Senr 6413

10/30/2019 G3516 Generator Set ZBA00001-UP(SEBP3860 - 55) - Documentation
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Product: GENERATOR SET
Model: G3516 GENERATOR SET ZBA
Configuration: G3516 Generator Set ZBA00001-UP
Troubleshooting
G3500 Engines
Media Number -SENR6413-12 Publication Date -01/06/2014 Date Updated -16/06/2014
i01920931
System Overview
SMCS - 1900
Introduction
Electronic Ignition System (EIS)
The Caterpillar EIS provides variable ignition timing that is sensitive to detonation. The EIS consists of the
following components:
EIS control module
Ignition transformers
Speed/Timing sensor
Manifold air pressure sensor (MAP)
Detonation sensors
Each cylinder has an ignition transformer that is located under the valve cover for the cylinder. To initiate
combustion, the control module sends a pulse of approximately 190 volts to the primary coil of each ignition
transformer at the appropriate time and for the appropriate duration. The transformers step up the voltage in
order to create a spark across the spark plug electrode.
Detonation sensors monitor the engine for excessive detonation. The engine has two detonation sensors.
Each sensor monitors one cylinder bank. The sensors generate data on vibration that is processed by the
control module in order to determine detonation levels. If detonation reaches an unacceptable level, the
control module retards the ignition timing of the cylinders. If retarding the timing does not limit detonation
to an acceptable level, the control module shuts down the engine.
The ignition is enabled via an input on the control module. The input is activated by a control system that is
provided by Caterpillar or by the customer.
The control module provides extensive diagnostics for the ignition system. The control module also contains
an input for ignition timing in order to allow operation with alternate fuels such as propane that require a
timing offset.
Optional Electronic Systems
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Optional electronic systems provide additional capabilities and features. The systems that may be installed
depend on the application.
Air/fuel ratio control
Status Control Module (SCM)
Other systems that are provided by Caterpillar or by the customer
Air/Fuel Ratio Control

The engine may be equipped with an air/fuel ratio control system. The system provides the following
capabilities:
Control of exhaust emissions
Adjustment for changes in the fuel BTU
Engine speed governing
The system consists of the following components:
Electronic Control Module (ECM)
Oxygen sensor
Oxygen buffer
Speed sensor
Inlet manifold pressure sensor
Inlet manifold temperature sensor
Fuel valve
Throttle actuator
Input switches
Some of the components are located in a remote control panel that is connected to the engine via a wiring
harness.
The air/fuel ratio control consists of two subsystems: air/fuel ratio control and engine speed governing.
The ECM provides control of the air/fuel mixture for performance and efficiency at low emission levels. The
control compensates for changes in the BTU of the fuel in order to maintain desired emission levels.
The following steps describe the basic operation:
1. The ECM determines the desired flow rates for the air and the fuel. The flow rates are determined by
these factors:
Desired engine speed
Actual engine speed
Calculated engine load

2. The ECM sends a signal to the fuel metering valve and a signal to the governor.
3. The ECM monitors the amount of oxygen in the exhaust gas via the oxygen sensor. The ECM adjusts
the signal for the flow of air and fuel in order to achieve the desired level of exhaust emissions.
This process is repeated continuously during engine operation unless the AFR control has been disabled. The
air/fuel ratio control may be disabled with the Digital Diagnostic Tool (DDT). This aids in troubleshooting
the system.
The air/fuel ratio control communicates with the EIS via the Cat data link. Sensor information and control
information are passed between the two systems via the Cat data link.
Engine Speed Governing
The ECM uses sensors, switches, and the throttle actuator in order to govern the speed of the engine.
Desired engine speed is determined by the status of the idle/rated switch, the desired speed input, and
programmable parameters.
The source of the desired engine speed depends on the application. The input may be from a potentiometer, a
pressure module, or an electronic device.
Inside the ECM, the desired engine speed is compared to the actual engine speed. The ECM uses gains in
order to provide stable operation. The ECM issues a throttle command to the throttle actuator.
The throttle actuator is electrically controlled and hydraulically actuated. The throttle position is controlled in
open loop mode: there is no feedback for the throttle position. The actual throttle position can be viewed on a
mechanical pointer that is built into the mechanism of the throttle.
The SCM includes the following features:
Control of starting the engine and stopping the engine
Basic engine protection
A display of the status of certain parameters
Shutdown indicators
Diagnostic information
When the SCM receives a signal to start the engine, the SCM activates the fuel system and the starting
motor. The SCM also sends a command to the EIS control module in order to begin the ignition. When the
engine rpm reaches the crank termination speed, the starting motor is disengaged.
The SCM will sequentially display the following parameters in two second increments: service hours, engine
rpm, battery voltage, engine oil pressure and engine oil temperature. The SCM also monitors the engine for
faults.
The SCM protects the engine from certain faults. For example, the SCM will shut down the engine if the oil
temperature is above the setpoint.
The SCM displays certain operating parameters. For example, the temperature of the oil can be displayed on
the module's indicator.
The SCM also has light emitting diodes that indicate an engine shutdown.
The engine will operate until the SCM receives a shutdown signal. The shutdown signal can come from a
switch or from the EIS control module. When the SCM shuts off the fuel supply, the SCM also sends a
command to the EIS control module in order to terminate the ignition.
Engine Monitoring and Protection

The engine may be equipped with a system that provides additional features. The system that is installed
depends on the application. The system may communicate with the EIS and the air/fuel ratio control via the
Cat data link. The system may provide some of the following features or all of the following features:
Control of starting the engine and stopping the engine
Basic engine protection
A display of the status of certain operating parameters
Diagnostic information
These features may be provided by these systems:
Status Control Module
Electronic Modular Control Panel (EMCP)
Start/Stop Control
If the system provides start/stop control of the engine, the system sends a command to the EIS control
module. The command enables the ignition and the command disables the ignition.
If the system does not provide start/stop control of the engine, the starting of the engine and the stopping of
the engine is controlled by equipment that is provided by the customer.
Basic Engine Protection
The system may provide additional protection for the engine. The protection that is provided depends on the
system. For example, protection may be provided for the loss of oil pressure.
Engine Operating Parameters
The system may provide indications of engine operation. For example, the system may provide a digital
indication of the oil pressure and the oil temperature.
Diagnostic Information
The system may provide additional diagnostic information for the engine. For example, if the engine was
shut down for high oil temperature, the system would provide a diagnostic code for the event.
Copyright 1993 - 2019 Caterpillar Inc. Wed Oct 30 2019 16:19:55 GMT+0700 (Western Indonesia Time)
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G3500 Engines
i01995822
Self-Diagnostics
SMCS - 1901

The EIS Control Module has the ability to detect problems with the ignition system. When the control
module detects a problem, the module generates a code. There are two types of codes:
Warning
Shutdown
Warning - The control module has detected a problem with the ignition system. The problem does not
require the engine to be shut down. The control module illuminates the warning lamp. The control module
also generates a diagnostic code. The code is stored in the memory of the control module. The code can be
viewed via an electronic service tool.
Shutdown - The control module has detected a problem with the ignition system. The problem requires the
engine to be shut down. The control module illuminates the shutdown lamp. The control module also
generates a diagnostic code. The code is stored in the memory of the control module. The code can be
viewed via an electronic service tool. The control module cannot shut down the engine. Instead, the control
module activates the shutdown output. The shutdown output can be used by another system to shut down the
engine.
Every generated code is stored in the memory of the control module. The codes remain in the memory of the
control module even if the power is removed from the module. The codes may be useful to help troubleshoot
intermittent problems. The codes can also be used to review the performance of the engine and the electronic
system.
Diagnostic codes may not indicate that a repair is needed. The problem may have been temporary. The
problem may have been resolved since the generation of the code. For example, if the system is powered and
the warning lamp is disconnected, the control module will detect the problem. The module will generate a
diagnostic code for the problem. The module will store the code. When the lamp is connected, the problem
will disappear. The code will remain in the memory of the module until the code is cleared.
All of the codes are cleared from memory when the diagnostic reset switch is activated.
Optional Air/Fuel Ratio Control
The Electronic Control Module (ECM) for the Air/Fuel Ratio Control has the ability to detect problems with
the air/fuel ratio control and with the governor. When the ECM detects a problem, the ECM generates a
code. There are two types of codes:
Warning
Shutdown
Warning - The ECM has detected a problem with the air/fuel ratio control. The problem does not require the
engine to be shut down. The ECM illuminates the warning lamp. The ECM also generates a diagnostic code.
The code is stored in the memory of the ECM. The code is displayed on the front of the ECM. The code can
also be viewed via an electronic service tool.
Shutdown - The control module has detected a problem with the air/fuel ratio control. The problem requires
the engine to be shut down. The control module illuminates the shutdown lamp. The control module also
generates a diagnostic code. The code is stored in the memory of the ECM. The code is displayed on the
front of the ECM. The code can be viewed via an electronic service tool. The ECM cannot shut down the
engine. Instead, the ECM sends a shutdown request to another system. The other system may be provided by
Caterpillar or by the customer. The other system sends a shutdown request to the EIS control module. The
engine is shut down.
Every generated code is stored in the memory of the ECM. The codes remain in the memory of the ECM
even if the power is removed from the ECM. The codes may be useful to help troubleshoot intermittent
problems. The codes can also be used to review the performance of the engine and the electronic system.
A code may not indicate that a repair is needed. The problem may have been temporary. The problem may
have been resolved since the generation of the code. For example, if the system is powered and the oxygen
sensor is disconnected, the ECM will detect the problem. The ECM will generate a diagnostic code for the
problem. When the sensor is connected, the problem will disappear. The code will remain on the display and
the warning lamp will remain illuminated until the diagnostic reset switch is activated.
All of the codes are cleared from the ECM when the diagnostic reset switch is activated.
Optional Status Control Module (SCM)

The Status Control Module (SCM) has the ability to detect problems with circuits that monitor the engine
parameters. Refer to Systems Operation, SENR6420 for information on the status control module.
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Troubleshooting
G3500 Engines
i01996152
Location of Components
SMCS - 1900

The EIS provides control of the ignition.
Illustration 1 g01033235
Components for the EIS
(1) Inlet manifold pressure sensor
(2) Transformer
(3) Detonation sensor
(4) EIS control module
(5) Speed/timing sensor
(6) Detonation sensor
EIS Control Module

Control module (4) provides the signals for the ignition transformers.
Transformers
There is a transformer (2) underneath the valve cover for each cylinder. The transformers deliver high
voltage to the spark plugs.
Sensors
The sensors provide signals to the control module. The control module uses the signals in order to provide
the signals to the transformers at the appropriate time.
Inlet Manifold Pressure Sensor
The control module uses the signal from inlet manifold pressure sensor (1) in order to determine the engine
load.
Detonation Sensors
Detonation sensors (3) and (6) produce a voltage signal that is proportional to the level of detonation. The
control module uses the signals from the detonation sensors in order to determine the level of detonation. To
eliminate detonation, the control module will retard the ignition timing.
Speed/Timing Sensor
Speed/timing sensor (5) provides information to the control module about the position of the crankshaft and
the engine rpm. The control module uses the information in order to determine the ignition timing.
Distribution Panel
Left side of the engine
(7) Distribution panel
An optional distribution panel (7) may be attached to the control module. The distribution panel is for
Canadian Standards Association (CSA) requirements.
Optional Air/Fuel Ratio Control

The air/fuel ratio control provides control of emissions and engine speed governing.
Electronic Control Module (ECM)
Remote control panel
This panel is configured for CSA.
(8) Electronic Control Module (ECM)
ECM (8) is located inside an optional remote control panel. The location of the remote control panel varies
depending on the customer's requirements. The type of panel that is used depends on the engine's options.
Sensors and Actuators
Components for the air/fuel ratio control
(9) Inlet manifold temperature sensor
(10) Oxygen sensor
(11) Oxygen buffer
(12) Throttle actuator
(13) Fuel actuator
Inlet Manifold Temperature Sensor
Inlet manifold temperature sensor (9) provides a signal to the ECM that indicates the temperature of the
air/fuel mixture in the inlet manifold. The ECM uses the information in order to control the air/fuel ratio.
Oxygen Sensor and Oxygen Buffer
Oxygen sensor (10) and oxygen buffer (11) develop a signal that is proportional to the percent of oxygen in
the exhaust manifold. The ECM uses the signal for adjusting the air/fuel ratio in order to achieve the level of
emissions that is desired.
Throttle Actuator
Throttle actuator (12) provides precise control of the speed of the engine. Linkage connects the throttle
actuator to the throttle plate.
Fuel Actuator
Fuel actuator (13) provides precise control of the flow of fuel. The fuel actuator provides a position feedback
signal to the ECM.
Engine Speed Sensor
Rear view of the engine
(14) Speed sensor for the air/fuel ratio control
Speed sensor (14) provides a signal to the ECM that indicates the speed of the engine. The ECM uses the
signal in order to govern the speed of the engine.
Optional Status Control Module (SCM)
Remote control panel
(15) Status control module
SCM (15) is located in a remote control panel. The SCM may be located in the same panel as the ECM. The
location of the remote control panel varies depending on the customer's requirements.
Terminal Box
Right side view
(16) Terminal box
A terminal box (16) may be mounted on the engine. The terminal box contains terminal strips and additional
components.
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G3500 Engines
i01998080
Electrical Connectors and Functions

SMCS - 7553-WW
Harness Wire Identification

Caterpillar identifies different wires with eleven different solid colors. Table 1 lists the color codes of the
wiring.
Table 1
Color Codes for Wiring
Code Color
BK Black
BR Brown
BU Blue
GN Green
GY Gray
OR Orange
PK Pink
PU Purple
RD Red
WH White
YL Yellow
In addition to the color, the entire length of each wire is stamped with a specific circuit number that is
repeated on every 25 mm (1 inch) of the wire. The actual wires are identified on the schematic.
For example, a code of J011-RD on the schematic identifies a red wire that is stamped with the circuit
number J011. This particular wire is the engine harness wire for the primary signal of the transformer in the
number one cylinder. For all Caterpillar engine harnesses with electronic ignition systems, the code of "J011-
RD" identifies the wire for the primary signal of the transformer in the number one cylinder.
The schematic also identifies the size of the wire. The size or gauge of the wire is called the American Wire
Gauge (AWG). Unless the schematic specifies a different size, you may assume that the wire is 16 AWG.
Terminal Box
Typical terminal box
(1) Terminal box
(2) Connector for the electronic service tool
A terminal box (1) may be mounted on the engine. The terminal box contains terminal strips and additional
components.
Remote Control Panels

Some engines are configured with a remote control panel. The location of the panel depends on the
customer's requirements.
Engine Supervisory System
(3) Engine Supervisory System
The remote control panel for the Engine Supervisory System (3) contains the Electronic Control Module
(ECM) for the air/fuel ratio control and the Status Control Module (SCM).
Remote Control Panel (Status)
(4) Remote Control Panel (Status)
This remote control panel contains only the SCM.
Canadian Standards Assocation (CSA) Air/Fuel Ratio Control
(5) Air/Fuel Ratio Control (CSA)
(6) J3 connector for the interconnect harness
(7) J5 connector for the Cat data link
(8) J6 connector for the remote speed control
(9) J7 connector for electrical power
If the engine is configured for CSA, the remote control panel contains the ECM for the air/fuel ratio control.
Distribution Panel
(10) Distribution panel
(11) Power indicator
(12) Warning lamp
(13) Emergency stop button
(14) Shutdown lamp
(15) J3 connector for the Cat data link
(16) J5 connector for the inlet manifold pressure sensor
(17) J4 connector for the customer's equipment
(18) J1 connector for the power supply
(19) J6 connector for the sensors
(20) Flexible conduit for the ignition wiring
(21) Circuit breaker
(22) Connector for the EIS control module
(23) Diagnostic reset switch

If the engine is configured for CSA, a distribution panel is connected to the control module for the Electronic
Ignition System (EIS).
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G3500 Engines
i03793593
Electronic Service Tools

SMCS - 0785
Caterpillar Electronic Service Tools are designed to help the service technician perform the following
procedures:
Obtain data.
Diagnose problems.
Read parameters.
Program parameters.
Calibrate sensors.
The tools that are listed in Table 1 are required in order to enable a service technician to perform the
procedures.
Table 1
Service Tools
Pt.
Description Functions
No.
8T-
Adapter Cable As (3- This breakout harness is for use between the jacks and the plugs of the
8726
PIN BREAKOUT) sensors.
151-
This tool is used for the removal of pins and sockets from Deutsch
6320 Wire Removal Tool
connectors and AMP connectors.
1U-
5804 Crimp Tool This tool is used for work with CE electrical connectors.
146-
Digital Multimeter Gp The multimeter is used for the testing and the adjusting of electronic
4080
(RS232) circuits.
7X- Multimeter Probes The probes are used with the multimeter to measure voltage in wiring
1710 harnesses without disconnecting the harnesses.
There are two electronic service tools that can be used on the engine. The tools are the Caterpillar Electronic
Technician (ET) and the Digital Diagnostic Tool (DDT). The tools can be connected at various locations. The
locations depend on the application and the optional equipment. Refer to Illustration 1 for the locations.
Locations for the connection of the electronic service tools
(1) Engine mounted terminal box
(2) Engine Supervisory System
(3) Remote Control Panel (Status)
(4) Air/Fuel Ratio Control (CSA)
Caterpillar Electronic Technician (ET)

The Caterpillar Electronic Technician (ET) is designed to run on a personal computer. Cat ET can display the
following information:
Parameters
Diagnostic codes
Event codes
Engine configuration
Status of the monitoring system
Cat ET can perform the following functions:
Diagnostic tests
Sensor calibration
Flash downloading
Set parameters
Always use the latest revision of Cat ET.
For all Caterpillar Engines and Machines, use Cat ET software, JERD2129.
Connecting Cat ET
Connecting the Communication Adapter
Table 2 lists the standard hardware that is required in order to connect Cat ET.
Note: The 275-5120 Communication Adapter Gp was cancelled and replaced by the 317-7484
Communication Adapter Gp . However, the 275-5120 Communication Adapter Gp can still be used.
Table 2
Standard Hardware for the Use of Cat ET
Part Number Description
N/A Personal Computer (PC)

317-7484 Communication Adapter Gp
275-5120 Communication Adapter Gp
237-7547 (2) Adapter Cable As
225-5985 (3) Parallel Port Cable (COMMUNICATION ADAPTER)

(2) The 237-7547 Adapter Cable As is required to connect to the Universal Serial Bus (USB) on computers that are not equipped
with a RS232 serial port.

(3) The 225-5985 Parallel Port Cable is required to connect to the parallel port.
Use the following procedure in order to connect Cat ET and the communication adapter.
1. Remove the electrical power from the ECM.
2. If you are using the 317-7484 Communication Adapter Gp , connect the USB plug to the PC and
connect the other end of the adapter to the engine's service tool connector.
If you are using the 275-5120 Communication Adapter Gp , connect communications adapter (5) to a
communications port on the PC by using one of the following methods:
(1) Personal Computer (PC)
(2) 237-7547 Adapter Cable As
(4) 225-5985 Parallel Port Cable (COMMUNICATION ADAPTER)
(5) 275-5121 Communication Adapter As
a. Connect cable (4) between the "COMPUTER" end of communications adapter (5) and the
parallel port of PC (1) . Be sure to configure Cat ET for the parallel port.
b. Connect cable (3) between the "COMPUTER" end of communication adapter (5) and the RS232
serial port of PC (1) .
c. Connect cables (2) and (3) between the "COMPUTER" end of communication adapter (5) and
the USB port of PC (1) .
3. Connect cable (6) to communication adapter (5) .
4. Connect cable (6) to a service tool connector.
5. Verify that the "POWER" indicator on the communication adapter is illuminated.
6. Establish communication between Cat ET and the ECM.
7. If Cat ET and the communication adapter do not communicate with the ECM, refer to
Troubleshooting, "Electronic Service Tool Will Not Communicate with ECM".
Connecting the Digital Diagnostic Tool (DDT) to the Junction Box

Table 3
Tools Needed Quantity
7X-1400 Electronic Tool Group 1
7X-1414 Adapter Cable As 1

7X-1685 Adapter Cable As 1
Connecting the DDT
(1) 7X-1414 Adapter Cable As
(2) 7X-1685 Adapter Cable As
(3) 7X-1400 Electronic Tool Group (DDT)
1. Connect cable (1) to the service tool connector on the engine mounted junction box.
2. Connect cable (2) to cable (1) .
3. Connect DDT (3) to cable (2) .
The other connector on cable (2) is not used.

4. Set the engine control to the STOP mode.
If the DDT does not communicate with the EIS control module, refer to Troubleshooting, "Electronic
Service Tool Will Not Communicate With ECM".
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G3500 Engines
i02875901
Engine Monitoring System

SMCS - 7490
The electronic systems monitor the operating parameters of the engine. The systems can initiate responses if
a specific parameter exceeds an acceptable range. The systems perform the following functions:

The EIS monitors the engine for detonation. If detonation occurs, the EIS control module will retard the
timing. If the detonation continues, the EIS control module will request a shutdown. The system that receives
the request for a shutdown varies depending on the engine's configuration.
If the engine is equipped with a Remote Control Panel (Status), the request for a shutdown is sent to the
Status Control Module (SCM). The SCM will terminate the flow of fuel. The SCM will also send a request
to the EIS control module in order to terminate the ignition.
If the engine is not equipped with a Remote Control Panel (Status), the request for a shutdown is sent to the
customer's equipment. The customer's equipment must terminate the fuel flow. The customer's equipment
must also send a request to the EIS control module in order to terminate the ignition.

The air/fuel ratio control monitors the engine for an overspeed condition. An overspeed condition occurs
when the signal from the speed sensor indicates that the engine speed is greater than 2000 rpm. An engine
overspeed will cause the ECM to perform these actions:
1. Activate a 523-00 diagnostic code.
2. If the engine is equipped with a Remote Control Panel (Status), the ECM sends a request for a
shutdown to the Status Control Module (SCM). The SCM sends a command to the EIS control module
in order to terminate the ignition. The SCM also stops the flow of fuel.
3. If the engine is not equipped with a Remote Control Panel (Status), the ECM sends a request for a
shutdown to the customer's equipment. The customer's equipment must terminate the fuel flow.
Additionally, the customer's equipment must send a request to the EIS control module in order to
terminate the ignition.
Remote Control Panel (Status)

The remote control panel (status) provides protection against the following conditions:
Low oil pressure
High oil temperature
Overspeed
Overcrank
When one of the above faults occurs, the SCM sends a command to the gas shutoff valve in order to stop the
flow of fuel. If the engine does not shut down, the SCM sends a command to the EIS control module in order
to terminate the ignition.
When an emergency stop button is pressed, the SCM immediately sends commands in order to terminate the
fuel flow and the ignition.
For more information, refer to Systems Operation/Testing and Adjusting, SENR6420, "REMOTE
CONTROL PANEL (STATUS) G3500 & G3400 ENGINE ".
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G3500 Engines
i01998962
Programming Parameters
SMCS - 1901
Programming Parameters
The Electronic Ignition System's control module (EIS control module) and the Electronic Control Module
(ECM) have several parameters that can be programmed for the individual installation. The Digital
Diagnostic Tool (DDT) or the Caterpillar Electronic Technician (Cat ET) is necessary for programming the
parameters.
The parameters are grouped into the following three menus on the DDT: "CUSTOMER SPECIFIED
PARAMETERS (C.S.P.)", "TIMING" and "O2 TEST". Refer to Table 1 for the names of each parameter.
Refer to Systems Operation/Testing and Adjusting, "Electronic Control System Parameters" for the
descriptions of the parameters.
Table 1
Programmable Parameters for the Electronic Ignition System (EIS) and the Air/Fuel Ratio Control
(AFRC)
DDT Cat ET
"C.S.P (CUSTOMER SPECIFIED PARAMETERS)"
AFRC "DES FULL LOAD 02" "Desired Oxygen at Full Load"

AFRC "GOV P-GAIN" "Governor Gain Factor"
AFRC "GOV STAB" "Governor Stability Factor"
AFRC "GOV COMP" "Governor Compensation Factor"
AFRC "AUX 1 GOV GAIN" "Auxiliary Proportional Governor Gain 1"

AFRC "AUX 1 GOV STAB" "Auxiliary Integral Governor Gain 1"
AFRC "AUX 1 GOV COMP" "Auxiliary Derivative Governor Gain 1"
AFRC "LOW IDLE SPEED" "Low Idle Speed"
AFRC "RATED SPEED" "Rated Engine Speed"
AFRC "SPEED RAMP RATE" "Engine Accel. Rate"

AFRC "SPEED DROOP" "Engine Speed Droop"
EIS "COMPRESSION" "Engine Compression Ratio"
EIS "DET SENSORS" "Number of Detonation Sensors"
EIS "SPEED TIMING MAP" "Rating Number"

EIS "LOAD TIMING MAP" "Engine Load Timing Map"
EIS "ENGINE TYPE" "Engine Configuration"
AFRC "APPLICATION" "Engine Operation Type"
AFRC "GOVERNOR" "Governor Type Setting"

"TIMING"
EIS "DES ENG TIMING" "Desired Engine Ignition Timing"
"O2/TEST"
AFRC "A/F RATIO P-GAIN" "Air/Fuel Proportional Gain"
AFRC "A/F RATIO I-GAIN" "Air/Fuel Integral Gain"
If a module is replaced, the appropriate parameters must be copied from the old module. The settings can be
recorded on paper and then programmed into the new module. Alternatively, this can be done with the "Copy
Configuration" feature of the Caterpillar Electronic Technician (ET).
NOTICE
Changing the parameters during engine operation can cause the engine
to operate erratically. This can cause engine damage.
Unless you are otherwise instructed, only change the settings of the
parameters when the engine is STOPPED.
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G3500 Engines
i02000475
Customer Parameters Worksheet

SMCS - 0785
The Electronic Ignition System (EIS) and the air/fuel ratio control can support many different types of
engines and applications. This is achieved by programming the values of certain parameters into the system's
modules.
Use Illustration 1 in order to record the values of the parameters for the EIS control module or the air/fuel
ratio control's engine control module (ECM).
Note: If the parameters cannot be read from a module, the parameters must be obtained from records or from
the factory.
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G3500 Engines
i02000756
Replacing the ECM

SMCS - 1901-510
The Electronic Control Module (ECM) contains no moving parts. Replacement of the ECM can consume
much time. Before you replace an ECM, follow the troubleshooting procedures in this manual in order to be
sure that replacement of the ECM will correct the problem.
Verify that the suspect ECM is the cause of the problem. Install a test ECM in place of the suspect ECM.
Transfer the software from the suspect ECM to the test ECM. Program all the parameters for the test ECM in
order to match the parameters of the suspect ECM. The parameters must match. Refer to the following test
steps for details on programming the parameters.
If the test ECM resolves the problem, reconnect the suspect ECM. Verify that the problem recurs. If the
problem recurs, replace the suspect ECM with the test ECM.
Note: If the parameters cannot be read from the suspect ECM, the parameters must be obtained from records
or from the factory.
Perform the following procedure to replace the ECM.
Note: Before you replace an ECM, record all of the diagnostic codes.
1. Record the values for the parameters from the suspect ECM.
a. If you are using the Digital Diagnostic Tool (DDT), manually copy the values for the parameters
onto the "Customer Specified Parameters Worksheet".
b. If you are using the Caterpillar Electronic Technician (ET), use the "Service/Copy
Configuration/ECM Replacement" function of the Cat ET.
Save the file. You can select "Load from ECM". You may also use the "Print" function in order
to obtain a paper copy of the parameter settings.
Note: Do not terminate the Cat ET.
2. Replace the ECM.
a. Set the engine control to the "OFF/RESET" mode.
Typical control panel for the ECM
(1) Bolts and washers
(2) Connectors
b. Remove the electrical power from the engine.
c. Disconnect two electrical connectors (2) .
d. Remove eight bolts and eight washers (1) .
e. Remove the ECM.
3. Use the mounting hardware to install the new ECM.
4. Restore the electrical power to the engine.
5. Set the engine control to the "STOP" mode.
6. Program the configuration parameters and the monitoring system parameters into the replacement
ECM.
a. If you are using the DDT, manually program the values of the parameters from the "Customer
Specified Parameters Worksheet" into the ECM.
b. If you are using the Cat ET, select "File/Select ECM" from the drop-down menu.
c. Select the replacement ECM and click "OK".
d. Select "Service/Copy Configuration/ECM Replacement" from the drop-down menu. Click "OK"
on the window.
e. Select "Program ECM" from the lower left corner of the screen. Select the replacement ECM
and click "OK". If the correct ECM is shown, select "Yes".
f. After the loading is complete, a window with the message "Programming Conflict Warning" will
appear. Select "OK".
g. A window with the message "Program ECM Results" will appear. Select "OK".
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Troubleshooting
G3500 Engines
i02024487
Replacing the EIS Control Module

SMCS - 1901-510
The EIS control module contains no moving parts. Replacement of a control module can consume much
time. Before you replace a control module, follow the troubleshooting procedures in this manual in order to
be sure that replacement of the module will correct the problem.
Verify that the control module is the cause of the problem. Install a module that is known to be good in place
of the suspect module. Program all the parameters for the good module in order to match the parameters of
the suspect module. The parameters must match. Refer to the following test steps for details on
programming the parameters.
If the good module resolves the problem, reconnect the suspect control module. Verify that the problem
recurs. If the problem recurs, replace the suspect module with the good module.
Either the Digital Diagnostic Tool (DDT) or the Caterpillar Electronic Technician (ET) may be used to
program the parameters. Refer to Tool Operating Manual, SEHS8806 for details on using the DDT. For Cat
ET, refer to the instructions that are provided with the software.
Note: If the parameters cannot be read from the suspect module, the parameters must be obtained from
records or from the factory.
Perform the following procedure to replace the control module.
Note: Before you replace the control module, record all of the diagnostic codes.
1. Copy the values for all of the parameters from the suspect module.
a. Use the "Service/Copy Configuration/ECM Replacement" function of the Caterpillar Electronic

Technician (ET).
Save the file. You can select "Load from ECM". You may also select the "Print" function in
order to obtain a paper copy of the parameter settings.
You may also record the values of the parameters onto paper. Refer to Troubleshooting,
"Customer Specified Parameters Worksheet".
2. Replace the EIS control module.
a. Set the engine control to the OFF/RESET mode.
b. Remove the electrical power from the engine.

EIS control module
(1) Mounting bolt
(2) Ground strap
(3) EIS connector
c. Disconnect the EIS connector (3) .
Note: The control module will fall when the last bolt is removed. Be sure to support the control
module before you remove the last bolt.
Note: Rubber grommets behind the control module are held in place by the bolts. The grommets
help to reduce vibration. The grommets may fall when the control module is removed. Be sure
not to lose the grommets.
d. Remove bolts (1) .
e. Remove the control module from the engine.
3. Install the replacement control module.
a. Use the mounting hardware to install the new ECM. Use a bolt to fasten ground strap (2) to the
control module. Then install the other three bolts.
Check the mounting hardware and the control module for correct installation. A correctly
installed control module will move slightly on the rubber grommets. If the module cannot move
slightly on the grommets, check that the grommets are positioned correctly.
b. Connect EIS connector (3) .
4. Program the configuration parameters into the replacement control module. If you are using a DDT,
manually enter the values for each parameter.
Note: All of the parameters must be reprogrammed even if the values for the parameters appear to be
correct. If a parameter has the correct value, enter a value that is incorrect. Then enter the correct
value. This process ensures that the control module is programmed with the correct value for every
parameter.
If you are using Cat ET, program the parameters by performing the following procedure:
a. Restore the electrical power to the engine.
b. Set the engine control to the "STOP" mode.
c. Select "File/Select ECM" from the drop-down menu.
d. Select the replacement EIS control module and click "OK".
e. Select "Service/Copy Configuration/ECM Replacement" from the drop-down menu. Click "OK"
on the window.
f. Select "Program ECM" from the lower left corner of the screen. Select the replacement ECM
and click "OK". If the correct ECM is shown, select "Yes".
g. A window with the message "Program ECM Results" will appear. Select "OK".
5. Calibrate the speed/timing sensor.
Refer to Troubleshooting, "Engine Speed/Timing Sensor - Calibrate".
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Troubleshooting
G3500 Engines
i02000812
Troubleshooting Data Sheet

SMCS - 0785
To help troubleshoot a gas engine, complete the information in Illustration 1. Be sure to include the units of
measurement.
Report the Service Information

After you have successfully repaired the engine, it is important to provide good information about the repair.
The following topics are recommended for your report:
Complaint - Include a description of the customer's complaint in the report.
Cause - Provide a specific description of the cause of the failure. Include the method that was used in order
to diagnose the problem. If diagnostic codes or event codes were generated, include all of the codes and the
status of the codes. Indicate your determination of the problem. For example, if you performed a diagnostic
functional test, identify the test procedure. For example, a visual inspection revealed abrasion of a wire in a
harness. Be specific: dynamometer testing of the engine produced power below specifications at 1800 rpm
due to the loss of an ignition transformer.
Repair - Explain your repair of the problem. For example, you may have installed a new wiring harness. You
may have replaced the ignition transformer per instructions from the factory.
The providing of complete, accurate information will help Caterpillar to provide better service to you and to
the customer.
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Troubleshooting
G3500 Engines
i02000812
Troubleshooting Data Sheet

SMCS - 0785
To help troubleshoot a gas engine, complete the information in Illustration 1. Be sure to include the units of
measurement.
Report the Service Information

After you have successfully repaired the engine, it is important to provide good information about the repair.
The following topics are recommended for your report:
Complaint - Include a description of the customer's complaint in the report.
Cause - Provide a specific description of the cause of the failure. Include the method that was used in order
to diagnose the problem. If diagnostic codes or event codes were generated, include all of the codes and the
status of the codes. Indicate your determination of the problem. For example, if you performed a diagnostic
functional test, identify the test procedure. For example, a visual inspection revealed abrasion of a wire in a
harness. Be specific: dynamometer testing of the engine produced power below specifications at 1800 rpm
due to the loss of an ignition transformer.
Repair - Explain your repair of the problem. For example, you may have installed a new wiring harness. You
may have replaced the ignition transformer per instructions from the factory.
The providing of complete, accurate information will help Caterpillar to provide better service to you and to
the customer.
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Troubleshooting
G3500 Engines
i01994175
Air Starting Motor - Malfunction

SMCS - 1451-035
Air Starting Motor Does Not Operate

Probable Causes
The following conditions can prevent operation of the starting motor:
Engaged barring device
Electrical problem
Low supply pressure
Problem with the lubricator
Problem with the starting motor's control valve
Problem with the starting motor's relay valve
Worn starting motor
Recommended Repairs
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, "ECM Output
Circuit (Starting Motor)".
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.
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.
Air Starter Motor Pinion Does Not Engage With the Flywheel
Probable Causes
Broken clutch jaws
Recommended Repairs
Repair the parts, when possible. Replace parts, if necessary.
Air Starting Motor Turns Slowly or Has a Loss of Power

Probable Causes
Low air pressure
Excessive load
Incorrect adjustment of the pressure regulating valve
Incorrect lubrication
Problem with the starting motor
Recommended Repairs
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.
Excessive Load
Make sure that the load is not excessive. Reduce the load. If necessary, disengage the driven equipment and
test the engine.
Pressure Regulating Valve
Adjust the air supply pressure according to Testing and Adjusting, "Pressure Regulating Valve".
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.
Starting Motor
Inspect the starting motor for worn parts.
motor again. If the starting motor does not turn the crankshaft, remove the starting motor. Repair the starting
motor or replace the starting motor.
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Troubleshooting
G3500 Engines
i01994245
Alternator - Malfunction
SMCS - 1405-035
Incorrect Alternator Charging

Probable Causes
Loose drive belt or worn drive belt
Incorrect wiring
Problem with the alternator
Recommended Repairs
Drive Belt
Inspect the belt for good condition. Replace the belt, if necessary.
Check the belt tension. Refer to Specifications, "Belt Tension Chart". Adjust the belt tension, if necessary.
If a new belt is installed, check the belt tension again after 30 minutes of operation at the engine's rated load.
Wiring
Inspect the cables and the connections for the ground circuit and for the battery. Make sure that the parts are
in good condition. Make sure that the connections are clean and secure.
Alternator
There may be a problem with the alternator's voltage regulator, with the rotor, or with the rectifier. Replace
the alternator.
Noisy Alternator
Probable Causes
Loose pulley or worn pulley
Misalignment of the drive pulley and the alternator
Worn bearings
Recommended Repairs
Drive Belt
Pulley
Inspect the pulley for proper installation. Make sure that the fasteners are secure. Make sure that the pulley is
aligned correctly with the alternator.
If the pulley is worn, replace the pulley.
Bearings
The alternator's bearings or the drive pulley's bearings may be worn. Install new bearings.
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Troubleshooting
G3500 Engines
i01994245
Alternator - Malfunction
SMCS - 1405-035
Incorrect Alternator Charging

Probable Causes
Incorrect wiring
Problem with the alternator
Recommended Repairs
Drive Belt
Wiring
Inspect the cables and the connections for the ground circuit and for the battery. Make sure that the parts are
in good condition. Make sure that the connections are clean and secure.
Alternator
There may be a problem with the alternator's voltage regulator, with the rotor, or with the rectifier. Replace
the alternator.
Noisy Alternator
Probable Causes
Loose pulley or worn pulley
Misalignment of the drive pulley and the alternator
Worn bearings
Recommended Repairs
Drive Belt
Pulley
Inspect the pulley for proper installation. Make sure that the fasteners are secure. Make sure that the pulley is
aligned correctly with the alternator.
If the pulley is worn, replace the pulley.
Bearings
The alternator's bearings or the drive pulley's bearings may be worn. Install new bearings.
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Troubleshooting
G3500 Engines
i01994256
Coolant in Engine Oil

SMCS - 1300-035; 1350-035
Coolant in the Engine Oil

Probable Causes
Engine oil cooler core
Cylinder head gasket and cylinder head
Cylinder liner
Cylinder block
Recommended Repair
Engine Oil Cooler
If coolant is leaking into the lubrication system through the engine oil cooler, replace the engine oil cooler.
Cylinder Head and Gasket
Inspect the condition of the cylinder head gasket and the cylinder head.
If there is a problem with the cylinder head gasket, make sure that the cylinder liner projection is correct.
Install new water seals in the spacer plate and install a new gasket.
If the cylinder head is cracked, replace the cylinder head. Thoroughly inspect the cooling system for proper
operation.
Cylinder Liner
If there is a problem with the seals for the cylinder liner, replace the seals.
If a cylinder liner is cracked, replace the cylinder liner.
Cylinder Block
Inspect the cylinder block for cracks and/or other damage. If a problem is found, install a new cylinder block.
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Troubleshooting
G3500 Engines
i01994256
Coolant in Engine Oil

SMCS - 1300-035; 1350-035
Coolant in the Engine Oil

Probable Causes
Engine oil cooler core
Cylinder head gasket and cylinder head
Cylinder liner
Cylinder block
Recommended Repair
Engine Oil Cooler
If coolant is leaking into the lubrication system through the engine oil cooler, replace the engine oil cooler.
Cylinder Head and Gasket
Inspect the condition of the cylinder head gasket and the cylinder head.
If there is a problem with the cylinder head gasket, make sure that the cylinder liner projection is correct.
Install new water seals in the spacer plate and install a new gasket.
If the cylinder head is cracked, replace the cylinder head. Thoroughly inspect the cooling system for proper
operation.
Cylinder Liner
If there is a problem with the seals for the cylinder liner, replace the seals.
If a cylinder liner is cracked, replace the cylinder liner.
Cylinder Block
Inspect the cylinder block for cracks and/or other damage. If a problem is found, install a new cylinder block.
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Troubleshooting
G3500 Engines
i01994287
Detonation
SMCS - 1000-035
Probable Causes
Excessive load
Excessive inlet manifold air pressure
High inlet air temperature
Incorrect air/fuel ratio
Incorrect base timing
The engine speed/timing sensor is not calibrated.
Faulty circuit for the detonation sensor(s)
Excessive deposits in the combustion chamber
Recommended Repairs
Excessive Load
test the engine.
Check the Inlet Manifold Air Pressure
The calculated engine load increases when the inlet manifold air pressure increases. Measure the inlet
manifold air pressure during engine operation with a load. For specific data on the engine, refer to the engine
Technical Marketing Information.
Check the Inlet Air Temperature
High inlet air temperature can cause detonation. Check the inlet air temperature.
Refer to Troubleshooting, "Inlet Air Temperature (High)".

Air/Fuel Ratio
An air/fuel mixture that is too rich will cause detonation. Verify that the exhaust emissions are correct. Refer
to Systems Operation/Testing and Adjusting, "Air/Fuel Ratio Control - Adjust".
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.
Make sure that the fuel metering valve is operating correctly.
Check the Base Timing
Verify that the base timing is correct. Refer to Systems Operation/Testing and Adjusting, "Ignition Timing -
Adjust".
Calibrate the Engine Speed/Timing Sensor
Note: Only perform this procedure if work on the engine may have affected the engine timing. Also, perform
this procedure if the engine speed/timing sensor has not been calibrated.
Calibrate the engine speed/timing sensor. Refer to Troubleshooting, "Engine Speed/Timing Sensor -
Calibrate".
Check the Detonation Sensors
Troubleshoot the detonation sensors. Refer to Troubleshooting, "Detonation Sensors".
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.
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Troubleshooting
G3500 Engines
i02031831
Diagnostic Code Will Not Clear

SMCS - 0785-035
Probable Causes
The code is valid. There is a problem with the engine.
The circuit for the diagnostic reset switch is faulty.
There is a problem with a module.
Recommended Repairs
The Code is Valid
Troubleshoot the diagnostic code in order to verify that the diagnostic code should be displayed. If the
diagnostic code should not be displayed, continue with this procedure.
Circuit for the Diagnostic Reset Switch
Troubleshoot the circuit for the diagnostic reset switch. Refer to Troubleshooting, "Diagnostic Reset Switch".
Faulty Module
There may be a problem with a control module.
If the engine is equipped with the optional air/fuel ratio control, install a new ECM. Refer to
Troubleshooting, "Replacing the ECM". If the new ECM operates correctly and the original ECM does not
operate correctly, replace the original ECM. Refer to Troubleshooting, "Replacing the ECM".
Temporarily install a new control module for the Electronic Ignition System (EIS). Refer to Troubleshooting,
"Replacing the EIS Control Module". If the new EIS control module operates correctly and the original EIS
control module does not operate correctly, replace the original EIS control module. Refer to Troubleshooting,
"Replacing the EIS Control Module".
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Troubleshooting
G3500 Engines
i02031833
Electronic Service Tool Displays UNDETERMINED

SMCS - 0785-035
Probable Cause
The "ENGINE TYPE" or "Engine Configuration" parameter is programmed with the incorrect value.
Recommended Repair
Program the correct type of engine into the control module for the Electronic Ignition System (EIS). Refer to
Troubleshooting, "Programming Parameters".
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Troubleshooting
G3500 Engines
i02031834
Electronic Service Tool Will Not Communicate with ECM

SMCS - 0785-035
Probable Causes
Faulty power supply to a control module
Faulty cables for the electronic service tool
Faulty electronic service tool
Faulty control module
Recommended Repairs
Check the Electrical Power Supply
There could be a problem with the electrical power supply to a control module. Refer to Troubleshooting,
"Electrical Power Supply".
Check the Electronic Service Tool and the Cables
Inspect the cables for the electronic service tool. Refer to Troubleshooting, "Inspecting Electrical
Connectors".
If you are using the Digital Diagnostic Tool (DDT), the Service Program Module (SPM) that is inside the
DDT may have become unseated. Refer to Tool Operating Manual, SEHS8806 for information on
installation of the Service Program Module.
Use the service tool and the cables for the service tool on another engine. Verify that the equipment is
functioning properly.
Test the EIS Control Module
If the service tool will not communicate with the control module for the Electronic Ignition System (EIS),
test the control module. Refer to Troubleshooting, "Control Module Self Test".
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Troubleshooting
G3500 Engines
i02031835
Engine Coolant Temperature (High)

SMCS - 1395-035
Probable Causes
High ambient temperature and/or high inlet air temperature
Low coolant level and/or coolant leakage
Insufficient flow of air or coolant through the radiator or heat exchanger
Faulty water temperature regulators
Insufficient flow of coolant through the engine
Exhaust restriction
Excessive load
Incorrect ignition timing
Recommended Repairs
Check for High Ambient Temperature and/or High Inlet Air Temperature
Determine if the ambient air temperature is within the design specifications for the cooling system.
Check for high inlet air temperature. Refer to Troubleshooting, "Inlet Air Temperature (High)".
Determine the cause of the high air temperature. Make corrections, when possible.
Check for a Low Coolant Level and/or Coolant Leakage
Note: Low coolant level can be the effect of overheating rather than the cause.
Check the coolant level.
Run the engine to operating temperature. Inspect the cooling system for leaks.
Determine whether the leak occurs before the engine overheats.
Add coolant, if necessary. If leaking is found, make the necessary repairs.
Check for Insufficient Flow of Air and Coolant Through the Radiator or Heat
Exchanger
Radiator
Check the fins of the radiator for obstructions. Check the fan for proper operation.
If the radiator fins are obstructed, clean the fins. If the fan does not operate properly, make the necessary
repairs.
Heat Exchanger
Check for sufficient flow and temperature of the cooling water through the heat exchanger. If the flow of
cooling water through the heat exchanger is insufficient, determine the location of the obstruction. If the
temperature of the cooling water is too high, determine the cause. Make the necessary repairs.
Check the Water Temperature Regulators

Check the water temperature regulators for proper operation. Refer to Systems Operation/Testing and
Adjusting, "Testing the Cooling System".
Replace the water temperature regulators, if necessary.
Check the Flow of Coolant Through the Engine
If the flow of coolant through the engine is not sufficient, determine the cause of the obstruction. Make
necessary repairs.
Check the Exhaust Restriction
Check the back pressure of the exhaust system. Refer to Systems Operation/Testing and Adjusting, "Air Inlet
and Exhaust System".
If the back pressure exceeds the specifications for the engine, determine the cause of the excessive back
pressure. Make the necessary repairs.
Excessive Load
test the engine.
Ignition Timing
Note: Data from a fuel analysis is required for this procedure.
Use an electronic service tool in order to check for the correct desired ignition timing. Compare the timing to
the recommended timing in the Engine Performance, "Fuel Usage Guide".
Adjust the ignition timing according to the recommended timing in the Engine Performance, "Fuel Usage
Guide".
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.
Strike the gas pressure regulator with a soft hammer. If the engine speed changes, inspect the internal parts of
the gas pressure regulator for wear. Inspect the gas pressure regulator's diaphragm for leaks. Make sure that
the valve moves freely. The valve must seat correctly.
Ensure that the fuel metering valve is operating correctly.
Verify that the exhaust emissions are correct.
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Troubleshooting
G3500 Engines
i02031836
Engine Coolant Temperature (Low)

SMCS - 1395-035
Probable Causes
Faulty jacket water heater
Faulty water temperature regulators
Recommended Repairs
Check the Jacket Water Heater
Determine if the jacket water heaters are functioning properly.
If the jacket water heaters are not functioning properly, determine the cause of the malfunction of the heaters.
Make the necessary repairs.
Check the Water Temperature Regulators
The water temperature regulators should not begin to open until jacket water reaches opening temperature for
the regulators. Allow the engine to cool and then start the engine. Check the hose at the outlet for the jacket
water. If the hose is warm and normal operating temperature is not achieved yet, a regulator may be stuck
open.
If the water temperature regulators are malfunctioning, check the water temperature regulators according to
Systems Operation/Testing and Adjusting, "Testing the Cooling System". Replace the water temperature
regulators, if necessary.
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Troubleshooting
G3500 Engines
i01994320
Engine Cranks but Will Not Start

SMCS - 1000-035; 1400-035
Probable Causes
Fuel supply
Electrical connectors or power supply
No signal from the speed/timing sensor
Ignition system
Excessive load
Recommended Repairs
Fuel Supply
Make sure that fuel is supplied at a sufficient pressure that is stable. Make sure that the size of the fuel line is
sufficient. Inspect the fuel system for leaks.
The following conditions can cause the engine to malfunction:
Low fuel pressure
High fuel pressure
Poor fuel quality
Make sure that the fuel pressure is correct. When possible, interview the operator in order to determine if
fuel quality is in question. Try to determine if the source of the fuel was changed.
Inspect the fuel system components: fuel filter, gas pressure regulator, gas shutoff valve and fuel metering
valve. Verify that the system's components are operating correctly.
Replace the fuel filter, if necessary.
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 power supply connections and the ground.
Inspect the wiring from the power supply to the master ECM and to the slave ECM. Check the power and
ground connections. Refer to Troubleshooting, "Electrical Power Supply".
No Signal from the Engine Speed/Timing Sensor

Make sure that the speed/timing sensor is installed correctly. Refer to Troubleshooting, "Engine
Speed/Timing Sensor".
Make sure that the timing wheel is correctly installed.
Ignition System
Inspect the ignition transformers for the following conditions:
Loose connections
Moisture
Short circuits
Open circuits
Inspect the primary wiring and the secondary electrical connections.
Make sure that the correct transformers and spark plugs are installed. Inspect the extenders for signs or pin
holes and arcing.
Maintain the spark plug according to Operation and Maintenance Manual, "Ignition System Spark Plugs -
Check/Adjust/Replace".
Make sure that the ignition timing is correct.
Excessive Load
test the engine.
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Troubleshooting
G3500 Engines
i01994326
Engine Has Early Wear

SMCS - 1000-035
Premature Engine Wear

Probable Causes
Incorrect engine oil
Contaminated engine oil
Contaminated inlet air
Contaminated fuel
Restriction in a passage for engine oil
Recommended Repairs
Engine Oil
Use engine oil that is recommended and change the engine oil at the interval that is recommended by the
engine's Operation and Maintenance Manual.
To determine whether the engine oil is contaminated, obtain an analysis of the engine oil.
Contaminated Inlet Air
Inspect the engine air cleaner for cleanliness and good condition. Inspect the connections and the gaskets for
the air system.
Contaminated Fuel
Inspect the fuel filter. Replace the fuel filter, if necessary.
Contaminants in the fuel such as hydrogen sulfide, sulfur, and chlorofluorocarbons can lead to the formation
of acids in the crankcase. Obtain a fuel analysis.
Restriction in a Passage for Engine Oil
When some components of the engine show bearing wear in a short time, the cause can be a restriction in a
passage for engine oil.
An indicator for the engine oil pressure may indicate sufficient pressure, but a component is worn due to a
lack of lubrication. In such a case, look at the passage for the engine oil supply to the component.
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G3500 Engines
i01994335
Engine Misfires, Runs Rough or Is Unstable

SMCS - 1000-035
Probable Causes
Cold cylinder
Ignition system
Fuel supply
Incorrect governor adjustment
Air inlet restriction
Exhaust restriction
Binding of the throttle actuator
Incorrect valve lash
Cylinder head and related components
Throttle
Recommended Repairs
Note: If the symptom only occurs under certain operating conditions (high idle, full load, engine operating
temperature, etc), test the engine under the conditions. Troubleshooting the symptom under other conditions
can give misleading results.
Cold Cylinder
Locate the misfiring cylinder. Check the following components for failure: spark plug, extender, ignition
transformer and primary wiring. Inspect the extender for signs of pin holes and/or arcing.
Refer to Troubleshooting, "Ignition Transformers Secondary Circuit and Spark Plugs".

There may be an intermittent interruption of power. Check the wiring harnesses and the connectors. Inspect
the connectors in the terminal boxes. Inspect the power supply connections and the ground.
Inspect the wiring from the power supply to the control modules. Refer to Troubleshooting, "Electrical
Power Supply".
Ignition System
Inspect the ignition transformers for the following items: loose connections, moisture, short circuits and open
circuits. Inspect the primary wiring and the secondary electrical connections.
Make sure that the correct transformers and spark plugs are installed. Inspect the extenders for signs of pin
holes and of arcing.
Maintain the spark plug according to the engine's Operation and Maintenance Manual.
Make sure that the ignition timing is correct.
Fuel Supply
Low fuel pressure
High fuel pressure
Poor fuel quality
Inspect the fuel system components: fuel filter, gas pressure regulator, gas shutoff valve and fuel metering
valve. Verify that the system's components are operating correctly.
Air/Fuel Ratio
An air/fuel mixture that is too rich or too lean will have an adverse effect on engine operation. Verify that the
exhaust emissions are correct. Refer to Systems Operation/Testing and Adjusting, "Air/Fuel Ratio Control -
Adjust".
Governor Adjustment
The governor's parameters must be programmed with the values that provide stable operation. Refer to
Systems Operation/Testing and Adjusting, "Engine Governing - Adjust".
Air Inlet Restriction
The maximum allowable air inlet restriction is 3.75 kPa (15 inches of H2O). If the indication is higher than
the maximum permissible restriction, clean the filter element or install a new filter element. Check the
restriction again. If the restriction remains too high, inspect the air inlet piping for obstructions.
For more information, refer to Systems Operation/Testing and Adjusting, "Restriction of Air Inlet and
Exhaust".
Exhaust Restriction
Check for restriction in the exhaust system. Refer to Systems Operation/Testing and Adjusting, "Restriction
of Air Inlet and Exhaust".
Check for Binding of the Throttle Actuator
Set the engine control to the OFF/RESET mode. Switch the 35 amp circuit breaker OFF. Move the throttle
plate while you feel the motion. If the motion is sticky and/or rough, investigate the cause of the binding.
Make the necessary repairs.
Incorrect Valve Lash
Check the valve lash. Refer to Systems Operation, Testing And Adjusting, "Valve Lash and Valve Bridge
Adjustment".
Cylinder Head and Related Components

Measure the cylinder compression. Refer to the engine's Operation and Maintenance Manual, "Cylinder
Pressure - Measure/Record".
Inspect the components of the valve train for good condition. Check for signs of damage and/or wear to the
valves, cylinder head gasket, etc. Inspect the condition of the camshafts. If a camshaft is replaced, new valve
lifters must be installed.
Throttle
Make sure that the throttle actuator is operating properly. If the motion of the actuator is sticky and/or rough,
service the actuator.
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Troubleshooting
G3500 Engines
i01994349
Engine Oil in Cooling System

SMCS - 1348-035; 1350-035
Probable Cause
Damaged engine oil cooler core
Recommended Repair
If engine oil is leaking into the cooling system through the engine oil cooler, replace the engine oil cooler.
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Troubleshooting
G3500 Engines
i05032193
Engine Oil Pressure (Low)

SMCS - 1348-035-PX
Probable Causes
Low engine oil level
Incorrect viscosity
Faulty oil pressure sensor
Improper circulation of the engine oil
Worn components
Recommended Repairs
Low Engine Oil Level
Check the oil level. Add oil, as needed.
Contaminated Engine Oil
Engine oil that is contaminated with another liquid will cause low engine oil pressure. High engine oil level
can be an indication of contamination. Obtain an analysis of the engine oil. Determine the reason for
contamination of the engine oil and make the necessary repairs. Change the engine oil and the engine oil
filter. For the correct engine oil to use, refer to the engine Operation and Maintenance Manual.
Incorrect Viscosity
Make sure that the engine is supplied with the correct engine oil. For the correct engine oil to use, refer to the
engine Operation and Maintenance Manual.
Faulty Engine Oil Pressure Sensor
Use Caterpillar Electronic Technician (ET) to compare the reading of the oil pressure sensor and an oil
pressure gauge. Install the gauge into the lubrication system. The pressure readings should be equal.
If the values differ significantly, replace the engine oil pressure sensor.
Improper Circulation of the Engine Oil

Several factors could cause improper circulation of the engine oil:
The engine oil filter is clogged. Replace the engine oil filter.
An engine oil line or a passage for engine oil is disconnected or broken.
The engine oil cooler is clogged. Thoroughly clean the engine oil cooler.
There is a problem with a piston cooling jet. Breakage, a restriction, or incorrect installation of a piston
cooling jet will cause seizure of the piston.
The inlet screen of the suction tube for the engine oil pump can have a restriction. This restriction will
cause cavitation and a loss of engine oil pressure. Check the inlet screen on the suction tube and
remove any material that may be restricting engine oil flow.
The suction tube is drawing in air. Check the joints of the tube for cracks or a damaged O-ring seal.
There is a problem with the engine oil pump. Check the gears of the engine oil pump for excessive
wear. Engine oil pressure is reduced by gears that have too much wear.
The engine oil pump pressure regulating valve or a bypass valve is stuck in the open position. Clean
the valve. Replace parts, if necessary.
Worn Components
Excessive clearance at the crankshaft or camshaft bearings will cause low engine oil pressure. Also, inspect
the clearance between the rocker arm shafts and the rocker arms. Check the engine components for excessive
clearance.
Obtain an analysis of the engine oil. Check the analysis for the level of wear metals in the engine oil.
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Troubleshooting
G3500 Engines
i02031838
Engine Shutdown without a Diagnostic Code

SMCS - 1400-035
Probable Causes
An external shutdown or a customer shutdown was requested.
The electrical power to a control module is lost.
The control module for the Electronic Ignition System (EIS) has lost the supply voltage for the
speed/timing sensor.
There is a problem with the fuel supply.
Recommended Repairs
External Shutdown or Customer Shutdown
A normal shutdown may have been requested. Verify that a normal shutdown was not requested.
There may be a problem with the wiring for the engine control. Refer to the engine's electrical schematic.
Battery Power to a Control Module
1. Refer to Troubleshooting, "Electrical Power Supply".
2. Inspect the ground strap and the battery for connections that are loose and/or corroded.
3. Inspect the control modules for proper installation of the connectors.
4. Check the circuit breakers in the terminal box.
Speed/Timing Sensor
A loss of supply voltage to the speed/timing sensor will cause a shutdown. Refer to Troubleshooting,
"Engine Speed/Timing Sensor".
Fuel Supply
Check the fuel supply pressure.
Inspect the fuel lines for foreign objects and for obstructions that can block the fuel supply.
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Troubleshooting
G3500 Engines
i01995005
Engine Starts but Stalls Immediately

SMCS - 1250-035; 1400-035
Probable Causes
Fuel supply
Engine speed/timing sensor
Ignition system
Excessive load
Recommended Repairs
Fuel Supply
Low fuel pressure
High fuel pressure
Poor fuel quality
Inspect the fuel system components: fuel filter, gas pressure regulator, gas shutoff valve, fuel metering valve
and actuator for the throttle. Verify that the system's components are operating correctly.

1. Inspect the power supply connections and the ground. Check the wiring harnesses and the connectors
from the power supply to the terminal box. Inspect the connectors in the terminal box. Refer to
Troubleshooting, "Inspecting Electrical Connectors".
2. Check for the 168-02 diagnostic code for "System Voltage intermittent/erratic". If this diagnostic code
is logged, proceed to Troubleshooting, "Electrical Power Supply".
Engine Speed/Timing Sensor

Make sure that the speed/timing sensor is installed correctly. Refer to Troubleshooting, "Engine
Speed/Timing Sensor".
Make sure that the timing wheel is correctly installed.
Ignition System
Inspect the ignition transformers for the following items: loose connections, moisture, short circuits and open
circuits. Inspect the primary wiring and the secondary electrical connections.
Make sure that the correct transformers and spark plugs are installed.
Maintain the spark plugs according to the engine's Operation and Maintenance Manual.
Excessive Load
test the engine.
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Troubleshooting
G3500 Engines
i01995010
Engine Timing Does Not Match Programmed Timing

SMCS - 1000-035; 1400-035
Probable Causes
The timing may be retarded due to detonation.
The timing may be retarded due to the selection of the map for speed or the map for load.
The input for the selection of the base timing may be incorrect.
Recommended Repairs
Note: If the symptom only occurs under certain operating conditions (high idle, full load, engine operating
temperature, etc), test the engine under the conditions. Troubleshooting the symptom under other conditions
can give misleading results.
Detonation
Use the Digital Diagnostic Tool (DDT) or the Caterpillar Electronic Technician (ET) to look for a 326-01
"Detonation Retarded Timing" diagnostic code.
Refer to Troubleshooting, "MID 014 - CID 326 - FMI 01 Detonation Retarded Timing".
Map
Use the DDT or the "Service/Configuration" screen of Cat ET in order to verify the value that is programmed
for the timing. Check the "First Desired Timing", the "Second Desired Timing", and the "Desired Timing"
parameters. Refer to Troubleshooting, "Programming Parameters".
Timing Selection
Verify that the input for the selection of the base timing is correct. Refer to Troubleshooting, "Propane
Switch".
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Troubleshooting
G3500 Engines
i01995025
Engine Will Not Crank

SMCS - 1000-035; 1400-035
Probable Causes
Batteries and/or battery cables
Starting circuit
Starter motor pinion or flywheel ring gear
Low air pressure
Static load
Internal mechanical problem
Recommended Repairs
Batteries and/or Battery Cables
1. Inspect the main power switch, battery posts, and battery cables for loose connections and corrosion. If
the battery cables are corroded, remove the battery cables and clean the battery cables. Tighten any
loose connections.
2. Inspect the batteries.
a. Charge the batteries. Refer to Special Instruction, SEHS7633, "Battery Test Procedure".
b. Load test the batteries. Refer to Special Instruction, SEHS9249, "Use of 4C-4911 Battery Load
Tester for 6, 8 and 12 Volt Lead Acid Batteries".
Starting Circuit
Check the starting circuit. Refer to the engine's electrical schematic.
Starting Motor or Flywheel Ring Gear
If the pinion engages the flywheel but the flywheel does not turn, there may be a problem with the starting
motor. If the starting motor turns but the flywheel does not turn, inspect the gear teeth, the clutch jaws, or
other parts.
Inspect the pinion and the flywheel ring gear for damage. If the teeth of the pinion and/or of the flywheel
ring gear are worn or broken, replace the parts.
If the pinion does not engage correctly with the flywheel, the pinion shaft may be stuck. Remove the pinion.
Grease the splines of the drive shaft and the pinion.
If the pinion does not engage the flywheel, the clutch jaws may be broken.
motor again. If the starting motor does not turn the crankshaft, remove the starting motor. Repair the starting
motor or replace the starting motor.
Low Air Pressure

Determine the cause of the low air pressure. Inspect the air lines for leaks. Repair any leaks in the air lines.
Static Load
Make sure that the driven equipment is not preventing the crankshaft from turning. Try to turn the crankshaft
by hand. If necessary, disengage the driven equipment and test the engine.
Internal Mechanical Problem

If the crankshaft will not turn and the driven equipment is disengaged, remove the spark plugs. Check for
fluid in the cylinders. If this is not the problem, the engine must be disassembled in order to investigate
internal mechanical problems. Possible internal problems include the following conditions:
Bearing seizure
Piston seizure
Valve and piston contact
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Troubleshooting
G3500 Engines
i01995032
Excessive Engine Oil Consumption

SMCS - 1348-035
Probable Causes
Incorrect engine oil level
External leak
Internal leak
Worn components
Extended operation at low loads
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. 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".
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:
Incorrect fuel system settings
Contamination from the inlet air
Inspect the suspect system. Make the necessary repairs.
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Troubleshooting
G3500 Engines
i01995036
Exhaust Port Temperature (High)

SMCS - 1059-035
Probable Causes
High inlet air temperature
Inlet air restriction
Air/fuel ratio
Excessive load
Incorrect timing
Exhaust restriction
A buildup of deposits in the cylinder or internal oil leaks
Recommended Repairs
Check the Inlet Air Temperature
High inlet air temperature can cause detonation. Check the inlet air temperature.
Refer to Troubleshooting, "Inlet Air Temperature Is Too High".
Inlet Air Restriction
The maximum allowable inlet air restriction is 3.75 kPa (15 inches of H2O). If the indication is higher than
restriction again. If the restriction remains too high, inspect the air inlet piping before the air cleaner for
obstructions.
Air/Fuel Ratio
An air/fuel mixture that is too rich will increase the exhaust temperature. Verify that the exhaust emissions
are correct. Refer to Systems Operation/Testing and Adjusting, "Air/Fuel Ratio Control - Adjust".
Excessive Load
test the engine.
Check the Ignition Timing
Use the Digital Diagnostic Tool (DDT) or the Caterpillar Electronic Technician (ET) to check the ignition
timing during engine operation with a load. Compare the timing to the recommended timing in the Engine
Performance, "Fuel Usage Guide".
Guide".
Measure the Exhaust Restriction

Measure the exhaust restriction during engine operation with a load. For data that is specific to the engine,
refer to the Technical Marketing Information.
Investigate the cause of the exhaust restriction. Perform adjustments and/or make repairs, as needed.
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.
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Troubleshooting
G3500 Engines
i01995040
Fuel Metering Valve

SMCS - 1274-035
Probable Causes
Incorrect wiring and/or connections
Problem with the solenoid
Internal problem with the gas shutoff valve
Recommended Repairs
Wiring and/or Connections
Inspect the gas shutoff valve's wiring for good condition. Make sure that the electrical connections are
secure. Replace parts, if necessary.
Solenoid
If the electrical circuit is OK, there may be a problem with the solenoid. Replace the solenoid.
Gas Shutoff Valve
The gas shutoff valve may have an internal problem. Inspect the diaphragm. Make sure that the valve does
not bind. Obtain a new valve, if necessary.
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Troubleshooting
G3500 Engines
i02880101
Inlet Air Temperature (High)

SMCS - 1087-035
If the engine is equipped with the air/fuel ratio control, look for a MID 018 - CID 0570 - FMI 11 diagnostic
code. If the code is active, refer to Troubleshooting, "MID 018 - CID 0570 - FMI 11 Temperature Sensor
Reading out of range".
Probable Causes
High ambient air temperature
High coolant temperature
High inlet air restriction and/or high altitude
Faulty inlet air temperature sensor and/or circuit
Insufficient flow of cooling water through the aftercooler
Insufficient flow of air through the aftercooler
Recommended Repairs
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, "Engine Coolant Temperature (High)".
Check for High Inlet Air Restriction and/or High Altitude
When inlet air pressure is low, the turbocharger works harder in order to achieve the desired inlet manifold
pressure. This increases inlet air temperature.
Measure the inlet air pressure while the engine is operating under load. For specific data, refer to the
Technical Marketing Information for the engine.
Check for plugged air filters. Check for obstructions to the air inlet.
Replace the air filters and/or remove the obstruction from the air inlet.
High Altitude
Make sure that the settings for the engine are correct for the altitude.
Check the Temperature Sensor and/or the Circuit
Allow the sensor to cool and remove the sensor. Check the reading for the inlet air temperature. If the sensor
is OK, the reading and the ambient temperature are approximately equal.
If the reading is not correct, switch the sensor with a sensor that is known to be good. Verify that the problem
is solved.
Check for Sufficient Flow of Cooling Water Through the Aftercooler
Check the inlet temperature of the coolant for the aftercooler. Compare the reading to the regulated
temperature. If the temperature is OK, check the outlet temperature of the coolant. A high temperature
differential indicates an insufficient flow rate.
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.
Check the pump for proper operation.
Make repairs, if necessary.
Check for Sufficient Flow of Air Through the Aftercooler

Determine the pressure differential of the inlet air across the aftercooler. For specific data, refer to the
Technical Marketing Information for the engine.
If the pressure differential of the air across the aftercooler does not match the specifications, clean the
aftercooler.
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Troubleshooting
G3500 Engines
i01995044
Intermittent Engine Shutdown

SMCS - 1400-035
Note: Use this procedure only if the engine shuts down completely and the engine must be restarted.
Probable Causes
Active engine shutdown
Electrical connectors
Engine speed/timing signal
Fuel supply
Spark plug
Recommended Repairs
Active Engine Shutdown
Use the Digital Diagnostic Tool (DDT) or the Caterpillar Electronic Technician (ET) to check for any
diagnostic codes. Determine the reason for the shutdown. After correcting the problem, set the engine control
to the OFF/RESET mode for at least 15 seconds before you try to restart the engine.
Electrical Connectors
1. Check the wiring harnesses and the connectors. Inspect the connectors in the terminal boxes. Inspect
the power supply connections and the ground. Refer to Troubleshooting, "Inspecting Electrical
Connectors".
2. Use the DDT or the Cat ET to check for the 168-02 diagnostic code for "System Voltage Intermittent".
If this diagnostic code is present, proceed to Troubleshooting, "Electrical Power Supply".
3. Inspect the wiring from the power supply to the engine terminal box. Inspect the wiring from the
engine terminal box to the electronic control modules. Check the power and ground connections at
each electronic control module. Refer to Troubleshooting, "Electrical Power Supply" for more
information.
Engine Speed/Timing Signal
Loss of the signal from the speed/timing sensor will cause a shutdown. Use the DDT or the Cat ET to check
for logged diagnostic codes. For more information, refer to Troubleshooting, "Engine Speed/Timing Sensor".
Fuel Supply
1. Check the fuel lines for the following problems: restrictions, obstructions, collapsed lines and pinched
lines. If problems are found with the fuel lines, repair the lines and/or replace the lines.
2. Check the restriction of the fuel filter. If the fuel pressure is low, replace the fuel filter.
3. Check the fuel quality.
4. Check the fuel pressure. Refer to Systems Operation/Testing and Adjusting, "Fuel System" for the
correct pressure values. If the fuel pressure is still low, check the gas regulator and the fuel metering
valve.
Spark Plug
An engine shutdown that is due to a faulty spark plug is likely to occur when the engine is operating under a
load. Refer to Troubleshooting, "Ignition Transformers Secondary Circuit and Spark Plugs".
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Troubleshooting
G3500 Engines
i01995066
Low Power/Poor or No Response to Throttle

SMCS - 1000-035
Probable Causes
Inlet air restriction
Exhaust restriction
Fuel supply
Governor and linkage
Exhaust bypass
Ignition system
Turbocharger
Cylinder compression
Recommended Repairs
The maximum allowable inlet air restriction is 3.75 kPa (15 inches of H2O). If the indication is higher than
restriction again. If the restriction remains too high, inspect the air inlet piping for obstructions.
Exhaust Restriction
The maximum allowable exhaust restriction is 6.7 kPa (27 inches of H2O). Check for restriction in the
exhaust system.
If the difference between the pressure at the exhaust elbow and the atmospheric pressure exceeds the
specification, determine the cause. Make the necessary repairs.
Ignition Timing
Use an electronic service tool to check for the correct desired ignition timing. Compare the timing to the
recommended timing in the Engine Performance, "Fuel Usage Guide".
Guide".
Fuel Supply
Low fuel pressure
High fuel pressure
Poor fuel quality
Inspect the fuel system components: fuel filter, gas pressure regulator, balance line, gas shutoff valve, fuel
valve and actuator for the fuel valve. Verify that the system's components are operating correctly.
Inspect the gas pressure regulator's diaphragm for leaks. Make sure that the valve moves freely. The valve
must seat correctly.
Make sure that the balance line is secure. Inspect the balance line for plugging.
Inspect the actuator and the linkage. Make sure that the linkage operates smoothly for the full range of travel.
The linkage must have no free play. Adjust the actuator and the linkage, if necessary.
Governor and Linkage

Inspect the linkage between the governor and the carburetor. Make sure that the throttle operates smoothly
for the full range of travel. The linkage must have no free play. Lift the linkage to the upward position and
release the linkage. The linkage must drop freely. Adjust the governor, the linkage, and the carburetor, if
necessary.
Exhaust Bypass
Make sure that the exhaust bypass valve can move properly. Inspect the diaphragm, the exhaust lines, and the
connection to the inlet manifold for leaks. Make sure that the breather is not plugged.
Valve Lash
Check the valve lash according to Testing And Adjusting, "Valve Lash and Valve Bridge Adjustment".
Ignition System
Inspect the ignition transformers for the following conditions:
Loose connections
Moisture
Short circuits
Open circuits
Inspect the primary wiring and the secondary electrical connections.
Make sure that the correct transformers and spark plugs are installed. Inspect the extenders for signs of pin
holes and arcing.
For troubleshooting the electronic ignition system, refer to Troubleshooting, "Ignition Transformers Primary
Circuit" and Troubleshooting, "Ignition Transformers Secondary Circuit and Spark Plugs" .
Turbocharger
The turbocharger may have carbon deposits or worn bearings. Inspect the turbocharger.
Cylinder Compression
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Troubleshooting
G3500 Engines
i05921627
Mechanical Noise (Knock) in Engine

SMCS - 1000-035
Probable Causes
Faulty accessory
Gear train
Crankshaft and related components
Piston
Recommended Repairs
Table 1
Troubleshooting Test Steps Values Results
Result: The engine

accessories are properly
working.
Proceed to Test Step 2.
1. Faulty Accessory Result: The engine

accessories are not properly
A.Isolate the source of the noise from the engine. working.
Accessory
B. Remove the suspect engine accessories and inspect. Repair: Replace and/or
repair the engine
accessories.
If the problem is not

resolved, proceed to Test
Step 2.
Result: There are no

2. Cylinder Head and Related Components damaged engine
components.
A. Inspect the components of the valve train for any
damage. Proceed to Test Step 3.
B. Check for signs of damage and/or wear to the: Result: There is damaged
engine components.
- Valves Engine
- Cylinder head gasket Components Repair: Repair and/or
- Springs replace any damaged
- Lifters components and return to
- Pushrods service.
Inspect the condition of the camshaft. If a camshaft is If the problem is not

replaced, new valve lifters must be install. resolved, proceed to Test
Step 3.
Result: The gear train

and/or lower end
components are not
damaged.
Result: The gear train

3. Gear Train and Low End Components
and/or lower end
Gear Train components are damaged.
A. Inspect the gear train and lower end components.
Repair: Repair or replace
any damaged components
and return to service.

Step 4.
4. Crankshaft Crankshaft Result: The crankshaft or

the related components are
A. Inspect the crankshaft and the related components. Look not damaged or worn.
for worn thrust plates and wear on the crankshaft.
B. Inspect the connecting rod bearings and the bearing
surfaces on the crankshaft. Make sure that the bearings are Result: The crankshaft or
in the correct position. the related components are
damaged or worn.
C. Check the counterweight bolts.
any damaged parts and
return to service.

Step 5.
Result: The pistons are

NOT OK.
5. Pistons
Pistons damaged pistons.
A. Inspect the piston for damage and wear.
Verify that the repair
eliminated the problem.
If the procedure did not correct the issue, contact your Cat dealer Technical Communicator (TC). For further
assistance, your TC can confer with the Dealer Solutions Network (DSN).
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Troubleshooting
G3500 Engines
i01995070
Noise Coming from Cylinder

SMCS - 1000-035; 1290-035
Probable Causes
Insufficient lubrication
Recommended Repairs
Valve Lash
Check the valve lash according to Testing And Adjusting, "Valve Lash and Valve Bridge Adjustment".
Insufficient Lubrication
Inspect the valve train for sufficient lubrication.
Cylinder Head and Related Components
Inspect the components of the valve train for good condition. Check for signs of damage and/or wear to the
valves, cylinder head gasket, etc. Inspect the condition of the camshafts. If a camshaft is replaced, new valve
lifters must be installed.
Copyright 1993 - 2019 Caterpillar Inc. Thu Oct 31 2019 12:25:20 GMT+0700 (Western Indonesia Time)
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Troubleshooting
G3500 Engines
i01995071
Poor Fuel Consumption

SMCS - 1250-035
Probable Causes
Fuel leak
Recommended Repairs
Fuel Leak
Inspect the fuel system for leaks.
Ignition Timing
Use an electronic service tool to check for the correct desired ignition timing.
Guide".
Air/Fuel Ratio
An air/fuel mixture that is too lean will increase fuel consumption. A change in the fuel energy content will
change the air/fuel ratio. Obtain a fuel analysis.
Strike the gas pressure regulator with a soft hammer. If the engine speed changes, inspect the internal parts of
the gas pressure regulator for wear. Inspect the gas pressure regulator's diaphragm for leaks. Make sure that
the valve moves freely. The valve must seat correctly.
Verify that the exhaust emissions are correct.
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Troubleshooting
G3500 Engines
i01995075
Short Spark Plug Life

SMCS - 1555-035
Probable Causes
Incorrect maintenance of the spark plugs
High compression ratio
Excessive load
Recommended Repairs
Ignition Timing
Use an electronic service tool to check for the correct desired ignition timing. Compare the timing to the
recommended timing in the Engine Performance, "Fuel Usage Guide".
Guide".
Spark Plug
Cylinder Compression
Deposits in the cylinder can increase the compression ratio.
Excessive Load
Higher loads reduce the service life of spark plugs. Determine whether the engine has been operating beyond
the recommended rated load.
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Troubleshooting
G3500 Engines
i01995078
Too Much Vibration

SMCS - 1000-035
Probable Causes
Vibration damper or pulley
Engine mounts
Driven equipment
Misfire, rough operation, or instability
Recommended Repairs
Vibration Damper or Pulley
Inspect the vibration damper for damage. Look for evidence of overheating and leaks. Make sure that the
vibration damper is fastened securely.
Inspect the pulley for good condition and alignment.
Engine Mounts
Inspect the condition of the engine mounts. Look for proper installation. Make sure that the bolts are secure.
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.
Misfire or Rough Operation

Refer to Troubleshooting, "Engine Misfires, Runs Rough or Is Unstable".
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Troubleshooting
G3500 Engines
i02031837
Diagnostic Codes
SMCS - 1901-038
Diagnostic codes alert the operator that a problem in the electronic system has been detected. Diagnostic
codes also indicate the nature of the problem to the service technician. Diagnostic codes can be generated by
the control module for the Electronic Ignition System (EIS) and by the Electronic Control Module (ECM) for
the air/fuel ratio control. Diagnostic codes may be viewed on these electronic service tools:
Digital Diagnostic Tool (DDT) - The DDT is a compact device that includes a keypad and a screen.
Caterpillar Electronic Technician (ET) - Cat ET is a software program that is designed to run on a
personal computer.
If the engine is equipped with the optional air/fuel ratio control, diagnostic codes may also be viewed on the
ECM.
The Diagnostic codes consist of the module identifier (MID), the component identifier (CID), and the failure
mode identifier (FMI).
Module Identifier (MID) - The MID is a code with two or three digits that indicates the electronic module
which generated the diagnostic code. The MID for the EIS control module is 14. The MID for the ECM is
18.
Component Identifier (CID) - The CID is a number with three or four digits. The CID indicates the
component that generated the code. For example, the CID number 0317 identifies the inlet manifold pressure
sensor.
Failure Mode Identifier (FMI) - The FMI is a two digit code that indicates the type of failure. Table 1 is a
list of the failure mode identifiers that are adapted from the "SAE J1587" standard.
Table 1
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"
12 "Bad device or component"
13 "Out of calibration"
14 "Not used"
15 "Not used"
16 "Parameter not available"
17 "Module not responding"
18 "Sensor supply fault"
19 "Condition not met"
20 "Not used"
When a diagnostic code is generated, an indicator on the engine is activated in order to alert the operator. If
the condition that generated the code is momentary, the code may be cleared with the "Diagnostic Reset
Switch". If the code remains on the display, the code is active. An active diagnostic code represents a
problem with the electronic control system. Correct the problem as soon as possible.
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Troubleshooting
G3500 Engines
i01921749
MID 014 - CID 0168 - FMI 02 System Voltage intermittent/erratic

SMCS - 1408-038
Conditions Which Generate This Code:
The engine is running and one of the following conditions has occurred:
The control module for the Electronic Ignition System (EIS) has detected engine rpm during a normal
powerup sequence.
There is a noisy component in a secondary circuit of the ignition system.
System Response:
The shutdown output is activated. The code may be viewed on the Digital Diagnostic Tool (DDT) or on the
Caterpillar Electronic Technician (ET).
The engine is shut down.
Test Step 1. Perform the following diagnostic procedure: Electrical Power Supply
Results:
OK - STOP
Not OK -
Repair: Perform the following diagnostic procedure: Troubleshooting, "Ignition Transformers

Secondary Circuit and Spark Plugs".
STOP
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Troubleshooting
G3500 Engines
i02336396
MID 014 - CID 0300 - FMI 03 Primary Return short to +batt

SMCS - 1408-038
A return for an ignition transformer is shorted to the +Battery side.
System Response:
The warning output is activated. The diagnostic code may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (ET).
Engine performance is affected. Engine operation may continue, or the engine may shut down due to
lugging.
Test Step 1. Perform the following diagnostic procedure: Ignition Transformers Primary Circuit
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i02336398
MID 014 - CID 0300 - FMI 04 Primary Return short to ground

SMCS - 1408-038
A return for an ignition transformer is shorted to the −Battery side.
System Response:
Engine performance is affected. Engine operation may continue, or the engine may shut down due to
lugging.
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i02336401
MID 014 - CID 0301 - FMI 05 Ignition Transformer Primary #1

open circuit
SMCS - 1561-038
The primary circuit of the transformer is diagnosed with an open circuit.
System Response:
One of the following conditions is the source of the diagnostic code:
A broken circuit driver's wire for the transformer
A broken return wire for the transformer
An open circuit within the primary winding of the transformer
An internal failure of the control module for the Electronic Ignition System (EIS)
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i02336402

short
SMCS - 1561-038
The primary circuit of the transformer is diagnosed with a short circuit.
System Response:
The cylinder will misfire.
A short circuit in the wiring from the control module for the Electronic Ignition System (EIS) to the
transformer
A short circuit within the primary winding of the transformer
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i02336403

short to return
SMCS - 1561-038
The primary circuit of the transformer is diagnosed with a short circuit to the return for the transformer.
System Response:
transformer
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i02336405

open circuit
SMCS - 1561-038
System Response:
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336407

short
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336410

short to return
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336414

open circuit
SMCS - 1561-038
System Response:
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336418

short
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336422

short to return
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336426

open circuit
SMCS - 1561-038
System Response:
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336429

short
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336430

short to return
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336433

open circuit
SMCS - 1561-038
System Response:
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336435

short
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336438

short to return
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336446

open circuit
SMCS - 1561-038
System Response:
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336446

open circuit
SMCS - 1561-038
System Response:
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336450

short
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336470

short to return
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336472

open circuit
SMCS - 1561-038
System Response:
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336474

short
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336479

short to return
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336480

open circuit
SMCS - 1561-038
System Response:
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336481

short
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336482

short to return
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336483

open circuit
SMCS - 1561-038
System Response:
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336485

short
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336495

short to return
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336813

open circuit
SMCS - 1561-038
System Response:
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336817

short
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336820

short to return
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336822

open circuit
SMCS - 1561-038
System Response:
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336824

short
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336826

short to return
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
12/12/2019 Media Search - SENR6413 - G3500 Engines
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Product: NO EQUIPMENT SELECTED
Model: NO EQUIPMENT SELECTED
Configuration: NO EQUIPMENT SELECTED
Troubleshooting
G3500 Engines
i02336832

open circuit
SMCS - 1561-038
System Response:
Results:
OK - STOP
Copyright 1993 - 2019 Caterpillar Inc. Thu Dec 12 2019 17:21:35 GMT+0700 (Western Indonesia Time)
j210snd
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Troubleshooting
G3500 Engines
i02336836

short
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336841

short to return
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i01922243

open circuit
SMCS - 1561-038
System Response:
or on the Caterpillar Electronic Technician (Cat ET).
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i01922249

short
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i01922255

short to return
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i01922262

open circuit
SMCS - 1561-038
System Response:
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i01922266

short
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i01922274

short to return
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i01922281

open circuit
SMCS - 1561-038
System Response:
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i01922285

short
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i01922286

short to return
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i01922287

open circuit
SMCS - 1561-038
System Response:
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i01922290

short
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i01922293

short to return
SMCS - 1561-038
System Response:
transformer
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336846
MID 014 - CID 0317 - FMI 08 Load Sensor (MAPS) signal

abnormal
SMCS - 1439-038
The duty cycle or the frequency for the manifold absolute pressure sensor (MAPS) is outside of the normal
range.
System Response:
Under normal conditions, protection from detonation is enabled only when the manifold pressure is greater
than 60 kPa (8.7 psi). When a 317-08 code is activated, protection from detonation is always enabled.
Emissions may be affected.
Test Step 1. Perform the following diagnostic procedure: Inlet Manifold Pressure Sensor
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i02336850
MID 014 - CID 0317 - FMI 11 No Inlet Manifold Pressure signal

SMCS - 1439-038
The duty cycle for the manifold absolute pressure sensor (MAPS) is greater than the maximum value.
System Response:
Emissions may be affected.
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i02336853
MID 014 - CID 0318 - FMI 01 Loss of Right Bank Detonation

Sensor Signal
SMCS - 1559-038
The conditions which generate this code depend on the software in the control module for the Electronic
If the date code for the EIS software is earlier than October 1996, the code is activated when the engine
speed is above 500 rpm and the signal from the detonation sensor for the right cylinder bank is below the
normal range.
If the date code for the EIS software is later than September 1996, the code is activated when the engine
speed is above 900 rpm and the signal from the detonation sensor for the right cylinder bank is below the
normal range.
System Response:
The shutdown output is activated. The diagnostic code may be viewed on the Digital Diagnostic Tool (DDT)
Test Step 1. Perform the following diagnostic procedure: Detonation Sensors
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i02336859
MID 014 - CID 0318 - FMI 03 Right Bank Detonation Sensor short
to +batt
SMCS - 1559-038
The signal from the detonation sensor for the right cylinder bank is above the normal range.
System Response:
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i02336861
MID 014 - CID 0318 - FMI 05 Right Bank Detonation Sensor open
or short to ground
SMCS - 1559-038
The signal from the detonation sensor for the right cylinder bank is below the normal range.
System Response:
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i02336869
MID 014 - CID 0319 - FMI 01 Loss of Left Bank Detonation Sensor
Signal
SMCS - 1559-038
The conditions which generate this code depend on the software in the control module for the Electronic
If the date code for the EIS software is earlier than October 1996, the code is activated when the engine
speed is above 500 rpm and the signal from the detonation sensor for the left cylinder bank is below the
normal range.
If the date code for the EIS software is later than September 1996, the code is activated when the engine
speed is above 900 rpm and the signal from the detonation sensor for the left cylinder bank is below the
normal range.
System Response:
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336873
MID 014 - CID 0319 - FMI 03 Left Bank Detonation Sensor short to
+batt
SMCS - 1559-038
The signal from the detonation sensor for the left cylinder bank is above the normal range.
System Response:
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336874
MID 014 - CID 0319 - FMI 05 Left Bank Detonation Sensor open or
short to ground
SMCS - 1559-038
The signal from the detonation sensor for the left cylinder bank is below the normal range.
System Response:
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336878
MID 014 - CID 0320 - FMI 05 Timing Control Speed Sensor

open/short to +batt
SMCS - 1912-038
The signal from the speed/timing sensor is lost.
System Response:
The diagnostic code may be viewed on the Digital Diagnostic Tool (DDT) or on the Caterpillar Electronic
Technician (ET).
If the engine is not running, the engine will not start.
If the engine is running, ignition is terminated and the engine is shut down. The shutdown output is activated.
Test Step 1. Perform the following diagnostic procedure: Engine Speed/Timing Sensor
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336879
MID 014 - CID 0320 - FMI 07 Speed/Timing Sensor improper

response
SMCS - 1912-038
An invalid pattern for the timing reference gear is detected. For example, reverse rotation is detected.
System Response:
Technician (ET).
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336884
MID 014 - CID 0320 - FMI 08 Engine Speed/Timing signal

abnormal
SMCS - 1912-038
One of the following two conditions occur:
An invalid pattern for the timing reference gear is detected.
Electrical noise is present on the wiring for the sensor signal or the sensor supply.
System Response:
Technician (ET).
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336930
MID 014 - CID 0321 - FMI 04 Diagnostic Reset Switch short to

ground
SMCS - 7332-038
The signal wire for the diagnostic reset switch has a short to ground.
The diagnostic reset switch has been held closed for more than ten seconds.
System Response:
Test Step 1. Perform the following diagnostic procedure: Diagnostic Reset Switch
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336932
MID 014 - CID 0322 - FMI 03 Shutdown Relay short to +batt

SMCS - 4493-038
One of the following conditions occur:
The signal wire for the shutdown relay output has a short to the +Battery, to the sensor supply, or to
another positive voltage source.
The device that is connected to the shutdown relay output has a low impedance or a short circuit.
System Response:
The ignition is terminated. The engine is shut down.
Test Step 1. Perform the following diagnostic procedure: Shutdown Relay
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336933
MID 014 - CID 0322 - FMI 05 Shutdown Relay open/short to

ground
SMCS - 4493-038
The signal wire for the shutdown relay output has a short to ground.
The device that is connected to the shutdown relay output has an open circuit.
System Response:
If the signal wire for the shutdown relay output has a short to ground, the shutdown output is activated and
the engine is shut down.
Test Step 1. Perform the following diagnostic procedure: Shutdown Relay
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336938
MID 014 - CID 0323 - FMI 03 Shutdown Lamp short to +batt

SMCS - 7431-038
The signal wire for the output for the shutdown lamp has a short to the +Battery, to the sensor supply,
or to another positive voltage source.
The device that is connected to the output for the shutdown lamp has a low impedance or a short
circuit.
Note: This diagnostic code can only be detected when the Electronic Ignition System (EIS) activates the
output for the shutdown lamp. The output for the shutdown lamp is activated for engine shutdown events.
System Response:
Technician (ET).
This diagnostic code will not shut down the engine. However, the engine may shut down due to the engine
shutdown event that activated this code.
Test Step 1. Perform the following diagnostic procedure: Shutdown Lamp
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336944
MID 014 - CID 0323 - FMI 05 Shutdown Lamp open/short to

ground
SMCS - 7431-038
The signal wire for the output for the shutdown lamp has a short to ground.
There is an open circuit in the wiring for the output for the shutdown lamp.
The +Battery is not connected to the shutdown lamp assembly.
System Response:
If this diagnostic code is caused by a short to ground, the shutdown lamp is always ON. If this diagnostic
code is caused by an open circuit, the shutdown lamp will not turn ON.
Test Step 1. Perform the following diagnostic procedure: Shutdown Lamp
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02336947
MID 014 - CID 0324 - FMI 03 Warning Lamp short to +batt

SMCS - 7431-038
The signal wire for the output for the warning lamp has a short to the +Battery, to the sensor supply, or
to another positive voltage source.
The device that is connected to the output for the warning lamp has a low impedance or a short circuit.
Note: This diagnostic code can only be detected when the Electronic Ignition System (EIS) activates the
output for the warning lamp. The output for the warning lamp is activated for engine warning events.
System Response:
Technician (ET).
Test Step 1. Perform the following diagnostic procedure: Warning Lamp Circuit - Test
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02336951
MID 014 - CID 0324 - FMI 05 Warning Lamp open/short to ground

SMCS - 7431-038
The signal wire for the output for the warning lamp has a short to ground.
There is an open circuit in the wiring for the output for the warning lamp.
The +Battery is not connected to the warning lamp assembly.
System Response:
Technician (ET).
If this diagnostic code is caused by a short to ground, the warning lamp is always ON. If this diagnostic code
is caused by an open circuit, the warning lamp will not turn ON.
Test Step 1. Perform the following diagnostic procedure: Warning Lamp Circuit - Test
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02336992
MID 014 - CID 0325 - FMI 00 Excessive Detonation

SMCS - 1559-038
The level of detonation has exceeded the trip point. Maximum retardation of the timing was unable to
control the detonation adequately.
Mechanical noises in the engine have exceeded normal limits.
The circuits for the sensing of detonation have experienced an intermittent failure.
The secondary ignition system is generating excessive noise.
System Response:
Test Step 1. Perform the following diagnostic procedure: Detonation Retard and Detonation Shutdown
Results:
OK - STOP
j210snd
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Troubleshooting
G3500 Engines
i02336993
MID 014 - CID 0326 - FMI 01 Detonation Retarded Timing

SMCS - 1559-038
The level of detonation has exceeded the trip point.
Mechanical noises in the engine have exceeded normal limits.
The circuits for the sensing of detonation have experienced an intermittent failure.
The secondary ignition system is generating excessive noise.
System Response:
The warning output is activated. The warning lamp will be continuously illuminated while the ignition
timing is retarded due to detonation. The diagnostic code may be viewed on the Digital Diagnostic Tool
(DDT) or on the Caterpillar Electronic Technician (ET).
Test Step 1. Perform the following diagnostic procedure: Detonation Retard and Detonation Shutdown
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02336994
MID 014 - CID 0327 - FMI 02 Number of Detonation Sensors

mismatch
SMCS - 1559-038
The number of detonation sensors that is programmed into the control module for the Electronic Ignition
System (EIS) does not match the number of detonation sensors that are connected to the engine harness.
System Response:
If the engine is not running, the engine will not start. If the engine is running, the engine is shut down.
Test Step 1.
Refer to Troubleshooting, "Programming Parameters".
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02336995
MID 014 - CID 0328 - FMI 02 Number of Cylinders mismatch

SMCS - 1901-038
The number of cylinders that is programmed into the control module for the Electronic Ignition System (EIS)
does not match the number of ignition transformers that are connected to the engine harness.
System Response:
The engine will not start.
Test Step 1.
Refer to Troubleshooting, "Programming Parameters".
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02711057
MID 014 - CID 0329 - FMI 11 Communication Fault with CAT A/F
Ratio Control
SMCS - 1741-038
The control module for the Electronic Ignition System (EIS) cannot communicate with the Electronic
Control Module (ECM) for the Air/Fuel Ratio Control.
System Response:
Test Step 1. Perform the following diagnostic procedure: Cat Data Link
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02337008
MID 014 - CID 0330 - FMI 11 Propane Timing Mode requested

SMCS - 7332-038
The propane timing input to the control module for the Electronic Ignition System (EIS) is at ground
potential.
System Response:
The engine timing is retarded by ten degrees. The diagnostic code may be viewed on the Digital Diagnostic
Tool (DDT) or on the Caterpillar Electronic Technician (ET).
If the engine is not operating on propane and the timing is retarded, engine performance will be affected.
Test Step 1. Perform the following diagnostic procedure: Propane Switch
Results:
OK - STOP
j210snd
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Welcome: j210snd
Troubleshooting
G3500 Engines
i02337011
MID 014 - CID 0331 - FMI 11 Ignition Shutdown requested

SMCS - 7332-038
The input for ignition shutdown to the control module for the Electronic Ignition System (EIS) is an open
circuit. This code does not appear during a normal engine shutdown. One of the following conditions occur:
The signal from the speed/timing sensor drops to zero when the actual speed of the engine is above
100 rpm.
During a normal shutdown, the signal from the speed/timing sensor does not decrease from 100 rpm to
zero rpm within five seconds.
The engine is running at normal speed and a normal shutdown is requested. The engine speed does not
decrease by 100 rpm within five seconds.
System Response:
The ignition is terminated. The warning output is activated. The diagnostic code may be viewed on the
Digital Diagnostic Tool (DDT) or on the Caterpillar Electronic Technician (ET).
The engine is shut down. If the engine is not running, the engine will crank but the engine will not start.
Test Step 1. Perform the following diagnostic procedure: Ignition Shutdown Circuit
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02337014
MID 014 - CID 0401 - FMI 00 Ignition Transformer Secondary #1

maintenance needed
SMCS - 1561-038
The output voltage of the transformer's secondary circuit has reached an abnormally high level.
System Response:
The cylinder may misfire.
The spark plug gap is too wide.
The spark plug has internal damage or an open circuit.
The O-ring seal inside the transformer's extension is installed incorrectly.
Test Step 1. Perform the following diagnostic procedure: Ignition Transformers Secondary Circuit and
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02337016

open circuit
SMCS - 1561-038
The output voltage of the transformer's secondary circuit has reached the maximum limit.
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02337021

short to ground
SMCS - 1561-038
The transformer's secondary circuit is diagnosed with a short circuit.
System Response:
A short circuit within the secondary winding of the transformer
The spark plug is fouled.
The spark plug gap is closed.
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02337022

noisy component
SMCS - 1561-038
The transformer's secondary circuit is generating excessive radiated noise. This condition is detected by the
software in the control module for the Electronic Ignition System (EIS).
System Response:
The system's response depends on the software. If the date code for the EIS software is earlier than October
1994, the warning output is activated. If the date code for the EIS software is later than September 1994, the
shutdown output is activated.
Technician (ET).
If the date code for the EIS software is earlier than October 1994, the cylinder may misfire.
If the date code for the EIS software is later than September 1994, the engine will be shut down.
A faulty spark plug
There is a problem with the electrical connection between the spark plug and the transformer.
Excessive carbon buildup on the spark plug or inside the transformer's extender
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02337017

maintenance needed
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02337017

maintenance needed
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02337026

open circuit
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02339488

short to ground
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02339494

noisy component
SMCS - 1561-038
System Response:
Technician (ET).
A faulty spark plug
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02339502

maintenance needed
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02339509

open circuit
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02339523

short to ground
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351226

noisy component
SMCS - 1561-038
System Response:
Technician (ET).
A faulty spark plug
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351229

maintenance needed
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351235

open circuit
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351240

short to ground
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351251

noisy component
SMCS - 1561-038
System Response:
Technician (ET).
A faulty spark plug
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351258

maintenance needed
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351527

open circuit
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351529

short to ground
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351530

noisy component
SMCS - 1561-038
System Response:
Technician (ET).
A faulty spark plug
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351534

maintenance needed
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351538

open circuit
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351540

short to ground
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351544

noisy component
SMCS - 1561-038
System Response:
Technician (ET).
A faulty spark plug
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351547

maintenance needed
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351551

open circuit
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351553

short to ground
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351559

noisy component
SMCS - 1561-038
System Response:
Technician (ET).
A faulty spark plug
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351561

maintenance needed
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351564

open circuit
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351565

short to ground
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351566

noisy component
SMCS - 1561-038
System Response:
Technician (ET).
A faulty spark plug
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351569

maintenance needed
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351569

maintenance needed
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351571

open circuit
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351573

short to ground
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351576

noisy component
SMCS - 1561-038
System Response:
Technician (ET).
A faulty spark plug
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351579

maintenance needed
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351582

open circuit
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351592

noisy component
SMCS - 1561-038
System Response:
Technician (ET).
A faulty spark plug
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351599

open circuit
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351603

short to ground
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351608

noisy component
SMCS - 1561-038
System Response:
Technician (ET).
A faulty spark plug
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351614

maintenance needed
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351618

open circuit
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351623

short to ground
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351625

noisy component
SMCS - 1561-038
System Response:
Technician (ET).
A faulty spark plug
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i01922632

maintenance needed
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i01922633

open circuit
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i01922636

short to ground
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i01922639

noisy component
SMCS - 1561-038
System Response:
Technician (Cat ET).
A faulty spark plug
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i01922641

maintenance needed
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i01922643

open circuit
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i01922645

short to ground
SMCS - 1561
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i01922647

noisy component
SMCS - 1561-038
System Response:
A faulty spark plug
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i01922648

maintenance needed
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i01922651

open circuit
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i01922654

short to ground
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i01922658

noisy component
SMCS - 1561-038
System Response:
A faulty spark plug
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i01922662

maintenance needed
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i01922663

open circuit
SMCS - 1561-038
System Response:
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i01922667

noisy component
SMCS - 1561-038
System Response:
A faulty spark plug
Spark Plugs
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02351637
MID 014 - CID 0591 - FMI 12 EEPROM checksum fault or ECM

not programmed
SMCS - 1901-038
The memory circuits inside the control module for the Electronic Ignition System (EIS) have failed or the
memory has become corrupted.
System Response:
If the engine is not running, the engine may start. If the engine is running, the engine may continue to run.
The engine's operation may be erratic.
Test Step 1.
Follow the instructions in Troubleshooting, "Replacing the EIS Control Module".
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i01925272
MID 018 - CID 0317 - FMI 11 No Inlet Manifold Pressure signal

SMCS - 1439-038-AI
The duty cycle for the manifold absolute pressure sensor (MAPS) is greater than the maximum value.
System Response:
The governor gains are disabled.
If a valid signal returns, normal operation will resume. The warning output will remain activated and the
diagnostic code will continue to be displayed until the code is cleared.
The response and the stability of the governor will be degraded. Emissions will be affected.
If a valid signal returns, normal operation will resume.
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i01925383
MID 018 - CID 0321 - FMI 04 Diagnostic Reset Switch short to

ground
SMCS - 7332-038
The signal wire for the diagnostic reset switch has a short to ground.
The diagnostic reset switch has been held closed for at least fifteen seconds.
System Response:
Test Step 1. Perform the following diagnostic procedure: Diagnostic Reset Switch
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i01925409
MID 018 - CID 0523 - FMI 00 Engine Overspeed **Shutdown**

SMCS - 1907-038
The engine speed that is measured by the engine speed sensor is greater than 2000 rpm.
System Response:
Test Step 1.
A. Refer to Troubleshooting, "Engine Overspeed".
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i01925478
MID 018 - CID 0523 - FMI 02 Noisy Engine Speed signal

SMCS - 1907-038
The following two conditions exist:
The engine speed is greater than 400 rpm.
The signal from the air/fuel ratio control's speed sensor is noisy.
System Response:
The diagnostic code may be viewed on the Digital Diagnostic Tool (DDT), on the Engine Control Module
(ECM), or on the Caterpillar Electronic Technician (Cat ET).
The engine will continue to run, but the engine's response to changes in load or speed will be degraded.
Test Step 1. Perform the following diagnostic procedure: Engine Speed Sensor
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i01929450
MID 018 - CID 0523 - FMI 11 No A/F Ratio Engine Speed Sensor
**Shutdown**
SMCS - 1912-038
The Engine Control Module (ECM) measures a speed of less than 75 rpm. The control module for the
Electronic Ignition System measures a speed that is greater than 100 rpm.
System Response:
The shutdown output is activated. The diagnostic code may be viewed on the Digital Diagnostic Tool (DDT),
on the ECM, or on the Caterpillar Electronic Technician (Cat ET).
Test Step 1.
A. Refer to Troubleshooting, "Engine Speed Sensor".
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i01929362
MID 018 - CID 0550 - FMI 02 Noisy or Loss of Oxygen Signal

SMCS - 1096-038
The engine is running or the oxygen sensor is being calibrated. There is a problem with the signal from the
oxygen buffer.
System Response:
If the engine is running, the fuel actuator will move to a default position. If the oxygen sensor is being
calibrated, the calibration will be terminated.
Engine performance and emissions will be affected.
Test Step 1. Perform the following diagnostic procedure: Oxygen Sensor Signal
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i01929837
MID 018 - CID 0551 - FMI 01 Oxygen Sensor not connected to

buffer
SMCS - 1096-038
The engine is running or the oxygen sensor is being calibrated. There is a problem with the circuit for the
oxygen sensor.
System Response:
If the engine is running, the fuel actuator will move to a default position. If the oxygen sensor is being
calibrated, the calibration will be terminated.
Engine performance and emissions will be affected.
Results:
OK - STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i01929868
MID 018 - CID 0552 - FMI 11 Engine Speed present during an O2

calibration
SMCS - 1096-038
The engine was running and an oxygen calibration was requested.
The engine was cranked while an oxygen calibration was in progress.
Electrical noise is present on the signal wire for the speed sensor during an oxygen calibration.
There is a problem with the circuit for the speed sensor.
There is a problem with the circuit for the oxygen calibration switch.
System Response:
If the oxygen sensor is being calibrated, the calibration will be terminated. No changes will be made to the
existing calibration values.
Engine performance and emissions will be affected if an oxygen calibration that is required is not
accomplished.
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i02000820
MID 018 - CID 0553 - FMI 11 Oxygen Signal present when it should
not have been
SMCS - 1096-038
An oxygen signal was detected during the second step of the oxygen calibration. One of the following
conditions has occurred:
The normally open contacts of the oxygen relay are shorted.
The signal wire from the electronic control module (ECM) to the oxygen relay is shorted to the
+Battery.
The supply wire to the oxygen buffer is shorted to the +Battery.
The signal wire from the oxygen sensor is shorted to a positive voltage source.
The ECM has failed.
System Response:
If the oxygen sensor is being calibrated, the calibration will be terminated. No changes will be made to the
existing calibration values.
accomplished.
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i02000871
MID 018 - CID 0554 - FMI 11 Oxygen Signal missing during O2

calibration step
SMCS - 1096-038
An oxygen signal was not detected during the oxygen calibration. One of the following conditions has
occurred:
The oxygen relay has failed.
The signal wire from the electronic control module (ECM) to the oxygen relay is open or shorted to
the −Battery.
There is a problem with the wiring from the oxygen buffer to the electronic control module.
There is a problem with the signal wire from the oxygen sensor.
The oxygen buffer has failed.
The oxygen sensor has failed.
The ECM has failed.
System Response:
The oxygen calibration will be terminated. No changes will be made to the existing calibration values.
accomplished.
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i02000963
MID 018 - CID 0555 - FMI 02 Noisy Oxygen signal

SMCS - 1096-038
An oxygen calibration is in progress or the engine is running. One of the following conditions exists:
The oxygen relay is intermittently energizing and de-energizing.
There is an intermittent problem with the wiring from the oxygen buffer to the electronic control
module.
There is an intermittent problem with the wiring from the oxygen sensor to the oxygen buffer.
The ECM has failed.
System Response:
If an oxygen calibration is in progress, the oxygen calibration will be terminated. No changes will be made to
the existing calibration values.
If the engine is running, emissions may be adversely affected.
accomplished.
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i02000964
MID 018 - CID 0556 - FMI 11 Oxygen Sensor Calculated Gain out
of range
SMCS - 1096-038
The results of the oxygen calibration were out of tolerance. One of the following conditions has occurred:
The oxygen calibration was performed while the oxygen sensor was installed in the exhaust stack.
The oxygen calibration was performed while the oxygen sensor was in contaminated air.
The ECM has failed.
System Response:
accomplished.
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i02000965
MID 018 - CID 0557 - FMI 11 Oxygen Sensor Calculated Offset out
of range
SMCS - 1096-038
The results of the oxygen calibration were out of tolerance. One of the following conditions has occurred:
The oxygen calibration was performed while the oxygen sensor was installed in the exhaust stack.
The oxygen calibration was performed while the oxygen sensor was in contaminated air.
The ECM has failed.
System Response:
accomplished.
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i02711065
MID 018 - CID 0560 - FMI 02 Cat Data Link fault

SMCS - 1901-038
The electronic control module cannot communicate with the control module via the Cat Data Link.
System Response:
The Digital Diagnostic Tool may display an error code. There may be a flashing warning light.
The engine will continue to operate. Engine performance may be adversely affected.
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i02000970
MID 018 - CID 0563 - FMI 11 Loss of Desired Speed Signal

SMCS - 1901-038
All of the following conditions occur:
The engine speed is above 700 rpm.
The intake manifold pressure is above 120 kPa (17 psi).
The desired engine speed signal is missing.
System Response:
The electronic control module will use a default desired engine speed signal. The warning output is
activated. The diagnostic code may be viewed on the Digital Diagnostic Tool (DDT) or on the Caterpillar
Electronic Technician (Cat ET).
Test Step 1. Perform the following diagnostic procedure: Desired Engine Speed Signal
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i02000972
MID 018 - CID 0564 - FMI 02 Noisy Desired Speed Signal

SMCS - 1901-038
The desired engine speed signal is intermittent.
System Response:
The electronic control module will use a default desired engine speed signal. The warning output is
activated. The diagnostic code may be viewed on the Digital Diagnostic Tool (DDT) or on the Caterpillar
Electronic Technician (Cat ET).
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i02000976
MID 018 - CID 0565 - FMI 11 Shutdown Imminent Due To Missing

Desired Speed Signal
SMCS - 1901-038
All of the following conditions occur:
The engine is running.
The intake manifold pressure is below 120 kPa (17 psi).
The "IDLE/RATED" switch is in the "RATED" position.
The desired engine speed signal is missing.
System Response:
The electronic control module will use a default desired engine speed signal. The diagnostic code will be
displayed on the electronic control module and on the service tool.
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i02001018
MID 018 - CID 0570 - FMI 11 Temperature Sensor Reading out of

range
SMCS - 1058-038-NS
The engine speed is greater than 400 rpm and the inlet manifold temperature sensor's signal is not within the
acceptable range.
System Response:
The air/fuel ratio control will use a default value of 58 °C (136 °F) in order to control emissions.
Emissions will be adversely affected.
Test Step 1. Perform the following diagnostic procedure: Inlet Manifold Temperature Sensor
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i02001029
MID 018 - CID 0576 - FMI 02 Heinzmann Actuator not controlling

position
SMCS - 1716-038
The engine speed is greater than 700 rpm. The difference between the actual actuator position and the desired
actuator position is greater than 15 percent of the maximum actuator travel.
System Response:
Emissions will be adversely affected.
Test Step 1. Perform the following diagnostic procedure: Fuel Actuator
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i02001038
MID 018 - CID 0577 - FMI 11 Heinzmann Actuator Calculated Gain

out of range
SMCS - 1716-038
The actuator's range of travel is above the specified limits or below the specified limits.
System Response:
Emissions may be adversely affected.
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i02001053
MID 018 - CID 0578 - FMI 11 Heinzmann Actuator Calculated

Offset out of range
SMCS - 1716-038
The actuator's minimum position is above the specified limits or below the specified limits.
System Response:
Emissions may be adversely affected.
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i02001070
MID 018 - CID 0590 - FMI 12 Engine Control Module malfunction

SMCS - 1901-038
The electronic control module (ECM) has failed.
System Response:
The engine speed governing and air/fuel ratio control are inoperative.
Test Step 1. Perform the following diagnostic procedure: Replacing the ECM
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i02001087
MID 018 - CID 0591 - FMI 12 EEPROM checksum fault or ECM

not programmed
SMCS - 1901-038
The electrically erasable programmable read only memory (EEPROM) in the electronic control module
(ECM) may be faulty. The EEPROM remembers the programmable parameters when electrical power is not
applied to the ECM.
System Response:
The engine speed governing and air/fuel ratio control are inoperative.
The following conditions may activate this fault code even though the EEPROM is working properly:
A new ECM is installed.
A new personality module is installed and changes have been made to the programmable parameters.
If either of these conditions apply, the problem may be resolved by successfully performing all of the
following procedures:
Note: The ECM must be replaced if any of these steps cannot be performed successfully.
Test Step 1. Program the ECM
A. Program all of the values for the programmable parameters into the ECM. Refer to Troubleshooting,
"Replacing the ECM".
Expected Result:
The values are successfully programmed into the ECM.
Results:
OK - The values for the programmable parameters were successfully programmed into the ECM.
Not OK - The values for the programmable parameters were not successfully programmed into the
ECM.
Repair: Replace the ECM. Refer to Troubleshooting, "Replacing the ECM".
STOP
Test Step 2. Calibrate the Oxygen Sensor
A. Calibrate the oxygen sensor. Refer to Troubleshooting, "Oxygen Sensor - Calibrate".
Expected Result:
The oxygen sensor was successfully calibrated.
Results:
OK - The oxygen sensor was successfully calibrated. Proceed to Test Step 3.
Not OK - The oxygen sensor was not successfully calibrated.
Repair: Refer to Troubleshooting, "Oxygen Sensor Signal".
STOP
Test Step 3. Calibrate the Fuel Actuator
A. Remove electrical power to the engine.
B. Restore electrical power to the engine. When power is restored, the control module will automatically
perform a calibration of the fuel actuator. Look for these diagnostic codes:
576-02 Heinzmann Actuator not controlling position
577-11 Heinzmann Actuator Calculated Gain out of range
578-11 Heinzmann Actuator Calculated Offset out of range
Expected Result:
When the power was restored, the control module automatically performed a calibration of the fuel actuator.
There were no diagnostic codes for the actuator.
Results:
OK - When electrical power was restored, the control module automatically performed a calibration of
the fuel actuator. There were no diagnostic codes for the actuator.
Repair: Clear all of the diagnostic codes. If the 591-12 diagnostic code does not return, the problem is
resolved. Resume normal operation.
STOP
Not OK - When electrical power was restored, the control module automatically performed a
calibration of the fuel actuator. There was at least one diagnostic code for the actuator.
Repair: Refer to Troubleshooting, "Fuel Actuator".
STOP
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Troubleshooting
G3500 Engines
i02711061
MID 018 - CID 0770 - FMI 09 Cat Data Link #2 communications

SMCS - 1901-038
The electronic control modules cannot communicate via the Cat Data Link. One of the following conditions
has occurred:
The wiring for the Cat Data Link between the electronic control modules has an open circuit.
The communication link is noisy.
An ECM is faulty.
System Response:
If the engine is not running, the engine will not start. If the engine is running, the engine will shut down.
Results:
OK - STOP
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Troubleshooting
G3500 Engines
i05510749
Cat Data Link

SMCS - 1901-038
System Operation Description:
The Cat Data Link is used to share information between the following components:
Control module for the Electronic Ignition System (EIS)
Electronic control module (ECM) for the air/fuel ratio control (if equipped)
Optional Generator Set Control (GSC) for the Electronic Modular Control Panel (EMCP II+)
Optional Customer Communication Module (CCM)
Customer installed components
Electronic service tool
Each component communicates with the service tool via the Cat Data Link. The Cat Data Link consists of
two wires that are twisted together. One wire is designated as "+". The other wire is designated as "-". The
signals on the data link wires are a square wave type signal. The signals operate at a very high frequency.
The signals cannot be measured with common service tools. Therefore, only continuity measurements can be
made on the wires for the Cat Data Link.
The most likely cause of a diagnostic code for the Cat Data Link are an open circuit or a short circuit.
Connector terminals that are not fully seated in the connector body can create an open circuit condition. Be
careful not to interchange the "+" wire and the "-" wire in a connector. The Cat Data Link will not operate if
the "+" wire and the "-" wire are interchanged in a connector.
The Cat Data Link can fail if a module is not receiving power. This action can happen if there is a problem
with the wiring that provides power to the module.
The Cat Data Link can fail if a module is programmed incorrectly. Verify that all modules have been
programmed correctly.
As you follow this procedure, refer to the schematic diagram that is appropriate for your engines
configuration.
Tandem Generator Set
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Some tandem generator sets are configured with a second Cat Data Link. The second data link is used to
communicate the following engine operating conditions from the master ECM to the slave ECM:
Engine speed
Inlet manifold pressure
Throttle command
The slave ECM uses this information in order to balance the load.
If there is a problem with the data link, a 770-09 diagnostic code will be activated by the master ECM. The
engine will shut down. If the engine is not running, the engine will not start.
Diagnostics for the Digital Diagnostic Tool (DDT)
The DDT provides indications for the following conditions: incompatible software, internal failures and
programming errors. Troubleshooting steps for these faults are included in this procedure.
Schematic diagram of the Cat Data Link
The engine is not equipped with a remote control panel.
The engine is equipped with a remote control panel that only includes a status control module.
The engine is equipped with a remote control panel that includes a status control module and air/fuel ratio control.
The engine is configured for Canadian Standards Association (CSA). The engine is equipped with an optional remote control panel
with air/fuel ratio control.
Test Step 1. Determine the Fault Code
A. Connect an electronic service tool to the service tool connector.
B. Look for the following diagnostic codes:
329-11 Communication Fault with Cat A/F Ratio Control
560-02 Cat Data Link fault
770-09 Cat Data Link #2 communications
Results:
329-11 Code - Proceed to Test Step 2.
Test Step 2. Inspect the Electrical Connectors and Wiring
A. Set the engine control to the OFF/RESET mode. Remove the electrical power from the engine.
Note: For the following steps, refer to Troubleshooting, "Inspecting Electrical Connectors".
B. Thoroughly inspect each of the following connectors:
Connectors for the EIS control module
Connectors on the ECM (if equipped)
The service tool connectors
The connectors on the harnesses for the service tool
Harness side of the EIS connector
(EISC-A) +Battery
(EISC-B) -Battery
(EISC-G) Cat Data Link+
(EISC-K) Cat Data Link-
Harness side of the P2 and P1 connectors for the ECM
(P2-4) -Battery
(P2-6) -Battery
(P2-14) +Battery
(P2-15) +Battery
(P1-4) Cat Data Link-
(P1-19) Cat Data Link+
a. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the
Cat Data Link.
b. Check the terminal strips for corrosion and for mechanical failure.
c. Check the harnesses and the wiring for abrasion and for pinch points.
Expected Result:
The connectors, pins, and sockets are connected properly. The terminal strips do not have corrosion or
mechanical failure. The connectors and the wiring do not have corrosion, abrasion, or pinch points.
Results:
OK - The components are in good condition with proper connections. If you are using the DDT,
proceed to Test Step 3. If you are using the Cat ET, proceed to Test Step 5.
Not OK - The components are not in good condition and/or at least one connection is improper.
Repair: Perform the necessary repairs and/or replace parts, if necessary.
STOP
Test Step 3. Check the Software Program Module (SPM) for the DDT
A. Verify that the SPM that is installed in the DDT is correct for the application. Refer to Tool Operating
Manual, SEHS8806 for the correct procedure.
Expected Result:
The SPM is correct for the application.
Results:
OK - The SPM is correct for the application. Proceed to Test Step 4.
Not OK - The SPM is not correct for the application.
Repair: Install the correct SPM into the DDT. Verify that the problem is resolved.
STOP
Test Step 4. Check the DDT for a Diagnostic Fault
Note: The DDT provides indications for the following conditions: incompatible software, internal failures
and programming errors. These faults are displayed on the DDT.
A. Connect the DDT to a service tool connector.
B. Restore electrical power to the engine.
C. Look for the diagnostic faults that are listed in Table 1. The code for the fault will be displayed on the
DDT.
Table 1
Diagnostic Faults for the DDT
Code Possible
Conditions Which
on the System Response Corrective
Generate The Code
DDT Actions
The electrical supply for the The engine will continue to operate.
DDT is incorrect or The DDT will not display engine
Blank
missing. status or diagnostic codes. The Continue with
Display
operator will be unable to change the this procedure.
The DDT has an internal values for the programmable
failure. parameters.
The engine will continue to operate.

The DDT must be
The DDT will not display engine
serviced. Refer to
EO or The DDT has an internal status or diagnostic codes. The
Tool Operating
E1 failure. operator will be unable to change the
Manual,
values for the programmable
SEHS8806.
parameters.
The engine will continue to operate.
The DDT must be
The DDT will not display engine
serviced. Refer to
E2 or The DDT has an internal status or diagnostic codes. The
Tool Operating
E6 failure. operator will be unable to change the
Manual,
values for the programmable
SEHS8806.
parameters.
Press the
"CLEAR" button
on the DDT in
The operator tried to change
order to return the
the value of a parameter
The engine will continue to operate. DDT to normal
while the engine was
E4 The parameter will remain at the operation.
running. This fault will only
previously programmed value.
occur for certain
Refer to
parameters.
Troubleshooting,
"Programming
Parameters".
Expected Result:
The DDT does not display a diagnostic fault.
Results:
OK - The DDT does not display a diagnostic fault. Proceed to Test Step 5.
Not OK - The DDT displays a diagnostic fault.
Repair: Perform the action that is listed in the "Possible Corrective Actions" column of Table 1.
STOP
Test Step 5. Check the Cat Data Link
A. Verify that the engine control is in the OFF/RESET mode. Verify that the electrical power is removed
from the engine.
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B. Connect an electronic service tool to a service tool connector.
C. Restore the electrical power to the engine. Set the engine control to the STOP mode.
D. Verify that all of the modules are displayed on the service tool.
Verify that the following diagnostic codes are not activated.
Expected Result:
All of the modules are displayed on the service tool. There are no diagnostic codes for the Cat Data Link.
Results:
OK - All of the modules are displayed on the service tool. There are no diagnostic codes for the Cat
Data Link. The problem seems to be resolved.
Repair: If any of the above codes are intermittent and the engine is not running properly, refer to
Troubleshooting, "Troubleshooting Without a Diagnostic Code".
STOP
Not OK - At least one of the modules is not displayed on the service tool. There may be a diagnostic
code for the Cat Data Link. Proceed to Test Step 6.
Test Step 6. Check the Wiring for the Cat Data Link for an Open Circuit
B. Disconnect the harnesses for the service tool from the service tool connector.
C. Disconnect the following connectors:
EISC connector from the EIS control module
J1 connector from the ECM (if equipped)
D. Disconnect the wiring for the Cat Data Link from the following components.
Generator set control (if equipped)
Customer communication module (if equipped)
Optional equipment for the customer
E. Measure the resistance between the points that are listed in Table 2. During each measurement, wiggle
the wires in the harness in order to check for an intermittent problem. Be sure to wiggle the wires near
each of the connectors.
Table 2
Resistance Measurements for the Cat Data Link
Connector and Terminal Connector and Terminal
EISC-G (Cat Data Link+) J1-19 (Cat Data Link+)
Terminal D on each STC connector (Cat Data Link+)

J1-4 (Cat Data Link-)
EISC-K (Cat Data Link-)
Terminal E on each STC connector (Cat Data Link-)
Expected Result:
Each check of the resistance is less than 5 Ohms.
Results:
OK - Each check of the resistance is less than 5 Ohms. Proceed to Test Step 7.
Not OK - At least one check of the resistance for the Cat Data Link is greater than 5 Ohms. There is
an open circuit in the wiring for the Cat Data Link.
Repair: Repair the connection and/or the wire, when possible. Replace parts, if necessary. Verify that
the problem is resolved.
STOP
Test Step 7. Check the Wiring for the Cat Data Link for a Short Circuit
A. Measure the resistance between the points that are listed in Table 3. During each measurement, wiggle
Table 3
Resistance Measurements for the Cat Data Link

EISC-G (Cat Data Link+) All of the other terminals on the EIS connector
EISC-K (Cat Data Link-) All of the other terminals on the EIS connector
Expected Result:
Each check of the resistance is greater than 5 Ohms.
Results:
OK - Each check of the resistance is greater than 5 Ohms. Proceed to Test Step 8.
Not OK - At least one check of the resistance for the Cat Data Link is less than 5 Ohms. There is a
short circuit in the wiring for the Cat Data Link.
STOP
Test Step 8. Check the +Battery Voltage at the Connectors
A. Disconnect the J2 connector from the ECM (if equipped).
B. Restore the electrical power to the engine.
C. Set the engine control to the STOP mode.

D. Measure the voltage between the points that are listed in Table 4. During each measurement, verify
that the polarity of the voltage is correct. Also, wiggle the wires in the harness in order to check for an
intermittent problem. Be sure to wiggle the wires near each of the connectors.
Table 4
Voltage Measurements

+Battery -Battery
EISC-A (+Battery) EISC-B (-Battery)
J2-15 (+Battery) J2-6 (-Battery)
J2-14 (+Battery) J2-4 (-Battery)

Terminal A on each service tool connector Terminal B on each service tool connector (-
(+Battery) Battery)
Expected Result:
+Battery voltage is present at each connector. The polarity of the voltage is correct.
Results:
OK - +Battery voltage is present at each connector. The polarity of the voltage is correct. Proceed to
Test Step 9.
Not OK - At least one connector has incorrect +battery voltage.
STOP
Test Step 9. Verify That the Electronic Service Tool is Operating Correctly
A. Connect the electronic service tool to a piece of equipment that is known to be operating correctly.
Verify that the service tool operates correctly.
Expected Result:
The electronic service tool operates correctly.
Results:
OK - The electronic service tool operates correctly when the service tool is connected to a piece of
equipment that is known to be operating correctly. Proceed to Test Step 10.
Not OK - The electronic service tool does not operate correctly when the service tool is connected to a
piece of equipment that is known to be operating correctly. There may be a problem with an adapter
harness or with a connector.
Repair: Repair the service tool or the adapter harness, when possible. Replace parts, if necessary.
Verify that the problem is resolved.
STOP
Test Step 10. Check the Cat Data Link
A. Remove the electrical power from the engine.
B. Reconnect the connectors for the EIS control module and for the ECM (if equipped).
C. Connect the electronic service tool to the engine.
D. Verify that all of the modules are displayed on the service tool.
Look for the following diagnostic codes:
Expected Result:
Results:
Data Link. If no optional equipment is connected to the Cat Data Link, return the engine to service.
Otherwise, proceed to Test Step 13.
code for the Cat Data Link. Proceed to Test Step 11.
Test Step 11. Check the EIS Control Module
A. Temporarily install a new EIS control module. Refer to Troubleshooting, "Replacing the EIS Control
Module".
B. Restore the electrical power to the engine. Set the engine control to the STOP mode.
C. Verify that all of the modules are displayed on the service tool.
Expected Result:
Results:
Data Link. Replacing the EIS control module solved the problem. Proceed to Test Step 13.
Not OK - All of the modules are not displayed on the service tool. There may be a diagnostic code for
the Cat Data Link. Replacing the EIS control module did not solve the problem.
Repair: If the engine is not equipped with the air/fuel ratio control, reinstall the original EIS control
module.Refer to Troubleshooting, "Inspecting Electrical Connectors".
If the engine is equipped with the air/fuel ratio control, proceed to Test Step 12.
Test Step 12. Check the ECM
A. Temporarily install a new ECM. Refer to Troubleshooting, "Replacing the ECM".
C. Verify that all of the modules are displayed on the service tool.
Expected Result:
Results:
Data Link. Replacing the ECM solved the problem. Proceed to Test Step 13.
code for the Cat Data Link. Replacing the ECM did not solve the problem.
Repair: Reinstall the original ECM. Refer to Troubleshooting, "Inspecting Electrical Connectors".
STOP
Test Step 13. Reconnect the Optional Equipment and Check the Cat Data Link
A. Reconnect the Cat Data Link to the following components one at a time. Be sure to connect each wire
to the correct terminal.
Generator set control (if equipped)
Customer communication module (if equipped)
Optional equipment for the customer
B. After each component is connected, verify that the component is receiving electrical power.
C. After each component is connected, verify that the Cat Data Link operates correctly. Verify that there
are no diagnostic codes for the Cat Data Link.
Expected Result:
After each component is connected, the Cat Data Link operates correctly. When all of the components are
connected, the Cat Data Link operates correctly. There are no diagnostic codes for the Cat Data Link.
Results:
OK - After each component is connected, the Cat Data Link operates correctly. When all of the
components are connected, the Cat Data Link operates correctly. There are no diagnostic codes for the
Cat Data Link. The Cat Data Link seems to be operating correctly at this time. The original problem
seems to be resolved.
Repair: The original problem was probably caused by a poor electrical connection.If there is an
intermittent problem with the Cat Data Link, refer to Troubleshooting, "Inspecting Electrical
Connectors".
STOP
Not OK - When a particular component is connected, the Cat Data Link does not operate correctly.
There may be a diagnostic code for the Cat Data Link.
Repair: Repair the faulty component according to the appropriate service literature. Replace parts, if
necessary. Verify that the original problem is resolved.
STOP
Schematic diagram of the Cat Data Link #2
B. Thoroughly inspect the following connectors:
J1 connectors on each ECM
Terminals 296 and 297 inside each control panel
Harness side of the P1 connectors for each ECM
(P1-20) Cat Data Link #2-
(P1-21) Cat Data Link #2+
Cat Data Link #2.
c. Check the harnesses and the wiring for abrasion and for pinch points between the control panels.
Expected Result:
Results:
OK - The components are in good condition with proper connections. Proceed to Test Step 15.
STOP
Test Step 15. Check the Wiring for an Open Circuit
A. Disconnect the J1 connector from each ECM.
B. Measure the resistance between the points that are listed in Table 5. During each measurement, wiggle
Table 5
Resistance Measurements for the Cat Data Link #2
Connector and Terminal for the Master ECM Connector and Terminal for the Slave ECM
J1-20 (Cat Data Link #2-) J1-20 (Cat Data Link #2-)
J1-21 (Cat Data Link #2+) J1-21 (Cat Data Link #2+)
Expected Result:
Results:
Not OK - At least one check of the resistance is greater than 5 Ohms. There is an open circuit in the
wiring for the Cat Data Link #2.
STOP
Test Step 16. Check the Wiring for a Short Circuit
Table 6
Resistance Measurements for the Cat Data Link #2
Master ECM P1 Connector

P1-20 (Cat Data Link #2-) All of the other terminals on the P1 connector
P1-21 (Cat Data Link #2+) All of the other terminals on the P1 connector
Expected Result:
Results:
OK - Each check of the resistance is greater than 5 Ohms.
Repair: Perform the following procedure:
1. Reconnect all of the electrical connectors.
3. Check for a 770-09 diagnostic code.
If there is no diagnostic code, the original problem seems to be resolved. The original diagnostic
code was probably caused by a poor electrical connection.
If there is an intermittent problem with the Cat Data Link #2, refer to Troubleshooting,
"Inspecting Electrical Connectors".
STOP
Not OK - At least one check of the resistance is less than 5 Ohms. There is a short circuit in the wiring
for the Cat Data Link #2.
STOP
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Troubleshooting
G3500 Engines
i02673712
Control Module Self Test

SMCS - 1901-038
The control module for the Electronic Ignition System (EIS) has the ability to perform a self test. An electronic
service tool and a 7X-1713 Test Harness are required in order to perform the self test.
The test harness must be well maintained. The connectors on the test harness must be clean and dry. There may be
a problem with the test harness if both of these conditions are true:
The self test fails repeatedly.
More than one control module fails the self test.
The test harness is connected to the EIS control module. The test harness electrically connects the outputs from the
control module to the inputs of the control module.
An electronic service tool is also connected to the test harness. The electronic service tool initiates the tests. The
electronic service tool also displays the results of the tests.
The self test consists of two parts. The parts of the test are test A and test B. Both of the tests must be performed in
order to completely check the control module.
Either the Digital Diagnostic Tool (DDT) or the Caterpillar Electronic Technician (ET) may be used to perform the
self test. In either case, the electronic service tool provides the following information:
Steps that must be performed by the operator
The progress of the self test
Faults that occur during the self test
Test Step 1. Inspect the Test Harness
Inspect the 7X-1713 Test Harness. Check for loose wires. Check the connectors for moisture, for contamination,
and for damage.
Expected Result:
The test harness is in good condition.
Results:
OK - The test harness is in good condition. Proceed to Test Step 2.

Not OK - The test harness is not in good condition.
Repair: Repair the harness or replace the harness.
STOP
Test Step 2. Configure the Engine for the Self Test
B. Disconnect the EIS connectors.
Configurations of the harnesses for self test
The 7X-1570 Data Link Cable As is cancelled and replaced by the 140-9442 Adapter Cable As .
(A) DDT
(B) Cat ET
C. Refer to Illustration 1. Connect the harnesses according to the configuration that is appropriate for the
electronic service tool.
Note: Leave connector "C" disconnected.
D. Restore the electrical power to the engine.
E. Set the engine control to the "STOP" mode.
F. Verify that the service tool is communicating with the EIS control module.
Note: Disregard any diagnostic codes. Clear the codes after you complete this entire procedure.
Expected Result:
The electronic service tool is communicating with the EIS control module.
Results:
OK - The electronic service tool is communicating with the EIS control module. Proceed to Test Step 3.
Not OK - The electronic service tool is not communication with the EIS control module.
1. Verify that the harnesses are configured correctly.
2. Verify that the electronic service tool is receiving electrical power. Refer to Troubleshooting,
"Electrical Power Supply".
3. If the problem persists, connect the harnesses to a different engine. Verify that the harnesses are not
the source of the problem. Refer to Troubleshooting, "Electronic Service Tool Will Not Communicate
with ECM", if necessary.
STOP
Test Step 3. Perform Test A
A. Prepare the electronic service tool for the self test.
For the DDT, scroll to menu 49. The screen on the DDT will display "PRESS <ALT 1> KEY".
For Cat ET, click on the "Diagnostics" menu. Then select "Diagnostic Tests" from the drop-down
menu. Then select "ECM Self Test". Cat ET will display the conditions that are required in order to
begin the test.
B. Connect connector "A" to connector "C".
C. Initiate test A by performing the action that is appropriate for the electronic service tool.
For the DDT, press the "ALT1" key.
For Cat ET, click on the "Start" button.
Expected Result:
The electronic service tool indicates that test A is in progress. When test A is complete, the electronic service tool
will display a prompt.
Results:
OK - The control module successfully completes test A. Proceed to Test Step 4.
Not OK - The control module fails test A. The electronic service tool indicates the failure. Proceed to Test
Step 5.
Test Step 4. Perform Test B
Note: Connector "B" must be connected to connector "C" within five minutes or the self test will fail. If this
occurs, restart the self test from "Test Step 3. Perform Test A".
A. Disconnect connector "A" from connector "C".
Note: Wait for three seconds after connector "B" is connected to connector "C". Test B will begin
automatically.
B. Connect connector "B" to connector "C".
Expected Result:
The electronic service tool indicates that test B is in progress. When test B is complete, the electronic service tool
indicates that the self test was successful.
Results:
OK - The EIS control module successfully completes test B.
1. Set the engine control to the "OFF/RESET" mode.
2. Remove the electrical power from the engine.
3. Disconnect the test harness from the EIS control module.
4. Connect the engine harness to the EIS control module.
6. Clear any diagnostic codes. If a different test procedure directed you to this self test, return to that
procedure.
STOP
Not OK - The EIS control module fails the test. The electronic service tool indicates the failure. Proceed to
Test Step 5.
Test Step 5. Identify the Fault for the EIS Control Module
A. Identify the fault that is displayed on the electronic service tool.
B. Refer to Table 1. Perform the corrective action that applies to the code.
Table 1
Diagnostic Codes for the Self Test
Code
The Internal Circuit that Failed Corrective Action
Sensor inputs
Output for the warning lamp Replace the EIS control
1
Shutdown relay output module.
Sensor supply
Connector B was connected during test A.
Refer to "Results:" for this
2 Switch inputs
procedure.
Output for the shutdown lamp
Switch inputs Replace the EIS control
3
Output for the shutdown lamp module.
Switch inputs
4
Output drivers for the ignition transformers
Switch inputs
5
Output for the warning lamp
6 Sensor inputs
Sensor supply

Shutdown relay output
Switch inputs
7
8 Switch inputs
9 Output for the shutdown lamp

Input for the timing calibration
10 Shutdown relay output
Sensor supply
11 Internal failure of the EIS control module
12 Inputs for the detonation sensors

14 Inputs for the detonation sensors
Inputs for the detonation sensors
15

Input for the right detonation sensor
19
20 Input for the right detonation sensor

21 Input for the left detonation sensor Replace the EIS control
module.
22 Input for the left detonation sensor
Sensor inputs
23 Shutdown relay output
Sensor supply
Returns for the ignition transformers
Switch inputs
24
Switch inputs
25
26 Switch inputs

27
28
29

30
31 Sensor supply
Sensor supply
33
35 Sensor supply
Sensor supply
36
37

38

39
41
The values of the programmable parameters are faulty.

42
Internal failure of the EIS control module
Refer to "Results:" for this
Connector B was not connected within five minutes of the procedure.
50 completion of test A.
Sensor grounds
C. If the corrective action is "Replace the EIS Control Module", refer to Troubleshooting, "Replacing the EIS
Control Module".
Results:
Code 2 - The self test failed.
Repair: Connector "B" may have been connected during test A. Alternatively, the EIS control module may
have an internal failure.Perform the self test again. If the code 2 persists, replace the EIS control module.
Refer to Troubleshooting, "Replacing the EIS Control Module". Verify that the original problem is resolved.
STOP
Code 42 - The self test failed. Reprogramming the parameters may resolve the problem.
1. Program the EIS control module. Refer to Troubleshooting, "Replacing the EIS Control Module".
2. Perform the self test again. If the EIS control module will not pass the self test after reprogramming,
replace the EIS control module. Refer to Troubleshooting, "Replacing the EIS Control Module".
STOP
Code 50 - The self test failed.
Repair: The fault may have been caused by a delay in connecting connector "B" to connector "C".
Alternatively, the EIS control module may have an internal failure.Perform the self test again. If the code 50
persists, replace the EIS control module. Refer to Troubleshooting, "Replacing the EIS Control Module".
Verify that the original problem is resolved.
STOP
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Troubleshooting
G3500 Engines
i02005254
Desired Engine Speed Signal

SMCS - 1901-038
Note: The desired speed input only applies to engines that are equipped with the air/fuel ratio control.
The air/fuel ratio control has an input for the desired speed. The Electronic Control Module (ECM) can only
accept a pulse width modulated signal (PWM) for the desired speed. The PWM signal is provided by a PWM
converter.
The PWM converter accepts an input signal that is a variable DC current. The input signal can be from a
potentiometer, from a pressure transducer, or from equipment that is provided by the customer. The input is
selected via a jumper wire on a terminal strip inside the remote control panel.
The ECM uses the desired speed input only when the "IDLE/RATED" switch is in the "RATED" position.
Optional remote control panel with status control module and air/fuel ratio control
(1) Desired speed potentiometer
(2) "IDLE/RATED" switch
The ECM diagnoses a fault for the desired speed input only when the "IDLE/RATED" switch is in the
"RATED" position. The ECM will generate a diagnostic code if the desired speed input is missing or noisy.
During a fault condition, the ECM will set the desired speed according to the value of the "APPLICATION"
or "Engine Operation Type" parameter.
If the parameter is set to "Industrial", the desired speed is set to 100 rpm less than the value of the
"RATED SPEED" parameter.
If the parameter is set to "Generator", the desired speed is set to the value of the "RATED SPEED"
parameter.
Optional Configuration for Canadian Standards Association (CSA)
The configuration for CSA may include a remote control panel that includes air/fuel ratio control. This panel
has a Remote Speed Control (RSC).
Optional remote control panel with air/fuel ratio control
(3) "LOCAL HIGH" indicator
(4) Desired speed potentiometer
(5) "LOCAL LOW" indicator
(6) "LOCAL" indicator
(7) "REMOTE/LOCAL" switch
(8) "REMOTE" indicator
(9) P6 connector for the remote desired speed signal
The RSC allows the operator to select a local speed signal or a remote speed signal. The speed signals must
be within 2.5 percent of each other in order for the RSC to switch inputs.
The RSC accepts three inputs:
A local speed signal that is provided by a 1000 Ohm potentiometer
A remote speed signal that is provided by the customer
A "REMOTE/LOCAL" switch
Note: The customer's equipment must provide a 4 to 20 mA signal.
During operation, the RSC illuminates these indicators:
"LOCAL" - The RSC is operating in the local mode. The desired speed signal is being provided by the
potentiometer.
"REMOTE" - The RSC is operating in the remote mode. The desired speed signal is being provided by the
customer's equipment.
"LOCAL LOW" - The local speed is greater than 2.5 percent below the remote speed. The RSC will not
switch modes.
"LOCAL HIGH" - The local speed is greater than 2.5 percent above the remote speed. The RSC will not
switch modes.
Typical schematic for the desired speed signal
In this example, the desired speed signal is provided by potentiometers.
Schematic of the optional remote control panel for CSA
The "REMOTE/LOCAL" switch is shown in the local position.
When the "REMOTE/LOCAL" switch is in the "LOCAL" position, the switch creates an open circuit for the
input on the RSC. When the "REMOTE/LOCAL" switch is in the "REMOTE" position, the switch connects
the input to the −Battery.
Internal view of the optional remote control panel with status control module and air/fuel ratio control
(10) Terminal strips
(11) J2/P2 connectors for the ECM
(12) PWM converter
(13) J4/P4 connectors for the PWM converter
(14) J1/P1 connectors for the ECM
Internal view of the optional remote control panel with air/fuel ratio control
(15) Remote speed control
J1/P1 and J2/P2 connectors on the ECM
J4/P4 connectors for the PWM converter
The connections for the potentiometer, for the pressure transducer, or for the customer's
equipment
Harness side of the P2 and P1 connectors
(P2-3) +20 VDC for the desired speed potentiometer
(P2-6) −Battery
(P2-14) +Battery
(P2-15) +Battery
(P1-18) Desired speed signal (PWM)
desired speed signal.
c. If the engine is equipped for CSA, check the harnesses and the wiring for abrasion and for pinch
points between the device that provides the desired speed signal and the remote speed control.
Otherwise, check the harnesses and the wiring for abrasion and for pinch points between the
device that provides the desired speed signal and the PWM converter.
d. If the engine is equipped for CSA, check the harnesses and the wiring for abrasion and for pinch
points between the remote speed control and the ECM. Otherwise, check the harnesses and the
wiring for abrasion and for pinch points between the PWM converter and the ECM.
Expected Result:
Results:
OK - The components are in good condition with proper connections. If the engine is configured for
CSA, proceed to Test Step 8. Otherwise, proceed to Test Step 2.
STOP
Test Step 2. Check for a Diagnostic Code
A. Connect an electronic service tool to a service tool connector.
B. Verify that the "IDLE/RATED" switch is in the "IDLE" position.
C. Restore the electrical power to the engine.
D. Start the engine.
E. Set the "IDLE/RATED" switch to the "RATED" position.
F. Adjust the input for the desired speed from the minimum speed to the maximum speed. Look for the
codes that are listed in Table 1.
Table 1
Diagnostic Codes for the Desired Speed Signal
563-11 Loss of Desired Speed Signal

564-02 Noisy Desired Speed Signal
565-11 Shutdown Imminent Due to MIssing Desired Speed Signal
Expected Result:
As the desired speed input is adjusted, there are no diagnostic codes for the desired speed signal.
Results:
No Codes - As the desired speed input is adjusted, there are no diagnostic codes for the desired speed
signal.
Repair: If the engine is running properly at this time, there may be an intermittent problem in a
harness that is causing the code to become activated. Refer to Troubleshooting, "Inspecting Electrical
Connectors".
STOP
Code - As the desired speed input is adjusted, there is at least one diagnostic codes for the desired
speed signal. Proceed to Test Step 3.
Test Step 3. Check the Wiring Between the PWM Converter and the ECM for an Open Circuit
B. Disconnect the following connectors:
P1/J1
P2/J2
P4/J4
C. Use a multimeter to check the resistance between the points that are listed in Table 2. During each
measurement, wiggle the wires in the harness in order to check for an intermittent problem. Be sure to
wiggle the wires near each of the connectors.
Table 2
Resistance Measurements for the PWM Signal
P1-18 (Desired speed signal) P4-C (Desired speed signal)
P2-15 (+Battery) P4-A (+Battery)

P2-18 (−Battery) P4-B (−Battery)
Expected Result:
Results:
OK - Each check of the resistance is less than 5 Ohms. There is no open circuit. Proceed to Test Step
4.
Not OK - At least one check of the resistance for the PWM signal is greater than 5 Ohms. There is an
open circuit.
STOP
Test Step 4. Check the Wiring Between the PWM Converter and the ECM for a Short Circuit
A. Use a multimeter to check the resistance between the points that are listed in Table 3. During each
Table 3
P2-3 (+20 VDC)
P1-18 (Desired speed signal)
P4-A (+Battery)
P4-B (−Battery)
B. Measure the resistance between terminal P1-18 and all of the other terminals in the P1 connector.
Expected Result:
Results:
OK - Each check of the resistance is greater than 5 Ohms. There is no short circuit. Proceed to Test
Step 5.
Not OK - At least one check of the resistance for the PWM signal is less than 5 Ohms. There is a short
circuit in the wiring for the PWM signal.
STOP
Test Step 5. Check the Wiring Between the Input Device and the PWM Converter for an Open Circuit
A. Disconnect the signal wire at the device that provides the signal to the PWM converter. This will
remove the input device from the circuit.
B. Verify that the P4 connector is disconnected.
C. Measure the resistance between the points that are listed in Table 4. During each measurement, wiggle
the wires in the harnesses in order to check for an intermittent problem. Be sure to wiggle the wires
near each of the connectors.
Table 4
Resistance Measurements for the Wiring Between the Input Device and the PWM Converter
Point Point
The signal wire at the input device Terminal strip connection 333
Terminal strip connection 333 P4-D (Input to the PWM converter)
Expected Result:
Results:
OK - Each check of the resistance is greater than 5 Ohms. There is no short circuit. Proceed to Test
Step 5.
Not OK - At least one check of the resistance is less than 5 Ohms. There is a short circuit in the wiring
between the input device and the PWM converter.
the original problem is resolved.
STOP
Test Step 6. Check the Wiring Between the Input Device and the PWM Converter for a Short Circuit
the wires in the harnesses in order to check for an intermittent problem. Be sure to wiggle the wires
near each of the connectors.
Table 5
Resistance Measurements for the Wiring Between the Input Device and the PWM Converter
P4-C (Desired speed signal)
P4-A (+Battery)
P4-D (Input to the PWM converter)
P4-B (−Battery)
P2-3 (+20 VDC)
Expected Result:
Results:
Not OK - At least one check of the resistance is greater than 5 Ohms. There is a short circuit in the
wiring between the input device and the PWM converter.
STOP
Test Step 7. Check the PWM Converter
A. Temporarily install a new PWM converter.
C. Start the engine.

D. Place the "IDLE/RATED" switch in the "RATED" position.
E. Adjust the input for the desired speed between the minimum speed and the maximum speed. Look for
the codes that are listed in Table 1.
Table 6
Expected Result:
Results:
signal.
Repair: Reinstall the original PWM converter and verify that the problem returns. If the new PWM
converter works correctly and the original PWM converter does not work correctly, replace the
original PWM converter.
STOP
speed signal.
Repair: Perform the following procedure.
1. Replace the input device for the desired speed and check for a diagnostic code.
2. If the diagnostic code is still activated, replace the ECM. Verify that the original problem is
resolved.
STOP
B. Verify that the "REMOTE/LOCAL" switch is in the "LOCAL" position.
C. Verify that the "IDLE/RATED" switch is in the "IDLE" position.
D. Restore the electrical power to the engine.
E. Start the engine.
F. Verify that the "LOCAL" indicator is illuminated.
G. Place the "IDLE/RATED" switch in the "RATED" position.
H. Adjust the desired speed potentiometer from the minimum speed to the maximum speed. Look for the
Table 7

Expected Result:
Results:
signal. If the engine is equipped with a remote input for the desired speed, proceed to Test Step 9.
Otherwise, the problem appears to be resolved. STOP.
speed signal. Proceed to Test Step 10.
Test Step 9. Adjust the Remote Input for the Desired Speed and Check for a Diagnostic Code
A. Adjust the desired speed potentiometer until the "LOCAL HIGH" indicator and the "LOCAL LOW"
indicator are not illuminated.
B. Set the "REMOTE/LOCAL" switch to the "REMOTE" position.
C. Verify that the "REMOTE" indicator is illuminated.
D. Adjust the remote input for the desired speed from the minimum speed to the maximum speed. Look
for the codes that are listed in Table 8.
Table 8

Expected Result:
There are no diagnostic codes for the desired speed signal.
Results:
No codes - There are no diagnostic codes for the desired speed signal. The problem appears to be
resolved.
Repair: If the engine is operating correctly at this time, the original code may have been caused by an
intermittent problem in a harness or in a connector. Refer to Troubleshooting, "Inspecting Electrical
Connectors", if necessary.
STOP
Activated code - There is a code for the desired speed input. The circuit for the remote input for the
desired speed is causing the code to be activated.
Repair: Carefully inspect the J6/P6 connectors on the remote control panel. Verify that the
components are in good condition.Repair the circuit for the remote input for the desired speed. Verify
that the original problem is resolved.
STOP
Test Step 10. Check the Wiring Between the Remote Speed Control and the ECM for an Open Circuit.
B. Disconnect the P1 connector.
C. Disconnect the "M731-RD" wire from the "OUT" terminal on the remote speed control.
D. Measure the resistance between the end of the "M731-RD" wire and terminal P1-18.
Expected Result:
The resistance measurement is less than 5 Ohms.
Results:
OK - The resistance measurement is less than 5 Ohms. Proceed to Test Step 11.
Not OK - The resistance measurement is greater than 5 Ohms. There is a problem with the wire
between the remote speed control and the ECM.
Repair: Repair the connection or the wire, when possible. Replace parts, if necessary. Verify that the
problem is resolved.
STOP
Test Step 11. Check the Wiring Between the Remote Speed Control and the ECM for a Short Circuit
A. Disconnect the P2 connector.
each connector.
Table 9
P4-D (Input to the PWM converter)
P1-18 (Desired speed signal) P4-A (+Battery)

P4-B (−Battery)
C. Measure the resistance between terminal P1-18 and all of the other terminals in the P1 connector.
Expected Result:
Results:
OK - Each check of the resistance is greater than 5 Ohms. Proceed to Test Step 12.
Not OK - At least one check of the resistance is less than 5 Ohms. There is a problem in the wiring
between the remote speed control and the ECM.
STOP
Test Step 12. Check the Wiring Between the Desired Speed Potentiometer and the Remote Speed
Control for an Open Circuit
A. Measure the resistance between the "LOCAL SIG" terminal on the remote speed control and the center
terminal on the desired speed potentiometer.
Expected Result:
The resistance is less than 5 Ohms.
Results:
OK - The resistance is less than 5 Ohms. Proceed to Test Step 13.
Not OK - The resistance is greater than 5 Ohms. There is a problem with the "SPP2-WH" wire
between the desired speed potentiometer and the remote speed control.
Repair: Repair the wire, when possible. Replace parts, if necessary. Verify that the original problem is
resolved.
STOP
Test Step 13. Check the Wiring Between the Desired Speed Potentiometer and the Remote Speed
Control for a Short Circuit
A. Disconnect the three wires from the desired speed potentiometer. As each wire is removed, label the
wire with the number of the terminal.
B. Measure the resistance between the terminals that are listed in Table 10. During each measurement, be
sure to wiggle the wires between the desired speed potentiometer and the remote speed control.
Table 10
Resistance Measurements for the Wire for the Input Signal
Terminal Terminal
"LOCAL +" terminal on the remote speed

control
"LOCAL SIG" terminal on the remote speed "LOCAL -" terminal on the remote speed
control control
"- BAT" terminal on the remote speed control
"+ BAT" terminal on the remote speed control
"LOCAL +" terminal on the remote speed control "LOCAL -" terminal on the remote speed
control

"LOCAL -" terminal on the remote speed control
Expected Result:
Results:
OK - Each check of the resistance is greater than 5 Ohms. Reconnect the wires to the desired speed
potentiometer. Be sure to connect each wire to the correct terminal on the potentiometer. Proceed to
Test Step 14.
Not OK - At least one check of the resistance is less than 5 Ohms. There is a problem with the wiring
between the desired speed potentiometer and the remote speed control.
STOP
A. Verify that the "REMOTE/LOCAL" switch is in the "LOCAL" position.
B. Verify that the "IDLE/RATED" switch is in the "IDLE" position.
C. Restore the electrical power to the engine.
D. Start the engine.
E. Verify that the "LOCAL" indicator is illuminated.
F. Place the "IDLE/RATED" switch in the "RATED" position.
G. Adjust the desired speed potentiometer from the minimum speed to the maximum speed. Look for the
Table 11
Expected Result:
Results:
signal. The problem appears to be resolved.
Repair: If you are troubleshooting an intermittent problem, refer to Troubleshooting, "Inspecting

Electrical Connectors".
STOP
speed signal.
Repair: Perform the following procedure.
1. Replace the input device for the desired speed and check for a diagnostic code.
2. If the diagnostic code is still activated, replace the ECM. Verify that the original problem is
resolved.
STOP
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Troubleshooting
G3500 Engines
i02022845
Detonation Retard and Detonation Shutdown

SMCS - 1559-038
The EIS Control Module will take action in order to help protect the engine from detonation. The control
module will attempt to stop the detonation by retarding the ignition timing. If this effort is unsuccessful and
the detonation continues at severe levels, the control module will signal for an engine shutdown.
The detonation sensors provide an electrical signal of the mechanical engine vibrations to the control
module. The control module monitors the detonation sensors in order to determine the severity of the
detonation.
Typical display of the level of detonation on the Digital Diagnostic Tool (DDT)
Three bars of detonation are shown.
If detonation occurs, the control module will perform the following actions:
Continuously illuminate the "WARNING" lamp.
Activate a 326-01 diagnostic code.
Retard the ignition timing.
The control module can retard the timing by as little as 0.1 degree for light detonation. The control module
can retard the timing by a maximum of 6 degrees for severe detonation. If the date of the control module's
software is earlier than October 1994, the control module can retard the timing by a maximum of 25 degrees
for severe detonation.
As the detonation level decreases, the control module will begin to advance the timing out of the detonation
retarded timing. A proportional strategy is used to advance the timing. The rate of advance depends on the
severity of the detonation. If the detonation level is low, the advance rate is faster. The fastest rate of timing
advance out of detonation is two degrees per minute.
If the ignition timing is fully retarded and severe detonation continues, the control module will perform these
actions.
Continuously illuminate the "SHUTDOWN" lamp.
Activate the "Shutdown Relay Output".
Detonation can be caused by many different factors. Therefore, this procedure has many test steps. Usually,
the root cause of detonation is identified early in the procedure.
Schematic diagram of the detonation sensors
The engine is configured for Canadian Standards Association (CSA).
Test Step 1. Check the Timing
Note: The desired timing will vary for different engine applications.
Use an electronic service tool to check the engine timing. For the correct desired timing for the engine
application, refer to the appropriate Engine Performance, "Fuel Usage Guide".
Expected Result:
The desired timing is correct.
Results:
OK - The timing is correct for the engine application. Proceed to Test Step 2.
Not OK - Detonation occurs because the timing is not correct for the engine application.
Repair: Use an electronic service tool to set the proper timing. Verify that the original problem is
resolved.
STOP
Test Step 2. Check the Air/Fuel Ratio
Note: The air/fuel ratio will vary for different engine applications. The inlet manifold air temperature
will affect the air/fuel ratio.
A. Verify that the engine is operating with the correct air/fuel ratio.
Expected Result:
The engine is operating with the correct air/fuel ratio.
Results:
OK - The air/fuel ratio is correct. Proceed to Test Step 3.
Not OK - The detonation is caused by an incorrect air/fuel ratio.
Repair: Correct the air/fuel ratio. Verify that the original problem is resolved.
STOP
Test Step 3. Check the Inlet Manifold Air Temperature
Note: The inlet manifold air temperature will affect the air/fuel ratio. The inlet manifold air
temperature will vary for different ratings of water temperature regulators (aftercooler).
A. Verify that the engine is operating with the correct inlet manifold air temperature.
Expected Result:
The inlet manifold air temperature is acceptable for the engine.
Results:
OK - Proceed to Test Step 4.
Not OK - The detonation is caused by an incorrect inlet manifold air temperature.
Repair: Correct the inlet manifold air temperature. Verify that the original problem is resolved.
STOP
Test Step 4. Check the Detonation Sensors
Detonation sensor
(1) Buffer module
(2) Accelerometer
(3) Wiring
A. Verify that each accelerometer (2) is mounted properly onto the engine block. Refer to Specifications,
"Detonation Sensor" for the correct torque for installing the accelerometer.
B. Inspect each wire (3) between accelerometer (2) and buffer module (1) for corrosion and damage.
Expected Result:
The accelerometers are mounted properly. The wiring is free of corrosion and damage.
Results:
OK - The accelerometers are mounted correctly. The wiring is free of corrosion and damage. Proceed
to Test Step 5.
Not OK - The accelerometer is not mounted correctly or there is a problem in the wiring.
Repair: If an accelerometer or a buffer module is damaged, replace the detonation sensor. Refer to
Specifications, "Detonation Sensor" for the correct torque for installing the accelerometer. Verify that
STOP
Test Step 5. Check the Wires for the Accelerometers
A. Start the engine. Use an electronic service tool in order to monitor the level of detonation.
B. Wiggle the wires for the accelerometers while you monitor the level of detonation.
Expected Result:
The level of detonation does not change.
Results:
OK - The wires for the accelerometers are in good condition. Proceed to Test Step 6.
Not OK - The wiring for the accelerometers is damaged.
Repair: Replace the detonation sensor. Verify that the original problem is resolved.
STOP
Test Step 6. Check the Engine Harness Wires
A. Start the engine. Use an electronic service tool in order to monitor the level of detonation.
B. Monitor the level of detonation while you wiggle the wires for the detonation sensors at the ends of the
engine harness. When possible, wiggle the wires for the detonation sensors throughout the engine
harness.
Expected Result:
The level of detonation does not change.
Results:
OK - The wires for the detonation sensors are in good condition throughout the engine harness.
Not OK - There is a problem with the wiring for the detonation sensors in the engine harness. Proceed
to Test Step 7.
Test Step 7. Check the EIS Connectors for Damage
B. Inspect the EIS connectors. Look for corrosion and for damage. Refer to Troubleshooting, "Inspecting
Expected Result:
The connectors are in good condition. The connections are secure.
Results:
Not OK - The connectors are corroded and/or damaged. The connections are not secure.
Repair: Perform the necessary repairs and/or replace parts, if necessary. Verify that the original
STOP
Test Step 8. Check the Engine Harness for a Short Circuit
A. Disconnect the EIS control module and the detonation sensors from the engine harness.
B. Measure the resistance at the EIS connector between the points that are listed in Table 1 and Table 2.
During each measurement, wiggle the wires in the harness in order to check for an intermittent
problem. Be sure to wiggle the wires near each connector.
Table 1
Resistance Measurements for the Harness for the Left Detonation Sensor
Terminals on the EIS Connector

A (+Battery)
B (−Battery)
D (Output for the shutdown lamp)

E (Right detonation sensor signal)
H (Left Detonation Sensor Signal) J (13 VDC for the speed/timing sensor)
L (Input for the shutdown switch)
M (13 VDC for the right detonation sensor)

P (13 VDC for the left detonation sensor)
V (13 VDC for the inlet manifold pressure sensor)
Table 2
Resistance Measurements for the Harness for the Right Detonation Sensor
A (+Battery)
B (−Battery)
D (Output for the shutdown lamp)
H (Left detonation sensor signal)
E (Right Detonation Sensor Signal) J (13 VDC for the speed/timing sensor)
L (Input for the shutdown switch)

M (13 VDC for the right detonation sensor)
P (13 VDC for the left detonation sensor)
V (13 VDC for the inlet manifold pressure sensor)
Expected Result:
All of the readings are greater than 5 Ohms.
Results:
OK - No shorts were found to the −Battery, to the +Battery, to a sensor ground, or to adjacent pins.
Not OK - There is a problem in the wiring harness. There is a short to the −Battery, to the +Battery, to
a sensor ground, or to an adjacent pin.
STOP
Test Step 9. Check the Engine Harness for an Open Circuit
A. Measure the resistance between the points that are listed in Table 3 and Table 4. During each
wiggle the wires near each connector.
Table 3
Terminal on the Connector for the Left Detonation

Terminal on the EIS Connector
Sensor
P (13 VDC for the left detonation
A (13 VDC for the detonation sensor)
sensor)
Y (Ground for the left detonation

B (Ground for the detonation sensor)
sensor)
H (Left detonation sensor signal) C (Left detonation sensor signal)
Table 4
Terminal on the Connector for the Right Detonation

Terminal on the EISConnector
Sensor
M (13 VDC for the right detonation
sensor)
d (Ground for the left detonation
sensor)
E (Left detonation sensor signal) C (Left detonation sensor signal)
Expected Result:
All of the readings are less than 5 Ohms.
Results:
OK - The engine harness does not have an open circuit. The cause of the detonation is undetermined
or the problem is intermittent.
Repair: Reset the system and troubleshoot any active diagnostic codes.
STOP
Not OK - The harness has an open circuit.
STOP
Test Step 10. Adjust the Timing
A. Operate the engine at full load or under the conditions that cause the detonation. Note the level of
detonation.
B. Note the original ignition timing. Then retard the ignition timing by three to six degrees. Check for a
change in the level of detonation.
Expected Result:
The level of detonation decreases.
Results:
OK - Retarding the timing causes the level of detonation to decrease. Proceed to Test Step 11.
Not OK - Retarding the timing does not change the level of detonation. Proceed to Test Step 15.
Not OK - Retarding the timing causes the level of detonation to increase. Proceed to Test Step 14.
Test Step 11. Richen the Air/Fuel Mixture
NOTICE
If the air/fuel mixture is too rich, detonation will occur. To help prevent
damage to the engine, do not richen the air/fuel mixture by a large
amount. Do not allow the engine to detonate excessively.
A. Adjust the ignition timing to the original setting.
B. Use an electronic service tool in order to monitor the level of detonation. Slightly richen the air/fuel
mixture.
Expected Result:
When the air/fuel mixture is slightly richened, the level of detonation increases.
Results:
Yes - Richening the air/fuel mixture increases the level of detonation. The cause is actual detonation.
No - Richening the air/fuel mixture does not affect the level of detonation, or there is slightly less
detonation.
Repair: The cause of the detonation is undetermined. Reset the system and troubleshoot any active
diagnostic codes.
STOP
Test Step 12. Measure the Cylinder Pressure
Note: An accumulation of deposits can cause detonation. Applications that use landfill gas are more prone to
deposits.
Measure the cylinder pressure. For typical cylinder pressures, refer to Operation and Maintenance Manual,
SEBU6711, "Cylinder Pressure - Measure/Record".
Expected Result:
The cylinder pressure is within the normal range.
Results:
OK - The cylinder pressure is acceptable. The detonation is not due to deposits. Proceed to Test Step
13.
Not OK - The cylinder pressure has risen by one or more compression ratios.
Repair: The engine needs a top end overhaul in order to remove the deposits. For information, refer to
Operation and Maintenance Manual, SEBU6711, "Overhaul (Top End)".
STOP
Test Step 13. Check the Methane Number of the Fuel
A. Obtain a fuel analysis of the gas.
B. Enter the data from the fuel analysis into the Caterpillar Software Program, LEKQ6378, "Methane
Number Program".
The software calculates the fuel's methane number.
C. Compare the methane number to the recommendation from the appropriate Engine Performance, "Fuel
Usage Guide".
For generator set engines, refer to Engine Performance, LEBQ6169.
For industrial engines, refer to Engine Performance, LEBQ6117.
Expected Result:
The methane number of the fuel is compatible with the engine.
Results:
OK - The cause of detonation is undetermined. Reset the system and troubleshoot any active
diagnostic codes.
Not OK - The methane number of the fuel is incorrect for the engine.
Repair: Obtain the proper fuel or adjust the settings of the engine in order to accommodate the
methane number of the fuel that is being used.
STOP
Test Step 14. Richen the Air/Fuel Mixture
NOTICE
If the air/fuel mixture is too rich, detonation will occur. To help prevent
damage to the engine, do not richen the air/fuel mixture by a large
amount. Do not allow the engine to detonate excessively.
A. Adjust the ignition timing to the original setting.
B. Use an electronic service tool in order to monitor the level of detonation. Slightly richen the air/fuel
mixture.
Expected Result:
When the air/fuel mixture is slightly richened, the level of detonation decreases.
Results:
YES - Richening the air/fuel mixture decreases the level of detonation. The cause is related to ignition
system noise. Proceed to Test Step 23.
NO - Richening the air/fuel mixture does not affect the level of detonation, or there is slightly more
detonation.
Repair: The cause of the detonation is undetermined. Reset the system and troubleshoot any active
diagnostic codes.
STOP
Test Step 15. Reduce the Load
Use an electronic service tool in order to monitor the level of detonation. Slowly reduce the load until there
is no load on the engine.
Expected Result:
When the load is removed, the level of detonation decreases.
Results:
OK - Reducing the load decreases the level of detonation. Proceed to Test Step 16.
Not OK - Reducing the load does not affect the level of detonation. Proceed to Test Step 17.
Test Step 16. Check for Pre-Ignition
A hot spot in the combustion chamber is usually the cause of pre-ignition. The following circumstances are
possible sources of pre-ignition:
A spark plug is incorrect for the application.
Improper installation of spark plugs. For example, the torque might be incorrect.
A foreign object is attached to a piston, the head, a valve, a spark plug, etc.
A. Check for a possible source of pre-ignition.
Expected Result:
No source of pre-ignition is found.
Results:
OK - The detonation is not caused by a condition of pre-ignition. Proceed to Test Step 17.
Not OK - A source of pre-ignition is found.
Repair: Correct the cause of the pre-ignition. Verify that the original problem is resolved.
STOP
Test Step 17. Isolate the Detonation Sensors
A. Stop the engine. Set the engine control to the "OFF/RESET" mode.
B. Remove the electrical power from the engine.
NOTICE
Disconnecting the shutdown output of the Timing Control Module
(TCM) will disable the detonation shutdown protection. Do not allow
the engine to detonate excessively.
C. Disconnect the wire for the shutdown relay output.
On engines that are configured for CSA, this can be accomplished by disconnecting the wire from
terminal A of the J4 connector on the distribution panel.
On engines that include an engine terminal box, disconnect wire J420-BK from terminal 256 on the
terminal strip.
D. Remove the buffer modules for the detonation sensors from the engine block. This will help to prevent
twisting of the wires for the accelerometers. Remove the accelerometers from the engine block.
E. Reinstall the buffer modules onto the engine block.
F. Reconnect the detonation sensors to the engine harness. Allow the accelerometers to hang so that the
accelerometers do not contact the engine block.
G. Restore the electrical power to the engine.
H. Start the engine. Use an electronic service tool in order to check for detonation. Operate the engine at
full load. Observe the electronic service tool for a change in the level of detonation. Do not allow the
engine to detonate excessively.
Expected Result:
The level of detonation decreases.
Results:
OK - The isolation of the detonation sensors reduces the level of detonation. Proceed to Test Step 18.
Not OK - The isolation of the detonation sensors does not change the level of detonation or an
increase occurs. The problem is due to electrical noise in the engine harness. Proceed to Test Step 57.
Test Step 18. Wire Each Accelerometer to the Engine Block.
NOTICE
During this test, there is no protection from detonation. Do not allow
A. Stop the engine. Use wiring to connect one of the accelerometers to the engine block.
Use wiring with a length of approximately 0.3 m (1 ft). Use wiring with lug connectors at both ends.
Use a bolt to attach one end of the wire to the engine block in the threaded hole for the accelerometer.
Use a nut to attach the other end of the wire to the stud of the accelerometer.
B. Start the engine. Use an electronic service tool in order to check for detonation. Operate the engine at
engine to detonate excessively. Stop the engine.
C. Disconnect the wire from the engine block and from the accelerometer. Attach the wire to the other
accelerometer and to the engine block.
D. Start the engine. Use an electronic service tool in order to check for detonation. Operate the engine at
Expected Result:
The level of detonation does not change or the level is reduced.
Results:
OK - The level of detonation did not change or the level decreased. The problem is caused by
mechanical noise. Proceed to Test Step 19.
Not OK - The level of detonation increases for either sensor. The problem is caused by general
electrical noise in the engine block. Proceed to Test Step 37.
Not OK - The level of detonation increases with only one of the sensors. Proceed to Test Step 20.
Test Step 19. Install Each Sensor Separately
NOTICE
A. Stop the engine. Install only the right accelerometer. Allow the left accelerometer to hang so that the
accelerometer does not contact the engine block.
B. Start the engine. Use an electronic service tool in order to check for detonation. Operate the engine at
C. Remove the right accelerometer from the engine block. Install the left accelerometer. Allow the right
accelerometer to hang so that the accelerometer does not contact the engine block.
D. Start the engine. Use an electronic service tool in order to check for detonation. Operate the engine at
Expected Result:
The level of detonation increases for only one of the sensors.
Results:
OK - The level of detonation increases for only the right sensor or the left sensor. Proceed to Test Step
20.
Not OK - The level of detonation increases for either sensor. The problem is general mechanical noise.
Test Step 20. Exchange the Detonation Sensors
NOTICE
A. Stop the engine. Install the right detonation sensor into the position for the left detonation sensor.
Install the left detonation sensor into the position for the right detonation sensor. However, allow the
left accelerometer to hang so that the accelerometer does not contact the engine block. Attach both
sensors to the engine harness.
B. Start the engine. Use an electronic service tool in order to monitor the operation for detonation.
Operate the engine at full load. Observe the electronic service tool for a change in the level of
detonation. Do not allow the engine to detonate excessively. Stop the engine.
C. Remove the right accelerometer from the engine block. Allow the right accelerometer to hang so that
the accelerometer does not contact the engine block. Install the left accelerometer.
D. Start the engine. Use an electronic service tool in order to monitor the operation for detonation.
Operate the engine at full load. Observe the electronic service tool for a change in the level of
detonation. Do not allow the engine to detonate excessively. Stop the engine.
Expected Result:
The level of detonation increases for only one of the sensors when the sensor is installed in either bank.
Results:
Yes - The level of detonation increases for a particular sensor regardless of the bank. The sensor has
failed.
Repair: Replace the faulty sensor.
STOP
No - The level of detonation increases for both of the sensors when either sensor is installed in a
particular bank. If Test Step 19 was performed, proceed to Test Step 21. If Test Step 19 was not
performed, proceed to Test Step 46.
Test Step 21. Investigate the Mechanical Vibrations for One Bank
The mechanical vibrations may be caused by one of the following conditions. However, other conditions and
components may also be the cause of the noise.
The valve lash is incorrect.
The valve bridge requires adjustment.
The valves do not close properly.
The camshaft lobes and/or camshaft followers have nicks and/or scratches.
Components such as lines and brackets are not securely fastened.
Excessive piston slap
Investigate the source of the mechanical vibrations.
Expected Result:
The source of the mechanical vibrations is determined.
Results:
OK - A reason for the vibrations is found.
Repair: Correct the cause of the mechanical vibrations. Verify that the original problem is resolved.
STOP
Test Step 22. Investigate General Mechanical Vibrations
The mechanical vibrations may be caused by one of the following conditions. However, other conditions and
components may also be the cause of the noise.
The drive coupling is worn.
The valve lash is incorrect.
The valve bridge requires adjustment.
Components such as lines and brackets are not securely fastened.
The engine mounts or the mounts for the driven equipment are loose.
The engine and the driven equipment are not aligned properly.
The bearings of the engine and/or the driven equipment are worn.
Excessive piston slap
Investigate the source of the mechanical vibrations.
Expected Result:
The source of the mechanical vibrations is determined.
Results:
OK - A reason for the vibrations is found.
Repair: Correct the cause of the mechanical vibrations. Verify that the original problem is resolved.
STOP
Test Step 23. Check the Ground Connections for the Ignition Transformers
Measure the resistance between the flange of each ignition transformer and the engine block.
Expected Result:
The resistance for each ignition transformer is less than two Ohms.
Results:
OK - The ground connections for the ignition transformers are good. Proceed to Test Step 24.
Not OK - The ground connection for a ignition transformer and the engine block is poor.
Repair: Clean the transformer and/or the valve cover. Replace the components, if necessary.
Test Step 24. Check the Secondary Connections for the Ignition Transformers and Check the
Extensions
A. Remove the ignition transformers and the extensions.
B. Inspect the secondary connections of the ignition transformers for corrosion and buildup of deposits.
C. Measure the resistance of each extension.
D. Inspect the connections of the extensions for corrosion and for buildup of deposits. Look for pin holes
that are caused by arcing.
Expected Result:
The resistance of each extension is less than 2 Ohms. The secondary connections of the transformers and the
extensions are in good, clean condition.
Results:
OK - The connections and the components are good. Proceed to Test Step 25.
Not OK - The secondary connections of the transformers and/or the extensions are dirty, corroded, or
damaged.
Repair: Clean the components that are affected or replace the components, if necessary.
Test Step 25. Check the Spark Plugs
A. Remove the spark plugs.
B. Measure the resistance from the terminal of the spark plug to the center electrode. To ensure an
accurate measurement, clean off deposits, if necessary.
Note: For inspection of spark plugs, see the engine's Operation and Maintenance Manual.
C. Verify that the ground electrode is not shorted to the center electrode. Verify that the spark plug gap is
correct. Visually inspect the insulator of the spark plug for cracks.
Expected Result:
The resistance of each spark plug is less than 20,000 Ohms. The spark plug gaps are within specifications.
The spark plugs are in good, clean condition.
Results:
OK - The spark plugs are good. Proceed to Test Step 26.
Not OK - The resistance of the spark plugs is too high. The spark plugs are dirty and/or damaged. The
spark plug gap is incorrect.
Repair: Clean the spark plugs or replace the spark plugs, if necessary. Set the spark plug gap to the
correct specification.
Test Step 26. Check for Detonation
A. Install the spark plugs, the extensions, and the ignition transformers.
B. Operate the engine under the conditions that caused detonation. Check for detonation.
Expected Result:
Detonation no longer occurs.
Results:
OK - The engine is operating normally.STOP
Not OK - Detonation still occurs. Proceed to Test Step 27.
Test Step 27. Check the Engine's Ground Strap and Check the Battery Connections.
A. Verify that the following conditions exist for the engine's ground strap:
The connections are secure.
The connections are not corroded.
The mating surfaces of the ground are free of paint.
B. Verify that the battery wiring is properly sized. Ensure that the strands of the wiring are not frayed or
broken. Ensure that the connections for the battery are clean and secure.
Expected Result:
The engine's ground strap and the battery connections are secure, clean, and properly sized. The connections
make good contact. The wiring is in good condition.
Results:
OK - The components are in good condition. Proceed to Test Step 28.
Not OK - The engine's ground strap and/or the battery connections are not in proper condition.
Repair: Repair the ground strap and/or the battery connections. Replace parts, if necessary.
Test Step 28. Check the Earth Ground
A. Verify that the wiring for the earth ground is properly sized and free of corrosion. Ensure that the
strands of the wiring are not frayed or broken. Ensure that the connections are free of paint, clean, and
secure.
B. Measure the resistance between the engine block and the earth ground. An independent earth ground is
preferred.
Expected Result:
The resistance is less than 2 Ohms. The ground is secure, clean, and properly sized. The connections make
good contact. The wiring is in good condition.
Results:
OK - The ground is good. Proceed to Test Step 29.
Not OK - The ground is not in proper condition.
Repair: Repair the ground. Replace parts, if necessary.
Operate the engine under the conditions that caused detonation. Check for detonation.
Expected Result:
Results:
Test Step 30. Check the Primary Connections of the Ignition System
Inspect the following connections for damage and/or corrosion: connections of the ignition transformers,
connector for the ignition harness to the magneto and all connectors for the ignition harness. Refer to
Expected Result:
All of the primary connections for the ignition system are in good condition.
Results:
OK - The connections are good. Proceed to Test Step 31.
Not OK - Parts of the primary connections for the ignition system are damaged and/or corroded.
Repair: Repair the connections or replace parts, if necessary.
STOP
Test Step 31. Check the Ignition Harness for Short Circuits
A. Disconnect the EIS connector. Disconnect all of the harness connectors from the ignition transformers.
Refer to the engine's wiring diagram for the configuration of the wiring.
B. Measure the resistance between the points that are listed in Table 5.
Table 5
Resistance Measurements for the Ignition Harness
Terminal on the EIS Harness Connector Other Points
+Battery
−Battery
The terminal for the driver for each ignition
transformer Engine block surface
All of the other terminals on the EIS harness

connector
Expected Result:
Each measurement is greater than 5 Ohms.
Results:
OK - The ignition harness is free of short circuits. Proceed to Test Step 32.
Not OK - The ignition harness has at least one short circuit.
Repair: Repair the wiring for the ignition harness and/or the connector. Replace parts, if necessary.
STOP
Test Step 32. Check the Ignition Harness for Open Circuits
A. Measure the resistance between the points that are listed in Table 6.
Table 6
Terminal on the EIS Harness

Other Points
Connector
The terminal for the driver for each The corresponding 1 terminal at the connector for each
ignition transformer ignition transformer
Expected Result:
Results:
OK - The ignition harness is free of open circuits. Proceed to Test Step 33.
Not OK - The ignition harness has at least one open circuit.
Repair: Repair the wiring for the ignition harness and/or the connectors. Replace parts, if necessary.
STOP
Test Step 33. Substitute the Ignition Transformers
Note: This test step can be performed for one bank at a time.
A. Remove the original ignition transformers. Note the cylinder for each transformer.
B. Install different ignition transformers that are known to be good.
C. Operate the engine at full load or under the conditions that cause the problem. Note the level of
detonation.
Expected Result:
Results:
OK - The engine operation is normal. Proceed to Test Step 34.
Not OK - Detonation still occurs after both banks of transformers are substituted. Reinstall the original
transformers. Proceed to Test Step 35.
Test Step 34. Install the Original Ignition Transformers One At A Time
A. Install one of the original ignition transformers.
B. Operate the engine at full load or under the conditions that cause the detonation. Note the level of
detonation.
Expected Result:
Detonation does not occur.
Results:
OK - Detonation does not occur after installation of the original transformer. Repeat this test step until
all of the original transformers are reinstalled.
Repair: If detonation does not occur after installation of the original transformers, one of the
following conditions may have caused the detonation:
The detonation is intermittent. The original transformers are in good condition.
A poor primary connection or a poor secondary connection to a transformer was disturbed. This
caused the detonation to cease.
One or more of the original transformers fails intermittently.
Investigate these potential sources of the detonation. Correct the situation, if necessary.
STOP
Not OK - Detonation recurs after the original transformer is installed. The transformer is faulty.
Repair: Replace the faulty transformer. Reinstall the original transformers one at a time. After each
transformer is installed, operate the engine and monitor the operation for detonation. Replace any other
transformers that are faulty.
STOP
Test Step 35. Substitute the EIS Control Module
A. Remove the original EIS control module. Install a control module that is known to be good.
detonation.
Expected Result:
Detonation does not recur.
Results:
OK - Detonation does not recur after the EIS control module has been substituted. Proceed to Test
Step 36.
Not OK - Detonation recurs after the EIS control module has been substituted. The source of the
detonation is undetermined.
Repair: Reinstall the original EIS control module. Reset the system and troubleshoot any active
diagnostic codes.
STOP
Test Step 36. Install the Original Timing Control Module
A. Reinstall the original EIS Control Module.
detonation.
Expected Result:
The detonation recurs.
Results:
Yes - Detonation recurs after the original EIS control module is installed.
Repair: Replace the original EIS control module with a good EIS control module. Refer to
Troubleshooting, "Replacing the EIS Control Module".
STOP
No - Detonation does not recur after the original EIS control module is installed.
Repair: The detonation may be due to one of the following conditions:

The detonation is intermittent. The original EIS control module is good.
The original EIS control module fails intermittently.
Investigate these potential sources of the detonation. Correct the situation, if necessary.
STOP
Test Step 37. Check the Engine's Ground Strap and Check the Battery Connections
Expected Result:
Results:
secure.
B. Measure the resistance between the engine block surface and the earth ground. An independent earth
ground is preferred.
Expected Result:
Results:
OK - The earth ground is in good condition. Proceed to Test Step 39.

Expected Result:
Results:
Expected Result:
The resistance for each ignition transformer is less than 2 Ohms.
Results:
Not OK - The ground connection for the ignition transformer and the engine block is poor.
Extensions
D. Inspect the connections of the extensions for corrosion and buildup of deposits. Look for pin holes that
are caused by arcing.
Expected Result:
Results:
damaged.

Note: For inspection of spark plugs, see the engine's Operation and Maintenance Manual.
correct. Visually inspect the insulator of the spark plugs for cracks.
Expected Result:
Results:
Expected Result:
Results:
Inspect the following connections for damage and/or corrosion: connectors for the ignition transformers,
connector for the ignition harness to the magneto and all of the connectors for the ignition harness. Refer to
Expected Result:
Results:
STOP
Table 7

+Battery
−Battery
connector
Expected Result:
The resistance between the points is greater than 5 Ohms.
Results:
STOP
Table 8
Other Points
Connector
Expected Result:
The resistance to each pin is less than 5 Ohms.
Results:
STOP
Expected Result:
Results:
Extensions
Expected Result:
Results:
damaged.
Note: For inspection of spark plugs, refer to the engine's Operation and Maintenance Manual.
Expected Result:
Results:
Expected Result:
Results:
Test Step 51. Check the Primary Connections for the Ignition System.
Inspect the following connections for damage and/or corrosion: connectors for the ignition transformers,
connector for the EIS control module to the ignition harness and all of the connectors for the ignition
harness. Refer to Troubleshooting, "Inspecting Electrical Connectors".
Expected Result:
Results:
STOP
Table 9

+Battery
−Battery
connector
Expected Result:
The resistance is greater than 5 Ohms.
Results:
STOP
Table 10
Other Points
Connector
Expected Result:
The resistance to each terminal is less than 5 Ohms.
Results:
STOP
Test Step 54. Check the Engine's Ground Strap and Check the Battery Connections
Expected Result:
Results:
secure.
Expected Result:
Results:
Expected Result:
Results:
Test Step 57. Verify the Operating Conditions.
Note: This test step is not necessary if the ignition timing, the air/fuel ratio, and the inlet manifold air
temperature have already been checked.
Note: The desired timing will vary for different engine applications.
A. Check the ignition timing.
Use an electronic service tool in order to check the engine timing.
Note: The air/fuel ratio will vary for different engine applications. The inlet manifold air temperature
will affect the air/fuel ratio.
B. Check the air/fuel ratio.
Note: The inlet manifold air temperature will affect the air/fuel ratio. The inlet manifold air
temperature will vary for different ratings of water temperature regulators (aftercooler).
C. Check the inlet manifold air temperature.
Verify that the engine is operating with the correct inlet air temperature.
Expected Result:
The desired timing, the air/fuel ratio, and the inlet manifold air temperature are acceptable.
Results:
OK - The operating conditions are normal. Proceed to Test Step 58.
Test Step 58. Check the Engine's Ground Strap and Check the Battery Connections.
Expected Result:
Results:
secure.
Expected Result:
Results:
OK - The ground is in good condition. Proceed to Test Step 60.
Proceed to test Step 60.
Expected Result:
Results:
Inspect the following connections for damage and/or corrosion: connections for the ignition transformers,
connector on the magneto for the ignition harness and all connectors for the ignition harness. Refer to
Expected Result:
Results:
STOP
Table 11
+Battery
−Battery
connector
Expected Result:
Results:
STOP
Table 12
Other Points
Connector
Expected Result:
The resistance for each pin is less than 5 Ohms.
Results:
STOP
Expected Result:
Results:
Extensions
Expected Result:
Results:
damaged.
Note: For inspection of spark plugs, refer to the engine's Operation and Maintenance Manual.
Expected Result:
Results:
Proceed to test step 67.
Expected Result:
Results:
j210snd
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Welcome: j210snd
Troubleshooting
G3500 Engines
i02021163
Detonation Sensors
SMCS - 1559-038
The detonation sensors are powered by +13 VDC from the EIS control module. This voltage is also provided
to these sensors:
Speed/timing sensor
Inlet manifold pressure sensor
Each detonation sensor creates a signal that is equivalent to the engine's mechanical vibrations. The
frequency of the signal is equal to the frequency of the vibrations. The amplitude of the signal is proportional
to the intensity of the vibrations. The EIS control module evaluates the signal for the proper characteristics.
Low Signal Strength - The control module will generate a -01 diagnostic code for the appropriate sensor.
High Signal Strength - Detonation is occurring. The control module will generate a 326-01 diagnostic code.
If detonation becomes excessive, the control module will generate a 325-01 diagnostic code.
Short to a Positive Voltage Source - The signal wire is shorted to a positive voltage source. The control
module will generate a -03 diagnostic code for the appropriate sensor.
Short to Ground or Open Circuit - The signal wire has an open circuit or a short to ground. The control
module will generate a -05 diagnostic code for the appropriate sensor.
Detonation Retarded Timing
If detonation occurs, the control module will retard the timing in order to stop detonation from occurring.
The control module can retard the timing by as little as 0.1 degree for light detonation. The control module
can retard the timing by a maximum of 6 degrees for severe detonation. If the date of the control module's
software is earlier than October 1994, the control module can retard the timing by a maximum of 25 degrees
for severe detonation.
A proportional strategy is used to advance the timing out of detonation retard. The rate of advance depends
on the severity of the detonation. If the detonation level is low, the advance rate is faster. The fastest rate of
timing advance out of detonation is two degrees per minute.
If detonation occurs, the control module will perform the following actions:
Continuously illuminate the "WARNING" lamp.

Retard the ignition timing.
If the ignition timing is fully retarded and severe detonation continues, the control module will perform these
actions.
Continuously illuminate the "SHUTDOWN" lamp.
Activate the "Shutdown Relay Output".
Connectors for each detonation sensor
J6/P6 connectors on the junction box (if equipped)
Harness side of the EISC connector
(EISC-E) Signal from the right detonation sensor
(EISC-H) Signal from the left detonation sensor
(EISC-M) 13 VDC for the right detonation sensor
(EISC-P) 13 VDC for the left detonation sensor
(EISC-Y) Ground for the left detonation sensor
(EISC-d) Ground for the right detonation sensor
detonation sensors.
Detonation sensor
(1) Buffer module
(2) Accelerometer
(3) Wiring
b. Check the wiring (3) between each accelerometer (1) and each buffer module (2) for corrosion,
for abrasion, and for pinch points.
c. Check the harnesses and the wiring for abrasion and for pinch points from each buffer module to
the EIS control module.
Expected Result:
The connectors, pins, and sockets are connected properly. The connectors and the wiring do not have
corrosion, abrasion, or pinch points.
Results:
STOP
Test Step 2. Check for Diagnostic Codes
C. Clear any diagnostic codes.
D. Operate the engine under the conditions that caused the problem. Look for the diagnostic codes that
are listed in Table 1.
Table 1
Diagnostic Codes for the Detonation Sensors

318-01 Loss of Right Bank Detonation Sensor Signal
318-03 Right Bank Detonation Sensor short to +batt
318-05 Right Bank Detonation Sensor open or short to ground

319-01 Loss of Left Bank Detonation Sensor Signal
319-03 Left Bank Detonation Sensor short to +batt

319-05 Left Bank Detonation Sensor open or short to ground
Expected Result:
There are no diagnostic codes for the detonation sensors.
Results:
OK - There are no diagnostic codes for the detonation sensors. The original problem seems to be
resolved.
Connectors".
STOP
Not OK (Active -01 Code) - The EIS control module has detected a low signal from a detonation
sensor. Proceed to Test Step 3.
Not OK (Active -03 Code) - There is a -03 diagnostic code for a detonation sensor. Proceed to Test
Step 7.
Not OK (Active -05 Code) - There is a -05 diagnostic code for a detonation sensor. Proceed to Test
Step 11.
Test Step 3. Check the Installation of the Detonation Sensor
A. Verify that the accelerometer is installed to the correct torque. Refer to Specifications, "Detonation
Sensor".
Expected Result:
The accelerometer is installed correctly.
Results:
OK - The accelerometer is installed correctly. Proceed to Test Step 4.
Not OK - The detonation sensor is installed incorrectly.
Repair: Reinstall the detonation sensor. Verify that the original problem is resolved.
STOP
Test Step 4. Perform a Self Test of the EIS Control Module
A. Perform a self test of the EIS control module. Refer to Troubleshooting, "Control Module Self Test".
Expected Result:
The self test was successful.
Results:
OK - The self test was successful. Proceed to Test Step 5.
Not OK - The self test was not successful.
Repair: Perform the corrective action according to Troubleshooting, "Control Module Self Test".
STOP
A. Operate the engine under the conditions that caused the original problem.
Expected Result:
There are no diagnostic codes.
Results:
OK - There are no diagnostic codes. The problem appears to be resolved. The original problem was
probably caused by a poor electrical connection.
Connectors".
STOP
Not OK - The diagnostic code is still present. Proceed to Test Step 6.
Test Step 6. Exchange the Detonation Sensors
A. Install the right detonation sensor into the position for the left detonation sensor. Install the left
detonation sensor into the position for the right detonation sensor. Make sure that the detonation
sensors are installed to the correct torque.
B. Clear any diagnostic codes.
C. Operate the engine under the conditions that caused the original problem.
Expected Result:
The original diagnostic code has moved to the opposite bank.
Results:
Yes - When the sensors were exchanged, the diagnostic code moved to the opposite bank.
Repair: Replace the faulty detonation sensor. Verify that the original problem is resolved.
STOP
No - When the sensors were exchanged, the diagnostic code remained on the same bank. There is a
problem with the signal wire for the detonation sensor.
STOP
Test Step 7. Disconnect the Suspect Detonation Sensor
Note: Disconnecting the detonation sensor will generate a -05 diagnostic code. Clear the code when
this procedure is complete.
A. Disconnect the suspect detonation sensor.
B. Look for a -03 diagnostic code.
Expected Result:
When the suspect detonation sensor is disconnected, the -03 diagnostic code returns.
Results:
OK - When the suspect detonation sensor is disconnected, the -03 diagnostic code returns. The
detonation sensor is not causing the problem. Reconnect the detonation sensor. Proceed to Test Step 8.
Not OK - When the suspect detonation sensor is disconnected, the -03 diagnostic code does not return.
Repair: Replace the faulty detonation sensor. Verify that the original problem is resolved.
STOP
Test Step 8. Check for a Short Circuit
B. Disconnect the EIS connector.
C. Disconnect the connectors for the detonation sensors.
D. At the EIS connector, measure the resistance of the harness for the detonation sensor.
a. For the left detonation sensor, measure the resistance between the points that are listed in Table
2. During each measurement, wiggle the wires in the harness in order to check for an
Table 2
EISC-H (Left Detonation Sensor EISC-A (+Battery)

Signal)
EISC-B (−Battery)
EISC-D (Output for the shutdown lamp)
EISC-E (Right detonation sensor signal)
EISC-J (13 VDC for the speed/timing sensor)

EISC-L (Ignition shutdown)
EISC-M (13 VDC for the right detonation sensor)
EISC-P (13 VDC for the left detonation sensor)

EISC-V (13 VDC for the inlet manifold pressure
sensor)
b. For the right detonation sensor, measure the resistance between the points that are listed in Table
Table 3
EISC-A (+Battery)
EISC-B (−Battery)
EISC-H (Left detonation sensor signal)
EISC-E (Right Detonation Sensor EISC-J (13 VDC for the speed/timing sensor)
Signal)
EISC-M (13 VDC for the right detonation sensor)
sensor)
Expected Result:
Results:
OK - Each check of the resistance is greater than 5 Ohms. The signal wire does not have a short
circuit. Reconnect the detonation sensors. Proceed to Test Step 9.
Not OK - At least one check of the resistance is less than 5 Ohms. The signal wire has a short circuit.
STOP
Expected Result:
Results:
OK - The self test was successful.

Repair: Operate the engine under the conditions that caused the original problem. If the problem
persists, refer to Troubleshooting, "Inspecting Electrical Connectors".
STOP
Repair: Perform the corrective action that is appropriate for the fault. Refer to Troubleshooting,
"Control Module Self Test". Verify that the original problem is resolved.
STOP
C. Disconnect the connectors for the detonation sensors.
D. At the EIS connector, measure the resistance of the harness for the detonation sensor.
Table 4
Terminals on the EISConnector
EISC-A (+Battery)
EISC-B (−Battery)
EISC-E (Right detonation sensor signal)

EISC-H (Left Detonation Sensor
Signal) EISC-M (13 VDC for the right detonation sensor)
sensor)
EISC-Y (Ground for the left detonation sensor)
EISC-Z (Ground for the speed/timing sensor)
EISC-d (Ground for the right detonation sensor)
Table 5
Measurements for the Resistance of the Harness for the Right Detonation Sensor
Terminals on the EISConnector
EISC-A (+Battery)
EISC-B (−Battery)

EISC-E (Right Detonation Sensor
Signal) EISC-M (13 VDC for the right detonation sensor)

sensor)

Expected Result:
Results:
OK - Each check of the resistance is greater than 5 Ohms. The signal wire does not have a short
circuit. Proceed to Test Step 11.
Not OK - At least one check of the resistance is less than 5 Ohms. The signal wire has a short circuit.
STOP
Test Step 11. Check for an Open Circuit
A. Measure the resistance of the harness for the detonation sensor.
Table 6
Terminal on the Connector for the Left

Detonation Sensor
EISC-P (13 VDC for the left detonation

sensor)
EISC-Y (Ground for the left detonation B (Ground for the detonation sensor)
sensor)
C (Left detonation sensor signal)
Table 7
Terminal on the Connector for the Right

Terminal on the EISConnector
Detonation Sensor
EISC-M (13 VDC for the right

detonation sensor)
EISC-d (Ground for the left detonation
sensor)
EISC-E (Left detonation sensor signal)

C (Left detonation sensor signal)
Expected Result:
Results:
OK - Each check of the resistance is less than 5 Ohms. The wiring does not have an open circuit.
Reconnect the detonation sensors. Proceed to Test Step 12.
Not OK - At least one check of the resistance is greater than 5 Ohms. There is an open in the wiring
for a detonation sensor.
STOP
Expected Result:
Results:
Repair: Operate the engine under the conditions that caused the original problem. If the problem
persists, refer to Troubleshooting, "Inspecting Electrical Connectors".
STOP
STOP
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Troubleshooting
G3500 Engines
i02711074
Diagnostic Reset Switch

SMCS - 7332-038
Every generated code is stored in the memory of the module that detected the problem. The codes remain in
the memory of the module even if power is removed from the module.
The diagnostic reset switch allows the operator to clear the diagnostic codes. Diagnostic codes cannot be
individually cleared. Toggling the switch clears all of the diagnostic codes in all of the modules.
Note: Do not clear the diagnostic codes until all of the codes have been addressed.
If the engine is not equipped with the optional air/fuel ratio control, the EIS control module clears the codes.
The codes are cleared when terminal "h" of the EIS connector is connected to ground.
If the engine is equipped with the optional air/fuel ratio control, the Electronic Control Module (ECM) clears
the codes. The codes in the ECM are cleared when terminal P1-37 is connected to ground. The ECM sends a
command to the EIS control module via the Cat Data Link. This causes the codes in the EIS control module
to be cleared.
If the input for clearing the codes is connected to ground for more than ten seconds, a 321-04 diagnostic code
will be activated.
Schematic diagram of the diagnostic reset switch
The engine is configured forCanadian Standards Association (CSA). The left schematic is for engines that are not equipped with the
optional air/fuel ratio control.
Test Step 1. Inspect the Electrical Components and the Wiring
B. Thoroughly inspect each of the following components:
EIS connectors
J1/P1 connectors for the ECM
The appropriate terminals on the terminal strips
The electrical connections for the diagnostic reset switch
The electrical connections for the idle/rated switch
The electrical connections for the oxygen calibration's switch
(EISC-B) −Battery
(EISC-h) Diagnostic reset
Harness side of the P1 connector
(P1-3) Sensor ground
(P1-37) Diagnostic reset
diagnostic reset.
b. Check the wiring for corrosion, for abrasion, and for pinch points.
Expected Result:
The components and the wiring are connected properly. The connectors and the wiring do not have
Results:
OK - The components are in good condition with proper connections. If you are troubleshooting a
321-04 diagnostic code, proceed to Test Step 2. If toggling the switch does not clear the codes, proceed
to Test Step 5.
STOP
Test Step 2. Determine the Engine's Configuration
Determine if the engine is equipped with the optional air/fuel ratio control.
Expected Result:
The engine is not equipped with the air/fuel ratio control.
Results:
No - The engine is not equipped with the air/fuel ratio control. Proceed to Test Step 3.
Yes - The engine is equipped with the air/fuel ratio control. Proceed to Test Step 4.
A. Disconnect the EIS connector.
Table 1
Resistance Measurements for the Harness for the Diagnostic Reset Switch
EISC-B (−Battery)

EISC-c (Return for the ignition transformer for cylinder
EISC-h (Input for the diagnostic reset) 13)
EISC-n (Return for the ignition transformer for cylinder
1)
EISC-p (Return for the ignition transformer for cylinder

3)
Shell for the EIS connector
Expected Result:
Results:
OK - Each check of the resistance is greater than 5 Ohms. The input for the diagnostic reset is not
shorted to ground. Proceed to Test Step 9.
Not OK - At least one check of the resistance is less than 5 Ohms. There is a short circuit between
ground and the input for the diagnostic reset.
STOP
A. Disconnect the P1 connector and the P2 connector.
Table 2
Resistance Measurements for the Harness for the Diagnostic Reset Switch
Terminals on the Connectors for the ECM
P1-3 (Sensor ground)
P2-4 (−Battery)
P1-37 (Input for the diagnostic reset)
P2-1 (Ground for the position sensor for the fuel actuator)
P2-6 (−Battery)
Expected Result:
Results:
OK - Each check of the resistance is greater than 5 Ohms. The input for the diagnostic reset is not
shorted to ground. Proceed to Test Step 9.
Not OK - At least one check of the resistance is less than 5 Ohms. There is a short circuit between
ground and the input for the diagnostic reset.
STOP
Test Step 5. Verify that all of the Problems are Repaired
A. If toggling the switch does not clear the codes, the codes may still be active. Verify that every problem
has been completely repaired.
Expected Result:
Every problem has been repaired.
Results:
OK - All of the problems have been repaired. However, the diagnostic reset switch will not clear the
codes. Proceed to Test Step 6.
Not OK - All of the problems have not been repaired.
Repair: Correct the faults that are causing the codes. Return to this procedure, if necessary.
STOP
Test Step 6. Determine the Engine's Configuration
Determine if the engine is equipped with the optional air/fuel ratio control.
Expected Result:
The engine is not equipped with the air/fuel ratio control.
Results:
No - The engine is not equipped with the air/fuel ratio control. Proceed to Test Step 7.
Yes - The engine is equipped with the air/fuel ratio control. Proceed to Test Step 8.
Test Step 7. Check the Continuity of the Wiring for the Diagnostic Reset Switch
Note: Refer to the appropriate schematic diagram as you perform these steps:
A. Measure the resistance between terminal P1-37 and the appropriate terminal of the diagnostic reset
switch. The expected resistance value is less than 5 Ohms.
B. Measure the resistance between terminal P1-3 and the appropriate terminal of the diagnostic reset
switch. The expected resistance value is less than 5 Ohms.
Expected Result:
The resistance values are correct.
Results:
OK - The resistance values are correct. The wiring for the diagnostic reset switch has continuity.
Not OK - At least one of the resistance values is incorrect. The wiring for the diagnostic reset switch
has an open circuit.
STOP
Note: Refer to the appropriate schematic diagram as you perform these steps:
A. Measure the resistance between terminal h of the EIS connector and the appropriate terminal of the
diagnostic reset switch. The expected resistance value is less than 5 Ohms.
B. Measure the resistance between terminal B of the EIS connector and the appropriate terminal of the
diagnostic reset switch. The expected resistance value is less than 5 Ohms.
Expected Result:
The resistance values are correct.
Results:
OK - The resistance values are correct. The wiring for the diagnostic reset switch has continuity.
Not OK - At least one of the resistance values is incorrect. The wiring for the diagnostic reset switch
STOP
Test Step 9. Check the Diagnostic Reset Switch
Measure the resistance between the terminals of the diagnostic reset switch. Measure the resistance while the
switch is not activated and while the switch is activated.
Expected Result:
When the switch is not activated, the switch is an open circuit. When the switch is activated, the resistance is
less than 5 Ohms.
Results:
OK - The readings are correct. The switch is operating correctly. Proceed to Test Step 10.
Not OK - The readings are not correct.
Repair: Replace the diagnostic reset switch.
STOP
A. Perform the self test for the EIS control module. Refer to Troubleshooting, "Control Module Self
Test".
Expected Result:
Results:
Repair: If the problem persists, refer to Troubleshooting, "Inspecting Electrical Connectors".
STOP
STOP
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Troubleshooting
G3500 Engines
i02024513
Electrical Power Supply

SMCS - 1408-038
Electrical power is supplied to the control module for the Electronic Ignition System (EIS). Electrical power
is also supplied to these optional components:
Electronic Control Module (ECM) for the air/fuel ratio control
PWM Converter
Oxygen buffer
Electronic service tool
The EIS control module does not diagnose the power supply. Therefore, the module will not generate a
diagnostic code if the power supply is faulty.
The SCM will generate a 06 dIAG code if the power supply to the SCM is low or unstable. Refer to Systems
Operation, SENR6420 for the procedure for troubleshooting this code.
The ECM will generate a 168-02 System Voltage intermittent/erratic if there is a problem with the power
supply. The code can be caused by any of these conditions:
The ECM has detected engine rpm during the normal powerup sequence. This will occur if the engine
is running and the electrical power is cycled.
The power supply to the ECM is intermittent.
There is a noisy component in the secondary ignition system.
The ECM will send a shutdown command to the EIS control module if a 168-02 code is generated. The
ignition and the fuel will be shut down.
Grounding Practices
Proper grounding is necessary for optimum engine performance and reliability. Improper grounding will
result in uncontrolled electrical circuit paths and in unreliable electrical circuit paths. Refer to the engine's
Operation and Maintenance Manual for additional information on proper grounding practices.
Requirements for the Power Supply
The 24 VDC power supply for the engine can be provided by a battery or by an electrical power supply. The
power supply must be capable of providing sufficient current and sufficient voltage in order to start the
engine.
The batteries and the battery cables must be the correct size in order to minimize voltage drops. This is
particularly important during cranking. The supply voltage at the EIS control module must remain above 18
VDC during cranking. Otherwise, the engine may not start. Random diagnostic codes may be generated by
the control module.
The control module requires an instantaneous current flow of at least 16 amperes at a minimum voltage of 18
VDC in order to power up. The control module requires a continuous current flow of at least 3 amperes at a
minimum voltage of 18 VDC for continuous operation.
The ECM requires an instantaneous current flow of at least 16 amperes at a minimum voltage of 18 VDC in
order to power up. The control module requires a continuous current flow of at least 10 amperes at a
minimum voltage of 18 VDC for continuous operation.
The wiring from the power supply to the modules must provide a maximum voltage drop of 1.0 VDC.
Schematic diagram of the electrical power supply
Test Step 1. Inspect the Electrical Connectors
EIS connectors on the control module
ECM J2/P2 connectors
Connectors for the 24 VDC power supply
Connectors for the engine control
a. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the electrical power
supply.
b. Check the harness and wiring for abrasion and for pinch points from the power supply to each
module.
Expected Result:
Results:
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 Circuit Breakers for Continuity
A. Measure the resistance across each of the circuit breakers.
Expected Result:
Results:
OK - The resistance is less than 2 Ohms. The circuit breakers do not have a short circuit. Proceed to
Test Step 3.
Not OK - The resistance of a circuit breaker is greater less than 2 Ohms. A circuit breaker is faulty.
Repair: Repair the circuit breaker or replace the circuit breaker. Verify that the original problem is
resolved.
STOP
A. Disconnect the following connectors:
EIS connectors
P1 and P2 connectors for the ECM
P4 connector for the PWM converter
The "+" and "−" connections for the status control module
B. Disconnect the electronic service tool.
C. Verify that the engine control is in the OFF/RESET mode.
D. Measure the resistance between the following terminal strip connections:
Table 1
Resistance Measurements for the Power Supply
Terminal Strip Connection Terminal Strip Connection
1 (+Battery)
2 (+Battery)
5 (−Battery)
102-107 (Keyswitch)
285 (+Battery for the oxygen buffer)
E. Measure the resistance between terminal strip connection 5 and the engine block surface.
Expected Result:
Results:
OK - Each check of the resistance is greater than 5 Ohms. The wiring for the power supply does not
have a short circuit. Proceed to Test Step 4.
Not OK - At least one check of the resistance is less than 5 Ohms.
Repair: Repair the wiring, when possible. Replace parts, if necessary. Verify that the original problem
is resolved.
STOP
Test Step 4. Check the EIS Control Module for a Short Circuit
A. Connect the EIS connectors.
B. Measure the resistance between terminal strip connections 5 and 103.
Expected Result:
Results:
OK - The resistance is greater than 5 Ohms. The EIS control module does not have a short circuit. If
the engine is equipped with an ECM, proceed to Test Step 5. If the engine is equipped with a status
control module, proceed to Test Step 7.
Not OK - The resistance is less than 5 Ohms. The EIS control module has a short circuit.
Repair: Replace the EIS control module. Refer to Troubleshooting, "Replacing the EIS Control
Module".
STOP
Test Step 5. Check the ECM for a Short Circuit
A. Connect the P1 and P2 connectors.
Expected Result:
Results:
OK - The resistance is greater than 5 Ohms. The ECM does not have a short circuit. Proceed to Test
Step 6.
Not OK - The resistance is less than 5 Ohms. The ECM has a short circuit.
STOP
Test Step 6. Check the PWM Converter for a Short Circuit
A. Measure the resistance between J4-A and J4-B.
Expected Result:
Results:
OK - The resistance is greater than 5 Ohms. The PWM converter does not have a short circuit.
Connect the J4/P4 connectors. If the engine is equipped with a status control module, proceed to Test
Step 7. If the engine is not equipped with a status control module, proceed to Test Step 8.
Not OK - The resistance is less than 5 Ohms. The PWM converter has a short circuit.
Repair: Replace the PWM converter. Verify that the original problem is resolved.
STOP
Test Step 7. Check the Status Control Module for a Short Circuit
A. Connect the "+" and "−" connections to the status control module.
Expected Result:
Results:
OK - The resistance is greater than 5 Ohms. The status control module does not have a short circuit.
Not OK - The resistance is less than 5 Ohms. The status control module has a short circuit.
Repair: Replace the status control module. Verify that the original problem is resolved.
STOP
Test Step 8. Check the Harnesses for the Electronic Service Tool for a Short Circuit
A. Connect the harnesses for the electronic service tool to a service tool connector.
Expected Result:
Results:
OK - The resistance is greater than 5 Ohms. The harnesses for the electronic service tool do not have a
short circuit. Proceed to Test Step 9.
Not OK - The resistance is less than 5 Ohms. At least one harness for the electronic service tool has a
short circuit.
Repair: Repair the harness for the electronic service tool. Replace parts, if necessary. Verify that the
original problem is resolved.
STOP
Test Step 9. Check the Electronic Service Tool for a Short Circuit
A. Connect the DDT or a communications adapter to a service tool connector.
Expected Result:
Results:
OK - The resistance is greater than 5 Ohms. The DDT or the communications adapter does not have a
short circuit. Proceed to Test Step 9.
Not OK - The resistance is less than 5 Ohms. The DDT or the communications adapter has a short
circuit.
Repair: Replace the faulty component. Verify that the original problem is resolved.
STOP
Test Step 10. Check for a Voltage Drop
A. Verify that all of the connectors are connected.
C. Set the engine control to the STOP mode.
D. Measure the voltage across the power supply. Record the measurement.
E. Measure the voltage between terminals EISC-A and EISC-B. Record the measurement.
F. Measure the voltage between terminals J2-6 and J2-14. Record the measurement.
G. Measure the voltage between the + terminal and the − terminal of the status control module. Record
the measurement.
H. Measure the voltage between terminals A and B for the harness for the electronic service tool.
Expected Result:
The voltage measurement at the power supply is at least 18 VDC. The voltage that is measured at each
location is within two volts of the voltage that was measured at the power supply.
Results:
OK - The power supply voltage is correct. The voltage drop across the wiring is within the
specifications. The problem appears to be resolved.
Repair: The initial problem was probably caused by a poor electrical connection. If you are
troubleshooting an intermittent problem, refer to Troubleshooting, "Inspecting Electrical Connectors".
STOP
Not OK - The power supply voltage is incorrect or there is excessive voltage drop in the wiring.
Repair: Identify the source of the low voltage. Repair the faulty component or replace parts, if
necessary.
STOP
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Troubleshooting
G3500 Engines
i02024594
Engine Speed Sensor

SMCS - 1907-038
The engine speed sensor provides information about the engine speed to the Electronic Control Module
(ECM). The sensor is mounted on the flywheel housing. The ECM uses the signal from the sensor in order to
govern the speed of the engine.
Engine speed sensor for the ECM
The engine speed sensor is a powered type of sensor. The sensor receives 10 VDC from the ECM. This
voltage is shared with the inlet manifold temperature sensor.
The signal from the engine speed sensor varies in voltage and in frequency. The level of the signal varies
between 0 VDC and 14 VDC. The frequency of the signal can be measured with the following test
equipment:
Oscilloscope
An AC voltmeter that measures the frequency of the signal

The ECM monitors the signal from the engine speed sensor for these faults:
523-00 Engine Overspeed - The engine speed is greater than 2000 rpm. The ECM will send a shutdown
command to the EIS control module via the Cat data link.
523-02 Noisy Engine Speed Signal - The engine rpm is greater than 400 rpm and the ECM has measured an
acceleration rate that is greater than 2.5 rpm per millisecond. The engine will continue to run. However,
operation of the engine may be degraded.
523-11 No Engine Speed Signal - The EIS control measures an engine speed that is greater than 100 rpm.
The ECM measures an engine speed that is less than 75 rpm. The ECM will send a shutdown command to
the EIS control module via the Cat data link.
Schematic diagram of the engine speed sensor
Schematic diagram of the engine speed sensor
Test Step 1. Inspect the Electrical Connectors and the Wiring
Connectors for the engine speed sensor
(P1-2) 10 VDC for the engine speed sensor
(P1-3) Ground for the sensors
(P1-31) Engine speed signal
engine speed sensor.
b. Check the harnesses and the wiring for abrasion and for pinch points from the engine speed
sensor to the ECM.
Expected Result:
Results:
STOP

J1 connectors for the ECM
Connector for the engine speed sensor
Table 1
Resistance Measurements for the Harness for the Engine Speed Sensor
Terminal on the Connector for the Engine Speed
Terminal on the P1 Connector
Sensor
P1-3 (Ground for the sensors) B (Ground)
P1-2 (10 VDC for the engine speed

A (10 VDC for the engine speed sensor)
sensor)
P1-31 (Engine speed signal) C (Engine speed signal)
Expected Result:
Results:
for the engine speed sensor.
STOP
Table 2
Resistance Measurements for the Engine Speed Sensor
Terminals on the P1 Connector

All of the remaining terminals on the P1 connector
P1-2 (10 VDC for the engine speed sensor) The housing for the P1 connector
All of the terminals on the P2 connector

The housing for the P2 connector
P1-31 (Engine speed signal) All of the remaining terminals on the P1 connector

Expected Result:
Results:
OK - Each check of the resistance is greater than 5 Ohms. The wiring does not have a short circuit.
Not OK - At least one check of the resistance is less than 5 Ohms. The wiring for the engine speed
sensor has a short circuit.
STOP
Test Step 4. Check the Installation of the Engine Speed Sensor
A. Mark the installation of the engine speed sensor.
B. Loosen the locknut for the sensor.
C. Rotate the sensor clockwise until the sensor contacts a tooth of the flywheel. Note the number of turns
that are required in order for the sensor to contact the teeth of the tooth.
Expected Result:
At least one half of a turn is required in order for the sensor to contact a tooth of the flywheel. No more than
three quarters of a turn are required in order for the sensor to contact a tooth of the flywheel.
Results:
OK - The gap for the sensor was correct. Proceed to Test Step 5.
Not OK - The gap for the sensor was not correct. Proceed to Test Step 5.
Test Step 5. Inspect the Engine Speed Sensor
A. Remove the engine speed sensor from the flywheel housing.
B. Inspect the engine speed sensor for damage and for corrosion. Look for metal particles that may be
attached to the head of the sensor.
Expected Result:
The sensor is free of damage. There are no metal particles on the head of the sensor.
Results:
OK - The sensor is free of damage. There are no metal particles on the head of the sensor.
Repair: Reinstall the sensor. Refer to the engine's Specifications for the sensor's installation
procedure.
Not OK - The sensor is damaged or the sensor has metal particles that are attached to the head of the
sensor.
Repair: Clean the sensor, when possible. Replace the sensor, if necessary. Refer to the engine's
Specifications for the sensor's installation procedure.
Test Step 6. Check the Sensor's Power Supply
A. Connect all of the electrical connectors.
C. Disconnect the connector for the inlet manifold temperature sensor.
D. Set the engine control to the "STOP" mode.
E. At the connector for the engine speed sensor, measure the voltage between terminals A and B.
Expected Result:
The voltage is between 9.0 VDC and 11.0 VDC.
Results:
OK - The sensor is receiving the correct voltage from the ECM.
Repair: Perform the following steps:
1. Reconnect the connectors for the inlet manifold temperature sensor.
2. At the connector for the engine speed sensor, measure the voltage between terminals A and B.
The expected voltage is between 9.0 VDC and 11.0 VDC. If the voltage is incorrect, there is a
problem with the inlet manifold temperature sensor. Replace the inlet manifold temperature
sensor and perform this procedure again. Verify that the problem is resolved.
3. If the voltage is correct, verify that the original problem is resolved.
STOP
Not OK - The sensor is not receiving the correct voltage from the ECM.
Repair: Replace the ECM. Refer to Troubleshooting, "Replacing the ECM". Verify that the original
STOP
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Troubleshooting
G3500 Engines
i04548707
Engine Speed/Timing Sensor

SMCS - 1912-038
Typical example of a speed/timing sensor and timing ring
The speed/timing sensor provides information about engine speed and the position of the crankshaft to the
control module for the Electronic Ignition System (EIS). The sensor is powered by a sensor supply (13 VDC)
from the control module. The sensor is a magnetic pickup. The timing ring is mounted on the rear of the left
camshaft. As the teeth of the ring rotate past the sensor, the sensor generates a signal that matches the pattern
of the teeth.
The timing ring has a special tooth pattern that indicates the position of the camshaft and the direction of
rotation. When the engine rotates in the normal direction, the slots pass the speed/timing sensor in a
particular order.
With the information from the engine speed/timing sensor, the EIS control module is able to calculate the
positions of the pistons in the cylinders. The control module determines the desired ignition timing according
to the engine speed and load. If detonation is detected, the control module retards the timing of the affected
bank of cylinders. The control module sends voltage pulses to the ignition transformers for firing the spark
plugs according to the desired timing.
During engine operation, the control module will shut down the engine if the module detects a problem with
the signal from the speed/timing sensor. The control module will also generate a diagnostic code.
If there is a problem with the sensor signal during start-up but no diagnostic code is generated, the control
module will not initiate the ignition. The engine will not start. The corresponding diagnostic code is not
generated.
The most likely causes of the diagnostic code are a poor electrical connection or a problem in a wiring
harness. The next likely cause is a problem with the engine speed/timing sensor. The least likely cause is a
problem with the EIS control module.
Schematic diagram for the speed/timing sensor
Schematic diagram for the speed/timing sensor
Test Step 1. Inspect the Electrical Connectors and Wiring.
B. Thoroughly inspect the following connections:
EIS connector
Connectors for the speed/timing sensor
Speed/timing sensor
a. Check the harness and wiring for abrasion and for pinch points from the speed/timing sensor to
the control module.
b. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the
speed/timing sensor.
Expected Result:
Results:
STOP
A. Restore the electrical power to the engine.
B. Connect an electronic service tool to a service tool connector.
D. Configure the service tool to view the engine rpm.
E. Observe the engine rpm and set the engine control to the "START" mode. Crank the engine.
F. Continue to observe the engine rpm and allow the engine rpm to stabilize at the normal cranking
speed.
G. Set the engine control to the "STOP" mode.
Expected Result:
Before the engine is cranked, the engine speed is "0". The engine speed increases until the speed stabilizes at
the normal cranking speed. When the engine is stopped, the speed decreases back to "0". There is no
diagnostic code for the engine speed/timing sensor.
Results:
OK - The engine started and the engine ran properly. There is no diagnostic code for the speed/timing
sensor. The speed/timing sensor is operating properly.STOP
Not OK - The engine cranked. However, the electronic service tool did not display the correct engine
speed or a diagnostic code was activated. If the engine speed is incorrect and there is no diagnostic
code, proceed to Test Step 5. If a 320-05 diagnostic code or a 320-08 diagnostic code is activated,
proceed to Test Step 3. If a 320-07 diagnostic code is activated, proceed to Test Step 7.
EIS connector
Connector for the speed/timing sensor
Table 1
Resistance Measurements for the Harness for the Speed/Timing Sensor
Terminal on the Connector for the Speed/Timing
Sensor
EISC-Z (Ground for the speed/timing
B (Ground)
sensor)
EISC-J (13 VDC for the speed/timing
A (13 VDC for the engine speed/timing sensor)
sensor)
EISC-O (Engine speed/timing signal) C (Engine speed/timing signal)
Expected Result:
Each check of the resistance is less than five Ohms.
Results:
OK - Each check of the resistance is less than five Ohms. The wiring does not have an open circuit.
Not OK - At least one check of the resistance is greater than five Ohms. There is an open in the wiring
for the speed/timing sensor.
STOP

Table 2
Resistance Measurements for the Speed/Timing Sensor

All of the remaining terminals on the EIS connector
EIS-Z (Ground for the speed/timing sensor)
The housing for the EIS connector


EISC-O (Engine speed/timing signal)
Expected Result:
Each check of the resistance is greater than five Ohms.
Results:
OK - Each check of the resistance is greater than five Ohms. The wiring does not have a short circuit.
Not OK - At least one check of the resistance is less than five Ohms. The wiring for the speed/timing
STOP
Test Step 5. Check the Sensor
A. Remove the speed/timing sensor.
B. Inspect the condition of the sensor. Look for signs of wear and for contaminants. Clean any debris
from the sensor.
Expected Result:
The sensor is in good condition.
Results:
OK - The sensor is not damaged.
Repair: Install the sensor.
NOTICE
The plastic sliphead must be fully extended when the speed/timing

sensor is installed so that the sensor maintains the correct clearance
with the timing ring. If the correct clearance is not maintained, the
signal from the sensor will not be generated.
Do not install the sensor's plastic sliphead between the teeth of the
timing ring. Damage to the plasic sliphead will result. Before installing
the sensor, ensure that a tooth of the ring is visible in the mounting hole
for the sensor.
1. Use the following steps to install the speed/timing sensor:
a. Ensure that a tooth on the timing ring is visible in the mounting hole for the sensor.
b. Coat the threads of the sensor with 4C-5597 Anti-Seize Compound .
c. Install the sensor until the sensor contacts the tooth of the timing ring. Then unscrew the
sensor for approximately 130 degrees in order to obtain a clearance of 1 mm (0.04 inch).
Tighten the sensor to 40 ± 5 N·m (30 ± 4 lb ft).
STOP
Not OK - There is a problem with the sensor.
Repair: Install a new sensor. Calibrate the sensor. Refer to Troubleshooting, "Engine Speed/Timing
Sensor - Calibrate".
If the condition is not resolved, proceed to Test Step 6.
Test".
Expected Result:
Results:
STOP
STOP
Test Step 7. Check the Pattern of the Slots on the Timing Gear
A. Remove the camshaft housing cover.
B. Manually rotate the engine in the direction of normal rotation until a wide slot is located beneath the
plastic sliphead of the speed/timing sensor.
Note: The timing ring has 24 slots in the outer diameter. Twenty-one of the slots are narrow. Three of
the slots are about 2.5 times wider than the rest of the slots.
C. Manually rotate the engine in the direction of normal rotation. Observe the pattern of the slots that pass
beneath the speed/timing sensor. The slots must be in the following order:
One wide slot
Three narrow slots
Two wide slots
18 narrow slots
Expected Result:
The pattern of the slots is correct.
Results:
OK - The pattern of the slots is correct. The timing ring is installed correctly.
Repair: The 320-07 diagnostic code was caused by one of the following conditions:
The engine was cranking in the reverse direction.
The engine was running in the reverse direction.
Check the driven equipment and make repairs. Verify that the original problem is resolved.
STOP
Not OK - The pattern of the slots is incorrect. The timing ring is installed incorrectly.
Repair: Install the timing ring correctly. Refer to the engine Disassembly and Assembly manual for
the correct procedure for installation of timing ring.
STOP
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Troubleshooting
G3500 Engines
i02024603
Engine Speed Switch

SMCS - 7332-038-VF
Note: The idle/rated switch only applies to engines that are equipped with the air/fuel ratio control.
The air/fuel ratio control has an input for the desired speed. The Electronic Control Module (ECM) uses the
desired speed input only when the idle/rated switch is in the "RATED" position.
There are no diagnostics for the idle/rated switch. Perform this procedure if the engine does not respond to a
change in the position of the switch.
When the switch is in the "IDLE" position, the circuit is open. When the switch is in the "RATED" position,
a ground is supplied to the J1-36 input of the ECM.
Schematic diagram of the idle/rated switch
The engine is equipped with a remote control panel that includes a status control module and air/fuel ratio control. The idle/rated
switch is shown in the "IDLE" position.
Schematic diagram of the idle/rated switch
with air/fuel ratio control. The idle/rated switch is shown in the "IDLE" position.
J1/P1 connectors on the ECM
Connections for the idle/rated switch
(P1-36) Input for idle/rated switch
idle/rated switch.
points between the idle/rated switch and the ECM.
Expected Result:
Results:
STOP
B. Disconnect the P1/J1 connectors.
C. Use a multimeter to check for an open circuit between the points that are listed in Table 1. During each
Table 1
Resistance Measurements for the Wiring for the Idle/Rated Switch
Connector and Terminal Terminal on the Idle/Rated Switch
The terminal that is connected to the C271-BK wire or the

P1-3 (Ground for the sensors)
C270-BK wire
P1-36 (Input for the idle/rated

The terminal that is connected to the C273-WH wire
switch)
Expected Result:
Results:
Not OK - At least one check of the resistance is greater than 5 Ohms.
STOP
A. Disconnect the wiring from the idle/rated switch.
B. Measure the resistance between terminal J1-36 and all of the other terminals on the J1 connector.
Expected Result:
Results:
Not OK - At least one check of the resistance is less than 5 Ohms. The wiring has a short circuit.
STOP
Test Step 4. Check the Idle/Rated Switch
A. Set the idle/rated switch to the "IDLE" position.
B. Measure the resistance between the terminals of the switch. Record the measurement.
C. Set the idle/rated switch to the "RATED" position.
D. Measure the resistance between the terminals of the switch. Record the measurement.
Expected Result:
When the switch was in the "IDLE" position, the measurement was an open circuit. When the switch was in
the "RATED" position, the measurement was a short circuit.
Results:
OK - The switch is operating correctly.
1. Reconnect all of the connectors and the wiring.
2. Run the engine and check the operation of the switch.
3. If the engine does not respond to a change in the position of the switch, replace the ECM. Refer
to Troubleshooting, "Replacing the ECM". Verify that the original problem is resolved.
4. If the engine responds to a change in the position of the switch, the problem is resolved.
If you are troubleshooting an intermittent problem, refer to Troubleshooting, "Inspecting

STOP
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Troubleshooting
G3500 Engines
i02546168
Fuel Actuator
SMCS - 1716-038
The air/fuel ratio control includes a fuel actuator. The fuel actuator is controlled by the ECM. Mechanical
linkage connects the fuel actuator to the fuel valve. The ECM controls the position of the actuator in order to
adjust the amount of fuel that enters the carburetor. Varying the flow of the fuel affects the air/fuel ratio.
The ECM varies the current flow through the actuator's armature in order to position the actuator. The ECM
sends the current in pulses. The current flow of the pulses is limited to a maximum of four amperes. The
frequency of the pulses is determined by the load on the actuator.
The ECM calibrates the fuel actuator during the power up sequence. When power is first applied to the
ECM, the calibration runs for approximately fifteen seconds. The ECM performs these steps in order to
calibrate the fuel actuator:
The ECM drives the actuator to the closed position for approximately three seconds.
The ECM smoothly drives the actuator to the fully open position.
The ECM holds the actuator at the full open position for approximately three seconds.
The ECM removes the command signal from the actuator. A spring that is inside the actuator returns
the actuator to the closed position.
The actuator provides a position feedback signal to the ECM. The ECM monitors the position feedback
signal. If the position feedback signal does not equal the value that is expected by the ECM, a diagnostic
code is generated.
The ECM applies 5.7 VDC to the actuator for the position feedback signal.
The ECM can generate the following diagnostic codes for the fuel actuator:
576-02 Position Control Failure - The engine speed is greater than 700 rpm. The difference between the
actual position of the actuator and the desired position of the actuator is greater than 15 percent of the
actuator's maximum travel.
577-11 Gain Fault - The calibration of the actuator has been completed. The full range of the actuator's
travel is not within the specifications.
578-11 Offset Fault - The calibration of the actuator has been completed. The minimum position of the
actuator is not within the specifications.
The ECM will not shut down the engine when a fault for the fuel actuator is detected. The engine will run.
However, engine performance or emissions may be degraded.
The most likely cause of a diagnostic code is a problem with the linkage. The next likely cause is a problem
with the wiring. The next likely cause is a problem with the actuator. The least likely cause is a problem with
the ECM.
Schematic diagram of the fuel actuator
Schematic diagram of the fuel actuator
Connectors for the ECM
Connectors for the fuel actuator
(P2-1) Position feedback signal
(P2-2) 5.7 VDC for the position sensor
(P2-5) Actuator drive
(P2-13) Actuator drive
(P2-16) Ground for the position sensor
fuel actuator.
b. Check the harnesses and the wiring for abrasion and for pinch points from the fuel actuator to
the ECM.
Expected Result:
Results:
STOP
Test Step 2. Check the Operation of the Fuel Actuator
A. If the engine is running, stop the engine.
C. Observe the fuel actuator. Restore the electrical power to the engine. Check the pointer of the actuator
during the self test.
Expected Result:
The pointer is at zero percent for approximately three seconds. Then, the pointer smoothly moves to 100
percent. The pointer remains at 100 percent for approximately three seconds. Then, the pointer moves to zero
percent.
Results:
OK - The actuator correctly performs the self test.
Repair: Start the engine and run the engine. Operate the engine at various speeds and loads. Verify
that there are no diagnostic codes for the fuel actuator. If there are no codes for the fuel actuator, the
problem is resolved. STOP.
If there are diagnostic codes for the fuel actuator, proceed to Test Step 3.
Not OK - The pointer for the actuator does not move or the pointer's movement is erratic. Proceed to
Test Step 3.
Not OK - The pointer immediately moves to 100 percent. The pointer remains at 100 percent for
several seconds. Then, the pointer moves to zero percent.
Repair: The signal wires for the fuel actuator are reversed.Identify the location of the faulty
connections. Connect the wires correctly. Verify that the original problem is resolved.
STOP
Test Step 3. Check the Linkage Between the Fuel Actuator and the Fuel Valve
B. Inspect the linkage between the fuel actuator and the fuel valve. Move the linkage throughout the
entire range. Check the linkage for binding. Verify that the pointer moves smoothly from zero percent
to 100 percent.
Expected Result:
The linkage does not bind. The pointer moves smoothly throughout the entire range.
Results:
OK - The linkage does not bind. The pointer moves smoothly throughout the entire range. Proceed to
Test Step 4.
Not OK - There is binding in the linkage. The linkage does not move smoothly throughout the entire
range.
Repair: Repair the linkage. Refer to the engine's Disassembly and Assembly manual.
STOP
P2 connector
Connector for the fuel actuator
Table 1
Resistance Measurements for the Harness for the Fuel Actuator
Terminal on the P2 Connector Terminal on the Connector for the Fuel Actuator
P2-1 (Position feedback signal) A (Position feedback signal)

P2-2 (5.7 VDC for the position sensor) D (5.7 VDC for the position sensor)
P2-5 (Actuator drive) B (Actuator drive)

P2-13 (Actuator drive) C (Actuator drive)
P2-16 (Ground for the position sensor) E (Ground for the position sensor)
Expected Result:
Results:
for the fuel actuator.
STOP
Table 2
Resistance Measurements for the Harness for the Fuel Actuator

P2-1 (Position feedback signal)

P2-2 (5.7 VDC for the position sensor)

P2-5 (Actuator drive)

P2-13 (Actuator drive)

P2-16 (Ground for the position sensor)
Expected Result:
Results:
Reconnect all of the electrical connectors. Proceed to Test Step 6.
Not OK - At least one check of the resistance is less than 5 Ohms. The wiring for the engine speed
STOP
Test Step 6. Check the Operation of the Fuel Actuator
A. Observe the fuel actuator. Restore the electrical power to the engine. Check the pointer of the actuator
during the self test. Verify that the operation of the actuator is correct during the self test.
B. Start the engine and run the engine. Operate the engine at various speeds and loads. Verify that there
are no diagnostic codes for the fuel actuator.
Expected Result:
The fuel actuator operates correctly during the self test. The fuel actuator operates correctly during engine
operation at various speeds and loads.
Results:
OK - The fuel actuator operates correctly. The problem seems to be resolved.
Repair: The original problem was probably caused by a poor electrical connection. If you are
troubleshooting an intermittent problem, refer to Troubleshooting, "Inspecting Electrical Connectors".
STOP
Not OK - The fuel actuator does not operate correctly.
1. Temporarily install a new fuel actuator. Refer to the engine's Disassembly and Assembly manual
for the removal procedure and the installation procedure.
2. Perform a calibration of the new fuel actuator. Start the engine and run the engine. Operate the
engine at various speeds and loads. Verify that the problem is resolved.
3. If the problem is not resolved, reinstall the original fuel actuator. Replace the ECM. Refer to
Troubleshooting, "Replacing the ECM".
4. Perform a calibration of the new fuel actuator. Start the engine and run the engine. Operate the
engine at various speeds and loads. Verify that the problem is resolved.
STOP
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G3500 Engines
i02024607
Ignition Shutdown Circuit

SMCS - 1901-038
The control module for the Electronic Ignition System (EIS) has an input for terminating the ignition. When
the input is an open circuit, ignition is terminated. When the input is connected to ground, ignition will occur,
if necessary.
There are no diagnostics for the input for ignition shutdown. However, the control module will generate a
331-11 diagnostic code for these conditions:
A normal shutdown is initiated and the actual rpm does not decrease by 100 rpm within five seconds.
More than five seconds are required for the engine speed to decrease from 100 rpm to zero rpm.
There is an additional diagnostic feature if the engine is equipped with the optional Status Control Module
(SCM). The SCM monitors an engine speed sensor. A 331-11 diagnostic code will be generated when both
of the following conditions are true:
The SCM detects an engine speed of zero rpm.
The EIS control module detects an engine speed that is above 100 rpm.
When both of these conditions are true, the following events occur:
The SCM terminates the flow of fuel.
The SCM opens the circuit for ignition shutdown.
The EIS control module terminates the ignition.
The EIS control module generates a 331-11 diagnostic code.
This situation can be caused when too many devices are connected to the speed sensor for the SCM.
The circuit for ignition shutdown includes the emergency stop button. Pressing the emergency stop button
opens the circuit for ignition shutdown. The ignition is immediately terminated.
Schematic diagram of the circuit for ignition shutdown
The engine is equipped with a remote control panel that includes a status control module.
EIS connectors for the EIS control module
Connections for each emergency stop switch
Connections on the back of the SCM (if equipped)
Shutdown relays and/or switches that are provided by the customer
(EISC-B) −Battery
(EISC-L) Input for ignition shutdown
ignition shutdown.
points between the device that requests ignition shutdown and the EIS control module.
Expected Result:
Results:
STOP
A. Disconnect the EIS connectors.

B. Verify that all of the emergency stop buttons are set for normal operation.
C. If the engine is equipped with a SCM, measure the resistance between EISC-L and terminal 24 on the
SCM. Otherwise, measure the resistance between EISC-L and the device that opens the circuit for
terminating the ignition.
Expected Result:
Results:
Not OK - At least one check of the resistance is greater than 5 Ohms. The wiring has an open circuit.
STOP
A. Disconnect wire M200-BK from terminal 24 on the SCM (if equipped). Otherwise, disconnect the
wire from the device that opens the circuit for terminating the ignition.
B. Measure the resistance between terminals EISC-L and EISC-B.
Expected Result:
Results:
OK - The resistance is greater than 5 Ohms. The wiring does not have a short circuit. Proceed to Test
Step 4.
Not OK - The resistance is less than 5 Ohms. The wiring has a short circuit.
STOP
Test Step 4. Check the Operation of the Circuit for Ignition Shutdown
A. Reconnect all of connectors and the wiring.
C. Start the engine.
D. Set the engine control to the "OFF/RESET" mode.
Expected Result:
The engine shuts down. A 331-11 code is not generated.
Results:
OK - The engine shut down. A 331-11 code is not generated.STOP
Not OK - The engine did not shut down properly or there is a 331-11 diagnostic code.
Repair: If the engine is equipped with the optional SCM, check the operation of the SCM. Refer to
Testing and Adjusting, SENR6420.If the command for the ignition shutdown is provided by the
customer's equipment, test the equipment according to the appropriate literature. Verify that the
customer's equipment is operating correctly.
If the problem is not resolved, proceed to Test Step 5.
Test".
Expected Result:
Results:
STOP
STOP
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G3500 Engines
i02024613
Ignition Transformers Primary Circuit

SMCS - 1561-038
The control module for the Electronic Ignition System (EIS) has internal circuit drivers for the ignition
transformers. Each circuit driver creates a signal of approximately 190 volts. The signal goes to the high side
of the primary circuits of the ignition transformers. The transformers deliver high voltage (8000 to 32,000
volts) to the spark plugs.
The wiring for the primary ignition circuits is contained in two harnesses. One harness runs between the EIS
control module and a bulkhead connector. Another harness runs between the bulkhead connector and each
ignition transformer. This harness is adjacent to each camshaft on the inside of the engine.
If the engine is configured for Canadian Standards Association (CSA), the wiring for the primary ignition
circuits is routed through a distribution panel and a length of conduit in order to connect the control module
to the bulkhead connector.
The wiring for each transformer consists of a high side wire and a low side wire.
The control module monitors the wiring and the transformers. The module checks the circuits for these
faults:
A short circuit between a high side wire and +Battery
A short circuit between a high side wire and −Battery
A short circuit between a low side wire and +Battery
A short circuit between a low side wire and −Battery
A short circuit between a high side wire and a low side wire
An open circuit
All of the low side wires are connected together inside the control module. A short circuit on one of the low
side wires will affect all of the low side wires.
Table 1 lists the diagnostic codes that apply to the primary ignition circuits. In the table, XXX indicates the
number of the particular cylinder.
Table 1
Diagnostic Codes for the Primary Ignition Circuits
Code
Conditions Which Can Cause the Code
A low side wire is shorted to a positive voltage source.

300-
The control module cannot determine the cylinder because all of the low side wires are connected
03
together. You must determine the particular low side wire that has the short circuit.
A low side wire is shorted to ground or −Battery.

300-
The control module cannot determine the cylinder because all of the low side wires are connected
04
together. You must determine the particular low side wire that has the short circuit.
XXX- There is an open in the primary ignition circuit. The open circuit could be in a wire, in a
05 transformer, or inside the control module.
XXX- A high side wire is shorted to positive voltage source or to ground. Alternatively, the control
06 module may be faulty.
A high side wire is shorted to a low side wire.
XXX-
The transformer may have a short circuit.
12
Alternatively, the control module may be faulty.
The control module will not shut down the engine for a faulty ignition circuit. The engine will continue to
run. However, these conditions may lead to misfire which can cause lugging of the engine. Lugging of the
engine can cause a shutdown.
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 EIS control module.
Schematic diagram for the primary ignition for the 8 cylinder engine
EIS connectors for the EIS control module

Bulkhead connector
C. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for the primary
ignition circuits.
Expected Result:
Results:
STOP
Test Step 2. Check for Diagnostic Codes for the Primary Circuits
C. Attempt to start the engine. Use the service tool in order to determine if the following codes are
activated:
300-03 Primary Return short to +batt
300-04 Primary Return short to ground
301-05 Ignition Transformer Primary #1 open circuit through 316-05 Ignition Transformer
Primary #16 open circuit
301-06 Ignition Transformer Primary #1 short through 316-06 Ignition Transformer Primary #16
short
301-12 Ignition Transformer Primary #17 short to return through 316-12 Ignition Transformer
Primary #16 short to return
Note: If a diagnostic code for the primary circuit is not currently activated, attempt to repeat the
condition that activated the code. Run the engine to full operating temperature.
Expected Result:
None of the above diagnostic codes are activated.
Results:
No Code - The primary ignition is working properly.STOP
-03 Code or a -04 Code - A low side wire has a short circuit. Proceed to Test Step 3.
-05 Code - There is an open circuit. Proceed to Test Step 5.
-06 Code or a -12 Code - A high side wire has a short circuit. Proceed to Test Step 7.
Test Step 3. Check the Low Side Wires for a Short Circuit
A. Set the engine control to the OFF/RESET mode.
C. Disconnect the EIS connector.
D. Table 2 lists the terminations for the low side wires at the EIS connector. The table can be used to
identify the particular wire that has a short circuit.
Table 2
Terminals for the Low Side Wires at the EIS Connector
Number of Cylinders
Cylinder 8 12 16
1 n n n
2 t y t
3 z q p
4 p z x
5 x p w
6 v k z
7 w e m
8 y x s
9 w v
10 u y
11 v e
12 t k
13 c
14 g
15 q
16 u
Terminals on the EIS connector that is attached to the engine harness
E. Measure the resistance between each terminal that is listed in the "16 Cylinder" column of Table 2 and
the following terminals.
Note: The terminals for all of the low side wires must be checked, even if the engine has less than 16
cylinders. All of the terminals are connected together inside the control module. A short circuit on an
unused terminal can cause the code to be activated.
During each measurement, wiggle the wires in the harness in order to check for an intermittent
problem. Be sure to wiggle the wires near each of the connectors.
EISC-A (+Battery)
EISC-B (−Battery)
EISC-T (Timing Calibration)
EISC-Y (Ground for the Left Detonation Sensor)
EISC-Z (Ground for the Speed/Timing Sensor)
EISC-d (Ground for the Right Detonation Sensor)
EISC-h (Diagnostic Reset)
EISC-j (Input for the selection of timing for propane)
Engine block surface
Expected Result:
Results:
OK - The low side wires do not have a short circuit. The EIS control module may be faulty.
1. Reconnect the EIS connector.
3. Start the engine. Attempt to repeat the condition that activated the code. Run the engine to full
operating temperature.
4. If the diagnostic code does not recur, the problem was probably caused by a poor electrical
connection. STOP.
If the diagnostic code returns, proceed to Test Step 10.
Not OK - At least one check of the resistance is less than 5 Ohms. Make a note of the wire that failed
the resistance check. The harness that is inside the engine may have a problem. Proceed to Test Step 4.
Test Step 4. Check the Internal Harness for a Short Circuit
A. Disconnect the bulkhead connectors.
Terminals on the bulkhead connector that is attached to the engine block face.
B. Refer to Table 3. Measure the resistance between all of the terminals that are listed and the engine
block surface.
Table 3
Terminals for the Low Side Wires at the Bulkhead Connector
Terminal on the Bulkhead Connector

Cylinder
1 B
2 W
3 D
4 Z
5 F
6 d
7 H
8 f
9 R
10 j
11 P
12 m
13 M
14 p
15 K
16 s
Expected Result:
Results:
OK - The resistance checks of the low side wires inside the internal harness are good. The external
harness has a short circuit in a low side wire.
Repair: The low side wire that has a short circuit was identified in the previous test step. Repair the
connection and/or the wire, when possible. Replace parts, if necessary. Verify that the problem is
resolved.
STOP
Not OK - At least one check of the resistance for the internal harness was less than 5 Ohms. The
internal harness has a short circuit in a low side wire.
STOP
Side view of the transformer and the connector
(1) Valve cover
(2) 2-pin connector for the transformer
D. Remove valve cover (1) for the suspect cylinder. Inspect the harness and connector (2) for the
transformer. Check for corrosion, for abrasion, and for pinch points.
E. Disconnect the connector for the ignition transformer.
F. Refer to Table 4. Identify the terminals for the high side wire and the low side wire for the suspect
cylinder.
Table 4
Terminals for the Ignition Wires at the EIS Connector
Number of Cylinders
Cylinder Wire 8 12 16
High AA AA AA
1
Low n n n
High AB r AB
2
Low t y t
High AD f AE
3
Low z q p
High AE AD AF
4
Low p z x
High AF AE AC
5
Low x p w
6 High AG R AD
Low v k z
High AC W X
7
Low w e m
High r AF b
8
Low y x s
High AC AG
9
Low w v
High a r
10
Low u y
High AG W
11
Low v e
High AB R
12
Low t k
High N
13
Low c
High S
14
Low g
High F
15
Low q
High A
16
Low u
G. Measure the resistance of the high side wire and the low side wire for the suspect cylinder. Take the
measurements between the EIS connector and the harness connector for the transformer. The high side
wire is connected to terminal "1" on the harness connector for the transformer. The low side wire is
connected to terminal "2" on the harness connector for the transformer.
Expected Result:
Both of the resistance checks are less than 5 Ohms.
Results:
OK - The two wires between the EIS connector and the harness connector for the transformer have
continuity. Proceed to Test Step 9.
Not OK - At least one of the wires between the EIS connector and the harness connector for the
transformer has an open circuit. The harness that is inside the engine may have a problem. Make a note
of the wire that failed the resistance check. Proceed to Test Step 6.
Test Step 6. Check the Internal Harness for an Open Circuit

A. Disconnect the bulkhead connector.
B. Refer to Table 5. Identify the terminals for the high side wire and the low side wire for the suspect
cylinder.
Table 5
Terminals for the Wiring at the Bulkhead Connector
Cylinder Wire Terminals on the Bulkhead Connector
High B
1
Low A
High W
2
Low V
High D
3
Low C
High Z
4
Low X
5 High F
Low E
High d
6
Low c
High H
7
Low G
High f
8
Low e
High R
9
Low J
High j
10
Low h
High P
11
Low N
High m
12
Low k
High M
13
Low L
High p
14
Low n
High K
15
Low S
High s
16
Low r
C. Measure the resistance of the high side wire and the low side wire for the suspect cylinder. Take the
measurements between the bulkhead connector and the harness connector for the transformer. The
high side wire is connected to terminal "1" on the harness connector for the transformer. The low side
wire is connected to terminal "2" on the harness connector for the transformer.
Expected Result:
Both of the resistance checks are less than 5 Ohms.
Results:
OK - The two wires between the bulkhead connector and the connector for the transformer have
continuity. The wiring for the suspect cylinder between the EIS connector and the bulkhead connector
Repair: The wire that has the open circuit was identified in the previous test step. Repair the
connection and/or the wire, when possible. Replace parts, if necessary. Verify that the problem is
resolved.
STOP
Not OK - There is an open circuit in the wiring between the bulkhead connector and the harness
connector for the transformer.
STOP
Test Step 7. Check the High Side Wire in the External Harness for a Short Circuit to the +Battery or
the −Battery
D. Disconnect the bulkhead connector.
E. Table 6 lists the terminations for the high side wires at the EIS connector.
Table 6
Terminals for the High Side Wires at the EIS Connector
Number of Cylinders
Cylinder 8 12 16
1 AA AA AA
2 AB r AB
3 AD f AE
4 AE AD AF
5 AF AE AC
6 AG R AD
7 AC W X
8 r AF b
9 AC AG
10 a r
11 AG W
12 AB R
13 N
14 S
15 F
16 A
F. Refer to Table 6. Measure the continuity of the high side wire for the suspect cylinder. Take the
measurement between the appropriate terminal on the EIS connector and all of the remaining terminals
on the EIS connector. During each measurement, wiggle the wires in the harness in order to check for
an intermittent problem. Be sure to wiggle the wires near each of the connectors.
Expected Result:
Results:
OK - Each check of the resistance is greater than 5 Ohms. The high side wire in the external harness
does not have a short circuit. Proceed to Test Step 8.
Not OK - At least one check of the resistance is less than 5 Ohms. The high side wire in the external
harness has a short circuit.
STOP
Test Step 8. Check the High Side Wire for a Short to a Return Wire
A. Refer to Table 7. At the bulkhead connector, measure the resistance between the terminal for the high
side wire for the suspect cylinder and the terminals for every low side wire.
Table 7
Terminals for the Wiring at the Bulkhead Connector
Cylinder Wire Terminals on the Bulkhead Connector
High B
1
Low A
High W
2
Low V
High D
3
Low C
High Z
4
Low X
High F
5
Low E
6 High d
Low c
High H
7
Low G
High f
8
Low e
High R
9
Low J
High j
10
Low h
High P
11
Low N
High m
12
Low k
High M
13
Low L
High p
14
Low n
High K
15
Low S
High s
16
Low r
Expected Result:
Results:
OK - Each check of the resistance is greater than 5 Ohms. The high side wire for the suspect cylinder
does not have a short circuit. Proceed to Test Step 9.
Not OK - At least one check of the resistance is less than 5 Ohms. The high side wire for the suspect
cylinder has a short circuit. The internal harness has a problem. The problem may be with a connector.
STOP
Test Step 9. Check the Transformer
A. Temporarily install a new transformer for the suspect cylinder. Refer to Disassembly and Assembly,
SENR6419, "Valve Cover and Spark Plug - Remove and Install".
C. Start the engine. Attempt to duplicate the conditions that generated the code. Run the engine to full
Expected Result:
There are no diagnostic codes for the primary ignition.
Results:
OK - There are no diagnostic codes for the primary ignition. The problem is resolved.
Repair: Reinstall the original transformer. Refer to Disassembly and Assembly, SENR6419, "Valve
Cover and Spark Plug - Remove and Install".
STOP
Not OK - The diagnostic code for the cylinder is still activated. Proceed to Test Step 10.
Test".
Expected Result:
Results:
OK - The EIS control module passed the self test.
STOP
Not OK - The EIS control module failed the self test.
STOP
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Troubleshooting
G3500 Engines
i02355596
Ignition Transformers Secondary Circuit and Spark Plugs

SMCS - 1555-038; 1561-038
The ignition transformers initiate combustion by providing high voltage to the spark plugs. The positive
output from the secondary circuit of the transformer is at the connection for the terminal of the transformer
and the terminal of the spark plug. The transformers are located underneath the valve covers. Each
transformer is grounded to a valve cover via a ground spring.
Ignition transformer and spark plug
(1) Ground spring
(2) 2-pin connector
(3) Secondary spark plug terminal
(4) Extension
(5) O-ring seal
(6) Spark plug
The secondary circuit of the transformer provides an initial 8,000 to 32,000 volts to the spark plug. This
voltage ionizes the spark plug gap. This voltage is then reduced to about 1000 volts. The total duration of the
spark is approximately 400 microseconds.
The control module checks the secondary circuit for these faults:
The voltage in the secondary circuit is abnormally low.
The voltage in the secondary circuit is abnormally high.
The voltage in the secondary circuit has reached the maximum limit.
Excessive ignition system noise
Abnormal voltages in a secondary circuit will not directly shut down the engine. However, these conditions
may lead to misfire which can cause lugging of the engine. Lugging of the engine can cause a shutdown.
If there is excessive ignition system noise and the date of the EIS control module's software is earlier than
October 1994, the control module will not shut down the engine. If there is excessive ignition system noise
and the date of the EIS control module's software is October 1994 or later than October 1994, the control
module will shut down the engine.
Test Step 1. Check for Diagnostic Codes for the Secondary Circuits
B. Attempt to start the engine. Use the service tool in order to determine if the following codes are
activated:
401-00 Ignition Transformer Secondary #1 maintenance needed through 416-00 Ignition

Transformer Secondary #16 maintenance needed
401-05 Ignition Transformer Secondary #1 open circuit through 416-05 Ignition Transformer
Secondary #16 open circuit
401-06 Ignition Transformer Secondary #1 short to ground through 416-06 Ignition Transformer
Secondary #16 short to ground
401-12 Ignition Transformer Secondary #1 noisy component through 416-12 Ignition

Transformer Secondary #16 noisy component
Note: If a diagnostic code for the secondary circuit is not currently activated, attempt to repeat the
condition that activated the code. Run the engine to full operating temperature.
Expected Result:
Results:
No Code - The secondary ignition is working properly.STOP
Code - The secondary ignition is not working properly. Proceed to Test Step 2.
Test Step 2. Inspect the Transformer
Ignition systems can cause electrical shocks. Avoid contacting the

ignition system components and wiring.
Do not attempt to remove the valve covers when the engine is operating.
The transformers are grounded to the valve covers. Personal injury or
death may result and the ignition system will be damaged if the valve
covers are removed during engine operation. The engine will not
operate without the valve covers.
(1) Valve cover
(2) 2-pin connector
B. Remove valve cover (1) from the suspect cylinder.
NOTICE
Pulling on the wiring harness may break the wires. Do not pull on the
wiring harness.
C. Disconnect connector (2). Remove the transformer from the engine.
(3) Screw
(4) Ground spring
(5) Spacer
(6) Secondary terminal
(7) Extension
(8) O-ring seal
D. Inspect the body of the transformer and ground spring 4 for corrosion and/or damage. Verify that the
screws (3) for the ground spring are secure.
E. Inspect the secondary terminal (6) for the spark plug inside the extension for corrosion and/or damage.
F. Inspect the O-ring seal (8) inside the extension for damage.
G. Check for a secure connection between the transformer and the spark plug.
Note: Punch through is caused by misfire in the engine that does not generate a diagnostic code.
H. Check the extension near the spacer for signs of punch through (pin holes) and/or arcing.
NOTICE
The extension can be scratched and damaged with a wire brush. Do not
use a wire brush on the extension.
I. Clean any deposits from the inside of the extension. Use a 6V-7093 Brush with isopropyl alcohol.
Expected Result:
The transformer is in good condition.
Results:
OK - The transformer appears to be in good condition. Proceed to Test Step 3.
Not OK - An inspection found a problem with the transformer.
Repair: Repair the transformer, when possible. Replace the transformer, if necessary. Be sure to use
the correct transformer for the Electronic Ignition System.Verify that the original problem is
resolved.
STOP
Test Step 3. Check the Resistance of the Transformer's Secondary Winding
A. Measure the resistance of the ignition transformer according to the engine's Testing and Adjusting
manual.
Expected Result:
The resistance is within the specifications.
Results:
OK - The resistance of the transformer's secondary winding is correct. Proceed to Test Step 4.
Not OK - The resistance of the transformer's secondary winding is not correct.
Repair: Verify that the electrical power is removed from the engine. Replace the ignition transformer.
Make sure that you use the correct transformer for the Electronic Ignition System.
STOP
Test Step 4. Check the Spark Plug
A. Perform the following procedures according to the instructions in the engine's Operation and
Maintenance Manual.
a. Remove the spark plug from the cylinder head.
b. Inspect the spark plug.
c. Clean the spark plug.
d. Measure the resistance of the spark plug.
Expected Result:
The spark plug is in good condition.
Results:
OK - The spark plug is in good condition. Proceed to Test Step 5.
Not OK - The spark plug is not in good condition.
Repair: Discard the spark plug. Install a new spark plug according to the instructions in the engine's
Operation and Maintenance Manual.Verify that the original problem is resolved.
STOP
Test Step 5. Operate the Engine
A. Install the spark plug according to the instructions in the engine's Operation and Maintenance Manual.
B. Install the transformer and the valve cover.
D. Start the engine and operate the engine in order to generate the diagnostic code again.
Expected Result:
A diagnostic code is not generated.
Results:
OK - A diagnostic code is not generated. Proceed with normal operation.STOP
Not OK - A diagnostic code is generated. Proceed to Test Step 6.
Test Step 6. Isolate the Spark Plug and the Transformer
A. Switch the suspect transformer with a transformer from a different cylinder that is known to be good.
Install the transformers. Install the valve covers.
B. Reset the control system. Clear any diagnostic codes.
C. Start the engine and operate the engine in order to generate the diagnostic code again.
Expected Result:
The diagnostic code is generated for the suspect transformer.
Results:
Yes - The diagnostic code is generated for the suspect transformer.
Repair: Verify that the electrical power is removed from the engine. Replace the faulty transformer.
Make sure that you use the correct transformer for the Electronic Ignition System.
STOP
No - The diagnostic code is generated for the original cylinder.
Repair: Set the engine control to the OFF/RESET mode. Remove the electrical power from the
engine. Install a new spark plug according to the instructions in Operation and Maintenance Manual,
"Ignition System Spark Plugs - Check/Adjust/Replace".Verify that the original problem is resolved.
STOP
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Troubleshooting
G3500 Engines
i02711069
Inlet Manifold Pressure Sensor

SMCS - 1058-038-PXS
If the engine is not equipped with the optional air/fuel ratio control, the inlet manifold pressure sensor is
connected to the control module for the Electronic Ignition System (EIS).
If the engine is equipped with the air/fuel ratio control, the sensor is connected to the Electronic Control
Module (ECM). The ECM sends the value of the inlet manifold pressure to the EIS control module via the
Cat Data Link.
The EIS control module uses the value of the inlet manifold pressure to adjust the ignition timing. The ECM
uses the value to enhance these functions:
Emission control
Engine speed governing
A problem with the circuit for the inlet manifold pressure sensor will not shut down the engine. However,
emissions and engine performance may be degraded.
The signal for the inlet manifold pressure sensor is checked for these faults:
Short to a positive voltage source
Short to ground
Noise
The value of the inlet manifold pressure can be viewed on an electronic service tool. The value is displayed
in kPa. When the engine is not running, the value of the inlet manifold pressure should be between 95 and
105 kPa. Table 1 lists the approximate conversion factors for other units of measurement.
Table 1
Approximate Conversion Factors
(kPa − 100) X 0.145 PSI

(kPa −100) x 4 Inches of Water
(kPa −100) x 3 Inches of Mercury
The most likely cause of a diagnostic code is a problem with the wiring. The next likely cause is a problem
with the sensor. The least likely cause is a problem with a control module.
Schematic diagram for the inlet manifold pressure sensor
The engine is configured for Canadian Standards Association (CSA). The engine is not equipped with a remote control panel.
The engine is configured forCanadian Standards Association (CSA). The engine is equipped with an optional remote control panel
J1/P1 connectors
Connectors for the inlet manifold pressure sensor
(EISC-V) +13 VDC
(EISC-U) Signal for the inlet manifold pressure
(EISC-Z) Ground
(P1-1) +20 VDC for the inlet manifold pressure sensor
(P1-17) Signal for the inlet manifold pressure
engine speed sensor.
b. Check the harnesses and the wiring for abrasion and for pinch points from the inlet manifold
pressure sensor to the control module.
Expected Result:
Results:
STOP
A. Disconnect the connectors for the inlet manifold pressure sensor.

B. Disconnect the following connectors:
J1/P1 connectors
EIS connector
C. Measure the resistance of each wire that runs between the inlet manifold pressure sensor and the
control module.
a. If the engine is equipped with the air/fuel ratio control, measure the resistance between the
points that are listed in Table 2. During each measurement, wiggle the wires in the harness in
order to check for an intermittent problem. Be sure to wiggle the wires near each of the
connectors.
Table 2
Resistance Measurements for the Harness for the Inlet Manifold Pressure Sensor
Terminal on the Connector for the Inlet Manifold
Pressure Sensor
A (+20 VDC) P1-1 (+20 VDC)

B (Ground) P1-3 (Ground)
P1-17 (Signal for the inlet manifold
C (Signal for the inlet manifold pressure)
pressure)
b. If the engine is not equipped with the air/fuel ratio control, measure the resistance between the
connectors.
Table 3
Resistance Measurements for the Harness for the Inlet Manifold Pressure Sensor
Pressure Sensor
A (+13 VDC) EISC-V (+13 VDC)
B (Ground) EISC-Z (Ground)
EISC-U (Signal for the inlet
C (Signal for the inlet manifold pressure)
manifold pressure)
Expected Result:
Each check of the resistance is less than 5 ohms.
Results:
OK - Each check of the resistance is less than 5 ohms. The wiring does not have an open circuit.
Not OK - At least one check of the resistance is greater than 5 ohms. There is an open circuit in the
wiring for the inlet manifold pressure sensor.
STOP
B. Check for a short circuit.
a. If the engine is equipped with the air/fuel ratio control, measure the resistance between the
connectors.
Table 4
Measurements for a Short Circuit in the Wiring for the Inlet Manifold Pressure Sensor
All of the remaining terminals on the P1

connector
P1-1 (+20 VDC) The housing on the P1 connector

The housing on the P2 connector

connector
P1-3 (Ground for the sensors) The housing on the P1 connector

connector
P1-17 (Signal for the inlet manifold The housing on the P1 connector
pressure)
b. If the engine is not equipped with the air/fuel ratio control, measure the resistance between the
connectors.
Table 5
Measurements for a Short Circuit in the Wiring for the Inlet Manifold Pressure Sensor
Terminals on the Connectors for the EIS Control Module

EISC-V (+13 VDC) All of the remaining terminals on the EIS
connector
The housing on the EIS connector
All of the remaining terminals on the EIS

EISC-U (Signal for the inlet manifold connector
pressure)
All of the remaining terminals on the EIS

EISC-Z (Ground) connector
Expected Result:
Each check of the resistance is greater than 5 ohms.
Results:
OK - Each check of the resistance is greater than 5 ohms. The wiring does not have a short circuit.
Not OK - At least one check of the resistance is less than 5 ohms. The wiring for the inlet manifold
pressure sensor has a short circuit.
STOP
Test Step 4. Check the Inlet Manifold Pressure Sensor
A. Temporarily install a new inlet manifold pressure sensor.
B. Start the engine. Attempt to duplicate the conditions that activated the code. Run the engine to full
Expected Result:
There are no diagnostic codes for the inlet manifold pressure sensor.
Results:
OK - There are no codes for the inlet manifold pressure sensor. The problem is resolved.STOP
Not OK - The code remains. Replacing the inlet manifold pressure sensor did not solve the problem.
Repair: Reinstall the original inlet manifold pressure sensor.
If the engine is equipped with the air/fuel ratio control, Proceed to Test Step 5. Otherwise, proceed to
Test Step 6.
B. Check for diagnostic codes for the inlet manifold pressure sensor.
Expected Result:
There are no diagnostic codes for the inlet manifold pressure sensor.
Results:
OK - There are no diagnostic codes for the inlet manifold pressure sensor.
1. Reinstall the original ECM. Verify that the problem returns. If the original ECM causes the
problem and the new ECM does not cause the problem, replace the original ECM.
STOP
Not OK - There is at least one diagnostic code for the inlet manifold pressure sensor. Proceed to Test
Step 6.
Test".
Expected Result:
Results:
STOP
STOP
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Troubleshooting
G3500 Engines
i02024638
Inlet Manifold Temperature Sensor

SMCS - 1058-038-NS
The Electronic Control Module (ECM) uses the value of the inlet manifold temperature in order to optimize
emissions. The ECM adjusts the desired oxygen according to these conditions:
The desired oxygen is increased by 0.015 percent per degree celsius when the inlet manifold
temperature is above 45 °C (113 °F).
The desired oxygen is decreased by 0.015 percent per degree celsius when the inlet manifold
temperature is below 45 °C (113 °F).
The maximum adjustment to the desired oxygen is 0.7 percent in either direction.
The voltage supply for the inlet manifold temperature sensor is shared with the engine speed sensor for the
ECM.
The signal from the inlet manifold temperature sensor is a DC voltage. The voltage varies as the temperature
changes. The valid voltage range is between 0.6 VDC and 5.1 VDC. These values are approximate.
The engine speed must be greater than 400 rpm in order for the ECM to generate the diagnostic code for the
sensor. The ECM will generate a 570-11 code if the voltage on the signal wire is equivalent to a temperature
that is below −31 °C (−24 °F) or above 90 °C (194 °F). An incorrect voltage on the signal wire can be caused
by these problems:
The signal wire is open.
The signal wire is shorted to a positive voltage source.
The signal wire is shorted to ground.
The operating voltage to the sensor is missing or incorrect.
The ECM will not signal for an engine shutdown if a 570-11 code is activated. Instead, the ECM will ignore
the signal from the sensor. The ECM will use a default temperature of 58 °C (136 °F) in order to adjust the
desired oxygen. Therefore, control of emissions may not be optimal. If the voltage on the signal wire returns
to the acceptable range, normal operation will resume.
The most likely cause of a 570-11 diagnostic code is a problem with the wiring. The next likely cause is a
problem with the sensor. The least likely cause is a problem with the ECM.
Schematic diagram for the inlet manifold temperature sensor
Schematic diagram for the inlet manifold temperature sensor
J1/P1 connectors
Connectors for the inlet manifold temperature sensor
(P1-2) +10 VDC
(P1-27) Signal for the inlet manifold temperature
inlet manifold temperature sensor.
b. Check the harnesses and the wiring for abrasion and for pinch points from the inlet manifold
temperature sensor to the ECM.
Expected Result:
Results:
STOP
A. Disconnect the connectors for the inlet manifold temperature sensor.
Engine speed sensor for the ECM
B. Disconnect the connectors for the engine speed sensor for the ECM.
C. Disconnect the J1/P1 connectors.
D. Measure the resistance between the points that are listed in Table 1. During each measurement, wiggle
Table 1
Resistance Measurements for the Harness for the Inlet Manifold Temperature Sensor
Temperature Sensor
A (+10 VDC) P1-2 (+10 VDC)
B (Ground) P1-3 (Ground for the sensors)

P1-27 (Signal for the inlet manifold
C (Signal for the inlet manifold temperature)
temperature)
Expected Result:
Results:
Not OK - At least one check of the resistance is greater than 5 Ohms. There is an open circuit in the
wiring for the inlet manifold temperature sensor.
Repair: Reconnect the connector for the engine speed sensor for the ECM. Repair the connection
and/or the wire, when possible. Replace parts, if necessary. Verify that the problem is resolved.
STOP
Table 2
Measurements for a Short Circuit in the Wiring for the Inlet Manifold Temperature Sensor

connector
P1-2 (+10 VDC) The housing on the P1 connector


connector
P1-27 (Signal for the inlet manifold The housing on the P1 connector
temperature)
Expected Result:
Results:
Not OK - At least one check of the resistance is less than 5 Ohms. The wiring for the inlet manifold
temperature sensor has a short circuit.
Repair: Reconnect the connector for the engine speed sensor for the ECM. Repair the connection
and/or the wire, when possible. Replace parts, if necessary. Verify that the original problem is resolved.
STOP
Test Step 4. Check the Inlet Manifold Temperature Sensor
A. Temporarily install a new inlet manifold temperature sensor.
B. Start the engine. Attempt to duplicate the conditions that generated the code. Run the engine to full
Expected Result:
There are no diagnostic codes for the inlet manifold temperature sensor.
Results:
OK - There are no codes for the inlet manifold temperature sensor. The problem is resolved.STOP
Not OK - The code remains. Replacing the inlet manifold temperature sensor did not solve the
problem.
Repair: Reinstall the original inlet manifold temperature sensor.
Test".
Expected Result:
Results:
STOP
STOP
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Troubleshooting
G3500 Engines
i02024645
Inspecting Electrical Connectors

SMCS - 7553-040-WW
Many of the troubleshooting procedures direct you to a specific electrical connector. Use the following test
steps to help determine whether the connector is the cause of the problem. If a problem is found in a
connector, repair the connector and verify that the problem is corrected.
Intermittent electrical problems are often caused by poor connections. Always check for an active diagnostic
code before you open any connection. Immediately after you reconnect the connector, check for codes again.
Sometimes, simply disconnecting a connector and then reconnecting the connector can solve a problem. If
this occurs, the following conditions are likely causes:
Loose terminals
Bent terminals
Improperly crimped terminals
Improperly mated connectors
Moisture
Corrosion
The MS connectors have a metal housing. The pins and the sockets are soldered to the electrical wires. The
solder connections are usually protected by a chemical potting which prevents access to the solder point.
Deutsch connectors have a plastic housing. The pins and the sockets are crimped onto the electrical wires.
The connector has a locking mechanism in order to hold the pins and the sockets. These connectors are
repairable without cutting the wires.
Use the following test steps in order to thoroughly inspect the connectors and determine if the connectors are
the cause of the problem.
Test Step 1. Check the Connectors.
A. Always set the engine control to the OFF/RESET mode before you inspect electrical conductors.
Remove the electrical power from the engine.
B. For the MS connectors, make sure that the receptacle is turned fully in the clockwise direction. Check
that the threading is properly aligned and securely mated.
C. For the Deutsch HD connectors, make sure that the plug and the receptacle are aligned properly with
the index markings. Make sure that the receptacle is turned fully in the clockwise direction. Verify that
the receptacle is clicked into the locked position. Make sure that the two halves cannot be pulled apart.
D. For the Deutsch DT style, make sure that the orange wedge is used in order to lock the pins. Check
that the receptacle has clicked into the locked position. Make sure that the two halves cannot be pulled
apart.
Expected Result:
All connectors are properly mated and free of damage.
Results:
Not OK -
Repair: Repair the connectors and/or replace the connectors. Reconnect all of the connectors.
STOP
Test Step 2. Perform a Pull Test on Each Wire Connection.
A. Each terminal and each connector should easily withstand 45 N (10 lb) of pull and each wire should
remain in the connector body. This test checks whether the wire was properly crimped in the terminal
and whether the terminal was properly inserted into the connector.
B. The DT connectors use an orange wedge to lock the terminals in place. Ensure that the orange wedge
is not missing and that the orange wedge is installed properly on the DT connectors.
Note: Terminals should ALWAYS be crimped onto the wires with a crimp tool. Do not solder
terminals. Use the 1U-5804 Crimp Tool .
Expected Result:
Each terminal and each connector easily withstands 45 N (10 lb) of pull and each wire remains in the
connector body.
Results:
Not OK -
Repair: Repair the circuit.Verify that the repair eliminates the problem.
STOP
Test Step 3. Monitor the Electronic Service Tool While the Wiring and the Connectors Are Being
Pulled.
There is a strong electrical shock hazard when the crankshaft is

rotating. Do not touch wires that are associated with the ignition
transformer circuit when the engine is cranking or running.
A. If there is an active diagnostic code that pertains to the circuit, perform the following steps:
a. Set the engine control to the OFF/RESET mode. Remove the electrical power from the engine.
b. Connect an electronic service tool to the engine.
c. Restore the electrical power to the engine. Set the engine control to the STOP mode. Then start
the engine. Run the engine under normal operating conditions.
d. Monitor the electronic service tool while you pull on all harnesses and connectors for the circuit
with the active code.
If the harness is being pulled and the diagnostic code disappears, there is a problem in the wiring
or the connector.
B. If there are no diagnostic codes that pertain to the circuit, perform the following test:
a. Run the engine under normal operating conditions.
b. Monitor the electronic service tool while you pull on all harnesses and connectors for the circuit.
If the harness is being pulled and the reading changes erratically, there is a problem in the wiring
or the connector.
C. If there are no diagnostic codes and there are complaints about intermittent changes in speed or power
cutouts, perform the following test:
a. Run the engine under normal operating conditions.
b. Listen for speed burps or power cutouts while the wiring and/or the connectors are pulled.
If the harness is being pulled and the engine has a speed burp or a power cutout, there could be a
problem in the wiring or the connector.
Expected Result:
The problem appears to be external to the harnesses and connectors. Pulling on the harness and on the
connectors does not affect the active diagnostic code, component status, or engine performance.
Results:
Not OK -
Repair: Set the engine control to the OFF/RESET mode. Remove the electrical power from the
engine. Repair the circuit.Verify that the repair eliminates the problem.
STOP
Test Step 4. Check Wires for Nicks or Abrasion in the Insulation.
A. Set the engine control to the STOP mode. Allow the engine to coast to a stop.
B. Set the engine control to the OFF/RESET mode. Remove the electrical power from the engine.
C. Carefully inspect each wire for signs of abrasion, of nicks, or of cuts.
The following areas are likely locations:
Places with exposed insulation
Points with wiring that rubs against the engine
Places with wiring that rubs against a sharp point
D. Check all of the hold down clamps for the harness in order to verify that the harness is properly
clamped. Also, check all of the hold down clamps in order to verify that the harness is not compressed
by the clamps. Pull back the harness sleeves in order to check for flattening of the wires by the clamps.
Expected Result:
The wires do not have abrasion, nicks, or cuts and the harness is properly clamped.
Results:
Not OK -
Repair: Repair the wires or replace the wires, as required.Verify that the repair eliminates the
problem.
STOP
Test Step 5. Check the Connectors for Moisture or Corrosion.
A. Ensure that the connector seals and the white sealing plugs are in place. If any of the seals or plugs are
missing, replace the seal or plug. If necessary, replace the connector.
B. Check all of the wiring harnesses in order to verify that the harness does not make a sharp bend out of
a connector. This will deform the connector seal and this will create a path for the entrance of
moisture.
Thoroughly inspect each ECM connector for evidence of moisture entry.
If moisture or corrosion is evident in the connector, the source of the moisture entry must be found and the
source of the moisture entry must be repaired. If the repair is not made, the problem will recur. Simply
drying the connector will not fix the problem. The following list includes likely paths for the entrance of
moisture:
Missing seals or plugs
Improperly installed seals or plugs
Nicks in exposed insulation
Improperly mated connectors
Moisture can also wick from one connector through the inside of a wire to an ECM connector. If moisture is
found in an ECM connector, thoroughly check all connectors and wires on the harness that connects to the
ECM. The ECM is not the source of the moisture. Do not replace an ECM if moisture is found in either ECM
connector.
Note: If corrosion is evident on the pins, sockets or the connector, use only denatured alcohol to remove the
corrosion. Use a cotton swab or a soft brush to remove the corrosion. Do not use any cleaners that contain
1,1,1 trichloro-ethylene because 1,1,1 trichloro-ethylene may damage the connector.
Expected Result:
All of the connectors are completely coupled and all of the seals are completely inserted. The harness and the
wiring does not have corrosion, abrasion, or pinch points.
Results:
Not OK -
Repair: Repair the circuit. Ensure that all of the seals are properly in place and ensure that the
connectors are completely coupled.Verify that the repair eliminates the problem by running the engine
for several minutes and by checking again for moisture. If moisture reappears, the moisture is wicking
into the connector. Even if the moisture entry path is repaired, it may be necessary to replace the wires
that have moisture. These wires may have moisture that is trapped inside the insulation. Verify that the
repair eliminates the problem.
STOP
Test Step 6. Inspect the Connector Terminals.
Verify that the terminals are not damaged. Verify that the terminals are properly aligned in the connector and
verify that the terminals are properly located in the connector.
Expected Result:
The terminals are properly aligned and the terminals appear undamaged.
Results:
Not OK -
Repair: Repair the terminals and/or replace the terminals, as required.Verify that the repair eliminates
the problem.
STOP
Test Step 7. Check the Individual Retention of the Pins and Sockets.
Note: This is especially important for intermittent problems.
A. One at a time, insert a new pin into each socket. Make sure that the pin is properly gripped by the
socket.
B. One at a time, insert a new socket onto each pin. Make sure that the pin is properly gripped by the
socket. Verify that the socket holds the pin when the connector hangs freely.
Expected Result:
Each socket firmly grips each pin.
Results:
OK - The pins and sockets mate properly.STOP
Not OK - The pins and sockets do not mate properly.
Repair: Repair any bad pins and sockets. Replace the connectors, if necessary. Replace the wiring, if
necessary.Verify that the repair eliminates the problem.
STOP
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Troubleshooting
G3500 Engines
i02024647
Oxygen Sensor Calibration Switch

SMCS - 7332-038
The switch for oxygen calibration allows the operator to initiate a calibration of the oxygen sensor. The
switch has three positions. Normally, the switch is in the center position. This position creates an open
circuit.
Moving the switch to either the upper position or the lower position closes the circuit. A ground is supplied
to the J1-28 input of the ECM.
When you release the switch, a spring returns the switch to the center position. The circuit is opened.
Replace the switch if the switch does not automatically return to the center position.
If the engine speed is zero rpm, an oxygen calibration will begin when the switch returns to the center
position. The ECM will display "O2 CALIB".
If the engine speed is greater than zero rpm and the switch returns to the center position, a 552-01 diagnostic
code is generated. An oxygen calibration will not occur.
An oxygen calibration runs for approximately 12 minutes. The calibration will restart if you activate the
switch during a calibration.
There are no diagnostics for the circuit that initiates an oxygen calibration. If you manipulate the switch and
the system does not respond correctly, the circuit is faulty.
The most likely cause of a faulty circuit is the switch. The next likely cause is a problem with the wiring. The
least likely cause is a problem with the ECM.
Schematic diagram of the switch for oxygen calibration
Schematic diagram of the switch for oxygen calibration
Test Step 1. Check the Switch for Proper Mechanical Operation

A. Set the engine control to the "OFF/RESET" mode.
C. Verify that the switch for oxygen calibration is in the center position.
D. Move the switch to the upper position. Then release the switch. The switch should return to the center
position.
E. Move the switch to the lower position. Then release the switch. The switch should return to the center
position.
Expected Result:
The switch has proper mechanical operation.
Results:
OK - The switch has proper mechanical operation. Proceed to Test Step 2.
Not OK - The switch does not return to the center position.
Repair: Replace the switch. Verify that the original problem is resolved.
STOP
A. Thoroughly inspect each of the following connectors:
J1/P1 connectors on the ECM
Connections for the switch for oxygen calibration
(P1-28) Switch input for oxygen calibration
switch for oxygen calibration.
c. Check the harnesses and the wiring for abrasion and for pinch points between the switch for
oxygen calibration and the ECM.
Expected Result:
Results:
STOP
Test Step 3. Check the Signal Wire for a Short Circuit

B. Verify that the switch for oxygen calibration is in the center position.
C. Measure the resistance between terminals J1-3 and J1-28.
Results:
OK - The resistance is greater than 5 Ohms. The signal wire does not have a short circuit. Proceed to
Test Step 4.
Not OK - The resistance is less than 5 Ohms. The signal wire has a short circuit.
Repair: The problem could be with a wire or with the switch. Repair the wire, when possible. Replace
parts, if necessary. Verify that the problem is resolved.
STOP
Measure the resistance between terminals J1-3 and J1-28. Perform the following procedure:
A. Raise the switch for oxygen calibration to the upper position. The expected resistance value is less than
5 Ohms.
B. Release the switch. The expected resistance value is greater than 5 Ohms.
C. Lower the switch for oxygen calibration to the lower position. The expected resistance value is less
than 5 Ohms.
D. Release the switch. The expected resistance value is greater than 5 Ohms.
Results:
OK - All of the resistance readings are correct. The wiring does not have an open circuit and the
switch is operating correctly.
Repair: Reconnect the P1 connector. Attempt to duplicate the original problem. If you cannot
duplicate the original problem, the problem is resolved. The original problem was probably caused by
a poor electrical connection.
If the original problem is not resolved, proceed to Test Step 5.
Not OK - At least one of the resistance readings is incorrect. The wiring has an open circuit or the
switch is faulty.
Repair: Repair the wire, when possible. Replace parts, if necessary. Verify that the problem is
resolved.
STOP
B. Attempt to duplicate the original problem.
Expected Result:
The problem is resolved.
Results:
OK - The original problem is resolved. Replacing the ECM solved the problem.STOP
Not OK - The original problem remains. Replacing the ECM did not resolve the problem.
Repair: Reinstall the original ECM. Refer to Troubleshooting, "Replacing the ECM".Refer to
STOP
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Welcome: j210snd
Troubleshooting
G3500 Engines
i02557559
Oxygen Sensor Signal

SMCS - 1096-038
The air/fuel ratio control contains two components that work together in order to develop a signal that
represents the amount of oxygen in the exhaust.
Oxygen Sensor - The oxygen sensor contains a heating element and a sensor. The heating element raises the
temperature of the sensor to approximately 700 °C (1292 °F). The electrical resistance of the sensor varies
according to the amount of oxygen in the exhaust.
Oxygen Buffer - The oxygen buffer performs two functions. The buffer provides electrical power to the
oxygen sensor's heating element. The buffer converts the sensor's variable resistance into a variable PWM
signal.
Five wires run between the buffer and the sensor.
VH Wires - The buffer creates a voltage of approximately 11 VDC across the VH wires. This voltage is for
the sensor's heating element.
VS Wires - The buffer tries to keep the voltage that is across the VS wires at a constant value. The buffer
keeps the voltage constant by adjusting the current flow through the IP wires.
IP Wire - The amount of current that flows through the IP wire depends on the variable resistance of the
sensor. The current will vary from 0 mA at 0 percent of oxygen to approximately 8.7 mA at 21 percent of
oxygen.
The buffer converts the variable flow of current into a variable PWM signal. The PWM signal that is created
by the buffer has a nominal frequency of 500 Hz. The duty cycle of the PWM signal has a range of 30 to 65
percent. The 30 percent corresponds to 0 percent of oxygen and the 65 percent corresponds to 21 percent of
oxygen. These values vary slightly between different buffers and sensors. Every new buffer must be
calibrated. Calibration is also required according to the engine's Operation and Maintenance Manual,
"Maintenance Interval Schedule". Some applications may require more frequent calibration or less frequent
calibration.
The PWM signal is supplied to the ECM. The ECM uses the signal to maintain the desired emissions levels.
The sensor and the buffer provide a wet reading that is slightly lower than a dry reading. The ECM multiplies
the wet reading by a conversion factor of approximately 1.25 in order to obtain the reading that is displayed
on the electronic service tool. This allows oxygen readings from the service tool to be directly compared to
dry readings from an emissions analyzer.
The buffer is equipped with a diagnostic circuit that monitors the current flow through the heater via the VH
wires. If this current is too low, the buffer assumes that the sensor is disconnected from the buffer or that the
sensor has failed. When this occurs, the buffer sets the PWM signal to a duty cycle of approximately 15
percent. The ECM interprets this condition as a diagnostic condition. The ECM will generate a diagnostic
code.
Electrical power for the buffer is routed through the contacts of a relay. The ECM energizes the relay when
the engine is running. The relay may also be energized when the engine is not running by using the Digital
Diagnostic Tool (DDT).
If an incorrect PWM signal is detected by the ECM, a diagnostic code is generated. Problems with the
oxygen sensing system must be repaired as soon as possible because of the effects on engine performance
and on emissions.
Schematic diagram for the oxygen sensor
Schematic diagram for the oxygen sensor
Connectors for the oxygen sensor
Connectors for the oxygen buffer
J1/P1 connectors
Connections for the oxygen relay
Harness side of the P2 and P1 connectors
(P2-20) "Relay Driver" output
(P1-5) Oxygen signal
oxygen sensing system.
b. Check the harnesses and the wiring between the components for abrasion and for pinch points.
Check the harnesses and the wiring for abrasion and for pinch points between the oxygen buffer
and the ECM.
Expected Result:
Results:
STOP
D. If the original code was generated during an oxygen calibration, start the oxygen calibration again.
E. If the original code was generated during engine operation, start the engine. Attempt to repeat the
condition that generated the code. Run the engine to full operating temperature, if necessary.
F. Look for the following diagnostic codes:
550-02 Noisy or Loss of Oxygen Signal
551-01 Oxygen Sensor not connected to buffer
554-11 Oxygen Signal missing during O2 calibration step
555-02 Noisy Oxygen signal
Expected Result:
None of the above codes are activated.
Results:
No codes - There are no codes for the oxygen sensing system.
Repair: The problem was probably caused by a poor electrical connection.
STOP
Test Step 3. Check for a PWM Signal at the ECM
A. Use a multimeter that is capable of measuring the duty cycle of a signal. Connect the negative lead of
the multimeter to ground. Use a 7X-1710 Multimeter Probe in order to connect the positive lead to
terminal P1-5.
B. Turn on the oxygen sensing system by one of the following methods.
a. If you are using the DDT, press the "MODE" key until the "O2/TEST MENU" is displayed.
Press the "FUNC" key until "OXYGEN POWER" is displayed. Press the "ALT1" key. Then
press the "ENTER" key.
b. If you are not using a DDT, start the engine.
C. Measure the duty cycle of the oxygen signal.
Expected Result:
The duty cycle is between 30 and 80 percent.
Results:
OK - The duty cycle of the signal is within the specified range. However, there is a diagnostic code for
the oxygen sensing system.
STOP
Not OK - The duty cycle is between 10 and 20 percent.
Repair: Verify that the oxygen sensor is connected to the oxygen buffer.
Proceed to Test Step 13 if the problem is not resolved.
Not OK - The duty cycle is zero.
Repair: If you are using a DDT in order to turn on the oxygen sensing system, do not turn off the
oxygen sensing system. If the engine is running, do not shut off the engine.
Test Step 4. Check the Operating Voltage at the Buffer's Electrical Connector
Note: This Test Step may generate additional diagnostic codes. Ignore the additional codes and clear
the codes when this procedure is complete.
A. Disconnect the 3-pin connector for the oxygen buffer.
B. Measure the voltage between terminals A and B on the harness connector for the buffer.
Expected Result:
The voltage is approximately equal to the battery voltage.
Results:
OK - The operating voltage at the buffer's electrical connector is correct. Reconnect the buffer's 3-pin
connector.
Repair: Turn off the oxygen sensing system by the appropriate method.If you are using a DDT, press
the "MODE" key until the "O2/TEST MENU" is displayed. Press the "FUNC" key until "OXYGEN
POWER" is displayed. Press the "ALT1" key. Then press the "ENTER" key.If the engine is running,
shut down the engine.
Not OK - The operating voltage at the buffer's electrical connector is incorrect.
Repair: Reconnect the buffer's 3-pin connector.If you are using a DDT in order to turn on the oxygen
sensing system, do not turn off the oxygen sensing system. If the engine is running, do not shut down
the engine.
Test Step 5. Check the Signal Wire for an Open Circuit
A. Set the engine control to the "OFF/RESET" mode. Remove the electrical power from the engine.
B. Disconnect the P1 connector.
C. Disconnect the buffer's 3-pin connector.
D. Measure the resistance between terminal C of the harness connector for the buffer and terminal P1-5.
Expected Result:
Results:
OK - The signal wire has continuity. Proceed to Test Step 6.
Not OK - The resistance is greater than 5 Ohms. The signal wire has an open circuit.
STOP
Test Step 6. Check the Signal Wire for a Short Circuit
B. Measure the resistance between terminal P1-5 and all of the remaining terminals in the P1 connector.
C. Measure the resistance between terminal P1-5 and all of the terminals in the P2 connector.
Expected Result:
All of the resistance measurements are greater than 5 Ohms.
Results:
OK - The signal wire does not have a short circuit.
Repair: Reconnect the P1 and P2 connectors. Reconnect the buffer's 3-pin connector.Start the engine.
Check for a diagnostic code for the oxygen sensing system. If there are no codes, the problem is
resolved. The original problem was probably caused by a poor electrical connection.
Not OK - The signal wire has a short circuit.
STOP
Test Step 7. Check for Voltage at the "Relay Driver Output" of the ECM
Use a voltmeter and a 7X-1710 Multimeter Probe in order to measure the voltage between terminal P2-20
and ground.
Expected Result:
The voltage is greater than 10 VDC.
Results:
OK - When the oxygen sensing system is turned on, the voltage on terminal P2-20 is greater than 10
VDC. Proceed to Test Step 8.
Not OK - When the oxygen sensing system is turned on, the voltage on terminal P2-20 is less than 10
VDC. Proceed to Test Step 11.
Test Step 8. Check for Voltage at the Relay's Coil
Relays
(A) Relay for Canadian Standards Association
(B) Typical relay
(X) Terminals for the relay's coil
(Y) Terminals for the relay's switch contacts
(LED) Indicator
A. Measure the voltage across the terminals for the relay's coil.
Expected Result:
The voltage is greater than 10 VDC.
Results:
OK - The voltage at the relay's coil is correct. Proceed to Test Step 9.
Not OK - The voltage at the relay's coil is not correct.
Repair: There is a problem with the wiring for the relay's coil. The problem could be with the wiring
on either side of the coil.Refer to the appropriate electrical schematic. Repair the connection and/or the
wire, when possible. Replace parts, if necessary. Verify that the problem is resolved.
STOP
Test Step 9. Check for +Battery at the Relay's Switch Contact
A. Connect the multimeter's negative lead to ground.
Relays
(B) Typical relay
(LED) Indicator
B. Connect the multimeter's positive lead to a terminal for a switch contact. Select the terminal that is
connected to the end of the wire that provides +Battery to the relay's switch contact. For CSA, the wire
is labelled "P44A-RD". For all other engines, the wire is labelled "S512-RD".
C. Measure the voltage at the terminal.
Expected Result:
The voltage is approximately equal to the battery voltage.
Results:
OK - +Battery voltage is at the relay terminal. Proceed to Test Step 10.
Not OK - +Battery voltage is not at the relay terminal. There is an open circuit in wiring between the
+Battery and the terminal for the relay's switch contact.
Repair: Refer to the appropriate electrical schematic. Repair the connection and/or the wire, when
possible. Replace parts, if necessary. Verify that the problem is resolved.
STOP
Test Step 10. Check the Output of the Relay
A. Connect the multimeter's negative lead to ground.
Relays
(B) Typical relay
(LED) Indicator
B. Connect the multimeter's positive lead to a terminal for a switch contact. Select the terminal that is
connected to the end of the wire that provides +Battery to the oxygen buffer. For CSA, the wire is
labelled "S510-RD". For all other engines, the wire is labelled "S511-RD".
C. Measure the voltage at the terminal.
Results:
OK - +Battery voltage is at the relay terminal. There is +Battery voltage at both of the switch contacts
for the relay. The relay's switch contacts have continuity.
Repair: There is a problem with the +Battery wiring between the relay and the buffer.Refer to the
appropriate electrical schematic. Repair the connection and/or the wire, when possible. Replace parts,
if necessary. Verify that the problem is resolved.
STOP
Not OK - +Battery voltage is not at the relay terminal. There is +Battery voltage at only one switch
contact for the relay. There is a problem with the relay.
Repair: Replace the relay. Verify that the problem is resolved.
STOP
Test Step 11. Check the Relay's Coil
A. Verify that the electrical power is removed from the engine.
Relays
(B) Typical relay
(LED) Indicator
B. Disconnect the wires from each of the terminals for the relay's coil.
C. Measure the resistance of the relay's coil.
Expected Result:
The resistance of the coil is not a short circuit. The resistance of the coil is not an open circuit.
Results:
OK - The relay's coil is not a short circuit. The relay's coil is not an open circuit. Proceed to Test Step
12.
Not OK - The relay's resistance is incorrect.
Repair: Replace the relay. Verify that the problem is resolved.
STOP
Test Step 12. Check the Continuity of the Wiring Between the ECM and the Relay
B. Identify the wire that provides the "Relay Driver" command to the relay. For CSA, the wire is labelled
"M380-RD". For all other configurations, the wire is labelled "M380-RD".
C. Measure the resistance between terminal P2-20 and the end of the wire.
Expected Result:
Results:
OK - The wiring between the ECM and the relay has continuity.
1. Reconnect the wires to the appropriate terminals on the relay.
2. Reconnect the P2 connector.
3. Attempt to repeat the condition that generated the code. Run the engine to full operating
temperature, if necessary.
If the problem is resolved, the problem was probably caused by a poor electrical connection.
STOP
4. If the problem is not resolved, replace the ECM. Refer to Troubleshooting, "Replacing the
ECM".
STOP
Not OK - The wiring between the ECM and the relay has an open circuit.
Repair: Repair the connection and/or the wire, when possible. Replace parts, if necessary. Reconnect
all of the wiring to the appropriate terminals. Verify that the problem is resolved.
STOP
Test Step 13. Check the Oxygen Sensor
During operation, the oxygen sensor may reach temperatures that

exceed 700 °C (1292 °F). Severe personal injury and property damage
will result from contact with a hot oxygen sensor.
Do not touch the sensor during engine operation, calibration, or testing.

Allow the sensor to cool before moving the sensor. Wear gloves that
resist heat. Do not place the sensor on or near any flammable material
or any surface that can be damaged by high temperatures.
A. Temporarily install an oxygen sensor that is known to be good.
B. Verify that the problem is resolved with the new sensor.
Results:
OK - The problem is resolved with the new sensor.
Repair: Calibrate the oxygen sensor. Refer to Troubleshooting, "Oxygen Sensor - Calibrate".
STOP
Not OK - The problem is not resolved with the new sensor.
Repair: Reinstall the original sensor.
Test Step 14. Check the Oxygen Buffer
A. Temporarily install a new oxygen buffer.
B. Calibrate the oxygen sensor. Refer to Troubleshooting, "Oxygen Sensor - Calibrate".
C. Verify that the problem is resolved.
Expected Result:
The problem is resolved.
Results:
OK - Replacing the oxygen buffer solved the problem.STOP
Not OK - Replacing the oxygen buffer did not solve the problem. There is a problem with the wiring.
Repair: Refer to Troubleshooting, "Inspecting Electrical Connectors.".
STOP
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Troubleshooting
G3500 Engines
i02024652
Propane Switch
SMCS - 7332-038
The control module for the Electronic Ignition System has an input that provides different ignition timing.
The control module retards the timing by 10 degrees when the input is connected to ground. This allows the
engine to operate on a different fuel, such as propane, that requires a different timing.
When this input is connected to ground, a 330-11 diagnostic code is activated.
Schematic diagram for the propane input switch
Schematic diagram for the propane input switch
EIS connectors for the control module
Connections for the equipment that provides the input for retarding the timing
(EISC-B) −Battery
(EISC-j) Input for retarding the timing
a. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit for
retarding the timing.
points between the equipment that provides the input for retarding the timing and the control
module.
Expected Result:
Results:
OK - The components are in good condition with proper connections. If the timing is not retarded and
the timing should be retarded, proceed to Test Step 2. If the timing is retarded and the timing should
not be retarded, proceed to Test Step 3.
STOP
A. Verify that the equipment that provides a ground for the retarding of the timing is activated. The
equipment could be a switch, a relay, or a jumper wire.
C. Check for continuity between terminals EISC-B and EISC-j.
Expected Result:
The circuit has continuity.
Results:
OK - The circuit has continuity. Proceed to Test Step 4.
Not OK - The circuit is open.
Repair: Repair the connection and/or the wire, when possible. Replace parts, if necessary.
STOP
A. Verify that the equipment that provides a ground for the retarding of the timing is not activated. The
equipment could be a switch, a relay, or a jumper wire.
C. Check for continuity between terminals EISC-B and EISC-j.
Expected Result:
The circuit is open.
Results:
OK - The circuit is open. Proceed to Test Step 4.
Not OK - There is a short circuit.
Repair: Repair the connection and/or the wire, when possible. Replace parts, if necessary.
STOP
Test".
Expected Result:
Results:
STOP
STOP
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Troubleshooting
G3500 Engines
i02024655
Shutdown Lamp
SMCS - 7431-038
The output for the shutdown lamp indicates that the control module for the Electronic Ignition System (EIS)
has terminated the ignition due to a problem with the engine.
The control module can sink a maximum of 200 mA of current through this output. A flyback diode is
included in the internal circuit. The diode protects the module from voltage spikes that can occur when a
relay is activated.
The device that is connected to the output can be the coil of a relay, an indicator lamp, or an LED. The other
side of the output device must be connected to the +Battery.
The output is protected against a short circuit to the +Battery and to the −Battery. If the output circuit has a
fault, the engine will continue to run. The control module monitors the output for these faults:
An Open Circuit - The control module detects this fault when the engine is running and when the engine is
not running. The output device will not activate. A 323-05 diagnostic code will be generated. The output for
the warning lamp will also be activated.
Short to −Battery - The control module detects this fault when the engine is running and when the engine is
not running. The output device is always activated. A 323-05 diagnostic code will be generated. The output
for the warning lamp will also be activated.
Short to +Battery - The control module detects this fault only when the engine is running. The current flow
through the circuit will be limited to 200 mA. The output device will not activate. A 323-03 diagnostic code
will be generated. The output for the warning lamp will not be activated.
The most likely cause of a faulty circuit is a problem with the wiring. The next likely cause is a problem with
the output device. The least likely cause is a problem with the EIS control module.
Schematic diagram of the output for the shutdown lamp
Schematic diagram of the output for the shutdown lamp
Connections for the equipment that is connected to the output for the shutdown lamp
(EISC-D) Output for the shutdown lamp
a. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the output for the
shutdown lamp.
points between the device that is connected to the output and the control module.
Expected Result:
Results:
OK - The components are in good condition with proper connections.
STOP
B. At the output device, identify the wire that runs to the EIS control module. Disconnect the end of the
wire from the device. This will isolate the wire.
C. Check the continuity of the wiring between terminal EISC-D and the end of the wire that was removed
from the output device.
Expected Result:
The wiring has continuity.
Results:
OK - The wiring has continuity.
1. Check the continuity of the output device. If the output device does not have continuity, replace
the output device. STOP.
2. Check the continuity of the wiring between the output device and +Battery. If the wiring does
not have continuity, repair the wiring or replace the wiring. STOP.
3. Reconnect the end of the wire to the output device. Restore electrical power to the engine and
check the operation of the output for the shutdown lamp. If the output operates correctly, the
If the output does not operate correctly, proceed to Test Step 3.
Not OK - The wiring does not have continuity.
STOP
A. Verify that electrical power is removed from the engine.
B. Verify that the EIS connector is disconnected.
C. At the output device, identify the wire that runs to the EIS control module. Disconnect the end of the
D. Measure the resistance between terminal EISC-D and all of the other terminals on the EIS connector.
Expected Result:
All of the measurements indicate an open circuit.
Results:
OK - All of the measurements indicate an open circuit.
1. Check the output device for a short circuit. If the output device has a short circuit, replace the
output device. STOP.
2. If the output device does not have a short circuit, reconnect all of the wiring and the connectors.
3. Restore the electrical power to the engine. Determine if the problem is resolved. If the problem
is resolved, STOP.
Test".
Expected Result:
Results:
STOP
STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02024657
Shutdown Relay
SMCS - 4493-038
The control module for the Electronic Ignition System (EIS) activates the output for the shutdown relay
when the engine must be shut down due to an undesirable condition.
The control module can sink a maximum of 200 mA through this output. A flyback diode is included in the
internal circuit. The diode protects the module from voltage spikes that can occur when a relay is activated.
The device that is connected to the output can be a relay or another module. If the engine is equipped with a
Status Control Module (SCM), this output is connected to an input on the SCM. The SCM will stop the flow
of fuel when this output is activated.
If this output is connected to the coil of a relay, the other side of the coil must be connected to the +Battery.
The control module monitors the output for these faults:
not running. If the engine is not running, the engine will not start. If the engine is running, the control
module will signal for a shutdown, but the engine will not shut down. A 322-05 diagnostic code will be
generated. The output for the warning lamp will also be activated.
not running. The control module will signal for a shutdown and the engine will shut down. A 322-05
diagnostic code will be generated. The output for the warning lamp will also be activated.
Short to +Battery - The control module detects this fault only when the engine is running. The control
module will terminate the ignition and the engine will shut down. A 322-03 diagnostic code will be
generated. The output for the warning lamp will not be activated.
Schematic diagram of the output for the shutdown relay
Schematic diagram of the output for the shutdown relay
Connections for the equipment that is connected to the output for the shutdown relay
(EISC-F) Output for the shutdown relay
shutdown relay.
Expected Result:
Results:
STOP
B. At the output device, identify the wire that runs to the EIS control module. If the engine is equipped
with a SCM, the wire is connected to terminal 15 on the back of the SCM. Disconnect the end of the
C. Check the continuity of the wiring between terminal EISC-F and the end of the wire that was
disconnected from the output device.
Expected Result:
Results:
OK - The wiring has continuity. Proceed to Test Step 4.
STOP
Test Step 3. Check the Wiring from the Output Device to the +Battery for an Open Circuit
A. Check the wiring that runs between the output device and the +Battery for an open circuit.
Expected Result:
Results:
OK - The wiring has continuity. Proceed to Test Step 4.
Not OK - The wiring is an open circuit.
STOP
A. Measure the resistance between terminal EISC-F and all of the other terminals on the EIS connector.
Expected Result:
Results:
1. Temporarily install a new output device. The output device may be a relay or a SCM.
is resolved, STOP.
If the problem is not resolved, reinstall the original output device. Proceed to Test Step 5.
Test".
Expected Result:
Results:
STOP
STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02024659
Warning Lamp Circuit - Test

SMCS - 7431-038
The output for the warning lamp indicates that the control module for the Electronic Ignition System (EIS)
has detected a condition that requires the notification of the operator. Typically, this output is connected to a
yellow lamp.
When the control module is retarding the timing due to detonation, the control module activates this output
continuously. When the control module detects a warning condition, this output is pulsed.
The control module can sink a maximum of 200 mA of current through this output. A flyback diode is
included in the internal circuit. The diode protects the module from voltage spikes that can occur when a
relay is activated.
The device that is connected to this output can be an indicator lamp or the coil of a relay. The other side of
the output device must be connected to the +Battery.
The output is protected against a short circuit to the +Battery and to the −Battery. If the output circuit has a
fault, the engine will continue to run. The control module monitors the output for these faults:
not running. The output device will not activate. A 324-05 diagnostic code will be generated.
not running. The output device is always activated. A 324-05 diagnostic code will be generated.
Short to +Battery - The control module detects this fault only when the module activates the output. The
current flow through the circuit will be limited to 200 mA. The output device will not activate. A 324-03
diagnostic code will be generated.
Schematic diagram of the output for the warning lamp
Schematic diagram of the output for the warning lamp
Connections for the equipment that is connected to the output for the warning lamp
(EISC-C) Output for the warning lamp
warning lamp.
Expected Result:
Results:
STOP
B. At the output device, identify the wire that runs to the EIS control module. Disconnect the end of the
C. Check the continuity of the wiring between terminal EISC-C and the end of the wire that was removed
from the output device.
Expected Result:
Results:
OK - The wiring has continuity.
1. Check the continuity of the output device. If the output device does not have continuity, replace
the output device. STOP.
2. Check the continuity of the wiring between the output device and +Battery. If the wiring does
not have continuity, repair the wiring or replace the wiring. STOP.
3. Reconnect the end of the wire to the output device. Restore electrical power to the engine and
check the operation of the output for the warning lamp. If the output operates correctly, the
If the output does not operate correctly, proceed to Test Step 3.
STOP
A. Verify that electrical power is removed from the engine.
B. Verify that the EIS connector is disconnected.
C. At the output device, identify the wire that runs to the EIS control module. Disconnect the end of the
D. Measure the resistance between terminal EISC-C and all of the other terminals on the EIS connector.
Expected Result:
Results:
1. Check the output device for a short circuit. If the output device has a short circuit, replace the
output device. STOP.
2. If the output device does not have a short circuit, reconnect all of the wiring and the connectors.
is resolved, STOP.
Test".
Expected Result:
Results:
STOP
STOP
j210snd
Previous Screen
Welcome: j210snd
Troubleshooting
G3500 Engines
i02377593
Engine Speed/Timing Sensor - Calibrate

SMCS - 1912-524
The EIS control module has the ability to calibrate the mechanical differences between the Top Center (TC) of the
flywheel and the TC of the timing gear on the left rear camshaft gear. A magnetic transducer signals the TC of the
flywheel to the control module when the TC hole on the flywheel passes beneath the transducer. The engine
speed/timing sensor signals the TC of the timing gear to the control module. Any offset between the TC of the
flywheel and the TC of the timing gear is stored into memory.
Calibration of the timing is required only after the following circumstances:
The EIS control module has been replaced.
The timing gear and/or the rear gear train have been adjusted.
The timing gear and/or the rear gear train have been replaced.
The calibration procedure is initiated with an electronic service tool. Either the Digital Diagnostic Tool (DDT) or
the Caterpillar Electronic Technician (ET) may be used to perform the calibration.
Test Step 1. Install the Transducer and the Harnesses
A. Set the engine control to the OFF mode.
C. Remove the timing calibration plug from the right side of the flywheel housing. Install the 6V-3093
Transducer Adapter into the hole.
NOTICE
The timing hole in the flywheel must not be aligned with the hole for
the transducer. The transducer will be damaged on engine start-up if
the transducer is installed through both holes. Rotate the flywheel for
more than 10 degrees before or after the TC position in order to move
the flywheel hole away from the hole for the transducer. Always
confirm that the holes are not aligned.
D. Make sure that the hole in the flywheel housing for the transducer is not aligned with the timing hole in the
flywheel. Remove the protective end cap from the 6V-2197 Transducer. Insert the transducer into the adapter
until the transducer contacts the surface of the flywheel. Tighten the nut on the adapter in order to secure the
transducer in place. Rotate the entire adapter between one quarter turn and one half turn counterclockwise.
This will move the transducer away from the surface of the flywheel by a small amount.
Configuration of the harnesses for calibrating the timing
(A) DDT
(B) Cat ET
E. Refer to Illustration 1. Perform the following steps in order to connect the harnesses:
a. Connect one end of the 7X-1695 Cable As to the transducer.
b. Connect the other end of the 7X-1695 Cable As to the 7X-1395 Cable Adapter.
c. Connect the other end of the 7X-1395 Cable Adapter to the harness for the service tool.
d. Connect the harness for the service tool to the engine mounted terminal box or to the service tool
connector on the engine harness.
Note: Do not connect the harness for the service tool to the remote control panel. The calibration
will fail if the harness for the service tool is connected to the remote control panel. The remote control
panel does not contain the wiring for the signal from the transducer.
F. Connect an electronic service tool to the harness for the service tool.
Expected Result:
The harnesses are connected properly.

Results:
OK - The harnesses are connected properly. If you are using the DDT, proceed to Test Step 2. If you are
using Cat ET, proceed to Test Step 3.
Not OK - The harnesses are not connected properly.
Repair: Connect the harnesses properly. Then, continue with this procedure.
If you are using the DDT, proceed to Test Step 2. If you are using Cat ET, proceed to Test Step 3.
Test Step 2. Perform the Calibration with the DDT
Note: A two-step process is used to calibrate the signal for the speed/timing sensor. The new timing reference is
calculated first. The reference is based on the signals from the transducer and the speed/timing sensor. Next, the
new timing reference is programmed into the memory of the EIS control module.
B. Set the engine control to the "STOP" mode.
C. Verify that the DDT is communicating with the EIS control module.
D. Start the engine. Operate the engine at a constant speed between 900 and 1200 rpm. Place the engine under
minimal load.
E. Press the "MODE" key until "TIMING MENU" is displayed.
F. Press the "FUNC" key until "CAL/TIMING PRESS ALT1 KEY" is displayed.
Note: The "WARNING" lamp and the "SHUTDOWN" lamp will be continuously illuminated during the
calibration. The engine will not shut down.
G. Press the "ALT1" key in order to start the calibration.
Expected Result:
The DDT displays "OK". The calibration was successful.
Results:
OK - The calibration was successful.
1. Shut down the engine.
2. Clear any diagnostic codes.
4. Disconnect the harnesses. Store the harnesses in a clean, dry environment.
Note: The timing probe may be warm.
5. Loosen the locknut on the 6V-3093 Transducer Adapter. Carefully slide the probe out of the adapter.
Install the protective cap onto the end of the probe.
Note: Do not leave the probe in the flywheel housing. The heat will damage the probe.
6. Replace the timing calibration plug.
STOP
Not OK - The calibration was not successful.
1. Verify that the engine rpm was stable during the calibration (± 50 rpm). Verify that there are no active
diagnostic codes which can prevent the calibration. Repeat the calibration procedure.
2. If the calibration is still unsuccessful, check the installation of the tools and check the operation of the
tools. Check the 7X-1695 Cable As for continuity. Verify that the transducer is not bent, open, or
shorted internally. Repeat the calibration procedure.
3. If the calibration was still unsuccessful, inspect the flywheel. Turn the flywheel and inspect the
flywheel for nicks and for scratches. Be sure to check the path of the flywheel beneath the calibration
hole. Repair any damage and repeat the calibration procedure.
4. Excessive backlash in the gear train will cause inconsistent timing. Refer to Disassembly and
Assembly for identifying and repairing a gear train problem. Repeat the calibration procedure.
5. Perform a self test of the EIS control module. Refer to Troubleshooting, "Control Module Self Test".
Replace the control module if the module fails the self test. Repeat the calibration procedure.
STOP
Test Step 3. Perform the Calibration with Cat ET
Note: A two-step process is used to calibrate the signal for the speed/timing sensor. The new timing reference is
calculated first. The reference is based on the signals from the transducer and the speed/timing sensor. Next, the
new timing reference is programmed into the memory of the EIS control module.
B. Set the engine control to the "STOP" mode.
C. Verify that Cat ET is communicating with the EIS control module.
D. Start the engine. Operate the engine at a constant speed between 900 and 1200 rpm. Place the engine under
minimal load.
E. Select "Service" from the main menu on Cat ET. Select "Calibrations" from the drop-down menu. Select
"Timing Calibration".
F. Use either of the following methods in order to initiate the calculation of the new timing reference:
Press the space bar on the keyboard of the PC.
Click the left mouse button on the "Continue" button in the lower left corner of the Cat ET screen.
Cat ET will indicate "Please wait. Calculating the new Timing Reference". After a few moments, Cat ET
will display "The ECM has calculated the Timing Reference" and "Choose the continue button to program
the Timing Reference".
G. Use either of the following methods in order to program the new timing reference:
Press the space bar on the keyboard of the PC.
Click the left mouse button on the "Continue" button in the lower left corner of the Cat ET screen.
Expected Result:
After a few moments, Cat ET will display "CALIBRATION SUCCESSFUL".
Results:
OK - The calibration was successful.
1. Shut down the engine.
2. Clear any diagnostic codes.
4. Disconnect the harnesses. Store the harnesses in a clean, dry environment.
Note: The timing probe may be warm.
5. Loosen the locknut on the 6V-3093 Transducer Adapter. Carefully slide the probe out of the adapter.
Install the protective cap onto the end of the probe.
Note: Do not leave the probe in the flywheel housing. The heat will damage the probe.
6. Replace the timing calibration plug.
STOP
Not OK - Cat ET displayed "COULD NOT CALIBRATE". The calibration was unsuccessful.
1. Verify that the engine rpm was stable during the calibration (± 50 rpm). Verify that there are no active
diagnostic codes which can prevent the calibration. Repeat the calibration procedure.
2. If the calibration is still unsuccessful, check the installation of the tools and check the operation of the
tools. Check the 7X-1695 Cable As for continuity. Verify that the transducer is not bent, open, or
shorted internally. Repeat the calibration procedure.
3. If the calibration was still unsuccessful, inspect the flywheel. Turn the flywheel and inspect the
flywheel for nicks and for scratches. Be sure to check the path of the flywheel beneath the calibration
hole. Repair any damage and repeat the calibration procedure.
4. Excessive backlash in the gear train will cause inconsistent timing. Refer to Disassembly and
Assembly for identifying and repairing a gear train problem. Repeat the calibration procedure.
5. Perform a self test of the EIS control module. Refer to Troubleshooting, "Control Module Self Test".
Replace the control module if the module fails the self test. Repeat the calibration procedure.
STOP
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Troubleshooting
G3500 Engines
i02024660
Oxygen Sensor - Calibrate

SMCS - 1096-524
Periodic calibration of the oxygen sensor is required in order to ensure accurate readings and optimum
engine performance. Refer to the Operation And Maintenance Manual for the maintenance interval schedule.
The engine must be stopped and the sensor must be removed. The sensor must be placed in uncontaminated
air in order to calibrate the sensor. The air must be free of exhaust.
During the calibration, the Electronic Control Module (ECM) first establishes the reference for zero percent
of oxygen by reading the sensor after the sensor has cooled for two minutes. The ECM energizes the heater
in the sensor for five minutes. Last, the ECM reads the percent of oxygen in the surrounding air. The
surrounding air is assumed to be clean with approximately 20.95 percent oxygen. The calibration offset and
the calibration range are determined from these two points.


B. Thoroughly inspect the following connectors:
Connectors for the ECM
Connectors for the oxygen sensor and the oxygen buffer
C. Check the harness and wiring for abrasion and pinch points from the oxygen sensor to the ECM.
Expected Result:
All of the connectors, pins, and sockets are connected properly. The connectors and the wiring are free of
corrosion, abrasion, and pinch points.
Results:
Not OK - At least one of the connectors, pins, or sockets are not connected properly. At least one of
the connectors or the wiring has corrosion, abrasion, and/or pinch points.
STOP
Test Step 2. Check the Atmospheric Conditions
A. Determine the ambient temperature, relative humidity, and barometric pressure.
B. Use Table 1 to determine whether your relative humidity is within the permissible range for calibration
of the oxygen sensor.
a. Find the row for your ambient temperature.
If the temperature is less than 12 °C (54 °F), use the 12 °C (54 °F) row.
If the temperature is more than 38 °C (100 °F), do not calibrate the sensor.
b. Find the column for your barometric pressure.
c. Find the relative humidity in the cell that intersects your column and your row.
If your relative humidity is equal to the humidity or greater than the humidity that is listed
in the Table, do not calibrate the sensor.
If the humidity is 90 percent or more, do not calibrate the sensor.
Table 1
Ambient Temperature, Barometric Pressure, and Relative Humidity for Calibration of the Oxygen
Sensor
Barometric Pressure
97 99 101 102 104 105 107 109 110 112 113

Ambient 96
kPa kPa kPa kPa kPa kPa kPa kPa kPa kPa kPa
Temperature kPa
(14.7 (14.4 (14.6 (14.8 (15 (15.2 (15.5 (15.8 (16 (16.2 (16.4
(13.9
psi) psi) psi) psi) psi) psi) psi) psi) psi) psi) psi)
psi)
Relative Humidity
12 °C (54 °F) 90 90 90 90 90 90 90 90 90 90 90 90
14 °C (57 °F) 85 85 85 85 90 90 90 90 90 90 90 90
75 75 75 75 80 80 80 80 85 85 85 85
16 °C (61 °F)
18 °C (64 °F) 65 65 65 70 70 70 70 75 75 75 75 75
20 °C (68 °F) 60 60 60 60 60 65 65 65 65 65 65 70
22 °C (72 °F) 50 50 55 55 55 55 55 60 60 60 60 60
24 °C (75 °F) 45 45 45 50 50 50 50 50 50 55 55 55
26 °C (79 °F) 40 40 40 45 45 45 45 45 45 45 50 50
28 °C (82 °F) 35 35 40 40 40 40 40 40 40 40 45 45
30 °C (86 °F) 35 35 35 35 35 35 35 35 35 40 40 40
32 °C (90 °F) 30 30 30 30 30 30 35 35 35 35 35 35
34 °C (93 °F) 25 25 30 30 30 30 30 30 30 30 30 30
36 °C (97 °F) 25 25 25 25 25 25 25 25 25 30 30 30
38 °C (100 20 25 25 25 25 25 25 25 25 25 25 25
°F)
Expected Result:
The temperature is less than 38 °C (100 °F). The ambient relative humidity is within the permissible range
for calibration of the oxygen sensor.
Results:
OK - The ambient conditions are acceptable. Proceed to Test Step 3.
Not OK - The humidity is not acceptable.
Repair: Do not calibrate the sensor until the humidity is acceptable.
STOP
Test Step 3. Check for Diagnostic Codes
A. Restore the electrical power to the engine. Set the engine control to the STOP mode.
B. Use an electronic service tool in order to check for the following codes. If the following codes are
activated, clear the codes:
550-02 Noisy or Loss of Oxygen Signal
551-01 Oxygen Sensor not connected to buffer
555-02 Noisy Oxygen signal
Expected Result:
Results:
No Codes - The circuit for the oxygen sensor is OK. Proceed to test Step 4.
Codes - There is at least one diagnostic code for the oxygen sensing system.
Repair: Refer to Troubleshooting, "Oxygen Sensor Signal".
STOP
Test Step 4. Calibrate the Oxygen Sensor


B. Disconnect the oxygen sensor from the oxygen buffer.
C. Allow the sensor to cool sufficiently for removal. Then remove the sensor from the exhaust system.
D. Connect the oxygen sensor to the oxygen buffer. Suspend the sensor in uncontaminated air.
E. Restore the electrical power to the engine. Set the engine control to the STOP mode.
F. Activate the switch for oxygen calibration.
Approximately 12 minutes are required for the calibration.
During the calibration, the ECM will display "O2 CALIB".
Expected Result:
Successful calibration is indicated by the electronic service tool.
Results:
OK - Successful calibration is indicated by the electronic service tool. Proceed to Test Step 5.
Not OK - The calibration was not successful. The electronic service tool will display a diagnostic
code.
Repair: Troubleshoot the diagnostic code. Check the connectors for the oxygen sensor and the oxygen
buffer. Repeat the calibration procedure. If the procedure is not successful after three attempts, obtain a
new oxygen sensor and repeat the calibration procedure.
STOP
Test Step 5. Verify the Calibration of the Sensor
Use the electronic service tool in order to verify the calibration of the oxygen sensor.
A. For the Digital Diagnostic Tool (DDT), perform the following procedure:
a. Use the "MODE" key in order to scroll to the "O2/TEST" screen. Then use the "FUNC" key in
order to scroll to the "OXYGEN POWER" screen. Press the "ALT1" key in order to turn ON the
oxygen sensing system.
b. Use the "MODE" key in order to scroll to the "STATUS" menu. Use the "FUNC" key in order to
scroll to the "ACT/DES O2" screen. Wait for the value of the actual oxygen to stabilize.
B. For the Caterpillar Electronic Technician (ET), perform the following procedure:
a. Access the "Diagnostic Override" screen. Select "Diagnostics/Diagnostic Tests/Override

Parameters".
b. Turn ON the "Oxygen Sensor Override" parameter.
Expected Result:
The "Actual Oxygen" reading stabilizes to approximately 20.95 percent in about 30 seconds.
Results:
OK - The "Actual Oxygen" reading stabilizes to approximately 20.95 percent in about 30 seconds. The
calibration of the oxygen sensor is verified. Allow the oxygen sensor to cool before you install the
sensor.STOP
Not OK - The "Actual Oxygen" reading does not stabilize to approximately 20.95 percent in about 30
seconds. The calibration of the oxygen sensor was not successful.
Repair: Calibrate the oxygen sensor again. Then verify the calibration. Repeat the calibration
procedure. If the procedure is not successful after three attempts, obtain a new oxygen sensor and
repeat the calibration procedure.
STOP
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10/30/2019 G3516 Generator Set ZBA00001-UP(SEBP3860 - 55) - Documentation

EIS control module

Manifold air pressure sensor (MAP)

Optional Electronic Systems

Air/fuel ratio control

Status Control Module (SCM)

Other systems that are provided by Caterpillar or by the customer

Air/Fuel Ratio Control

Control of exhaust emissions

Adjustment for changes in the fuel BTU

Engine speed governing

The system consists of the following components:

Electronic Control Module (ECM)

Inlet manifold pressure sensor

Inlet manifold temperature sensor

Air/Fuel Ratio Control

The following steps describe the basic operation:

Desired engine speed

Actual engine speed

Calculated engine load

Engine Speed Governing

Status Control Module (SCM)

The SCM includes the following features:

Control of starting the engine and stopping the engine

Basic engine protection

A display of the status of certain parameters

Engine Monitoring and Protection

Control of starting the engine and stopping the engine

Basic engine protection

A display of the status of certain operating parameters

These features may be provided by these systems:

Status Control Module

Electronic Modular Control Panel (EMCP)

Basic Engine Protection

Engine Operating Parameters

Electronic Ignition System (EIS)

Optional Air/Fuel Ratio Control

Optional Status Control Module (SCM)

Electronic Ignition System (EIS)

(1) Inlet manifold pressure sensor

(3) Detonation sensor

(4) EIS control module

(5) Speed/timing sensor

(6) Detonation sensor

EIS Control Module

Inlet Manifold Pressure Sensor

(7) Distribution panel

Optional Air/Fuel Ratio Control

Electronic Control Module (ECM)

This panel is configured for CSA.

(8) Electronic Control Module (ECM)

Sensors and Actuators

(9) Inlet manifold temperature sensor

(10) Oxygen sensor

(11) Oxygen buffer

(12) Throttle actuator

(13) Fuel actuator

Inlet Manifold Temperature Sensor

Oxygen Sensor and Oxygen Buffer

Engine Speed Sensor

(14) Speed sensor for the air/fuel ratio control

Optional Status Control Module (SCM)

(15) Status control module

(16) Terminal box

Electrical Connectors and Functions

Harness Wire Identification

(1) Terminal box