Series 50-60 G

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Detroit Diesel, Detroit Diesel with spinning arrows design, Series50G, Series 60G, and DDEC are registered trademarks of Detroit Diesel Corporation. Teflon is a registered trademark of the E. I. DuPont de Nemours and Company, Inc. SWAK is a registered trademark of the Cajo n Company. OTC is a registered trademark of the SPX Company. Calterm is a registered trademark of the Gardner Bender. Lubriplate is a registered trademark of the Fiske Brothers Refining Company. Lamba Pro is a trademark of Engine Control & Monitoring Inc. 6SE482 0104 Copyright 2001. Detroit Diesel Corporation. All rights reserved. Printed in U.S.A.
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Natural Gas Troubleshooting Guide
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SAFETY PRECAUTIONS
The following safety measures are essential when working on the Series 50/60 engine.
Exhaust (Start/Run Engine)

Before starting and running an engine, adhere to the following safety precautions:
To avoid injury before starting and running the engine, ensure the vehicle is parked on a level surface, parking brake is set, and the wheels are blocked.
Diesel engine exhaust and some of its constituents are known to the State of California to cause cancer, birth defects, and other reproductive harm. Always start and operate an engine in a well ventilated area. If operating an engine in an enclosed area, vent the exhaust to the outside. Do not modify or tamper with the exhaust system or emission control system.
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Stands
Safety stands are required in conjunction with hydraulic jacks or hoists. Do not rely on either the jack or the hoist to carry the load. When lifting an engine, ensure the lifting device is fastened securely. Ensure the item to be lifted does not exceed the capacity of the lifting device.
Glasses
Select appropriate safety glasses for the job. It is especially important to wear safety glasses when using tools such as hammers, chisels, pullers or punches.
To avoid injury, wear a face shield or goggles.
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Welding
Wear welding goggles and gloves when welding or using an acetylene torch.
To avoid injury from arc welding, gas welding, or cutting, wear required safety equipment such as an arc welders face plate or gas welders goggles, welding gloves, protective apron, long sleeve shirt, head protection, and safety shoes. Always perform welding or cutting operations in a well-ventilated area. The gas in oxygen/acetylene cylinders used in gas welding and cutting is under high pressure. If a cylinder should fall due to careless handling, the gage end could strike an obstruction and fracture, resulting in a gas leak leading to fire or an explosion. If a cylinder should fall resulting in the gage end breaking off, the sudden release of cylinder pressure will turn the cylinder into a dangerous projectile. Observe the following precautions when using oxygen/acetylene gas cylinders: Always wear required safety shoes. Do not handle tanks in a careless manner or with greasy gloves or slippery hands. Use a chain, bracket, or other restraining device at all times to prevent gas cylinders from falling. Do not place gas cylinders on their sides, but stand them upright when in use. Do not drop, drag, roll, or strike a cylinder forcefully. Always close valves completely when finished welding or cutting.
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To avoid injury from fire, check for fuel or oil leaks before welding or carrying an open flame near the engine. NOTICE: Use proper shielding around hydraulic lines when welding to prevent hydraulic line damage. Ensure that a metal shield separates the acetylene and oxygen that must be chained to a cart.
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Work Place
Organize your work area and keep it clean. A fall could result in a serious injury. Eliminate the possibility of a fall by:
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Wiping up oil spills Keeping tools and parts off the floor Reinstall all safety devices, guards or shields Ensure that all tools and servicing equipment are removed from the engine
After servicing or adjusting the engine:
Clothing
Safe work clothing fits and is in good repair. Work shoes are sturdy and rough-soled. Bare feet, sandals or sneakers are not acceptable foot wear when adjusting and/or servicing an engine. Do not wear the following when working on an engine:
To avoid injury when working on or near an operating engine, wear protective clothing, eye protection, and hearing protection.
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Rings Wrist watches Loose fitting clothing
Any of these items could catch on moving parts causing serious injury.
Power Tools
Do not use defective portable power tools.
To avoid injury from electrical shock, follow OEM furnished operating instructions prior to usage. Check for frayed cords prior to using the tool. Be sure all electric tools are grounded. Defective electrical equipment can cause severe injury. Improper use of electrical equipment can cause severe injury.
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Air
Recommendations regarding the use of compressed air are indicated throughout the manual.
To avoid injury from flying debris when using compressed air, wear adequate eye protection (face shield or safety goggles) and do not exceed 40 psi (276 kPa) air pressure.
Fuel Lines
Remove fuel lines as an assembly. Do not remove fuel lines individually. Avoid getting fuel injection lines mixed up.
Fluids and Pressure

Be extremely careful when dealing with fluids under pressure.
To avoid injury from penetrating fluids, do not put your hands in front of fluid under pressure. Fluids under pressure can penetrate skin and clothing. Fluids under pressure can have enough force to penetrate the skin. These fluids can infect a minor cut or opening in the skin. If injured by escaping fluid, see a doctor at once. Serious infection or reaction can result without immediate medical treatment.
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Fuel
Keep the hose and nozzle or the funnel and container in contact with the metal of the fuel tank when refueling to avoid the possibility of an electric spark igniting the fuel.
To avoid injury from fire caused by heated diesel-fuel vapors: Keep those people who are not directly involved in servicing away from the engine. Stop the engine immediately if a fuel leak is detected. Do not allow open flames or smoke when working on an operating engine. Wear adequate protective clothing (face shield, insulated gloves and apron, etc.). To prevent a buildup of potentially volatile vapors, keep the engine area well ventilated during operation. Diesel fuel is relatively harmless at ambient temperatures.
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To avoid injury from possible fuel vapor ignition when refueling, keep the hose, nozzle, funnel, or container in contact with the metal opening of the fuel tank. This will reduce the likelihood of a dangerous spark. This caution applies to gasoline engines. The following cautions should be followed when filling a fuel tank:
To avoid injury from fire, do not overfill the fuel tank.
To avoid injury from fire, keep all potential ignition sources away from diesel fuel, open flames, sparks, and electrical resistance heating elements. Do not smoke when refueling.
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Batteries
Electrical storage batteries emit highly flammable hydrogen gas when charging and continue to do so for some time after receiving a steady charge.
To avoid injury from battery explosion or contact with battery acid, work in a well-ventilated area, wear protective clothing, and avoid sparks or flames near the battery. Always establish correct polarity before connecting cables to the battery or battery circuit. If you come in contact with battery acid: Flush your skin with water. Apply baking soda or lime to help neutralize the acid. Flush your eyes with water. Get medical attention immediately.
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Always disconnect the battery cable before working on the electrical system.
To avoid injury from accidental engine startup while servicing the engine, disconnect/disable the starting system. Disconnect the batteries or disable an air starter when working on the engine (except DDEC) to prevent accidental starting.
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Fire
Keep a charged fire extinguisher within reach. Be sure you have the correct type of extinguisher for the situation.
Cleaning Agent
Avoid the use of carbon tetrachloride as a cleaning agent because of the harmful vapors that it releases. Ensure the work area is adequately ventilated. Use protective gloves, goggles or face shield, and apron.
To avoid injury from harmful vapors or skin contact, do not use carbon tetrachloride as a cleaning agent. Exercise caution against burns when using oxalic acid to clean the cooling passages of the engine.
Working on a Running Engine

When working on an engine that is running, accidental contact with the hot exhaust manifold can cause severe burns.
To avoid injury from unguarded rotating and moving engine components, check that all protective devices have been reinstalled after working on the engine.
To avoid injury, use care when working around moving belts and rotating parts on the engine.
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Start Attempts
Avoid excessive injection of ether into the engine during start attempts.
To avoid injury from an explosion of natural gas, the following precautions must be taken: Do not smoke when installing or servicing the engine or fuel system. Installation or servicing of natural-gas equipment must only be conducted in well-ventilated, natural gas compatible areas. Do not install or service equipment in an enclosed area where ignition sources are present without first ensuring that an undetected gas leak may be safely vented without being ignited. Bleed natural gas lines before installing or servicing any component connected to the fuel lines. Natural gas fuel systems are pressurized. Relieve pressure from any fuel system component prior to installation or service of that component. Use a combustible-gas detector. Liquefied natural gas (LNG) is odorless and cannot be detected by smell. Compressed Natural gas (CNG) may be odorless and may not be detected by smell. Equipment fuel systems are the responsibility of the Original Equipment Manufacturer (OEM). Equipment fuel system guidelines must be closely adhered to when installing or servicing equipment. Refer to OEM guidelines specifying which maintenance procedures require venting of fuel lines and fuel tanks. LNG systems are pressurized and contain extremely cold (-260F [-162C]) fluids. Contact the fuel supplier or OEM for LNG safety requirements. Contact with LNG may cause personal injury (freezing). Vent systems on the equipment should be ducted to a safe area whenever equipment is in an enclosed area. Natural gas is highly flammable and explosive and may be extremely cold (-260F [-162C]).
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NOTICE: Avoid excessive injection of ether into the engine during start attempts. Injection of excessive ether may result in an uncontrolled internal engine explosion that could cause engine damage. Follow the manufacturers instructions on proper product use. Follow the instructions on the container or by the manufacturer of the starting aid.
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Turbocharger Compressor Inlet Shield

A turbocharger compressor inlet shield, J 26554-A, is available and must be used anytime the engine is operated with the air inlet piping removed. See Figure 14. The shield helps to prevent foreign objects from entering and damaging the turbocharger and will prevent the mechanic from accidentally touching the turbocharger impeller. The use of this shield does NOT preclude any other safety practices contained in this manual. See Figure 15 for Series 60G engine.
To avoid injury from contact with rotating parts when an engine is operating with the air inlet piping removed, install an air inlet screen shield over the turbocharger air inlet. The shield prevents contact with rotating parts. Use of this shield does NOT preclude any other safety practices contained in this manual.
Figure 14
Turbocharger Compressor Inlet Shield
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Figure 15
Turbocharger Compressor Inlet Shield, Series 60G Engine
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This document is a guideline for qualified personnel. It is intended to be used by trained service personnel and contains Detroit Diesel Corporation's recommendations for supporting the DDC engines covered by this document. The information contained in this document is preliminary and incomplete and is subject to change without notice.
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The Stop Sign represents the end point/solution for the specific problem being solved. Once the stop sign has been reached, the engine should be started and run to see if the problem has been terminated. If the problem has not been solved continue on through the troubleshooting guide until the next stop sign is reached.
The Oval represents the starting point of every flow diagram.
The rectangle represents the next step that must be taken to solve the specific problem that is affecting the engine. This rectangle includes the title and page number of the next step to be taken.
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SECTION 1: NO START LEGEND INTRODUCTION ACTIVE DDEC CODES GAS ENGINE DDEC DIAGNOSTIC CODES ACTIVE GAS SPECIFIC CODES LOW FUEL PRESSURE LOW PRESSURE FUEL SHUT-OFF VALVE DEPRESSURIZE THE FUEL SYSTEM FUEL FILTERS LEAK CHECK THE FUEL SYSTEM PSV OPERATION PSV WIRING PSV OPERATION CONTINUED IGNITION COILS SPARK PLUG INSULATOR SPARK PLUG BOOTS IGNITER MODULE IGNITION COIL CONNECTORS IGNITION HARNESS POWER CONNECTOR WIRE HARNESS CONTINUITY CONTAMINATED SPARK PLUG WELL SPARK PLUG ELECTRODES IGNITION COIL PRIMARY CIRCUIT RESISTANCE LEARN PROCEDURE PSV TROUBLESHOOT PSV INSTALLATION PROCEDURE LOW PRESSURE REGULATOR INSTALLATION PROCEDURE SECTION 2: STALL LEGEND INTRODUCTION ACTIVE DDEC CODES GAS ENGINE DDEC DIAGNOSTIC CODES ACTIVE GAS SPECIFIC CODES LOW FUEL PRESSURE LOW PRESSURE FUEL SHUT-OFF VALVE DEPRESSURIZE THE FUEL SYSTEM FUEL FILTERS LEAK CHECK THE FUEL SYSTEM PSV OPERATION PSV WIRING PSV OPERATION CONTINUED LEARN PROCEDURE PSV TROUBLESHOOT PSV INSTALLATION PROCEDURE LOW PRESSURE REGULATOR INSTALLATION PROCEDURE
PAGE #
1-0 1-1 1-2 1-3 1-4 1-5 1-6 1-7 1-8 1-9 1-10 1-11 1-12 1-13 1-14 1-15 1-16 1-17 1-18 1-19 1-20 1-21 1-22 1-23 1-24 1-25
2-0 2-1 2-2 2-3 2-4 2-5 2-6 2-7 2-8 2-9 2-10 2-11 2-12 2-13 2-14 2-15
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SECTION 3: LOW POWER-MISFIRE-ROUGH RUNNING LEGEND INTRODUCTION IGNITION COILS SPARK PLUG INSULATOR SPARK PLUG BOOTS IGNITER MODULE IGNITION COIL CONNECTORS IGNITION HARNESS POWER CONNECTOR WIRE HARNESS CONTINUITY CONTAMINATED SPARK PLUG WELL SPARK PLUG ELECTRODES IGNITION COIL PRIMARY CIRCUIT RESISTANCE LOW FUEL PRESSURE LOW PRESSURE FUEL SHUT-OFF VALVE DEPRESSURIZE THE FUEL SYSTEM FUEL FILTERS LEAK CHECK THE FUEL SYSTEM PSV OPERATION PSV WIRING PSV OPERATION CONTINUED OXYGEN SENSOR LEARN PROCEDURE PSV TROUBLESHOOT PSV INSTALLATION PROCEDURE LOW PRESSURE REGULATOR INSTALLATION PROCEDURE
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3-0 3-1 3-2 3-3 3-4 3-5 3-6 3-7 3-8 3-9 3-10 3-11 3-12 3-13 3-14 3-15 3-16 3-17 3-18 3-19 3-20 3-21 3-22 3-23
SECTION 4: KNOCK LEGEND INTRODUCTION KNOCK INTENSITY NUMBER OF KNOCKS EXCESSIVE ENGINE KNOCK REAL KNOCK CODES CHARGE AIR COOLER FAN PROPER FUEL SYSTEMS OPERATION PSV WIRING PSV OPERATION CONTINUED OXYGEN SENSOR SPARK PLUG ELECTRODES LEARN PROCEDURE PSV TROUBLESHOOT PSV INSTALLATION PROCEDURE LOW PRESSURE REGULATOR INSTALLATION PROCEDURE ACCESSORIES AND BRACKETRY VALVETRAIN FUEL COMPOSITION INTERNAL ENGINE COMPONENTS FAKE KNOCK CODES
4-0 4-1 4-2 4-3 4-4 4-5 4-6 4-7 4-8 4-9 4-10 4-11 4-12 4-13 4-14 4-15 4-16 4-17 4-18 4-19
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SECTION 5: DDEC CODES - PIDs

DDEC Description SAE Fault: Flash Code
Throttle plate position above normal range Throttle plate position below normal range Throttle plate position erratic Throttle plate position sensor input voltage high Throttle plate position sensor input voltage low Throttle plate position input fault TPS (foot pedal) input voltage high TPS (foot pedal) input voltage low Fuel pressure high Fuel pressure low Fuel pressure sensor input voltage high Fuel pressure sensor input voltage low Oil pressure low Oil pressure sensor input voltage high Oil pressure sensor input voltage low Intake manifold air temperature high Intake manifold air temperature sensor input voltage Intake manifold air temperature sensor input voltage Intake manifold pressure high Intake manifold pressure low Manifold absolute pressure input voltage high Manifold absolute pressure input voltage low Barometric pressure sensor input voltage high Barometric pressure sensor input voltage low Coolant temperature high Coolant temperature sensor input voltage high Coolant temperature sensor input voltage low Coolant level low Coolant level sensor input voltage high Coolant level sensor input voltage low Exhaust temperature sensor input voltage high Exhaust temperature sensor input voltage low Fuel temperature sensor input voltage high Fuel temperature sensor input voltage low
PID 51 PID 51 PID 51 PID 51 PID 51 PID 51 PID 91 PID 91 PID 94 PID 94 PID 94 PID 94 PID 100 PID 100 PID 100 PID 105 PID 105 PID 105 PID 106 PID 106 PID 106 PID 106 PID 108 PID 108 PID 110 PID 110 PID 110 PID 111 PID 111 PID 111 PID 173 PID 173 PID 174 PID 174
FMI 0 FMI 1 FMI 2 FMI 3 FMI 4 FMI 7 FMI 3 FMI 4 FMI 0 FMI 1 FMI 3 FMI 4 FMI 1 FMI 3 FMI 4 FMI 0 FMI 3 FMI 4 FMI 0 FMI 1 FMI 3 FMI 4 FMI 3 FMI 4 FMI 0 FMI 3 FMI 4 FMI 1 FMI 3 FMI 4 FMI 3 FMI 4 FMI 3 FMI 4
65 65 65 17 18 65 21 22 47 48 37 38 45 35 36 44 27 28 47 48 67 67 86 87 44 14 15 43 16 13 81 82 23 24
PAGE # 5-1 5-2 5-3 5-4 5-5 5-6,5-7 5-8 5-9 5-10 5-11 5-12 5-13 5-14 5-15 5-16 5-17 5-18 5-19 5-20 5-21 5-22 5-23 5-24 5-25 5-26 5-27 5-28 5-29 5-30 5-31 5-32 5-33 5-34 5-35
SECTION 6: DDEC CODES -SIDs

DDEC Description SAE Fault: Flash Code
Too many SRS (missing TRS) Too few SRS (missing TRS) Aux. output #3 open circuit (high side) PWM driver #2 open circuit PWM driver #3 short to battery (+) PWM driver #3 open circuit Oxygen content circuit voltage high Oxygen content circuit voltage low Engine knock level above normal range Engine knock sensor input voltage high Engine knock sensor input low Engine knock sensor torque reduction Gas valve position input voltage high Gas valve position input voltage low Sensor supply voltage high Sensor supply voltage low
SID 21 SID 21 SID 51 SID 58 SID 59 SID 59 SID 65 SID 65 SID 76 SID 76 SID 76 SID 76 SID 77 SID 77 SID 232 SID 232
FMI 0 FMI 1 FMI 3 FMI 4 FMI 3 FMI 4 FMI 3 FMI 4 FMI 0 FMI 3 FMI 4 FMI 7 FMI 3 FMI 4 FMI 0 FMI 1
41 42 31 63 63 63 23 24 66 66 66 66 73 73 75 46
Page # 6-1 6-2 6-3 6-4 6-5 6-6 6-7, 6-8 6-9 6-10 6-11 6-12 6-13 6-14 6-15 6-16 6-17
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SECTION 7: COMPONENT IDENTIFICATION SERIES 60G SERIES 60G SERIES 50G SERIES 50G FUEL SYSTEM S50G THROTTLE ASSEMBLY S60G THROTTLE ASSEMBLY S50G IMPCO AND PSV ASSEMBLY S60G IMPCO AND PSV ASSEMBLY S50G HOSE AND GAS FITTINGS S60G HOSE AND GAS FITTINGS IGNITION SYSTEM S50G IGNITION SYSTEM ASSEMBLY S60G IGNITION SYSTEM ASSEMBLY CONDITION OF SPARK PLUGS CONDITION OF SPARK PLUGS CONTINUED TURBOCHARGER WASTEGATE SETTING (1) TURBOCHARGER WASTEGATE SETTING (2) TURBOCHARGER WASTEGATE SETTING (3) SECTION 8: ELECTRONIC CONTROLS OEM SUPPLIED HARDWARE DDC SUPPLIED HARDWARE ELECTRONIC CONTROL SYSTEM DESCRIPTION ELECTRONIC CONTROL MODULE IGNITION SYSTEM ENGINE PROTECTION ENGINE CRITICAL FAULT APPLICATION CODE SYSTEM PULSE WIDTH MODULATED STEPPER MOTOR VALVE (PSV) SENSORS KNOCK SENSOR AND SIGNAL NOISE ENHANCEMENT FILTER MODULE (SNEF) FUEL TEMPERATURE SENSOR EXHAUST TEMPERATURE SENSOR OXYGEN SENSOR DDEC INSTALLATION REQUIREMENTS DEDICATED POWER AND GROUND REQUIREMENTS RELAY POWERED THROTTLE RELAY POWERED FUEL SHUT-OFF VALVES WIRING HARNESSES VEHICLE INTERFACE HARNESS OEM SENSOR HARNESS FUEL SHUT-OFF HARNESS OEM SENSOR GROUND HARNESS COIL POWER HARNESS DUAL FUSE INSTALLATION SINGLE FUSE INSTALLATION POWER HARNESS INSTALLATION GUIDELINES WIRING DIAGRAMS
ENGINE SENSOR HARNESS VEHICLE INTERFACE HARNESS
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8-1 8-1 8-2 8-2 8-3 8-4 8-4 8-4 8-5 8-6 8-6 8-7 8-8 8-8 8-9 8-9 8-10 8-10 8-10 8-10 8-10 8-11 8-12 8-13 8-14 8-16 8-17
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Natural Gas Troubleshooting Guide - No Start
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The first step in diagnosing an engine that is not starting is to check the obvious parts and components that might cause a "No Start" condition. 1.) Confirm the vehicle has gas in its tanks. 2.) Confirm the batteries are on. 3.) Confirm the batteries are charged. 4.) Confirm the parking brake is on and the transmission is in neutral during crank. 5.) Confirm the manual gas valve is open during crank. 6.) Confirm proper operation of all tank valves and high pressure solenoid valve during crank. Consult OEM Vehicle Manual. 7.) Confirm wiring harnesses at DDEC are connected and ground straps from engine to starter are connected. 8.) Make sure the PLC / Multiplex / Electrical System is getting power. 9.) Confirm proper operation of the fire suppression system and/or the methane detection system. Consult OEM Vehicle Manual. 10.) Make sure fuel door is closed and inspect the magnetic switch for proper operation. Consult OEM Vehicle Manual. 11.) Confirm wire 439 in DDEC power harness is not loose. 12.) Verify the installation requirements for the electronic system have been met by referring to Section 8: Electronic Controls 13.) Check for proper operation of the Stop Engine Light (SEL) and the Check Engine Light (CEL).
If the Engine still does not start after all these steps have been taken, then go to page 1-1 (Active DDEC Diagnostic Codes)
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Check for active DDEC diagnostic codes. 1.) Turn the ignition on. 2.) Use the DDR to check for active codes. 3.) Determine whether the active codes are gas specific or non-gas specific by referring to page 1-2 (Gas Engine DDEC Diagnostic Codes). A.) If the active codes are not on page 1-2 (Gas Engine DDEC Diagnostic Codes), then refer to the DDEC III / IV Single ECM Troubleshooting Guide. B.) If there are no active codes, then go to page 1-9 (PSV Operation). C.) If the active codes are on page 1-2 (Gas Engine DDEC Diagnostic Codes), then go to page 1-3 (Active Gas Specific Codes).
Active DDEC Codes

Turn the ignition on.
Use the DDR to check for active codes.
Determine whether the active codes are gas specific or non-gas specific by referring to page 1-2 (DDEC Diagnostic Codes).
If the active codes are not on page 1-2 (DDEC Diagnostic Codes), then refer to the DDEC III / IV Single ECM Troubleshooting Guide.
If there are no active gas codes, then Proceed to: PSV Operation
(Page 1-9)
If the active codes are on page 12, then Proceed to: Active gas specific codes.
(Page 1-3)
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SAE Fault: PID PID 51 PID 51 PID 51 PID 51 PID 51 PID 51 PID 91 PID 91 PID 94 PID 94 PID 94 PID 94 PID 100 PID 100 PID 100 PID 105 PID 105 PID 105 PID 106 PID 106 PID 106 PID 106 PID 108 PID 108 PID 110 PID 110 PID 110 PID 111 PID 111 PID 111 PID 173 PID 173 PID 174 PID 174 SAE Fault: SID SID 21 SID 21 SID 51 SID 58 SID 59 SID 59 SID 65 SID 65 SID 76 SID 76 SID 76 SID 76 SID 77 SID 77 SID 232 SID 232
SAE Fault: FMI FMI 0 FMI 1 FMI 2 FMI 3 FMI 4 FMI 7 FMI 3 FMI 4 FMI 0 FMI 1 FMI 3 FMI 4 FMI 1 FMI 3 FMI 4 FMI 0 FMI 3 FMI 4 FMI 0 FMI 1 FMI 3 FMI 4 FMI 3 FMI 4 FMI 0 FMI 3 FMI 4 FMI 1 FMI 3 FMI 4 FMI 3 FMI 4 FMI 3 FMI 4 SAE Fault: FMI FMI 0 FMI 1 FMI 3 FMI 4 FMI 3 FMI 4 FMI 3 FMI 4 FMI 0 FMI 3 FMI 4 FMI 7 FMI 3 FMI 4 FMI 0 FMI 1
DDEC Description Throttle plate position above normal range Throttle plate position below normal range Throttle plate position erratic Throttle plate position sensor input voltage high Throttle plate position sensor input voltage low Throttle plate position input fault TPS (foot pedal) input voltage high TPS (foot pedal) input voltage low Fuel pressure high Fuel pressure low Fuel pressure sensor input voltage high Fuel pressure sensor input voltage low Oil pressure low Oil pressure sensor input voltage high Oil pressure sensor input voltage low Intake manifold air temperature high Intake manifold air temperature sensor input voltage high Intake manifold air temperature sensor input voltage low Intake manifold pressure high Intake manifold pressure low Manifold absolute pressure input voltage high Manifold absolute pressure input voltage low Barometric pressure sensor input voltage high Barometric pressure sensor input voltage low Coolant temperature high Coolant temperature sensor input voltage high Coolant temperature sensor input voltage low Coolant level low Coolant level sensor input voltage high Coolant level sensor input voltage low Exhaust temperature sensor input voltage high Exhaust temperature sensor input voltage low Fuel temperature sensor input voltage high Fuel temperature sensor input voltage low DDEC Description
Flash Code 65 65 65 17 18 65 21 22 47 48 37 38 45 35 36 44 27 28 47 48 67 67 86 87 44 14 15 43 16 13 81 82 23 24 Flash Code
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41 42 31 63 63 63 23 24 66 66 66 66 73 73 75 46
6-1 6-2 6-3 6-4 6-5 6-6 6-7, 6-8 6-9 6-10 6-11 6-12 6-13 6-14 6-15 6-16 6-17
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Determine which direction to take to troubleshoot the "No Start" condition. 1.) If there is a low fuel pressure code (PID 94 FMI 1), then go to page 1-4 (Low fuel pressure). 2.) If there is a gas valve position code (SID 77 FMI 0, SID 77 FMI 1, SID 77 FMI 3, SID 77 FMI 4, SID 77 FMI 7), then go to page 1-9 (PSV Operation). 3.) If there are any other active gas specific codes, then go to page 1-2 (Gas Engine DDEC Diagnostic Codes). Find the code that is active and go to the page listed.
Active Gas Specific Codes
Determine which direction to take to troubleshoot the "No Start" condition
If there is a low fuel pressure code (PID 94 FMI 1), then Proceed to: Low Fuel Pressure
(Page 1-4)
If there is a gas valve position code (SID 77 FMI 0, SID 77 FMI 1, SID 77 FMI 3, SID 77 FMI 4, SID 77 FMI 7), then Proceed to: PSV Operation
(Page 1-9)
If there are any other active gas specific codes, then Proceed to: Gas Engine DDEC Diagnostic Codes.
(Page 1-2)
Find the code that is active and go to the page listed.
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Check the fuel pressure. 1.) As illustrated below in the flow diagram; start out by turning the ignition on. 2.) Once the ignition has been turned on, crank the engine over. 3.) While the engine is cranking, check the fuel pressure. 4.) Using the DDR check the fuel pressure. A.) If the fuel pressure is above 94 psia (CNG) or above 74 psia (LNG), then go to page 1-9 (PSV Operation). B.) If there is no fuel pressure or the fuel pressure is below 94 psia (CNG) or 74 psia (LNG), then go to page 1-5 (Low Pressure Shut-Off Valve).
Low Fuel Pressure
Crank the engine.
Check the fuel pressure with the DDR.
If the fuel pressure is above 94 psia (CNG) or above 74 psia (LNG), Proceed to: PSV Operation
(Page 1-9)
If there is no fuel pressure or the fuel pressure is below 94 psia (CNG) or 74 psia (LNG). Proceed to: Low Pressure Shut-Off Valve
(Page 1-5)
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Check if the fuel shut-off solenoid is receiving power during cranking. 1.) Turn the ignition on. 2.) Once the ignition has been turned on, crank the engine over. 3.) While the engine is cranking, use a volt-ohmmeter to check for voltage* at the solenoid. *(12 volts or 24 volts depending on application) A.) If voltage is present, then feel the solenoid for clicking upon engine crank. 1.) If there is no clicking, Replace the Low Pressure Fuel Shut-Off Valve. Follow page 1-6 to depressurize the fuel system and then page 1-8 to leak check the fuel system once the valve has been replaced. 2.) If there is clicking, go to page 1-6 (Depressurize Fuel System). B.) If voltage is not present, Check the Vehicle Wiring.
Note: While the engine is cranking, make sure the T3 output on the DDR indicates "on". A.) If the T3 output on the DDR indicates "off", then verify with a volt-ohmmeter that the T3 output (wire #562 Orange) at the ECM is 12 or 24 volts. 1.) If T3 output is not 12 or 24 volts, then Replace the ECM.
Low Pressure Fuel Shut-Off Valve

Crank the engine. If voltage is not present, Check the vehicle wiring.
Check for voltage at the solenoid.
If voltage is present, then feel the solenoid for clicking upon engine crank.
If clicking is present, Proceed to: Depressurize Fuel System

(Page 1-6)
If there is no clicking, Replace the Low Pressure Fuel Shut-Off Valve. Follow page 1-6 to depressurize the fuel system and then page 18 to leak check the fuel system once the valve has been replaced.
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Venting an Inoperable Engine to Relieve Natural Gas Pressure
CAUTION :
To avoid personal injury an inoperable natural gas engine must be kept in a well ventilated area away from open flames or sparks.
If the engine cannot run , use the following venting procedure to relieve the natural gas pressure downstream of the shutoff valve. 1.) Shut off the manual valves on the natural gas supply tanks and main shutoff valve on natural gas fuel supply line. 2.) Disconnect vehicle batteries using switch(es) in battery compartment or by disconnecting the battery ground cable. 3.) Check to make sure gauge pressure at point on the natural gas fuel line to be vented has been reduced to zero. If not, repeat step1. Then repeat step 2. 4.) Slightly loosen the CNG fuel line fitting to be serviced in a well ventilated area to allow any remaining gas to vent. 5.) Completely open the fitting that was slightly opened and allow to vent in a well ventilated area. 6.) Proceed to Fuel Filters (Page 1-7)
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Remove the primary and secondary filters. 1.) Once the fuel system has been depressurized, then remove the primary and secondary filters. Inspect for contamination and/or residue plugging the inside of the filter. A.) If the primary or secondary filter is plugged with residue, Replace the filter element. Continue on to the Low Pressure Shut-Off Valve. B.) If the primary or secondary filters are not plugged, Continue on to the Low Pressure Shut-Off Valve. 2.) Remove the Low Pressure Shut-Off Valve. Inspect the valve and the fuel line for a blocked passageway. A.) If the Low Pressure Shut-Off Valve and fuel line are not blocked, Follow the leak check procedure (page 1-8) for component assembly and then go to page 1-9 (PSV Operation). B.) If the fuel line and/or the Low Pressure Shut-Off Valve are blocked, Clean the fuel line and replace the Low Pressure Shut-Off Valve. Follow the leak check procedure, go to page 1-8
Fuel Filters
Remove the primary and secondary filters. Inspect for contamination and/or residue plugging the inside of the filter.
If the primary or secondary filters are not plugged, Continue on to the Low Pressure Fuel Shut-Off Valve.
If the primary or secondary filter is plugged with residue or contamination, Replace the filter element. Continue on to the Low Pressure Fuel ShutOff Valve.
Remove the Low Pressure Fuel Shut-Off Valve. Inspect the Low Pressure Fuel ShutOff Valve and the fuel line for a blocked passageway.
If the Low Pressure Fuel Shut-Off Valve and fuel line are not blocked, follow the leak check procedure (Page 1-8) for component assembly and then Proceed to: PSV Operation
(Page 1-9)
If the fuel line and/or the Low Pressure Fuel Shut-Off Valve are blocked, Clean the fuel line and replace the Low Pressure Fuel Shut-Off Valve. Follow the leak check procedure for component assembly. (Page 1-8)
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Leak Check Procedure
CAUTION :
To avoid injury or engine damage from potentially explosive leaking of natural gas: 1.) Always close manual valve(s) on CNG supply line before working on engine. 2.) Always apply anaerobic pipe sealant containing Teflon, such as SWAK, to the component threads (except for compression fittings), when replacing a threaded natural gas carrying component. 3.) Always test for leaks with soapy water or the equivalent after any service is performed.
Use the following steps to check for leaks: 1.) Spray soapy water or commercially available leak checking solutions on connections which are pressurized to working pressure. Bubbles will form if there is a leak. 2.) Repair any leak found by: a.) Tightening connection using the fitting manufacture's technique. b.) Replacing leaking component, c.) Replace the pipe threaded connector with a new one if the leak is a pipe thread connection. Use anaerobic sealant with Teflon (such as SWAK) applied to the threads. 3.) Re-check connection with the procedure in step 1. 4.) Use a combustible gas detector to check for the presence of natural gas. If natural gas is detected, continue looking for leaks until the locations of all the leaks are determined.
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Check for proper PSV operation during crank. 1.) To verify that DDEC is commanding the gas valve to move during crank, check PWM 3 position. 2.) Using the DDR, display the PWM #3 position and the gas valve position. A.) If PWM 3 is indicating 26-50%, then verify that the gas valve position is indicating 50-80%. 1.) If PWM #3 is indicating 26-50% and the gas valve position is indicating 50-80%, go to page 1-12 (Ignition Coils). 2.) If PWM #3 is indicating 26-50% and the gas valve position is not moving, go to page 1-10 (PSV Wiring). B.) If PWM #3 does not move, check for voltage using a volt-ohmmeter. Connect (+) to wire 446-Red and (-) to 910-Orange. 1.) If there is no voltage, Replace the ECM. Then follow the Learn Procedure. Go to Page 1-22. C.) If the gas valve position moves but appears to have sluggish or erratic movement, go to page 1-11 (PSV Operation continued). D.) If the gas valve does not move from 0%, go to page 1-10 (PSV Operation continued).
PSV Operation
With the DDR display the PWM #3 position and the Gas Valve position. Crank engine and observe the PWM #3 position and the Gas Valve position.
If PWM #3 is indicating 2650%, then verify the Gas Valve position is indicating 50-80%.
If PWM #3 does not move, then check for voltage using a voltohmmeter. Connect (+) to wire 446Red and (-) to 910-Orange.
If the gas valve does not move from 0%, Proceed to: PSV Operation continued
(Page 1-11)
If the gas valve position moves but appears to have sluggish or erratic movement, Proceed to: PSV Operation continued
(Page 1-11)
If PWM #3 is indicating 26-50% and the gas valve position is not moving, Proceed to: PSV Wiring
(Page 1-10)
If PWM 3 is indicating 26-50% and the gas valve is indicating 50-80%, Proceed to: Ignition Coils
(Page 1-12)
If there is no voltage, Replace the ECM. Then follow the Learn Procedure. (Page 1-22)
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Check the PSV power and PWM#3 output. 1.) Check for proper PSV operation during crank. 2.) If PWM #3 is indicating 26-50% and the gas valve position is not moving, Check for 12 volts at the wire connector using a volt-ohmmeter. Connect (+) to wire 446-Red (Pin A) and (-) to 150A-Black (Pin B). A.) If there is no voltage, then the problem is in the engine sensor harness or connector. B.) If there is voltage at the wire connector, Check the PWM#3 Output. 3.) With the DDR Slew the PWM#3 from 10% then to 50% then to 90%. While the PWM#3 is being slewed, Check for voltage changes at the PSV wire connector using a volt-ohmmeter. Connect (+) to wire 910-Orange (Pin H) and (-) to 150A-Black (Pin B). A.) If there is a change in voltage at the wire connector, go to Page 1-22 (PSV Troubleshoot) . B.) If there is no change in voltage at the connector, then the problem is in the engine sensor harness or connector.
PSV Wiring
Check for proper PSV operation during crank. If PWM #3 is indicating 26-50% and the gas valve position is not moving, Check for 12 volts at the wire connector using a volt-ohmmeter. Connect (+) to wire 446Red (Pin A) and (-) to 150A-Black (Pin B).
If there is no voltage, then the problem is in the engine sensor harness or connector.
If there is voltage at the wire connector, Check the PWM#3 Output.
With the DDR Slew the PWM#3 from 10% then to 50% then to 90%. While the PWM#3 is being slewed, Check for voltage changes at the wire connector using a volt-ohmmeter. Connect (+) to wire 910-Orange (Pin H) and (-) to 150A-Black (Pin B).
If there is a change in voltage at the wire connector, Proceed to: PSV Troubleshoot
(Page 1-22)
If there is no change in voltage at the connector, then the problem is in the engine sensor harness or connector.
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PSV Operation continued 1.) If the gas valve does not move from 0%, check for 12 volts at the wire connector using a volt-ohmmeter. Connect (+) to wire 446-Red (Pin A) and (-) to 150A-Black (Pin B). A.) If there is voltage at the wire connector, go to Page 1-22 (PSV Troubleshoot). B.) If there is no voltage, then The problem is in the engine harness. 2.) If the gas valve position moves but appears to have sluggish or erratic movement, check for 12 volt power supply at the PSV during cranking at the wire connector using a volt-ohmmeter. Connect (+) to wire 446-Red (Pin A) and (-) to 150A-Black (Pin B). A.) If there is less than 10 volts, Charge the Batteries. B.) If 10-12 volts are present during cranking, go to Page 1-22 (PSV Troubleshoot).
PSV Operation Continued
If the gas valve does not move from 0%, check for 12 volts at the wire connector using a volt-ohmmeter. Connect (+) to wire 446-Red (Pin A) and (-) to 150A-Black (Pin B).
If the gas valve position moves but appears to have sluggish or erratic movement, check for 12 volt power supply at the PSV during cranking at the wire connector using a voltohmmeter. Connect (+) to wire 446-Red (Pin A) and (-) to 150A-Black (Pin B).
If there is voltage at the wire connector, Proceed to: PSV Troubleshoot

(Page 1-22)
If there is no voltage, The problem is in the engine sensor harness.
If there is less than 10 volts, Charge the batteries.
If 10 to 12 volts are present during cranking, Proceed to: PSV Troubleshoot

(Page 1-22)
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Check to see if the ignition coils are firing. 1.) Remove the coil cover. 2.) Use the electronic spark plug firing indicator (OTC , Calterm or equivalent) 1/4" from the top of each coil. 3.) Crank the engine over and note whether the tester blinks. A.) If the tester blinks at all coils, go to page 1-13 (Spark Plug Insulator) B.) If the tester does not blink on one or more coils, go to page 1-15 (Igniter Module)
Coils
Remove coil cover.
Use the electronic spark plug firing indicator (OTC, Calterm or equivalent) 1/4" from the top of each coil.
Crank the engine over and note whether the tester blinks.
If the tester blinks at all coils. Proceed to : Spark Plug Insulator

(Page 1-13)
If the tester does not blink on one or more coils. Proceed to : Igniter Module
(Page 1-15)
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If the electronic spark plug firing indicator blinks, the spark plug insulator needs to be checked for contamination / flashover. 1.) Remove the spark plug. 2.) Note the condition of the spark plug insulator and the inside of the boot. Refer to pages 7-15 and 7-16 (Condition of Spark Plugs) A.) If oil, dirt, or signs of arcing are present, Replace the boot and the spark plug. Gap the Plug to .015". Torque the new plug to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 1-22. B.) If the spark plug and boot are free of contamination and signs of arcing, go to page 1-14 (Spark Plug Boots).
The electronic spark plug firing indicator blinks

Check the spark plug insulator for contamination / flashover.
Remove the Spark Plug.
Note the condition of the spark plug insulator and the inside of the boot. Refer to pages 7-15 and 7-16 (Condition of Spark Plugs)
If oil,dirt, or arcing is present, Replace the boot & the spark plug. Gap the plug to .015". Torque the new plug to 28 ftlbs. Then follow the Learn Procedure. (Page 1-22)
If there are no signs of contamination or arcing in the spark plug insulator or boot, Proceed to: Spark Plug Boots
(Page 1-14)
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If the spark plug and boot are free of contamination or signs of arcing, check the boots for dielectric puncture or degraded material. 1.) Remove the coils. 2.) Examine the ignition boots for burning and gumminess. A.) If the boot material is soft and cracked, Replace the Spark Plug Boot. Then follow the Learn Procedure. Go to Page 1-22. B.) If signs of arcing or pin holes are present, Replace the Spark Plug Boot. Then follow the Learn Procedure. Go to Page 1-22. C.) If the boot has no signs of arcing, pin holes, or degraded material, Go to Page 1-21 (Ignition Coil Primary Circuit Resistance).
No signs of contamination or arcing in the spark plug insulator or boot,

Check the boots for dielectric puncture or degraded material.
Remove the coils.
Examine the ignition boots for burning and gumminess.
If the boot is soft and cracked, Replace the Spark Plug Boot. Then follow the Learn Procedure. (Page 122)
If signs of arcing or pin holes are present, Replace the Spark Plug Boot. Then follow the Learn Procedure. (Page 1-22)
If there are no signs of arcing, pin holes, or degraded material, Proceed to: Igniton Coil Primary Circuit Resistance. (Page 1-21)
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If the electronic spark plug firing indicator does not blink on one or more coils, the igniter module must be checked to see if it is receiving 12 volts. 1.) Remove the five pin connector from the Igniter Module. 2.) Connect a volt-ohmmeter across pins D (wire 440E B+) and E (wire 953 Ground) on the ignition wire harness. Refer to Page 8-13 for schematic of the Ignition Coil Harness. 3.) Turn on the vehicle ignition. A.) If 12 volts is present, Go to page 1-16 (Ignition Coil Connectors.) B.) If 12 volts is not present, Go to page 1-17 (Ignition Harness Power Connector.)
The electronic spark plug firing indicator does not blink.

Check for 12 volts at the igniter module.
Remove the five pin connector from the igniter module
Connect a volt-ohmmeter across pins D (wire 440E B+) and E (wire 953 Ground) on the ignition wire harness. Refer to Page 8-13 for schematic of the Ignition Coil Harness.
Turn on the vehicle ignition.
If 12 volts is present, Proceed to: Ignition Coil Connectors (Page 1-16)
If 12 volts is not present, Proceed to: Ignition Harness Power Connector (Page 1-17)
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If 12 volts is present at the igniter module, check for 12 volts at the ignition coil connectors coming from the ignition wire harness. 1.) Remove the coil cover. 2.) Remove each two pin connector at the coils. Refer to page 8-13 for a schematic of the Ignition Coil Harness 3.) Connect a volt-ohmmeter across pins 1 and 2 on the connector coming from the ignition wire harness. A.) If 12 volts is present at each coil, Go to page 1-19 (Contaminated Spark Plug Well.) B.) If 12 volts is not present, Go to page 1-17 (Ignition Harness Power Connector.)
The igniter module is receiving 12 volts.
Remove the coil cover.
Remove each of the two pin connectors at the coils. Refer to page 8-13 for a schematic of the Ignition Coil Harness
Connect a volt-ohmmeter across pins 1 and 2 on the connector coming from the ignition wire harness.
If 12 volts is present at each coil, Proceed to: Contaminated Spark Plug Well
(Page 1-19)
If 12 volts is not present, Proceed to: Ignition Harness Power Connector

(Page 1-17)
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If 12 volts is not present at the igniter module, check for 12 volts at the ignition harness power connector. 1.) Disconnect the two pin connector that supplies power to the ignition harness. 2.) Connect a volt-ohmmeter across the two pins on the connector coming from the vehicle harness. Refer to page 8-13 for a schematic of the Ignition Coil Harness 3.) Turn on the vehicle ignition. A.) If 12 volts is present, Go to Page 1-18 (Wire Harness Continuity.) B.) If 12 volts is not present, The problem is with the vehicle wiring.
The igniter module is not receiving 12 volts.
Disconnect the two pin connector that supplies power to the ignition harness.
Connect a volt-ohmmeter across the two pins on the connector coming from the vehicle harness. Refer to page 8-13 for a schematic of the Ignition Coil Harness
If 12 volts is present, Proceed to: Wire Harness Continuity

(Page 1-18)
If 12 volts is not present, The problem is with the vehicle wiring.
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If 12 volts is present at the ignition harness power connector, check for continuity in the wire harness. 1.) Measure the continuity of the circuits in the wire harness. Refer to page 8-13 for a schematic of the Ignition Coil Harness. A.) If continuity does exist, Go to page 1-19 (Contaminated Spark Plug Well.) B.) If continuity does not exist, Replace the ignition wire harness. Then follow the Learn Procedure. Go to Page 1-22.
Measure the continuity of the circuits in the wire harness.
Refer to page 8-13 for a schematic of the Ignition Coil Harness
If continuity does exist, Proceed to: Check the spark plug well for contamination
(Page 1-19)
If continuity does not exist, Replace the ignition harness.Then follow the Learn Procedure. (Page 1-22)
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If continuity does exist (page 1-18) or 12 volts is present in the ignition wiring harness (page 1-16), check the spark plug well for contamination. 1.) Remove the coil cover. 2.) Remove the coil. A.) If oil is present on any boot or in a well, Replace the seals on the extension tube, Replace the boot, Clean and reinstall the coils. Then follow the Learn Procedure. Go to Page 1-22. B.) If water is present in the well, Clean out the well and Replace the spark plug, Torque new plug to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 1-22. C.) If coils, boots, and wells are free of oil or other contamination, Go to page 1-20 (Spark Plug Electrodes.) ****Make sure all spark plugs are gapped to .015" ****
Check the spark plug well for contamination.
Remove the coil.
If coils, boots, and wells are free of oil or other contamination, Proceed to: Spark Plug Electrodes
(Page 1-20)
If water is present in the well, Clean out the well and Replace the spark plug, Torque new plug to 28 ftlbs. Then follow the Learn Procedure. (Page 1-22)
If oil is present on any boot or in a well, Replace the seals on the extension tube, Replace the boot, Clean and reinstall the coils. Then follow the Learn Procedure. (Page 1-22)
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If the coils, boots, and wells are free of oil or other contamination, check the condition of the spark plug electrodes.
1.) Remove the spark plugs. 2.) Note the condition of the electrodes. Refer to pages 7-15 and 7-16 (Condition of Spark Plugs) A.) If the spark plug is wet with oil, or excessive deposits are present, Determine the cause of the excessive deposits and oils. Replace the spark plug. Torque new plugs to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 1-22. B.) If the spark plug gap is shorted by combustion deposits, Replace the spark plug. Torque new plugs to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 1-22. C.) If the spark plug gap is shorted or reduced by the reforming of melted material from the electrodes, Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 1-22. D.) If the electrodes are dry with light tan or gray deposits, Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Check coils for primary circuit continuity. Go to page 1-21 (Primary Circuit Continuity.) E.) If there are no signs of deposits and the spark plug is not wet with oil, Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Go to page 1-21 (Primary Circuit Continuity.) ****Make sure all spark plugs are gapped to .015" ****
Check the condition of the spark plug electrodes.
Remove the spark plugs. Note the condition of the electrodes. Refer to pages 7-15 and 7-16 (Condition of Spark Plugs)
If the spark plug is wet with oil, or excessive deposits are present, Determine the cause of the excessive deposits. Replace the spark plug. Torque new plugs to 28 ft-lbs. Then follow the Learn Procedure. (Page 1-22)
If the spark plug gap is shorted by combustion deposits, Replace the spark plug. Torque new plugs to 28 ftlbs. Then follow the Learn Procedure. (Page 1-22)
If the spark plug gap is shorted or reduced by the reforming of melted material from the electrodes, Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Then follow the Learn Procedure. (Page 1-22)
If there are no signs of deposits and the spark plug is not wet with oil, Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Proceed to: Primary Circuit Continuity
(Page 1-21 )
If the electrodes are dry with light tan or gray deposits, Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Proceed to: Primary Circuit Continuity
(Page 1-21)
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To check the coils for primary circuit continuity do the following. 1.) Remove the ignition coils. 2.) Inspect the coils for signs of overheating and cracking. 3.) Measure the resistance across the two pins in the electrical connector. A.) If the resistance is greater than .55 ohms ( ), Replace the coil. Then follow the Learn Procedure. Go to Page 1-22. B.) If the resistance is less than or equal to .55 ohms ( ), Replace the Low Pressure Regulator. Then proceed to the Low Pressure Regulator Installation Procedure. Go to Page 1-25. If the engine still does not start, replace the Igniter Module.
Check coils for primary circuit continuity.

Remove the ignition coils.
Inspect the coils for signs of overheating and cracking.
Measure the resistance across the two pins in the electrical connector.
If the resistance is greater than .55 ohms ( ), Replace the coil. Then follow the Learn Procedure. (Page 1-22)
If the resistance is less than or equal to .55 ohms ( ), Replace the Low Pressure Regulator. Then proceed to the Low Pressure Regulator Installation Procedure. (Page 1-25) If the engine still does not start, replace the Igniter Module.
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Learn Procedure S50G/S60G Detroit Diesel Fuel System 1.) This will fill in the learn table values in the unloaded portion, from idle to no load speed. A.) Reset the AFR table with the Diagnostic Data Reader (DDR) B.) Accelerate the engine to no load. C.) Slowly increase the engine RPM from idle to no load (0% to 100% throttle) and then slowly decrease back to idle (100% to 0% throttle) over a one minute time period. D.) Repeat this two times. 2.)This will fill in the learn table values in the loaded portion from idle to stall speed. A.) Accelerate the engine in low gear, brakes applied. B.) Slowly increase the engine RPM from idle to stall (0% to 100% throttle) and then slowly decrease back to idle (100% to 0% throttle) over a one minute time period. C.) Repeat this two times. 3.)The learn table above the stall RPM must be filled. The best method is to drive the vehicle up a hill, locked into a lower gear to prevent transmission shifting. A.) Operate the engine in the RPM range from stall speed to 2100 RPM. B.) The engine must operate in the RPM / boost "window" for a small period of time. It will not learn just passing through this region. C.) If a hill is not available, lock the vehicle in low gear and accelerate from stop to 2100 RPM full load. You may have to do this a number of times. 4.) The final phase is to road test the vehicle. A.) If there are no other problems, the engine should run smooth without any lean misfire. B.) If a particular RPM / Manifold pressure range still experiences misfire, then operate the engine at that point by running through that range slowly. Repeat until fully learned. *Loaded portions of this test can also use a chassis dyno*
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TROUBLESHOOTING PROCEDURE S50G / S60G PSV Valve 1) SETUP PROCEDURE: A) Remove PSV from engine. Do not unplug electronic connector. B) Remove 13 mm plug and install digital dial indicator (Mitutoyo Digimatic Indicator or equivalent). C) Plug in DDR reader and go to activate outputs. Input 0% PWM to PWM3. D) Set digital indicator to 0 mm. E) Input values in column 1 to PWM3 in the DDR. Column 2 shows the correct values and column 3 shows the tolerance of acceptable values. SET PWM3 TO: 0% 10% 50% 100% Failure mode: Electrical Failure 1.) PSV remains at or below approximately 50% of travel or 2.) PSV piston does not move (indicator reads zero throughout) Correction: Replace the PSV, then follow the Learn Procedure (page 1-22). Failure mode: Sluggish or unstable operation 1.) PSV moves slowly or to an incorrect value 2.) Erratic operation Correction: Replace the PSV, then follow the Learn Procedure (page 1-22). INDICATOR VALUE (mm) 0.00 1.00 5.00 10.00 TOLERANCE (mm) 0.9 mm to 1.1 mm 4.9 mm to 5.1 mm 9.9 mm to 10.1 mm
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Series 50/60 Natural Gas Engine PSV Valve Assembly Procedure Reference Section 7: Component Identification, pages 7-5 through 7-11 for visual assistance. Note engine type S50G or S60G 1.) Attach PSV valve and "O" ring to mixer with 4 Allen head screws but do not tighten. 2.) Install "O" rings to fuel transfer tube Lubricate "O" rings with Lubriplate prior to assembly. Apply Teflon liquid pipe sealant to threads. 3.) Thread fuel transfer tube into regulator and tighten. The fuel transfer tube must thread into the regulator far enough so the "O" ring seal doesn't bottom in the PSV valve and cut the seal when the regulator is bolted to the inlet elbow. 4.) Install the Impco regulator and fuel transfer into PSV valve. Bolt regulator to inlet elbow with two bolts but do not tighten. 5.) Tighten the 2 bolts that hold the regulator to the inlet elbow and tighten the 4 screws the hold the PSV valve to the mixer. 6.) Follow the Learn Procedure on page 1-22 once the installation is complete.
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Series 50/60 Natural Gas Engine Low Pressure Regulator Assembly Procedure Reference Section 7: Component Identification, pages 7-5 through 7-11 for visual assistance. Note engine type S50G or S60G 1.) Attach PSV valve and "O" ring to mixer with 4 Allen head screws but do not tighten. 2.) Install "O" rings to fuel transfer tube Lubricate "O" rings with Lubriplate prior to assembly. Apply Teflon liquid pipe sealant to threads. 3.) Thread fuel transfer tube into regulator and tighten. The fuel transfer tube must thread into the regulator far enough so the "O" ring seal doesn't bottom in the PSV valve and cut the seal when the regulator is bolted to the inlet elbow. 4.) Install the Impco regulator and fuel transfer into PSV valve. Bolt regulator to inlet elbow with two bolts but do not tighten. 5.) Install throttle, PSV, mixer, and inlet elbow to engine positioning inlet hose over inlet elbow and inlet manifold and resting throttle on throttle bracket. 6.) Install 4 bolts through throttle bracket into bottom of throttle and two bolts through side of throttle bracket into inlet elbow but do not tighten. 7.) Tighten the 4 mixer to throttle bolts at 25-lb ft torque. 8.) Tighten the 4 throttle to inlet elbow bolts to 25-lb ft torque. 9.) Tighten the 2 bolts that hold the regulator to the inlet elbow and tighten the 4 screws the hold the PSV valve to the mixer. 10.) Adjust the two bolts through the throttle bracket to the inlet elbow and the 4 bolts through the bottom of the throttle bracket to the throttle alternatively to insure there is no bind in the throttle. Torque the two brackets to inlet elbow bolts 25-LB ft and the four throttle mounting bolts 25 LB ft. 11.) Follow the Learn Procedure on page 1-22 once the installation is complete.
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Natural Gas Troubleshooting Guide -Stall
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The first step in diagnosing an engine that is stalling is to check the obvious parts and components that might cause a "Stall" condition. 1.) Confirm the vehicle has gas in its tanks. 2.) Confirm the batteries are charged. 3.) Confirm the manual gas valve is open during idle. 4.) Confirm proper operation of all tank valves and high pressure solenoid valve during idle. Consult OEM Vehicle Manual. 5.) Make sure the PLC / Multiplex / Electrical System is getting power. 6.) Confirm proper operation of the fire suppression system and/or the methane detection system. Consult OEM Vehicle Manual. 7.) Confirm wiring harnesses at DDEC are connected and ground straps from engine to starter are connected. 8.) Confirm wire 439 in DDEC power harness is not loose. 9.) Confirm all coils are receiving 12 volts during crank and idle. 10.) Verify the installation requirements for the electronic system have been met by referring to Section 8: Electronic Controls 11.) Check for proper operation of the Stop Engine Light (SEL) and the Check Engine Light (CEL).
If the Engine still stalls after all these steps have been taken, then go to page 2-1 ( Active DDEC Codes)
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Check for active DDEC diagnostic codes. 1.) Turn the ignition on. 2.) Use the DDR to check for active codes. 3.) Determine whether the active codes are gas specific or non-gas specific by referring to page 2-2 (Gas Engine DDEC Diagnostic Codes). A.) If the active codes are not on page 2-2 (Gas Engine DDEC Diagnostic Codes), then refer to the DDEC III / IV Single ECM Troubleshooting Guide. B.) If there are no active codes, then go to page 2-9 (PSV Operation). C.) If the active codes are on page 2-2 (Gas Engine DDEC Diagnostic Codes), then go to page 2-3 (Active Gas Specific Codes).
Active DDEC Codes

Use the DDR to check for active codes.
Determine whether the active codes are gas specific or non-gas specific by referring to page 2-2 (DDEC Diagnostic Codes).
If the active codes are not on page 2-2 (DDEC Diagnostic Codes), then refer to the DDEC III / IV Single ECM Troubleshooting Guide.
If there are no active gas codes, then Proceed to: PSV Operation
(Page 2-9)
If the active codes are on page 22, then Proceed to: Active gas specific codes.
(Page 2-3)
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SAE Fault: PID PID 51 PID 51 PID 51 PID 51 PID 51 PID 51 PID 91 PID 91 PID 94 PID 94 PID 94 PID 94 PID 100 PID 100 PID 100 PID 105 PID 105 PID 105 PID 106 PID 106 PID 106 PID 106 PID 108 PID 108 PID 110 PID 110 PID 110 PID 111 PID 111 PID 111 PID 173 PID 173 PID 174 PID 174 SAE Fault: SID SID 21 SID 21 SID 51 SID 58 SID 59 SID 59 SID 65 SID 65 SID 76 SID 76 SID 76 SID 76 SID 77 SID 77 SID 232 SID 232
SAE Fault: FMI FMI 0 FMI 1 FMI 2 FMI 3 FMI 4 FMI 7 FMI 3 FMI 4 FMI 0 FMI 1 FMI 3 FMI 4 FMI 1 FMI 3 FMI 4 FMI 0 FMI 3 FMI 4 FMI 0 FMI 1 FMI 3 FMI 4 FMI 3 FMI 4 FMI 0 FMI 3 FMI 4 FMI 1 FMI 3 FMI 4 FMI 3 FMI 4 FMI 3 FMI 4 SAE Fault: FMI FMI 0 FMI 1 FMI 3 FMI 4 FMI 3 FMI 4 FMI 3 FMI 4 FMI 0 FMI 3 FMI 4 FMI 7 FMI 3 FMI 4 FMI 0 FMI 1
DDEC Description Throttle plate position above normal range Throttle plate position below normal range Throttle plate position erratic Throttle plate position sensor input voltage high Throttle plate position sensor input voltage low Throttle plate position input fault TPS (foot pedal) input voltage high TPS (foot pedal) input voltage low Fuel pressure high Fuel pressure low Fuel pressure sensor input voltage high Fuel pressure sensor input voltage low Oil pressure low Oil pressure sensor input voltage high Oil pressure sensor input voltage low Intake manifold air temperature high Intake manifold air temperature sensor input voltage high Intake manifold air temperature sensor input voltage low Intake manifold pressure high Intake manifold pressure low Manifold absolute pressure input voltage high Manifold absolute pressure input voltage low Barometric pressure sensor input voltage high Barometric pressure sensor input voltage low Coolant temperature high Coolant temperature sensor input voltage high Coolant temperature sensor input voltage low Coolant level low Coolant level sensor input voltage high Coolant level sensor input voltage low Exhaust temperature sensor input voltage high Exhaust temperature sensor input voltage low Fuel temperature sensor input voltage high Fuel temperature sensor input voltage low DDEC Description
Flash Code 65 65 65 17 18 65 21 22 47 48 37 38 45 35 36 44 27 28 47 48 67 67 86 87 44 14 15 43 16 13 81 82 23 24 Flash Code
Page # 5-1 5-2 5-3 5-4 5-5 5-6,5-7 5-8 5-9 5-10 5-11 5-12 5-13 5-14 5-15 5-16 5-17 5-18 5-19 5-20 5-21 5-22 5-23 5-24 5-25 5-26 5-27 5-28 5-29 5-30 5-31 5-32 5-33 5-34 5-35 Page #
41 42 31 63 63 63 23 24 66 66 66 66 73 73 75 46
6-1 6-2 6-3 6-4 6-5 6-6 6-7, 6-8 6-9 6-10 6-11 6-12 6-13 6-14 6-15 6-16 6-17
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Determine which direction to take to troubleshoot the "Stall" condition. 1.) If there is a low fuel pressure code (PID 94 FMI 1), then go to page 2-4 (Low fuel pressure). 2.) If there is a gas valve position code (SID 77 FMI 0, SID 77 FMI 1, SID 77 FMI 3, SID 77 FMI 4, SID 77 FMI 7), then go to page 2-9 (PSV Operation). 3.) If there are any other active gas specific codes, then go to page 2-2 (Gas Engine DDEC Diagnostic Codes). Find the code that is active and go to the page listed.
Active Gas Specific Codes
Determine which direction to take to troubleshoot the "No Start" condition
If there is a low fuel pressure code (PID 94 FMI 1), then Proceed to: Low Fuel Pressure
(Page 2-4)
If there is a gas valve position code (SID 77 FMI 0, SID 77 FMI 1, SID 77 FMI 3, SID 77 FMI 4, SID 77 FMI 7), then Proceed to: PSV Operation
(Page 2-9)
If there are any other active gas specific codes, then Proceed to: Gas Engine DDEC Diagnostic Codes.
(Page 2-2)
Find the code that is active and go to the page listed.
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Low Fuel Pressure
Crank the engine.
(Page 2-9)
(Page 2-5)
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(Page 2-6)
If there is no clicking, Replace the Low Pressure Fuel Shut-Off Valve. Follow page 2-6 to depressurize the fuel system and then page 28 to leak check the fuel system once the valve has been replaced.
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CAUTION :
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Fuel Filters
(Page 2-9)
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CAUTION :
To avoid injury or engine damage from potentially explosive leaking of natural gas: 1.) Always close manual valve(s) on CNG supply line before working on engine. 2.) Always apply anaerobic pipe sealant containing Teflon, such as SWAK, to the component threads (except for compression fittings), when replacing a threaded natural gas carrying component. 3.) Always test for leaks with soapy water or the equivalent after any service is performed.
Use the following steps to check for leaks: 1.) Spray soapy water or commercially available leak checking solutions on connections which are pressurized to working pressure. Bubbles will form if there is a leak. 2.) Repair any leak found by: a.) Tightening connection using the fitting manufacture's technique. b.) Replacing leaking component, c.) Replace the pipe threaded connector with a new one if the leak is a pipe thread connection. Use anaerobic sealant with Teflon (such as SWAK) applied to the threads. 3.) Re-check connection with the procedure in step 1. 4.) Use a combustible gas detector to check for the presence of natural gas. If natural gas is detected, continue looking for leaks until the locations of all the leaks are determined.
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Check for proper PSV operation during crank. 1.) To verify that DDEC is commanding the gas valve to move during crank, check PWM 3 position. 2.) Using the DDR, display the PWM #3 position and the gas valve position. A.) If PWM 3 is indicating 26-50%, then verify that the gas valve position is indicating 50-80%. 1.) If PWM #3 is indicating 26-50% and the gas valve position is indicating 50-80%, then Replace the Low Pressure Regulator. Go to Page 2-15 (Low Pressure Regulator Assembly Procedure). 2.) If PWM #3 is indicating 26-50% and the gas valve position is not moving, go to page 2-10 (PSV Wiring). B.) If PWM #3 does not move, check for voltage using a volt-ohmmeter. Connect (+) to wire 446-Red and (-) to 910-Orange. 1.) If there is no voltage, Replace the ECM. Then follow the Learn Procedure. Go to Page 2-12. C.) If the gas valve position moves but appears to have sluggish or erratic movement, go to page 2-11 (PSV Operation continued). D.) If the gas valve does not move from 0%, go to page 2-11 (PSV Operation continued).
PSV Operation
(Page 2-11)
(Page 2-11)
(Page 2-10)
If PWM 3 is indicating 26-50% and the gas valve is indicating 50-80%, Replace the Low Pressure Regulator. Proceed to: Low Pressure Regulator Assembly Procedure
(Page 2-15)
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PSV Wiring
Check for proper PSV operation during crank. If PWM #3 is indicating 26-50% and the gas valve position is not moving, Check for 12 volts at the wire connector using a volt-ohmmeter. Connect (+) to wire 446-Red (Pin A) and (-) to 150A-Black (Pin B).
(Page 2-13)
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Natural Gas Troubleshooting Guide - Low Power, Misfire, Rough Running
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The first step in diagnosing an engine that has Low Power, Misfires, or is Rough Running is to check the obvious parts and components that might cause this condition. 1.) Confirm the vehicle has gas in its tanks. 2.) Confirm the batteries are on. 3.) Confirm the batteries are charged. 4.) Confirm the manual gas valve is open during crank. 5.) Confirm proper operation of all tank valves and high pressure solenoid valve during crank. Consult OEM Vehicle Manual. 6.) Confirm wiring harnesses at DEC are connected and ground straps from engine to starter are connected. 7.) Make sure the PLACE / Multiplex / Electrical System is getting power. 8.) Confirm proper operation of the fire suppression system and/or the methane detection system. Consult OEM Vehicle Manual. 9.) Make sure fuel door is closed and inspect the magnetic switch for proper operation. Consult OEM Vehicle Manual. 10.) Confirm the following ground wires all are attached to the same ground bar: Three (3) #150 wires from the five pin vehicle power harness, Coil ground wire #953 from the coil power harness, Oxygen Sensor Interface Module ground wire #957 from the OEM sensor ground harness, Throttle ground wire #956 from the OEM sensor ground harness, PSV ground wire #150 from the OEM sensor ground harness. 11.) Verify the installation requirements for the electronic system have been met by referring to Section 8: Electronic Controls 12.) Check for proper operation of the Stop Engine Light (SEL) and the Check Engine Light (CEL).
If the Engine still experiences a low power or misfire condition after all these steps have been taken, then go to page 3-1 (Ignition Coils)
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Check to see if the ignition coils are firing. 1.) Remove the coil cover. 2.) Use the electronic spark plug firing indicator (OTC , Calterm or equivalent) 1/4" from the top of each coil. 3.) Crank the engine over and note whether the tester blinks. A.) If the tester blinks at all coils, go to page 3-2 (Spark Plug Insulator) B.) If the tester does not blink on one or more coils, go to page 3-4 (Igniter Module)
Coils
Remove coil cover.
Use the electronic spark plug firing indicator (OTC , Calterm or equivalent) 1/4" from the top of each coil.
Crank the engine over and note whether the tester blinks.
The tester blinks at all coils.
The tester does not blink on one or more coils.
Proceed to : Spark Plug Insulator

(Page 3-2)
Proceed to : Igniter Module

(Page 3-4)
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If the electronic spark plug firing indicator blinks then the spark plug insulator needs to be checked for contamination / flashover. 1.) Remove the spark plug. 2.) Note the condition of the spark plug insulator and the inside of the boot. Refer to pages 7-15 and 7-16 (Condition of Spark Plugs) A.) If oil, dirt, or signs of arcing are present, Replace the boot and the spark plug. Gap the plug to .015". Torque the new plug to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 3-20. B.) If the spark plug and boot are free of contamination and signs of arcing, go to page 3-3 (Ignition Boots).
The electronic spark plug firing indicator blinks

Check the spark plug insulator for contamination / flashover.
Remove the Spark Plug.
Note the condition of the spark plug insulator and the inside of the boot. Refer to pages 7-15 and 7-16 (Condition of Spark Plugs)
If oil,dirt, or arcing is present, Replace the boot & the spark plug. Gap the plug to .015". Torque the new plug to 28 ft-lbs. Then follow the Learn Procedure. (Page 3-20)
If there are no signs of contamination or arcing in the spark plug insulator or boot, Proceed to: Ignition Boots
(Page 3-3)
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If the spark plug and boot are free of contamination or signs of arcing, check the boots for dielectric puncture or degraded material. 1.) Remove the coils. 2.) Examine the ignition boots for burning and gumminess. A.) If the boot material is soft and cracked, Replace the ignition boot. Then follow the Learn Procedure. Go to Page 3-20. B.) If signs of arcing or pin holes are present, Replace the ignition boot. Then follow the Learn Procedure. Go to Page 3-20. C.)If there are no signs of arcing, pin holes, or degraded material, Replace the igniter module. Then follow the Learn Procedure. Go to Page Page 3-20. If the engine still has low power, misfires, or is rough running Go to Page 3-10 (Ignition Coil Primary Circuit Resistance)
No signs of contamination or arcing in the spark plug insulator or boot,

Check the boots for dielectric puncture or degraded material.
Remove the coils.
Examine the ignition boots for burning and gumminess.
If the boot is soft and cracked, Replace the spark plug boot. Then follow the Learn Procedure. (Page 3-20)
If signs of arcing or pin holes are present, Replace the spark plug boot. Then follow the Learn Procedure. (Page 3-20)
If there are no signs of arcing, pin holes, or degraded material, Replace the igniter module. Then follow the Learn Procedure. (Page 3-20) If the engine still has low power, misfires, or is rough running Proceed to: Ignition Coil Primary Circuit Resistance (Page 3-10)
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If the electronic spark plug firing indicator does not blink on one or more coils, the igniter module must be checked to see if it is receiving 12 volts. 1.) Remove the five pin connector from the Igniter Module. 2.) Connect a volt-ohmmeter across pins D (wire 440E B+) and E (wire 953 Ground) on the ignition wire harness. Refer to Page 8-13 for schematic of the Ignition Coil Harness. 3.) Turn on the vehicle ignition. A.) If 12 volts is present, Go to page 3-5 (Ignition Coil Connectors.) B.) If 12 volts is not present, Go to page 3-6 (Ignition Harness Power Connector.)
The electronic spark plug firing indicator does not blink.
Check for 12 volts at the igniter module.
Remove the five pin connector from the igniter module
Connect a volt-ohmmeter across pins D (wire 440E B+) and E (wire 953 Ground) on the ignition wire harness. Refer to Page 813 for schematic of the Ignition Coil Harness.
If 12 volts is present, Proceed to: Ignition Coil Connectors (Page 3-5)
If 12 volts is not present, Proceed to: Ignition Harness Power Connector (Page 3-6)
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If the 12 volts is present at the igniter module, check for 12 volts at the ignition coil connectors coming from the ignition wire harness. 1.) Remove the coil cover. 2.) Remove each two pin connector at the coils. Refer to page 8-13 for a schematic of the Ignition Coil Harness 3.) Connect a volt-ohmmeter across pins 1 and 2 on the connector coming from the ignition wire harness. A.) If 12 volts is present at each coil, Go to page 3-8 (Contaminated Spark Plug Well.) B.) If 12 volts is not present,Go to page 3-6 (Ignition Harness Power Connector.)
The igniter module is receiving 12 volts.
Remove each of the two pin connectors at the coils. Refer to page 8-13 for a schematic of the Ignition Coil Harness
Connect a volt-ohmmeter across pins 1 and 2 on the connector coming from the ignition wire harness.
If 12 volts is present at each coil, Proceed to: Contaminated Spark Plug Well
(Page 3-8)
If 12 volts is not present, Proceed to: Ignition Harness Power Connector

(Page 3-6)
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If 12 volts is not present at the igniter module, check for 12 volts at the ignition harness power connector. 1.) Disconnect the two pin connector that supplies power to the ignition harness. 2.) Connect a volt-ohmmeter across the two pins on the connector coming from the vehicle harness. Refer to page 8-13 for a schematic of the Ignition Coil Harness 3.) Turn on the vehicle ignition. A.) If 12 volts is present, Go to Page 3-7 (Wire Harness Continuity.)
The igniter module is not receiving 12 volts.
Disconnect the two pin connector that supplies power to the ignition harness.
Connect a volt-ohmmeter across the two pins on the connector coming from the vehicle harness. Refer to page 8-13 for a schematic of the Ignition Coil Harness
If 12 volts is present, Proceed to: Wire Harness Continuity

(Page 3-7)
If 12 volts is not present, The problem is with the vehicle wiring.
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If 12 volts is present at the ignition harness power connector, check for continuity in the wire harness. 1.) Measure the continuity of the circuits in the wire harness. Refer to page 8-13 for a schematic of the Ignition Coil Harness. A.) If continuity does exist, Go to page 3-8 (Contaminated Spark Plug Well.) B.) If continuity does not exist, then Replace the ignition wire harness. Then follow the Learn Procedure. Go to Page 3-20.
Measure the continuity of the circuits in the wire harness.
Refer to page 8-13 for a schematic of the Ignition Coil Harness
If continuity does exist, Proceed to: Check the spark plug well for contamination
(Page 3-8)
If continuity does not exist, Replace the ignition harness. Then follow the Learn Procedure. (Page 3-20)
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If continuity does exist (page 14) or 12 volts is present in the ignition wiring harness (page 12), check the spark plug well for contamination. 1.) Remove the coil cover. 2.) Remove the coil. A.) If oil is present on any boot or in a well, Replace the seals on the extension tube, Replace the boot, Clean and reinstall the coils. Then follow the Learn Procedure. Go to Page 3-20. B.) If water is present in the well, Clean out the well and Replace the spark plug, Torque new plug to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 3-19. C.) If coils, boots, and wells are free of oil or other contamination, Go to page 3-9 (Spark Plug Electrodes.) ****Make sure all spark plugs are gapped to .015" ****
Check the spark plug well for contamination.
Remove the coil.
If coils, boots, and wells are free of oil or other contamination, Proceed to: Spark Plug Electrodes
(Page 3-9)
If water is present in the well, Clean out the well and Replace the spark plug, Torque new plug to 28 ft-lbs. Then follow the Learn Procedure. (Page 3-20)
If oil is present on any boot or in a well, Replace the seals on the extension tube, Replace the boot, Clean and reinstall the coils. Then follow the Learn Procedure. (Page 3-20)
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1.) Remove the spark plugs. 2.) Note the condition of the electrodes. Refer to pages 7-15 and 7-16 (Condition of Spark Plugs) A.) If the spark plug is wet with oil, or excessive deposits are present, Determine the cause of the excessive deposits and oils. Replace the spark plug. Torque new plugs to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 3-20. B.) If the spark plug gap is shorted by combustion deposits, Replace the spark plug. Torque new plugs to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 3-20. C.) If the spark plug gap is shorted or reduced by the reforming of melted material from the electrodes, Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 3-20. D.) If the electrodes are dry with light tan or gray deposits, Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Check coils for primary circuit continuity. Go to page 3-10 (Primary Circuit Continuity.) E.) If there are no signs of deposits and the spark plug is not wet with oil, Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Go to page 3-10 (Primary Circuit Continuity.) ****Make sure all spark plugs are gapped to .015" ****
If the spark plug is wet with oil, or excessive deposits are present, Determine the cause of the excessive deposits and oils. Replace the spark plug. Torque new plugs to 28 ft-lbs. Then follow the Learn Procedure. (Page 3-20)
If there are no signs of deposits and the spark plug is not wet with oil, Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Proceed to: Primary Circuit Continuity
(Page 3-10 )
If the electrodes are dry with light tan or gray deposits, Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Proceed to: Primary Circuit Continuity
(Page 3-10)
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To check the coils for primary circuit continuity do the following. 1.) Remove the ignition coils. 2.) Inspect the coils for signs of overheating and cracking. 3.) Measure the resistance across the two pins in the electrical connector. A.) If the resistance is greater than .55 ohms (), Replace the coil. Then follow the Learn Procedure. Go to Page 3-20. B.) If the resistance is .55 ohms () or less, go to page 3-11 (Low Fuel Pressure)
Check coils for primary circuit continuity.
Remove the ignition coils.
Inspect the coils for signs of overheating and cracking.
Measure the resistance across the two pins in the electrical connector.
If the resistance is greater than .55 ohms (), Replace the coil. Then follow the Learn Procedure. (Page 3-20)
If the resistance is .55 ohms () or less, Proceed to: Low Fuel Pressure
(Page 3-11)
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Low Fuel Pressure
Crank the engine.
(Page 3-16)
(Page 3-12)
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(Page 3-13)
If there is no clicking, Replace the Low Pressure Fuel Shut-Off Valve. Follow page 3-13 to depressurize the fuel system and then page 3-15 to leak check the fuel system once the valve has been replaced.
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Fuel Filters
(Page 3-16)
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CAUTION :
To avoid injury or engine damage from potentially explosive leaking of natural gas: 1.) Always close manual valve(s) on CNG supply line before working on engine. 2.) Always apply anaerobic pipe sealant containing Teflon , such as SWAK , to the component threads (except for compression fittings), when replacing a threaded natural gas carrying component. 3.) Always test for leaks with soapy water or the equivalent after any service is performed.
Use the following steps to check for leaks: 1.) Spray soapy water or commercially available leak checking solutions on connections which are pressurized to working pressure. Bubbles will form if there is a leak. 2.) Repair any leak found by: a.) Tightening connection using the fitting manufacture's technique. b.) Replacing leaking component, c.) Replace the pipe threaded connector with a new one if the leak is a pipe thread connection. Use anaerobic sealant with Teflon (such as SWAK ) applied to the threads. 3.) Re-check connection with the procedure in step 1. 4.) Use a combustible gas detector to check for the presence of natural gas. If natural gas is detected, continue looking for leaks until the locations of all the leaks are determined.
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Check for proper PSV operation during crank. 1.) To verify that DDEC is commanding the gas valve to move during crank, check PWM 3 position. 2.) Using the DDR, display the PWM #3 position and the gas valve position. A.) If PWM 3 is indicating 26-50%, then verify that the gas valve position is indicating 50-80%. 1.) If PWM 3 is indicating 26-50% and the gas valve position is indicating 50-80%, go to page 3-19 (Oxygen Sensor). 2.) If PWM #3 is indicating 26-50% and the gas valve position is not moving, go to page 3-17 (PSV Wiring). B.) If PWM #3 does not move, check for voltage using a volt-ohmmeter. Connect (+) to wire 446-Red and (-) to 910-Orange. 1.) If there is no voltage, Replace the ECM. Then follow the Learn Procedure. Go to Page 3-20. C.) If the gas valve position moves but appears to have sluggish or erratic movement, go to page 3-18 (PSV Operation continued). D.) If the gas valve does not move from 0%, go to page 3-18 (PSV Operation continued).
PSV Operation
(Page 3-18)
(Page 3-18)
(Page 3-17)
If PWM 3 is indicating 26-50% and the gas valve is indicating 50-80%, Proceed to: Oxygen Sensor
(Page 3-19)
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PSV Wiring
(Page 3-21)
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(Page 3-21)
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Check the Oxygen Sensor for proper operation. 1.) Place the diagnostic oxygen sensor (Engine Control & Monitoring Inc. diagnostic oxygen sensor model "Lambda Pro" or equivalent) in the secondary port in the exhaust tube. 2.) Using the DDR, display the air/fuel ratio Lambda value. 2.) Perform a transmission stall torque test. (Engine and transmission should be at normal operating temperatures.) 3.) Run the stall for approximately 10 seconds. Careful of overheating the transmission. 4.) Record the air/fuel ratio Lambda value displayed by DDEC and the diagnostic oxygen sensor. 5.) Repeat this test 2 more times waiting 1 minute between each test. A.) If the readings between the diagnostic oxygen sensor and DDEC oxygen sensor are more than +/- 0.02 Lambda different, Replace the DDEC Oxygen Sensor. Then follow the Learn Procedure. Go to Page 3-20. B.) If the readings between the diagnostic oxygen sensor and DDEC oxygen sensor are +/- 0.02 Lambda or less, Replace the Low Pressure Regulator. Go to Page 3-23. Low Pressure Regulator Assembly Procedure.
Oxygen Sensor
Place the diagnostic oxygen sensor (Engine Control & Monitoring Inc. diagnostic oxygen sensor model "Lambda Pro" or equivalent) in the secondary port in the exhaust tube.
Using the DDR, display the air/fuel ratio Lambda value
Perform a transmission stall torque test.
Run the stall for approximately 10 seconds. Careful of Overheating the transmission.
Record the air/fuel ratio Lambda value displayed by DDEC and the diagnostic oxygen sensor.
Repeat this test 2 more times waiting 1 minute between each test.
If the readings between the diagnostic oxygen sensor and the DDEC oxygen sensor are +/- 0.02 Lambda or less, Replace the Low Pressure Regulator. Proceed to: Low Pressure Regulator Assembly Procedure
(Page 3-23)
If the readings between the diagnostic oxygen sensor and the DDEC oxygen sensor are more than +/- 0.02 Lambda different, Replace the DDEC oxygen sensor. Then follow the Learn Procedure. (Page 3-20)
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Natural Gas Troubleshooting Guide - Knock
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The first step in diagnosing an engine that is "Knocking" is to check the obvious parts and components that might cause a this condition. 1.) Confirm the vehicle has gas in its tanks. 2.) Confirm the batteries are on. 3.) Confirm the batteries are charged. 4.) Confirm the manual gas valve is open during crank. 5.) Confirm proper operation of all tank valves and high pressure solenoid valve during crank. Consult OEM Vehicle Manual. 6.) Confirm wiring harnesses at DDEC are connected and ground straps from engine to starter are connected. 7.) Make sure the PLC / Multiplex / Electrical System is getting power. 8.) Confirm proper operation of the fire suppression system and/or the methane detection system. Consult OEM Vehicle Manual. 9.) Make sure fuel door is closed and inspect the magnetic switch for proper operation. Consult OEM Vehicle Manual. 10.) Verify the installation requirements for the electronic system have been met by referring to Section 8: Electronic Controls 11.) Check for proper operation of the Stop Engine Light (SEL) and the Check Engine Light (CEL).
If the Engine still has a "knock" condition after all these steps have been taken, then go to page 4-1 (Knock Intensity)
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Determine the intensity of the knock condition. 1.) Use the DDR to display any Active or Inactive codes. 2.) Determine whether the vehicle has Engine Knock Level Above Normal Range (SID 76 FMI 0) and/or Engine Knock Level Torque Reduction (SID 76 FMI 7). A.) If the vehicle has "Engine Knock Level Above Normal Range" (SID 76 FMI 0) and/or "Engine Knock Level Torque Reduction" (SID 76 FMI 7), go to page 4-2 (Number of Knock Codes)
Knock Intensity
Use the DDR to display any Active or Inactive codes.
Determine whether the vehicle has Engine Knock Level Above Normal Range (SID 76 FMI 0) and/or Engine Knock Level Torque Reduction (SID 76 FMI 7).
If the vehicle has "Engine Knock Level Above Normal Range" (SID 76 FMI 0) and/or "Engine Knock Level Torque Reduction" (SID 76 FMI 7), Proceed to : Number of Knock Codes
(Page 4-2)
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Determine whether the number of knock codes are excessive. 1.) Use the DDR to display the number of "Engine Knock Level Above Normal Range" (SID 76 FMI 0) and/or "Engine Knock Level Torque Reduction" (SID 76 FMI 7) codes that have been registered. 2.) Check the times of the first knock code occurrence and the last knock code occurrence. A.) If the number of "Engine Knock Level Above Normal Range" (SID 76 FMI 0) and/or "Engine Knock Level Torque Reduction" (SID 76 FMI 7) codes is less than Four (4) Codes per engine operating hour from the first knock code occurrence to the last knock code occurrence, then Clear the codes, put the vehicle back in service, Check in 24 hours, and Repeat "Number of Knocks" Procedure. B.) If the number of "Engine Knock Level Above Normal Range" (SID 76 FMI 0) and/or "Engine Knock Level Torque Reduction" (SID 76 FMI 7) codes is greater than or equal to Four (4) Codes per engine operating hour from the first knock code occurrence to the last knock code occurrence, go to page 4-3 (Excessive Engine Knock)
Number of Knocks
Use the DDR to display the number of "Engine Knock Level Above Normal Range" (SID 76 FMI 0) and/or "Engine Knock Level Torque Reduction" (SID 76 FMI 7) codes that have been registered.
Check the times of the first knock code occurrence and the last knock code occurrence.
If the number of "Engine Knock Level Above Normal Range" (SID 76 FMI 0) and/or "Engine Knock Level Torque Reduction" (SID 76 FMI 7) codes is greater than or equal to Four (4) Codes per engine operating hour from the first knock code occurrence to the last knock code occurrence, Proceed to : Excessive Engine Knock
(Page 4-3)
If the number of "Engine Knock Level Above Normal Range" (SID 76 FMI 0) and/or "Engine Knock Level Torque Reduction" (SID 76 FMI 7) codes is less than Four (4) Codes per engine operating hour from the first knock code occurrence to the last knock code occurrence, then Clear the codes, put the vehicle back in service, Check in 24 hours, and Repeat "Number of Knocks" Procedure.
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Determine whether the codes are actual or externally induced (fake). 1.) Turn the ignition off. 2.) Unscrew the Knock Sensor from the Block. 3.) Hang the Knock Sensor in the engine compartment. 4.) Obtain a wire about one (1) ft in length and cut the rubber sheath off both ends to expose about two inches of the copper leads. 5.) Wrap one end of the wire around the threads of the Knock Sensor (secure with electrical tape) and the other end of the wire should be bolted to a clean ground on the block. 6.) Road test the vehicle. A.) If the vehicle registers no knock codes then the original knock codes are real, Go to page 4-4 (Real Knock Codes). B.) If the vehicle still has knock codes then the original knock codes are fake and are being caused by wiring or bad grounds, Go to page 4-19 (Fake Knock Codes).
Excessive Engine Knock

Turn the ignition off.
Unscrew the Knock Sensor from the Block.
Hang the Knock Sensor in the engine compartment.
Obtain a wire about one (1) ft in length and cut the rubber sheath off both ends to expose about two inches of the copper leads.
Wrap one end of the wire around the threads of the Knock Sensor (secure with electrical tape) and the other end of the wire should be bolted to a clean ground on the block. Road test the vehicle.
If the vehicle registers no knock codes then the original knock codes are real, Proceed to : Real Knock Codes
(Page 4-4)
If the vehicle still has knock codes then the original knock codes are fake and are being caused by wiring or bad grounds, Proceed to : Fake Knock Codes
(Page 4-19)
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Determine what is causing the knock condition in the engine. 1.) Road test the vehicle. 2.) While the vehicle is running, use the DDR to check for Intake Manifold Temperatures above 150 degrees during engine operation. A.) If the Intake Manifold Temperature is below 150 degrees F, Go to page 4-6 (Proper Fuel System Operation). B.) If the Intake Manifold Temperature is 150 degrees F or higher, Go to Step 2. 2.) Confirm proper operation of the Charge Air Cooler. Consult the OEM Manual. A.) If the Charge Air Cooler is not working properly, Consult the OEM Manual. After the problem is corrected road test the vehicle. B.) If the Charge Air Cooler is working properly, Go to page 4-5 (Charge Air Cooler Fan)
Real Knock Codes

While the vehicle is running, use the DDR to check for Intake Manifold Temperatures above 150 degrees during engine operation.
If the Intake Manifold Temperature is below 150 degrees F, Proceed to : Proper Fuel System Operation
(Page 4-6)
If the Intake Manifold Temperature is 150 degrees F or higher, Check the Charge Air Cooler.
Confirm proper operation of the Charge Air Cooler. Consult the OEM Manual.
If the Charge Air Cooler is not working properly, Consult the OEM Manual. After the problem is corrected, Road Test the Vehicle.
If the Charge Air Cooler is working properly, Proceed to: Charge Air Cooler Fan.
(Page 4-5)
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Determine what is causing the knock condition in the engine. 1.) Confirm proper operation of the Charge Air Cooler Fan. Consult the OEM Manual. A.) If the Charge Air Cooler Fan is not working properly, Consult the OEM Manual. After the problem is corrected road test the vehicle. B.) If the Charge Air Cooler Fan is Working Properly, Go to Step 4. 2 .) Confirm the Air Filter is operating properly. A.) If the Air Filter is obstructed or plugged, Replace the filter and road test the vehicle. B.) If the Air Filter is in normal operating condition, Go to page 4-6 (Proper Fuel System Operation).
Charge Air Cooler Fan
Confirm proper operation of the Charge Air Cooler Fan. Consult the OEM Manual.
If the Charge Air Cooler Fan is not working properly, Consult the OEM Manual. After the problem is corrected, Road Test the Vehicle.
If the Charge Air Cooler Fan is Working Properly, Check the Air Filter.
Confirm the Air Filter is operating properly.
If the Air Filter is obstructed or plugged, Replace the filter and road test the vehicle.
If the Air Filter is in normal operating condition, Proceed to: Proper Fuel System Operation
(Page 4-5)
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Check for proper PSV operation during crank. 1.) To verify that DDEC is commanding the gas valve to move during crank, check PWM 3 position. 2.) Using the DDR, display the PWM #3 position and the gas valve position. A.) If PWM 3 is indicating 26-50%, then verify that the gas valve position is indicating 50-80%. 1.) If PWM 3 is indicating 26-50% and the gas valve position is indicating 50-80%, go to page 4-9 (Oxygen Sensor). 2.) If PWM #3 is indicating 26-50% and the gas valve position is not moving, go to page 4-7 (PSV Wiring). B.) If PWM #3 does not move, check for voltage using a volt-ohmmeter. Connect (+) to wire 446-Red and (-) to 910-Orange. 1.) If there is no voltage, Replace the ECM. Then follow the Learn Procedure. Go to Page 4-11. C.) If the gas valve position moves but appears to have sluggish or erratic movement, go to page 4-8 (PSV Operation continued). D.) If the gas valve does not move from 0%, go to page 4-8 (PSV Operation continued).
PSV Operation
(Page 4-8)
(Page 4-8)
(Page 4-7)
If PWM 3 is indicating 26-50% and the gas valve is indicating 50-80%, Proceed to: Oxygen Sensor
(Page 4-9)
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Check the PSV power and PWM#3 output. 1.) Check for proper PSV operation during crank. 2.) If PWM #3 is indicating 26-50% and the gas valve position is not moving, Check for 12 volts at the wire connector using a volt-ohmmeter. Connect (+) to wire 446-Red (Pin A) and (-) to 150A-Black (Pin B). A.) If there is no voltage, then the problem is in the engine sensor harness or connector. B.) If there is voltage at the wire connector, Check the PWM#3 Output. 3.) With the DDR Slew the PWM#3 from 10% to 50% to 90%. While the PWM#3 is being slewed, Check for voltage changes at the PSV wire connector using a volt-ohmmeter. Connect (+) to wire 910-Orange (Pin H) and (-) to 150A-Black (Pin B). A.) If there is a change in voltage at the wire connector, go to Page 4-12 (PSV Troubleshoot) . B.) If there is no change in voltage at the connector, then the problem is in the engine sensor harness or connector.
PSV Wiring
With the DDR Slew the PWM#3 from 10% to 50% to 90%. While the PWM#3 is being slewed, Check for voltage changes at the wire connector using a volt-ohmmeter. Connect (+) to wire 910-Orange (Pin H) and (-) to 150A-Black (Pin B).
(Page 4-12)
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(Page 4-12)

(Page 4-12)
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Check the Oxygen Sensor for proper operation. 1.) Place the diagnostic oxygen sensor (Engine Control & Monitoring Inc. diagnostic oxygen sensor model "Lambda Pro" or equiv secondary port in the exhaust tube. 2.) Using the DDR, display the air/fuel ratio Lambda value. 3.) Perform a transmission stall torque test. (Engine and transmission should be at normal operating temperatures.) 4.) Run the stall for approximately 10 seconds. Careful of overheating the transmission. 5.) Record the air/fuel ratio Lambda value displayed by DDEC and the diagnostic oxygen sensor. 6.) Repeat this test 2 more times waiting 1 minute between each test. A.) If the readings between the diagnostic oxygen sensor and DDEC oxygen sensor are constantly more than +/- 0.02 Lambda different, Replace the DDEC oxygen sensor. Then follow the Learn Procedure. Go to Page 4-12. B.) If the readings between the diagnostic oxygen sensor and DDEC oxygen sensor are +/- 0.02 Lambda or less and fluctuate to +/-0.04 Lambda or higher, Replace the Low Pressure Regulator. Then follow the Low Pressure Regulator Assembly Procedure. Go to page 4-14 C.) If the readings between the diagnostic oxygen sensor and the DDEC oxygen sensor are +/- 0.02 Lambda or less, then go to page 4-10 (Spark Plug Electrodes) alent) in the
Oxygen Sensor
Place the diagnostic oxygen sensor (Engine Control & Monitoring Inc. diagnostic oxygen sensor model "Lambda Pro" or equivalent) in the secondary port in the exhaust tube. Using the DDR, display the air/fuel ratio Lambda value
Perform a transmission stall torque test. Run the stall for approximately 10 seconds. Careful of overheating the transmission. Record the air/fuel ratio Lambda value displayed by DDEC and the diagnostic oxygen sensor.
Repeat this test 2 more times waiting 1 minute between each test.
If the readings between the diagnostic oxygen sensor and the DDEC oxygen sensor are +/-0.02 Lambda or less and fluctuate to +/0.04 or higher,
Replace the Low Pressure Regulator. Proceed to: Low Pressure Regulator Assembly Procedure (Page 4-14)
If the readings between the diagnostic oxygen sensor and the DDEC oxygen sensor are +/- 0.02 Lambda or less, Proceed to: Spark Plug Electrodes
(Page 4-10)
If the readings between the diagnostic oxygen sensor and the DDEC oxygen sensor are constantly more than +/- 0.02 Lambda different, Replace the DDEC oxygen sensor. Then follow the Learn Procedure. (Page 4-11)
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1.) Remove the spark plugs. 2.) Note the condition of the electrodes. Refer to pages 7-15 and 7-16 (Condition of Spark Plugs) A.) If the spark plug is wet with oil, or excessive deposits are present, Determine the cause of the excessive deposits and oils. Replace the spark plug. Torque new plugs to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 4-11. B.) If the spark plug gap is shorted by combustion deposits, Replace the spark plug. Torque new plugs to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 4-11. C.) If the spark plug gap is shorted or reduced by the reforming of melted material from the electrodes, Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Then follow the Learn Procedure. Go to Page 4-11. D.) If the electrodes are dry with light tan or gray deposits, Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Go to page 4-15 (Accessories and Bracketry) E.) If there are no signs of deposits and the spark plug is not wet with oil, Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Go to page 4-15 (Accessories and Bracketry) ****Make sure all spark plugs are gapped to .015" ****
If the spark plug is wet with oil, or excessive deposits are present, Determine the cause of the excessive deposits and oils. Replace the spark plug. Torque new plugs to 28 ft-lbs. Then follow the Learn Procedure. (Page 4-11)
If there are no signs of deposits and the spark plug is not wet with oil, Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Proceed to: Accessories and Bracketry
(Page 4-15)
If the electrodes are dry with light tan or gray deposits, Regap the plug to .015" and reinstall it. Torque plugs to 28 ft-lbs. Proceed to: Accessories and Bracketry
(Page 4-15)
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Check all accessories and bracketry located on or near the engine. 1.) Open engine compartment doors. 2.) Start the engine using the controls located at the engine bay. 3.) Turn the vehicle air conditioning on. 4.) Slowly take the engine from idle to 2100 rpm and back down to idle over a one minute time period. 5.) Observe and inspect the air conditioner, air compressor, generator, hydraulic pumps, fan clutches, etc. and their associated bracketry for excessive vibration or uncommon operation. A.) If there is no vibration or uncommon operation, go to page 4-16 (Valvetrain) B.) If there is excessive vibration or the accessories are not firmly attached, Repair and reattach the respective accessory properly. Go to back to step 4 and confirm proper operation. Check for Knock Codes.
Accessories and Bracketry

Open engine compartment doors
Start the engine using the controls located at the engine bay. Turn the vehicle air conditioning on.
Slowly take the engine from idle to 2100 rpm no load and back down to idle over a one minute time period.
Observe and inspect the air conditioner, air compressor, generator, hydraulic pumps, fan clutches, etc. and their associated bracketry for excessive vibration or uncommon operation.
If there is excessive vibration or the accessories are not firmly attached, Repair and reattach the respective accessory properly. Go to back to step 4 and confirm proper operation. Check for Knock codes.
If there is no vibration or uncommon operation, Proceed to: Valvetrain

(Page 4-16)
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Check valvetrain 1.) Remove upper portion of the rocker cover assembly. Remove when the engine is cold. 2.) Confirm the valve train is in good condition 3.) Check the valve lash. Confirm the Intake valve lash is set at .011" and the exhaust valve lash is set at .036" A.) If the valves are not set at proper lash, Reset the Intake valve lash at .011" and the exhaust valve lash at .036". Reset when the engine is cold B.) If the valves are set at the proper lash, go to page 4-17 (Fuel Composition)
Valvetrain
Remove upper portion of the rocker cover assembly. Remove when the engine is cold.
Confirm the valve train is in good condition
Check the valve lash. Confirm the Intake valve lash is set at .011" and the exhaust valve lash is set at .036"
If the valves are not set at proper lash, Reset the Intake valve lash at .011" and the exhaust valve lash at .036". Reset when the engine is cold.
If the valves are set at the proper lash, Proceed to: Fuel Composition
(Page 4-17)
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Compressed Natural Gas Fuel Specifications The quality of fuel used is a very important factor in obtaining satisfactory engine performance, long engine life, and acceptable exhaust emission levels. This section shows the DDC fuel specifications for both CNG and LNG. Regardless of the type of fuel, fuel entering the engine must meet or exceed DDC's published CNG specifications. Ask for a gas analysis from your local gas supplier and confirm that the gas that you are using is within DDC's specification. If the fuel is within DDC's specification then proceed to page 4-18 (Internal Engine Components). If the fuel is not within DDC's Specifications contact Technical Service.
Property Hydrocarbon Methane Ethane Propane Other C4 and Higher Other Gaseous Species Hydrogen Carbon dioxide + Nitrogen + Oxygen Carbon Monoxide Other Species Methanol Sulfur, Total Performance Related Properties Motor Octane Number Wobbe Number Contaminants Pressure Water Dew Point Temperature, Max. Pressure Hydrocarbon Dew Point Temperature, Max. Odorant
Limit Mole percent 88% min. 6% max. 1.7% max. 0.3% max. Mole percent 0.1% max. 4.5% max. 0.1% max. 0% mass 22 ppm/v 115 min 1290-1380 BTU/ft3 @ # # Below which will form 1% condensate &
ASTM Test Method D 1945
D 2650 D 1945 D 2650 No Test Method D4468 * D 2623 D 3588 D 1142
*
@
Test method D 2623 was obsoleted by ASTM in 1991. Wobbe Index (WI), also known as Wobbe Number, is a measure of fuel energy flow rate through a fixed orifice under given inlet conditions. Numerically, WI = (dry, higher heating value)/(specific gravity) The compressed natural gas shall not contain dust, sand, dirt, gums, oils, or other substances in an amount sufficient to be injurious to the fuel station equipment or the vehicle being fueled.
The dew point at vehicle fuel storage container pressure shall be at least 10 F (5.6 C) below the 99.0% winter design temperature listed in chapter 24, Table 1, Climatic Conditions for the United States, in American Society of Heating, Refrigerating and Air conditioning Engineers (ASHRAE) Handbook, 1989 fundamentals volume. Testing for water vapor shall be in accordance with ASTM D 1142, utilizing the Bureau of mines apparatus. The natural gas at ambient conditions must have a distinctive odor potent enough for its presence to be detected down to a concentration in air of 1% by volume.
&
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Check the internal engine components for proper engine operation 1). Check to see if the engine has been rebuilt. A.) If the engine has been rebuilt make sure that it has the correct Connecting Rods. 2.) Check the valves (intake and exhaust) for built up combustion deposits. A.) If there are no deposits, confirm proper operation of the valvetrain. B.) If there are deposits, Determine cause of the excessive deposits. Check Valves, Valve Guides, Seals, and Cylinder Kits.
Internal Engine Components
Check to see if the engine has been rebuilt.
If the engine has been rebuilt make sure it has the correct Connecting Rods.
Check the valves (intake and exhaust) for built up combustion deposits.
If there are no deposits, Confirm proper operation of the valvetrain.
If there are deposits, Determine cause of the excessive deposits. Check Valves, Valve Guides, Seals, and Cylinder Kits.
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Check for poor grounds. 1.) Confirm the Starter to Block ground is a #00 cable. 2.) Confirm the Starter to Frame ground is a #00 cable. 1.) Use a digital volt-ohmmeter to confirm that the resistance in each of the following ground wires are no more than 50 m. a.) Starter to Block, b.) Starter to Frame, c.) SNEF module ground (wire # 954 black) to block. A.) If the resistance is greater than 50 m, Replace the ground wire. Confirm the points are clean of rust, paint and corrosion. B.) If the resistance is less than 50 m, then confirm the connection and the ground surface are good. If the problem continues contact DDC technical service.
Fake Knock Codes

Confirm the Starter to Block ground is a #00 cable. Confirm the Starter to Frame ground is a #00 cable.
Use a digital volt-ohmmeter to confirm that the resistance in each of the following ground wires are no more than 50 m. a.) Starter to Block, b.) Starter to Frame, c.) SNEF module ground (wire # 954 black) to block.
If the resistance is greater than 50 m, Replace the ground wire. Confirm the points are clean of rust, paint and corrosion.
If the resistance is less than 50 m, confirm the connection and the ground surface are good. If the problem continues contact DDC technical service.
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Wire Description
WIRE 907 (DARK GREEN) Throttle Plate Position Where to look for problem Cavity R-1 in the 30 way Connector Pin F (throttle plate position) in the throttle actuator connector
Problem Description
Wire 907 Short to +12v/+24v power supply
Wire Description
WIRE 909 (LIGHT GREEN) PWM #2 out Where to look for problem Cavity Y-1 in the 30 way Connector Pin E (PWM #2 out) in the throttle actuator connector
Problem Description
WIRE 909 Short to +12v/+24v power supply
Wire Description
WIRE 452 (BLACK) Engine Sensor Return Where to look for problem Cavity Y-2 in the 30 way Connector Pin D (engine sensor return) in the throttle actuator connector
Problem Description
WIRE 452 Open
If the code stays active after the cavities, wires, and pins have been checked, Replace the throttle then follow the Throttle Assembly Procedure below. Reference Section 7: Component Identification, pages 7-5 through 7-11 for visual assistance. Note engine type S50G or S60G
1.) Attach PSV valve and "O" ring to mixer with 4 Allen head screws but do not tighten. 2.) Install "O" rings to fuel transfer tube Lubricate "O" rings with Luberplate prior to assembly. Apply Teflon liquid pipe sealant to threads. 3.) Thread fuel transfer tube into regulator and tighten. The fuel transfer tube must thread into the regulator far enough so the "O" ring seal doesn't bottom in the PSV valve and cut the seal when the regulator is bolted to the inlet elbow. 4.) Install the Impco regulator and fuel transfer into PSV valve. Bolt regulator to inlet elbow with two bolts but do not tighten. 5.) Install throttle, PSV, mixer, and inlet elbow to engine positioning inlet hose over inlet elbow and inlet manifold and resting throttle on throttle bracket. 6.) Install 4 bolts through throttle bracket into bottom of throttle and two bolts through side of throttle bracket into inlet elbow but do not tighten. 7.) Tighten the 4 mixer to throttle bolts at 25-lb ft torque. 8.) Tighten the 4 throttle to inlet elbow bolts to 25-lb ft torque. 9.) Tighten the 2 bolts that hold the regulator to the inlet elbow and tighten the 4 screws the hold the PSV valve to the mixer. 10.) Adjust the two bolts through the throttle bracket to the inlet elbow and the 4 bolts through the bottom of the throttle bracket to the throttle alternatively to insure there is no bind in the throttle. Torque the two brackets to inlet elbow bolts 25-LB ft and the four throttle mounting bolts 25 LB ft.
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Wire Description
WIRE 909 (LIGHT GREEN) PWM #2 out Where to look for problem Cavity Y-1 in the 30 way Connector Pin E (PWM #2 out) in the throttle actuator connector Pin B (Throttle Actuator Ground) in the throttle actuator connector
Problem Description
WIRE 909 Short to Wire 956 (Black) Throttle Actuator Ground
Wire Description
WIRE 445 (RED) Throttle Body Power Where to look for problem Pin A (Throttle Body Power) in the throttle actuator connector Pin D (Throttle Body Power) in the OEM Power Harness (Male/Female connection)
Problem Description
WIRE 445 Open
Wire Description
WIRE 956 (BLACK) Throttle Actuator Ground Where to look for problem Pin B (Throttle Actuator Ground) in the throttle actuator connector Pin B (Throttle Actuator Ground) in the OEM Ground Harness (Male/Female connection)
Problem Description
WIRE 956 OPEN
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Wire Description
WIRE 907 (DARK GREEN) Throttle Plate Position Where to look for problem Cavity R-1 in the 30 way Connector Pin F (throttle plate position) in the throttle actuator connector Cavity R-1 in the 30 way Connector Pin F (throttle plate position) in the throttle actuator connector Pin B (Throttle Actuator Ground) in the throttle actuator connector
Problem Description
Wire 907 Open
Wire Description
WIRE 909 (LIGHT GREEN) PWM #2 out Where to look for problem Cavity Y-1 in the 30 way Connector Pin E (PWM #2 out) in the throttle actuator connector Cavity Y-1 in the 30 way Connector Cavity W-1 in the 30 Way Connector Pin C ( Sensor Supply +5VDC) in the throttle actuator connector Pin E (PWM #2 out) in the throttle actuator connector
Problem Description
WIRE 909 Open
WIRE 909 Short to Wire 416 (Gray) Sensor Supply (5VDC)
Wire Description
WIRE 910 (ORANGE) PWM #3 out Where to look for problem Cavity W-2 in the 30 Way Connector Cavity W-1 in the 30 Way Connector Pin C ( Sensor Supply +5VDC) in the throttle actuator connector Pin H ( PWM #3 out) in the PSV Connector
Problem Description
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Wire Description
WIRE 907 (DARK GREEN) Throttle Plate Position Where to look for problem Cavity R-1 in the 30 way Connector Cavity W-1 in the 30 Way Connector Pin F (throttle plate position) in the throttle actuator connector Pin C ( Sensor Supply +5VDC) in the throttle actuator connector Cavity R-1 in the 30 way Connector Pin F (throttle plate position) in the throttle actuator connector
Problem Description
Wire 907 Short to +12v/+24v power supply
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Wire Description
WIRE 907 (DARK GREEN) Throttle Plate Position Where to look for problem Cavity R-1 in the 30 way Connector Pin F (throttle plate position) in the throttle actuator connector Cavity R-1 in the 30 way Connector Pin F (throttle plate position) in the throttle actuator connector Pin B (Throttle Actuator Ground) in the throttle actuator connector
Problem Description
Wire 907 Open
Wire Description
WIRE 416 (GRAY) SENSOR SUPPLY (5VDC) Where to look for problem Cavity W-1 in the 30 Way Connector Pin C ( Sensor Supply +5VDC) in the throttle actuator connector Cavity W-1 in the 30 Way Connector Pin C ( Sensor Supply +5VDC) in the throttle actuator connector Pin B (Throttle Actuator Ground) in the throttle actuator connector
Problem Description
WIRE 416 OPEN
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Wire Description
WIRE 907 (DARK GREEN) Throttle Plate Position Where to look for problem Cavity R-1 in the 30 way Connector Pin F (throttle plate position) in the throttle actuator connector Cavity R-1 in the 30 way Connector Pin F (throttle plate position) in the throttle actuator connector Pin B (Throttle Actuator Ground) in the throttle actuator connector Cavity R-1 in the 30 way Connector Cavity W-1 in the 30 Way Connector Pin F (throttle plate position) in the throttle actuator connector Pin C ( Sensor Supply +5VDC) in the throttle actuator connector
Problem Description
Wire 907 Open
Wire Description
WIRE 416 (GRAY) SENSOR SUPPLY (5VDC) Where to look for problem Cavity W-1 in the 30 Way Connector Pin C ( Sensor Supply +5VDC) in the throttle actuator connector Cavity W-1 in the 30 Way Connector Pin C ( Sensor Supply +5VDC) in the throttle actuator connector Pin B (Throttle Actuator Ground) in the throttle actuator connector
Problem Description
WIRE 416 OPEN
Wire Description
WIRE 909 (LIGHT GREEN) PWM #2 out Where to look for problem Cavity Y-1 in the 30 way Connector Pin E (PWM #2 out) in the throttle actuator connector Cavity Y-1 in the 30 way Connector Pin E (PWM #2 out) in the throttle actuator connector Pin B (Throttle Actuator Ground) in the throttle actuator connector
Problem Description
WIRE 909 Open
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Wire Description
WIRE 445 (RED) Throttle Body Power Where to look for problem Pin A (Throttle Body Power) in the throttle actuator connector Pin D (Throttle Body Power) in the OEM Power Harness (Male/Female connection) Pin A (Throttle Body Power) in the throttle actuator connector Pin D (Throttle Body Power) in the OEM Power Harness (Male/Female connection) Pin B (Throttle Actuator Ground) in the throttle actuator connector Pin B (Throttle Actuator Ground) in the OEM Ground Harness (Male/Female connection)
Problem Description
WIRE 445 Open
Wire Description
WIRE 956 (BLACK) Throttle Actuator Ground Where to look for problem Pin B (Throttle Actuator Ground) in the throttle actuator connector Pin B (Throttle Actuator Ground) in the OEM Ground Harness (Male/Female connection)
Problem Description
WIRE 956 OPEN
Problem Description Refer to procedure below for proper alignment.
Check Throttle Plate Actuator alignment
Reference Section 7: Component Identification, pages 7-5 through 7-11 for visual assistance. Note engine type S50G or S60G
1.) Attach PSV valve and "O" ring to mixer with 4 Allen head screws but do not tighten. 2.) Install "O" rings to fuel transfer tube Lubricate "O" rings with Luberplate prior to assembly. Apply Teflon liquid pipe sealant to threads. 3.) Thread fuel transfer tube into regulator and tighten. The fuel transfer tube must thread into the regulator far enough so the "O" ring seal doesn't bottom in the PSV valve and cut the seal when the regulator is bolted to the inlet elbow. 4.) Install the Impco regulator and fuel transfer into PSV valve. Bolt regulator to inlet elbow with two bolts but do not tighten. 5.) Install throttle, PSV, mixer, and inlet elbow to engine positioning inlet hose over inlet elbow and inlet manifold and resting throttle on throttle bracket. 6.) Install 4 bolts through throttle bracket into bottom of throttle and two bolts through side of throttle bracket into inlet elbow but do not tighten. 7.) Tighten the 4 mixer to throttle bolts at 25-lb ft torque. 8.) Tighten the 4 throttle to inlet elbow bolts to 25-lb ft torque. 9.) Tighten the 2 bolts that hold the regulator to the inlet elbow and tighten the 4 screws the hold the PSV valve to the mixer. 10.) Adjust the two bolts through the throttle bracket to the inlet elbow and the 4 bolts through the bottom of the throttle bracket to the throttle alternatively to insure there is no bind in the throttle. Torque the two brackets to inlet elbow bolts 25-LB ft and the four throttle mounting bolts 25 LB ft. If the code stays active after the cavities, wires, and pins have been checked, Replace the throttle plate actuator.
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Wire Description
WIRE 417 (DARK BLUE) Throttle Position Sensor Where to look for problem
Problem Description
WIRE 417 Short to Wire 916 (Red/Black) Sensor Supply (5VDC)
VEHICLE INTERFACE HARNESS Cavity D-2 in the 30 way connector Cavity A-3 in the 30 way connector Pin B (Throttle Position Sensor) in the Throttle Pedal Pin C (Sensor Supply +5VDC) in the Throttle Pedal
WIRE 417 Short to +12/24VDC
VEHICLE INTERFACE HARNESS Cavity D-2 in the 30 way connector Pin B (Throttle Position Sensor) in the Throttle Pedal
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Wire Description
WIRE 910 (ORANGE) PWM #3 OUT Where to look for problem Cavity W-2 in the 30 way connector Cavity W-1 in the 30 way connector Pin H (PWM #3 out) in the PSV connector
Problem Description
WIRE 910 short to Wire 416 (Gray) Sensor supply (5VDC)
Wire Description
WIRE 909 (LIGHT GREEN) PWM #2 OUT Where to look for problem Cavity Y-1 in the 30 way connector Cavity W-1 in the 30 way connector Pin E (PWM #2 out) in the PSV connector Pin C (Sensor Supply +5VDC) in the throttle actuator harness
Problem Description
WIRE 909 short to wire 416 (GRAY) Sensor Supply (5VDC)
Wire Description
WIRE 417 (DARK BLUE) Throttle Position Sensor Where to look for problem
Problem Description
WIRE 417 OPEN
WIRE 417 short to ground
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Wire Description
WIRE 905 (YELLOW) Fuel Pressure Sensor Where to look for problem Check Sensor and Fuel System
Problem Description
FUEL PRESSURE HIGH
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 905 (YELLOW) Fuel Pressure Sensor Where to look for problem Check Fuel Pressure Sensor, Fuel System and Fuel Tanks
Problem Description
FUEL PRESSURE LOW
Wire Description
WIRE 909 (LIGHT GREEN) PWM #2 OUT Where to look for problem
Problem Description
WIRE 909 short to wire 416 (GRAY) Sensor Supply (5VDC) Cavity Y-1 in the 30 way connector Cavity W-1 in the 30 way connector Pin E (PWM #2 out) in the PSV connector
Wire Description
WIRE 452 (BLACK) Engine Sensor Return Where to look for problem
Problem Description
WIRE 452 Open
Cavity Y-2 in the 30 way Connector Pin D (engine sensor return) in the throttle actuator connector
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 905 (YELLOW) Fuel Pressure Sensor Where to look for problem Cavity M-1 in the 30 way connector Cavity W-1 in the 30 way connector Pin C (Fuel Pressure) in the fuel pressure sensor Pin B (Sensor Supply +5VDC) in the fuel pressure sensor Cavity M-1 in the 30 way connector Pin C (Fuel Pressure) in the fuel pressure sensor
Problem Description
WIRE 905 short to +12V/+24V
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 905 (YELLOW) Fuel Pressure Sensor Where to look for problem Cavity M-1 in the 30 way connector Pin C (Fuel Pressure) in the fuel pressure sensor Cavity M-1 in the 30 way connector Pin C (Fuel Pressure) in the fuel pressure sensor
Problem Description
WIRE 905 OPEN
WIRE 905 short to Ground
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 530 (BROWN) OIL PRESSURE Where to look for problem Check Oil Pressure Sensor and Oil Level
Problem Description
OIL PRESSURE LOW
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 530 (BROWN) OIL PRESSURE Where to look for problem Cavity P-2 in the 30 way connector Cavity W-1 in the 30 way connector Pin B (Oil Pressure) in the Oil pressure sensor Pin C (Sensor Supply +5VDC) in the fuel pressure sensor Cavity P-2 in the 30 way connector Pin B (Oil Pressure) in the Oil pressure sensor
Problem Description
WIRE 530 short to +12V/+24V
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 530 (BROWN) OIL PRESSURE Where to look for problem Cavity P-2 in the 30 way connector Pin B (Oil Pressure) in the Oil pressure sensor Cavity P-2 in the 30 way connector Pin B (Oil Pressure) in the Oil pressure sensor
Problem Description
WIRE 530 Open
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 132 (WHITE) AIR TEMPERATURE Where to look for problem Check Air temperature sensor and Intake Temperature
Problem Description
INTAKE MANIFOLD TEMPERATURE HIGH
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 132 (WHITE) AIR TEMPERATURE Where to look for problem Cavity N-2 in the 30 way connector Pin B (Air Temperature) in the Air temperature sensor) Cavity N-2 in the 30 way connector Cavity W-1 in the 30 way connector Pin B (Air Temperature) in the Air temperature sensor)
Problem Description
WIRE 132 OPEN
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 132 (WHITE) AIR TEMPERATURE Where to look for problem Cavity N-2 in the 30 way connector Pin B (Air Temperature) in the Air temperature sensor)
Problem Description
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 432 (LIGHT GREEN) MANIFOLD AIR PRESSURE Where to look for problem Check Manifold Air Pressure Sensor and Intake manifold pressure Check the turbocharger wastegate setting using the procedure starting on page 7-17.
Problem Description
INTAKE MANIFOLD AIR PRESSURE HIGH
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 432 (LIGHT GREEN) MANIFOLD AIR PRESSURE Where to look for problem Check Manifold Air Pressure Sensor and Intake manifold pressure
Problem Description
INTAKE MANIFOLD AIR PRESSURE LOW
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 432 (LIGHT GREEN) MANIFOLD AIR PRESSURE Where to look for problem Cavity P-1 in the 30 way connector Cavity W-1 in the 30 way connector Pin C (Manifold Air Pressure) in the Manifold Air Pressure Sensor Pin B (Sensor Supply +5VDC) in the Manifold Air Pressure Sensor
Problem Description
WIRE 432 SHORT TO wire 416 (gray) Sensor Supply Voltage (5VDC)
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 432 (LIGHT GREEN) MANIFOLD AIR PRESSURE Where to look for problem Cavity P-1 in the 30 way connector Pin C (Manifold Air Pressure) in the Manifold Air Pressure Sensor Cavity P-1 in the 30 way connector Pin C (Manifold Air Pressure) in the Manifold Air Pressure Sensor
Problem Description
WIRE 432 OPEN
WIRE 432 Short to ground
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 904 (PURPLE/WHITE) BAROMETRIC PRESSURE Where to look for problem Cavity L-1 in the 30 way connector Pin B (Barometric Pressure) in the Barometric Pressure Sensor Cavity L-1 in the 30 way connector Cavity W-1 in the 30 way connector Pin B (Barometric Pressure) in the Barometric Pressure Sensor Pin B (Sensor Supply +5VDC) in the Manifold Air Pressure Sensor
Problem Description
WIRE 904 Short to +12V/+24V
WIRE 904 Short to wire 416 (gray) Sensor Supply Voltage (5VDC)
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 904 (PURPLE/WHITE) BAROMETRIC PRESSURE Where to look for problem Cavity L-1 in the 30 way connector Pin B (Barometric Pressure) in the Barometric Pressure Sensor Cavity L-1 in the 30 way connector Pin B (Barometric Pressure) in the Barometric Pressure Sensor
Problem Description
WIRE 904 Open
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 133 (YELLOW) COOLANT TEMPERATURE Where to look for problem Check Coolant Temperature Sensor and Coolant temperature
Problem Description
COOLANT TEMPERATURE HIGH
Cavity P-3 in the 30 Way Connector Pin B (Coolant Temperature) in the Coolant Temperature Sensor Cavity P-3 in the 30 Way Connector Cavity W-1 in the 30 way connector Pin B (Coolant Temperature) in the Coolant Temperature Sensor
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 133 (YELLOW) COOLANT TEMPERATURE Where to look for problem Cavity P-3 in the 30 Way Connector Pin B (Coolant Temperature) in the Coolant Temperature Sensor Cavity P-3 in the 30 Way Connector Pin B (Coolant Temperature) in the Coolant Temperature Sensor Cavity P-3 in the 30 Way Connector Cavity W-1 in the 30 way connector Pin B (Coolant Temperature) in the Coolant Temperature Sensor
Problem Description
WIRE 133 OPEN
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 133 (YELLOW) COOLANT TEMPERATURE Where to look for problem Cavity P-3 in the 30 Way Connector Pin B (Coolant Temperature) in the Coolant Temperature Sensor
Problem Description
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 115 (ORANGE) COOLANT LEVEL Where to look for problem
Problem Description
COOLANT LEVEL LOW
VEHICLE INTERFACE HARNESS Check Engine Coolant Level Sensor and Engine Coolant Level
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 115 (ORANGE) COOLANT LEVEL Where to look for problem
Problem Description
WIRE 115 OPEN
VEHICLE INTERFACE HARNESS Cavity H-3 in the 30 way connector Cavity A in the Coolant Level Sensor
WIRE 115 Short to Sensor Supply Voltage (5VDC)
VEHICLE INTERFACE HARNESS Cavity H-3 in the 30 way connector Cavity A in the Coolant Level Sensor
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 115 (ORANGE) COOLANT LEVEL Where to look for problem Cavity H-3 in the 30 way connector Cavity A in the Coolant Level Sensor
Problem Description
WIRE 115 Short to Ground
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 120 (TAN) EXHAUST TEMPERATURE Where to look for problem Cavity R-2 in the 30 way connector Pin B (Exhaust Temperature) in the Exhaust Temperature Sensor Cavity R-2 in the 30 way connector Cavity W-1 (Sensor Supply Voltage +5VDC) in the 30 way connector Pin B (Exhaust Temperature) in the Exhaust Temperature Sensor Cavity R-2 in the 30 way connector Pin B (Exhaust Temperature) in the Exhaust Temperature Sensor
Problem Description
WIRE 120 OPEN
WIRE 120 Short to Wire 416 Sensor Supply Voltage (5VDC)
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 120 (TAN) EXHAUST TEMPERATURE Where to look for problem Cavity R-2 in the 30 way connector Pin B (Exhaust Temperature) in the Exhaust Temperature Sensor
Problem Description
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 472 (ORANGE) FUEL TEMPERATURE Where to look for problem Cavity R-3 in the 30 way connector Pin B (Fuel Temperature) in the Fuel Temperature Sensor Cavity R-3 in the 30 way connector Pin B (Fuel Temperature) in the Fuel Temperature Sensor Cavity R-3 in the 30 way connector Cavity W-1 (Sensor Supply Voltage +5VDC) in the 30 way connector Pin B (Fuel Temperature) in the Fuel Temperature Sensor Cavity R-3 in the 30 way connector Pin B (Fuel Temperature) in the Fuel Temperature Sensor
Problem Description
WIRE 472 OPEN
WIRE 472 Short to Wire 416 Sensor Supply Voltage (5VDC)
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 472 (ORANGE) FUEL TEMPERATURE Where to look for problem Cavity R-3 in the 30 way connector Pin B (Fuel Temperature) in the Fuel Temperature Sensor
Problem Description
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INTERIM
3/28/01
Version 1.0
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3/28/01
Version 1.0
WIRE 109 (PURPLE) TRS (-) Where to look for problem Cavity T-1 in the 30 way connector Pin A ( TRS(-) ) in the Timing Reference Sensor Cavity T-1 in the 30 way connector Pin A ( TRS(-) ) in the Timing Reference Sensor Cavity T-1 in the 30 way connector Cavity W-1 in the 30 way connector Pin A ( TRS(-) ) in the Timing Reference Sensor
Problem Description
WIRE 109 OPEN
WIRE 109 Short to WIRE 416 Sensor Supply (5VDC)
Wire Description
WIRE 110 (DARK GREEN) TRS (+) Where to look for problem Cavity T-2 in the 30 way connector Pin B ( TRS(+) ) in the Timing Reference Sensor Cavity T-2 in the 30 way connector Pin B ( TRS(+) ) in the Timing Reference Sensor Cavity T-2 in the 30 way connector Cavity W-1 in the 30 way connector Pin B ( TRS(+) ) in the Timing Reference Sensor
Problem Description
WIRE 110 OPEN
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 111 (LIGHT BLUE) SRS (+) Where to look for problem Cavity S-2 in the 30 way connector Pin B ( SRS(+) ) in the Synchronous Reference Sensor Cavity S-2 in the 30 way connector Pin B ( SRS(+) ) in the Synchronous Reference Sensor Cavity S-2 in the 30 way connector Cavity W-1 in the 30 way connector Pin B ( SRS(+) ) in the Synchronous Reference Sensor
Problem Description
WIRE 111 OPEN
Wire Description
WIRE 112 (WHITE) SRS (-) Where to look for problem Cavity S-1 in the 30 way connector Pin A ( SRS(-) ) in the Synchronous Reference Sensor Cavity S-1 in the 30 way connector Pin A ( SRS(-) ) in the Synchronous Reference Sensor Cavity S-1 in the 30 way connector Cavity W-1 in the 30 way connector Pin A ( SRS(-) ) in the Synchronous Reference Sensor
Problem Description
WIRE 112 OPEN
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INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 561 (RED) DIGITAL OUTPUT S-3 (THROTTLE POWER RELAY) Where to look for problem Cavity S-3 in the 30 way connector Pin A (Digital Output S-3) in the 5 way digital output harness (male/Female connection)
Problem Description
Wire Description
WIRE 562 (ORANGE) DIGITAL OUTPUT T-3 (FUEL SOLENOID RELAY) Where to look for problem Cavity T-3 in the 30 way connector Pin B (Digital Output T-3) in the 5 way digital output harness (male/Female connection)
Problem Description
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 909 (LIGHT GREEN) PWM# 2 OUT Where to look for problem Cavity Y-1 in the 30 way Connector Pin E (PWM #2 out) in the throttle actuator connector Cavity Y-1 in the 30 way Connector Pin E (PWM #2 out) in the throttle actuator connector Pin B (Throttle Actuator Ground) in the throttle actuator connector Cavity Y-1 in the 30 way Connector Cavity W-1 in the 30 Way Connector Pin C ( Sensor Supply +5VDC) in the throttle actuator connector Pin E (PWM #2 out) in the throttle actuator connector
Problem Description
WIRE 909 OPEN
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 910 (ORANGE) PWM OUT #3 Where to look for problem Cavity W-2 in the 30 way connector Pin H (PWM out #3) in the PSV connector
Problem Description
WIRE 910 Short to +12/+24 VDC
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 910 (ORANGE) PWM OUT #3 Where to look for problem Cavity W-2 in the 30 way connector Pin H (PWM out #3) in the PSV connector
Problem Description
WIRE 910 Open
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 903 (BROWN) O2 MODULE OUTPUT Where to look for problem Cavity N-1 in the 30 way connector Pin B (O2 module output) in the 3 way interface module male/female connection Cavity N-1 in the 30 way connector Cavity W-1 in the 30 Way Connector Pin B (O2 module output) in the 3 way interface module male/female connection Pin C (Sensor Supply Voltage +5VDC) in the 3 way interface module male/female connection Cavity N-1 in the 30 way connector Pin B (O2 module output) in the 3 way interface module male/female connection
Problem Description
WIRE 903 OPEN
WIRE 903 Short to Wire 416 (gray) Sensor Supply Voltage (+5VDC)
Wire Description
WIRE 444 (RED) O2 MODULE POWER Where to look for problem Pin C (O2 Module Power) in the OEM Power Harness male/female connection Pin B (O2 Module Power) in the 2 way interface module male/female connection
Problem Description
WIRE 444 OPEN
Wire Description
WIRE 957 (BLACK) O2 MODULE GROUND Where to look for problem Pin C (O2 Module Ground) in the OEM Ground Harness male/female connection Pin A (O2 Module Ground) in the 2 way interface module male/female connection
Problem Description
WIRE 957 OPEN
Wire Description
OXYGEN SENSOR INTERFACE MODULE PIN 1 Where to look for problem
Problem Description
PIN 1 OPEN
OXYGEN SENSOR INTERFACE PIN 1 OPEN
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
Problem Description
PIN 5 SHORT OUTPUT TO +5V
OXYGEN SENSOR INTERFACE PIN 5 SHORT OUTPUT TO +5V
PIN 5 SHORT TO +12V/+24V
OXYGEN SENSOR INTERFACE PIN 5 SHORT TO +12V/+24V
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 903 (BROWN) O2 MODULE OUTPUT Where to look for problem Cavity N-1 in the 30 way connector Pin B (O2 module output) in the 3 way interface module male/female connection Pin A (O2 Module Ground) in the 2 way interface module male/female connection
Problem Description
Wire Description
Problem Description
PIN 2 OPEN
Wire Description
Problem Description
PIN 3 OPEN
Wire Description
Problem Description
PIN 5 OPEN
PIN 5 SHORT OUTPUT TO GROUND
OXYGEN SENSOR INTERFACE PIN 5 SHORT OUTPUT TO GROUND
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 976 (DARK GREEN) KNOCK SENSOR Where to look for problem Go to section 4: "KNOCK"
Problem Description
Engine Knock Level Above Normal Range
Wire Description
WIRE 573 (BROWN) AUX TIMED INPUT Where to look for problem Go to section 4: "KNOCK"
Problem Description
Engine Knock Level Above Normal Range
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 976 (DARK GREEN) KNOCK SENSOR Where to look for problem Cavity L-2 in the 30 way connector Pin E (Knock Sensor) in the SNEF Module Male/Female Connection Wire 976 in the Knock Sensor Connection Cavity L-2 in the 30 way connector Cavity W-1 in the 30 Way Connector Pin E (Knock Sensor) in the SNEF Module Male/Female Connection Wire 976 in the Knock Sensor Connection Cavity L-2 in the 30 way connector Pin E (Knock Sensor) in the SNEF Module Male/Female Connection Wire 976 in the Knock Sensor Connection
Problem Description
WIRE 976 OPEN
WIRE 976 Short to Wire 416 Sensor Supply Voltage (+5VDC)
WIRE 976 Short to +12 VDC
Wire Description
WIRE 573 (BROWN) AUX TIMED INPUT Where to look for problem Cavity X-1 In the 30 way connector Pin C (Aux Timed Input) in the SNEF Module Male/Female Connection Cavity X-1 In the 30 way connector Cavity W-1 in the 30 Way Connector Pin C (Aux Timed Input) in the SNEF Module Male/Female Connection Cavity X-1 In the 30 way connector Pin C (Aux Timed Input) in the SNEF Module Male/Female Connection
Problem Description
WIRE 573 OPEN
WIRE 573 Short to Wire 416 Sensor Supply Voltage (+5VDC)
WIRE 573 Short to +12 VDC
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INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 976 (DARK GREEN) KNOCK SENSOR Where to look for problem Cavity L-2 in the 30 way connector Pin E (Knock Sensor) in the SNEF Module Male/Female Connection Wire 976 in the Knock Sensor Connection
Problem Description
Wire Description
WIRE 573 (BROWN) AUX TIMED INPUT Where to look for problem Cavity X-1 In the 30 way connector Pin C (Aux Timed Input) in the SNEF Module Male/Female Connection
Problem Description
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 976 (DARK GREEN) KNOCK SENSOR Where to look for problem Go to section 4: "KNOCK"
Problem Description
ENGINE KNOCK LEVEL TORQUE REDUCTION
Wire Description
WIRE 573 (BROWN) AUX TIMED INPUT Where to look for problem Go to section 4: "KNOCK"
Problem Description
ENGINE KNOCK LEVEL TORQUE REDUCTION
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 958 (ORANGE/BLACK) PSV POSITION Where to look for problem Cavity M-2 in the 30 way connector Cavity W-1 in the 30 Way Connector Pin E (PSV Position) in the PSV male/female connection Cavity M-2 in the 30 way connector Pin E (PSV Position) in the PSV male/female connection
Problem Description
WIRE 958 Short to WIRE 416 Sensor Supply Voltage (+5VDC)
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 958 (ORANGE/BLACK) PSV POSITION Where to look for problem Cavity M-2 in the 30 way connector Pin E (PSV Position) in the PSV male/female connection Cavity M-2 in the 30 way connector Pin E (PSV Position) in the PSV male/female connection
Problem Description
WIRE 958 OPEN
Wire Description
WIRE 910 (ORANGE) PWM OUT #3 Where to look for problem Cavity W-2 in the 30 way connector Pin H (PWM out #3) in the PSV connector Cavity W-2 in the 30 way connector Pin H (PWM out #3) in the PSV connector
Problem Description
WIRE 910 OPEN
Wire Description
WIRE 446 (RED) PSV POWER (+12V) Where to look for problem Pin A (PSV power +12V) in the PSV connector Pin A (PSV power +12V) in the OEM Power Harness male/female connection
Problem Description
WIRE 446 OPEN
Wire Description
WIRE 150-A (BLACK) PSV GROUND Where to look for problem Pin B (PSV ground) in the PSV connector Pin A (PSV ground) in the OEM Ground Harness male/female connection
Problem Description
WIRE 150-A Short to ground
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INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 916 (RED/BLACK) Sensor Supply Voltage (5VDC) Where to look for problem Vehicle Interface Harness
Problem Description
WIRE 916 Shorted to Battery Voltage (12/24 VDC)
Wire Description
WIRE 416 (GRAY) Sensor Supply (5VDC) Where to look for problem Engine Sensor Harness
Problem Description
WIRE 416 Shorted to Battery Voltage (12/24 VDC)
INTERIM
INTERIM
3/28/01
Version 1.0
Wire Description
WIRE 916 (RED/BLACK) Sensor Supply Voltage (5VDC) Vehicle Interface Harness Where to look for problem (Vehicle Interface Harness)
Problem Description
Faulty 51 k: Resistor
Wire Description
"T" Splice wire 749 (YELLOW) Sensor Supply Diagnostic to wire 916 through the resistor. Make sure the type of resistor being used is a metal film (not carbon ) precision resistor, with 0% to 1% accuracy and 1/2 Watt or higher rating.
WIRE 909 (LIGHT GREEN) PWM #2 OUT Where to look for problem Cavity Y-1 in the 30 way connector Cavity W-1 in the 30 way connector Pin E (PWM #2 out) in the PSV connector
Problem Description
If the Sensor Supply Voltage Low code (SID 232 FMI 1) is still active after the verifying the 51 k : Resistor is good, and wire 909 is not shorted to wire 416, then use the following procedure to diagnose the active code:
1.) Unplug the Foot Pedal (Throttle Position Sensor) 2.) Using a digital voltmeter, insert the positive (+) lead into pin C (wire 916 - Red/Black) and the negative (-) lead into pin A (wire 952 - Black) of the Vehicle Interface Harness Connector at the Foot Pedal (Throttle Position Sensor). 3.) Turn the Ignition on and monitor the voltage at the Foot Pedal (Throttle Position Sensor). 4.) Make sure the voltage is between 4.9 and 5.1 volts. If the voltage is less than 4.9 volts then verify the proper operation of the engine sensors, Go to step 5. If the voltage is between 4.9 to 5.1 volts recheck the 51 k: resistor. 5.) While monitoring the voltage on the digital voltmeter at the foot pedal (Throttle Position Sensor), unplug the Manifold Pressure Sensor. If the voltage on the digital voltmeter reads between 4.9 to 5.1 volts after the Manifold Pressure Sensor has been unplugged, then the problem is in the Manifold Pressure Sensor connection or the problem is the Manifold Pressure Sensor. If the voltage remains below 4.9 volts leave the Manifold Pressure Sensor unplugged and go to step 6. 6.) While monitoring the voltage on the digital voltmeter at the foot pedal (Throttle Position Sensor), unplug the Oil Pressure Sensor. If the voltage on the digital voltmeter reads between 4.9 to 5.1 volts after the Oil Pressure Sensor has been unplugged, then the problem is in the Oil Pressure Sensor connection or the problem is the Oil Pressure Sensor. If the voltage remains below 4.9 volts leave the Oil Pressure Sensor unplugged and go to step 7. 7.) While monitoring the voltage on the digital voltmeter at the foot pedal (Throttle Position Sensor), unplug the Fuel Pressure Sensor. If the voltage on the digital voltmeter reads between 4.9 to 5.1 volts after the Fuel Pressure Sensor has been unplugged, then the problem is in the Fuel Pressure Sensor connection or the problem is the Fuel Pressure Sensor. If the voltage remains below 4.9 volts leave the Fuel Pressure Sensor unplugged and go to step 8. 8.) While monitoring the voltage on the digital voltmeter at the foot pedal (Throttle Position Sensor), unplug the Barometric Sensor. If the voltage on the digital voltmeter reads between 4.9 to 5.1 volts after the Barometric Sensor has been unplugged, then the problem is in the Barometric Sensor connection or the problem is the Barometric Sensor. If the voltage remains below 4.9 volts leave the Barometric Sensor unplugged and go to step 9. 9.) While monitoring the voltage on the digital voltmeter at the foot pedal (Throttle Position Sensor), unplug the three pin connector at the Oxygen Sensor Interface Module. If the voltage on the digital voltmeter reads between 4.9 to 5.1 volts after the Oxygen Sensor Interface Module has been unplugged, then the problem is in the Oxygen Sensor Interface Module connection or the problem is the Oxygen Sensor Interface Module. If the voltage remains below 4.9 volts leave the Oxygen Sensor Interface Module unplugged and go to step 10. 10.) While monitoring the voltage on the digital voltmeter at the foot pedal (Throttle Position Sensor), unplug the Throttle Plate Actuator. If the voltage on the digital voltmeter reads between 4.9 to 5.1 volts after the Throttle Plate Actuator has been unplugged, then the problem is in the Throttle Plate Actuator connection or the problem is the Throttle Plate Actuator. If the voltage remains below 4.9 volts then either wire 416-Gray (5VDC - Engine Sensor Harness) or wire 916-Red/Black (5VDC - Vehicle Interface Harness) is shorted.
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3/28/01
Version 1.0
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Natural Gas Troubleshooting Guide - Component Identification
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3/28/01
Version 1.0
Low Pressure Throttle Plate Actuator Regulator Fuel Mixer PSV
Igniter Module
Knock Sensor
DDEC IV ECM SNEF Module
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INTERIM
3/28/01
Version 1.0
Oxygen Sensor Module Wastegate Actuator Coil Over Plug Ignition System
Insulated Turbine Housing
Water Cooled Turbocharger Center Section
Automatic Belt Tensioner
Insulated Exhaust Manifold
IINTERIM
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3/28/01
Version 1.0
Low Pressure Regulator PSV
Fuel Pressure Sensor Oxygen Sensor Module
Ignition System Module Adaptorless Air Compressor Knock Signal Processor DDEC IV ECM OEM Pigtail Interfaces
IINTERIM
INTERIM
3/28/01
Version 1.0
Coil Over Plug Ignition Coils
Insulated Exhaust Manifold
Fuel Mixer
Water Cooled Turbocharger Center Section Insulated Turbine Housing
Automatic Tensioner for 50 DN Alternator Belt
IINTERIM
INTERIM
3/28/01
Version 1.0
Mixer / Venturi
ThrottlePlate Actuator
Intake Elbow Air from CAC Fuel Inlet
PSV
Air / Fuel to Engine Balance Line
Fuel Transfer Tube
Low Pressure Regulator
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3/28/01
Version 1.0
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3/28/01
Version 1.0
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3/28/01
Version 1.0
Coil Cover
Ignition Coil
Spark Plug
Spark Plug Boot
Ignition Harness
Rocker Cover Top
Spark Plug Extension Tube
Igniter Module
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3/28/01
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This procedure provides a method for verifying proper wastegate calibration.

1. Remove hose from wastegate actuator (for gensets, remove line on top side of can). 2. Set-up an indicator at the end of the wastegate actuator adjusting rod to measure actuator rod travel. The indicator should have a minimum travel of 0.100 in. 3. Connect regulator and pressure gage set-up to wastegate actuator. See Figure 1.
Figure 1: Wastegate Calibration Equipment Set Up.
4. Apply specified calibration pressure (listed in Table A) to the wastegate actuator.

Model S50G - Automotive 97-'00 S50G - Automotive 2001 S50G - Automotive S50G - 150kW - Gen. Set S50G - 180kW - Gen. Set S60G - Automotive S60G - Automotive
S60G - General Purpose Stationary
Rating Set Pressure at 0.04 in. Rod Travel 18.5 psi +/- 0.25 psi (short wastegate canister 2" in length) 275 bhp 21.0 psi +/- 0.25 psi (long wastegate canister 3" in length) 275 bhp 22.0 psi +/- 0.25 psi (long wastegate canister 3" in length) 275 bhp 23.0 psi +/- 0.25 psi 260 bhp 31.0 psi +/- 0.25 psi 300 bhp 24.0 psi +/- 0.25 psi 330 bhp 24.0 psi +/- 0.25 psi 400 bhp 385 bhp 30.0 psi +/- 0.25 psi Table A: Wastegate Calibration Pressure at 0.04 in. Rod Travel
Go to Page 7-18 to continue the Turbocharger Wastegate Calibration
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Wastegate calibration continued.

5. Close air supply shutoff valve. The pressure should hold at the specified pressure. If not, check air hose and fitting connections for leaks. If no leaks are found, replace wastegate actuator assembly. Refer to the section below Removal and Replacement of the Wastegate Actuator. 6. Open vent to relieve pressure. Check gage for zero pressure reading. Adjust regulator to zero pressure and close vent valve. 7. Adjust dial indicator so it just contacts the actuator rod end and adjust to zero reading. 8. Open air supply shutoff valve and slowly adjust regulator until dial indicator reads 0.040 in. Switch pressure on and off, opening and closing supply air and vent valves, to make certain dial indicator travel is from 0.00 in. to 0.040 in. and that the pressure reading is consistent. 9. For currently calibrated wastegate actuator, a pressure within 0.25 lb/in.2 of the value listed in Table A, will be required to obtain precisely 0.040 in. actuator travel. If the pressure required is outside this range, wastegate adjustment is necessary; refer to the section below Removal and Replacement of the Wastegate Actuator.
Removal and Replacement of Wastegate Actuator

This procedure describes the removal of a actuator currently mounted on a turbocharger, and the replacement with a new service actuator. Further adjustment of the actuator will be necessary to achieve the correct pressure setting, listed in Table A. 1. Remove actuator hose from the top side of the actuator can. With the pressure gage set-up (see Figure 1), apply enough pressure to the actuator can until the rod begins to move; refer to page 7-19. 2. Remove the retaining clip that holds the actuator rod end on the wastegate lever pin. Lift the rod off the wastegate lever pin.
3. Remove the lock nuts that secure the actuator can to the base of the actuator bracket, and remove the can from the turbocharger assembly. For installation refer to the section below Install Wastegate Actuator.
Install wastegate actuator as follows:

1. Install actuator can on bracket; tighten lock nuts. 2. Using pressure gage set-up, apply enough pressure to the new service actuator can until the rod begins to move. 3. Adjust actuator rod end by turning either clockwise or counterclockwise on rod so that the rod end hole lines up with the wastegate lever arm, while wastegate is held shut pin, slip rod over pin. 4. Before installing the retaining clip again, the rod end will need to be adjusted to the correct setting. Refer to page 7-19.
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This procedure describes the set pressure adjustment of an installed wastegate actuator.
Before following this procedure, first check the actuator set pressure to see if adjustment is needed, refer to page 7-17. 1. Loosen the jam nut that secures the rod end on the actuator rod. If locking collar is present on the actuator rod, remove and discard collar, see Figure 2.
Figure 2: Wastegate Adjustment
2. Remove the retaining clip that holds the actuator rod end on the wastegate lever arm pin.
3. Using pressure gage setup (see Figure 2) apply enough pressure to the top side actuator can port until the rod begins to move, lifting the wastegate valve off of its seal. 4. Slip rod end off the wastegate lever arm pin. 5. Adjust rod as needed: - To INCREASE pressure setting at 0.04 in. turn rod end CLOCKWISE.
- To DECREASE pressure setting at 0.04 in. turn rod end COUNTERCLOCKWISE.
6. With pressure still applied to actuator, replace rod end on wastegate lever arm 7. Check actuator set pressure again; refer to page 7-17. 8. If actuator is still out of adjustment, repeat this procedure again. 9. If actuator is within specified set pressure, re-install retaining clip on wastegate lever arm pin. 10. Tighten jam nut to secure rod end.
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Natural Gas Troubleshooting Guide - Electronic Controls
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* This section is intended for personnel with an electrical background. A simple installation may require a basic understanding of electrical circuits while a more comprehensive electrical or electronics background is required to access all the capabilities of Detroit Diesel Electronic Controls (DDEC). This section describes the function and installation requirements for the electronic system of Detroit Diesels Series 50G/60G engine. The DDEC IV system is similar to the diesel engine controls in function and appearance. The system optimizes control of engine functions which affect fuel economy, drivability, and emissions. DDEC IV provides the capability to protect the engine from serious damage resulting from conditions such as high engine temperatures, low oil pressure, combustion knock, etc. It is capable of all the same vehicle interface controls as the diesel engine such as door interlock, high and low idle, cruise control, etc. Engine and vehicle management options such as ProDriver are also available.
OEM AND DDC SUPPLIED HARDWARE: Original Equipment Manufacturer (OEM) supplied hardware and DDC supplied hardware is required to install DDEC IV. The following sections list the minimum hardware required. A schematic of the Vehicle Interface Harness (VIH) and the Engine Harness may be found at the end of this chapter. OEM SUPPLIED HARDWARE The minimum OEM supplied hardware required is listed in Table 1-1. Refer also to DDEC III/IV Application & Installation (7SA800) for additional information.
Hardware
Vehicle Interface Harness Assembly (VIH) ECM Power Harness Assembly Coil Power Harness (See Figure 1-10) OEM Sensor Power Harnes s Assembly (See Figure 1-7)
Description
Connects the v ehicle functions to the ECM. Connects battery power (12/24 volts) and ground to the ECM and includes fuse(s) or circuit breaker(s). Provides power to the engine ignition c oils. Provides power (12 volts only) to the PSV, SNEF module, throttle and oxygen s ensor interface module. This harness connects to a pigtail on the Engine Harness. Connects to the engine side fuel s hutoff solenoid and prov ides power to the fuel shutoff valve. (DDEC switch, 12/24 V). Provides ground to the PSV, throttle and Oxygen Sens or Interface Module. This harness connects to a pigtail on the Engine Harnes s. Switched 12 or 24 volt ignition source A panel mounted yellow indic ator light. A panel mounted red indic ator light. A radiator top tank or remote surge tank mounted sensor
Fuel Shutoff Harness (See Figure 1-8) OEM Sens or Ground Harness Assembly (See Figure 1-9) Ignition Switch Check Engine Light (CEL) Stop Engine Light (SEL) Coolant Lev el Sens or (CLS)
Table 1-1
OEM Supplied Hardware
DDC Supplied Hardware The minimum DDC supplied hardware required is listed in Table 1-2. Refer also to DDEC III/IV Application & Installation (7SA800) for additional information
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Hardware
Engine Sensor Harness
Description
Factory Installed, P/N: 23522942. Facilitates the receipt of inputs and outputs signals, controlling the fuel injection process and engine speed. Connects the oxygen sens or to the interface module. It is a ship loose item, P/N: 23526617. (Gas only) Provides a signal proportional to air/fuel ratio. This is a ship loose item, P/N: 23526113. Warns against malfunction that causes excessive exhaust temperature. This is a ship loose item, P/N: 23521882. (Gas only)
Oxy gen Sensor Harness Oxy gen Sensor (See Figure 1-5) Exhaust Temperature Sensor
Table 1-2
Minimum DDC Supplied Hardware
ELECTRONIC CONTROL SYSTEM DESCRIPTION The DDEC system is an advanced electronic control system. DDEC IV offers significant operating advantages over traditional mechanically governed engines as well as other electronically controlled engines. The system optimizes control of critical engine functions which affect fuel economy, and emissions. The DDEC IV system provides the capability to protect the engine from damage resulting from conditions such as high engine temperatures, low oil pressure, combustion knock, etc. The ECM receives electronic inputs from sensors on the engine and vehicle and uses the information to control engine operation. It controls spark ignition and throttle plate position based upon predetermined calibration tables in its memory. Portable equipment facilitates access to DDEC IVs diagnostic capabilities. The diagnostic data reader (DDR) requests and receives engine data and diagnostic codes. This equipment provides many unique capabilities including parameter vs. engine speed (or time), printer output, and data snapshot. The DDR also provides limited programming capability. DDEC IV provides three industry standard serial data links: SAE Standards J1587, J1922, and J1939. SAE standard J1587 provides two way communications for the diagnostic equipment and vehicle displays. SAE standards J1922 and J1939 provide control data to other vehicle systems such as transmissions and traction control devices. ELECTRONIC CONTROL MODULE The Series 50G/60G engine is a spark ignited natural gas fueled engine that uses the DDEC system. The engine mounted ECM includes control logic to provide overall engine management. See Figure 1-1.
Figure 1-1
The Electronic Control Module
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The ECM continuously performs self diagnostic checks and monitors other electrical system components. System diagnostic checks are made when the ignition is enabled and continue throughout all engine operating modes.
NOTICE:
The diesel and gas specific ECMs cannot be interchanged. ECMs are programmed for either a diesel engine with diesel calibration or a gas engine with gas calibration. To interchange the ECMs could cause engine damage.
The ECM hardware for the Series 50G/60G engine is unique (P/N: 23519310). Ignition System The Series 50G/60G engine uses an Integrated Coil and Electronics (ICE) direct ignition system that includes a coil for each cylinder pair and an ignition module within each encapsulated assembly. During engine operation, the DDEC ECM sends trigger signals to the ICE modules, which directs high current pulses through the coils resulting in secondary voltages of 30,000 to 50,000 volts traveling through the ignition boots to the spark plugs. The ICE system provides high voltage directly to each spark plug electrically, not mechanically, as does a distributor.
NOTICE:
The Series 50G/60G spark ignition system can generate voltages as high as 50,000 volts. High voltage fast pulses from the coil can create broad band noise, radio frequency interference (RFI) and electromagnetic interference (EMI). RFI/EMI can disrupt vehicle electrical/electronic systems with varying degrees of severity. Use the guidelines in this bulletin to keep the ignition RFI/EMI reduced to acceptable levels.
Criteria: Ignition System

GROUND STRAPS FOR CONDUCTIVE CONNECTIONS BETWEEN INDIVIDUAL METAL PARTS IN THE VEHICLE IS ESSENTIAL. THE SERIES 50G/60G ENGINE IGNITION SYSTEM REQUIRES A 12 VOLT SUPPLY TO THE IGNITION COILS WHICH MUST BE SOURCED DIRECTLY FROM BATTERY OR EQUIVALENT BUS BAR.
Use the following guidelines: 1 The following points must be ground strapped together: body to chassis, engine block to chassis and body, and starter ground to engine block. This ensures that none of the vehicles metal parts are at different voltage potentials. 2 Route all electrical wiring at a maximum distance away from ignition coils, ignition wires, and spark plugs. 3 Replace any ignition components that show signs of deterioration and check the plugs, plug wires, and coil resistances to see if they are within specifications. Suspect or marginal ignition components can generate high levels of RFI/EMI. Refer to the Series 50G/60G Service Manual for ignition system specifications.
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Engine Protection The Series 50G/60G engine protection system is similar to the DDEC diesel engine protection system, with the addition of natural gas engine specific protection. Just as the diesel ECM, the natural gas ECM monitors all engine sensors and electronic components, and recognizes system malfunctions. If a critical fault is detected, the CEL and SEL illuminate and a malfunction code is logged into the ECMs memory. The additional Series 50G/60G protection types are as follows: - High intake manifold pressure - High intake manifold air temperature - High engine knock level - High exhaust temperature - Throttle actuator fault protection - DDEC sensor supply voltage fault protection Engine Critical Fault In the event that an engine critical fault has been detected the following sequence will occur: 1 2 3 4 5 6 The CEL illuminates. The SEL illuminates if condition exceeds safe operating level. The throttle actuator ramps down engine power. The vehicle gas supply shut off solenoid is set to OFF. PSV (gas control valve) closes. The ignition system shuts down
NOTE: All other engine protection functions are identical to diesel including engine override and logging of fault codes.
Application Code System The Detroit Diesel Application Code System (ACS) was initiated along with the introduction of DDEC III. The application code system includes all application related DDEC parameters. The Application Engineering department has developed the list of parameters and default parameters that are selected by Product Distribution for each application group. New 6N4C application codes are required for the Series 50G/60G engine due to the differing application requirements versus the standard diesel. For example, the Series 50G/60G engine requires the use of a DDEC controlled fuel solenoid shutoff valve. There is no option for fuel shutoff available on the standard diesel controls.
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Pulse Width Modulated Stepper Motor Valve The Pulse Width Modulated Stepper Motor Valve (PSV) is used to bias gas flow to the venturi mixer as a means of air fuel ratio control (see Figure 1-2). The PSV is electrically connected to the ECM and 12 V battery power through an 8-pin connector that mates to the Engine Sensor Harness. The PSV supplies a gas valve position analog signal to DDEC which can be monitored using the Diagnostic Data Reader (DDR). The signal indicates valve opening position. A diagnostic signal is supplied to DDEC for loss of command signal, piston obstruction or valve electronics failure.
1. 2. 3. 4. Figure 1-2
PSV Bolt Washer 6. 7.
5.
Fuel Mixer
Connector O-rings Fuel Transfer Tube
PSV O-ring
Pulse Width Modulated Stepper Motor Valve/Mixer Assembly
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Sensors The standard sensors for the Series 50G/60G engine are listed in Table 1-3.
Low Pressure Fuel System (Generator Set)

OIL TEMPERATURE SENSOR (OTS) OIL PRESSURE SENSOR (OPS) COOLANT TEMPERATURE SENSOR (CTS) COOLANT LEVEL SENSOR (CLS) MANIFOLD AIR PRESSURE SENSOR (MAP) TIMING REFERENCE SENSOR (TRS) SYNCHRONOUS REFERENCE SENSOR (SRS) FUEL TEMPERATURE SENSOR (FTS) AIR TEMPERATURE SENSOR (ATS) THROTTLE POSITION SENSOR (TPS) KNOCK SENSOR PSV POSITION SENSOR ----
High Pressure Fuel System (Bus and Coach)

EXHAUST TEMPERATURE SENSOR OIL PRESSURE SENSOR (OPS) COOLANT TEMPERATURE SENSOR (CTS) COOLANT LEVEL SENSOR (CLS) MANIFOLD AIR PRESSURE SENSOR (MAP) TIMING REFERENCE SENSOR (TRS) SYNCHRONOUS REFERENCE SENSOR (SRS) FUEL TEMPERATURE SENSOR (FTS) AIR TEMPERATURE SENSOR (ATS) THROTTLE POSITION SENSOR (TPS) KNOCK SENSOR PSV POSITION SENSOR OXYGEN SENSOR BAROMETRIC AIR PRESSURE SENSOR (BAP) FUEL PRESSURE SENSOR (FPS)
Table 1-3
Standard Sensors for Series 50G/60G Engines
Knock Sensor and Signal Noise Enhancement Filter Module Detroit Diesel has incorporated a combustion knock protection system using a Piezo electric Knock Sensor and a Signal Noise Enhancement Filter (SNEF) processing module. The system provides a signal to DDEC indicating engine knock. In the event that combustion knock occurs, DDEC will modify ignition timing. If combustion knock continues after ignition timing has been modified, DDEC will begin to lean the A/F mixture and reduce engine power until combustion knock is eliminated. The SNEF module is engine mounted and grounded to the engine block via a ring terminal. Power is supplied through the OEM Sensor Power Harness. Power must be 12 VDC only and must be sourced directly from battery or equivalent bus bar
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Fuel Temperature Sensor The Fuel Temperature Sensor (FTS) sends an electrical signal to the ECM indicating fuel inlet temperature. The ECM uses this information to calculate fuel consumption. On S50G/60G engines with the high pressure fuel system (CNG) the fuel temperature sensor is located in the PSV (see Figure 1-3).
1.
Fuel Temperature Sensor 2. 3. 4. PSV Throttle Fuel Mixer
6. 7. 8. 9.
Air Temperature Sensor Low Pressure Regulator Fuel Pressure Sensor Fuel Inlet Tee Fitting
5.
Low Pressure Regulator
Figure 1-3: High Pressure Fuel System
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Exhaust Temperature Sensor Excessive exhaust temperature may indicate a concern with the fuel system, the ignition system, or a mechanical fault. An exhaust temperature sensor will provide early warning and prevent damage. It must be mounted in the exhaust system within 12 inches of the turbine outlet (see NO TAG). The exhaust temperature sensor does not require any sealant or anti-seize. The sensor pig tail must be connected to the Engine Sensor Harness at the rear of the engine. The wires must be routed away from the exhaust system and kept out of contact with moving components. A schematic of the engine sensor harness may be found at the end of the chapter. Oxygen Sensor Air/fuel ratio is a fundamental parameter for a natural gas engine. Precise control of the air/fuel ratio allows the engine to operate closer to the lean limit. As a result, exhaust emissions, fuel consumption, and exhaust temperatures are reduced. This oxygen sensor measures exhaust oxygen which is an indication of the air/fuel ratio (see Figure 1-4). If fuel system hardware, fuel quality, or engine operating conditions change, DDEC will sense this and make corrections to keep the air/fuel ratio on target. This is called closed loop control.
Figure 1-4: Oxygen Sensor
The oxygen sensor must be installed in the exhaust pipe within 12 in. of the turbine outlet. The sensor has pre-applied anti-seize on the threads. Definition of this is shown in the Exhaust System section of this document. The oxygen sensor harness must be used to connect the sensor to the oxygen sensor interface module located at the rear of the engine (see Figure 1-5). The wires must be routed away from the exhaust system and kept out of contact with moving parts.
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Figure 1-5: Oxygen Sensor Interface Module
INSTALLATION REQUIREMENTS The Series 50G/60G DDEC installation requirements are the same as those published in the DDEC III/VI Application and Installation manual (7SA800) except for the specifics shown in this manual. Please refer to the DDEC III/IV Application and Installation manual (7SA800) for additional information on Detroit Diesel application and installation requirements. Dedicated Power & Ground Requirements The wires listed in Table 1-4 require dedicated power and grounds. They can be found on the wiring diagram layouts at the end of the chapter.
Wire Number
956 443 150 446 957 444 445
Description
THROTTLE GROUND SNEF POWER (IGNITION SWITCHED) PSV GROUND PSV POWER (IGNITION SWITCHED) OXYGEN SENSOR INTERFACE MODULE GROUND OXYGEN SENSOR INTERFACE POWER (IGNITION SWITCHED) THROTTLE POWER (IGNITION SWITCHED AND DDEC SWITCHED)
Table 1-4
Wires Requiring Dedicated Power and Ground
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Relay Powered Throttle Throttle power actuation will be done through an OEM supplied relay using either 12 or 24 volts. S3 wire 561 (High Side Digital Output) will provide ECM power (12 V or 24 V) to trigger the relay. A dedicated 12 or 24 volt power source will travel through the relay to wire 445 to the throttle. Wire 561 and 445 are show on the main wiring diagram layout and their individual connector diagram layouts (see Figure 1-6). The relay must have a response time of <100ms to avoid false throttle codes. Also the resistance across the trigger side of the relay must be within 1,000-2,000 ohms to avoid false driver codes. A supplemental resistor can be used if necessary. Relay Powered Fuel Shutoff Valves Electronically controlled fuel shutoff solenoid valves are required on the high pressure side of the fuel system (typically at the fuel tanks) and the low pressure side of the fuel system near the engine. The OEM is responsible for the high pressure shutoff valves. DDC will provide the engine side solenoid valve (12 V or 24 V valves are available). All electronic fuel shutoff solenoid valves must be DDEC controlled. DDEC control of the fuel shutoff solenoid valves will be done through an OEM supplied relay using either 12 V or 24 V. Digital output T3 wire 562 (High Side Digital Output) will provide ECM power, either 12 V or 24 V, to trigger the relay. A dedicated 12 V or 24 V power source will travel from the relay to the solenoid valves (see Figure 1-8). The tank side solenoids and the engine side solenoid must be controlled in this manner. Separate relays can be used for the tank side solenoids and the engine side solenoid, as long as they are triggered by T3 wire 562. WIRING HARNESSES Original Equipment Manufacturer (OEM) supplied hardware is required to install DDEC IV and gas specific electrical wiring. Vehicle Interface Harness A schematic of the Vehicle Interface Harness (VIH) can be found at the end of this section. OEM Sensor Power Harness This harness provides power to the SNEF module, PSV, throttle, and Interface Module through a 4-pin connector.
NOTICE:
The power supply for the SNEF module, Oxygen Sensor Interface Module, and PSV must be 12 VDC only to ensure proper operation.
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Figure 1-6: OEM Sensor Power Harness
Fuel Shutoff Harness This harness connects to the engine side fuel shutoff solenoid and provides power to the fuel shutoff valve. (DDEC switch, 12/24 V). See Figure 1-7.
Figure 1-7: Fuel Shutoff Harness
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OEM Sensor Ground Harness Provides ground to the PSV, throttle and Oxygen Sensor Interface Module. This harness connects to a pigtail on the Engine Harness. See Figure 1-8.
Figure 1-8: OEM Sensor Ground Harness
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Coil Power Harness

NOTICE:
The ignition coil power supply must be 12 VDC only to ensure proper operation.
This harness provides power to the engine ignition coils (see Figure 1-9).
Figure 1-9: S50G Ignition Coil Harness
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Dual-Fuse Installation DDCs recommendation is a dual-fuse installation. This will provide redundancy on a critical circuit and prevent splicing of wire into fuse holders or power connectors. Dual-fuse installations have two lines wired in parallel. This configuration also allows for a greater distance from ECM to battery. See Figure 1-10. The resistance requirement is unchanged.
Figure 1-10: Power Harness - Single ECM, Dual Fuses
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Use Table 1-9 to determine minimum cable gage based upon harness length from the battery source to the ECM.
UNITED STATES
Length from ECM to Battery or Bus Bar (ft) 0 to 28 28 to 44 44 to 70 70 to 110 110 to 178 Minimum Wire Size (Ga.) Total Resistance of Maximum Length (mW ) 24.8 24.57 24.58 24.7 25.0
INTERNATIONAL
Length from ECM to Battery or Bus Bar (m) 0 to 6 6 to 10 10 to 14 14 to 26 26 to 40 Minimum Wire 2 Size (mm ) Total Resistance of Maximum Length (mW ) 22.8 23.55 21.98 23.66 23.2
12 10 8 6 4
2.5 4 6 10 16
Table 1-9
Power Harness Length Criteria for Dual Fuse Installations
NOTE: For international wire sizes the harness length must be recalculated to meet the resistance requirement.
These length and sizes are based on the use of stranded annealed copper not aluminum wire. Splices must be soldered and sealed with a waterproof insulator. Alpha FIT-300, Raychem TAT-125 or any equivalent heat shrink - dual wall epoxy encapsulating adhesive polyolefin is required.
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Single-Fuse Installation Single-fuse installations have one line from the battery to the ECM. Single fuse installations are simpler and less expensive than two fuse installations. See Figure 1-11.
Figure 1-11: Power Harness - Single ECM, Single Fuse
The minimum cable gage based upon harness length from the battery source to the ECM is listed in Table 1-10.
UNITED STATES
Length from ECM to Battery or Bus Bar (ft) 0 to 14 14 to 22 22 to 35 35 to 55 55 to 89 Minimum Wire Size (Ga.) Total Resistance of Maximum Length (mW) 24.8 24.57 24.58 24.7 25.0
INTERNATIONAL
Length from ECM to Battery or Bus Bar (m) 0 to 3 3 to 5 5 to 7 7 to 13 13 to 20 Minimum Wire 2 Size (mm ) Total Resistance of Maximum Length (mW) 22.8 23.55 21.98 23.66 23.2
12 10 8 6 4
2.5 4 6 10 16
Table 1-10
Power Harness Length Criteria for Single Fuse Installations
NOTE: For international wire sizes the harness length must be recalculated to meet the resistance requirement.
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These length and sizes are based on the use of stranded annealed copper not aluminum wire. Splices must be soldered and sealed with a waterproof insulator. Alpha FIT-300, Raychem TAT-125 or any equivalent heat shrink - dual wall epoxy encapsulating adhesive polyolefin is required. Refer to DDEC III/IV Application and Installation (7SA800).
Power Harness Installation Guidelines The following guidelines apply to power harness installation. See Figure 1-12 for main power supply shutdown. 1 Power must be sourced directly from the battery. An electrically solid connection to the battery or bus bar is required so the battery can filter electrical noise from the power lines. Power for other vehicle systems must not be sourced from the power harness assembly. Do not use chassis ground. 2 Power and ground bus bars may be used. The bus bar must be connected to the battery posts with 0 AWG or larger wire depending upon the total vehicle current requirement. The connecting wires must be as short as possible to minimize circuit resistance. Do not connect the ground wire to the chassis ground. 3 Provide maximum physical separation of the power harness from other vehicle electrical systems. Other electrical system cables should ideally be at least three feet away from the power harness and should not be parallel to the power harness. This will eliminate coupling electromagnetic energy from other systems into the power harness. 4 Use the following precautions when installing the power harness assembly: a. Do not route harness near any vehicle moving parts. b. Do not route harness assembly near exhaust system or any high heat source. c. Use a protective sheath and clips to prevent wires from being cut or frayed when weaving a harness through the frame.
Figure 1-12: Main Power Supply Shutdown 12 or 24 Volt Systems
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Series 50-60 G

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Natural Gas Troubleshooting Guide

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Exhaust (Start/Run Engine)

To avoid injury, wear a face shield or goggles.

Natural Gas Troubleshooting Guide

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Natural Gas Troubleshooting Guide

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After servicing or adjusting the engine:

Rings Wrist watches Loose fitting clothing

Natural Gas Troubleshooting Guide

All information subject to change without notice

Fluids and Pressure

Natural Gas Troubleshooting Guide

All information subject to change without notice

To avoid injury from fire, do not overfill the fuel tank.

Natural Gas Troubleshooting Guide

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Natural Gas Troubleshooting Guide

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Working on a Running Engine

Natural Gas Troubleshooting Guide

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Natural Gas Troubleshooting Guide

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Natural Gas Troubleshooting Guide

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Turbocharger Compressor Inlet Shield

Turbocharger Compressor Inlet Shield

Natural Gas Troubleshooting Guide

All information subject to change without notice

Turbocharger Compressor Inlet Shield, Series 60G Engine

Natural Gas Troubleshooting Guide

All information subject to change without notice

Natural Gas Troubleshooting Guide

All information subject to change without notice.

Natural Gas Troubleshooting Guide

All information subject to change without notice.

The Oval represents the starting point of every flow diagram.

Natural Gas Troubleshooting Guide

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Natural Gas Troubleshooting Guide

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Natural Gas Troubleshooting Guide

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SECTION 5: DDEC CODES - PIDs

SECTION 6: DDEC CODES -SIDs

Natural Gas Troubleshooting Guide

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Natural Gas Troubleshooting Guide

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Natural Gas Troubleshooting Guide - No Start

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The Oval represents the starting point of every flow diagram.

Natural Gas Troubleshooting Guide

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Natural Gas Troubleshooting Guide - No Start

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Active DDEC Codes

Use the DDR to check for active codes.