properly.
205
Troubleshooting Section
E. Turn the engine control switch to the START
position. Allow the prelube system to complete the
prelube cycle. Ensure that the pressure switch for
the prelube system has closed. Leave the engine
control switch in the START position for another
30 seconds. Then turn the engine control switch
to the STOP position.
F. Use Cat ET to look for a logged “17-6 Fuel Shutoff
Valve current above normal” or a “17-12 Fuel
Shutoff Valve failure” diagnostic code again.
Expected Result:
When the engine control switch was in the STOP
position, there was no active “17-5 Fuel Shutoff Valve
current below normal” diagnostic code.
After the engine was cranked, there was no logged
“17-6 Fuel Shutoff Valve current above normal” or
“17-12 Fuel Shutoff Valve failure” diagnostic code.
Results:
• OK – No diagnostic codes were generated. The
output for the solenoid for the GSOV seems to be
OK at this time. The initial diagnostic code was
probably caused by a poor electrical connection.
Repair: If there is an intermittent problem that
is causing the codes to be logged, refer to
Troubleshooting, “Electrical Connectors - Inspect”.
STOP.
• Not OK (“17-5 Fuel Shutoff Valve current below
normal” diagnostic code) – A “17-5 Fuel Shutoff
Valve current below normal” diagnostic code was
activated. This can be caused by an actual open
circuit or by a short circuit to the +Battery side.
Proceed to Test Step 3.
• Not OK (“17-6 Fuel Shutoff Valve current above
normal” diagnostic code) – After the engine was
cranked, a “17-6 Fuel Shutoff Valve current above
normal” diagnostic code was generated. Proceed
to Test Step 8.
• Not OK (“17-12 Fuel Shutoff Valve failure”
diagnostic code) – After the engine was cranked,
a “17-12 Fuel Shutoff Valve failure” diagnostic code
was generated. The ECM disabled the ignition.
Repair: Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.
Replace the solenoid for the GSOV.
STOP.
206 RENR5910-06
Troubleshooting Section

Test Step 3. Check for a Short Circuit to
the +Battery Side
Gaseous fuel is present. Personal Injury or Death
can result from an open flame or spark igniting
the gaseous fuel causing an explosion and/or fire.
Always use a gas detector to determine the pres-
ence of gaseous fuel when maintaining and ser-
vicing. Contact your local gas provider immediate-
ly for assistance in the event of a leak.
• Not OK – There is an audible click and/or vibration
when the solenoid is disconnected and connected.
The solenoid is receiving power when the engine
control switch is in the STOP position. There is
probably a short circuit to the +Battery side in a
connector or a wiring harness. Proceed to Test
Step 4.
Test Step 4. Determine the Cause of the
Energized Solenoid for the GSOV

Gaseous fuel is present. Personal Injury or Death

Note: Open sparks can be generated during this test.
A. Make sure that no combustible gas is present in
the surrounding atmosphere.
B. Ensure that the engine control switch is in the
STOP position.
can result from an open flame or spark igniting
the gaseous fuel causing an explosion and/or fire.
Always use a gas detector to determine the pres-
ence of gaseous fuel when maintaining and ser-
vicing. Contact your local gas provider immediate-
ly for assistance in the event of a leak.

Note: Open sparks can be generated during this test.

A. Turn the engine control switch to the OFF/RESET

position. Switch the 16 amp circuit breaker for the
ECM OFF.

g01415822
Illustration 117
Terminal locations at the connector for the solenoid for the GSOV
(Terminal A) Solenoid for the GSOV
(Terminal B) Return

C. Disconnect the connector from the solenoid for

the GSOV. Then reconnect the connector. Listen
for an audible click from the solenoid.

If the ambient noise is too loud, touch the solenoid

when the solenoid is reconnected in order to feel
the vibration. The solenoid will vibrate when the
solenoid is de-energized and energized.

Expected Result:

There is no audible click and/or vibration when the

solenoid is disconnected and reconnected. The
solenoid is not energized when the engine control
switch is in the STOP position.

Results:

• OK – There is no audible click and/or vibration

when the solenoid is disconnected and connected.
There is no short circuit to the +Battery side. There Illustration 118
g01435844
is an open circuit. Proceed to Test Step 5.
Terminal locations at the P6 connector on the terminal box that are
for the solenoid for the GSOV on the in-line engines
(P6-56) Return
(P6-69) Solenoid for the GSOV
RENR5910-06 207
Troubleshooting Section

Results:

• OK – There is no audible click and/or vibration

when the solenoid is disconnected and
reconnected. The solenoid is not energized when
the circuit driver for the solenoid is disconnected
from the P6 connector.

Repair: Use the following procedure to determine

whether the circuit driver for the solenoid is faulty:

Gaseous fuel is present. Personal Injury or Death

can result from an open flame or spark igniting
the gaseous fuel causing an explosion and/or fire.
Always use a gas detector to determine the pres-
ence of gaseous fuel when maintaining and ser-
vicing. Contact your local gas provider immediate-
ly for assistance in the event of a leak.

Note: Open sparks can be generated during this test.

1. Turn the engine control switch to the

OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.
g01435851
Illustration 119 2. Reinstall the removed wire into the P6
Terminal locations at the P6 connector on the terminal box that are connector. Pull on the wire in order to verify that
for the solenoid for the GSOV on the vee engines the terminal is properly installed.
(P6-57) Return
(P6-70) Solenoid for the GSOV

B. Use a 151-6320 Wire Removal Tool in order to

remove the supply wire for the solenoid for the
GSOV from the P6 connector on the terminal box.

C. Switch the 16 amp circuit breaker for the ECM

ON. Turn the engine control switch to the STOP
position.

D. Disconnect the connector from the solenoid for

the GSOV. Then reconnect the connector. Listen
for an audible click from the solenoid.

If the ambient noise is too loud, touch the solenoid

when the solenoid is reconnected in order to feel
the vibration. The solenoid will vibrate when the
solenoid is de-energized and energized.

Expected Result:

There is no audible click and/or vibration when the

solenoid is disconnected and reconnected. The
solenoid is not energized when the circuit driver for
the solenoid is disconnected from the P6 connector.
208
Troubleshooting Section
Illustration 120
g01415749
P2 ECM terminals that are used by the solenoid for the GSOV on
in-line engines and vee engines
(P2-11) Solenoid for the GSOV
(P2-21) Return
3. Use a 151-6320 Wire Removal Tool to remove
the supply wire for the solenoid for the GSOV
from P2-11.
4. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
5. Disconnect the connector from the solenoid
for the GSOV. Then reconnect the connector.
Listen for an audible click from the solenoid.
If the ambient noise is too loud, touch the
solenoid when the solenoid is reconnected in
order to feel the vibration. The solenoid will
vibrate when the solenoid is de-energized and
energized.
If the solenoid is energized, there is a problem
with a connector and/or with the wiring in the
terminal box. Repair the wiring and/or the
connector, when possible. Replace parts, if
necessary.
RENR5910-06
If the solenoid is not energized, there may be
a problem with the ECM. Continue with this
procedure.
6. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.
7. Reinstall the wire that was removed from
P2-11. Pull on the wire in order to verify proper
installation of the terminal.
8. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
9. Disconnect the connector from the solenoid
for the GSOV. Then reconnect the connector.
Listen for an audible click from the solenoid.
If the ambient noise is too loud, touch the
solenoid when the solenoid is reconnected in
order to feel the vibration. The solenoid will
vibrate when the solenoid is de-energized and
energized.
If the solenoid is not energized, there is an
intermittent problem with a connector and/or
with the wiring. Refer to Troubleshooting,
“Electrical Connectors - Inspect”.
If the solenoid is energized, there is a problem
with the ECM. Temporarily install a new ECM.
Refer to Troubleshooting, “ECM - Replace” for
details.
If the problem is resolved with the new ECM,
install the original ECM and verify that the
problem returns. If the new ECM operates
correctly and the original ECM does not operate
correctly, replace the original ECM. Verify that
the original problem has been resolved.
STOP.
• Not OK – There is an audible click and/or
vibration when the solenoid is disconnected and
reconnected. The solenoid is energized when the
circuit driver for the solenoid is disconnected from
the terminal box P6 connector. There is a short
circuit to the +Battery side in the engine harness.
Repair: Repair the connector and/or wiring in
the engine harness, when possible. Replace the
engine harness, if necessary.
STOP.
RENR5910-06 209
Troubleshooting Section

Test Step 5. Create a Short Circuit in 3. Verify that the connectors do not have damage,
order to Check for an Open Circuit moisture, or corrosion.

A. Turn the engine control switch to the OFF/RESET 4. Make repairs, as needed.
position. Switch the 16 amp circuit breaker for the
ECM OFF. If the problem is not resolved, replace the solenoid.

B. Disconnect the connector for the solenoid for the STOP.

GSOV.
• Not OK – A “17-5 Fuel Shutoff Valve current below
normal” diagnostic code was generated when the
jumper wire was installed. There may be an open
circuit in the engine harness. Proceed to Test Step
6.

Test Step 6. Check the Engine Harness

Illustration 121
g01415822 A. Ensure that the engine control switch is in the
Terminal locations at the connector for the solenoid for the GSOV
OFF/RESET position and that the 16 amp circuit
breaker for the ECM is OFF.
(Terminal A) Solenoid for the GSOV
(Terminal B) Return
B. Disconnect the P6 connector from the terminal
C. Install a jumper wire with the appropriate box. Verify that the P6 and J6 connectors do
connectors on the ends into terminals “A” and “B” not have damage, moisture, or corrosion. Make
of the solenoid's connector. repairs, if necessary.

D. Switch the 16 amp circuit breaker for the ECM

ON. Turn the engine control switch to the STOP
position.

Note: The “17-5 Fuel Shutoff Valve current below

normal” diagnostic code can only be detected when
the output for the solenoid for the GSOV is OFF. The
output is OFF when the engine control switch is in
the STOP position and the engine is not running.

E. Wait for 30 seconds and use the “Active

Diagnostic” screen of Cat ET to look for a
“17-5 Fuel Shutoff Valve current below normal”
diagnostic code.

Expected Result:

A “17-5 Fuel Shutoff Valve current below normal”

diagnostic code was not generated when the jumper
wire was installed.

Results:

• OK – A “17-5 Fuel Shutoff Valve current below

normal” diagnostic code was not generated when
the jumper wire was installed. The harness and the
ECM are OK. There is a problem with the solenoid. g01435844
Illustration 122
Repair: Perform the following procedure: Terminal locations at the P6 connector on the terminal box that are
for the solenoid for the GSOV on the in-line engines
1. Turn the engine control switch to the (P6-56) Return
OFF/RESET position. Switch the 16 amp circuit (P6-69) Solenoid for the GSOV
breaker for the ECM OFF.

2. Remove the jumper wire from the solenoid's

connector.
210
Troubleshooting Section
g01435851
Illustration 123
Terminal locations at the P6 connector on the terminal box that are
for the solenoid for the GSOV on the vee engines
(P6-57) Return
(P6-70) Solenoid for the GSOV
C. Use a 151-6320 Wire Removal Tool in order to
remove the supply wire and the return wire for the
solenoid for the GSOV from the P6 connector on
the terminal box.
D. Install a jumper wire with the appropriate
connectors on the ends into the terminal locations
on the P6 connector for the solenoid for the
GSOV. Pull on the jumper wire in order to verify
proper installation.
E. Reconnect the J6/P6 connector.
F. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
Note: The “17-5 Fuel Shutoff Valve current below
normal” diagnostic code can only be detected when
the output for the solenoid for the GSOV is OFF. The
output is OFF when the engine control switch is in
the STOP position and the engine is not running.
G. Wait for 30 seconds and use Cat ET to check for
an active “17-5 Fuel Shutoff Valve current below
normal” diagnostic code.
RENR5910-06
Expected Result:
There is no active “17-5 Fuel Shutoff Valve current
below normal” diagnostic code.
Results:
• OK – When the jumper wire was installed, there
was no active “17-5 Fuel Shutoff Valve current
below normal” diagnostic code. There is a problem
in the engine harness between the P6 connector
and the connector for the solenoid for the GSOV.
Repair: Repair the engine harness, when possible.
Replace the engine harness, if necessary.
STOP.
• Not OK – When the jumper wire was installed, a
“17-5 Fuel Shutoff Valve current below normal”
diagnostic code was activated. The ECM did not
detect the jumper wire in the P6 connector. There
is a problem in the terminal box. Proceed to test
Step 7.
Test Step 7. Check the ECM
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
B. Use a 151-6320 Wire Removal Tool to remove
the jumper wires from the P6 connector.
C. Reinstall the wires for the solenoid for the GSOV
into the P6 connector. Make sure that the wires
are installed into the correct locations. Pull on the
wires in order to verify proper installation of the
terminals.
D. Disconnect the ECM J2/P2 connectors. Verify that
the connectors do not have damage, moisture, or
corrosion.
Make repairs, if necessary.
RENR5910-06 211
Troubleshooting Section

Expected Result:

There is no active “17-5 Fuel Shutoff Valve current

below normal” diagnostic code.

Results:

• OK – When the jumper wire was installed, there

was no active “17-5 Fuel Shutoff Valve current
below normal” diagnostic code. The ECM detects
the jumper wire at the P2 connector. However,
the ECM did not detect the jumper wire at the P6
connector. There is a problem between the ECM
P2 connector and the terminal box P6 connector.

Repair: Perform the following procedure:

1. Turn the engine control switch to the

OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.

2. Use a 151-6320 Wire Removal Tool to remove

the jumper wire from the P2 connector.

3. Reinstall the wires into P2-11 and P2-21. Make

sure that the wires are installed into the correct
locations. Pull on the wires in order to verify
proper installation of the terminals.

4. Disconnect the ECM J2/P2 connectors. Verify

that the connectors do not have damage,
moisture, or corrosion.

5. Thoroughly inspect the terminal box J6

Illustration 124
g01415749 connector for the engine harness.
P2 ECM terminals that are used by the solenoid for the GSOV on
in-line engines and vee engines
6. Use an ohmmeter to measure the continuity of
the wires for the fuel control relay between the
(P2-11) Solenoid for the GSOV
(P2-21) Return
P2 connector and the J6 connector.

E. Use the 151-6320 Wire Removal Tool to remove
terminals P2-11 and P2-21. Label the terminals.
F. Reconnect the ECM J2/P2 connectors.
G. Install the jumper wire into terminals P2-11 and
P2-21. Pull on the jumper wire in order to verify
proper installation.
• Not OK – When the jumper wire was installed, a
H. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
Note: The “17-5 Fuel Shutoff Valve current below
normal” diagnostic code can only be detected when
the output for the solenoid for the GSOV is OFF. The
output is OFF when the engine control switch is in
the STOP position and the engine is not running.
I. Wait for 30 seconds and use the “Active
Diagnostic” screen of Cat ET to look for an active
“17-5 Fuel Shutoff Valve current below normal”
diagnostic code.
If the resistance is less than 5 ohms, the circuit
has good continuity. Otherwise, there is an open
circuit.
Make repairs, if necessary.
STOP.
“17-5 Fuel Shutoff Valve current below normal”
diagnostic code was activated. The ECM did not
detect the jumper wire. There is a problem with the
ECM.
Repair: Perform the following procedure:
1. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.
2. Use a 151-6320 Wire Removal Tool to remove
the jumper wire from the P2 connector.
212 RENR5910-06
Troubleshooting Section

3. Reinstall the wires for the solenoid for the GSOV
into P2-11 and P2-21. Make sure that the wires
are installed into the correct locations. Pull on
the wires in order to verify proper installation of
the terminals.
4. Temporarily install a new ECM. Refer to
Troubleshooting, “ECM - Replace” for details.
If the problem is resolved with the new ECM,
install the original ECM and verify that the
problem returns. If the new ECM operates
correctly and the original ECM does not operate
correctly, replace the original ECM. Verify that
the original problem has been resolved.
STOP.
Test Step 8. Create an Open Circuit in
order to Check for a Short Circuit to
Ground
Expected Result:
A “17-6 Fuel Shutoff Valve current above normal”
was not generated.
Results:
• OK – When the solenoid was connected, a “short
to ground” diagnostic code was generated. When
the solenoid was disconnected, no “short to
ground” diagnostic code was generated. There is a
problem with the solenoid.
Repair: Perform the following procedure:
1. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.
2. Inspect the solenoid's connectors for damage
and/or for corrosion.

A. Turn the engine control switch to the OFF/RESET 3. Make repairs, as needed.
position.
If the problem is not resolved, replace the solenoid.
B. Disconnect the connector for the solenoid for the
GSOV. STOP.

C. Turn the engine control switch to the STOP • Not OK – A “short to ground” diagnostic code was
position. generated when the solenoid was disconnected.
Proceed to Test Step 9.
D. Use Cat ET to clear the logged “17-6 Fuel Shutoff
Valve current above normal” diagnostic code. Test Step 9. Create an Open Circuit at the
Terminal Box
E. To prevent the engine from starting, shut OFF the
main gas supply. A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
Note: To provide the output for the solenoid for ECM OFF.
the GSOV, the sequence for engine start-up must
be initiated. Otherwise, a “17-6 Fuel Shutoff Valve
current above normal” diagnostic code cannot be
generated.

Note: The ECM will not provide output for the

solenoid for the GSOV unless the pressure switch
for the prelube system is closed. Make sure that the
prelube system is operating properly.

F. Turn the engine control switch to the START

position. Allow the prelube system to complete the
prelube cycle. Ensure that the pressure switch for
the prelube system has closed. Leave the engine
control switch in the START position for another
30 seconds. Then turn the engine control switch
to the STOP position.

G. Use Cat ET to look for a logged “17-6 Fuel Shutoff

Valve current above normal” diagnostic code
again.
RENR5910-06 213
Troubleshooting Section

g01435844 g01435851
Illustration 125 Illustration 126
Terminal locations at the P6 connector on the terminal box that are Terminal locations at the P6 connector on the terminal box that are
for the solenoid for the GSOV on the in-line engines for the solenoid for the GSOV on the vee engines
(P6-56) Return (P6-57) Return
(P6-69) Solenoid for the GSOV (P6-70) Solenoid for the GSOV

B. Use a 151-6320 Wire Removal Tool in order to

remove the supply wire and the return wire for the
solenoid for the GSOV from the P6 connector on
the terminal box.

C. Switch the 16 amp circuit breaker for the ECM

ON. Turn the engine control switch to the STOP
position.

D. Use Cat ET to clear the logged “17-6 Fuel Shutoff

Valve current above normal” diagnostic code.

E. To prevent the engine from starting, shut OFF the

main gas supply.

Note: To provide the output for the solenoid for

the GSOV, the sequence for engine start-up must
be initiated. Otherwise, a “17-6 Fuel Shutoff Valve
current above normal” diagnostic code cannot be
generated.

Note: The ECM will not provide output for the

solenoid for the GSOV unless the pressure switch
for the prelube system is closed. Make sure that the
prelube system is operating properly.
214 RENR5910-06
Troubleshooting Section

F. Turn the engine control switch to the START

position. Allow the prelube system to complete the
prelube cycle. Ensure that the pressure switch for
the prelube system has closed. Leave the engine
control switch in the START position for another
30 seconds. Then turn the engine control switch
to the STOP position.

G. Use Cat ET to look for a logged “17-6 Fuel Shutoff

Valve current above normal” diagnostic code
again.

Expected Result:

A “17-6 Fuel Shutoff Valve current above normal”

was not generated.

Results:

• OK – A “17-6 Fuel Shutoff Valve current above

normal” diagnostic code was not generated when
the output to the solenoid was disconnected from
the terminal box P6 connector. There is a short in
the harness between the P6 connector and the
connector for the solenoid for the GSOV.

Repair: Repair the harness, when possible.

Replace the harness, if necessary.

STOP.

• Not OK – A “17-6 Fuel Shutoff Valve current above

normal” diagnostic code was generated when the
output to the solenoid was disconnected from the
terminal box P6 connector. There is probably a
short circuit to ground in the terminal box.
Repair: Reinstall the wires for the solenoid for the
GSOV that were removed from the P6 connector.
Pull on the wires in order to verify proper installation
of the wires.
Proceed to Test Step 10.
Test Step 10. Check the ECM
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
Illustration 127
g01415749
P2 ECM terminals that are used by the solenoid for the GSOV on
in-line engines and vee engines
(P2-11) Solenoid for the GSOV
(P2-21) Return
B. Use the 151-6320 Wire Removal Tool to remove
terminal P2-11.
C. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
D. Use Cat ET to clear the logged “17-6 Fuel Shutoff
Valve current above normal” diagnostic code.

E. To prevent the engine from starting, shut OFF the

main gas supply.

Note: To provide the output for the solenoid for

the GSOV, the sequence for engine start-up must
be initiated. Otherwise, a “17-6 Fuel Shutoff Valve
current above normal” diagnostic code cannot be
generated.

Note: The ECM will not provide output for the

solenoid for the GSOV unless the pressure switch
for the prelube system is closed. Make sure that the
prelube system is operating properly.
RENR5910-06 215
Troubleshooting Section

F. Turn the engine control switch to the START If the problem is resolved with the new ECM,
position. Allow the prelube system to complete the install the original ECM and verify that the
prelube cycle. Ensure that the pressure switch for problem returns. If the new ECM operates
the prelube system has closed. Leave the engine correctly and the original ECM does not operate
control switch in the START position for another correctly, replace the original ECM. Verify that
30 seconds. Then turn the engine control switch the original problem has been resolved.
to the STOP position.
STOP.
G. Use Cat ET to look for a logged “17-6 Fuel Shutoff
Valve current above normal” diagnostic code
i02888499
again.

Expected Result:
Ignition Primary - Test
SMCS Code: 1561-038-PY
The “17-6 Fuel Shutoff Valve current above normal”
diagnostic code was not generated. System Operation Description:
Results: Use this procedure to troubleshoot a suspected
problem with an ignition transformer or use this
• OK – When the output to the solenoid was procedure if one of the diagnostic codes in Table 76
disconnected from the ECM P2 connector, the or Table 77 are active or easily repeated.
“17-6 Fuel Shutoff Valve current above normal”
diagnostic code was not generated. However, a
“short to ground” diagnostic code was generated
when the output to the solenoid was disconnected
from the terminal box P6 connector. There is a
problem in the terminal box between the ECM
connector and the terminal box P6 connector.

Repair: Perform the following procedure:

1. Turn the engine control switch to the

OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.

2. Reinstall the terminal that was removed from

P2-11. Pull on the wire in order to verify proper
installation of the terminal.

3. Repair the harness, when possible. Replace

the harness, if necessary.

STOP.

• Not OK – A “17-6 Fuel Shutoff Valve current above

normal” diagnostic code was generated when the
output to the solenoid was disconnected from the
ECM P2 connector. There seems to be a problem
with the ECM.

Repair: Perform the following procedure:

1. Turn the engine control switch to the

OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.

2. Reinstall the terminal that was removed from

P2-11. Pull on the wire in order to verify proper
installation of the terminal.

3. Temporarily install a new ECM. Refer to

Troubleshooting, “ECM - Replace” for details.
216 RENR5910-06
Troubleshooting Section

Table 76
Diagnostic Codes Table
Code Conditions which Generate this Code System Response
301-5 Ignition Transformer Primary #1 : With the engine cranking, the Electronic The code is logged.
Current Below Normal Control Module (ECM) detects a low The alarm output is activated.
302-5 Ignition Transformer Primary #2 : current flow in the primary circuit for the
Current Below Normal ignition transformer.
303-5 Ignition Transformer Primary #3 :
Current Below Normal
304-5 Ignition Transformer Primary #4 :
Current Below Normal
305-5 Ignition Transformer Primary #5 :
Current Below Normal
306-5 Ignition Transformer Primary #6 :
Current Below Normal
307-5 Ignition Transformer Primary #7 :
Current Below Normal
308-5 Ignition Transformer Primary #8 :
Current Below Normal
309-5 Ignition Transformer Primary #9 :
Current Below Normal
310-5 Ignition Transformer Primary #10
: Current Below Normal
311-5 Ignition Transformer Primary #11 :
Current Below Normal
312-5 Ignition Transformer Primary #12
: Current Below Normal
313-5 Ignition Transformer Primary #13
: Current Below Normal
314-5 Ignition Transformer Primary #14
: Current Below Normal
315-5 Ignition Transformer Primary #15
: Current Below Normal
316-5 Ignition Transformer Primary #16
: Current Below Normal
RENR5910-06 217
Troubleshooting Section

Table 77
Diagnostic Codes Table
Code Conditions which Generate this Code System Response
301-6 Ignition Transformer Primary #1 : With the engine cranking, the ECM The code is logged.
Current Above Normal detects an excessive current flow The alarm output is activated.
302-6 Ignition Transformer Primary #2 : in the primary circuit for the ignition
Current Above Normal transformer.
303-6 Ignition Transformer Primary #3 :
Current Above Normal
304-6 Ignition Transformer Primary #4 :
Current Above Normal
305-6 Ignition Transformer Primary #5 :
Current Above Normal
306-6 Ignition Transformer Primary #6 :
Current Above Normal
307-6 Ignition Transformer Primary #7 :
Current Above Normal
308-6 Ignition Transformer Primary #8 :
Current Above Normal
309-6 Ignition Transformer Primary #9 :
Current Above Normal
310-6 Ignition Transformer Primary #10
: Current Above Normal
311-6 Ignition Transformer Primary #11 :
Current Above Normal
312-6 Ignition Transformer Primary #12
: Current Above Normal
313-6 Ignition Transformer Primary #13
: Current Above Normal
314-6 Ignition Transformer Primary #14
: Current Above Normal
315-6 Ignition Transformer Primary #15
: Current Above Normal
316-6 Ignition Transformer Primary #16
: Current Above Normal

The ECM has internal circuit drivers for the
transformers. The circuit drivers send a signal of
+108 volts to the high side of the ignition transformers'
primary circuits. The transformers deliver high
voltage (8000 to 37,000 volts) to the spark plugs.
The ignition wiring is continuous from the ECM P2
connector to the connectors for the transformers.
The ignition wiring is routed through a rail on the side
of the engine.
A single problem with a primary circuit will generate
one diagnostic code or multiple codes.
The ECM has internal returns for the transformers.
These returns consist of groups of terminals that are
connected via diodes inside the ECM. This means
that a return short circuit to the +Battery side will
simultaneously affect all of the cylinders that are
grouped.
Recommendation
If multiple diagnostic codes are active for the primary
ignition, troubleshoot the affected circuits one at a
time in order to find the root cause.

Circuit Driver's Side For the combinations of cylinders that can be affected
in 6 cylinder engines, refer to Table 78. Illustration
Internally, the ECM has an individual circuit driver 128 is a schematic that includes the internal circuitry
for each transformer. These circuits are wired for a 6 cylinder engine's ECM.
individually from the ECM J2/P2 connectors to each
transformer. If any cylinder's circuit driver's side has
a problem, only that cylinder is affected.

Return Side

The current for the return to ground is limited to a

single transformer. This means that a return short
circuit to the −Battery side or an open circuit will
affect only one cylinder.
218 RENR5910-06
Troubleshooting Section

Table 78
6 Cylinder Engine
Diagnostic Conditions and the Combinations
of Cylinders that are Affected
Condition Cylinders
Circuit driver's side open Only one cylinder is
affected.
Circuit driver's side
Short to +Battery
Circuit driver's side
Short to ground
Return side open
Return side short to ground
Return side 1, 2, and 3
Short to +Battery
4, 5, and 6

g01438037
Illustration 128
Schematic of a 6 cylinder engine's ignition system
RENR5910-06 219
Troubleshooting Section

Table 79
8 Cylinder Engine
Diagnostic Conditions and the Combinations
of Cylinders that are Affected
Condition Cylinders
Circuit driver's side open Only one cylinder is
affected.
Circuit driver's side
Short to +Battery
Circuit driver's side
Short to ground
Return side open
Return side short to ground
Return side 1, 2, 7, and 8
Short to +Battery
3, 4, 5, and 6

g01438047
Illustration 129
Harness side of the ECM P2 connector (G3606 Engine)
(P2-1) Number 1 transformer's circuit driver
(P2-2) Number 1 transformer's return
(P2-24) Number 2 transformer's circuit driver
(P2-25) Number 2 transformer's return
(P2-14) Number 3 transformer's circuit driver
(P2-15) Number 3 transformer's return
(P2-26) Number 4 transformer's circuit driver
(P2-27) Number 4 transformer's return
(P2-3) Number 5 transformer's circuit driver
(P2-4) Number 5 transformer's return
(P2-16) Number 6 transformer's circuit driver
(P2-17) Number 6 transformer's return

For the combinations of cylinders that can be affected

in 8 cylinder engines, refer to Table 79. Illustration
130 is a schematic that includes the internal circuitry
for an 8 cylinder engine's ECM.
220 RENR5910-06
Troubleshooting Section

g01438038
Illustration 130
Schematic of an 8 cylinder engine's ignition system
RENR5910-06 221
Troubleshooting Section

Table 80
12 Cylinder Engine
Diagnostic Conditions and the Combinations
of Cylinders that are Affected
Condition Cylinders
Circuit driver's side open Only one cylinder is
affected.
Return side open
Return side short to ground
Circuit driver's side 1 and 11
Short to +Battery
Short to ground 2 and 12
3 and 9
4 and 10
5 and 7
6 and 8
Return side 1, 5, and 9
Short to +Battery
2, 6, and 10
3, 7, and 11
4, 8, and 12

g01438048
Illustration 131
Harness side of the ECM P2 connector (G3608 Engine)
(P2-1) Number 1 transformer's circuit driver
(P2-2) Number 1 transformer's return
(P2-14) Number 2 transformer's circuit driver
(P2-15) Number 2 transformer's return
(P2-26) Number 3 transformer's circuit driver
(P2-27) Number 3 transformer's return
(P2-34) Number 4 transformer's circuit driver
(P2-35) Number 4 transformer's return
(P2-16) Number 5 transformer's circuit driver
(P2-17) Number 5 transformer's return
(P2-3) Number 6 transformer's circuit driver
(P2-4) Number 6 transformer's return
(P2-32) Number 7 transformer's circuit driver
(P2-33) Number 7 transformer's return
(P2-24) Number 8 transformer's circuit driver
(P2-25) Number 8 transformer's return

For the combinations of cylinders that can be affected

in 12 cylinder engines, refer to Table 80. Illustration
132 is a schematic that includes the internal circuitry
for a 12 cylinder engine's ECM.
222 RENR5910-06
Troubleshooting Section

g01438041
Illustration 132
Schematic of an 12 cylinder engine's ignition system
RENR5910-06 223
Troubleshooting Section

Table 81
16 Cylinder Engine
Diagnostic Conditions and the Combinations
of Cylinders that are Affected
Condition Cylinders
Circuit driver's side open Only one cylinder is
affected.
Return side open
Return side short to ground
Circuit driver's side 1 and 15
Short to +Battery
Short to ground 2 and 16
3 and 13
4 and 14
5 and 11
6 and 12
7 and 9
8 and 10
Return side 1, 3, 5, and 9
Short to +Battery
2, 4, 6, and 10
7, 11, 13, and 15
8, 12, 14, and 16

g01438050
Illustration 133
Terminals for the ignition wiring on the harness side of the ECM
P2 connector (G3612 Engine)
(P2-1) Number 1 transformer's circuit driver
(P2-2) Number 1 transformer's return
(P2-42) Number 2 transformer's circuit driver
(P2-43) Number 2 transformer's return
(P2-48) Number 3 transformer's circuit driver
(P2-49) Number 3 transformer's return
(P2-16) Number 4 transformer's circuit driver
(P2-17) Number 4 transformer's return
(P2-24) Number 5 transformer's circuit driver
(P2-25) Number 5 transformer's return
(P2-60) Number 6 transformer's circuit driver
(P2-61) Number 6 transformer's return
(P2-58) Number 7 transformer's circuit driver
(P2-59) Number 7 transformer's return
(P2-26) Number 8 transformer's circuit driver
(P2-27) Number 8 transformer's return
(P2-14) Number 9 transformer's circuit driver
(P2-15) Number 9 transformer's return
(P2-50) Number 10 transformer's circuit driver
(P2-51) Number 10 transformer's return
(P2-40) Number 11 transformer's circuit driver
(P2-41) Number 11 transformer's return
(P2-3) Number 12 transformer's circuit driver
(P2-4) Number 12 transformer's return

For the combinations of cylinders that can be affected

in 16 cylinder engines, refer to Table 81. Illustration
134 is a schematic that includes the internal circuitry
for an 16 cylinder engine's ECM.
224 RENR5910-06
Troubleshooting Section

g01438043
Illustration 134
Schematic of an 16 cylinder engine's ignition system
RENR5910-06 225
Troubleshooting Section

(P2-43) Number 16 transformer's return

Logged diagnostic codes provide a historical record.

Before you begin this procedure, use the Caterpillar
Electronic Technician (ET) to print the logged codes
to a file.

The most likely causes of the diagnostic code are a

poor electrical connection or a problem in a wiring
harness. The next likely cause is a problem with
an ignition transformer. The least likely cause is a
problem with the ECM.

Test Step 1. Inspect the Electrical

Connectors and Wiring

g01438051
Illustration 135
Terminals for the ignition wiring on the harness side of the ECM
P2 connector (G3616 Engine) g01431198
Illustration 136
(P2-1) Number 1 transformer's circuit driver Terminal Box
(P2-2) Number 1 transformer's return
(P2-3) Number 2 transformer's circuit driver (1) ECM connector J2/P2
(P2-4) Number 2 transformer's return (2) ECM connector J1/P1
(P2-24) Number 3 transformer's circuit driver (3) 16 amp circuit breaker
(P2-25) Number 3 transformer's return (4) Connectors J3/P3 for the customer's connector
(P2-26) Number 4 transformer's circuit driver (5) Connectors J4/P4 for the optional control panel (if equipped)
(P2-27) Number 4 transformer's return or for a customer's connector
(P2-14) Number 5 transformer's circuit driver (6) J5/P5 connectors for the harness
(P2-15) Number 5 transformer's return (7) J6/P6 connectors for the harness
(P2-16) Number 6 transformer's circuit driver
(P2-17) Number 6 transformer's return A. Turn the engine control switch to the OFF/RESET
(P2-5) Number 7 transformer's circuit driver position. Switch the 16 amp circuit breaker for the
(P2-18) Number 7 transformer's return
(P2-52) Number 8 transformer's circuit driver
ECM OFF.
(P2-62) Number 8 transformer's return
(P2-32) Number 9 transformer's circuit driver Note: For the following steps, refer to
(P2-33) Number 9 transformer's return Troubleshooting, “Electrical Connectors -
(P2-34) Number 10 transformer's circuit driver Inspect”.
(P2-35) Number 10 transformer's return
(P2-48) Number 11 transformer's circuit driver
(P2-49) Number 11 transformer's return B. Thoroughly inspect the ECM J2/P2 connectors.
(P2-50) Number 12 transformer's circuit driver
(P2-51) Number 12 transformer's return a. Check the torque of the allen head screws
(P2-58) Number 13 transformer's circuit driver
(P2-59) Number 13 transformer's return
for each of the ECM connectors. Refer to
(P2-60) Number 14 transformer's circuit driver Troubleshooting, “Electrical Connectors -
(P2-61) Number 14 transformer's return Inspect” for the correct torque values.
(P2-40) Number 15 transformer's circuit driver
(P2-41) Number 15 transformer's return
(P2-42) Number 16 transformer's circuit driver
226 RENR5910-06
Troubleshooting Section

b. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the circuit of the
ignition system.
The terminals for G3606 Engines are identified
in Illustration 129.
Note: If a diagnostic code for the primary circuit is
logged but not currently active, attempt to repeat the
condition that generated the code. Run the engine to
full operating temperature.
Expected Result:

The terminals for G3608 Engines are identified
in Illustration 131.
The terminals for G3612 Engines are identified
in Illustration 133.
The terminals for G3616 Engines are identified
in Illustration 135.
c. Check the ignition harness and wiring for
abrasion and for pinch points from the
transformer's connector to the rail and check
from the rail to the ECM.
Expected Result:
None of the above diagnostic codes are active.
Note: If more than one diagnostic code is active for
the ignition transformers, refer to the previous tables
for an indication of the condition that could cause
the same diagnostic code on two or more ignition
transformers.
Results:
• OK (Logged only) – None of the above diagnostic
codes are active. The original diagnostic code was
probably caused by a poor electrical connection.
There may be an intermittent problem with the
ignition wiring.

All connectors, pins, and sockets are connected
properly. The connectors and the wiring do not have
corrosion, abrasion, or pinch points.
Results:
Repair: Make sure that the connectors and the
wiring are in good condition. Inspect the connectors
for damage and/or for corrosion. Make sure that the
connections are secure. Refer to Troubleshooting,
“Electrical Connectors - Inspect”.

• OK – All connectors, pins, and sockets are STOP.

connected properly. The connectors and the wiring
do not have corrosion, abrasion, or pinch points. • Not OK (-5 code) – There is an open in the primary
The components are in good condition with proper circuit. Proceed to Test Step 3.
connections. Proceed to Test Step 2.
• Not OK (-6 code) – There is a short in the primary
• Not OK – At least one of the connectors, pins, circuit. Proceed to Test Step 3.
or sockets is not connected properly. At least
one connector or wire has corrosion, abrasion,
and/or pinch points. The components are not in
good condition and/or at least one connection is
improper.

Repair: Perform the necessary repairs and/or

replace parts, if necessary. Ensure that all of the
seals are properly installed. Make sure that the
connections are properly fastened. Verify that the
repair has eliminated the problem.

If the condition is not resolved, proceed to Test

Step 2.

Test Step 2. Check for Diagnostic Codes

for the Primary Circuit
A. Connect Cat ET to the service tool connector
on the terminal box. Switch the 16 amp circuit
breaker for the ECM ON.

B. Attempt to start the engine. Use Cat ET to

determine if a -5 current low code or a -6 current
high code is active or logged for any of the ignition
transformers.
RENR5910-06
Test Step 3. Check the Primary Circuit
and the Secondary Circuit
g01438044
Illustration 137
Schematic for the primary circuit and for the secondary circuit
There is a strong electrical shock hazard when the
crankshaft is rotating.
Do not touch the wires that are associated with
the ignition system when the engine is cranking
or when the engine is running.
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
B. Disconnect the transformer. Visually inspect the
connectors for dirt, for moisture, and for corrosion.
Make sure that the pins and sockets are not loose.
C. Remove the transformer.
227
Troubleshooting Section
g01438062
Illustration 138
Section view of an ignition transformer and front view of the
transformer's connector
(8) Mounting flange
(9) Terminal for the spark plug's extension
(A) Transformer's circuit driver
(B) Transformer's return
(C) Unused
D. Use a multimeter to check the primary circuit and
the secondary circuits.
g00754013
Illustration 139
Symbol for a diode
a. Measure the primary circuit by checking
the voltage of the blocking diode. Set the
multimeter to the diode scale. Connect the
multimeter leads to the terminals (A) and (B)
of the transformer's connector. The polarity
of the leads is not important. Measure the
voltage between the terminals. Record the
measurement.
b. Reverse the polarity of the probes and measure
the voltage between terminals (A) and (B)
again. Record the measurement.
Note: The resistance of the secondary coil will vary
with the temperature. Illustration 140 demonstrates
the relationship between the secondary coil's
resistance and the temperature. A reading that is
within ± 1000 Ohms is acceptable. For example, if
the transformer's temperature is 60 °C (140 °F), the
correct resistance is 22,000 ± 1000 ohms.
228 RENR5910-06
Troubleshooting Section

If the problem stays with the suspect cylinder,

continue to troubleshoot the problem according to
the type of original diagnostic code.

If the original diagnostic code is a “-5 open circuit”,

proceed to Test Step 4. If the original diagnostic
code is a “-6 short”, proceed to Test Step 5.

Test Step 4. Check the Ignition Harness

for an Open Circuit
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
g00863850
Illustration 140
Resistance versus temperature
(Y) Resistance in ohms
(X) Temperature in degrees Celsius (degrees Fahrenheit)

c. Measure the resistance of the secondary

circuit. Set the multimeter to the 40,000
ohm scale. Measure the resistance between
mounting flange (1) and terminal (2) for the
spark plug's extension.

Expected Result:

For the primary circuit, one of the voltage

g00861936
measurements is approximately 0.450 VDC. The Illustration 141
other voltage measurement is an open circuit. Typical harness connectors for the transformers

For the secondary circuit, the resistance between the
mounting flange and the terminal for the spark plug's
extension is within the acceptable tolerance.
Results:
B. Disconnect the suspect ignition harness from the
transformer. Inspect the connectors of the harness
and of the transformer for damage and/or for
corrosion.

• Not OK – At least one of the measurements is

incorrect. There is a problem with the transformer.

Repair: Replace the transformer.

STOP.

• OK – Both of the measurements are correct.

Repair: Perform the following steps:

1. Switch the suspect transformer with a

transformer from a different cylinder that is
known to be good. Install the transformers.
2. Reset the control system. Clear any logged
codes.
3. Restart the engine. Operate the engine. Check
for a recurrence of the problem.
If the problem stays with the suspect transformer,
replace the transformer.
g00861968
Illustration 142
Harness connector for the ignition transformer
(A) Transformer's circuit driver
(B) Transformer's return
(C) Unused
C. Install a jumper wire with the appropriate
connectors onto terminals (A) and (B) of the
connector for the suspect ignition transformer.
RENR5910-06
D. Remove the P2 connector from the ECM. Identify
the correct terminals for the suspect ignition
harness on the P2 connector.
The terminals for G3606 Engines are identified
in Illustration 129.
The terminals for G3608 Engines are identified
in Illustration 131.
The terminals for G3612 Engines are identified
in Illustration 133.
The terminals for G3616 Engines are identified
in Illustration 135.
E. Use an ohmmeter to measure the resistance
between the terminals for the suspect ignition
harness on the P2 connector.
F. Remove the jumper wire that is between terminal
A and terminal B on the connector for the suspect
ignition transformer.
Expected Result:
The resistance is less than 5 Ohms.
Results:
• OK – The resistance is less than 5 Ohms. The
ignition harness is OK. There may be a problem
with the ECM.
Repair: It is unlikely that the ECM has failed. Exit
this procedure and perform this procedure again.
If the problem is not resolved, temporarily install
a new ECM. Refer to Troubleshooting, “ECM -
Replace” for details.
If the problem is resolved with the new ECM,
install the original ECM and verify that the problem
returns. If the new ECM operates correctly and the
original ECM does not operate correctly, replace
the original ECM. Verify that the original problem
has been resolved.
STOP.
• Not OK – The resistance is greater than 5 Ohms.
There is a problem in the ignition harness.
Repair: The problem is caused by a poor electrical
connection and/or a broken wire in the ignition
harness. Repair the connection and/or the wiring,
when possible. Replace the ignition harness, if
necessary.
STOP.
229
Troubleshooting Section
Test Step 5. Check the Ignition Harness
for a Short Circuit
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
g00861936
Illustration 143
Typical harness connectors for the transformers
B. Disconnect the suspect ignition harness from the
transformer. Inspect the connectors of the harness
and of the transformer for damage and/or for
corrosion.
C. Remove the P2 connector from the ECM. Identify
the correct terminals for the suspect ignition
harness on the P2 connector.
The terminals for G3606 Engines are identified
in Illustration 129.
The terminals for G3608 Engines are identified
in Illustration 131.
The terminals for G3612 Engines are identified
in Illustration 133.
The terminals for G3616 Engines are identified
in Illustration 135.
D. Use an ohmmeter to measure the resistance of
the suspect terminals that were removed from the
ECM P2 connector.
a. Measure the resistance between the P2
terminal for transformer's circuit driver and
every terminal on the P1 ECM connector and
the P2 ECM connector.
b. Measure the resistance between the terminal
for the transformer's circuit driver and engine
ground.
c. Measure the resistance between the terminal
for the transformer's return and every terminal
on the P1 and P2 ECM connectors.
230 RENR5910-06
Troubleshooting Section

d. Measure the resistance between the terminal

for the transformer's return and engine ground.

Expected Result:

The resistance is greater than 20,000 Ohms.

Results:

• OK – The resistance is greater than 20,000 Ohms.

The ignition harness is OK. There may be a
problem with the ECM.

Repair: It is unlikely that the ECM has failed. Exit

this procedure and perform this procedure again.
If the problem is not resolved, temporarily install
a new ECM. Refer to Troubleshooting, “ECM -
Replace” for details.

If the problem is resolved with the new ECM,

install the original ECM and verify that the problem
returns. If the new ECM operates correctly and the
original ECM does not operate correctly, replace
the original ECM. Verify that the original problem
has been resolved.

STOP.

• Not OK – The resistance is less than 20,000

Ohms. There is a problem in the ignition harness.

Repair: There is a short and/or a wiring problem in

the ignition harness. Repair the connection and/or
the wiring, when possible. Replace the ignition
harness, if necessary.

STOP.

i03630368

Ignition Secondary - Test

SMCS Code: 1555-038; 1561-038-SE

System Operation Description:

Use this procedure to troubleshoot a suspected

problem with an ignition transformer or use this
procedure if one of the diagnostic codes in Table 82
or Table 83 are active or easily repeated.
RENR5910-06 231
Troubleshooting Section

Table 82
Diagnostic Codes Table
Code Conditions which Generate this Code System Response
401-5 Ignition Transformer Secondary With the engine cranking, the Electronic The status of the transformer's
#1 : Current Below Normal Control Module (ECM) detects a low secondary output is set to 120 percent.
402-5 Ignition Transformer Secondary current flow in the secondary circuit for The alarm output is activated.
#2 : Current Below Normal the ignition transformer. The code is logged.
403-5 Ignition Transformer Secondary There is a problem with the transformer's
#3 : Current Below Normal ground.
404-5 Ignition Transformer Secondary An open circuit in the secondary winding
#4 : Current Below Normal of the transformer
405-5 Ignition Transformer Secondary There is a problem with the connection
#5 : Current Below Normal to the spark plug's terminal post.
406-5 Ignition Transformer Secondary The spark plug has internal damage or
#6 : Current Below Normal an open circuit.
407-5 Ignition Transformer Secondary The spark plug gap is too wide.
#7 : Current Below Normal
408-5 Ignition Transformer Secondary
#8 : Current Below Normal
409-5 Ignition Transformer Secondary
#9 : Current Below Normal
410-5 Ignition Transformer Secondary
#10 : Current Below Normal
411-5 Ignition Transformer Secondary
#11 : Current Below Normal
412-5 Ignition Transformer Secondary
#12 : Current Below Normal
413-5 Ignition Transformer Secondary
#13 : Current Below Normal
414-5 Ignition Transformer Secondary
#14 : Current Below Normal
415-5 Ignition Transformer Secondary
#15 : Current Below Normal
416-5 Ignition Transformer Secondary
#16 : Current Below Normal
232 RENR5910-06
Troubleshooting Section

Table 83
Diagnostic Codes Table
Code Conditions which Generate this Code System Response
401-6 Ignition Transformer Secondary With the engine cranking, the ECM The status of the transformer's
#1 : Current Above Normal detects a high current flow in the secondary output is set to zero
402-6 Ignition Transformer Secondary secondary circuit for the ignition percent.
#2 : Current Above Normal transformer. The alarm output is activated.
403-6 Ignition Transformer Secondary A short circuit in the secondary winding The code is logged.
#3 : Current Above Normal of the transformer
404-6 Ignition Transformer Secondary The spark plug is fouled.
#4 : Current Above Normal The spark plug gap is too close.
405-6 Ignition Transformer Secondary
#5 : Current Above Normal
406-6 Ignition Transformer Secondary
#6 : Current Above Normal
407-6 Ignition Transformer Secondary
#7 : Current Above Normal
408-6 Ignition Transformer Secondary
#8 : Current Above Normal
409-6 Ignition Transformer Secondary
#9 : Current Above Normal
410-6 Ignition Transformer Secondary
#10 : Current Above Normal
411-6 Ignition Transformer Secondary
#11 : Current Above Normal
412-6 Ignition Transformer Secondary
#12 : Current Above Normal
413-6 Ignition Transformer Secondary
#13 : Current Above Normal
414-6 Ignition Transformer Secondary
#14 : Current Above Normal
415-6 Ignition Transformer Secondary
#15 : Current Above Normal
416-6 Ignition Transformer Secondary
#16 : Current Above Normal

The transformers are located on the covers for the

valve lifters. Each transformer is grounded to a
cover via the transformer's mounting flange. The
transformers initiate combustion by providing high
voltage to the spark plugs. The positive output from
the transformer's secondary circuit is delivered to the
connection for the spark plug.
RENR5910-06 233
Troubleshooting Section

The most likely cause of the diagnostic code is a

problem with the spark plug. The next likely cause is
a poor electrical connection or a problem with the
extension. The least likely cause is a problem with an
ignition transformer.

Test Step 1. Check the Status Screen

of Cat ET for the Outputs of the
Transformers' Secondary Circuits
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.

B. Connect Cat ET to the service tool connector on

the terminal box.

C. Switch the 16 amp circuit breaker for the ECM

ON. Turn the engine control switch to the STOP
position.

Illustration 144
g01438616 D. Use Cat ET to view the status screens for the
Ignition transformer and spark plug
ignition's secondary voltage. The status screens
must be built by the user. Use the tools that are
(1) Connector for the ignition harness
(2) Mounting flange (ground)
in Cat ET in order to create the screens for the
(3) Ignition transformer ignition's secondary voltage. Examples of the
(4) Extension status screens are shown in Table 84:
(5) Secondary connection
(6) Spark plug Table 84
(7) O-ring seal
Status Screens on Cat ET
The secondary circuit of the transformer provides Screen 1 Screen 2
an initial 8,000 to 37,000 V to the spark plug via the Group 8 Group 9
extension. This voltage ionizes the spark plug gap.
This voltage is then reduced to about 1000 V. The “Cylinder #1 Transformer “Cylinder #2 Transformer
Secondary Output Voltage Secondary Output Voltage
total duration of the spark is approximately 400 µ
Percentage” Percentage”
seconds.
“Cylinder #3 Transformer “Cylinder #4 Transformer
The ECM can diagnose the secondary circuit of the Secondary Output Voltage Secondary Output Voltage
ignition transformers for open circuits and/or for Percentage” Percentage”
short circuits by monitoring the primary circuit of the “Cylinder #5 Transformer “Cylinder #6 Transformer
ignition transformers. Secondary open circuits and Secondary Output Voltage Secondary Output Voltage
short circuits will not directly shut down the engine. Percentage” Percentage”
However, these conditions may lead to misfire which
can cause lugging of the engine. Lugging of the “Cylinder #7 Transformer “Cylinder #8 Transformer
Secondary Output Voltage Secondary Output Voltage
engine can cause a shutdown. Percentage” Percentage”
Caterpillar spark plugs are high voltage devices “Cylinder #9 Transformer “Cylinder #10 Transformer
with internal resistors. The spark plugs operate at a Secondary Output Voltage Secondary Output Voltage
voltage that is greater than 5,000 volts. Percentage” Percentage”
“Cylinder #11 Transformer “Cylinder #12 Transformer
Most ignition systems are not affected by resistance Secondary Output Voltage Secondary Output Voltage
in the secondary circuit. If a measurement of the Percentage” Percentage”
resistance is desired, a megohmmeter must be
used. A low voltage multimeter will not provide a “Cylinder #13 Transformer “Cylinder #14 Transformer
reliable reading of the resistance because oxidation Secondary Output Voltage Secondary Output Voltage
Percentage” Percentage”
of the spark plug's internal components will affect the
readings of those meters. “Cylinder #15 Transformer “Cylinder #16 Transformer
Secondary Output Voltage Secondary Output Voltage
Logged diagnostic codes provide a historical record. Percentage” Percentage”
Before you begin this procedure, use the Caterpillar
Electronic Technician (ET) to print the logged codes
to a file.
234
Troubleshooting Section
E. Start the engine. Apply the normal load at rated
speed. Allow the engine to warm up to normal
operating temperature.
F. Observe the value of the output for the secondary
circuit of each transformer.
Expected Result:
The displayed value of the output for the secondary
circuit of each transformer is between 0 and 90
percent.
Results:
• OK – The value for the secondary circuit of each
transformer is between 0 and 90 percent. The
ignition system components are operating properly.
Repair: Investigate other possible root causes of
the problem. Troubleshoot the symptom. Refer to
Troubleshooting, “Symptom Troubleshooting”.
STOP.
• Not OK – At least one of the outputs displayed a
value that is greater than 90 percent. The ignition
system components require maintenance. Proceed
to Test Step 2.
Test Step 2. Inspect the Transformer and
the Extension
There is a strong electrical shock hazard when the
crankshaft is rotating.
Do not touch the wires that are associated with
the ignition system when the engine is cranking
or when the engine is running.
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
NOTICE
Pulling on the wiring harness may break the wires. Do
not pull on the wiring harness.
RENR5910-06
Illustration 145
g01438616
Ignition transformer and spark plug
(1) Connector for the ignition harness
(2) Mounting flange (ground)
(3) Ignition transformer
(4) Extension
(5) Secondary connection
(6) Spark plug
(7) O-ring seal
B. Disconnect the ignition harness (1) from the
transformer's connector. Verify that the connectors
do not have dirt, moisture, or corrosion. Make sure
that the pins and sockets are not loose.
C. Remove the four bolts from the mounting flange
(2) in order to remove the transformer (3) and
extension (4) as a unit.
D. Inspect the transformer's body and the mounting
flange for corrosion and/or for damage.
E. Unscrew the extension from the transformer.
Inspect the internal threads of the transformer and
the external threads of the extension for corrosion
and/or for damage.
F. Inspect the extension's spark plug connector for
corrosion and/or for damage. Inspect O-ring seal
(7) inside the extension for damage.
G. Use an extra spark plug to check for a secure
connection between the extension and the spark
plug.
Note: Punch through is caused by misfire in the
engine that does not generate a diagnostic code.
H. Check the extension near the spacer for signs of
punch through (pin holes) and/or arcing.
RENR5910-06 235
Troubleshooting Section

b. Connect the red lead of the tester to the

NOTICE
The extension can be scratched and damaged with a
wire brush. Do not use a wire brush on the extension.
I. Clean any deposits from the inside of the
extension. Use a 6V-7093 Brush with isopropyl
alcohol. Clean the internal threads of the
transformer and the external threads of the
extension.
Expected Result:
The transformer and the extension are in good
condition.
Results:
• OK – The transformer and the extension appear to
be in good condition. Proceed to Test Step 3.
• Not OK – An inspection found a problem with the
transformer and/or with the extension.
Repair: Repair the components, when possible.
Replace the components, if necessary.
Resume normal operation.
STOP.
Test Step 3. Check the Spark Plug
A. Make sure that the engine control switch is in the
OFF/RESET position and that the 16 amp circuit
breaker for the ECM is OFF.
B. Perform the following procedures according to
the instructions in Operation and Maintenance
Manual, “Ignition System Spark Plugs -
Check/Adjust”.
terminal post. Because the ground strap is
close to the center electrode, you will need to
connect a smaller lead to the center electrode.
Then connect the black lead of the tester to the
smaller lead.
c. Use the tester's “20 KΩ” scale.
Expected Result:
The spark plug is in good condition.
The resistance is less than 10,000 Ohms.
Results:
• OK – The spark plug is in good condition. The
resistance is less than 10,000 Ohms.
Repair: Install the spark plug according to the
Operation and Maintenance Manual, “Ignition
System Spark Plugs - Check/Adjust”.
Proceed to Test Step 4.
• Not OK – The spark plug is not in good condition
and/or the resistance is not within the specification.
Repair: Discard the spark plug. Install a new spark
plug according to the instructions in Operation
and Maintenance Manual, “Ignition System Spark
Plugs - Check/Adjust”.
Reset the control system. Restart the engine. Clear
the logged codes.
STOP.

a. Remove the spark plug.

b. Inspect the spark plug.

c. Clean the spark plug.

C. Measure the spark plug's resistance after the

spark plug has been cleaned.

Note: A standard ohmmeter cannot be used for

measuring the resistance of a used spark plug.

a. Use the 142-5055 Insulation Testing Gp

(Electrical) to measure the resistance of
the spark plug. Follow the warnings and
instructions that are provided with the tool.
236
Troubleshooting Section
Test Step 4. Check the Primary Circuit
and the Secondary Circuit
g01438044
Illustration 146
Schematic for the primary circuit and for the secondary circuit
There is a strong electrical shock hazard when the
crankshaft is rotating.
Do not touch the wires that are associated with
the ignition system when the engine is cranking
or when the engine is running.
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
B. Disconnect the transformer. Visually inspect the
connectors for dirt, for moisture, and for corrosion.
Make sure that the pins and sockets are not loose.
C. Remove the transformer.
RENR5910-06
g01438062
Illustration 147
Section view of an ignition transformer and front view of the
transformer's connector
(8) Mounting flange
(9) Terminal for the spark plug's extension
(A) Transformer's circuit driver
(B) Transformer's return
(C) Unused
D. Use a multimeter to check the primary circuit and
the secondary circuits.
g00754013
Illustration 148
Symbol for a diode
a. Measure the primary circuit by checking
the voltage of the blocking diode. Set the
multimeter to the diode scale. Connect the
multimeter leads to the terminals (A) and (B)
of the transformer's connector. The polarity
of the leads is not important. Measure the
voltage between the terminals. Record the
measurement.
b. Reverse the polarity of the probes and measure
the voltage between terminals (A) and (B)
again. Record the measurement.
Note: The resistance of the secondary coil will vary
with the temperature. Illustration 149 demonstrates
the relationship between the secondary coil's
resistance and the temperature. A reading that is
within ± 1000 Ohms is acceptable. For example, if
the transformer's temperature is 60 °C (140 °F), the
correct resistance is 22,000 ± 1000 Ohms.
RENR5910-06 237
Troubleshooting Section

If the problem stays with the suspect cylinder,

replace the spark plug according to the Operation
and Maintenance Manual, “Ignition System Spark
Plugs - Check/Adjust”.

STOP.

i02902452

Indicator Lamp - Test

SMCS Code: 7431-038

System Operation Description:

g00863850
Illustration 149
Use this procedure to troubleshoot a suspected
Resistance versus temperature
problem with one of the circuits that are for the
(Y) Resistance in Ohms indicator lamps or use this procedure if one of the
(X) Temperature in degrees Celsius (degrees Fahrenheit)
diagnostic codes in Table 85 is active or easily
repeated.
c. Measure the resistance of the secondary
circuit. Set the multimeter to the 40,000
Ohm scale. Measure the resistance between
mounting flange (1) and terminal (2) for the
spark plug's extension.

Expected Result:

For the primary circuit, one of the voltage

measurements is approximately 0.450 VDC. The
other voltage measurement is an open circuit.

For the secondary circuit, the resistance between the

mounting flange and the terminal for the spark plug's
extension is within the acceptable tolerance.

Results:

• Not OK – At least one of the measurements is

incorrect. There is a problem with the transformer.

Repair: Replace the transformer.

STOP.

• OK – Both of the measurements are correct.

Repair: Perform the following steps:

1. Switch the suspect transformer with a

transformer from a different cylinder that is
known to be good. Install the transformers.

2. Reset the control system. Clear any logged

codes.

3. Restart the engine. Operate the engine. Check

for a recurrence of the problem.

If the problem stays with the suspect transformer,

replace the transformer.
238 RENR5910-06
Troubleshooting Section

Table 85
Diagnostic Codes Table
Code Conditions which Generate this Code System Response
323-3 Engine Shutdown Lamp : Voltage While the output for the engine shutdown The code is logged.
Above Normal lamp is activated, the Electronic Control The alarm output is activated.
Module (ECM) detects a short circuit or a
short to the +Battery in the circuit that is
for the engine shutdown lamp.
324-3 Warning Lamp (Action) : Voltage While the output for the warning lamp is
Above Normal activated, the ECM detects a short circuit
or a short to the +Battery in the circuit
that is for the warning lamp.
443-3 Crank Terminate Relay : Voltage While the output for the crank terminate
Below Normal relay is activated, the ECM detects a
short circuit or a short to the +Battery in
the circuit that is for the crank terminate
relay.
445-3 Run Relay : Voltage Above Normal While the output for the run relay is
activated, the ECM detects a short circuit
or a short to the +Battery in the circuit
that is for the run relay.

The ECM has four outputs that are used to indicate
the status of engine operation: “Run Relay”, “Crank
Terminate”, “Active Alarm”, and “Engine Failure”.
These outputs can be used to energize indicator
lamps or the outputs can be used to interface with
other controls.
The ECM opens an internal circuit in order to turn
off the output. The ECM closes the circuit in order to
turn on the output. When the circuit is closed and the
output is on, the ECM allows a maximum current of
0.3 amperes to flow through the circuit to a ground
circuit that is inside the ECM.
If excessive current flows through the circuit, a
diagnostic code is generated. A short circuit to the
+Battery side will also activate a diagnostic code.
“Engine Failure” – This is the shutdown output.
This output indicates that a potentially damaging
operating condition was detected by the ECM. The
ECM has shut down the engine.
Note: While any of these output drivers are on, a
short circuit to a positive voltage source or excessive
current through the circuit will cause a diagnostic
code to become activated. The ECM cannot diagnose
the circuit while the output driver is off.
A 323-3 Engine Shutdown Lamp : Voltage Above
Normal or 324-3 Warning Lamp (Action) : Voltage
Above Normal can only be generated if a shutdown
condition or an alarm condition is active. Failure to
correct a serious condition with the engine can result
in engine damage.

Note: These circuits do not sink enough current for
illumination of standard incandescent lamps. If a lamp
is burned out, replace the lamp with the correct part
number that is specified in the engine's Parts Manual.
“Run Relay” – This output indicates that the engine
is in the “Run” status. The engine will start soon or
the engine is running.
“Crank Terminate” – This output indicates that the
engine rpm is greater than the programmed engine
speed that is required for disengagement of the
starting motor.
“Active Alarm” – This is the alarm output. This
output indicates that the ECM has detected an
electrical problem or an abnormal operating condition.
Use Caterpillar Electronic Technician (ET) to
determine if an event code or a diagnostic code
that corresponds to the 323-3 or 324-3 diagnostic
code is active. You must troubleshoot other
event codes and/or diagnostic codes before
you troubleshoot a 323-3 or 324-3 diagnostic
code. Refer to Troubleshooting, “Event Codes” or
Troubleshooting, “Diagnostic Trouble Codes” for the
correct test procedure.
The most likely causes of a diagnostic code for
a status indicator is a poor electrical connection,
a problem in a wiring harness, or the lamp. The
next likely cause is a problem with the lamp socket
assembly. The least likely cause is a problem with
the ECM.
RENR5910-06 239
Troubleshooting Section

g01444831
Illustration 150
Schematic for the status indicators

Test Step 1. Inspect the Electrical A. Turn the engine control switch to the OFF/RESET
Connectors and Wiring position. Switch the 16 amp circuit breaker for the
ECM OFF.

Note: Some indicators may obtain the status of the

engine via a data link. If all of the status indicators
are not directly controlled by the ECM, do not
proceed with this test.

g01431198
Illustration 151
Terminal Box
(1) ECM connector J2/P2
(2) ECM connector J1/P1
(3) 16 amp circuit breaker
(4) Connectors J3/P3 for the customer's connector
(5) Connectors J4/P4 for the optional control panel (if equipped)
or for a customer's connector
(6) J5/P5 connectors for the harness
(7) J6/P6 connectors for the harness
240 RENR5910-06
Troubleshooting Section

g01444872
Illustration 152
Inside of the control panel
(8) “Engine Failure” indicator
(9) “Active Alarm” indicator
(10) “Engine On” indicator
(11) Terminal strip

B. Check the wiring of the equipment in order to

determine if the indicators for the engine status
are present. Determine whether the circuit for the
status indicators is directly controlled by the ECM.

Note: For the following steps, refer to

Troubleshooting, “Electrical Connectors - Illustration 153
g01423887
Inspect”.
Location of the output wires for the status indicators on the P2
connector
(P2-28) Run Relay
(P2-29) Crank Terminate
(P2-30) Engine Failure
(P2-31) Active Alarm
RENR5910-06 241
Troubleshooting Section

C. Thoroughly inspect the ECM J2/P2 connectors.

Inspect the customer connectors (J3) and (P3) (if
equipped). Inspect connectors (J4) and (P4) for
the control panel (if equipped). Inspect the wiring
and the connections for the circuit of the status
indicators.

a. Check the allen head screw for each of

the ECM connectors and for the customer
connector for the proper torque. Refer to
Troubleshooting, “Electrical Connectors -
Inspect” for the correct torque values.

b. Perform a 45 N (10 lb) pull test on each of the

wires that are associated with the circuit for the
status indicators.

Note: These outputs do not provide enough current

for illumination of standard incandescent lights. If a
lamp is burned out, replace the lamp with the lamp
that is specified in the engine's Parts Manual.
g00863317
Illustration 154
Terminal box's side of the 47-pin connector (P4)
c. Inspect the wiring and the receptacles for the
status indicators.
(P4-C) “Crank Terminate”
(P4-H) “Active Alarm”
(P4-P) “Engine Failure” d. Check the harness and wiring for abrasion and
(P4-Z) “Run Relay” for pinch points from the status indicators to
the ECM.

e. Inspect the terminal strip in the control panel

(if equipped) for the following conditions:
loose wires, frayed wires, foreign objects, and
corrosion.

Expected Result:

All connectors, pins, and sockets are connected

properly. The connectors and the wiring do not have
corrosion, abrasion, or pinch points.

Results:

• OK – All connectors, pins, and sockets are

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

• Not OK – At least one of the connectors, pins,

or sockets is not connected properly. At least
one connector or wire has corrosion, abrasion,
and/or pinch points. The components are not in
good condition and/or at least one connection is
improper.
g01423888 Repair: Perform the necessary repairs and/or
Illustration 155
Customer connector J3 replace parts, if necessary.
(J3-7) Crank terminate
(J3-8) Active alarm STOP.
(J3-9) Engine failure
(J3-19) Run relay Test Step 2. Check for Diagnostic Codes
A. Switch the 16 amp circuit breaker for the ECM ON.
242
Troubleshooting Section
B. Attempt to start the engine and observe the status
indicators. Allow a minimum of 30 seconds for
any diagnostic codes to activate. Use the “Active
Diagnostic” screen on Cat ET to look for the codes
that are listed in Table 86:
Table 86
Diagnostic Codes and Descriptions with
Corresponding ECM Outputs
Code Description ECM Output
323-03 Engine Shutdown Lamp : “Engine
Voltage Above Normal Failure”
324-03 Warning Lamp (Action) : “Active Alarm”
Voltage Above Normal
443-03 Crank Terminate Relay : “Crank
Voltage Below Normal Terminate”
445-03 Run Relay : Voltage Above “Run Relay”
Normal
Expected Result:
There are no active diagnostic codes. The “Engine
On” indicator and the “Crank Terminate” indicator (if
equipped) illuminated normally. The “Active Alarm”
indicator and the “Engine Failure” indicator did not
illuminate.
Results:
• OK - Original 443-3 or 445-3 Diagnostic Code –
The original diagnostic code was “443-3 Crank
Terminate Relay : Voltage Below Normal” or “445-3
Run Relay : Voltage Above Normal”. When the
engine was started, the “Engine On” indicator
and the “Crank Terminate” indicator (if equipped)
illuminated normally. The “Active Alarm” indicator
and the “Engine Failure” indicator did not illuminate.
There are no active diagnostic codes.
Repair: The outputs for the status indicators seem
to be operating correctly at this time. The original
diagnostic code was probably caused by a poor
electrical connection.
If there is an intermittent problem that is causing
the codes to be logged, refer to Troubleshooting,
“Electrical Connectors - Inspect”.
STOP.
• OK - Original 323-3 or 324-3 Diagnostic Code –
The original diagnostic code was “323-3 Engine
Shutdown Lamp : Voltage Above Normal” or “324-3
Warning Lamp (Action) : Voltage Above Normal”.
When the engine was started, the “Engine On”
indicator and the “Crank Terminate” indicator (if
equipped) illuminated normally. The “Active Alarm”
indicator and the “Engine Failure” indicator did not
illuminate. There are no active diagnostic codes.
RENR5910-06
Repair: The 323-3 and 324-3 diagnostic codes can
only be activated when the corresponding indicator
is activated. There may still be a problem with
the output for the alarm indicator or the shutdown
indicator. The alarm and/or the shutdown must be
activated.
Allow the engine operation to continue. Proceed
to Test Step 3.
• Not OK - Active 323-3 or 324-3 Diagnostic Code –
There is an active “323-3 Engine Shutdown Lamp
: Voltage Above Normal” or “324-3 Warning Lamp
(Action) : Voltage Above Normal”. There must be
a shutdown condition before a 323-3 diagnostic
code can be generated. There must be an alarm
condition before a 324-3 diagnostic code can be
generated. Both of these conditions are serious.
Repair: Use Cat ET to determine the event code
or the diagnostic code that corresponds to the
323-3 or 324-3 diagnostic code. Troubleshoot
that event code or that diagnostic code before
you troubleshoot the 323-3 or 324-3 diagnostic
code. Refer to Troubleshooting, “Event Codes” or
Troubleshooting, “Diagnostic Trouble Codes” for
the correct test procedure.
Exit this procedure. After you have resolved the
condition, return to this procedure in order to
troubleshoot the 323-3 and/or 324-3 diagnostic
code, if necessary.
STOP.
• Not OK - Active 443-3 or 445-3 Diagnostic Code –
When the engine was started, the “Engine On”
indicator and/or the “Crank Terminate” indicator (if
equipped) did not illuminate. The “Active Alarm”
indicator and the “Engine Failure” indicator did not
illuminate. A 443-3 or 445-3 diagnostic code was
activated. There is a problem with the output for
the “Engine On” indicator and/or with the “Crank
Terminate” indicator (if equipped). Proceed to Test
Step 4.
Test Step 3. Check for Proper Operation
of the Status Indicators for the Alarm and
Shutdown
Allow the engine operation to continue for this
procedure.
RENR5910-06
Illustration 156
g01444881
Sensor locations
(12) Unfiltered oil pressure sensor
(13) Filtered oil pressure sensor
A. During engine operation, disconnect connector
(12) for the unfiltered oil pressure sensor. Observe
the “Active Alarm” indicator on the control panel (if
equipped). Wait for 30 seconds and use Cat ET to
check for active diagnostic codes.
If you are only troubleshooting a “324-3 Warning
Lamp (Action) : Voltage Above Normal”, proceed
to the “Expected Result”.
Note: When the filtered engine oil pressure sensor is
disconnected, the engine will shut down.
B. Disconnect connector (13) for the filtered engine
oil pressure sensor. Observe the “Engine Failure”
indicator on the control panel (if equipped). Wait
for 30 seconds and use Cat ET to check for active
diagnostic codes.
243
Troubleshooting Section
Expected Result:
The “Active Alarm” indicator illuminated and a
“542-3 Engine Oil Pressure Sensor - Before Oil
Filter : Voltage Above Normal” diagnostic code was
activated when the unfiltered engine oil pressure
sensor is disconnected.
The “Engine Failure” indicator illuminated and a
“100-3 Engine Oil Pressure Sensor : Voltage Above
Normal” diagnostic code was activated when the
filtered engine oil pressure sensor is disconnected.
The engine was shut down.
Results:
• OK – The indicators, diagnostic codes, and
shutdown were activated according to the
“Expected Result”. The outputs for the status
indicators seem to be operating correctly at this
time. The original problem seems to be resolved.
Repair: The original diagnostic code was probably
caused by a poor electrical connection.
If there is an intermittent problem that is causing
the codes to be logged, refer to Troubleshooting,
“Electrical Connectors - Inspect”.
STOP.
• Not OK – The “Active Alarm” indicator and/or
the “Engine Faiure” indicator did not illuminate
normally when the sensors were disconnected. A
“323-3 Engine Shutdown Lamp : Voltage Above
Normal” and/or a “324-3 Warning Lamp (Action)
: Voltage Above Normal” diagnostic code was
generated. There is a problem with the output for
the status indicators. The “542-3” and the “100-3”
diagnostic codes were generated. The engine was
shut down. Proceed to Test Step 4.
Test Step 4. Measure the Voltage of
the Suspect Indicator at the ECM P2
Connector
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
B. Insert a 7X-1710 Multimeter Probe into the
suspect control terminal in the ECM P2 connector.
C. Connect the other lead of the 7X-1710 Multimeter
Probe to the positive lead of a voltmeter. Connect
the voltmeter's negative lead to the ground strap
on the ECM.
D. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
E. Note the voltage that is displayed on the voltmeter.
244 RENR5910-06
Troubleshooting Section

F. Turn the engine control switch to the OFF/RESET Repair: The problem could be caused by one of
position. Switch the 16 amp circuit breaker for the the following conditions: poor electrical connection,
ECM OFF. damaged wire, and damaged component in the
panel.

Turn the engine control switch to the OFF/RESET

position. Switch the 16 amp circuit breaker for the
ECM OFF.

Thoroughly inspect all of the wiring and the

connectors in the panel. Refer to Troubleshooting,
“Electrical Connectors - Inspect”.

If you suspect that the indicator has an internal

g00863378
Illustration 157
Terminal strip in the control panel
(Terminal 14) “Engine On”
(Terminal 15) “Crank Terminate”
(Terminal 16) “Active Alarm”
(Terminal 17) “Engine Failure”
• Not OK – Before the suspect indicator was
G. Disconnect the suspect control wire from the
terminal strip in the control panel (if equipped).
Disconnect the wire from the indicator's side of
the terminal strip.
If the customer has equipment for the status
indicators, disconnect the output wire of the
suspect indicator.
Tape the end of the disconnected wire in order to
ensure that the wire is isolated.
H. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
I. Note the voltage that is displayed on the voltmeter.
Expected Result:
Before the suspect indicator was disconnected,
voltage was displayed on the voltmeter. After the
suspect indicator was disconnected, the voltmeter
displayed approximately zero volts.
Results:
• OK – Before the suspect indicator was
disconnected from the terminal strip, voltage was
displayed on the voltmeter. After the suspect
indicator was disconnected, the voltmeter
displayed approximately zero volts. There is a
problem in the control panel (if equipped) or in the
customer's panel.
short circuit, switch a known good indicator for the
suspect indicator. Test the indicator. Verify that the
problem is resolved.
Make the necessary repairs, when possible.
Replace parts, if necessary.
STOP.
disconnected from the terminal strip, voltage was
displayed on the voltmeter. After the suspect
indicator was disconnected, the voltage was
still displayed on the voltmeter. The problem is
between the indicator's terminal strip and the ECM.
Repair: Do not disconnect the voltmeter. Perform
the following procedure:
1. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF. Disconnect customer
connector (P3) (if equipped) from terminal box's
connector (J3).
2. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position. Observe the reading on the voltmeter.
Results
The voltage is approximately zero. – After
customer connector (P3) was disconnected,
the reading on the voltmeter was approximately
zero. There is a problem with a connection
and/or the wiring between customer connector
(P3) and the indicator in the customer's
panel. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF. Repair the connection
and/or the wiring, when possible. Replace parts,
if necessary. Stop
The voltage remained. – After customer
connector (P3) was disconnected, voltage was
still displayed on the voltmeter. Proceed to the
next Step.
RENR5910-06 245
Troubleshooting Section

3. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF. Disconnect connector
(P4) (if equipped) from terminal box's connector
(J4).
4. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position. Observe the reading on the voltmeter.
Results
The voltage remained. – After the suspect
terminal was removed from connector (P2),
voltage was still displayed on the voltmeter.
There is a problem with the ECM. Temporarily
install a new ECM. Refer to Troubleshooting,
“ECM - Replace” for details. If the problem is
resolved with the new ECM, install the original
ECM and verify that the problem returns. If the
new ECM operates correctly and the original
ECM does not operate correctly, replace the
original ECM.

The voltage is approximately zero. – After STOP.

connector (P4) was disconnected, the reading
on the voltmeter was approximately zero. There
i02898717
is a problem with a connection and/or with the
wiring between connector (P4) and the terminal
strip in the control panel. Turn the engine control
Integrated Combustion
switch to the OFF/RESET position. Switch the Sensing Module - Test
16 amp circuit breaker for the ECM OFF. Repair
the connection and/or the wiring, when possible. SMCS Code: 1563-038; 1901-038
Replace parts, if necessary. Stop
System Operation Description:
The voltage remained. – After customer
connector (P4) was disconnected, voltage was The diagnostic code that is listed in Table 87 is for the
still displayed on the voltmeter. Continue with in-line engines. The diagnostic codes that are listed
this procedure. in Table 88 are for the vee engines.

5. Turn the engine control switch to the

OFF/RESET position. Switch the 16 amp
circuit breaker for the ECM OFF. Remove the
7X-1710 Multimeter Probe from the suspect
control terminal in the ECM P2 connector.

6. Use a 151-6320 Wire Removal Tool to

remove the suspect terminal from the ECM P2
connector. Tape the terminal in order to isolate
the terminal.

7. Insert the 7X-1710 Multimeter Probe into

the suspect control terminal in the ECM P2
connector. Use the voltmeter to measure the
voltage between the suspect terminal in the
ECM and the ground strap on the ECM. Switch
the 16 amp circuit breaker for the ECM ON.
Turn the engine control switch to the STOP
position. Observe the reading on the voltmeter.

Results

The voltage is approximately zero. – After

the suspect terminal was removed from
connector (P2), the reading on the voltmeter
was approximately zero. There is a problem
with a connection and/or with the wiring in the
terminal box. Turn the engine control switch to
the OFF/RESET position. Switch the 16 amp
circuit breaker for the ECM OFF. Repair the
connection and/or the wiring, when possible.
Replace parts, if necessary. Stop
246 RENR5910-06
Troubleshooting Section

Table 87
Diagnostic Codes Table
Code Conditions which Generate this Code System Response
1040-9 ICSM #1 : Abnormal Update The Electronic Control Module (ECM) The shutdown output is activated. The
Rate and the ICSM have been powered for at code is logged.
least five seconds and the ICSM is not The engine is shut down.
communicating on the data link.

Table 88

Diagnostic Codes Table

Code Conditions which Generate this Code System Response
1040-9 ICSM #1 : Abnormal Update The ECM and the ICSM(s) have been The shutdown output is activated. The
Rate powered for at least five seconds and code is logged.
the left side ICSM did not receive ten The engine is shut down.
consecutive messages from the right
side ICSM.
1041-9 ICSM #2 : Abnormal Update The ECM and the ICSM(s) have been
Rate powered for at least five seconds and
the right side ICSM did not receive ten
consecutive messages from the left side
ICSM.

An ICSM monitors the combustion sensors and the
thermocouples on the engine. The in-line engines
have one ICSM and the vee engines have two
ICSM(s). The vee engines have one ICSM for each
bank of cylinders. Each ICSM performs calculations
in order to optimize the engine's operation. Each
ICSM broadcasts the following information:
• Fuel correction factor
Logged diagnostic codes provide a historical record.
Before you begin this procedure, use Cat ET to print
the logged codes to a file.
This troubleshooting procedure may generate
additional diagnostic codes. Keep your mind on
correcting the cause of the original diagnostic code.
Clear the diagnostic codes after the problem is
resolved.

• Actual combustion burn time for each cylinder

• Average combustion burn time for each bank of
cylinders

• Actual exhaust port temperature of each cylinder

• Average exhaust port temperature for each bank
of cylinders

• The temperature of the exhaust at the inlet and at

the outlet of each turbocharger

Information from an ICSM travels across the Cat

Data Link. The ICSM must be programmed in order
to communicate across the Cat Data Link. The Cat
Data Link must be in good condition so that the ICSM
can transmit the information. An ICSM may be able to
communicate with Caterpillar Electronic Technician
(ET) even though communication with the ECM is
not possible.

The diagnostic code is probably caused by a problem

with an electrical connector. The next likely cause is
a problem with the wiring. The least likely cause is a
problem with the ICSM.
RENR5910-06 247
Troubleshooting Section

g01443510
Illustration 158
Schematic of the Cat Data Link for the ICSM(s) on the in-line engines and on the vee engines
248 RENR5910-06
Troubleshooting Section

Test Step 1. Inspect the Electrical B. Thoroughly inspect each of the following
Connectors and Wiring connectors:

• ECM J1/P1 connectors

• Service tool connector
• Terminal box J5/P5 and J6/P6 connectors for
the engine harnesses

• Connector for the left side ICSM

• Connector for the right side ICSM
C. Check the allen head screw on each of the
ECM connectors for the proper torque. Refer to
Troubleshooting, “Electrical Connectors - Inspect”
for the correct torque values.

D. Perform a 45 N (10 lb) pull test on each of the

wires that are associated with the Cat Data Link
for the ICSM.

g01431198 E. Check the harness and wiring for abrasion and

Illustration 159
pinch points from each ICSM to the terminal box.
Terminal Box
(1) ECM connector J2/P2 Expected Result:
(2) ECM connector J1/P1
(3) 16 amp circuit breaker
(4) Connectors J3/P3 for the customer's connector
All connectors, pins, and sockets are connected
(5) Connectors J4/P4 for the optional control panel (if equipped) properly. The connectors and the wiring do not have
or for a customer's connector corrosion, abrasion, or pinch points.
(6) J5/P5 connectors for the harness
(7) J6/P6 connectors for the harness
Results:
A. Turn the engine control switch to the OFF position.
Switch the 16 amp circuit breaker for the ECM
• OK – All connectors, pins, and sockets are
connected properly. The connectors and the wiring
OFF. do not have corrosion, abrasion, or pinch points.
The components are in good condition with proper
Note: For the following steps, refer to connections. Proceed to Test Step 2.
Troubleshooting, “Electrical Connectors -
Inspect”.
• Not OK – At least one of the connectors, pins,
or sockets is not connected properly. At least
Note: Illustration 160 shows one side of the engine. one connector or wire has corrosion, abrasion,
The other side is similar. and/or pinch points. The components are not in
good condition and/or at least one connection is
improper.

Repair: Perform the necessary repairs and/or

replace parts, if necessary.

STOP.

Test Step 2. Verify that the Diagnostic

Code is Active
A. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
g01440765
Illustration 160
Typical view of an engine mounted ICSM
(8) ICSM
(9) Engine harness connectors for the ICSM
RENR5910-06 249
Troubleshooting Section

B. The ECM must operate for at least five seconds

in order for these codes to become activated. Use
Cat ET to look for the codes that are listed in Table
87 if you are working on an in-line engine. If you
are working on a vee engine, look for the codes
that are listed in Table 88.

Expected Result:

There are no active codes.

Results:

• No codes – The problem seems to be resolved.

There are no active codes. The modules appear to
be operating correctly at this time.

Repair: The initial diagnostic code was probably

caused by a poor electrical connection. Resume
normal operation.

STOP.

• 1040-9 – The right side ICSM is not communicating

with the ECM. Proceed to Test Step 3.

• 1041-9 – The left side ICSM is not communicating

with the ECM. Proceed to Test Step 4.

Test Step 3. Check the Right Side Cat

Data Link for Continuity
A. Turn the engine control to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF. Illustration 161
g01443514

ECM connector P1
B. Disconnect Cat ET from the service tool connector.
(P1-8) Cat Data Link +
(P1-9) Cat Data Link −
C. Disconnect connector P1 and the connector for (P1-63) -Battery
the right side ICSM.
D. Fabricate a jumper wire that is the appropriate
length with the appropriate terminals on the ends.
Connect the jumper wire between terminals P1-8
and P1-9.
250 RENR5910-06
Troubleshooting Section

g01443513
Illustration 162
Engine harness connector for the ICSM(s)
(J) Cat Data Link +
(N) Cat Data Link −

E. Measure the resistance between terminals J and

N at the connector for the right side ICSM. During Illustration 163
g01443514
the measurement, wiggle the harness in order
P1 ECM connector
to check for an intermittent problem. Be sure to
wiggle the harness near each of the connectors. (P1-8) Cat Data Link +
(P1-9) Cat Data Link −
(P1-63) -Battery
The correct resistance measurement is less than
5 Ohms. G. Check for a short circuit to ground in the
wiring harness.
F. Remove the jumper wire from connector P1.
Measure the resistance between the terminals that
are listed in Table 89. During each measurement,
wiggle the harness in order to check for an
intermittent problem with the harness. Be sure to
wiggle the harness near each of the connectors.

Table 89

Points for the Measurement of Resistance

Connector and Terminal Connector and Terminal
P1-63 P1-8
P1-9

The correct resistances for the terminals in Table

89 are greater than 20,000 Ohms.
RENR5910-06 251
Troubleshooting Section

Expected Result:

The resistance checks are within the specifications.

Results:

• OK – All of the resistance checks are within the

specifications. The wiring for the Cat Data Link
does not have an open circuit or a short circuit to
ground.

Repair: Perform the following steps:

1. Verify that the suspect ICSM is receiving the

proper supply voltage. Refer to Troubleshooting,
“Electrical Power Supply - Test”.

2. If the suspect ICSM is receiving the correct

supply voltage and the original diagnostic code
is still active, there may be a problem with the
ICSM. It is unlikely that the ICSM has failed.
Exit this procedure and perform this procedure
again. If the problem is not resolved, perform
the following procedure:

Temporarily install a known good ICSM according

to Troubleshooting, “Control Module - Replace
(ICSM)”.

If the problem is resolved with the new ICSM,

install the original ICSM and verify that the problem
returns.

If the new ICSM operates correctly and the original

ICSM does not operate correctly, replace the Illustration 164
g01443514
original ICSM.
ECM connector P1

STOP. (P1-8) Cat Data Link +

• Not OK – At least one of the resistance checks is
not within the specifications. The wiring for the Cat
Data Link has an open circuit or a short circuit to
ground. There may be a problem with a connector.
Repair: Repair the harness or the connector, when
possible. Replace the harness or the connector, if
necessary.
(P1-9) Cat Data Link −
(P1-63) -Battery
D. Fabricate a jumper wire that is the appropriate
length with the appropriate terminals on the ends.
Connect the jumper wire between terminals P1-8
and P1-9.

STOP.

Test Step 4. Check the Left Side Cat Data

Link (vee engines) for Continuity
A. Turn the engine control to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.

B. Disconnect Cat ET from the service tool connector.

C. Disconnect connector P1 and the connector for

the suspect ICSM.
252 RENR5910-06
Troubleshooting Section

g01443513
Illustration 165
Engine harness connector for the ICSM(s)
(J) Cat Data Link +
(N) Cat Data Link −

E. Measure the resistance between terminals J and

N at the connector for the suspect ICSM. During Illustration 166
g01443514
the measurement, wiggle the harness in order
P1 ECM connector
to check for an intermittent problem. Be sure to
wiggle the harness near each of the connectors. (P1-8) Cat Data Link +
(P1-9) Cat Data Link −
(P1-63) -Battery
The correct resistance is less than 5 Ohms.
G. Measure the resistance between the terminals that
F. Remove the jumper wire from connector P1. are listed in Table 90. During each measurement,
wiggle the harness in order to check for an
intermittent problem with the harness. Be sure to
wiggle the harness near each of the connectors.

Table 90

Points for the Measurement of Resistance

Connector and Terminal Connector and Terminal
P1-63 P1-8
P1-9

The correct resistances for the terminals in Table

90 are greater than 20,000 Ohms.

Expected Result:

The resistance checks are within the specifications.

RENR5910-06 253
Troubleshooting Section

Results:

• OK – All of the resistance checks are within the

specifications. The wiring for the Cat Data Link
does not have an open circuit or a short circuit to
ground.

Repair: Perform the following steps:

1. Verify that the suspect ICSM is receiving the

proper supply voltage. Refer to Troubleshooting,
“Electrical Power Supply - Test”.

2. If the suspect ICSM is receiving the correct

supply voltage and the original diagnostic code
is still active, there may be a problem with the
ICSM. It is unlikely that the ICSM has failed.
Exit this procedure and perform this procedure
again. If the problem is not resolved, perform
the following procedure:

Temporarily install a known good ICSM according

to Troubleshooting, “Control Module - Replace
(ICSM)”.

If the problem is resolved with the new ICSM, install

the original ICSM. Verify that the problem returns.

If the new ICSM operates correctly and the original

ICSM does not operate correctly, replace the
original ICSM.

STOP.

• Not OK – At least one of the resistance checks is

not within the specifications. The wiring for the Cat
Data Link has an open circuit or a short circuit to
ground. There may be a problem with a connector.

Repair: Repair the harness or the connector, when

possible. Replace the harness or the connector, if
necessary.

STOP.

i02884775

Prelubrication - Test
SMCS Code: 1319-038

System Operation Description:

Use this procedure to troubleshoot the electrical

system if a problem is suspected with the circuit for
the prelube pump or if one of the diagnostic codes in
Table 91 is active or easily repeated.
254 RENR5910-06
Troubleshooting Section

Table 91
Code
338-5 Engine Pre-Lube Pump Relay :
Current Below Normal
338-6 Engine Pre-Lube Pump Relay :
Current Above Normal
339-5 Engine Pre-Lube Pressure Switch
: Current Below Normal
Diagnostic Codes Table
Conditions which Generate this Code
While the output driver is off for five
seconds, the Electronic Control Module
(ECM) detects an open in the circuit for
the prelube pump's solenoid for more
than five seconds.
While the output driver is on for five
seconds, the ECM detects a short in the
circuit for the prelube pump's solenoid for
more than five seconds.
The prelube pump pressure switch is
OPEN. The oil pressure that is measured
from the engine oil pressure sensor is
greater than 50 kPa (7.25 psi).
System Response
The code is logged.
The alarm output is activated.
The code is logged.
The alarm output is activated.
The ECM normally monitors the
prelube pump pressure switch. In this
case, the engine oil pressure sensor
will be monitored. This determines if
the prelube pump is supplying oil to
the engine.
The alarm output is activated. The
code is logged. The output to the
prelube relay remains energized until
the engine control switch is turned to
the STOP position.

The ECM contains the logic and the outputs that
control the engine's prelubrication, start-up, and
shutdown. The logic for starting and for stopping
is customer programmable. The logic responds to
inputs from the following components: engine control
switch, emergency stop switch, remote start switch,
data link, and other inputs.
If the ECM does not detect closure of the pressure
switch within the time that is designated in the
parameter “Prelube Time Out”, an “E233 Low
Engine Prelube Pressure” event code is generated.
The “Prelube Time Out” is configurable. If the
prelubrication does not occur, the starting sequence
is terminated.

The prelube pump will not operate if the emergency At shutdown, the pressure switch opens when
stop button is activated or if the engine speed is the engine oil pressure is reduced to 9 ± 3 kPa
greater than 0 rpm. (1.3 ± 0.4 psi).

When the conditions permit operation and the logic
determines that lubrication is required, the ECM
provides +Battery voltage to the prelube pump's
solenoid. After activation, the prelube pump will
operate until one of the following occurrences:
• The programmable “Prelube Time” expires.
• The emergency stop button is pressed.
The ECM monitors the prelube pump pressure switch
in order to verify lubrication of the engine prior to
start-up. The pressure switch is normally open.
Before start-up, the pressure switch closes when
the prelube pump raises the engine oil pressure
to 9 ± 3 kPa (1.3 ± 0.4 psi). After the pressure
switch closes, the prelube pump operates for the
programmable “Prelube Time”. The engine starting
sequence continues.
The prelube pump can also be operated with a
manual switch. When the switch is closed, a +Battery
signal is sent to the ECM. The ECM provides
+Battery voltage to the prelube pump's solenoid
until the switch is released or until the prelubrication
pressure switch closes.
The prelubrication system also operates after
shutdown. This ensures that the turbocharger has
adequate lubrication during engine shutdown. When
the engine reaches 0 rpm, the output for the prelube
pump will operate for three minutes.
Note: On some engines, the flash file allows the time
interval to be programmed for a longer period of time.
When +Battery voltage is supplied to the prelube
pump's solenoid, the ECM also provides +Battery
voltage to the “Prelube Active” indicator in the control
panel (if equipped).
RENR5910-06 255
Troubleshooting Section

Before you troubleshoot the prelubrication system,

make sure that the ECM is programmed properly.
The “Prelube Time Out” must be programmed to a
value between 30 and 300 seconds. Make sure that
the hardware is installed: prelube pump, solenoid
for the pump, prelubrication pressure switch, and
manual prelube switch. Make sure that the wiring is
installed. Refer to the engine's electrical Schematic.

Logged diagnostics provide a historical record.

Before you begin this procedure, use Caterpillar
Electronic Technician (ET) to print the logged codes
to a file.

The most likely causes of the diagnostic code are a

poor electrical connection or a problem in a wiring
harness. The next likely cause is a problem with the
prelube pump's solenoid. The least likely cause is
a problem with the ECM.

The troubleshooting procedure may generate

additional diagnostic codes. Keep your mind on
correcting the cause of the original diagnostic code.
Clear the diagnostic codes after the problem is
resolved.
256 RENR5910-06
Troubleshooting Section

g01436333
Illustration 167
Schematic of the circuit for the prelube pump on the in-line engines and the vee engines
RENR5910-06 257
Troubleshooting Section

Test Step 1. Inspect the Electrical

Connectors and Wiring

g01431198
Illustration 168
Terminal Box
(1) ECM connector J2/P2
(2) ECM connector J1/P1
(3) 16 amp circuit breaker
(4) Connectors J3/P3 for the customer's connector
(5) Connectors J4/P4 for the optional control panel (if equipped)
or for a customer's connector
(6) J5/P5 connectors for the harness
(7) J6/P6 connectors for the harness

A. Turn the engine control switch to the OFF/RESET g01436341

position. Switch the 16 amp circuit breaker for the Illustration 170
ECM OFF. Switch the 6 amp circuit breaker OFF. P2 ECM terminals that are used by the circuit for the prelube pump
on in-line engines and vee engines
Note: For the following steps, refer to (P2-12) Circuit driver for the prelube pump's solenoid
Troubleshooting, “Electrical Connectors - (P2-22) Return
Inspect”.

g01436339
Illustration 169
Inside of the control panel (if equipped)
(8) “Manual Prelube” switch and “Prelube Active” indicator
(9) Terminal strip
258 RENR5910-06
Troubleshooting Section

g01436344 g01443882
Illustration 171 Illustration 172
Terminal locations at the P5 connector on the terminal box that Terminal locations at the P5 connector on the terminal box that
are for the prelube pump's solenoid and prelube pump pressure are for the prelube pump's solenoid and prelube pump pressure
switch on the in-line engines switch on the vee engines
(P5-12) Return (P5-56) Digital return
(P5-13) Circuit driver for the prelube pump's solenoid (P5-69) Prelube pump pressure switch
(P5-69) Digital return
(P5-70) Prelube pump pressure switch
RENR5910-06 259
Troubleshooting Section

g01436351 g01436387
Illustration 173 Illustration 175
Terminal locations at the P6 connector on the terminal box that are Terminal locations at the P3 connector on the terminal box that are
for the prelube pump's solenoid on the vee engines for the circuit for the prelube pump's solenoid (customer connector)
(P6-28) Return (J3-58) Input signal for the manual prelube
(P6-36) Circuit driver for the prelube pump's solenoid (J3-59) Circuit driver for the prelube pump's solenoid

g01436385
Illustration 174
Terminal locations at the P4 connector on the terminal box that are
for the circuit for the prelube pump's solenoid
(P4-T) Input signal for the manual prelube
(P4-c) Circuit driver for the prelube pump's solenoid
260
Troubleshooting Section
Illustration 176
g01436390
ECM connector P1
(P1-56) Input signal for the manual prelube
(P1-30) Prelube pump pressure switch
(P1-31) Digital return
B. Thoroughly inspect the following connectors and
the wiring harnesses for the connectors:
• ECM J1/P1 connectors
• ECM J2/P2 connectors
• Terminal box's J5/P5 connectors
• Terminal box's J6/P6 connectors
• 70-pin connector J3 (customer connector)
• Control panel's 47-pin connector J4
• Terminal strip in the control panel (if equipped)
• “Manual Prelube” switch and “Prelube Active”
indicator in the control panel (if equipped)
• Connector for the prelube pump's solenoid
RENR5910-06
a. Check the torque of the allen head screws
for each of the ECM connectors. Refer to
Troubleshooting, “Electrical Connectors -
Inspect” for the correct torque values.
b. Perform a 45 N (10 lb) pull test on each of
the wires that are associated with the prelube
pump's solenoid.
c. Check the harness and wiring for abrasion and
for pinch points from the ECM to the prelube
pump's solenoid.
d. Inspect the terminal strip in the control panel (if
equipped) for the following conditions: loose
wires, frayed wires, foreign material, and
corrosion.
Expected Result:
All connectors, pins, and sockets are connected
properly. The connectors and the wiring do not have
corrosion, abrasion, or pinch points.
Results:
• OK – All connectors, pins, and sockets are
connected properly. The connectors and the wiring
do not have corrosion, abrasion, or pinch points.
The components are in good condition with proper
connections. Proceed to Test Step 2.
• Not OK – At least one of the connectors, pins,
or sockets is not connected properly. At least
one connector or wire has corrosion, abrasion,
and/or pinch points. The components are not in
good condition and/or at least one connection is
improper.
Repair: Perform the necessary repairs, when
possible. Replace parts, if necessary.
STOP.
Test Step 2. Check for Diagnostic Codes
A. Switch the 16 amp circuit breaker for the ECM
ON. Switch the 6 amp circuit breaker ON. Turn the
engine control switch to the STOP position.
Note: The “338-5 Engine Pre-Lube Pump Relay :
Current Below Normal” diagnostic code can only
be detected when the ECM output for the prelube
pump's solenoid is OFF. The output is normally
OFF when the engine control switch is in the STOP
position and when the prelube pump pressure switch
is closed.
B. Wait for 30 seconds and use Cat ET to check for
an active “338-5 Engine Pre-Lube Pump Relay :
Current Below Normal” diagnostic code.
RENR5910-06
If there is an active “338-5 Engine Pre-Lube
Pump Relay : Current Below Normal” diagnostic
code, proceed to the “Results” for this Test Step.
Otherwise, continue this procedure.
C. Use Cat ET to check the logged diagnostic codes.
If there is a “338-6 Engine Pre-Lube Pump Relay
: Current Above Normal” diagnostic code, clear
the code.
Note: The “338-6 Engine Pre-Lube Pump Relay :
Current Above Normal” diagnostic code can only
be detected when the ECM output for the prelube
pump's solenoid is ON. The output is normally ON
when the engine control switch is in the START
position and the prelube pump pressure switch is
open.
D. Activate the manual prelube switch for at least 30
seconds. Then release the switch.
E. Use Cat ET to look for a logged “338-6 Engine
Pre-Lube Pump Relay : Current Above Normal”
diagnostic code again.
Expected Result:
When the engine control switch was in the STOP
position, there was no active “338-5 Engine Pre-Lube
Pump Relay : Current Below Normal” diagnostic
code.
After the manual prelube switch was operated, there
was no logged “338-6 Engine Pre-Lube Pump Relay
: Current Above Normal” diagnostic code.
Results:
• OK – No diagnostic codes were generated. The
output for the prelube pump's solenoid seems to
be OK at this time. The initial diagnostic code was
probably caused by a poor electrical connection.
Repair: If there is an intermittent problem that
is causing the codes to be logged, refer to
Troubleshooting, “Electrical Connectors - Inspect”.
STOP.
• Not OK (“338-5 Engine Pre-Lube Pump Relay
: Current Below Normal” diagnostic code) – A
“338-5 Engine Pre-Lube Pump Relay : Current
Below Normal” diagnostic code was activated. This
can be caused by an actual open circuit or by a
short circuit to the +Battery side. Proceed to Test
Step 3.
• Not OK (“338-6 Engine Pre-Lube Pump Relay :
Current Above Normal” diagnostic code) – After
the manual prelube switch was operated, a “338-6
Engine Pre-Lube Pump Relay : Current Above
Normal” diagnostic code was generated. Proceed
to Test Step 8.
261
Troubleshooting Section
• Not OK (“339-5 Engine Pre-Lube Pressure Switch
: Current Below Normal” diagnostic code) – There
is a logged “339-5 Engine Pre-Lube Pressure
Switch : Current Below Normal” diagnostic code.
Proceed to Test Step 11.
Test Step 3. Check for a Short Circuit to
the +Battery Side
Gaseous fuel is present. Personal Injury or Death
can result from an open flame or spark igniting
the gaseous fuel causing an explosion and/or fire.
Always use a gas detector to determine the pres-
ence of gaseous fuel when maintaining and ser-
vicing. Contact your local gas provider immediate-
ly for assistance in the event of a leak.
Note: Open sparks can be generated during this test.
A. Make sure that no combustible gas is present in
the surrounding atmosphere.
B. Ensure that the engine control switch is in the
STOP position.
g00859796
Illustration 177
Typical connector for a solenoid
C. Disconnect the connector from the prelube pump's
solenoid. Then reconnect the connector. Listen for
an audible click from the solenoid.
If the ambient noise is too loud, touch the solenoid
when the solenoid is reconnected in order to feel
the vibration. The solenoid will vibrate when the
solenoid is de-energized and energized.
Expected Result:
There is no audible click and/or vibration when the
solenoid is disconnected and reconnected. The
solenoid is not energized when the engine control
switch is in the STOP position.
262 RENR5910-06
Troubleshooting Section

Results:

• OK – There is no audible click and/or vibration

when the solenoid is disconnected and connected.
There is no short circuit to the +Battery side. There
is an open in the circuit. Proceed to Test Step 5.

• Not OK – There is an audible click and/or vibration

when the solenoid is disconnected and connected.
The solenoid is receiving power when the engine
control switch is in the STOP position. There is
probably a short circuit to the +Battery side in a
connector or a wiring harness. Proceed to Test
Step 4.

Test Step 4. Determine the Cause of the

Energized Solenoid

Gaseous fuel is present. Personal Injury or Death

can result from an open flame or spark igniting
the gaseous fuel causing an explosion and/or fire.
Always use a gas detector to determine the pres-
ence of gaseous fuel when maintaining and ser-
vicing. Contact your local gas provider immediate-
ly for assistance in the event of a leak.
g01665613
Illustration 178
Note: Open sparks can be generated during this test. Terminal locations at the P5 connector on the terminal box that are
for the prelube pump's solenoid on the in-line engines
A. Turn the engine control switch to the OFF/RESET (P5-12) Return
(P5-13) Circuit driver for the prelube pump's solenoid
position. Switch the 16 amp circuit breaker for the
ECM OFF.
RENR5910-06
Illustration 179
g01436351
Terminal locations at the P6 connector on the terminal box that are
for the prelube pump's solenoid on the vee engines
(P6-28) Return
(P6-36) Circuit driver for the prelube pump's solenoid
B. Use a 151-6320 Wire Removal Tool to remove
the circuit driver for the prelube pump's solenoid
from either the P5 or P6 connector on the terminal
box.
C. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
g00859796
Illustration 180
Typical connector for a solenoid
D. Disconnect the connector from the prelube pump's
solenoid. Then reconnect the connector. Listen for
an audible click from the solenoid.
263
Troubleshooting Section
If the ambient noise is too loud, touch the solenoid
when the solenoid is reconnected in order to feel
the vibration. The solenoid will vibrate when the
solenoid is de-energized and energized.
Expected Result:
There is no audible click and/or vibration when the
solenoid is disconnected and reconnected. The
solenoid is not energized when the circuit driver for
the solenoid is disconnected from the connector on
the terminal box.
Results:
• OK – There is no audible click and/or vibration
when the solenoid is disconnected and
reconnected. The solenoid is not energized when
the circuit driver for the solenoid is disconnected
from the connector on the terminal box.
Repair: Use the following procedure to determine
whether the circuit driver for the solenoid is faulty:
Gaseous fuel is present. Personal Injury or Death
can result from an open flame or spark igniting
the gaseous fuel causing an explosion and/or fire.
Always use a gas detector to determine the pres-
ence of gaseous fuel when maintaining and ser-
vicing. Contact your local gas provider immediate-
ly for assistance in the event of a leak.
Note: Open sparks can be generated during this test.
1. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.
2. Reinstall the removed wire from the connector
on the terminal box. Pull on the wire in order to
verify that the terminal is properly installed.
264
Troubleshooting Section
g01436341
Illustration 181
P2 ECM terminals that are used by the circuit for the prelube pump
on in-line engines and vee engines
(P2-12) Circuit driver for the prelube pump's solenoid
(P2-22) Return
3. Use a 151-6320 Wire Removal Tool to remove
terminal P2-12.
4. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
5. Disconnect the connector from the prelube
pump's solenoid. Then reconnect the connector.
Listen for an audible click from the solenoid.
If the ambient noise is too loud, touch the
solenoid when the solenoid is reconnected in
order to feel the vibration. The solenoid will
vibrate when the solenoid is de-energized and
energized.
RENR5910-06
If the solenoid is energized, verify that voltage is
not present at the customer connector or at the
connector J4/P4 on the terminal box. If voltage
is not present from outside of the terminal box,
there is a short in a connector and/or in the
wiring in the terminal box. Repair the wiring
and/or the connector, when possible. Replace
parts, if necessary.
If the solenoid is not energized, there may be
a problem with the ECM. Continue with this
procedure.
6. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.
7. Reinstall the terminal that was removed from
terminal P2-12. Pull on the wire in order to verify
proper installation of the terminal.
8. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
9. Disconnect the connector from the prelube
pump's solenoid. Then reconnect the connector.
Listen for an audible click from the solenoid.
If the ambient noise is too loud, touch the
solenoid when the solenoid is reconnected in
order to feel the vibration. The solenoid will
vibrate when the solenoid is de-energized and
energized.
If the solenoid is not energized, there is an
intermittent problem with a connector and/or
with the wiring. Refer to Troubleshooting,
“Electrical Connectors - Inspect”.
If the solenoid is energized, there is a problem
with the ECM. Temporarily install a new ECM.
Refer to Troubleshooting, “ECM - Replace” for
details.
If the problem is resolved with the new ECM,
install the original ECM and verify that the
problem returns. If the new ECM operates
correctly and the original ECM does not operate
correctly, replace the original ECM. Verify that
the original problem has been resolved.
STOP.
• Not OK – There is an audible click and/or
vibration when the solenoid is disconnected and
reconnected. The solenoid is energized when the
circuit driver for the solenoid is disconnected from
the connector on the terminal box. There is a short
circuit to the +Battery side in the engine harness
between the connector for the solenoid and the
terminal box.
RENR5910-06
Repair: Repair the connector and/or wiring in
the engine harness, when possible. Replace the
engine harness, if necessary.
STOP.
Test Step 5. Create a Short Circuit in
order to Check for an Open Circuit
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
B. Disconnect the connector for the prelube pump's
solenoid.
g00859796
Illustration 182
Typical connector for a solenoid
C. Install a jumper wire with the appropriate
connectors on the ends into terminals “A” and “B”
of the solenoid's connector.
D. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
Note: The “338-5 Engine Pre-Lube Pump Relay :
Current Below Normal” diagnostic code can only
be detected when the ECM output for the prelube
pump's solenoid is OFF. The output is normally
OFF when the engine control switch is in the STOP
position and when the prelube pump pressure switch
is closed.
E. Wait for 30 seconds and use the “Active
Diagnostic” screen of Cat ET to look for a “338-5
Engine Pre-Lube Pump Relay : Current Below
Normal” diagnostic code.
Expected Result:
A “338-5 Engine Pre-Lube Pump Relay : Current
Below Normal” diagnostic code was not generated
when the jumper wire was installed.
265
Troubleshooting Section
Results:
• OK – A “338-5 Engine Pre-Lube Pump Relay :
Current Below Normal” diagnostic code was not
generated when the jumper wire was installed.
The ECM detected the short at the connector for
the prelube pump's solenoid. The harness and the
ECM are OK. There is a problem with the solenoid.
Repair: Perform the following procedure:
1. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.
2. Remove the jumper wire from the solenoid's
connector.
3. Verify that the solenoid's connectors do not
have damage, moisture, or corrosion.
4. Make repairs, as needed.
If the problem is not resolved, replace the solenoid.
STOP.
• Not OK – A “338-5 Engine Pre-Lube Pump Relay
: Current Below Normal” diagnostic code was
generated when the jumper wire was installed.
There may be an open circuit in the engine
harness. Proceed to Test Step 6.
Test Step 6. Check the Engine Harness
A. Ensure that the engine control switch is in the
OFF/RESET position and that the 16 amp circuit
breaker for the ECM is OFF.
B. Disconnect either the P5 or P6 connector on
the terminal box. Refer to Illustration 167 for a
schematic of the circuit. Verify that the connectors
do not have damage, moisture, or corrosion. Make
repairs, if necessary.
266 RENR5910-06
Troubleshooting Section

g01665613 g01436351
Illustration 183 Illustration 184
Terminal locations at the P5 connector on the terminal box that are Terminal locations at the P6 connector on the terminal box that are
for the prelube pump's solenoid on the in-line engines for the prelube pump's solenoid on the vee engines
(P5-12) Return (P6-28) Return
(P5-13) Circuit driver for the prelube pump's solenoid (P6-36) Circuit driver for the prelube pump's solenoid

C. Reconnect the P5 or P6 connector to the terminal

box.

D. Use a 151-6320 Wire Removal Tool to remove

the circuit driver and return for the prelube pump's
solenoid from either the P5 or P6 connector on
the terminal box. Refer to Illustration 167 for a
schematic of the circuit.

E. Install a jumper wire with the appropriate

connectors on the ends into the terminals in order
to create a short in the circuit. Pull on the jumper
wire in order to verify proper installation.

F. Switch the 16 amp circuit breaker for the ECM

ON. Turn the engine control switch to the STOP
position.

Note: The “338-5 Engine Pre-Lube Pump Relay :

Current Below Normal” diagnostic code can only
be detected when the ECM output for the prelube
pump's solenoid is OFF. The output is normally
OFF when the engine control switch is in the STOP
position and when the prelube pump pressure switch
is closed.

G. Wait for 30 seconds and use Cat ET to check for

an active “338-5 Engine Pre-Lube Pump Relay :
Current Below Normal” diagnostic code.
RENR5910-06 267
Troubleshooting Section

Expected Result:

There is no active “338-5 Engine Pre-Lube Pump

Relay : Current Below Normal” diagnostic code.

Results:

• OK – When the jumper wire was installed, there

was no active “338-5 Engine Pre-Lube Pump Relay
: Current Below Normal” diagnostic code. There is
an open in the harness between the connectors on
the terminal box and the connector for the prelube
pump's solenoid.

Repair: Repair the engine harness, when possible.

Replace the engine harness, if necessary.

STOP.

• Not OK – When the jumper wire was installed,

a “338-5 Engine Pre-Lube Pump Relay : Current
Below Normal” diagnostic code was activated.
The ECM did not detect the jumper wire in the
connector on the terminal box. There is a problem
in the terminal box. Proceed to test Step 7.

Test Step 7. Check the ECM

A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.

B. Use a 151-6320 Wire Removal Tool to remove

the jumper wire from the connector on the terminal
box. Illustration 185
g01436341

C. Reinstall the terminals into the connector for the
terminal box. Make sure that the terminals are
installed into the correct locations. Pull on the
wires in order to verify proper installation of the
terminals.
D. Disconnect the ECM J2/P2 connectors. Verify that
the connectors do not have damage, moisture, or
corrosion.
Make repairs, if necessary.
P2 ECM terminals that are used by the circuit for the prelube pump
on in-line engines and vee engines
(P2-12) Circuit driver for the prelube pump's solenoid
(P2-22) Return
E. Use the 151-6320 Wire Removal Tool to remove
terminals P2-12 and P2-22. Label the terminals.
F. Reconnect the ECM J2/P2 connectors.
G. Install the jumper wire into terminals P2-12 and
P2-22. Pull on the jumper wire in order to verify
proper installation.

H. Switch the 16 amp circuit breaker for the ECM

ON. Turn the engine control switch to the STOP
position.

Note: The “338-5 Engine Pre-Lube Pump Relay :

Current Below Normal” diagnostic code can only
be detected when the ECM output for the prelube
pump's solenoid is OFF. The output is normally
OFF when the engine control switch is in the STOP
position and when the prelube pump pressure switch
is closed.
268
Troubleshooting Section
I. Wait for 30 seconds and use the “Active
Diagnostic” screen of Cat ET to look for an active
“338-5 Engine Pre-Lube Pump Relay : Current
Below Normal” diagnostic code.
Expected Result:
There is no active “338-5 Engine Pre-Lube Pump
Relay : Current Below Normal” diagnostic code.
Results:
• OK – When the jumper wire was installed, there
was no active “338-5 Engine Pre-Lube Pump Relay
: Current Below Normal” diagnostic code. The
ECM detects the jumper wire at the P2 connector.
However, the ECM did not detect the jumper wire
at the connector on the terminal box. There is a
problem between the ECM P2 connector and the
connector on the terminal box.
Repair: Perform the following procedure:
1. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.
2. Use a 151-6320 Wire Removal Tool to remove
the jumper wire from the P2 connector.
3. Reinstall the terminals into P2-12 and P2-22.
Make sure that the terminals are installed into
the correct locations. Pull on the wires in order
to verify proper installation of the terminals.
4. Disconnect the ECM J2/P2 connectors. Verify
that the connectors do not have damage,
moisture, or corrosion.
5. Thoroughly inspect the connectors on the
terminal box.
6. Use an ohmmeter to measure the continuity of
the wires for the solenoid for the prelube pump
between the P2 connector and the connector on
the terminal box.
If the resistance is less than 5 Ohms, the circuit
has good continuity. Otherwise, there is an open
circuit.
Make repairs, if necessary.
STOP.
• No – When the jumper wire was installed, a “338-5
Engine Pre-Lube Pump Relay : Current Below
Normal” diagnostic code was activated. The ECM
did not detect the jumper wire. There is a problem
with the ECM.
Repair: Perform the following procedure:
RENR5910-06
1. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.
2. Use a 151-6320 Wire Removal Tool to remove
the jumper wire from the P2 connector.
3. Reinstall the terminals into P2-12 and P2-22.
Make sure that the terminals are installed into
the correct locations. Pull on the wires in order
to verify proper installation of the terminals.
4. Temporarily install a new ECM. Refer to
Troubleshooting, “ECM - Replace” for details.
If the problem is resolved with the new ECM,
install the original ECM and verify that the
problem returns. If the new ECM operates
correctly and the original ECM does not operate
correctly, replace the original ECM. Verify that
the original problem has been resolved.
STOP.
Test Step 8. Create an Open Circuit in
order to Check for a Short Circuit to
Ground
A. Turn the engine control switch to the OFF/RESET
position.
B. Disconnect the prelube pump's solenoid.
C. Turn the engine control switch to the STOP
position.
D. Use Cat ET to clear the logged “338-6 Engine
Pre-Lube Pump Relay : Current Above Normal”
diagnostic code.
Note: The “338-6 Engine Pre-Lube Pump Relay :
Current Above Normal” diagnostic code can only
be detected when the ECM output for the prelube
pump's solenoid is ON. The output is normally ON
when the engine control switch is in the START
position and the prelube pump pressure switch is
open.
E. Activate the manual prelube switch for at least 30
seconds. Then release the switch.
F. Use Cat ET to look for a logged “338-6 Engine
Pre-Lube Pump Relay : Current Above Normal”
diagnostic code again.
Expected Result:
After the manual prelube switch was operated, there
was no logged “338-6 Engine Pre-Lube Pump Relay
: Current Above Normal” diagnostic code.
RENR5910-06 269
Troubleshooting Section

Results:

• OK – When the solenoid was connected, a “short

to ground” diagnostic code was generated. When
the solenoid was disconnected, no “short to
ground” diagnostic code was generated. There is a
problem with the solenoid.

Repair: Perform the following procedure:

1. Turn the engine control switch to the

OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.

2. Inspect the connections of the solenoid for

damage and/or for corrosion.

3. Make repairs, as needed.

If the problem is not resolved, replace the solenoid.

STOP.

• Not OK – After the manual prelube switch was

operated, a “338-6 Engine Pre-Lube Pump Relay
: Current Above Normal” diagnostic code was
logged. Proceed to Test Step 9.
Test Step 9. Create an Open Circuit at the
Terminal Box
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
g01665613
Illustration 186
Terminal locations at the P5 connector on the terminal box that are
for the prelube pump's solenoid on the in-line engines
(P5-12) Return
(P5-13) Circuit driver for the prelube pump's solenoid
270
Troubleshooting Section
g01436351
Illustration 187
Terminal locations at the P6 connector on the terminal box that are
for the prelube pump's solenoid on the vee engines
(P6-28) Return
(P6-36) Circuit driver for the prelube pump's solenoid
B. Use a 151-6320 Wire Removal Tool to remove
the circuit driver and return for the prelube pump's
solenoid from either the P5 or P6 connector on
the terminal box. Refer to Illustration 167 for a
schematic of the circuit.
C. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
D. Use Cat ET to clear the logged “338-6 Engine
Pre-Lube Pump Relay : Current Above Normal”
diagnostic code.
Note: The “338-6 Engine Pre-Lube Pump Relay :
Current Above Normal” diagnostic code can only
be detected when the ECM output for the prelube
pump's solenoid is ON. The output is normally ON
when the engine control switch is in the START
position and the prelube pump pressure switch is
open.
E. Activate the manual prelube switch for at least 30
seconds. Then release the switch.
F. Use Cat ET to look for a logged “338-6 Engine
Pre-Lube Pump Relay : Current Above Normal”
diagnostic code again.
RENR5910-06
Expected Result:
A “338-6 Engine Pre-Lube Pump Relay : Current
Above Normal” was not generated.
Results:
• OK – A “338-6 Engine Pre-Lube Pump Relay :
Current Above Normal” diagnostic code was not
generated when the output to the solenoid was
disconnected from the terminal box. There is a
short in the harness between the terminal box and
the connector for the prelube pump's solenoid.
Repair: Perform the following procedure:
1. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.
2. Reinstall the terminal that was removed from
the connector on the terminal box. Pull on the
wire in order to verify proper installation of the
terminal.
3. Repair the harness, when possible. Replace
the harness, if necessary.
STOP.
• Not OK – A “338-6 Engine Pre-Lube Pump Relay
: Current Above Normal” diagnostic code was
generated when the output to the solenoid was
disconnected from the connector on the terminal
box. There is probably a short circuit to ground in
the terminal box.
Repair: Reinstall the terminal that was removed
from the connector on the terminal box. Pull on
the wire in order to verify proper installation of the
terminal.
Proceed to Test Step 10.
Test Step 10. Check the ECM
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
RENR5910-06 271
Troubleshooting Section

F. Use Cat ET to look for a logged “338-6 Engine

Pre-Lube Pump Relay : Current Above Normal”
diagnostic code again.

Expected Result:

The “338-6 Engine Pre-Lube Pump Relay : Current

Above Normal” diagnostic code was not generated.

Results:

• OK – When the output to the solenoid was

disconnected from the ECM P2 connector, the
“338-6 Engine Pre-Lube Pump Relay : Current
Above Normal” diagnostic code was not generated.
However, a “short to ground” diagnostic code was
generated when the output to the solenoid was
disconnected from the connector on the terminal
box. There is a short in the terminal box between
the ECM connector and the connector on the
terminal box .

Repair: Perform the following procedure:

1. Turn the engine control switch to the

OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.

2. Reinstall the terminal that was removed from

P2-12. Pull on the wire in order to verify proper
installation of the terminal.

3. Repair the harness, when possible. Replace

the harness, if necessary.
g01436341
Illustration 188
STOP.
P2 ECM terminals that are used by the circuit for the prelube pump
on in-line engines and vee engines
(P2-12) Circuit driver for the prelube pump's solenoid
• Not OK – A “338-6 Engine Pre-Lube Pump Relay
(P2-22) Return
: Current Above Normal” diagnostic code was
generated when the output to the solenoid was
B. Use the 151-6320 Wire Removal Tool to remove disconnected from the ECM P2 connector. There
terminal P2-12. seems to be a problem with the ECM.

C. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
D. Use Cat ET to clear the logged “338-6 Engine
Pre-Lube Pump Relay : Current Above Normal”
diagnostic code.
Note: The “338-6 Engine Pre-Lube Pump Relay :
Current Above Normal” diagnostic code can only
be detected when the ECM output for the prelube
pump's solenoid is ON. The output is normally ON
when the engine control switch is in the START
position and the prelube pump pressure switch is
open.
Repair: Perform the following procedure:
1. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.
2. Reinstall the terminal that was removed from
P2-12. Pull on the wire in order to verify proper
installation of the terminal.
3. Temporarily install a new ECM. Refer to
Troubleshooting, “ECM - Replace” for details.

E. Activate the manual prelube switch for at least 30

seconds. Then release the switch.
272 RENR5910-06
Troubleshooting Section

If the problem is resolved with the new ECM,

install the original ECM and verify that the
problem returns. If the new ECM operates
correctly and the original ECM does not operate
correctly, replace the original ECM. Verify that
the original problem has been resolved.

STOP.

Test Step 11. Check the Prelube Pump

Pressure Switch
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.

g01443901
Illustration 190
Location of the prelube pump pressure switch on a vee engine
(11) Prelube pump pressure switch
(AA) Connector for the prelube pump pressure switch
(A) Switch input
(B) Return
(C) Unused

B. Disconnect the prelube pump pressure switch

from the engine harness. Remove the prelube
pump pressure switch from the cylinder block.

C. Install a tee that has 1/4-18 NPTF threads into the

cylinder block's port for the pressure switch.

Illustration 189
g01443916 If a tee cannot be installed into the port, install a
flexible hose that has the appropriate fitting into
Location of the prelube pump pressure switch on an in-line engine
the port and attach the tee to the hose.
(10) Prelube pump pressure switch
(AA) Connector for the prelube pump pressure switch
(A) Switch input
Install the pressure switch into one side of the
(B) Return tee. Attach a pressure gauge to the other side of
(C) Unused the tee.

D. Connect an ohmmeter between terminals (A) and

(B) on the pressure switch's connector. Measure
the resistance between terminals (A) and (B)
on the pressure switch's connector. Wiggle the
switch's harness as you measure the resistance
in order to check for an intermittent problem with
the harness.

E. Switch the 16 amp circuit breaker for the ECM

ON. Turn the engine control switch to the STOP
position. Manually operate the prelube pump.
Press the “Manual Prelube” switch on the control
panel (if equipped). Make sure that the prelube
pump operates.
RENR5910-06
F. Observe the pressure gauge. Look for a rise in the
engine oil pressure. When the engine oil pressure
rises to 9 ± 3 kPa (1.3 ± 0.4 psi), measure the
resistance between terminals (A) and (B) on the
pressure switch's connector. Wiggle the switch's
harness as you measure the resistance in order to
check for an intermittent problem with the harness.
G. Turn OFF the prelube pump.
Expected Result:
When the prelube pump was OFF, the resistance was
greater than 20,000 Ohms. When the prelube pump
was ON and the engine oil pressure rose to 9 ± 3 kPa
(1.3 ± 0.4 psi), the resistance was less than 5 Ohms.
Results:
• OK – When the prelube pump was OFF, the
resistance was greater than 20,000 Ohms. When
the prelube pump was ON and the engine oil
pressure rose to 9 ± 3 kPa (1.3 ± 0.4 psi), the
resistance was less than 5 Ohms. The pressure
switch is operating properly. There may be a
problem in the engine harness.
Repair: Turn the engine control switch to the
OFF/RESET position. Switch the circuit breaker
for the ECM OFF.
Remove the pressure switch and the pressure
gauge from the tee. Remove the tee from the
cylinder block's port. Install the pressure switch
into the cylinder block's port. Tighten the pressure
switch according to Specifications, “Prelube
Pressure Switch”.
Proceed to Test Step 12.
• No – At least one of the resistance measurements
is not correct. The contacts of the prelube pump
pressure switch are stuck in the closed position
or in the open position.
Repair: Turn the engine control switch to the
OFF/RESET position. Switch the circuit breaker
for the ECM OFF.
Remove the pressure switch and the pressure
gauge from the tee. Remove the tee from the
cylinder block's port.
Install a new prelube pump pressure switch.
Tighten the pressure switch according to
Specifications, “Prelube Pressure Switch”. Connect
the engine harness to the switch.
STOP.
273
Troubleshooting Section
• No – The engine oil pressure did not rise to
9 ± 3 kPa (1.3 ± 0.4 psi) when the prelube pump
was ON. The engine oil is blocked from the
passages to the port for the pressure switch.
Repair: Turn the engine control switch to the
OFF/RESET position. Switch the circuit breaker
for the ECM OFF.
Determine the cause of the obstruction in the
passages for the engine oil. Make the necessary
repairs.
STOP.
Test Step 12. Check the Engine Harness
A. Make sure that the engine control switch is in the
OFF/RESET position and that the 16 amp circuit
breaker for the ECM is OFF.
B. Disconnect the terminal box P5 connector.
C. Install a jumper wire with the appropriate terminals
into terminals “A” and “B” of the engine harness
connector for the prelube pump pressure switch.
D. Use an ohmmeter to measure the resistance
between the P5 terminals for the prelube pump
pressure switch. Wiggle the engine harness as
you measure the resistance in order to check for
an intermittent problem. Be sure to wiggle the
harness near the connectors. In order to determine
the correct P5 terminals for your application, refer
to Illustration 167.
Expected Result:
The resistance is less than 5 Ohms.
Results:
• OK – The resistance is less than 5 Ohms. The
engine harness seems to be OK. There may be a
problem in the terminal box. Proceed to Test Step
13.
• Not OK – The resistance is greater than 5 Ohms.
There is a problem with a connection or with
the wiring in the engine harness between the P5
connector and the connector for the prelube pump
pressure switch.
Repair: Repair the connector(s) and/or the wiring,
when possible. Replace the harness, if necessary.
STOP.
Test Step 13. Check the Terminal Box
A. Make sure that the engine control switch is in the
OFF/RESET position and that the 16 amp circuit
breaker for the ECM is OFF.
274 RENR5910-06
Troubleshooting Section

B. Reconnect the engine harness P5 connector to i02875039

the terminal box.
C. Disconnect the ECM P1 connector.
D. Install a jumper wire with the appropriate terminals
into terminals “A” and “B” of the engine harness
connector for the prelube pump pressure switch.
E. Use an ohmmeter to measure the resistance
between the terminals P1-30 and P1-31 for the
prelube pump pressure switch. Wiggle the engine
harness as you measure the resistance in order
to check for an intermittent problem. Be sure to
wiggle the harness near the connectors.
Sensor Signal (Analog, Active)
- Test
SMCS Code: 1439-038
System Operation Description:
Use this procedure to troubleshoot the electrical
system if a problem is suspected with the circuit for
one of the analog sensors or if one of the diagnostic
codes in Table 92 is active or easily repeated.

Expected Result:

The resistance is less than 5 Ohms.

Results:

• OK – The resistance is less than 5 Ohms. The

prelube pump pressure switch, the engine harness,
and the wiring in the terminal box seem to be OK.
There may be a problem with the ECM.

Repair: It is unlikely that the ECM has failed.

Reconnect the P1 connector to the ECM.
Reconnect the prelube pump pressure switch to
the engine harness.

Exit this procedure and perform this procedure

again. If the condition is not resolved, temporarily
install a new ECM. Refer to Troubleshooting, “ECM
- Replace”.

If the problem is resolved with the new ECM,

install the original ECM and verify that the problem
returns. If the new ECM operates correctly and the
original ECM does not operate correctly, replace
the original ECM.

STOP.

• Not OK – The continuity for one or both of the

measurements is greater than 5 Ohms. There
is a problem with a connector or with the wiring
between the P1 connector and the J5 connector.

Repair: Turn the engine control switch to the OFF

position. Switch the 16 amp circuit breaker for
the ECM OFF. Repair the connector(s) and/or the
wiring, when possible. Replace the connector(s)
and/or the wiring, if necessary.

STOP.
RENR5910-06
Table 92
Code
100-3 Engine Oil Pressure Sensor :
Voltage Above Normal
100-4 Engine Oil Pressure Sensor :
Voltage Below Normal
101-3 Crankcase Air Pressure Sensor :
Voltage Above Normal
101-4 Crankcase Air Pressure Sensor :
Voltage Below Normal
172-3 Intake Manifold Air Temperature
Sensor : Voltage Above Normal
172-4 Intake Manifold Air Temperature
Sensor : Voltage Below Normal
174-3 Fuel Temperature Sensor : Voltage
Above Normal
174-4 Fuel Temperature Sensor : Voltage
Below Normal
175-3 Engine Oil Temperature Sensor :
Voltage Above Normal
175-4 Engine Oil Temperature Sensor :
Voltage Below Normal
542-3 Engine Oil Pressure Sensor -
Before Oil Filter : Voltage Above Normal
542-4 Engine Oil Pressure Sensor -
Before Oil Filter : Voltage Below Normal
The following analog sensors are used by these
engines. Refer to Troubleshooting, “Component
Location” for graphics that show the location of
the sensor's on the in-line engines and on the vee
engines.
• Filtered engine oil pressure
• Crankcase pressure
• Inlet air temperature
• Fuel temperature
• Engine oil temperature
275
Troubleshooting Section
Diagnostic Codes Table
Conditions which Generate this Code System Response
The Electronic Control Module (ECM)
has detected a voltage on the sensor's
signal wire that is greater than 4.8 volts
for 5 seconds.
The ECM has detected a voltage on the
sensor's signal wire that is less than 0.2
volts for 5 seconds.
The ECM has detected a voltage on the
sensor's signal wire that is greater than
4.5 volts for 5 seconds.
The ECM has detected a voltage on the
The ECM assumes the last valid
sensor's signal wire that is less than 0.5
value for the suspect sensor. The
volts for 5 seconds.
monitoring of the engine condition by
The ECM has detected a voltage on the the ECM is disabled. This disables
sensor's signal wire that is greater than the engine protection for the engine
4.8 volts for 5 seconds. condition.
The fuel is shut off. The shutdown
The ECM has detected a voltage on the output is activated. The code is
sensor's signal wire that is less than 0.2 logged.
volts for 5 seconds. Since the engine protection is
disabled, the engine is shut down.
The ECM has detected a voltage on the
The alarm output is activated.
sensor's signal wire that is greater than
4.5 volts for 5 seconds.
The ECM has detected a voltage on the
sensor's signal wire that is less than 0.5
volts for 5 seconds.
The ECM has detected a voltage on the
sensor's signal wire that is greater than
4.8 volts for 5 seconds.
The ECM has detected a voltage on the
sensor's signal wire that is less than 0.2
volts for 5 seconds.
The ECM has detected a voltage on the Engine operation is not affected.
sensor's signal wire that is greater than The value of the parameter is set to
4.8 volts for 5 seconds. the last value from the sensor that
is valid.
The ECM has detected a voltage on the Monitoring for restriction of the oil
sensor's signal wire that is less than 0.2 filters is disabled.
volts for 5 seconds. The alarm output is activated.
The code is logged.
• Unfiltered engine oil pressure
Background Information
The ECM continuously creates a pull-up voltage on
the signal wire for each sensor. The ECM uses this
pull-up voltage in order to detect a problem in the
signal circuit. When the ECM detects voltage that
is above a threshold on the signal wire, the ECM
activates a high voltage -3 diagnostic code. When
the ECM detects voltage that is below a threshold
on the signal wire, the ECM activates a low voltage
-4 diagnostic code.
276 RENR5910-06
Troubleshooting Section

Note: There may be a delay of 30 seconds or more

in order for Caterpillar Electronic Technician (ET) to
display an active diagnostic code. When you check
for a diagnostic code, be sure to wait at least 30
seconds.

The following components can cause these codes:

• Electrical connector or wiring

• Sensor
• ECM
The most likely cause of a code is a problem with an
electrical connector or wiring. The least likely cause
of a code is the ECM.

The ECM can be configured for one of these types of

speed control:

• 0 to 5 V potentiometer
• 4 to 20 mA
The “DESIRED SPEED” potentiometer (if equipped)
must be supplied with +5 VDC from the ECM. If the
“DESIRED SPEED” potentiometer has a short circuit
or the potentiometer's wiring has a short circuit, a
262-03 or 262-04 diagnostic code may be activated.
There are no diagnostic codes for the circuit of the
“DESIRED SPEED” potentiometer.
RENR5910-06 277
Troubleshooting Section

g01665733
Illustration 191
Schematic for the in-line engines and the vee engines
278 RENR5910-06
Troubleshooting Section

g01431198
Illustration 193
Terminal Box
(1) ECM connector J2/P2
(2) ECM connector J1/P1
(3) 16 amp circuit breaker
(4) Connectors J3/P3 for the customer's connector
(5) Connectors J4/P4 for the optional control panel (if equipped)
or for a customer's connector
(6) J5/P5 connectors for the harness from the sensors
(7) J6/P6 connectors for the harness from the sensors

g01431172
Illustration 192
P1 ECM connector
(2) 5 V supply
(3) Analog return
(14) Inlet manifold air temperature
(15) Fuel temperature
(16) Desired engine speed
(17) Engine oil temperature
(18) 5 V supply
(24) Filtered engine oil pressure
(25) Crankcase pressure
(35) Analog return

g01431200
Illustration 194
Terminal strip in the control panel
RENR5910-06 279
Troubleshooting Section

g01431233 g01431234
Illustration 195 Illustration 196
P5 terminals on bottom of terminal box for an in-line engine P5 terminals on bottom of terminal box for a vee engine
(P5-15) Return for the filtered oil pressure sensor (P5-15) Return for the engine oil temperature sensor
(P5-16) Filtered engine oil pressure (P5-16) Engine oil temperature
(P5-17) +5 VDC for the filtered oil pressure sensor (P5-17) +5 VDC for the engine oil temperature sensor
(P5-25) Return for the unfiltered oil pressure sensor (P5-25) Return for the unfiltered oil pressure sensor
(P5-26) Unfiltered engine oil pressure (P5-26) Unfiltered engine oil pressure
(P5-27) +5 VDC for the unfiltered oil pressure sensor (P5-27) +5 VDC for the unfiltered oil pressure sensor
(P5-33) Return for the engine oil temperature sensor (P5-33) Return for the filtered oil pressure sensor
(P5-34) Engine oil temperature (P5-34) Filtered engine oil pressure
(P5-35) +5 VDC for the engine oil temperature sensor (P5-35) +5 VDC for the filtered oil pressure sensor
(P6-37) Return for the fuel temperature sensor (P5-49) Return for the crankcase pressure sensor
(P5-38) Fuel temperature (P5-50) Crankcase pressure
(P6-39) +5 VDC for the fuel temperature sensor (P5-51) +5 VDC for the crankcase pressure sensor
(P5-54) Return for the crankcase pressure sensor (P5-59) Return for the inlet air temperature sensor
(P5-59) Return for the inlet air temperature sensor (P5-60) Inlet air temperature
(P5-60) Inlet air temperature (P5-61) +5 VDC for the inlet air temperature sensor
(P5-61) +5 VDC for the inlet air temperature sensor
(P5-66) Crankcase pressure
(P5-67) +5 VDC for the crankcase pressure sensor
280 RENR5910-06
Troubleshooting Section

Test Step 1. Determine if the Code is

Logged or Active
A. Connect Cat ET to the service tool connector.

B. Switch the 16 amp circuit breaker for the ECM

ON. Turn the engine control switch to the STOP
position.

C. Clear any logged diagnostic codes.

D. Monitor the active diagnostic code and the logged

diagnostic codes on Cat ET.

Note: Wait at least 30 seconds in order for diagnostic

codes to become active.

Identify the diagnostic code.

Results:

g01436909
Illustration 197
P6 terminals on bottom of terminal box for a vee engine
(P6-56) Fuel temperature
(P6-68) Return for the fuel temperature sensor
(P6-69) +5 VDC for the fuel temperature sensor
• Logged code
Repair: Do not troubleshoot a logged code unless
the code relates to an operator complaint. If the
code is logged and the code does not relate to an
operator complaint, clear the code.
If the code is logged and the code relates to an
operator complaint, proceed to Test Step 2.
• Active code – There is an active code for one of
the analog sensors. Proceed to Test Step 3.

Test Step 2. Check the Integrity of the

Connections at the Connectors
A. Install a 7X-1708 Multimeter Probe (RED) and a
7X-1709 Multimeter Probe (BLACK) onto the test
leads of a multimeter.

Note: Ensure that the multimeter probes are in good

repair. Bent probes may contact other terminals
inside the connector.

B. Check for an intermittent problem in the power

supply:

Note: Do not disconnect any harness connectors in

order to perform this procedure.

a. Carefully install the spoons (multimeter probes)

into terminal locations P1-2 (sensor supply) and
the P1-3 (analog return) at the ECM connector.
g01431259
Illustration 198
Harness connectors for the various sensors
b. While you observe the voltage reading on the
multimeter, wiggle the wires and pull on the
(A) 5 V supply
(B) Return
wires at the connector for the suspect sensor.
(C) Signal
The voltage reading will not vary more than 0.5
volts for a solid electrical connection.
RENR5910-06
c. Remove the spoons (multimeter probes) from
the connector.
d. Carefully install the spoons (multimeter probes)
into terminal locations A (sensor supply) and
B (analog return) on the sensor side of the
connector for the suspect sensor.
e. While you observe the voltage reading on the
multimeter, wiggle the wires and pull on the
wires for the sensor supply and the analog
return at the ECM connector.
The voltage reading will not vary more than 0.5
volts for a solid electrical connection.
f. Remove the spoons (multimeter probes) from
the connector.
C. Check for an intermittent signal:
Note: Do not disconnect any harness connectors in
order to perform this procedure.
a. Carefully install the spoons (multimeter probes)
into the terminal location for the signal wire of
the suspect sensor at the ECM connector and
the P1-3 (analog return).
b. While you observe the voltage reading from the
suspect sensor on the multimeter, wiggle the
wires and pull on the wires at the connector for
the suspect sensor.
c. Remove the spoons (multimeter probes) from
the connector.
d. Carefully install the spoons (multimeter probes)
into terminal locations C (signal) and B (analog
return) on the sensor side of the connector for
the suspect sensor.
e. While you observe the signal on the multimeter,
wiggle the wires and pull on the wires for the
sensor supply and the analog return at the
ECM connector.
f. Remove the spoons (multimeter probes) from
the connector.
D. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
Expected Result:
The voltage reading did not vary more than 0.5 volts
during either test. The signal was present and stable
during either test.
281
Troubleshooting Section
Results:
• OK – The voltage reading did not vary more than
0.5 volts during either test. The signal was present
and stable during either test.
Repair: The connections are OK at the connectors.
There does not appear to be an intermittent
problem in the circuit at this time. Return the
engine to service.
STOP.
• Not OK – The voltage reading varied more than
0.5 volts during the test or the signal was not
present or stable during the test.
Repair: Disconnect the suspect connector and
inspect the connector and the terminals for
moisture, damage, and corrosion. Repair the
connectors and/or the terminals. Return the engine
to service.
STOP.
Test Step 3. Check the Supply Voltage at
the Sensor Connector
A. Disconnect the harness connector for the suspect
sensor.
B. Measure the voltage between terminal A (sensor
supply) and terminal B (analog return) at the
harness connector for the suspect sensor.
Expected Result:
The voltage is between 4.5 VDC and 5.5 VDC.
Results:
• OK – The voltage is between 4.5 VDC and
5.5 VDC. The supply voltage is reaching the
sensor connector. If you are troubleshooting a -3
diagnostic code, proceed to Test Step 4. If you are
troubleshooting a -4 diagnostic code, proceed to
Test Step 7.
• Not OK – The voltage is less than 4.5 VDC or the
voltage is greater than 5.5 VDC.
Repair: The supply voltage at the sensor connector
is incorrect. There appears to be a problem in
the wiring harness or in a connector. There may
be a problem with the power supply at the ECM.
Perform the following procedure:
1. Disconnect the J1/P1 ECM connector.
2. Fabricate two jumper wires that are long enough
to be used to create test circuits at the ECM
connector. Crimp connector sockets to one end
of each of the jumper wires.
282
Troubleshooting Section
3. Remove the wires from terminal locations
P1-2 (sensor supply) and P1-3 (analog return).
Install a jumper wire into each of these terminal
locations.
4. Connect the J1/P1 ECM connector.
5. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
6. Measure the voltage between the jumper wire in
P1-2 (sensor supply) and P1-3 (analog return).
7. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.
8. Restore the wiring to the original configuration.
If the supply voltage between the jumper wires at
the ECM is between 4.5 VDC and 5.5 VDC, the
ECM is OK. There is a problem in the harness or in
a connector. Repair the wiring harness. Verify that
the repair resolved the original problem.
If the supply voltage at the ECM is not between
4.5 VDC and 5.5 VDC, there is a problem with the
ECM. Temporarily install a new ECM. Refer to
Troubleshooting, “ECM - Replace”. If the problem
is resolved with the new ECM, install the original
ECM and verify that the problem returns. If the new
ECM operates correctly and the original ECM does
not operate correctly, replace the original ECM.
Verify that the repair resolved the original problem.
STOP.
Test Step 4. Check for Battery Voltage on
the Signal Wire
Measure the voltage between terminals C (sensor
signal) and B (analog return) on the harness
connector for the suspect sensor.
Expected Result:
The voltage measurement is less than the +Battery
voltage.
Results:
• OK – The voltage measurement is less than the
+Battery voltage. The signal wire is not shorted to
the +Battery. Proceed to Test Step 5.
• Not OK – The voltage measurement is
approximately equal to the +Battery voltage. The
signal wire is shorted to the +Battery.
RENR5910-06
Repair: Repair the wiring, when possible. Replace
parts, if necessary. Verify that the problem is
resolved.
STOP.
Test Step 5. Check the Signal Wire for an
Open Circuit
A. Disconnect the sensor that relates to the
diagnostic code.
B. Connect a jumper wire between the signal terminal
and the return terminal on the harness connector
for the suspect sensor. This will replace the sensor
with a short circuit.
C. Check that the -3 diagnostic code becomes a -4
diagnostic code with the jumper wire in place.
Expected Result:
The -3 code does not change to a -4 code when the
jumper wire is connected.
Results:
• OK – The -3 code does not change to a -4 code
when the jumper wire is connected. Connect the
sensor. There is a problem with the wiring harness
or with the ECM. Proceed to Test Step 6.
• Not OK – The -3 code changes to a -4 code when
the jumper wire is connected. The wiring harness
and the ECM are OK.
Repair: Perform the following procedure:
1. Remove the jumper wire.
2. Connect a new sensor to the engine harness.
Do not install the sensor into the engine.
3. Verify that the active -3 diagnostic code does
not recur.
4. Install the sensor into the engine.
5. Clear all logged diagnostic codes and return the
engine to service.
STOP.
Test Step 6. Check the ECM for Proper
Operation
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
RENR5910-06
B. Fabricate a jumper wire that is long enough to
create a test circuit across the ECM connector.
Crimp connector sockets to each end of the
jumper wire.
C. Determine the terminal location at the P1 ECM
connector for the signal wire and the return wire
of the suspect sensor.
D. Remove the signal terminal and the return terminal
from the ECM connector.
E. Install the jumper wire between the terminal
locations for the signal and the return at the ECM
connector. This will effectively replace the engine
wiring with a short circuit.
F. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
G. Use Cat ET to check for a -4 diagnostic code.
Expected Result:
A -4 code is active when the jumper wire is installed.
Results:
• OK – A -4 code is active when the jumper wire is
installed. The ECM detected the jumper wire at
the ECM connector. However, the ECM did not
detect the jumper wire at the harness connector for
the sensor. There is an open circuit in the wiring
harness.
Repair: Repair the wiring harness, when possible.
Replace parts, if necessary. Verify that the problem
is resolved.
STOP.
• Not OK – A -4 code is not active when the jumper
wire is installed.
Repair: The ECM does not detect the short circuit
at the ECM connector. There is a problem with the
ECM. Perform the following procedure:
Temporarily install a new ECM. Refer to
Troubleshooting, “ECM - Replace”.
If the problem is resolved with the new ECM,
install the original ECM and verify that the problem
returns. If the new ECM operates correctly and the
original ECM does not operate correctly, replace
the original ECM.
STOP.
283
Troubleshooting Section
Test Step 7. Check the Signal Wire for a
Short Circuit
A. Disconnect the connector for the suspect sensor
with the -4 diagnostic code.
B. Use Cat ET to check that a -3 diagnostic code
becomes active.
C. Connect the sensor and check that the -4
diagnostic code recurs.
Expected Result:
When the sensor is disconnected, the -4 code
remains active.
Results:
• OK – When the sensor is disconnected, the -4
code remains active. Connect the sensor. There is
a problem with the wiring harness or with the ECM.
Proceed to Test Step 8.
• Not OK – When the sensor is disconnected, the -4
code changes to a -3 code. The harness and the
ECM are OK. There is a problem with the sensor.
Repair: Perform the following procedure:
1. Connect a new sensor to the engine harness.
Do not install the sensor into the engine.
2. Verify that the active -4 diagnostic code does
not recur.
3. Install the sensor into the engine.
4. Clear all logged diagnostic codes and return the
engine to service.
STOP.
Test Step 8. Check the ECM for Proper
Operation
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
B. Determine the terminal location at the P1 ECM
connector for the signal wire of the suspect sensor.
C. Remove the signal wire from the ECM connector.
D. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
E. Check if the -4 diagnostic code becomes an active
-3 active code.
284 RENR5910-06
Troubleshooting Section

Expected Result:

A -3 code is active when the signal wire is

disconnected from the ECM connector.

Results:

• OK – A -3 code becomes active when the signal

wire is removed from the ECM connector.

Repair: The ECM detected the open circuit at the

ECM connector. However, the ECM did not detect
the open circuit at the harness connector for the
sensor. There is a problem with the wiring between
the ECM connector and the harness connector
for the sensor. There may be a problem with a
connector. Repair the wiring or the connector,
when possible. Replace parts, if necessary. Verify
that the problem is resolved.

STOP.

• Not OK – A -3 code is not active when the signal

wire is disconnected from the ECM connector.

Repair: The ECM did not detect the open circuit at

the ECM connector. There is a problem with the
ECM. The ECM does not detect the open circuit at
the ECM connector. There is a problem with the
ECM. Perform the following procedure:

Temporarily install a new ECM. Refer to

Troubleshooting, “ECM - Replace”.

If the problem is resolved with the new ECM,

install the original ECM and verify that the problem
returns. If the new ECM operates correctly and the
original ECM does not operate correctly, replace
the original ECM.

STOP.

i02876644

Sensor Signal (Analog,

Passive) - Test
SMCS Code: 1439-038

System Operation Description:

Use this procedure to troubleshoot the electrical

system if a problem is suspected with the coolant
temperature sensor or if any one of the diagnostic
codes in Table 93 is active or easily repeated.
RENR5910-06 285
Troubleshooting Section

Table 93
Code and Description
110-3 Engine Coolant Temperature
Sensor voltage above normal
110-4 Engine Coolant Temperature
Sensor voltage below normal
Diagnostic Codes Table
Conditions which Generate this Code
The Electronic Control Module (ECM)
detects a signal voltage that is more
than 4.8 VDC for five seconds.
The ECM detects a signal voltage that is
less than 0.2 VDC for five seconds.
System Response
The ECM assumes the last valid value
for the engine coolant temperature. The
monitoring of the coolant temperature
is disabled. This disables the engine
protection for low coolant temperature
and high coolant temperature.
The fuel is shut off. The shutdown
output is activated. The code is logged.
Since the engine protection is disabled,
the engine is shut down.
The alarm output is activated.

System Operation

Use this procedure to troubleshoot any suspect

problems with the engine's coolant temperature
sensor. Refer to Troubleshooting, “Component
Location” for graphics that show the location of the
sensor on the in-line engines and on the vee engines.

The sensor signal for the passive sensor is routed

from the ECM to terminal 1 of the sensor connector.
The sensor return for the passive sensors is routed
from the ECM to terminal 2 of the sensor connector.

The ECM continuously creates a pull-up voltage on

the signal wire for each sensor. The ECM uses this
pull-up voltage in order to detect a problem in the
signal circuit. When the ECM detects voltage that
is above a threshold on the signal wire, the ECM
activates a high voltage -3 diagnostic code. When
the ECM detects voltage that is below a threshold
on the signal wire, the ECM activates a low voltage
-4 diagnostic code.

Note: There may be a delay of 30 seconds or more

in order for Caterpillar Electronic Technician (ET) to
display an active diagnostic code. When you check
for a diagnostic code, be sure to wait at least 30
seconds.

The following components can cause these codes:

• Electrical connector or wiring

• Sensor
• ECM
The most likely cause of a code is a problem with an
electrical connector or wiring. The least likely cause
of a code is the ECM.
286 RENR5910-06
Troubleshooting Section

g01431487
Illustration 199
Schematic for the passive analog sensor

g01155187
Illustration 201
Terminal locations at the connector for the passive analog sensor
(Terminal 1) Sensor signal
(Terminal 2) Analog sensor return

g01420865
Illustration 200
Terminal locations at the P1 ECM connector for the passive analog
sensors
(P1-3) Analog return
(P1-27) Engine coolant temperature

g01431495
Illustration 202
P5 terminals on bottom of terminal box for an in-line engine
(P5-50) Engine coolant temperature
(P5-49) Analog return
RENR5910-06 287
Troubleshooting Section

Test Step 1. Check for “Active” or

“Logged” Diagnostic Codes
A. Connect Cat ET to the service tool connector.

B. Switch the 16 amp circuit breaker for the ECM

ON. Turn the engine control switch to the STOP
position.

C. Monitor the diagnostic codes on Cat ET. Check

and record any diagnostic codes.

Note: Wait at least 30 seconds in order for the

diagnostic codes to become active.

D. Determine if a diagnostic code has occurred

several times.

Note: A diagnostic code that is logged several

times is an indication of an intermittent problem.
Most intermittent problems are the result of a
poor connection between a socket and a pin in a
connector or of a poor connection between a wire
and a terminal.

E. Determine if the problem is active and related to

one of the following failure modes for the analog
g01431502
passive sensor:
Illustration 203
P5 terminals on bottom of terminal box for a vee engine • -3
(P5-41) Analog return
(P5-42) Engine coolant temperature • -4
Expected Result:

A diagnostic code is not active.

Results:

• OK – A diagnostic code is not active.

Repair: There may be an intermittent electrical
problem in the harness or in a connector. If an
intermittent electrical problem is suspected, refer to
Troubleshooting, “Electrical Connectors - Inspect”
for information that is related to troubleshooting
these problems.

STOP.

• Active -3 – An active -3 diagnostic code is present.

The ECM detects an open in the circuit for the
sensor. Proceed to Test Step 2.
g01431198
Illustration 204
Terminal Box
• Active -4 – An active -4 diagnostic code is present.
Proceed to Test Step 4.
(1) ECM connector J2/P2
(2) ECM connector J1/P1
(3) 16 amp circuit breaker
Test Step 2. Check for Battery Voltage on
(4) Connectors J3/P3 for the customer's connector the Signal Wire
(5) Connectors J4/P4 for the optional control panel (if equipped)
or for a customer's connector A. Measure the voltage on the harness side of the
(6) J5/P5 connectors for the harness from the sensors sensor connector between pin 1 and engine
(7) J6/P6 connectors for the harness from the sensors
ground for the coolant temperature sensor.
288
Troubleshooting Section
Expected Result:
The signal voltage is less than battery voltage.
Results:
• OK – The signal voltage is less than battery
voltage. The circuit for the signal is not shorted to
the +Battery. Proceed to Test Step 3.
• Not OK – The signal voltage is equal to battery
voltage.
Repair: There is a short circuit to the +Battery in
the harness. Repair the wiring harness or replace
the wiring harness. Verify that the repair has
resolved the original problem.
STOP.
Test Step 3. Create a Short Circuit at the
Connector for the Coolant Temperature
Sensor
A. Disconnect the harness connector for the coolant
temperature sensor.
B. Fabricate a jumper wire that is long enough to
create a test circuit across the harness side of the
sensor connector. Crimp connector pins to each
end of the jumper wire.
C. Install the jumper wire between terminal 1 (sensor
signal) and terminal 2 (sensor return) at the sensor
connector.
D. Access the “Active Diagnostic Code” screen on
Cat ET. Check for an active -4 diagnostic code for
the coolant temperature sensor.
Wait at least 30 seconds in order for the diagnostic
codes to become active.
E. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
Expected Result:
A -4 diagnostic code is now active for the coolant
temperature sensor.
Results:
• OK – A -4 diagnostic code became active with the
jumper wire in place.
Repair: A -3 diagnostic code was active before
creating the short at the sensor connector. A -4
diagnostic code became active after creating the
short at the sensor connector. The wiring between
the ECM and the sensor connector is OK. Perform
the following procedure:
RENR5910-06
Temporarily connect a new sensor to the harness,
but do not install the new sensor in the engine.
Verify that there are no active diagnostic codes for
the sensor. If there are no active diagnostic codes
for the sensor, permanently install the new sensor.
Clear any logged diagnostic codes.
STOP.
• Not OK – A -3 diagnostic code is still active for
the coolant temperature sensor. There is an open
circuit between the sensor connector and the ECM.
There may be a problem with the ECM. Leave the
sensor disconnected. Proceed to Test Step 5.
Test Step 4. Create an Open Circuit at the
Connector for the Coolant Temperature
Sensor
A. Disconnect the sensor connector for the coolant
temperature sensor.
B. Access the “Active Diagnostic Code” screen on
Cat ET. Check for an active -3 diagnostic code.
Wait at least 30 seconds in order for the diagnostic
codes to become active.
C. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
Expected Result:
A -3 diagnostic code is now active for the coolant
temperature sensor.
Results:
• OK – A -3 diagnostic code becomes active while
the sensor connector is disconnected.
Repair: A -4 diagnostic code was active before
disconnecting the sensor. A -3 diagnostic code
became active after disconnecting the sensor. The
wiring between the ECM and the sensor connector
is OK. Perform the following procedure:
Temporarily connect a new sensor to the harness,
but do not install the new sensor in the engine.
Verify that there are no active diagnostic codes for
the sensor. If there are no active diagnostic codes
for the sensor, permanently install the new sensor.
Clear any logged diagnostic codes.
STOP.
• Not OK – A -4 diagnostic code is still active for
the coolant temperature sensor. There is a short
circuit between the sensor connector and the ECM.
There may be a problem with the ECM. Proceed
to Test Step 5.
RENR5910-06
Test Step 5. Check for Proper Operation
of the ECM
A. Fabricate a jumper wire that is long enough to
create a test circuit between the ECM connector
and the negative battery connection. Crimp a
connector socket to one end of the jumper wire.
B. Disconnect the J1/P1 ECM connectors.
C. Use a wire removal tool to remove the wire from
terminal location P1-27 at the ECM connector.
D. Install the socket end of the jumper wire into this
terminal location.
E. Connect the J1/P1 ECM connectors.
F. Check the operation of the ECM by creating an
open circuit at the ECM.
a. During this portion of the test, be sure to hold
the loose end of the jumper wire away from
any ground source in order to create an open
circuit condition.
b. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
c. Monitor the “Active Diagnostic Code” screen on
Cat ET. Wait at least 30 seconds for activation
of the code.
An open circuit diagnostic code -3 should be
active for the coolant temperature sensor.
G. Check the operation of the ECM by creating a
short at the ECM.
a. Install the loose end of the jumper wire that is
for the signal wire to the ECM ground strap.
Ensure that a good connection is made to the
engine ground.
b. Monitor the “Active Diagnostic Code” screen on
Cat ET. Wait at least 30 seconds for activation
of the code.
A -4 diagnostic code should be active when the
wire jumper is connected to engine ground.
c. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.
d. Remove the jumper wire. Restore the wiring to
the original configuration.
289
Troubleshooting Section
Expected Result:
A -3 diagnostic code is active while the jumper wire
is not grounded to engine ground. A -4 diagnostic
code is active while the jumper wire is connected to
the engine ground.
Results:
• OK – The correct diagnostic codes became active
during the test procedure.
Repair: The ECM is operating properly. The
problem is in the wiring between the ECM and the
connector for the sensor.
The problem is most likely in the signal wire for the
sensor. Repair the signal wire for the sensor. Verify
that the original condition has been resolved.
STOP.
• Not OK – One of the following conditions exists:
The -3 diagnostic code is not active when the open
circuit condition is present on the signal wire of
the coolant temperature sensor. The -4 diagnostic
code is not active when the signal wire for the
coolant temperature sensor is connected to engine
ground.
Repair: The ECM is not operating properly.
Perform the following procedure:
Temporarily install a new ECM. Refer to
Troubleshooting, “ECM - Replace”.
If the problem is resolved with the new ECM,
install the original ECM and verify that the problem
returns. If the new ECM operates correctly and the
original ECM does not operate correctly, replace
the original ECM.
STOP.
i02883580
Sensor Signal (PWM) - Test
SMCS Code: 1439-038
System Operation Description:
Use this procedure to troubleshoot the electrical
system if a problem is suspected with one of the
circuit for the coolant pressure sensor or if any one
of the diagnostic codes in Table 94 is active or easily
repeated.
290
Troubleshooting Section
Table 94
Diagnostic Codes Table
Code Conditions which Generate this Code
109-3 Engine Coolant Outlet Pressure The duty cycle of the pressure sensor is
Sensor : Voltage Above Normal outside the range of the sensor.
109-8 Engine Coolant Outlet Pressure
Sensor : Abnormal Frequency, Pulse
Width, or Period
Refer to Troubleshooting, “Component Location” for
graphics that show the location of the sensor's on the
in-line engines and on the vee engines.
The engine coolant pressure sensor is a Pulse Width
Modulated sensor (PWM).
Pulse Width Modulation (PWM) – This is a digital
signal. The frequency is constant: the percent on time
versus the period is called a duty cycle. If the signal
is on for 50 percent of the period as an example,
the duty cycle is 50 percent. This provides a more
accurate status for a parameter than a signal that
can only be ON or OFF.
g01435459
Illustration 205
Sample duty cycles that are low, medium, and high.
RENR5910-06
System Response
The code is logged.
The alarm output is activated.
Note: Excessive pressure can generate false
“noisy signal” diagnostic codes. If the actual engine
coolant pressure is greater than approximately
444 kPa (64 psi), a “109-08 Engine Coolant Outlet
Pressure Sensor noisy signal” diagnostic code will be
generated. Although there is not a problem with the
sensor, the code will be generated.
If a “109-08” diagnostic code is generated, measure
the absolute pressure with a pressure gauge before
you troubleshoot the sensor. If the pressure is
actually too high, reduce the pressure in order to
avoid the false diagnostic codes from being activated.
The “109-03” diagnostic code is probably caused
by a problem with an electrical connector or with a
harness. The next likely cause is a problem with a
sensor. The least likely cause is a problem with the
Electronic Control Module (ECM).
Logged diagnostic codes provide a historical record.
Before you begin this procedure, use Caterpillar
Electronic Technician (ET) to print the logged codes
to a file.
This troubleshooting procedure may generate
additional diagnostic codes. Keep your mind on
correcting the cause of the original diagnostic code.
Clear the diagnostic codes after the problem is
resolved.
RENR5910-06 291
Troubleshooting Section

g01435426
Illustration 206
Schematic of the circuit for the PWM sensor on the in-line engines and the vee engines
The PWM sensor is connected to the ECM via the J5/P5 connectors on the terminal box.

Test Step 1. Inspect the Electrical • J2/P2 connectors for the ECM
Connectors and Wiring
• J5/P5 connectors on the terminal box
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the • Engine harness connectors for the sensor
ECM to the OFF position.
a. Check the torque of the allen head screws
Note: For the following steps, refer to for each of the ECM connectors. Refer to
Troubleshooting, “Electrical Connectors - Troubleshooting, “Electrical Connectors -
Inspect”. Inspect” for the correct torque values.

g01431198
Illustration 207
Terminal Box
(1) ECM connector J2/P2
(2) ECM connector J1/P1
(3) 16 amp circuit breaker
(4) Connectors J3/P3 for the customer's connector
(5) Connectors J4/P4 for the optional control panel (if equipped)
or for a customer's connector
(6) J5/P5 connectors for the harness from the sensors
(7) J6/P6 connectors for the harness from the sensors

B. Thoroughly inspect each of the following

connectors:
292 RENR5910-06
Troubleshooting Section

g01435436
Illustration 209
Terminal locations at the P5 connector on the terminal box that are
for the circuit of the coolant pressure sensor on in-line engines
(P5-40) Shield
(P5-41) Sensor return
(P5-42) Signal for the engine coolant pressure
(P5-43) +8 Volt supply
g01435431
Illustration 208
Terminal locations on the ECM P2 connector for the coolant
pressure sensor on the in-line engines and the vee engines
(P2-65) +8 Volt supply
(P2-66) Sensor return
(P2-68) Signal for the engine coolant pressure
RENR5910-06
g01435442
Illustration 210
Terminal locations at the P5 connector on the terminal box that are
for the circuit of the coolant pressure sensor on vee engines
(P5-11) Shield
(P5-21) Sensor return
(P5-29) Signal for the engine coolant pressure
(P5-37) +8 Volt supply
b. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the circuit for the
PWM sensor.
c. Thoroughly check the harness and wiring for
abrasion and for pinch points from the sensor
to the ECM.
Expected Result:
All connectors, pins, and sockets are connected
properly. The connectors and the wiring do not have
corrosion, abrasion, or pinch points.
Results:
• OK – All connectors, pins, and sockets are
connected properly. The connectors and the wiring
do not have corrosion, abrasion, or pinch points.
The components are in good condition with proper
connections. Proceed to Test Step 2.
293
Troubleshooting Section
• Not OK – At least one of the connectors, pins,
or sockets is not connected properly. At least
one connector or wire has corrosion, abrasion,
and/or pinch points. The components are not in
good condition and/or at least one connection is
improper.
Repair: Perform the necessary repairs and/or
replace parts, if necessary.
STOP.
Test Step 2. Check for Active Diagnostic
Codes for the PWM Sensor
A. Turn on the “Active Diagnostic” screen on Cat ET.
Determine if either of these diagnostic codes are
active:
• 109-03 Coolant Outlet Pressure open/short to
+batt
• 109-08 Engine Coolant Outlet Pressure noisy
signal
Expected Result:
Neither of the codes are active.
Results:
• OK – Neither of the codes are active.
Repair: If any of the above codes are logged
and the engine is not running properly, refer to
Troubleshooting, “Symptom Troubleshooting”.
If the engine is running properly at this time, there
may be an intermittent problem in the harness
that is causing the codes to be logged. Refer to
Troubleshooting, “Electrical Connectors - Inspect”.
STOP.
• Not OK – At least one of the above diagnostic
codes is active. Proceed to Test Step 3.
Test Step 3. Check the Supply Voltage at
the Sensor
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
B. Disconnect the engine harness connector from
the engine coolant pressure sensor.
C. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
294 RENR5910-06
Troubleshooting Section

g00852837 g00852837
Illustration 211 Illustration 212
Engine harness connector for the engine coolant pressure sensor Engine harness connector for the engine coolant pressure sensor
(A) +8 V supply (A) +8 V supply
(B) Sensor return (B) Sensor return
(C) Signal (C) Signal

D. Measure the voltage between terminals “A” and C. Use a multimeter that is capable of measuring
“B” on the engine harness connector for the both the duty cycle and the frequency. Connect
engine coolant pressure sensor. the multimeter to the wire from terminal C and
terminal B (Sensor return) of the sensor connector.
Expected Result:
D. Turn the engine control switch to the STOP
The voltage is 8.0 ± 0.8 VDC. position. Switch the 16 amp circuit breaker for the
ECM ON.
Results:
E. Measure the duty cycle and the frequency of the
• OK – The voltage is within the specification. The sensor. Record the values.
correct voltage is available to the sensor. Proceed
to Test Step 4. Expected Result:

• Not OK – The voltage is not within the specification.
The correct supply voltage is not available to the
sensor. There is probably an open circuit between
the ECM and the sensor. Proceed to Test Step 7.
Test Step 4. Check the Sensor Signal at
the Sensor
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
B. Remove the signal wire for the engine coolant
pressure sensor from terminal C of the sensor
connector.
The frequency is between 400 and 600 Hz.
The duty cycle is between 5 and 95 percent.
Results:
• OK – The frequency and the duty cycle are
within the specifications. The sensor is creating
a valid signal. Return the wiring to the original
configuration. Proceed to Test Step 5.
• Not OK – The sensor signal is not within the
specifications. The sensor is receiving the correct
supply voltage but the sensor is not producing a
valid signal.

Repair: Perform the following procedure:

1. Verify that the connectors for the engine coolant

pressure sensor do not have moisture or
corrosion. Refer to Troubleshooting, “Electrical
Connectors - Inspect”.

2. Check the frequency and the duty cycle of the

sensor signal again.
RENR5910-06 295
Troubleshooting Section

3. If the frequency and the duty cycle of the sensor

signal are incorrect, disconnect the sensor.
Connect a sensor that is known to be good. Do
not install the new sensor into the engine yet.

4. Switch the 16 amp circuit breaker for the ECM

ON. Turn the engine control switch to the STOP
position.

5. Check for an active diagnostic code for the

PWM sensor. If the code is not active for the
new sensor, install the sensor into the engine.
Clear any logged diagnostic codes. Verify that
the problem is resolved.

STOP.

Test Step 5. Check the Sensor's Signal

at the Terminal Box

g01435442
Illustration 214
Terminal locations at the P5 connector on the terminal box that are
for the circuit of the coolant pressure sensor on vee engines
(P5-11) Shield
(P5-21) Sensor return
(P5-29) Signal for the engine coolant pressure
(P5-37) +8 Volt supply

A. Turn the engine control switch to the OFF/RESET

position. Switch the 16 amp circuit breaker for the
ECM OFF.

B. Remove the signal wire for the coolant pressure

sensor from the P5 connector at the terminal box.

C. Use a multimeter that is capable of measuring

both the duty cycle and the frequency. Connect
the multimeter between the signal wire from the
P5 connector and the sensor's return wire at the
Illustration 213
g01435436 P5 connector.
Terminal locations at the P5 connector on the terminal box that are
for the circuit of the coolant pressure sensor on in-line engines
D. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
(P5-40) Shield
(P5-41) Sensor return
position.
(P5-42) Signal for the engine coolant pressure
(P5-43) +8 Volt supply E. Measure the duty cycle and the frequency of the
sensor. Record the values.

Expected Result:

The frequency is between 400 and 600 Hz.

The duty cycle is between 5 and 95 percent.

296 RENR5910-06
Troubleshooting Section

The frequency and the duty cycle are approximately Test Step 6. Check the Sensor's Signal
equal to the values that were recorded for the at the ECM
previous Test Step.

Results:

• OK – The frequency and the duty cycle of the

signal are within the specifications. The signal
that is developed by the sensor is present at the
terminal box. The engine harness appears to be
OK. There may be a problem with a connector or
with the harness inside the terminal box. Proceed
to Test Step 6.

• Not OK – The frequency or the duty cycle of the

signal are not within the specifications. The signal
that is developed by the sensor is not present at
the terminal box. The signal wire in the engine
harness has a problem. There may be a problem
with a connector.

Repair: Repair the harness or the connector, when

possible. Replace the harness, if necessary.

STOP.

g01435431
Illustration 215
Harness side of the ECM P2 connector
(P2-65) +8 Volt supply
(P2-66) Sensor return
(P2-68) Signal for the engine coolant pressure

A. Turn the engine control switch to the OFF/RESET

position. Switch the 16 amp circuit breaker for the
ECM OFF.

B. Remove the signal wire from terminal P2-68 at

ECM connector P2. Use a multimeter that is
capable of measuring both the duty cycle and
the frequency. Connect the multimeter between
the signal wire from the P2 connector and the
sensor's return wire at terminal P2-66.

C. Switch the 16 amp circuit breaker for the ECM

ON. Turn the engine control switch to the STOP
position.

D. Measure the frequency and the duty cycle of the

signal.
RENR5910-06 297
Troubleshooting Section

Expected Result: Test Step 7. Check the Sensor Supply

Voltage at the Terminal Box
The frequency is between 400 and 600 Hz.

The duty cycle is between 5 and 95 percent.

The frequency and the duty cycle are approximately

equal to the values that were previously recorded.

Results:

• OK – The frequency and the duty cycle of the

signal are within the specifications. The signal
that is developed by the sensor is present at the
ECM. The connectors and the harness inside the
terminal box appear to be OK. There may be a
problem with the ECM.

Repair: It is unlikely that the ECM has failed.

Perform the following procedure:

1. Turn the engine control switch to the

OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.

2. Return all wiring to the original configuration.

Exit this procedure and perform this procedure

again. If the problem is not resolved, temporarily
install a new ECM. Refer to Troubleshooting, “ECM
- Replace”. Illustration 216
g01435436

Terminal locations at the P5 connector on the terminal box that are

If the problem is resolved with the new ECM, for the circuit of the coolant pressure sensor on in-line engines
install the original ECM and verify that the problem (P5-40) Shield
returns. If the new ECM operates correctly and the (P5-41) Sensor return
original ECM does not operate correctly, replace (P5-42) Signal for the engine coolant pressure
the original ECM. Refer to Troubleshooting, “ECM (P5-43) +8 Volt supply
- Replace”.

Clear any logged diagnostic codes. Verify that the

problem is resolved.

STOP.

• Not OK – The frequency or the duty cycle of the

signal are not within the specifications. The signal
that is developed by the sensor is not present at
the ECM. There is a problem with the harness
inside the terminal box. There may be a problem
with a connector.

Repair: Repair the harness or the connector, when

possible. Replace the harness, if necessary.

STOP.
298 RENR5910-06
Troubleshooting Section

Results:

• OK – The 8 volt supply voltage is present at the

J5 connector in the terminal box. The voltage
supply was not available at the sensor. The engine
harness between the J5 connector and the sensor
connector appears to have a problem. There may
be a problem with a connector.

Repair: Repair the engine harness or the

connector, when possible. Replace the harness, if
necessary.

STOP.

• Not OK – The sensor voltage supply is not present

at the terminal box. The harness inside the terminal
box appears to have a problem or there may be a
problem with the ECM. Proceed to Test Step 8.

Test Step 8. Check the 8 Volt Supply

Voltage at the ECM
A. Disconnect the J2/P2 ECM connector.

B. Fabricate two jumper wires that are long enough

to be used to measure the supply voltage at the
g01435442
ECM connector. Crimp connector sockets to one
Illustration 217 end of each jumper wire.
Terminal locations at the P5 connector on the terminal box that are
for the circuit of the coolant pressure sensor on vee engines C. Remove the wires from terminal locations P2-65
(P5-11) Shield (8 V sensor supply) and P2-66 (sensor return).
(P5-21) Sensor return Install a jumper wire into each of these terminal
(P5-29) Signal for the engine coolant pressure
(P5-37) +8 Volt supply
locations.

A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
B. Remove the wires from the J5 connector in the
terminal box for the 8 volt supply wire and the
sensor's return wire.
C. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
D. Measure the voltage between the 8 volt supply
wire and the sensor's return wire.
E. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
F. Return all wires to the original configuration.
Expected Result:
The voltage is 8.0 ± 0.8 VDC.
D. Connect the J2/P2 ECM connector.
E. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
F. Measure the voltage between the jumper wire in
P2-65 (8 V sensor supply)(8 V sensor supply) and
P2-66 (sensor return).
G. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
H. Return all wires to the original configuration.
Expected Result:
The voltage is 8.0 ± 0.8 VDC.
Results:
• OK – The voltage measurement is 8.0 ± 0.8 VDC.
The ECM is operating correctly.
RENR5910-06 299
Troubleshooting Section

Repair: The supply wire or the sensor's return wire

has an open circuit. Repair the wire.

STOP.

• Not OK – The voltage measurement is not 8.0 ±

0.8 VDC.

Repair: Replace the ECM. Perform the following

procedure:

1. Temporarily install a new ECM. Refer to

Troubleshooting, “ECM - Replace” for details.

If the problem is resolved with the new ECM,

install the original ECM and verify that the problem
returns. If the new ECM operates correctly and the
original ECM does not operate correctly, replace
the original ECM.

STOP.

i02876864

Sensor Supply - Test

SMCS Code: 1439-038

System Operation Description:

Use this procedure to troubleshoot the electrical

system if a problem is suspected with one of the
supply circuits or if any one of the diagnostic codes in
Table 95 is active or easily repeated.

Table 95
Diagnostic Codes Table
Code Conditions which Generate this Code System Response
41-3 8 Volt DC Supply : Voltage Above The 8 volt power supply is above normal The code is logged.
Normal for two seconds. The alarm output is activated.
The shutdown output is activated.
41-4 8 Volt DC Supply : Voltage Below The 8 volt power supply is below normal The engine is shut down.
Normal for two seconds.
262-3 5 Volt Sensor DC Power Supply : The 5 volt power supply is above normal
Voltage Above Normal for two seconds.
262-4 5 Volt Sensor DC Power Supply : The 5 volt power supply is below normal
Voltage Below Normal for two seconds.

Refer to Troubleshooting, “Component Location” for • Inlet air temperature

graphics that show the location of the sensor's on the
in-line engines and on the vee engines. • Fuel temperature
5 Volt Power Supply • Engine oil temperature
The Electronic Control Module (ECM) supplies 5.0 ± • Unfiltered engine oil pressure
0.5 VDC to these sensors:
• Desired speed potentiometer
• Filtered engine oil pressure
The ECM can be configured for one of these types of
• Crankcase pressure speed control:
300 RENR5910-06
Troubleshooting Section

• 0 to 5 V potentiometer
• 4 to 20 mA
The desired speed potentiometer (if equipped)
must be supplied with +5 VDC from the ECM. If the
desired speed potentiometer has a short circuit or the
potentiometer's wiring has a short circuit, a 262-03
or 262-04 diagnostic code may be activated. There
are no diagnostic codes for the circuit of the desired
speed potentiometer.

g01442990
Illustration 219
Terminal Box
(2) ECM connector J2/P2
(3) ECM connector J1/P1
(4) 16 amp circuit breaker
(5) Connectors J3/P3 for the customer's connector
(6) Connectors J4/P4 for the optional control panel (if equipped)
or for a customer's connector
(7) J5/P5 connectors for the harness from the sensors
(8) J6/P6 connectors for the harness from the sensors

8 Volt Power Supply

g01442989
Illustration 218
Control Panel (if equipped) The ECM supplies 8.0 ± 0.8 VDC to these sensors:
(1) Desired speed potentiometer
• Engine coolant pressure sensor
The internal circuits for J2-2 (sensor supply) and
J2-18 (speed control supply) are wired to the same • All of the detonation sensors
voltage source inside the ECM. A short circuit on one
The internal circuits for J2-56, J2-57 and J2-65 are
of these terminals will cause a short circuit on the
wired to the same voltage source inside the ECM. A
other terminal.
short circuit on one of these terminals will cause a
short circuit on the other terminals.
A 262-4 5 Volt Sensor DC Power Supply voltage
below normal will be activated if the following
A diagnostic code for the 8 volt sensor supply is
conditions occur:
probably caused by a short circuit or by an open
circuit in a harness. The next likely cause is a sensor
• The desired speed signal wire is shorted to ground. problem. The least likely cause is a problem with the
ECM.
• The speed control potentiometer is near the
maximum desired speed or at the maximum
desired speed.
Test Step 1. Inspect the Electrical
Connectors and the Wiring
A diagnostic code for the 5 volt power supply is
A. Turn the engine control switch to the OFF/RESET
probably caused by a short circuit or by an open
position. Switch the 16 amp circuit breaker for the
circuit in a harness. The next likely cause is a sensor
ECM OFF.
problem. The least likely cause is a problem with the
ECM.
B. Thoroughly inspect the condition of the connectors
that are for the sensors. Inspect the condition of
connectors that are located at the terminal box
for the ECM. Refer to Troubleshooting, “Electrical
Connectors - Inspect”.
RENR5910-06
C. Perform a 45 N (10 lb) pull test on each of the
wires in each of the circuits.
D. Check the torque of the allen head screws for each
of the ECM connectors. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for the correct
torque values.
E. Check the harness and the wiring for abrasion
and for pinch points from the sensors to the
appropriate connector on the terminal box.
Expected Result:
All connectors, pins, and sockets are connected
properly. The connectors and the wiring do not have
corrosion, abrasion, or pinch points. All of the sensors
are properly installed.
Results:
• OK – All connectors, pins, and sockets are
connected properly. The connectors and the wiring
do not have corrosion, abrasion, or pinch points.
The components are in good condition with proper
connections. Proceed to Test Step 2.
• Not OK – At least one of the connectors, pins, and
sockets are not connected properly. At least one
of the connectors and/or the wiring has corrosion,
abrasion, and/or pinch points.
Repair: Perform the necessary repairs and/or
replace parts, if necessary.
STOP.
Test Step 2. Check for Diagnostic Codes
A. Connect Caterpillar Electronic Technician
(ET) to the service tool connector. Refer to
Troubleshooting, “Electronic Service Tools”.
B. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
C. Use the “Active Diagnostic” screen on Cat ET.
Check for the following active diagnostic codes:
• 41-3 8 Volt DC Supply short to +batt
• 41-4 8 Volt DC Supply short to ground
• 262-3 5 Volt Sensor DC Power Supply voltage
above normal
• 262-4 5 Volt Sensor DC Power Supply voltage
below normal
301
Troubleshooting Section
Note: Monitor the active diagnostic code and the
logged diagnostic codes on Cat ET. Wait at least 30
seconds in order for diagnostic codes to become
active.
D. Adjust the potentiometer from the maximum speed
setting to the minimum speed setting while you
check for active diagnostic codes. Ensure that the
adjustment of the speed potentiometer is not the
cause of the active diagnostic code.
Expected Result:
None of the diagnostic codes that are listed above
are active.
Results:
• OK – None of the diagnostic codes for the sensor
supply are active at this time.
Repair: Use the “Logged Diagnostic” screen on
Cat ET to check for logged codes. Look for the
same codes that are listed above. If any of the
above codes are logged and the engine is running
properly, there may be an intermittent electrical
problem in a connector or on a wiring harness.
If an intermittent electrical problem is suspected,
refer to Troubleshooting, “Electrical Connectors -
Inspect” for troubleshooting information.
STOP.
• Active 262-3 or 262-4 Code – A 262-3 or 262-4
diagnostic code is active at this time. There is
a problem with one of the 5 volt supply circuits.
Proceed to Test Step 3.
• Active 41-3 or 41-4 Code – A 41-3 or 41-4
diagnostic code is active at this time. There is
a problem with one of the 8 volt supply circuits.
Proceed to Test Step 6.
Test Step 3. Disconnect the 5 Volt
Sensors and the Speed Potentiometer
while you Monitor the Active Diagnostic
Codes
302 RENR5910-06
Troubleshooting Section

g01665733
Illustration 220
Schematic for the 5 volt sensors on the in-line engines and the vee engines
RENR5910-06 303
Troubleshooting Section

A. Switch the 16 amp circuit breaker for the ECM Test Step 4. Disconnect the 5 Volt Supply
ON. Turn the engine control switch to the STOP to the Components at the P5 and P6
position. Connectors on the Terminal Box
B. Monitor the active diagnostic code screen on
Cat ET while you disconnect each 5 volt sensor
at the sensor connector. Also, disconnect the
wiring for the desired speed potentiometer at the
potentiometer. Check for an active 262-3 code or
an active 262-4 code after you disconnect each
of the components.

Note: Wait at least 30 seconds in order for the

diagnostic codes to become active.

C. Disconnect the following sensors one at a time:

• Filtered engine oil pressure

• Crankcase pressure
• Inlet air temperature
• Fuel temperature
• Engine oil temperature
• Unfiltered engine oil pressure
• Desired speed potentiometer
g01432049
D. Turn the engine control switch to the OFF/RESET Illustration 221
position. Switch the 16 amp circuit breaker for the Terminal locations at the P5 connector on the terminal box that are
ECM OFF. for the 5 volt supply circuit on vee engines
(P5-15) Return for the engine oil temperature sensor
Expected Result: (P5-17) +5 VDC for the engine oil temperature sensor
(P5-25) Return for the unfiltered oil pressure sensor
(P5-27) +5 VDC for the unfiltered oil pressure sensor
The diagnostic code deactivates when a particular (P5-33) Return for the filtered oil pressure sensor
sensor or the speed potentiometer is disconnected. (P5-35) +5 VDC for the filtered oil pressure sensor
(P5-49) Return for the crankcase pressure sensor
Results: (P5-51) +5 VDC for the crankcase pressure sensor
(P5-59) Return for the inlet air temperature sensor
(P5-61) +5 VDC for the inlet air temperature sensor
• OK – The diagnostic code deactivates when a
particular sensor or the speed potentiometer is
disconnected.

Repair: Connect the suspect component. If the

code returns, replace the component. Return all
wiring to the original configuration. Verify that the
problem is resolved.

STOP.

• Not OK – The diagnostic code remains active after

all of the 5 volt components are disconnected.
Leave all of the components disconnected. The 5
volt components are not the cause of the diagnostic
code. Proceed to Test Step 4.
304 RENR5910-06
Troubleshooting Section

g01432055
Illustration 222
Terminal locations at the P6 connector on the terminal box that are
for the 5 volt supply circuit on vee engines
(P6-68) Return for the fuel temperature sensor
(P6-69) +5 VDC for the fuel temperature sensor
g01432056
Illustration 223
Terminal locations at the P5 connector on the terminal box that are
for the 5 volt supply circuit on in-line engines
(P5-15) Return for the filtered oil pressure sensor
(P5-17) +5 VDC for the filtered oil pressure sensor
(P5-25) Return for the unfiltered oil pressure sensor
(P5-27) +5 VDC for the unfiltered oil pressure sensor
(P5-33) Return for the engine oil temperature sensor
(P5-35) +5 VDC for the engine oil temperature sensor
(P6-37) Return for the fuel temperature sensor
(P6-39) +5 VDC for the fuel temperature sensor
(P5-54) Return for the crankcase pressure sensor
(P5-67) +5 VDC for the crankcase pressure sensor
(P5-59) Return for the inlet air temperature sensor
(P5-61) +5 VDC for the inlet air temperature sensor
RENR5910-06 305
Troubleshooting Section

Repair: Reconnect the wire. If the code returns, the

wire between the connectors on the terminal box
and the connectors for the components is shorted
to ground or shorted to another wire in the harness.
Repair the wire. Return all wiring to the original
configuration. Verify that the problem is resolved.

STOP.

• Not OK – The diagnostic code remains active after

all of the supply wires to the 5 volt components are
disconnected. Leave all of the wires disconnected.
The supply wires to the 5 volt components are not
the cause of the diagnostic code. Proceed to Test
Step 5.

Test Step 5. Measure the Voltage of the 5

Volt Supplies at the ECM

g01667078
Illustration 224
Terminal locations at the P4 connector on the terminal box that are
for the circuit for the desired speed potentiometer
(P4-N) 5 volt supply for the desired speed potentiometer
(P4-p) Return for the desired speed potentiometer
(P4-g) Return for the desired speed potentiometer
(P4-X) Desired speed signal

A. Switch the 16 amp circuit breaker for the ECM

ON. Turn the engine control switch to the STOP
position.

B. Monitor the active diagnostic code screen on Cat

ET while you remove the supply wire to each 5
volt sensor at the connectors on the terminal box.
Also, disconnect the supply wire for the desired
speed potentiometer at the P4 connector on the
terminal box. Refer to Illustrations 221, 222, 223,
and 224 for terminal locations. Check for an active
262-3 code or an active 262-4 code after you
disconnect each of the wires.

Note: Wait at least 30 seconds in order for the

diagnostic codes to become active.

C. Turn the engine control switch to the OFF/RESET

position. Switch the 16 amp circuit breaker for the
ECM OFF.

Expected Result:

The diagnostic code deactivates when a particular g01431738

wire to a component is disconnected. Illustration 225
Terminal locations at the P1 ECM connector for the 5 volt supply
Results: on the in-line engines and the vee engines
(P1-2) 5 V Analog sensor supply
• OK – The diagnostic code deactivates when a (P1-3) Analog return
(P1-18) 5 V supply for the engine speed potentiometer
particular wire to a component is disconnected. (P1-35) Analog return

A. Disconnect the J1/P1 ECM connector.

306 RENR5910-06
Troubleshooting Section

B. Fabricate four jumper wires that are long enough
to be used to create test circuits at the ECM
connector. Crimp connector sockets to one end of
each of the jumper wires.
C. Remove the wires from terminal locations P1-2
(5 volt sensor supply) and P1-3 (return). Install a
jumper wire into each of these terminal locations.
Refer to Illustration 225 for terminal locations.
If the problem is resolved with the new ECM,
install the original ECM and verify that the problem
returns. If the new ECM operates correctly and the
original ECM does not operate correctly, replace
the original ECM.
STOP.

D. Remove the wires from terminal locations P1-18

(5 volt supply) and P1-35 (return). Install a jumper
wire into each of these terminal locations.

E. Connect the J1/P1 ECM connector.

F. Switch the 16 amp circuit breaker for the ECM

ON. Turn the engine control switch to the STOP
position.

G. Measure the voltage between the jumper wire in

P1-2 (5 volt sensor supply) and P1-3 (return).

H. Measure the voltage between the jumper wire in

P1-18 (5 volt supply) and P1-35 (return).

I. Turn the engine control switch to the OFF/RESET

position. Switch the 16 amp circuit breaker for the
ECM OFF.

Expected Result:

Each voltage measurement is 5.0 ± 0.2 VDC.

Results:

• OK – The voltage measurements are 5.0 ± 0.2

VDC. The ECM is operating correctly.

Repair: There is a supply wire that is shorted

to another wire in the harness or there is a
supply wire that is shorted to engine ground. The
problem is between the P1 ECM connector and
the connectors on the terminal box. Repair the
harness, when possible. Replace the harness,
if necessary. Return all wiring to the original
configuration. Verify that the original problem has
been resolved.

STOP.

• Not OK – The voltage measurements are not 5.0

± 0.2 VDC.

Repair: The ECM is not generating the correct

supply voltage. There is a problem with the ECM.
Perform the following steps:

Temporarily install a new ECM. Refer to

Troubleshooting, “ECM - Replace”.
RENR5910-06 307
Troubleshooting Section

Test Step 6. Disconnect the 8 Volt

Sensors while you Monitor the Active
Diagnostic Codes

g01431675
Illustration 226
Schematic for the 8 volt sensors on the vee engines
308
Troubleshooting Section
Illustration 227
Schematic for the 8 volt sensors on the in-line engines
A. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
B. Monitor the active diagnostic code screen on Cat
ET while you disconnect each of the 8 volt sensors
at the sensor connector. Check for an active 41-3
code or an active 41-4 code.
Note: Wait at least 30 seconds in order for the
diagnostic codes to become active.
C. Disconnect the following sensors one at a time:
• Engine coolant pressure sensor
• Each of the detonation sensors
D. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
RENR5910-06
g01431727
Expected Result:
The diagnostic code deactivates when a particular
sensor is disconnected.
Results:
• OK – The 41-3 or 41-4 diagnostic code deactivates
when one of the 8 volt sensors is disconnected.
Repair: Connect the sensor. Check for the code.
If the code returns, replace the suspect sensor.
Return all wiring to the original configuration. Verify
that the problem is resolved.
STOP.
• Not OK – The 41-3 or 41-4 diagnostic code
remains active after all of the 8 volt sensors are
disconnected. A sensor is not the cause of the
diagnostic code. Leave the sensors disconnected.
Proceed to Test Step 7.
RENR5910-06 309
Troubleshooting Section

Test Step 7. Disconnect the 8 Volt Supply

to the Sensors at the Rail Connector(s)

g01434187
Illustration 230
Connectors on the left rail for vee engines
g01434185
Illustration 228 (13) 6 pin connector for the detonation sensors
Connectors on the rail for in-line engines (14) Connector for a detonation sensor to the rail

(9) 6 pin connector for the detonation sensors

(10) Connector for a detonation sensor to the rail

g01433954
Illustration 231
Typical connector for the “ignition/detonation rail”
g01434186
Illustration 229 (Terminal A) 8 volt supply
Connectors on the right rail for vee engines (Terminal B) Return

(11) 6 pin connector for the detonation sensors

(12) Connector for a detonation sensor to the rail A. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.

B. Monitor the active diagnostic code screen on Cat

ET while you remove the 8 volt supply wire to
terminal A at the connector(s) for the rail. Check
for an active 41-3 code or an active 41-4 code
after you disconnect each of the wire(s).
310 RENR5910-06
Troubleshooting Section

Note: Wait at least 30 seconds in order for the Test Step 8. Disconnect the 8 Volt Supply
diagnostic codes to become active. to the Sensors at the P5 and/or P6
Connectors on the Terminal Box
C. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.

Expected Result:

The diagnostic code deactivates when a particular

8 volt supply wire to the connector for the rail is
disconnected.

Results:

• OK – The diagnostic code deactivates when a

8 volt supply wire to the connector for the rail is
disconnected.

Repair: Reconnect the wire. If the code returns,

the wire between the connector for the rail and the
detonation sensors is shorted to ground or shorted
to another wire in the harness. Repair the wire.
Return all wiring to the original configuration. Verify
that the problem is resolved.

STOP.

• Not OK – The diagnostic code remains active after

the supply wires to the connectors for the rails are
disconnected. Leave all of the wires disconnected.
Proceed to Test Step 8.
g01432041
Illustration 232
Terminal locations at the P5 connector on the terminal box that are
for the 8 volt supply circuit on vee engines
(P5-11) Shield for the engine coolant pressure sensor
(P5-13) Shield for the right side detonation sensors
(P5-21) Return for the engine coolant pressure sensor
(P5-23) Return for the right side detonation sensors
(P5-31) +8 V supply for the right side detonation sensors
(P5-37) +8 V supply for the engine coolant pressure sensor
RENR5910-06
g01432046
Illustration 233
Terminal locations at the P6 connector on the terminal box that are
for the 8 volt supply circuit on vee engines
(P6-53) Shield for the left side detonation sensors
(P6-54) Return for the left side detonation sensors
(P6-67) +8 V supply for the left side detonation sensors
311
Troubleshooting Section
g01667097
Illustration 234
Terminal locations at the P5 connector on the terminal box that are
for the 8 volt supply circuit on in-line engines
(P5-40) Shield for the engine coolant pressure sensor
(P5-41) Return for the engine coolant pressure sensor
(P5-43) +8 V supply for the engine coolant pressure sensor
(P5-55) Shield for the detonation sensors
(P5-56) Return for the detonation sensors
(P5-57) +8 V supply for the detonation sensors
A. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
B. Monitor the active diagnostic code screen on Cat
ET while you remove the supply wire to each
8 volt sensor at the connectors on the terminal
box. Refer to Illustrations 232, 233, and 234 for
terminal locations. Check for an active 41-3 code
or an active 41-4 code after you disconnect each
of the wires.
Note: Wait at least 30 seconds in order for the
diagnostic codes to become active.
C. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
Expected Result:
The diagnostic code deactivates when a particular
wire to a sensor is disconnected.
312 RENR5910-06
Troubleshooting Section

Results:

• OK – The diagnostic code deactivates when a

particular wire to a sensor is disconnected.

Repair: Reconnect the wire. If the code returns,

the wire between the connectors on the terminal
box and the connectors for the sensors is shorted
to ground or shorted to another wire in the harness.
Repair the wire. Return all wiring to the original
configuration. Verify that the problem is resolved.

STOP.

• Not OK – The diagnostic code remains active

after all of the supply wires to the sensors are
disconnected. Leave all of the wires disconnected.
The supply wires to the sensors are not the cause
of the diagnostic code. Proceed to Test Step 9.

Test Step 9. Check the Voltage of the 8

Volt Supplies at the ECM

g01431681
Illustration 236
Terminal locations at the P2 ECM connector that are for the 8 volt
supply circuit on vee engines
(P2-54) Return for the right side detonation sensors
(P2-55) Return for the left side detonation sensors
(P2-56) 8 volt supply for the right side detonation sensors
(P2-57) 8 volt supply for the left side detonation sensors
(P2-65) 8 volt supply for the coolant pressure sensor
(P2-66) Return for the coolant pressure sensor

A. Turn the engine control switch to the OFF/RESET

position. Switch the 16 amp circuit breaker for the
ECM OFF.

B. Disconnect the J2/P2 ECM connector.

C. Fabricate six jumper wires that are long enough

to be used to create test circuits at the ECM
connector. Crimp connector sockets to one end of
each of the jumper wires.

D. Remove the wires from terminal locations P2-56

(8 volt sensor supply) and P2-54 (return). Install a
g01431677
Illustration 235 jumper wire into each of these terminal locations.
Terminal locations at the P2 ECM connector that are for the 8 volt
supply circuit on in-line engines E. Remove the wires from terminal locations P2-57
(P2-54) Return for the 8 volt detonation sensors (8 volt sensor supply) and P2-55 (return). Install a
(P2-56) 8 volt supply for the detonation sensors jumper wire into each of these terminal locations.
(P2-65) 8 volt supply for the coolant pressure sensor
(P2-66) Return for the coolant pressure sensor
RENR5910-06 313
Troubleshooting Section

F. If a coolant pressure sensor is installed, remove i02896266

the wires from terminal locations P2-65 (8 volt
sensor supply) and P2-66 (return). Install a jumper Speed Control (Switch) - Test
wire into each of these terminal locations.
SMCS Code: 1915-038; 7332-038-VF
G. Connect the J2/P2 ECM connector.
System Operation Description:
H. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP Use this procedure to troubleshoot the electrical
position. system if a problem is suspected with the desired
speed input or if one of the diagnostic codes in Table
I. Measure the voltage between the jumper wire in 96 is active.
P2-56 (8 volt sensor supply) and P2-54 (return).

J. Measure the voltage between the jumper wire in

P2-57 (8 volt sensor supply) and P2-55 (return).

K. Measure the voltage between the jumper wire in

P2-65 (8 volt sensor supply) and P2-66 (return).

L. Turn the engine control switch to the OFF/RESET

position. Switch the 16 amp circuit breaker for the
ECM OFF.

Expected Result:

The voltage measurements are 8.0 ± 0.4 VDC.

Results:

• OK – The voltage measurements are 8.0 ± 0.4

VDC.

Repair: The ECM is operating correctly. There is

a supply wire that is shorted to another wire in the
harness or there is a supply wire that is shorted
to engine ground. The problem is between the P2
ECM connector and the connectors on the terminal
box. Repair the harness, when possible. Replace
the harness, if necessary. Return all wiring to
the original configuration. Verify that the original
problem has been resolved.

STOP.

• Not OK – The voltage measurement is not 8.0 ±

0.4 VDC.

Repair: The ECM is not generating the correct

supply voltage. There is a problem with the ECM.
Perform the following steps:

Temporarily install a new ECM. Refer to

Troubleshooting, “ECM - Replace”.

If the problem is resolved with the new ECM,

install the original ECM and verify that the problem
returns. If the new ECM operates correctly and the
original ECM does not operate correctly, replace
the original ECM.

STOP.
314 RENR5910-06
Troubleshooting Section

Table 96
Code
524-3 Desired Engine Speed Sensor :
Voltage Above Normal
524-4 Desired Engine Speed Sensor :
Voltage Below Normal
Diagnostic Codes Table
Conditions which Generate this Code
The Electronic Control Module (ECM)
has been powered up for at least five
seconds. The current to the ECM for the
desired speed input is greater than 22
mA for more than five seconds.
The ECM has been powered up for at
least five seconds. The current to the
ECM for the desired speed input is less
than 2 mA for more than five seconds.
System Response
When the “Idle/Rated” switch is in the
“Rated” position, the ECM assumes
a default value for the desired engine
speed.
The default value for the desired engine
speed is equal to the “Minimum Engine
High Idle Speed” that is programmed
on the “Service/Configuration” screen
of Caterpillar Electronic Technician
(ET).
The alarm output is activated. The code
is logged.

Note: For this troubleshooting procedure,
the “Desired Speed Input” configuration
parameter must be set to “4-20 mA Input” in the
“Service/Configuration” screen of Cat ET. The
selection of this setting requires a 4 to 20 mA signal
for regulation of the desired engine speed. If the
“Desired Speed Input” is set to “0-5 VDC Input”, do
not use this procedure to troubleshoot the circuit.
When the desired speed input is correspondingly
configured, the ECM controls the engine speed
according to the 4 to 20 mA current.
Logged diagnostic codes provide a historical record.
Before you begin this procedure, use Cat ET to print
the logged codes to a file.
The troubleshooting procedure may generate
additional diagnostic codes. Keep your mind on
correcting the cause of the original diagnostic code.
Clear the diagnostic codes after the problem is
resolved.

The value of the current corresponds to a range

of desired engine speeds between minimum high
idle and maximum high idle. The “Minimum Engine
High Idle Speed” and the “Maximum Engine High
Idle Speed” are set with the “Service/Configuration”
screen of Cat ET. For more information, refer to
Systems Operation/Testing and Adjusting, “Electronic
Control System Parameters”.

When the “Idle/Rated” switch is in the Rated position,

a current value of 4.0 mA corresponds to the
programmed “Minimum Engine High Idle Speed”. A
current value of 20.0 mA corresponds to “Maximum
Engine High Idle Speed”. Current values within this
range will vary the desired engine speed in a linear
fashion between “Minimum Engine High Idle Speed”
and “Maximum Engine High Idle Speed”.

The ECM will generate a diagnostic code in response

to current outside of the range of 4 to 20 mA.

Current values that are greater than 22 mA will

activate the “524-3 Desired Engine Speed Sensor
short to +batt” diagnostic code. Current values that
g01442077
are less than 2 mA will activate the “524-4 Desired Illustration 237
Engine Speed Sensor short to ground” diagnostic Schematic of the 4 to 20 mA desired speed input
code.

The most likely causes of the diagnostic code are a

poor connection or a problem in a wiring harness.
The next likely cause is a problem with a component.
The least likely cause is a problem with the ECM.
RENR5910-06 315
Troubleshooting Section

Test Step 1. Inspect the Electrical

Connectors and Wiring

g01431198
Illustration 238
Terminal Box
(1) ECM connector J2/P2
(2) ECM connector J1/P1
(3) 16 amp circuit breaker
(4) Connectors J3/P3 for the customer's connector
(5) Connectors J4/P4 for the optional control panel (if equipped)
or for a customer's connector
(6) J5/P5 connectors for the harness
(7) J6/P6 connectors for the harness

A. Turn the engine control switch to the OFF/RESET g01442148

position. Switch the 16 amp circuit breaker for the
ECM OFF.
Note: For the following steps, refer to
Troubleshooting, “Electrical Connectors -
Inspect”.
B. Thoroughly inspect the following components:
• ECM J1/P1 connectors
• Customer connectors J3/P3 (if equipped)
• Terminal box's J4/P4 connector for the control
panel (if equipped)
• Terminal strip in the control panel (if equipped)
• Wiring and the connections between the
terminal box and the device that supplies the
4 to 20 mA signal
a. Check the allen head screw on each of the
ECM connectors for the proper torque. Refer
to Troubleshooting, “Electrical Connectors -
Inspect” for the correct torque values.
Illustration 239
Harness side of the ECM P1 connector
(P1-36) + Signal
(P1-37) − Signal
(P1-70) +Battery(keyswitch)
b. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the 4 to 20 mA
circuit.
c. Inspect the terminal strip in the control panel
(if equipped) for the following conditions:
loose wires, frayed wires, foreign objects, and
corrosion.
d. Check the harness and wiring for abrasion
and for pinch points between the device that
supplies the 4 to 20 mA signal and the ECM.
Expected Result:
All connectors, pins, and sockets are connected
properly. The connectors and the wiring do not have
corrosion, abrasion, or pinch points.
316
Troubleshooting Section
Results:
• OK – All connectors, pins, and sockets are
connected properly. The connectors and the wiring
do not have corrosion, abrasion, or pinch points.
The components are in good condition with proper
connections. If you are troubleshooting a 524-3
diagnostic code, proceed to Test Step 2. If you are
troubleshooting a 524-4 diagnostic code, proceed
to Test Step 4.
• Not OK – At least one of the connectors, pins,
or sockets is not connected properly. At least
one connector or wire has corrosion, abrasion,
and/or pinch points. The components are not in
good condition and/or at least one connection is
improper.
Repair: Perform the necessary repairs and/or
replace parts, if necessary.
STOP.
Test Step 2. Check for a Short Circuit to
the +Battery Side at the ECM P1 Terminal
36
A. Verify that the engine control switch is in the
OFF/RESET position and the 16 amp circuit
breaker for the ECM OFF.
B. Make sure that there is no electrical power to the
device that provides the 4 to 20 mA signal.
C. Remove the two wires (“+” and “-”) for the 4 to 20
mA signal from the device that supplies the 4 to
20 mA signal. Tape the leads in order to ensure
that the leads do not contact any object.
D. Disconnect the ECM P1 connector.
E. Use an ohmmeter to measure the resistance
between terminals P1-36 and P1-70.
Expected Result:
The resistance is greater than 20,000 Ohms.
Results:
• OK – The resistance is greater than 20,000 Ohms.
The wiring from terminal P1-36 is not shorted to the
+Battery side. Do not reconnect any connectors.
Proceed to Test Step 3.
• Not OK – The resistance is less than 20,000
Ohms. There is a problem with a connection and/or
with the wiring from terminal P1-36.
RENR5910-06
Repair: The problem may be between the ECM P1
connector and the J3 or J4 connector. Alternatively,
the problem may be between the P3 or P4
connector and the device that provides the 4 to 20
mA signal.
Repair the connection and/or the wire, when
possible. Replace parts, if necessary. Verify that
the problem is resolved.
STOP.
Test Step 3. Check for a Short to Ground
at the ECM P1 Terminal 37
A. Verify that the engine control switch is in the
OFF/RESET position and the 16 amp circuit
breaker for the ECM OFF.
B. Make sure that the leads of the wires for the 4 to
20 mA signal do not contact any object.
C. Use an ohmmeter to measure the resistance
between terminal P1-37 and the ECM ground
strap.
Expected Result:
The resistance is greater than 20,000 Ohms.
Results:
• OK – The resistance is greater than 20,000 Ohms.
The wiring from terminal P1-37 appears to be OK.
Repair: Reconnect the ECM P1 connector.
Reconnect the two wires (“+” and “-”) for the 4 to
20 mA signal to the device that supplies the 4 to
20 mA signal.
Proceed to Test Step 7.
• Not OK – The resistance for at least one of the
measurements is less than 20,000 Ohms. There is
a problem with a connection and/or with the wiring
that is connected to P1-37.
Repair: The problem may be between the
ECM P1 connector and the J3 or J4 connector.
Alternatively, the problem may be between the J3
or J4 connector and the device that provides the
4 to 20 mA signal.
Locate the wire with the short circuit and replace
the wire. Verify that the problem is resolved.
STOP.
RENR5910-06
Test Step 4. Check for a Short Circuit to
the +Battery Side at the ECM P1 Terminal
37
A. Verify that the engine control switch is in the
OFF/RESET position and the 16 amp circuit
breaker for the ECM OFF.
B. Make sure that there is no electrical power to the
device that provides the 4 to 20 mA signal.
C. Remove the two wires (“+” and “-”) for the 4 to 20
mA signal from the device that supplies the 4 to
20 mA signal. Tape the leads in order to ensure
that the leads do not contact any object.
D. Disconnect the ECM P1 connector.
E. Use an ohmmeter to measure the resistance
between terminals P1-37 and P1-70.
Expected Result:
The resistance is greater than 20,000 Ohms.
Results:
• OK – The resistance is greater than 20,000 Ohms.
The wiring from terminal P1-37 is not shorted to the
+Battery side. Do not reconnect any connectors.
Proceed to Test Step 5.
• Not OK – The resistance is less than 20,000
Ohms. There is a problem with a connection and/or
with the wiring from terminal P1-37.
Repair: The problem may be between the ECM P1
connector and the J3 or J4 connector. Alternatively,
the problem may be between the P3 or P4
connector and the device that provides the 4 to 20
mA signal.
Repair the connection and/or the wire, when
possible. Replace parts, if necessary. Verify that
the problem is resolved.
STOP.
Test Step 5. Check for a Short Circuit to
Ground at the ECM P1 Terminal 36
A. Verify that the engine control switch is in the
OFF/RESET position and the 16 amp circuit
breaker for the ECM OFF.
B. Make sure that the ends of the wires for the 4 to
20 mA signal do not contact any object.
C. Use an ohmmeter to measure the resistance
between terminal P1-36 and the ECM ground
strap.
317
Troubleshooting Section
Expected Result:
The resistance is greater than 20,000 Ohms.
Results:
• OK – The resistance is greater than 20,000 Ohms.
The wiring from terminal P1-36 appears to be OK.
Do not reconnect any connectors. Proceed to Test
Step 6.
• Not OK – The resistance is less than 20,000
Ohms. There is a problem with a connection and/or
with the wiring from terminal P1-36.
Repair: The problem may be between the ECM P1
connector and the J3 or J4 connector. Alternatively,
the problem may be between the P3 or P4
connector and the device that provides the 4 to 20
mA signal.
Repair the connection and/or the wire, when
possible. Replace parts, if necessary. Verify that
the problem is resolved.
STOP.
Test Step 6. Check for an Open Circuit
A. Install a jumper wire between the two wires (“+”
and “-”) that were removed from the device that
supplies the 4 to 20 mA signal.
B. Use an ohmmeter to measure the resistance
between terminals P1-36 and P1-37 on the ECM
side of the P1 connector.
Expected Result:
The resistance is less than 5 Ohms.
Results:
• OK – The resistance is less than 5 Ohms. The
circuit is not open.
Repair: Remove the jumper wire. Reconnect the
two wires (“+” and “-”) for the 4 to 20 mA signal
to the device that supplies the 4 to 20 mA signal.
Reconnect the ECM P1 connector.
Proceed to Test Step 7.
• Not OK – The resistance is greater than 5 Ohms.
There is a problem with a connector and/or with
the wiring from the P1 connector.
Repair: The problem may be between the ECM P1
connector and the J3 or J4 connector. Alternatively,
the problem may be between the P3 or P4
connector and the device that provides the 4 to 20
mA signal.
318 RENR5910-06
Troubleshooting Section

Repair the connection and/or the wire, when i02897955

possible. Replace parts, if necessary. Verify that
the problem is resolved. Speed/Timing - Test
STOP. SMCS Code: 1912-038

Test Step 7. Check the Device that System Operation Description:

Provides the 4 to 20 mA Signal
Measure the 4 to 20 mA signal according to the
literature that is provided by the OEM of the device
that provides the 4 to 20 mA signal. Verify that the
correct signal is provided to the ECM.
Use this procedure to troubleshoot the electrical
system if a problem is suspected with the circuit
for the engine speed/timing sensor or if one of the
diagnostic codes in Table 97 is active or easily
repeated.

Verify that the 4 to 20 mA signal is present on

terminals P1-36 and P1-37.

Expected Result:

The correct 4 to 20 mA signal is provided to the ECM.

Results:

• OK – The correct 4 to 20 mA signal is provided

to the ECM. However, the ECM is not responding
correctly to the signal. There may be a problem
with the ECM.

Repair: It is unlikely that the ECM is faulty. Exit

this procedure and perform this procedure again. If
the problem is not resolved, perform the following
procedure:

1. Verify that the engine control switch is in the

OFF/RESET position and the 16 amp circuit
breaker for the ECM OFF.

2. Temporarily install a new ECM. Refer to

Troubleshooting, “ECM - Replace” for details.

If the problem is resolved with the new ECM,

install the original ECM and verify that the problem
returns. If the new ECM operates correctly and the
original ECM does not operate correctly, replace
the original ECM. Verify that the original problem
has been resolved.

STOP.

• Not OK – The ECM is not receiving the correct 4

to 20 mA signal. There is probably a problem with
the device that provides the 4 to 20 mA.

Repair: Service the device that provides the 4 to

20 mA according to the literature that is provided
by the OEM of the device. Verify that the problem
is resolved.

STOP.
RENR5910-06 319
Troubleshooting Section

Table 97
Code
190-2 Engine Speed Sensor : Erratic,
Intermittent, or Incorrect
190-8 Engine Speed Sensor : Abnormal
Frequency, Pulse Width, or Period
Diagnostic Codes Table
Conditions which Generate this Code System Response
The crankshaft is rotating faster than the The shutdown output is activated.
cranking speed and the signal from the The code is logged.
engine speed/timing sensor is lost for at If the engine is not running, the
least one second. engine will not start. If the engine is
running, the engine is shut down.
The crankshaft is rotating faster than
the cranking speed. The signal from the
engine speed/timing sensor is lost but the
signal returns within one second.

The engine speed/timing sensor provides information The most likely causes of the diagnostic code are a
about engine speed and about the position of the poor electrical connection or a problem in a wiring
crankshaft to the Electronic Control Module (ECM). harness. The next likely cause is a problem with the
The sensor monitors the rotation of a speed-timing engine speed/timing sensor. The least likely cause is
wheel. The passive sensor has a coil around a a problem with the ECM.
permanent magnet which generates voltage as the
teeth of the speed-timing wheel pass through the Logged diagnostic codes provide a historical record.
magnetic field. The speed-timing wheel is installed Before you begin this procedure, use Caterpillar
on the rear of the right camshaft. Electronic Technician (ET) to print the logged codes
to a file.
The engine speed/timing sensor generates a signal
that matches the pattern of the speed-timing wheel's The troubleshooting procedure may generate
teeth. The ECM monitors the speed of the signal additional diagnostic codes. Keep your mind on
pulses in order to determine the engine rpm. correcting the cause of the original diagnostic code.
Clear the diagnostic codes after the problem is
The speed-timing wheel has a special tooth pattern resolved.
that indicates the position of the camshaft. The
speed-timing wheel has 36 teeth that are evenly
spaced and one extra tooth. The number one cylinder
is at the top center position on the compression
stroke when the centerline of the first tooth after the
extra tooth aligns with the centerline of the sensor. All
37 teeth pass the sensor during one revolution of the
camshaft or two revolutions of the crankshaft.

With the information from the engine speed/timing

sensor, the ECM is able to calculate the positions of
the pistons in the cylinders. The ECM determines
the desired ignition timing according to the engine
speed and to the load. If detonation is detected in any
of the cylinders, the ECM retards the timing of the
affected cylinders. The ECM sends voltage pulses
to the ignition transformers for firing the spark plugs
according to the desired timing.

If the ECM detects a problem with the engine

speed/timing sensor's signal, the ECM will shut down
the engine. If there is a problem with the engine
speed/timing sensor's signal during start-up, the ECM
will not initiate the ignition. The engine will not start.
The corresponding diagnostic code is generated.

If the engine speed/timing sensor is replaced,

the sensor does not require calibration and the
speed-timing wheel does not require adjustment.
320 RENR5910-06
Troubleshooting Section

g01443100
Illustration 240
Schematic for the circuit of the engine speed/timing sensor on in-line engines and on vee engines
The ECM is connected to the engine speed/timing sensor via the J6/P6 connectors on the terminal box.

Test Step 1. Inspect the Electrical

Connectors and Wiring

g01443104
Illustration 241
Terminal Box
(1) ECM connector J2/P2
(2) ECM connector J1/P1
(3) 16 amp circuit breaker
(4) Connectors J3/P3 for the customer's connector
(5) Connectors J4/P4 for the optional control panel (if equipped)
or for a customer's connector
(6) J5/P5 connectors for the harness from the sensors
(7) J6/P6 connectors for the harness from the sensors

A. Turn the engine control switch to the OFF/RESET g01443232

position. Switch the 16 amp circuit breaker for the
ECM to the OFF position.
Note: For the following steps, refer to
Troubleshooting, “Electrical Connectors -
Inspect”.
Illustration 242
Terminal locations at the P1 connector on the ECM that are for the
engine speed/timing sensor on the vee and in-line engines
(P1-32) + Signal
(P1-33) − Signal
(P1-51) Shield
B. Thoroughly inspect the ECM J1/P1 connectors,
the terminal box J6/P6 connectors, and the
connectors for the engine speed/timing sensor.
RENR5910-06 321
Troubleshooting Section

g01443105 g01443107
Illustration 243 Illustration 244
Terminal locations at the P6 connector on the terminal box that are Terminal locations at the P6 connector on the terminal box that are
for the engine speed/timing sensor on the vee engines for the engine speed/timing sensor on the in-line engines
(P6-13) Shield (P6-47) Shield
(P6-23) − Signal (P6-57) − Signal
(P6-31) + Signal (P6-70) + Signal

a. Perform a 45 N (10 lb) pull test on each of the

wires that are associated with the circuit for the
engine speed/timing sensor.

b. Check the torque of the Allen head screw

for the ECM P1 connector and the terminal
box's P6 connector. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for the correct
torque values.

c. Check the harness and wiring for abrasion and

for pinch points from the engine speed/timing
sensor to the ECM.

Expected Result:

All connectors, pins, and sockets are connected

properly. The connectors and the wiring do not have
corrosion, abrasion, or pinch points.

Results:

• OK – All connectors, pins, and sockets are

connected properly. The connectors and the wiring
do not have corrosion, abrasion, or pinch points.
The components are in good condition with proper
connections. Proceed to Test Step 2.
322 RENR5910-06
Troubleshooting Section

• Not OK – At least one of the connectors, pins,

or sockets is not connected properly. At least
one connector or wire has corrosion, abrasion,
and/or pinch points. The components are not in
good condition and/or at least one connection is
improper.

Repair: Perform the necessary repairs and/or

replace parts, if necessary.

STOP.

Test Step 2. Check the Sensor

g01443184
Illustration 246
(14) Cover

g01443111
Illustration 245
Engine speed/timing sensor
(8) Bracket
(9) O-ring seal
(10) Sensor
(11) Integral connector on the sensor
(12) Terminal for the + signal
(13) Terminal for the - signal

A. Disconnect the engine harness from connector

(11). Remove the bolt from bracket (8) and remove
g01443226
sensor (10) and the bracket as a unit. Illustration 247
(15) Speed-timing wheel
B. Inspect the sensor for damage. Inspect O-ring
seal (9). If the O-ring seal is damaged, obtain a E. Remove cover (14) and inspect the speed-timing
new O-ring seal for assembly. wheel for damage.

C. Clean the tip of the sensor, the sensor's mounting Expected Result:
flange and the counterbore for the sensor in the
rear housing. The sensor appears to be in good condition.

D. Use an ohmmeter to measure the resistance The resistance between terminals (12) and (13) is
between terminals (12) and (13) in connector (11). between 75 and 230 Ohms.

Note: At a temperature of 25 °C (77 °F), the

resistance is between 110 and 200 Ohms.

The speed-timing wheel is in good condition.

RENR5910-06
Results:
• OK – The sensor appears to be in good condition.
The resistance is within the specifications. The
speed-timing wheel is in good condition. There
may be a problem with a connector and/or with
the wiring in the engine harness. Install the cover.
Reconnect the sensor to the engine harness. Do
not install the sensor yet. Proceed to Test Step 3.
• Not OK – The sensor is damaged and/or the
sensor's resistance is not within the specifications.
The speed-timing wheel's teeth are damaged.
Repair: Obtain a new sensor or timing wheel.
STOP.
Test Step 3. Measure the Sensor's
Resistance from the Terminal Box P6
Connector
A. Disconnect the terminal box P6 connector.
B. Refer to Illustration 240 in order to identify the
terminals on the P6 connector that are for your
application.
C. Measure the resistance between the + signal
terminal and the − signal terminal for the engine
speed/timing sensor on the terminal box's side of
the P6 connector.
D. Wiggle the engine harness as you measure the
resistance in order to check for an intermittent
problem with the harness. Be sure to wiggle the
harness near the sensor's connector.
Expected Result:
The resistance is between 75 and 230 Ohms.
Note: At a temperature of 25 °C (77 °F), the
resistance is between 110 and 200 Ohms.
Results:
• OK – The resistance is within the specifications.
The circuit between the P6 connector and the
sensor seems to be OK. There may be a problem
with a connection and/or with the wiring in the
terminal box. Reconnect the P6 connector to the
J6 connector on the terminal box. Proceed to Test
Step 4.
• Not OK – The resistance is not within the
specifications. There is a problem with a
connection and/or with the wiring in the engine
harness between the P6 connector and the
connector for the engine speed/timing sensor.
323
Troubleshooting Section
Repair: Repair the connector(s) and/or the wiring,
when possible. Replace the engine harness, if
necessary.
STOP.
Test Step 4. Measure the Sensor's
Resistance from the ECM P1 Connector
A. Disconnect the ECM P1 connector.
B. Measure the resistance between terminals P1-32
and P1-33 on the ECM side of the connector.
C. Wiggle the wiring harness as you measure the
resistance in order to check for an intermittent
problem with the harness.
Expected Result:
The resistance is between 75 and 230 Ohms.
Note: At a temperature of 25 °C (77 °F), the
resistance is between 110 and 200 Ohms.
Results:
• OK – The resistance is within the specifications.
The sensor, the engine harness, and the wiring
in the terminal box seem to be OK. However, it
is possible that there is still a problem with the
sensor. Reconnect the ECM P1 connector to the
ECM J1 connector. Proceed to Test Step 5.
• Not OK – The resistance is not within the
specifications. The resistance through the engine
harness and through the sensor was OK. When
the resistance through the wiring harness in the
terminal box was added, the result was not correct.
There is a problem with a connector or with the
wiring between the P1 connector and the J6
connector.
Repair: Repair the connector(s) and/or the wiring,
when possible. Replace the connector(s) and/or
the wiring, if necessary.
STOP.
Test Step 5. Verify the Engine Operation
A. Install the sensor:
a. Lubricate the sensor's O-ring seal with clean
engine oil.
b. Install the sensor into the counterbore in the
rear housing. Make sure that the sensor is
properly seated and that the bracket is flush
with the mounting surface. Use the bolt to
secure the bracket to the rear housing.
324
Troubleshooting Section
c. Make sure that the connector on the engine
harness is in good condition. Connect the
engine harness to the sensor's connector.
Make sure that the mating of the connection
is secure.
Note: It is possible that a diagnostic code is
generated for the engine speed/timing sensor
only when the engine runs at normal operating
temperature.
B. Start the engine. Run the engine at normal
operating temperature.
Expected Result:
The engine operates normally.
Results:
• OK – The engine operates normally. The initial
diagnostic code was probably caused by a
poor electrical connection in one of the harness
connectors. Resume normal operation. STOP.
• Not OK (No Start-Up) – The engine did not operate
normally. The engine did not start. A 190-2 or
190-8 diagnostic code was activated. Proceed to
Test Step 6.
• Not OK (Shutdown After Warm-Up) – The engine
was shut down after normal operating temperature
was achieved. A 190-2 or 190-8 diagnostic code
was activated. Proceed to Test Step 6.
Test Step 6. Switch the Sensor
A. Make sure that the engine control switch is in the
OFF/RESET position and that the 16 amp circuit
breaker for the ECM is OFF.
B. Remove the original engine speed/timing sensor.
Install an engine speed/timing sensor that is
known to be good. Use the following procedure:
a. Lubricate the sensor's O-ring seal with clean
engine oil.
b. Install the sensor into the counterbore in the
rear housing. Make sure that the sensor is
properly seated and that the bracket is flush
with the mounting surface. Use the bolt to
secure the bracket to the rear housing.
c. Make sure that the connector on the engine
harness is in good condition. Connect the
engine harness to the sensor's connector.
Make sure that the mating of the connection
is secure.
C. Switch the 16 amp circuit breaker for the ECM to
the ON position.
RENR5910-06
D. Prepare to use the “Status - Gas Engine Group
1” screen of Cat ET for observation of the engine
speed.
E. Shut OFF the main fuel supply to the engine.
F. Observe the status of the engine speed and turn
the engine control switch to the START position.
G. After the engine speed stabilizes at the normal
cranking speed, turn the engine control switch to
the STOP position.
H. Use the “Diagnostics” screen of Cat ET to check
for active diagnostic codes.
Expected Result:
When the engine control switch was turned to the
START position, the engine speed accelerated from
“0” rpm to an approximate speed of “60” rpm. The
engine speed gradually increased to the normal
cranking speed. When the engine control switch
was turned to the STOP position, the engine speed
returned to “0” rpm when the crankshaft stopped
rotating.
No 190-2 or 190-8 diagnostic code was activated.
Results:
• OK – The correct engine speed was displayed.
The ECM is receiving a good signal from the engine
speed/timing sensor. No 190-2 or 190-8 diagnostic
code was activated. Switching the sensor resolved
the problem. Resume normal operation. STOP.
• Not OK – The correct engine speed was not
displayed. A 190-2 or 190-8 diagnostic code was
activated. The wiring and the sensor are apparently
OK. There may be a problem with the ECM.
Repair: It is unlikely that the ECM has failed. Exit
this procedure and perform this procedure again.
If the condition is not resolved, temporarily install
a new ECM. Refer to Troubleshooting, “ECM -
Replace” for details.
If the problem is resolved with the new ECM,
install the original ECM and verify that the problem
returns. If the new ECM operates correctly and the
original ECM does not operate correctly, replace
the original ECM.
STOP.
RENR5910-06 325
Troubleshooting Section

i02885947

Starting - Test
SMCS Code: 1451-038; 1453-038

System Operation Description:

Use this procedure to troubleshoot the electrical

system if a problem is suspected with the circuit for
the prelube pump or if one of the diagnostic codes in
Table 98 is active or easily repeated.

Table 98
Diagnostic Codes Table
Code Conditions which Generate this Code System Response
444-5 Starter Motor Relay : Current While the output driver is off for five The code is logged.
Below Normal seconds, the Electronic Control Module The engine will not crank.
(ECM) detects an open in the circuit for
the starting solenoid for more than five
seconds.
444-6 Starter Motor Relay : Current While the output driver is on for five
Above Normal seconds, the ECM detects a short in the
circuit for the starting solenoid for more
than five seconds.

The ECM contains the logic and the outputs that

control the engine's prelubrication, start-up, and
shutdown. The logic for starting and for stopping
is customer programmable. The logic responds to
inputs from the following components: engine control
switch, emergency stop switch, remote start switch,
data link, and other inputs.

The ECM supplies +Battery voltage to the starting

motor's solenoid when the logic determines that it
is necessary. The ECM removes the voltage when
the crank terminate relay is energized. The voltage
is also removed if the customer programmable
“Overcrank Time” has expired.

Logged diagnostics provide a historical record.

Before you begin this procedure, use Caterpillar
Electronic Technician (ET) to print the logged codes
to a file.

The most likely causes of the diagnostic code are a

poor electrical connection or a problem in a wiring
harness. The next likely cause is a problem with the
starting motor's solenoid. The least likely cause is
a problem with the ECM.

The troubleshooting procedure may generate

additional diagnostic codes. Keep your mind on
correcting the cause of the original diagnostic code.
Clear the diagnostic codes after the problem is
resolved.
326 RENR5910-06
Troubleshooting Section

Test Step 1. Inspect the Electrical

Connectors and Wiring

g01431198
Illustration 249
Terminal Box
(1) ECM connector J2/P2
(2) ECM connector J1/P1
(3) 16 amp circuit breaker
(4) Connectors J3/P3 for the customer's connector
(5) Connectors J4/P4 for the optional control panel (if equipped)
or for a customer's connector
(6) J5/P5 connectors for the harness
(7) J6/P6 connectors for the harness

g01436710
A. Turn the engine control switch to the OFF/RESET
Illustration 248 position. Switch the 16 amp circuit breaker for the
Schematic for the starting motor's solenoid on the in-line engines ECM OFF.
and the vee engines
Note: For the following steps, refer to
Troubleshooting, “Electrical Connectors -
Inspect”.
RENR5910-06 327
Troubleshooting Section

g01436716
Illustration 251
Terminal locations at the P5 connector on the terminal box that are
for the starting circuit on the in-line engines
(P5-22) Return
(P5-23) Circuit driver for the starting motor's solenoid

g01436714
Illustration 250
P2 ECM terminals that are used by the start circuit on in-line
engines and vee engines
(P2-10) Circuit driver for the starting motor's solenoid
(P2-20) Return
328
Troubleshooting Section
g01436717
Illustration 252
Terminal locations at the P6 connector on the terminal box that are
for the starting circuit on the vee engines
(P6-29) Return
(P6-37) Circuit driver for the starting motor's solenoid
B. Thoroughly inspect the following connectors and
the wiring harnesses for the connectors:
• ECM J2/P2 connectors
• Terminal box J5/P5 connectors
• Terminal box J6/P6 connectors
• Connector to the starting solenoid
a. Check the torque of the allen head screws
for each of the ECM connectors. Refer to
Troubleshooting, “Electrical Connectors -
Inspect” for the correct torque values.
b. Perform a 45 N (10 lb) pull test on each of
the wires that are associated with the starting
motor's solenoid.
c. Check the harness and wiring for abrasion and
for pinch points from the ECM to the starting
motor's solenoid.
Expected Result:
All connectors, pins, and sockets are connected
properly. The connectors and the wiring do not have
corrosion, abrasion, or pinch points.
RENR5910-06
Results:
• OK – All connectors, pins, and sockets are
connected properly. The connectors and the wiring
do not have corrosion, abrasion, or pinch points.
The components are in good condition with proper
connections. Proceed to Test Step 2.
• Not OK – At least one of the connectors, pins,
or sockets is not connected properly. At least
one connector or wire has corrosion, abrasion,
and/or pinch points. The components are not in
good condition and/or at least one connection is
improper.
Repair: Perform the necessary repairs, when
possible. Replace parts, if necessary.
STOP.
Test Step 2. Check for Diagnostic Codes
A. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
B. Wait for 30 seconds and use Cat ET to check for
an active “444-5 Starter Motor Relay : Current
Below Normal”diagnostic code.
Note: The “444-5 Starter Motor Relay : Current
Below Normal” diagnostic code can only be detected
when the ECM output for the starting solenoid is OFF.
The output is normally OFF when the engine control
switch is in the STOP position.
If there is an active “444-5 Starter Motor Relay :
Current Below Normal” diagnostic code, proceed
to the “Results” for this Test Step. Otherwise,
continue this procedure.
C. Use Cat ET to check the logged diagnostic codes.
If there is a “444-6 Starter Motor Relay : Current
Above Normal” code, clear the code.
Note: To provide the output for the starting motor's
solenoid, the sequence for engine start-up must be
initiated. Otherwise, a “444-6 Starter Motor Relay :
Current Above Normal” diagnostic code cannot be
generated.
D. To prevent the engine from starting, shut the gas
supply OFF.
E. Turn the engine control switch to the START
position for at least 30 seconds. Then turn the
engine control switch to the STOP position.
F. Use Cat ET to look for a logged “444-6 Starter
Motor Relay : Current Above Normal” diagnostic
code again.
RENR5910-06
Expected Result:
When the engine control switch was in the STOP
position, there was no active “444-5 Starter Motor
Relay : Current Below Normal” diagnostic code.
After the engine was cranked, there was no logged
“444-6 Starter Motor Relay : Current Above Normal”
diagnostic code.
Results:
• OK – No diagnostic codes were generated. The
output for the starting motor's solenoid seems to
be OK at this time. The initial diagnostic code was
probably caused by a poor electrical connection.
Repair: If there is an intermittent problem that
is causing the codes to be logged, refer to
Troubleshooting, “Electrical Connectors - Inspect”.
STOP.
• Not OK (“444-5 Starter Motor Relay : Current
Below Normal” diagnostic code) – A “444-5 Starter
Motor Relay : Current Below Normal” diagnostic
code was activated. This can be caused by an
actual open circuit or by a short circuit to the
+Battery side. Proceed to Test Step 3.
• Not OK (“444-6 Starter Motor Relay : Current
Above Normal” diagnostic code) – After the
engine was cranked, a “444-6 Starter Motor Relay
: Current Above Normal” diagnostic code was
generated. Proceed to Test Step 8.
Test Step 3. Check for a Short Circuit to
the +Battery Side
Gaseous fuel is present. Personal Injury or Death
can result from an open flame or spark igniting
the gaseous fuel causing an explosion and/or fire.
Always use a gas detector to determine the pres-
ence of gaseous fuel when maintaining and ser-
vicing. Contact your local gas provider immediate-
ly for assistance in the event of a leak.
Note: Open sparks can be generated during this test.
A. Make sure that no combustible gas is present in
the surrounding atmosphere.
B. Ensure that the engine control switch is in the
STOP position.
329
Troubleshooting Section
g00859796
Illustration 253
Typical connector for a solenoid
C. Disconnect the connector from the starting motor's
solenoid. Then reconnect the connector. Listen for
an audible click from the solenoid.
If the ambient noise is too loud, touch the solenoid
when the solenoid is reconnected in order to feel
the vibration. The solenoid will vibrate when the
solenoid is de-energized and energized.
Expected Result:
There is no audible click and/or vibration when the
solenoid is disconnected and reconnected. The
solenoid is not energized when the engine control
switch is in the STOP position.
Results:
• OK – There is no audible click and/or vibration
when the solenoid is disconnected and connected.
There is no short circuit to the +Battery side. There
is an open circuit. Proceed to Test Step 5.
• Not OK – There is an audible click and/or vibration
when the solenoid is disconnected and connected.
The solenoid is receiving power when the engine
control switch is in the STOP position. There is
probably a short circuit to the +Battery side in a
connector or a wiring harness. Proceed to Test
Step 4.
Test Step 4. Determine the Cause of the
Energized Solenoid
Gaseous fuel is present. Personal Injury or Death
can result from an open flame or spark igniting
the gaseous fuel causing an explosion and/or fire.
Always use a gas detector to determine the pres-
ence of gaseous fuel when maintaining and ser-
vicing. Contact your local gas provider immediate-
ly for assistance in the event of a leak.
330 RENR5910-06
Troubleshooting Section

Note: Open sparks can be generated during this test.

A. Turn the engine control switch to the OFF/RESET

position. Switch the 16 amp circuit breaker for the
ECM OFF.

g01436717
Illustration 255
Terminal locations at the P6 connector on the terminal box that are
for the starting circuit on the vee engines
(P6-29) Return
(P6-37) Circuit driver for the starting motor's solenoid
g01436716
Illustration 254
Terminal locations at the P5 connector on the terminal box that are B. Use a 151-6320 Wire Removal Tool to remove
for the starting circuit on the in-line engines the circuit driver for the starting solenoid from
(P5-22) Return either the P5 or P6 connector on the terminal box.
(P5-23) Circuit driver for the starting motor's solenoid
C. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.

g00859796
Illustration 256
Typical connector for a solenoid

D. Disconnect the connector from the starting motor's

solenoid. Then reconnect the connector. Listen for
an audible click from the solenoid.
RENR5910-06 331
Troubleshooting Section

If the ambient noise is too loud, touch the solenoid

when the solenoid is reconnected in order to feel
the vibration. The solenoid will vibrate when the
solenoid is de-energized and energized.

Expected Result:

There is no audible click and/or vibration when the

solenoid is disconnected and reconnected. The
solenoid is not energized when the circuit driver for
the solenoid is disconnected from either the P5 or the
P6 connector on the terminal box.

Results:

• OK – There is no audible click and/or vibration

when the solenoid is disconnected and
reconnected. The solenoid is not energized when
the circuit driver for the solenoid is disconnected
from either the P5 or P6 connector on the terminal
box.

Repair: Use the following procedure to determine

whether the circuit driver for the solenoid is faulty:

Gaseous fuel is present. Personal Injury or Death

can result from an open flame or spark igniting
the gaseous fuel causing an explosion and/or fire.
Always use a gas detector to determine the pres-
ence of gaseous fuel when maintaining and ser-
vicing. Contact your local gas provider immediate-
ly for assistance in the event of a leak. g01436714
Illustration 257
P2 ECM terminals that are used by the start circuit on in-line
Note: Open sparks can be generated during this test. engines and vee engines
(P2-10) Circuit driver for the starting motor's solenoid
1. Turn the engine control switch to the (P2-20) Return
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF. 3. Use a 151-6320 Wire Removal Tool to remove
terminal P2-10.
2. Reinstall the removed wire from the connector
on the terminal box. Pull on the wire in order to 4. Switch the 16 amp circuit breaker for the ECM
verify that the terminal is properly installed. ON. Turn the engine control switch to the STOP
position.

5. Disconnect the connector from the starting

motor's solenoid. Then reconnect the connector.
Listen for an audible click from the solenoid.

If the ambient noise is too loud, touch the

solenoid when the solenoid is reconnected in
order to feel the vibration. The solenoid will
vibrate when the solenoid is de-energized and
energized.

If the solenoid is energized, there is a short in

a connector and/or in the wiring in the terminal
box. Repair the wiring and/or the connector,
when possible. Replace parts, if necessary.
332
Troubleshooting Section
If the solenoid is not energized, there may be
a problem with the ECM. Continue with this
procedure.
6. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.
7. Reinstall the terminal that was removed from
P2-10. Pull on the wire in order to verify proper
installation of the terminal.
8. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
9. Disconnect the connector from the starting
motor's solenoid. Then reconnect the connector.
Listen for an audible click from the solenoid.
If the ambient noise is too loud, touch the
solenoid when the solenoid is reconnected in
order to feel the vibration. The solenoid will
vibrate when the solenoid is de-energized and
energized.
If the solenoid is not energized, there is an
intermittent problem with a connector and/or
with the wiring. Refer to Troubleshooting,
“Electrical Connectors - Inspect”.
If the solenoid is energized, there is a problem
with the ECM. Perform the following procedure:
10. Temporarily install a new ECM. Refer to
Troubleshooting, “ECM - Replace” for details.
If the problem is resolved with the new ECM,
install the original ECM and verify that the
problem returns. If the new ECM operates
correctly and the original ECM does not operate
correctly, replace the original ECM.
STOP.
• Not OK – There is an audible click and/or
vibration when the solenoid is disconnected and
reconnected. The solenoid is energized when the
circuit driver for the solenoid is disconnected from
the connector on the terminal box. There is a short
circuit to the +Battery side in the engine harness
between the connector for the solenoid and the
terminal box.
Repair: Repair the connector and/or wiring in
the engine harness, when possible. Replace the
engine harness, if necessary.
STOP.
RENR5910-06
Test Step 5. Create a Short Circuit in
order to Check for an Open Circuit
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
B. Disconnect the starting motor's solenoid.
g00859796
Illustration 258
Typical connector for a solenoid
C. Install a jumper wire with the appropriate
connectors on the ends into terminals “A” and “B”
of the solenoid's connector.
D. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
Note: The “444-5 Starter Motor Relay : Current
Below Normal” diagnostic code can only be detected
when the ECM output for the starting solenoid is OFF.
The output is normally OFF when the engine control
switch is in the STOP position.
E. Wait for 30 seconds and use the “Active
Diagnostic” screen of Cat ET to look for a “444-5
Starter Motor Relay : Current Below Normal”
diagnostic code.
Expected Result:
A “444-5 Starter Motor Relay : Current Below Normal”
diagnostic code was not generated when the jumper
wire was installed.
Results:
• OK – A “444-5 Starter Motor Relay : Current Below
Normal” diagnostic code was not generated when
the jumper wire was installed. The ECM detected
the short at the connector for the starting solenoid.
The harness and the ECM are OK. There is a
problem with the solenoid.
Repair: Perform the following procedure:
RENR5910-06 333
Troubleshooting Section

1. Turn the engine control switch to the

OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.

2. Remove the jumper wire from the solenoid's

connector.

3. Verify that the solenoid's connectors do not

have damage, moisture, or corrosion.

4. Make repairs, as needed.

If the problem is not resolved, replace the solenoid.

STOP.

• Not OK – A “444-5 Starter Motor Relay : Current

Below Normal” diagnostic code was generated
when the jumper wire was installed. There may be
an open circuit in the engine harness. Proceed to
Test Step 6.

Test Step 6. Check the Engine Harness

A. Ensure that the engine control switch is in the
OFF/RESET position and that the 16 amp circuit
breaker for the ECM is OFF.
B. Disconnect either the P5 or P6 connector on
the terminal box. Refer to Illustration 248 for a
schematic of the circuit. Verify that the P5 or P6
connector does not have damage, moisture, or
corrosion. Make repairs, if necessary.
g01436716
Illustration 259
Terminal locations at the P5 connector on the terminal box that are
for the starting circuit on the in-line engines
(P5-22) Return
(P5-23) Circuit driver for the starting motor's solenoid
334
Troubleshooting Section
g01436717
Illustration 260
Terminal locations at the P6 connector on the terminal box that are
for the starting circuit on the vee engines
(P6-29) Return
(P6-37) Circuit driver for the starting motor's solenoid
C. Reconnect the P5 or P6 connector to the terminal
box.
D. Use a 151-6320 Wire Removal Tool to remove
the circuit driver and return for the starting solenoid
from either the P5 or P6 connector on the terminal
box. Refer to Illustration 248 for a schematic of
the circuit.
E. Install a jumper wire with the appropriate
connectors on the ends into the terminals in order
to create a short in the circuit. Pull on the jumper
wire in order to verify proper installation.
F. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
G. Wait for 30 seconds and use Cat ET to check for
an active “444-5 Starter Motor Relay : Current
Below Normal” diagnostic code.
Expected Result:
There is no active “444-5 Starter Motor Relay :
Current Below Normal” diagnostic code.
RENR5910-06
Results:
• OK – When the jumper wire was installed, there
was no active “444-5 Starter Motor Relay : Current
Below Normal” diagnostic code. There is an open
in the harness between the connectors on the
terminal box and the connector for the starting
solenoid.
Repair: Repair the engine harness, when possible.
Replace the engine harness, if necessary.
STOP.
• Not OK – When the jumper wire was installed,
a “444-5 Starter Motor Relay : Current Below
Normal” diagnostic code was activated. The ECM
did not detect the jumper wire in the connector on
the terminal box. There is a problem in the terminal
box. Proceed to test Step 7.
Test Step 7. Check the ECM
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
B. Use a 151-6320 Wire Removal Tool to remove
the jumper wire from the connector on the terminal
box.
C. Reinstall the terminals into the connector for the
terminal box. Make sure that the terminals are
installed into the correct locations. Pull on the
wires in order to verify proper installation of the
terminals.
D. Disconnect the ECM J2/P2 connectors. Verify that
the connectors do not have damage, moisture, or
corrosion.
Make repairs, if necessary.
RENR5910-06
Illustration 261
g01436714
P2 ECM terminals that are used by the start circuit on in-line
engines and vee engines
(P2-10) Circuit driver for the starting motor's solenoid
(P2-20) Return
E. Use the 151-6320 Wire Removal Tool to remove
terminals P2-10 and P2-20. Label the terminals.
F. Reconnect the ECM J2/P2 connectors.
G. Install the jumper wire into terminals P2-10 and
P2-20. Pull on the jumper wire in order to verify
proper installation.
H. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
I. Wait for 30 seconds and use the “Active
Diagnostic” screen of Cat ET to look for an active
“444-5 Starter Motor Relay : Current Below
Normal” diagnostic code.
Expected Result:
There is no active “444-5 Starter Motor Relay :
Current Below Normal” diagnostic code.
335
Troubleshooting Section
Results:
• OK – When the jumper wire was installed, there
was no active “444-5 Starter Motor Relay : Current
Below Normal” diagnostic code. The ECM detects
the jumper wire at the P2 connector. However,
the ECM did not detect the jumper wire at the
connector on the terminal box. There is an open
circuit between the ECM P2 connector and the
connector on the terminal box.
Repair: Perform the following procedure:
1. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.
2. Use a 151-6320 Wire Removal Tool to remove
the jumper wire from the P2 connector.
3. Reinstall the terminals into P2-10 and P2-20.
Make sure that the terminals are installed into
the correct locations. Pull on the wires in order
to verify proper installation of the terminals.
4. Disconnect the ECM J2/P2 connectors. Verify
that the connectors do not have damage,
moisture, or corrosion.
5. Thoroughly inspect the connectors on the
terminal box.
6. Use an ohmmeter to measure the continuity of
the wires for the starting solenoid between the
P2 connector and the connector on the terminal
box.
If the resistance is less than 5 ohms, the circuit
has good continuity. Otherwise, there is an open
circuit.
Make repairs, if necessary.
STOP.
• Not OK – When the jumper wire was installed,
a “444-5 Starter Motor Relay : Current Below
Normal” diagnostic code was activated. The ECM
did not detect the jumper wire. There is a problem
with the ECM.
Repair: Perform the following procedure:
1. Turn the engine control switch to the
OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.
2. Use a 151-6320 Wire Removal Tool to remove
the jumper wire from the P2 connector.
336 RENR5910-06
Troubleshooting Section

3. Reinstall the terminals into P2-10 and P2-20. Results:

Make sure that the terminals are installed into
the correct locations. Pull on the wires in order
to verify proper installation of the terminals.
4. Temporarily install a new ECM. Refer to
Troubleshooting, “ECM - Replace” for details.
If the problem is resolved with the new ECM,
install the original ECM and verify that the
problem returns. If the new ECM operates
correctly and the original ECM does not operate
correctly, replace the original ECM.
• OK – When the solenoid was connected, a “444-6
Starter Motor Relay : Current Above Normal”
diagnostic code was generated. When the solenoid
was disconnected, no “444-6 Starter Motor Relay
: Current Above Normal” diagnostic code was
generated. The ECM detected the open at the
connector for the starting solenoid. The wiring
and the ECM are OK. There is a problem with the
solenoid.
Repair: Perform the following procedure:

STOP. 1. Turn the engine control switch to the

OFF/RESET position. Switch the 16 amp circuit
Test Step 8. Create an Open Circuit in breaker for the ECM OFF.
order to Check for a Short Circuit to
Ground 2. Verify that the solenoid's connectors do not
have damage and/or corrosion.
A. Turn the engine control switch to the OFF/RESET
position. 3. Make repairs, as needed.

B. Disconnect the starting motor's solenoid. If the problem is not resolved, replace the solenoid.

C. Turn the engine control switch to the STOP STOP.

position.
D. Use Cat ET to clear the logged “444-6 Starter
Motor Relay : Current Above Normal” diagnostic
code.
Note: To provide the output for the starting motor's
solenoid, the sequence for engine start-up must be
initiated. Otherwise, a “444-6 Starter Motor Relay :
Current Above Normal” diagnostic code cannot be
generated.
• Not OK – A “short to ground” diagnostic code was
generated when the solenoid was disconnected.
Proceed to Test Step 9.
Test Step 9. Create an Open Circuit at the
Terminal Box
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.

E. To prevent the engine from starting, shut OFF the

main gas supply.

F. Turn the engine control switch to the START

position for at least 30 seconds. Then turn the
engine control switch to the STOP position.

G. Use Cat ET to look for a logged “444-6 Starter

Motor Relay : Current Above Normal” diagnostic
code again.

Expected Result:

A “444-6 Starter Motor Relay : Current Above

Normal” was not generated.
RENR5910-06 337
Troubleshooting Section

g01436716 g01436717
Illustration 262 Illustration 263
Terminal locations at the P5 connector on the terminal box that are Terminal locations at the P6 connector on the terminal box that are
for the starting circuit on the in-line engines for the starting circuit on the vee engines
(P5-22) Return (P6-29) Return
(P5-23) Circuit driver for the starting motor's solenoid (P6-37) Circuit driver for the starting motor's solenoid

B. Use a 151-6320 Wire Removal Tool to remove

the circuit driver and return for the starting solenoid
from either the P5 or P6 connector on the terminal
box. Refer to Illustration 248 for a schematic of
the circuit.

C. Switch the 16 amp circuit breaker for the ECM

ON. Turn the engine control switch to the STOP
position.

D. Use Cat ET to clear the logged “444-6 Starter

Motor Relay : Current Above Normal” diagnostic
code.

Note: To provide the output for the starting motor's

solenoid, the sequence for engine start-up must be
initiated. Otherwise, a “444-6 Starter Motor Relay :
Current Above Normal” diagnostic code cannot be
generated.

E. To prevent the engine from starting, shut OFF the

main gas supply.

F. Turn the engine control switch to the START

position for at least 30 seconds. Then turn the
engine control switch to the STOP position.
338 RENR5910-06
Troubleshooting Section

G. Use Cat ET to look for a logged “444-6 Starter

Motor Relay : Current Above Normal” diagnostic
code again.

Expected Result:

A “444-6 Starter Motor Relay : Current Above

Normal” was not generated.

Results:

• OK – A “444-6 Starter Motor Relay : Current Above

Normal” diagnostic code was not generated when
the output to the solenoid was disconnected from
the terminal box. There is a short in the harness
between the terminal box and the connector for
the starting solenoid.

Repair: Perform the following procedure:

1. Turn the engine control switch to the

OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.

2. Reinstall the terminal that was removed from

the connector on the terminal box. Pull on the
wire in order to verify proper installation of the
terminal.

3. Repair the harness, when possible. Replace

the harness, if necessary.

STOP.

• Not OK – A “short to ground” diagnostic code was Illustration 264

g01436714
generated when the output to the solenoid was
P2 ECM terminals that are used by the start circuit on in-line
disconnected from the connector on the terminal engines and vee engines
box. There is probably a short circuit to ground in
(P2-10) Circuit driver for the starting motor's solenoid
the terminal box. (P2-20) Return

Repair: Reinstall the terminal that was removed
from the connector on the terminal box. Pull on
the wire in order to verify proper installation of the
terminal.
Proceed to Test Step 10.
Test Step 10. Check the ECM
A. Turn the engine control switch to the OFF/RESET
position. Switch the 16 amp circuit breaker for the
ECM OFF.
B. Use the 151-6320 Wire Removal Tool to remove
terminal P2-10.
C. Switch the 16 amp circuit breaker for the ECM
ON. Turn the engine control switch to the STOP
position.
D. Use Cat ET to clear the logged “444-6 Starter
Motor Relay : Current Above Normal” diagnostic
code.
Note: To provide the output for the starting motor's
solenoid, the sequence for engine start-up must be
initiated. Otherwise, a “444-6 Starter Motor Relay :
Current Above Normal” diagnostic code cannot be
generated.

E. To prevent the engine from starting, shut OFF the

main gas supply.

F. Turn the engine control switch to the START

position for at least 30 seconds. Then turn the
engine control switch to the STOP position.
RENR5910-06 339
Troubleshooting Section

G. Use Cat ET to look for a logged “444-6 Starter i02901618

Motor Relay : Current Above Normal” diagnostic
code again. Wastegate - Test
Expected Result: SMCS Code: 1057-038

The “444-6 Starter Motor Relay : Current Above System Operation Description:
Normal” diagnostic code was not generated.
Use this procedure to troubleshoot the electrical
Results: system if a problem is suspected with the wastegate's
solenoid or if one of the diagnostic codes in Table
• OK – When the output to the solenoid was 99 is active.
disconnected from the ECM P2 connector, the
“444-6 Starter Motor Relay : Current Above
Normal” diagnostic code was not generated.
However, a “short to ground” diagnostic code was
generated when the output to the solenoid was
disconnected from the connector on the terminal
box. There is a short in the terminal box between
the ECM connector and the connector on the
terminal box .

Repair: Perform the following procedure:

1. Turn the engine control switch to the

OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.

2. Reinstall the terminal that was removed into

P2-10. Pull on the wire in order to verify proper
installation of the terminal.

3. Repair the harness, when possible. Replace

the harness, if necessary.

STOP.

• Not OK – A “444-6 Starter Motor Relay : Current

Above Normal” diagnostic code was generated
when the output to the solenoid was disconnected
from the ECM P2 connector. There seems to be a
problem with the ECM.

Repair: Perform the following procedure:

1. Turn the engine control switch to the

OFF/RESET position. Switch the 16 amp circuit
breaker for the ECM OFF.

2. Reinstall the terminal that was removed into

P2-10. Pull on the wire in order to verify proper
installation of the terminal.

3. Temporarily install a new ECM. Refer to

Troubleshooting, “ECM - Replace” for details.

If the problem is resolved with the new ECM,

install the original ECM and verify that the
problem returns. If the new ECM operates
correctly and the original ECM does not operate
correctly, replace the original ECM.

STOP.
340 RENR5910-06
Troubleshooting Section

Table 99
Diagnostic Codes Table
Code Conditions which Generate this Code System Response
526-5 Turbo Wastegate Drive : Current The circuit driver for the electrohydraulic The shutdown output is activated.
Below Normal actuator's solenoid is energized. The The code is logged.
Electronic Control Module (ECM) detects The engine is shut down.
no current from the actuator or a current
that is less than the normal level.
526-6 Turbo Wastegate Drive : Current The circuit driver for the electrohydraulic
Above Normal actuator's solenoid is energized. The
ECM detects a current from the actuator
that is greater than the normal level.

The ECM controls the wastegate actuator by

adjusting the current flow through the actuator's
solenoid.

The diagnostic code is probably caused by a problem

with an electrical connector or with the wiring. The
next likely cause is a problem inside the actuator
solenoid. The least likely cause is a problem with the
ECM.

Logged diagnostic codes provide a historical record.

Before you begin this procedure, use Caterpillar
Electronic Technician (ET) to print the logged codes
to a file.

This troubleshooting procedure may generate

additional diagnostic codes. Keep your mind on
correcting the cause of the original diagnostic code.
Clear the diagnostic codes after the problem is
resolved.

g01444497
Illustration 265
Schematic of the circuit for the wastegate actuator

Test Step 1. Inspect the Electrical

Connectors and Wiring
Note: This step is important for troubleshooting a
problem with instability.
RENR5910-06 341
Troubleshooting Section

g01431198
Illustration 266
Terminal Box
(1) ECM connector J2/P2
(2) ECM connector J1/P1
(3) 16 amp circuit breaker
(4) Connectors J3/P3 for the customer's connector
(5) Connectors J4/P4 for the optional control panel (if equipped)
or for a customer's connector
(6) J5/P5 connectors for the harness
(7) J6/P6 connectors for the harness

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

Switch the 16 amp circuit breaker for the ECM
OFF.
g01444485
Illustration 267
Note: For the following steps, refer to P2 ECM terminals that are used by the solenoid for the wastegate
Troubleshooting, “Electrical Connectors - on in-line engines and vee engines
Inspect”. (P2-8) Wastegate actuator's circuit driver
(P2-9) Return
342 RENR5910-06
Troubleshooting Section

g01444489 g01444487
Illustration 268 Illustration 269
Terminal locations on the P5 connector that are used by the Terminal locations on the P6 connector that are used by the
solenoid for the wastegate on vee engines solenoid for the wastegate on in-line engines
(P5-39) Return (P6-13) Return
(P5-47) Wastegate actuator's circuit driver (P6-23) Wastegate actuator's circuit driver
RENR5910-06 343
Troubleshooting Section

g01444494
Illustration 271
Typical view of the wastegate that is mounted on an in-line engine
(10) Wastegate actuator
(AA) Connectors for the wastegate actuator
(A) Wastegate actuator's circuit driver
(B) Return

B. Thoroughly inspect each of the following

connectors:

• ECM J2/P2 connectors

• J5/P5 connectors on the terminal box
g01444582
Illustration 270
Typical view of the wastegate that is mounted on a vee engine
• J6/P6 connectors on the terminal box
(8) Solenoid for the wastegate actuator
(9) Solenoid's connector
• Connectors for the wastegate actuator
(A) Wastegate actuator's circuit driver
(B) Return a. Check the torque of the Allen head screw for
the ECM connector and for the connectors on
the terminal box. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for the correct
torque values.

b. Perform a 45 N (10 lb) pull test on the wires

that are associated with the circuit for the
wastegate actuator.

c. Thoroughly inspect the connectors for the

wastegate actuator for moisture and for
contamination. Check the harness and wiring
for abrasion and for pinch points from the
wastegate actuator to the ECM.

Expected Result:

All connectors, pins, and sockets are connected

properly. The connectors and the wiring do not have
corrosion, abrasion, or pinch points.
344
Troubleshooting Section
Results:
• OK – All connectors, pins, and sockets are
connected properly. The connectors and the wiring
do not have corrosion, abrasion, or pinch points.
The components are in good condition with proper
connections. Proceed to Test Step 2.
• Not OK – At least one of the connectors, pins,
or sockets is not connected properly. At least
one connector or wire has corrosion, abrasion,
and/or pinch points. The components are not in
good condition and/or at least one connection is
improper.
Repair: Perform the necessary repairs and/or
replace parts, if necessary.
STOP.
Test Step 2. Check for Active Diagnostic
Codes
A. Prevent fuel from entering the engine. Verify
that the gas supply to the engine is OFF.
B. Connect Cat ET to the service tool connector.
C. Switch the 16 amp circuit breaker for the ECM ON.
D. If a 526-5 and/or 526-6 diagnostic code is logged,
clear the code.
E. Turn the engine control switch to the START
position and crank the engine. Allow a minimum
of 30 seconds for the generation of any codes.
F. Observe the “Active Diagnostic” screen on Cat ET.
Check and record any active diagnostic codes.
G. Determine if the problem is related to an open
circuit diagnostic code (-5) or a short circuit
diagnostic code (-6).
H. Turn the engine control switch to the STOP
position.
Expected Result:
No diagnostic codes are active.
Results:
• OK – No diagnostic codes are active.
Repair: The problem may have been related
to a faulty connection in the harness. Carefully
inspect the connectors and wiring. Refer to
Troubleshooting, “Electrical Connectors - Inspect”.
STOP.
RENR5910-06
• Not OK – A short circuit diagnostic code (-6) is
active at this time. Proceed to Test Step 3.
• Not OK – An open circuit diagnostic code (-5) is
active at this time. Proceed to Test Step 5.
Test Step 3. Disconnect the Connector
for the Wastegate Actuator's Solenoid in
Order to Create an Open Circuit
A. Prevent fuel from entering the engine. Verify
that the gas supply to the engine is OFF.
B. Turn the engine control switch to the OFF position.
Switch the 16 amp circuit breaker for the ECM to
the OFF position.
C. Disconnect the connector for the wastegate
actuator's solenoid.
D. Switch the 16 amp circuit breaker for the ECM ON.
E. If a 526-5 and/or 526-6 diagnostic code is logged,
clear the code.
F. Turn the engine control switch to the START
position and crank the engine. Allow a minimum
of 30 seconds for the generation of any codes.
G. Observe the “Active Diagnostic” screen on Cat ET.
Check and record any active diagnostic codes.
H. Turn the engine control switch to the STOP
position.
I. Return all the wiring to the original configuration.
Expected Result:
An open circuit diagnostic code (-5) is now active for
the wastegate actuator's solenoid.
Results:
• OK – A short circuit diagnostic code (-6) was
active before disconnecting the connector. An open
circuit diagnostic code (-5) became active after
disconnecting the connector. The ECM detected
the open circuit. The engine harness and the ECM
are OK.
Repair: Temporarily connect a new wastegate
actuator's solenoid to the harness, but do not
install the new wastegate actuator's solenoid.
Verify that there are no active diagnostic codes
for the wastegate actuator's solenoid. If there
are no active diagnostic codes for the solenoid,
permanently install the new solenoid. Clear any
logged diagnostic codes.
STOP.
RENR5910-06
• Not OK – A short circuit diagnostic code (-6)
remains active when the connector for the
wastegate actuator's solenoid is disconnected.
There is a short circuit between the harness
connector for the solenoid and the ECM. Proceed
to Test Step 4.
Test Step 4. Disconnect the Connector
for the Wastegate Actuator's Solenoid at
the Terminal Box in Order to Create an
Open Circuit
A. Prevent fuel from entering the engine. Verify
that the gas supply to the engine is OFF.
B. Turn the engine control switch to the OFF position.
Switch the 16 amp circuit breaker for the ECM to
the OFF position.
C. Disconnect the connector for the wastegate
actuator's solenoid at the terminal box. Determine
the correct wire terminals for your application.
Refer to Illustration 265.
D. Remove the wires for the wastegate actuator's
solenoid from the connector on the terminal box in
order to create an open circuit.
E. Switch the 16 amp circuit breaker for the ECM ON.
F. If a 526-5 and/or 526-6 diagnostic code is logged,
clear the code.
G. Turn the engine control switch to the START
position and crank the engine. Allow a minimum
of 30 seconds for the generation of any codes.
H. Observe the “Active Diagnostic” screen on Cat ET.
Check and record any active diagnostic codes.
I. Turn the engine control switch to the STOP
position.
J. Return all the wiring to the original configuration.
Expected Result:
An open circuit diagnostic code (-5) is now active for
the wastegate actuator's solenoid.
Results:
• OK – A short circuit diagnostic code (-6) was
active before disconnecting the connector. An open
circuit diagnostic code (-5) became active after
disconnecting the connector. The ECM detected
the open circuit. The engine harness between the
terminal box and the ECM is OK.
345
Troubleshooting Section
Repair: Repair the wiring between the terminal
box and the connector for the wastegate actuator's
connector. Clear any logged diagnostic codes.
STOP.
• Not OK – A short circuit diagnostic code (-6)
remains active when the connector on the terminal
box for the wastegate actuator's solenoid is
disconnected. There is a short circuit between the
terminal box and the ECM. Proceed to Test Step 7.
Test Step 5. Create a Short at the
Connector for the Wastegate Actuator's
Solenoid
A. Prevent fuel from entering the engine. Verify
that the gas supply to the engine is OFF.
B. Turn the engine control switch to the OFF position.
Switch the 16 amp circuit breaker for the ECM to
the OFF position.
C. Fabricate a jumper wire that is long enough
to create a short between the terminals of the
connector for the wastegate actuator's solenoid.
Crimp connector pins to each end of the jumper
wire.
D. Install the jumper wire between terminal A
(wastegate actuator's solenoid) and terminal
B (solenoid return) on the harness side of the
connector.
E. Switch the 16 amp circuit breaker for the ECM ON.
F. If a 526-5 and/or 526-6 diagnostic code is logged,
clear the code.
G. Turn the engine control switch to the START
position and crank the engine. Allow a minimum
of 30 seconds for the generation of any codes.
H. Observe the “Active Diagnostic” screen on Cat ET.
Check and record any active diagnostic codes.
I. Turn the engine control switch to the STOP
position.
J. Return all the wiring to the original configuration.
Expected Result:
A short circuit diagnostic code (-6) is active when the
jumper wire is installed. An open circuit diagnostic
code (-5) is active when the jumper wire is removed.
346
Troubleshooting Section
Results:
• OK – A short circuit diagnostic code (-6) is active
when the jumper wire is installed. An open circuit
diagnostic code (-5) is active when the jumper wire
is removed. The ECM detected the short circuit.
The engine harness and the ECM are OK.
Repair: Temporarily connect a new solenoid for
the wastegate actuator to the harness, but do not
install the new solenoid. Verify that there are no
active diagnostic codes for the solenoid. If there
are no active diagnostic codes for the solenoid,
permanently install the new solenoid. Clear any
logged diagnostic codes.
STOP.
• Not OK – The open circuit diagnostic code (-5)
remains active with the jumper in place. The open
circuit is between the ECM and the connector for
the wastegate actuator's solenoid. There may be a
problem with the ECM. Proceed to Test Step 6.
Test Step 6. Create a Short at the
Connector on the Terminal Box for the
Wastegate Actuator's Solenoid
A. Prevent fuel from entering the engine. Verify
that the gas supply to the engine is OFF.
B. Turn the engine control switch to the OFF position.
Switch the 16 amp circuit breaker for the ECM to
the OFF position.
C. Fabricate a jumper wire that is long enough
to create a short between the terminals of the
connector for the wastegate actuator's solenoid
on the terminal box. Crimp connector pins to each
end of the jumper wire.
D. Disconnect the connector at the terminal box for
the wastegate actuator's solenoid. Determine the
correct wire terminals for your application. Refer
to Illustration 265.
E. Remove the wires for the wastegate actuator's
solenoid from the connector on the terminal box.
Install the jumper wire between the circuit driver
for the wastegate actuator's solenoid and the
return for the wastegate actuator's solenoid on the
ECM side of the connector.
F. Reconnect the connector.
G. Switch the 16 amp circuit breaker for the ECM ON.
H. If a 526-5 and/or 526-6 diagnostic code is logged,
clear the code.
I. Turn the engine control switch to the START
position and crank the engine. Allow a minimum
of 30 seconds for the generation of any codes.
RENR5910-06
J. Observe the “Active Diagnostic” screen on Cat ET.
Check and record any active diagnostic codes.
K. Turn the engine control switch to the STOP
position.
L. Return all the wiring to the original configuration.
Expected Result:
A short circuit diagnostic code (-6) is active when the
jumper wire is installed. An open circuit diagnostic
code (-5) is active when the jumper wire is removed.
Results:
• OK – A short circuit diagnostic code (-6) is active
when the jumper wire is installed. An open circuit
diagnostic code (-5) is active when the jumper wire
is removed. The ECM detected the short circuit.
The engine harness between the terminal box and
the ECM is OK.
Repair: Repair the wiring between the terminal
box and the connector for the wastegate actuator's
connector. Clear any logged diagnostic codes.
STOP.
• Not OK – The open circuit diagnostic code (-5)
remains active with the jumper in place. The open
circuit is between the ECM and the connector on
the terminal box. There may be a problem with the
ECM. Proceed to Test Step 7.
Test Step 7. Check the Operation of the
ECM
A. Prevent fuel from entering the engine. Verify
that the gas supply to the engine is OFF.
B. Turn the engine control switch to the OFF position.
Switch the 16 amp circuit breaker for the ECM to
the OFF position.
C. Disconnect the J2/P2 ECM connector.
D. Fabricate two jumper wires that are long enough
to create a short between two terminals of the
ECM connector. Crimp connector sockets to one
end of each of the jumper wires.
E. Remove the wire from terminal location P2-8
(wastegate actuator solenoid) at the ECM
connector. Install one of the jumper wires into this
terminal location.
F. Remove the wire from terminal location P2-9
(solenoid return) at the ECM connector. Install the
other jumper wire into this terminal location.
G. Connect the J2/P2 ECM connector.
RENR5910-06 347
Troubleshooting Section

H. Create an open at the ECM:
a. In order to ensure that an open circuit condition
exists, do not allow the loose ends of the
jumper wires to connect to each other or to
engine ground.
Repair: The ECM is operating properly. The
problem is in the harness wiring between the ECM
and the connectors on the terminal box. There may
be a problem in one of the connectors. Repair the
connectors or wiring and/or replace the connectors
or wiring.

b. Switch the 16 amp circuit breaker for the ECM STOP.

ON.
• Not OK – One of the following conditions exists:
c. If a 526-5 and/or 526-6 diagnostic code is
logged, clear the code.
d. Turn the engine control switch to the START
position and crank the engine. Allow a minimum
of 30 seconds for the generation of any codes.
e. Observe the “Active Diagnostic” screen on Cat
ET. Check and record any active diagnostic
codes.
f. Turn the engine control switch to the STOP
position.
I. Create a short at the ECM:
a. Create a short between the jumper wires for
the wastegate actuator's solenoid at the ECM
connector.
b. Turn the engine control switch to the START
position and crank the engine. Allow a minimum
of 30 seconds for the generation of any codes.
The open circuit diagnostic code (-5) is not active
when the jumper wires create an open circuit. The
short circuit diagnostic code (-6) is not active when
the wire jumpers are shorted together.
Repair: It is unlikely that the ECM has failed. Exit
this procedure and perform this procedure again. If
the problem is not resolved, perform the following
procedure:
Temporarily install a new ECM. Refer to
Troubleshooting, “ECM - Replace”.
If the problem is resolved with a new ECM, install
the original ECM and verify that the problem
returns. If the new ECM operates correctly and the
original ECM does not operate correctly, replace
the original ECM.
STOP.

c. Observe the “Active Diagnostic” screen on Cat

ET. Check and record any active diagnostic
codes.

d. Turn the engine control switch to the STOP

position.

J. Restore all wiring to the original configuration.

Expected Result:

An open circuit diagnostic code (-5) is active when

the jumper wires create an open circuit. A short circuit
diagnostic code (-6) is active when the jumper wires
for the wastegate actuator's solenoid are shorted
together.

Results:

• OK – An open circuit diagnostic code (-5) is active

when the jumper wires create an open circuit. A
short circuit diagnostic code -6 is active when the
jumper wires are shorted together.
348
Troubleshooting Section
Service
i02477528
Customer Passwords
SMCS Code: 0785; 1900
Certain monitoring system parameters and system
configuration parameters may be protected with
customer passwords. Use of the passwords helps
to prevent free access to the modification of the
parameters. If the customer passwords are not
programmed, all of the parameters are unprotected.
The customer passwords can be changed, if
necessary. The customer passwords or a factory
password is needed in order to change the customer
passwords. If the customer passwords are forgotten,
factory passwords can be acquired from Caterpillar.
After the customer passwords are entered, the
passwords are required in order to change certain
parameters. Once the passwords are entered
successfully, the passwords are not requested again
until another screen is accessed or the data link is
interrupted.
This feature is enabled by programming two customer
passwords. Use the following procedure to program
the passwords. The same procedure is used to
change the passwords:
1. Access the “Service/Configuration” screen of the
Caterpillar Electronic Technician (ET).
2. Highlight the “Customer Password #1” parameter.
Click on the “Change” button in the lower right
corner of the screen.
Note: Be sure to record the customer passwords.
Store the passwords securely. The passwords can
have a maximum of eight characters. Alphanumeric
characters may be used. The passwords are case
sensitive.
3. Enter the password in the “Change Parameter
Value” dialog box and click on the “OK” button.
4. Highlight the “Customer Password #2” parameter.
Click on the “Change” button in the lower right
corner of the screen.
5. Enter the password in the “Change Parameter
Value” dialog box and click on the “OK” button.
The passwords are now programmed into the
memory of the Electronic Control Module (ECM).
Make a copy of Illustration 272 and record your
passwords. Store the passwords securely.
RENR5910-06
g01237282
Illustration 272
i03924612
Factory Passwords
SMCS Code: 0785; 1900
Note: Factory passwords are only available to
service technicians from an authorized Caterpillar
Dealership. Customers of Caterpillar do not have
access to the Caterpillar Feature Protection System
(FPS).
Factory passwords are necessary to authorize
access to certain screens in Caterpillar Electronic
Technician (ET). Factory passwords are also used
to access specific configuration parameters in the
Electronic Control Module (ECM). If you change
parameters that require factory passwords, the “Enter
Factory Passwords” dialog box will automatically be
displayed. This dialog box indicates that a factory
password must be obtained before the change can
be made.
A hyperlink is available at the bottom of the dialog
box that will simplify the entry of ECM information
into the FPS. In order to use this hyperlink, the
Personal Computer (PC) that is running Cat ET must
be connected to the Internet. When the hyperlink is
selected, the ECM information will automatically be
transferred to the entry screen on the Caterpillar FPS.
If the PC that is running Cat ET is not connected
to the Internet, you may save the ECM information
to a file. This file can be opened when the PC is
connected to the Internet and a hyperlink will be
displayed. When you select the hyperlink, the ECM
information will automatically be transferred to the
entry screen that is on the Caterpillar FPS.
Factory passwords may be required to perform each
of the following functions in Cat ET:
ECM Replacement – When an ECM is replaced,
the system configuration parameters must be
programmed into the new ECM. The new ECM will
allow specific parameters to be programmed once
without the use of factory passwords. Parameters
that are protected by factory passwords may require
that you obtain factory passwords during an ECM
replacement.
RENR5910-06 349
Troubleshooting Section

Rerate Engine Power – An engine power rerate Recommended Actions

may require changing the interlock code, which is
protected by factory passwords.
Software Enabled Attachments – Your application
may have special features that can be enabled with
Cat ET. This customized software is available to
provide enhanced operation for your application.
These features may also require the installation of
additional hardware on the application. A cost may be
associated with these software enabled attachments.
Factory passwords are necessary to enable this
software.
Customer passwords – Factory passwords are
required in order to restore customer passwords
and factory passwords are required in order to reset
customer passwords.
Set Configuration parameters – Factory
passwords are required in order to modify specific
configuration parameters. Refer to Troubleshooting,
“Configuration Parameters” for details that are related
to the parameters for your application.
If factory passwords are needed in order to change a
parameter, Cat ET will prompt you for the password
when the change is attempted. Newer versions of
Cat ET display an icon of a padlock that is used to
indicate that a parameter requires a factory password
for modification.
Clear engine events and certain diagnostic
codes – Some engine events require factory
passwords in order to clear the code from ECM
memory. For example, factory passwords must be
obtained in order to clear a code that is related to
an engine overspeed condition. Clear these codes
only when you are certain that the problem has been
corrected.
i02826488
ECM Will Not Accept Factory
Passwords
SMCS Code: 0785; 1901
Probable Causes
One of the following items may not be recorded
correctly on the Caterpillar Electronic Technician
(ET):
1. Verify that the correct passwords were entered.
Check every character in each password. Remove
the electrical power from the engine for 30
seconds and then retry.
2. Verify that Cat ET is displaying the “Enter Factory
Passwords” dialog box.
3. Use Cat ET to verify that the following information
has been entered correctly:
• Engine serial number
• Serial number for the electronic control module
• Serial number for Cat ET
• Total tattletale
• Reason code
For additional information, refer to Troubleshooting,
“Factory Passwords”.
i02916572
Electronic Service Tool Does
Not Communicate
SMCS Code: 0785; 1900
System Operation Description:
Use this procedure to solve communication problems
between Caterpillar Electronic Technician (ET) and
the Electronic Control Module (ECM). Cat ET must
communicate with the ECM in order to fully service
the engine.
There is a “Power” indicator on the communication
adapter that indicates that the communication
adapter is receiving power. An indicator on the
communication adapter indicates that communication
is occurring on the data link. Cat ET displays a
message if Cat ET can not communicate with the
data link.
The following conditions can cause a communication
problem:
• Cat ET

• Passwords • Communication adapter and/or cables

• Serial numbers • Configuration for the communications adapter

• Total tattletale • Electrical power supply to the service tool

connector
• Reason code
• Cat Data Link
350
Troubleshooting Section
This procedure determines the root cause of failure
to communicate on the data link.
Test Step 1. Verify that the Newest
Version of Cat ET is Being Used
Check the version of Cat ET. Cat ET must be the
newest version.
Expected Result:
Cat ET is the most current version.
Results:
• OK – Cat ET is the most current version. Attempt
to establish communication. Continue with this
procedure if the communication adapter does not
communicate.
• Not OK – Cat ET is an old version.
Repair: Download the newest version of Cat ET.
Attempt to establish communication. Continue with
this procedure if the communication adapter does
not communicate.
Test Step 2. Verify that the Correct
Communication Adapter and Cables are
Being Used
Refer to Troubleshooting, “Electronic Service Tools”
in order to determine the correct communication
adapter and cables.
Expected Result:
The correct communication adapter and cables are
used.
Results:
• OK – The correct communication adapter and
cables are being used. Attempt to establish
communication. Continue with this procedure if the
communication adapter does not communicate on
the data link.
• Not OK – An incorrect communication adapter or
cable was being used.
Repair: Connect the correct communication
adapter or cable. Refer to Troubleshooting,
“Electronic Service Tools”, if necessary.
Attempt to establish communication. Continue with
this procedure if the communication adapter does
not communicate on the data link.
RENR5910-06
Test Step 3. Verify that Cat ET is
Configured Correctly
Cat ET must be configured correctly in order to
communicate. Perform the following procedure:
A. Click on the “Utilities” menu.
B. Click on the “Preferences” menu.
C. Select the “Communications” tab.
D. Verify that “Caterpillar Communications Adapter II
(Serial IP)” is selected.
If “Caterpillar Communications Adapter II (Serial
IP)” is not an option for selection, the firmware for
the communications adapter must be updated.
Perform the following procedure:
Update the communication adapter's firmware by
using the “Comm Adapter II Toolkit”. Then, select
the “Caterpillar Communications Adapter II (Serial
IP)” option.
Continue with this procedure.
E. Check for any hardware that is utilizing the
same port as the communications adapter. If any
devices are configured to use the same port, exit
or close the software programs for that device.
Note: The most commonly used port is “COM 1”.
F. Click “OK”.
Note: Cat ET must reconnect in order for any
changes to be used. Electronically disconnect Cat
ET if changes were made to any of the settings
for communications. Electronically connect Cat ET.
Attempt to establish communication. Observe the
indicator on the communications adapter.
Expected Result:
Cat ET communicates.
Results:
• OK – Cat ET communicates. STOP.
• Not OK – Cat ET does not communicate. The
“Power” indicator is not illuminated. Proceed to
Test Step 4.
• Not OK – Cat ET does not communicate. The
“Power” indicator is illuminated. Proceed to Test
Step 5.
RENR5910-06 351
Troubleshooting Section

Test Step 4. Check the Electrical Power Test Step 5. Check the Service Tool
to the Communications Adapter Connector
A. Perform a visual inspection of the wiring to the
service tool connector. Look for these problems:

• Harness damage that is caused by chafing

• Harness damage that is caused by excessive
heat

B. Inspect the service tool connector. Pull on each

wire that is associated with the data link. This
verifies that each wire is properly attached to the
terminal and that the terminal is properly inserted
into the connector.
g01350067
Illustration 273 Repair any wiring problems. Attempt to establish
Power terminals on the service tool connectors. communication after the wiring has been repaired.
(A) +Battery
(B) −Battery Expected Result:

A. Refer to Illustration 273. Check for battery voltage The harness for the service tool is OK.
at the service tool connector.
Results:
Expected Result:
• OK – The harness for the data link is OK.
Battery voltage is not present at the service tool
connector. Repair: Test the circuit for the Cat Data Link.

Results: STOP.

• OK – Battery voltage is not present at the service i04031976

tool connector.
ECM Software - Install
Repair: Inspect the wiring and fuses. Determine
the cause of the missing voltage. Make the SMCS Code: 1901-591; 7620-012
necessary repairs.
Use this procedure to troubleshoot the electrical
Attempt to establish communication after the system if the diagnostic code in 100 is active.
electrical power is at the service tool connector.
Proceed to Test Step 5 if the service tool does not Table 100
communicate.
Diagnostic Codes Table

• Not OK – Battery voltage is present at the service Conditions

tool connector. which System
CDL Code Procedure
Generate Response
Repair: Verify that the cable between the service this Code
tool connector and the communication adapter is 253-2 The flash The engine Program the
OK. Replace the cable, if necessary. Personality file is for will not start. correct flash
Module a different Clearing file.
Replace the communication adapter if the following : Erratic, engine this
conditions are true: Intermittent, family or for diagnostic
or Incorrect a different code
engine requires
• There is power at the cable's “Data Link” application. factory
connector.
passwords.
The
• The communication adapter's “Power” indicator personality
is not illuminated. module
code must
STOP. be reset to
zero.
352
Troubleshooting Section
Flash Programming – A method of programming or
updating the flash file in an engine Electronic Control
Module (ECM).
Caterpillar Electronic Technician (ET) is used to flash
program a file into the memory of the engine ECM.
Note: Customer versions of Cat ET do not have
the capability for flash programming. Contact your
Caterpillar Dealer for assistance.
If you do not have the flash file, use the “Flash File
Search” tool on the Service Technician Workbench
(STW) to obtain the flash file for your engine.
Alternatively, use the “Service Software Files” feature
on SIS Web to obtain the flash file for your engine.
You must have the engine serial number in order to
search for the flash file. After locating the correct
flash file, download the flash file to your PC. Write
down the name of the flash file for future reference.
Installing a Flash File
1. Establish communication between Cat ET and the
engine ECM.
2. Select “WinFlash” from the “Utilities” menu on Cat
ET.
Note: If “WinFlash” will not communicate with the
ECM, refer to Troubleshooting, “Electronic Service
Tool Does Not Communicate”.
3. Program the flash file into the ECM.
a. Select the engine ECM under the “Detected
ECMs”.
b. Press the “Browse” button in order to select the
name of the flash file that will be programmed
into the ECM.
c. When the correct flash file is selected, press
the “Open” button.
d. Verify that the “File Values” match the
application. If the “File Values” do not match
the application, obtain the correct flash file.
e. When the correct flash file is selected, press
the “Begin Flash” button.
f. Cat ET will indicate when flash programming
has been successfully completed.
4. Start the engine and check for proper operation.
Troubleshoot any active diagnostic or event
codes. Perform any necessary repairs.
RENR5910-06
“WinFlash” Error Messages
If you receive any error messages during flash
programming, click on the “Cancel” button in order
to stop the process. Access the information about
the “ECM Summary” under the “Information” menu.
Ensure that you are programming the ECM with the
correct file for your engine.
i02916593
ECM - Replace
SMCS Code: 1901-510
The Electronic Control Module (ECM) contains no
moving parts. Failure of the ECM is unlikely. Before
you replace an ECM, follow the troubleshooting
procedures in this manual in order to be sure that
replacement of the ECM will correct the problem.
Verify that the suspect ECM is the cause of the
problem. Install a test ECM in place of the suspect
ECM. Transfer the software from the suspect ECM
to the test ECM. Program all the parameters for the
test ECM in order to match the parameters of the
suspect ECM. The parameters must match. Refer
to the following test steps for details on programming
the parameters.
If the test ECM resolves the problem, reconnect the
suspect ECM. Verify that the problem recurs. If the
problem recurs, replace the suspect ECM with the
test ECM.
Note: If the parameters cannot be read from the
suspect ECM, the parameters must be obtained from
records or from the factory.
Perform the following procedure to replace the ECM.
1. Use the “Service/Copy Configuration/ECM
Replacement” function of Caterpillar Electronic
Technician (ET).
Save the file. You can select “Load from ECM”.
You may also select the “Print” function in order to
obtain a paper copy of the parameter settings.
Note: Before you replace an ECM, record all of the
logged events.
a. Connect Cat ET with the communications
adapter. Select the “Service/Copy
Configuration/ECM Replacement” screen from
the pull-down menu.
Cat ET will load the configuration parameters
and the monitoring system parameters of the
suspect ECM.
RENR5910-06 353
Troubleshooting Section

b. Select “Load from ECM” from the Cat ET
screen. Select the suspect ECM and select
“OK”.
After the loading is complete, Cat ET will
display this message: “The data has been
successfully loaded from the ECM”. Select
“OK”.
c. Select “File/Disconnect F8” from the pull-down
menu.
Note: Do not terminate Cat ET.
2. Replace the ECM.
a. Turn the engine control switch to the
“OFF/RESET” position.
3. Install the replacement ECM.
a. Use the mounting hardware to install the new
ECM. Use a mounting nut to fasten the ground
strap for the ECM to the upper left mounting
stud. Then install the other three mounting
nuts.
Check the mounting hardware and the ECM for
correct installation. A correctly installed ECM
will move slightly on the rubber grommets.
If the ECM cannot move slightly on the
grommets, check that the washers, spacers,
and grommets are positioned correctly.
b. Use a 4 mm Allen wrench to connect the P1
and P2 connectors to the ECM. Tighten the
screws to a torque of 6 ± 1 N·m (55 ± 9 lb in).

4. Program the configuration parameters and

the monitoring system parameters into the
replacement ECM.

a. Switch circuit breaker (3) to the ON position.

b. Turn the engine control switch to the “STOP”

position.

c. Select “File/Select ECM” from the pull-down

menu.

d. Select the replacement ECM and click “OK”.

e. Select “Service/Copy Configuration/ECM

Replacement” from the pull-down menu. Click
“OK” on the window.

f. Select “Program ECM” from the screen. Select

the replacement ECM and click “OK”. If the
g00842215 correct ECM is shown, select “Yes”.
Illustration 274
(1) ECM Connector P2 g. After the loading is complete, a window with
(2) ECM Connector P1
(3) 16 Amp Circuit Breaker the message “Programming Conflict Warning”
(4) Mounting nut will appear. Select “OK”.
(5) Ground Strap
h. A window with the message “Program ECM
b. Switch the 16 amp circuit breaker (3) for the Results” will appear. Select “OK”.
ECM to the OFF position.
Note: When you program a new ECM, factory
c. Use a 4 mm Allen wrench to disconnect passwords are not required for the first six hours
connectors (P1) and (P2). of operation. After six hours, factory passwords
are required for changing the parameters that are
d. Remove mounting nut (4) in order to disconnect normally protected with factory passwords.
the ground strap (5). Remove the three
remaining mounting nuts.

Note: Rubber grommets behind the ECM are held in

place by the mounting studs. The grommets help to
reduce vibration. The grommets may fall when the
ECM is removed. Be sure not to lose the grommets.

e. Remove the ECM from the terminal box.

354 RENR5910-06
Troubleshooting Section

i02894597

Control Module - Replace

(ICSM)
SMCS Code: 1901-510

The diagnostic code that is listed in Table 101 is for

the in-line engines. The diagnostic codes that are
listed in Table 102 are for the vee engines.

Table 101
Diagnostic Codes Table
Code Conditions which Generate this Code
591-12 EEPROM checksum fault or The Integrated Combustion Sensing
ECM not programmed Module (ICSM) detects a problem within
the EPROM circuit.
System Response
The shutdown output is activated. The
code is logged.
The ICSM may not function. If the
ICSM does not function, the engine is
shut down.

Table 102
Code
253-2 Personality Module : Erratic,
Intermittent, or Incorrect
591-12 EEPROM checksum fault or
ECM not programmed
Diagnostic Codes Table
Conditions which Generate this Code
The software in the right side ICSM
does not match the software in the left
side ICSM.
An ICSM detects a problem within the
EPROM circuit.
System Response
The shutdown output is activated. The
code is logged.
The engine is shut down.
The shutdown output is activated. The
code is logged.
An ICSM may not function. If an ICSM
does not function, the engine is shut
down.

Note: The ICSM contains no moving parts. Failure 1. Use the “Service/Copy Configuration/ECM
of the ICSM is unlikely. Before you replace an ICSM, Replacement” function of Caterpillar Electronic
load the flash file for the ICSM in order to be sure Technician (ET) in order to transfer the software
that the flash file is not the problem. from the suspect ICSM.

Use the following guidelines to verify that the suspect You may also select the “Print” function in order to
ICSM is the cause of the problem: obtain a paper copy of the parameter settings.

Install a test ICSM in place of the suspect ICSM. Note: Before you replace an ICSM, record all of the
Transfer the software from the suspect ICSM to logged events.
the test ICSM. Program all the parameters for the
test ICSM in order to match the parameters of the a. Connect Cat ET with the communications
suspect ICSM. The parameters must match. Refer adapter. Select “Service/Copy
to the following steps for details on programming the Configuration/ECM Replacement” from
parameters. the pull-down menu.

If the test ICSM resolves the problem, reconnect the
suspect ICSM. Verify that the problem recurs. If the
problem recurs, replace the suspect ICSM with the
test ICSM.
Use the following procedure to replace the ICSM:
Cat ET will load the configuration parameters
and the monitoring parameters from the ECM.
b. Select “Load from ECM” in the lower left corner
of the screen. Select the suspect ICSM and
select “OK”.

Note: If the parameters cannot be read from the After the loading is complete, Cat ET will
suspect ICSM, the parameters must be obtained display this message: “The data has been
from records or from the factory. successfully loaded from the ECM”. Select
“OK”.
RENR5910-06
c. Select “File/Disconnect F8” from the pull-down
menu.
Note: Do not exit from Cat ET.
2. Replace the ICSM.
a. Turn the engine control switch to the
“OFF/RESET” position.
Illustration 275
g00842289
16 amp circuit breaker for the ECM
b. Switch the 16 amp circuit breaker for the ECM
to the OFF position.
g00842252
Illustration 276
(1) 20 pin connector for the thermocouples
(2) 14 pinconnector to the terminal box
(3) Bolt
c. Disconnect the 20 pin connector (1) and the 14
pin connector (2) from the ICSM. Remove four
bolts (3) in order to remove the cover.
Note: Rubber grommets for the ICSM are held in
place on the mounting studs. The grommets help to
reduce vibration. The grommets may fall when the
ICSM is removed. Be sure not to lose the grommets.
Note: A ground strap is connected with one of the
mounting bolts.
355
Troubleshooting Section
g00842267
Illustration 277
(4) Connectors for the sensors
(5) Mounting bolts
(6) Ground strap
d. Disconnect connectors (4) for the sensors from
the ICSM. Remove four mounting bolts (5).
Detach ground strap (6).
3. Install the replacement ICSM. Orient the 20 pin
connector to the upward position.
a. Use the mounting hardware to install the new
ICSM. Be sure to install ground strap (6).
Check the mounting hardware and the ICSM for
correct installation. A properly installed ICSM
will move slightly on the rubber grommets. If the
ICSM cannot move slightly on the grommets,
check that the washers and grommets are
positioned correctly.
b. Connect connectors (4) for the sensors to the
ICSM.
c. Connect the 20 pin connector (1) and the 14
pin connector (2) to the ICSM.
d. Install the cover and four bolts (3).
4. Program the configuration parameters and
the monitoring system parameters into the
replacement ICSM.
a. Switch the 16 amp circuit breaker for the ECM
ON.
b. Turn the engine control switch to the “STOP”
position.
c. Select “File/Select ECM” from the pull-down
menu of Cat ET.
d. Select the “Replacement ICSM” and click “OK”.
e. Select “Service/Copy Configuration/ECM
Replacement” from the pull-down menu. Click
“OK” on the window.
356 RENR5910-06
Troubleshooting Section

f. Select “Program ECM” from the lower left

corner of the screen. Select the replacement
ICSM and click “OK”.
The connection of any electrical equipment and
the disconnection of any electrical equipment may
g. After the loading is complete, a window with the
cause an explosion hazard which may result in in-
message “Programming Complete” will appear.
jury or death. Do not connect any electrical equip-
Select “OK”.
ment or disconnect any electrical equipment in an
explosive atmosphere.
Note: When you program a new ICSM, factory
passwords are not required. Also, the ICSM does not
require calibration. 1. Determine If The Problem Is Intermittent.

If the problem is intermittent, attempt to test

i02614068
the circuit before you disconnect any electrical
Electrical Connectors - Inspect connectors. This helps identify the root cause of
intermittent problems.
SMCS Code: 7553-040-WW
The “Wiggle Test” on the Caterpillar Electronic
Most electrical problems are caused by poor Technician (ET) may be able to test the circuit.
connections. The following procedure will assist in Refer to the documentation that accompanies Cat
detecting problems with connectors and with wiring. ET.
If a problem is found correct the condition and verify
that the problem is resolved. Perform the wiggle test on the circuit, when
possible. Otherwise, continue with this procedure.
Intermittent electrical problems are sometimes
resolved by disconnecting and reconnecting 2. Check the Connectors for Moisture and For
connectors. It is very important to check for diagnostic Corrosion.
codes immediately before disconnecting a connector.
Also check for diagnostic codes after reconnecting
the connector. If the status of a diagnostic code is
changed due to disconnecting and reconnecting a
connector, there are several possible reasons. The
likely reasons are loose terminals, improperly crimped
terminals, moisture, corrosion, and inadequate
mating of a connection.

Follow these guidelines:

• Always use a 1U-5804 Crimp Tool to service

Deutsch HD and DT connectors. Never solder the
terminals onto the wires. Refer to “SEHS9615,
Servicing Deutsch HD and DT Style Connectors”.

• Always use a 147-6456 Wedge Removal Tool

in order to remove wedges from DT connectors.
Never use a screwdriver to pry a wedge from a
connector.
• Always use a breakout harness for a voltmeter
probe or a test light. Never break the insulation
of a wire in order to access to a circuit for
measurements.
• If a wire is cut, always install a new terminal for
the repair.
g01131211
Illustration 278
Leaky seal at the connector (typical example)
a. Inspect all wiring harnesses. Ensure that
the routing of the wiring harness allows the
wires to enter the face of each connector at
a perpendicular angle. Otherwise, the wire
will deform the seal bore. Refer to Illustration
278. This will create a path for the entrance of
moisture. Verify that the seals for the wires are
sealing correctly.
RENR5910-06
g01131276
Illustration 279
Diagram for the installation of a connector plug (typical example)
(1) Electronic Control Module (ECM) connector
(2) Correctly inserted plug
(3) Incorrectly inserted plug
b. Ensure that the sealing plugs are in place. If
any of the plugs are missing, replace the plug.
Ensure that the plugs are inserted correctly into
the connector. Refer to Illustration 279.
Illustration 280
g01131019
Seal for a three-pin connector (typical example)
357
Troubleshooting Section
g01131165
Illustration 281
Seal for ECM connector (typical example)
c. Disconnect the suspect connector and inspect
the connector seal. Ensure that the seals are
in good condition. If necessary, replace the
connector.
d. Thoroughly inspect the connectors for evidence
of moisture entry.
Note: It is normal to see some minor seal abrasion
on connector seals. Minor seal abrasion will not allow
the entry of moisture.
If moisture or corrosion is evident in the
connector, the source of the moisture entry
must be found and the source of the moisture
entry must be repaired. If the source of the
moisture entry is not repaired, the problem will
recur. Simply drying the connector will not fix
the problem. Check the following items for the
possible moisture entry path:
• Missing seals
• Improperly installed seals
• Nicks in exposed insulation
• Improperly mated connectors
Moisture can also travel to a connector through
the inside of a wire. If moisture is found in a
connector, thoroughly check the connector's
harness for damage. Also check other
connectors that share the harness for moisture.
Note: The ECM is a sealed unit. If moisture is found
in an ECM connector, the ECM is not the source of
the moisture. Do not replace the ECM.
358
Troubleshooting Section
3. Check the Wires for Damage to the Insulation.
a. Carefully inspect each wire for signs of
abrasion, of nicks, and of cuts.
Inspect the wires for the following conditions:
• Exposed insulation
• Rubbing of a wire against the engine
• Rubbing of a wire against a sharp point
b. Check all of the wiring harness fasteners in
order to verify that the harness is properly
secured. Also check all of the fasteners in order
to verify that the harness is not compressed.
Pull back the harness sleeves in order to check
for a flattened portion of wire. A fastener that
has been overtightened flattens the harness.
This damages the wires that are inside the
harness.
4. Inspect the Connector Terminals.
Visually inspect each terminal in the connector.
Verify that the terminals are not damaged.
Verify that the terminals are properly aligned in
the connector and verify that the terminals are
properly located in the connector.
5. Perform a Pull Test on Each Wire Terminal
Connection.
g01131435
Illustration 282
Receptacle lock wedge (typical example)
a. Ensure that the locking wedge for the connector
is installed properly. Terminals cannot be
retained inside the connector if the locking
wedge is not installed properly.
RENR5910-06
b. Perform the 45 N (10 lb) pull test on each
wire. Each terminal and each connector should
easily withstand 45 N (10 lb) of tension and
each wire should remain in the connector
body. This test checks whether the wire was
properly crimped in the terminal and whether
the terminal was properly inserted into the
connector.
6. Check Individual Pin Retention into the Socket.
g01131604
Illustration 283
Diagram for testing pin retention (typical example)
a. Verify that the sockets provide good retention
for the pins. Insert a new pin into each socket
one at a time in order to check for a good grip
on the pin by the socket.
7. Check the Locking Mechanism of the
Connectors.
a. Ensure that the connectors lock properly. After
locking the connectors, ensure that the two
halves cannot be pulled apart.
b. Verify that the latch tab of the connector is
properly latched. Also verify that the latch tab
of the connector returns to the locked position.
8. Check the Allen Head Screws on the
Connectors.
Visually inspect the allen head screws for the
ECM connectors. Ensure that the threads on each
allen head screw are not damaged.
a. Connect the ECM connectors.
RENR5910-06
g01132827
Illustration 284
Allen head screw for the 120 pin ECM connector (typical example)
b. Torque the allen head bolt for the 120 pin ECM
connector to 7.0 ± 0.5 N·m (60 ± 4 lb in).
g01132849
Illustration 285
Allen head screw for the 70 pin ECM connector (typical example)
c. Torque the allen head screw for the 70
pin ECM connector to 6.0 + 1.5 - 1.0 N·m
(55 + 13 - 9 lb in).
g01132863
Illustration 286
Allen head screw for the 40 pin ECM connector (typical example)
d. Torque the allen head screw for the 40 pin ECM
connector to 2.25 ± 0.25 N·m (20 ± 2 lb in).
e. Connect the customer connector.
359
Troubleshooting Section
g01133047
Illustration 287
Allen head screw for the 40 pin customer connector and the 70 pin
customer connector (typical example)
f. Torque the allen head screw for the 40 pin
customer connector and the 70 pin customer
connector to 2.25 ± 0.25 N·m (20 ± 2 lb in).
i02511119
Unburned Gas - Purge
SMCS Code: 1088-542
The following events cause unburned gas to remain
in the air inlet and in the exhaust manifold:
• Emergency stop
• Engine overspeed
• The gas shutoff valve is commanded to close and
the gas shutoff valve does not close.
• Unsuccessful successive attempts to start the
engine
Unburned gas may remain in the air inlet and exhaust
system after several unsuccessful attempts to start
the engine. The unburned gas may increase to a
concentration that may ignite during a successive
attempt to start the engine.
Perform the following procedure in order to purge
the unburned gas:
1. If the Caterpillar Electronic Technician (ET) is not
connected to the engine, connect Cat ET to the
engine.
2. Verify that the value of the “Engine Purge Cycle”
parameter is equal to ten seconds less than the
value of the “Crank Cycle” parameter.
360 RENR5910-06
Troubleshooting Section

3. Set the engine control to the START mode.

The engine will crank for the “Engine Purge
Cycle Time”. Then, the gas shutoff valve will be
energized and the ignition will be enabled. The
engine will start.

4. Continue with your previous procedure.

i02916707

Air/Fuel Pressure Module -

Calibrate
SMCS Code: 1278-524; 1900-524

Perform this procedure if the following diagnostic

code is active.

Table 103
Diagnostic Codes Table
Code Conditions which Generate this Code System Response
94-13 Fuel Delivery Pressure Sensor : The calibration offset value for the fuel The engine will not start. The code
Calibration Required pressure is outside the acceptable range is logged.
for the sensor.

Systems Operation 6. Press the next button in order to start the

When the engine control is powered up the
Electronic Control Module (ECM) will verify that the
calibration offset value is within the accepted range
of −3 to 3 kPa (± 0.4351 psi). If the calibration offset
value for the fuel pressure is outside the accepted
range, the diagnostic code 94-13 will be activated
and the engine will not start.
The diagnostic code is logged. The ECM does not
need to be reset in order to clear the code. A valid
calibration value will be required in order to operate
the engine. The 94-13 code will be cleared upon valid
calibration.
Procedure for Calibration of the “Air/Fuel
Pressure Module”
1. Verify that the fuel shutoff valve is closed.
2. Turn the engine control switch to the STOP
position.
3. Access the “Air Pressure Module Calibration”
procedure in Caterpillar Electronic Technician
(ET). This is located under the “Service” pull-down
menu under “Calibrations”.
4. Open the ports to the air/fuel pressure module by
disconnecting the air lines and the fuel lines from
the pressure module. Ensure that the ports are
open to atmospheric pressure.
calibration procedure.
Note: You must wait for the next window in order to
continue the calibration procedure.
a. The engine control switch must be in the STOP
position.
b. The engine speed must be 0 rpm.
7. Enter the “Atmospheric Pressure Sensor
Calibration Value”. This value is the “Actual Air
Pressure” that is shown on the Cat ET screen.
8. Press the OK button in order to continue.
9. If the calibration is a success, press the “Finish”
button in order to complete the calibration
procedure. Reconnect the air lines and the fuel
lines to the pressure module and resume normal
operation.
Note: The ECM will perform the required
measurement of the pressure in order to calculate the
calibration offset value. This calibration offset value
will be subtracted from all subsequent readings of the
fuel differential pressure. If this value is greater than
3 kPa (0.4351 psi) or less than −3 kPa (−0.4351 psi)
the calibration will fail and the ECM will not clear the
94-13 active diagnostic code.

5. Press the OK button in order to continue.

RENR5910-06 361
Troubleshooting Section

10. If the calibration fails, verify that both the air and
the fuel ports of the pressure module are open to
atmospheric pressure and repeat the calibration
procedure. If the pressure module cannot be
calibrated within the specification after three
calibration attempts, the module must be replaced.
362
Index Section
Index
A Detonation Occurrence..........................................
Air Starting Motor Problem .................................... 67
Probable Causes ............................................... 67
Recommended Actions...................................... 67
Air/Fuel Pressure Module - Calibrate .................. 360
Systems Operation .......................................... 360
Air/Fuel Pressure Module - Test ........................... 119
C
Choke Actuator - Test .......................................... 127
Circuit Tests .......................................................... 119
Component Location ............................................. 18
Configuration Parameters...................................... 30
Air/Fuel Ratio Control......................................... 32
Configuration Parameters .................................. 30
Default Settings of the Configuration
Parameters....................................................... 36
Governing of the Air/Fuel Ratio Control and of the
Engine Speed................................................... 31
Information for the ECM..................................... 36
Speed Control .................................................... 33
Start/Stop Control Parameters........................... 35
Control Module - Replace (ICSM) ....................... 354
Coolant Flow Is Low .............................................. 68
Probable Causes ............................................... 68
Recommended Actions...................................... 68
Coolant Level Is Low ............................................. 69
Probable Causes ............................................... 69
Recommended Actions...................................... 69
Coolant Pressure Is High....................................... 69
Probable Causes ............................................... 70
Recommended Actions...................................... 70
Coolant Pressure Is Low ....................................... 70
Probable Causes ............................................... 71
Recommended Actions...................................... 71
Coolant Temperature Is High................................. 71
Probable Causes ............................................... 72
Recommended Actions...................................... 72
Coolant Temperature Is Low.................................. 73
Probable Causes ............................................... 74
Recommended Actions...................................... 74
Crankcase Pressure Is High.................................. 74
Probable Causes ............................................... 74
Recommended Actions...................................... 75
Customer Passwords .......................................... 348
Cylinder Combustion - Test ................................. 134
Cylinder Firing Signal - Test................................. 142
Cylinder Is Noisy.................................................... 75
Probable Causes ............................................... 75
Recommended Actions...................................... 75
D Probable Causes ............................................... 90
Detonation - Test ................................................. 158
RENR5910-06
76
Probable Causes ............................................... 77
Recommended Repairs ..................................... 77
Diagnostic Capabilities .......................................... 25
Diagnostic Codes............................................... 25
Diagnostic Trouble Codes ..................................... 39
Active Diagnostic Codes .................................... 49
Diagnostic Codes............................................... 48
Logged Diagnostic Codes.................................. 50
E
ECM - Replace .................................................... 352
ECM Software - Install......................................... 351
Installing a Flash File ....................................... 352
ECM Will Not Accept Factory Passwords............ 349
Probable Causes ............................................. 349
Recommended Actions.................................... 349
Electrical Connectors............................................. 26
Terminal Box ...................................................... 26
Electrical Connectors - Inspect............................ 356
Electrical Power Supply - Test ............................. 174
Electrohydraulic System Oil Pressure Is Low........ 78
Probable Causes ............................................... 79
Recommended Actions...................................... 79
Electronic Service Tool Does Not Communicate.. 349
Electronic Service Tools .......................................... 4
Caterpillar Electronic Technician (ET).................. 5
Optional Service Tools ......................................... 5
PL1000E Communication ECM (If Equipped)...... 8
Service Tools........................................................ 4
Electronic System Overview................................... 11
Engine Cranks but Does Not Start ........................ 80
Probable Causes ............................................... 80
Recommended Actions...................................... 80
Engine Has Mechanical Noise (Knock) ................. 82
Probable Causes ............................................... 82
Recommended Actions...................................... 82
Engine Misfires, Runs Rough or Is Unstable......... 83
Probable Causes ............................................... 84
Recommended Actions...................................... 85
Engine Monitoring System..................................... 24
Viewing or Changing the Settings of the Monitoring
System ............................................................. 24
Engine Overcrank Occurrence .............................. 87
Probable Causes ............................................... 87
Recommended Actions...................................... 87
Engine Overloads .................................................. 88
Probable Causes ............................................... 88
Recommended Actions...................................... 88
Engine Overspeeds ............................................... 89
Probable Causes ............................................... 89
Recommended Actions...................................... 89
Engine Shutdown Is Intermittent............................ 90
Recommended Actions...................................... 90
Engine Shutdown Occurrence............................... 91
Probable Causes ............................................... 91
Recommended Actions...................................... 92
RENR5910-06 363
Index Section

Engine Shutdown or Start Inhibit Initiated by Driven
Equipment............................................................ 92
Probable Causes ............................................... 92
Recommended Actions...................................... 92
Engine Stalls Immediately After Starting ............... 93
Probable Causes ............................................... 93
Recommended Actions...................................... 93
Engine Vibration Is Excessive ............................... 93
Probable Causes ............................................... 93
Recommended Actions...................................... 94
Event Codes .......................................................... 51
Cross-Reference Information for Event Codes .. 51
Engine Monitoring .............................................. 51
Integrated Combustion Sensing Module
(ICSM).............................................................. 65
Parameter Settings of the Engine Monitoring
System ............................................................. 59
Parts of the Event Code..................................... 57
Troubleshooting ................................................. 58
Exhaust Emission and Fuel Consumption Are
High ..................................................................... 94
Probable Causes ............................................... 94
Recommended Actions...................................... 94
Exhaust Temperature - Test................................. 181
Exhaust Temperature Is High ................................ 95
Probable Causes ............................................... 99
Recommended Actions...................................... 99
Exhaust Temperature Is Low ............................... 100
Probable Causes ............................................. 102
Recommended Repairs ................................... 102
Inlet Air Temperature Is High ............................... 108
Probable Causes ............................................. 109
Recommended Actions.................................... 109
Integrated Combustion Sensing Module - Test.... 245
Introduction.............................................................. 4
O
Oil Consumption Is Excessive .............................. 110
Probable Causes .............................................. 110
Recommended Repairs .................................... 110
Oil Filter Differential Pressure Problem ................ 111
Probable Causes .............................................. 111
Recommended Actions..................................... 111
Oil Level Is Low .................................................... 111
Probable Causes .............................................. 112
Recommended Actions..................................... 112
Oil Pressure Is High.............................................. 112
Probable Causes .............................................. 112
Recommended Actions..................................... 113
Oil Pressure Is Low .............................................. 113
Probable Causes .............................................. 113
Recommended Actions..................................... 113
Oil Temperature Is High........................................ 114
Probable Causes .............................................. 114
Recommended Actions..................................... 114
P

Prelubrication - Test............................................. 253

F Prelubrication Pressure Is Low............................. 115
Factory Passwords ..............................................
Fuel Actuator - Test .............................................
Fuel Control - Test ...............................................
Fuel Energy Content Problem .............................
Probable Causes .............................................
Recommended Actions....................................
Fuel Pressure Problem........................................
Probable Causes .............................................
Recommended Actions....................................
Fuel Temperature Is High ....................................
Probable Causes .............................................
Recommended Actions....................................
G Speed Control (Switch) - Test.............................. 313
General Information................................................. 4
I Gather Information ............................................. 67
Ignition Primary - Test.......................................... 215
Ignition Secondary - Test ..................................... 230
Important Safety Information ................................... 2
Indicator Lamp - Test ........................................... 237
Inlet Air Is Restricted ........................................... 107
Probable Causes ............................................. 108
Recommended Actions.................................... 108
Probable Causes .............................................. 115
348 Recommended Actions..................................... 115
193 Programmable Parameters ................................... 25
200
103
104 S
105
105 Sensor Signal (Analog, Active) - Test .................. 274
105 Sensor Signal (Analog, Passive) - Test ............... 284
106 Sensor Signal (PWM) - Test ................................ 289
106 Sensor Supply - Test ........................................... 299
106 Service................................................................. 348
106 Spark Plug Life Is Short........................................ 116
Probable Causes .............................................. 116
Recommended Actions..................................... 116
Speed/Timing - Test............................................. 318
Starting - Test ...................................................... 325
Symptom Troubleshooting..................................... 67
Follow the Procedures ....................................... 67
Narrow the List of Possible Causes ................... 67
Provide Feedback to Caterpillar......................... 67
Verify the Problem.............................................. 67
System Overview.................................................... 11
Control System ................................................... 11
T

Table of Contents..................................................... 3
Temperature Ratio of Coolant to Oil Is Low.......... 116
Probable Causes .............................................. 116
Recommended Actions..................................... 117
Troubleshooting Data Sheet.................................... 8
Report the Service Information .......................... 10
Troubleshooting Section.......................................... 4
Turbocharger Turbine Temperature Is High.......... 117
Probable Causes .............................................. 117
Recommended Repairs .................................... 118

Unburned Gas - Purge ........................................ 359

Wastegate - Test.................................................. 339

Welding Precaution ................................................. 4

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