SENR9517-19

August 2012

Troubleshooting
C7 and C9 On-highway Engines
SRB1-Up (Engine)
LFE1-Up (Engine)
9DG1-Up (Engine)
YPG1-Up (Engine)
NPH1-Up (Engine)
ETK1-Up (Engine)
KAL1-Up (Engine)
LBM1-Up (Engine)
CKP1-Up (Engine)
SAP1-Up (Engine)
LFR1-Up (Engine)
C7T1-Up (Engine)
WAX1-Up (Engine)

SAFETY.CAT.COM
 i03991620

Important Safety Information

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

The meaning of this safety alert symbol is as follows:

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

When replacement parts are required for this

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

Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or
death.

In the United States, the maintenance, replacement, or repair of the emission control devices and
systems may be performed by any repair establishment or individual of the owner's choosing.
SENR9517-19
Table of Contents
Troubleshooting Section
Electronic Troubleshooting
System Overview .................................................... 6
Electronic Service Tools ........................................ 14
Replacing the ECM ............................................... 19
Sensors and Electrical Connectors ....................... 21
Programming Parameters
Programming Parameters .....................................
Test ECM Mode ....................................................
Customer Passwords ............................................
ECM Date/Time Stamped Information ..................
ECM Snapshot ......................................................
Factory Passwords ...............................................
Flash Programming ..............................................
Injector Trim File ...................................................
Service Information Report ...................................
Customer Specified Parameters
Customer Specified Parameters ...........................
Customer Specified Parameters Table .................
Customer Specified Parameters Worksheet .........
Cruise Control Parameters ...................................
Data Link Parameters ...........................................
Dedicated PTO Parameters ..................................
Engine/Gear Parameters ......................................
Engine Monitoring Parameters .............................
Exhaust Brake Parameters ...................................
Idle Parameters ....................................................
Input Selections ....................................................
Maintenance Parameters ......................................
Output Selections .................................................
Passwords ............................................................
Selected Engine Rating ........................................
Smart Idle Parameters ..........................................
Timer Parameters .................................................
Trip Parameters ....................................................
Truck Manufacture Parameters ............................
Vehicle Speed Parameters ...................................
System Configuration Parameters
System Configuration Parameters ........................ 65
Troubleshooting without a Diagnostic Code
Can Not Reach Top Engine RPM ......................... 66
Can Not Reach Vehicle Speed Limit ..................... 67
Check Engine Lamp or Warning Lamp Is
Malfunctioning ..................................................... 69
Cruise Control, Idle, or PTO Can Not Be Set ....... 70
Driver Questionnaire ............................................. 73
Driver Questionnaire Response ............................ 74
ECM Will Not Accept Factory Passwords ............. 75
Electronic Service Tool Will Not Communicate with
ECM .................................................................... 75
Elevated Idle ......................................................... 76
Engine Cranks but Will Not Start .......................... 77
Engine Cranks but Will Not Start .......................... 79
Engine Has Early Wear ........................................ 81
3
Table of Contents
Engine Misfires, Runs Rough or Is Unstable ........
Engine Vibration ...................................................
81
82
Engine Will Not Crank ........................................... 83
Excessive Black Smoke ........................................ 83
Excessive Fuel Consumption ............................... 84
Excessive White Smoke ....................................... 85
Intermittent Cruise Control, Idle, or PTO Kickout .. 86
Intermittent Engine Shutdown ............................... 88
Intermittent Low Power or Power Cutout .............. 89
Low Power/Poor or No Response to Throttle ....... 91
Poor Acceleration or Response ............................ 93
Troubleshooting with a Diagnostic Code
25
Diagnostic Codes .................................................. 95
25
No Diagnostic Code Detected (55) ....................... 97
26
0001-11 Cylinder #1 Injector current fault (72) ..... 98
26
0002-11 Cylinder #2 Injector current fault (72) ..... 98
27
0003-11 Cylinder #3 Injector current fault (73) ..... 98
28
0004-11 Cylinder #4 Injector current fault (73) ..... 99
29
0005-11 Cylinder #5 Injector current fault (74) ..... 99
29
0006-11 Cylinder #6 Injector current fault (74) ..... 99
30
0022-11 Primary to Secondary Engine Speed Signal
Calibration (42) ................................................. 100
0022-13 Engine Speed Signal Calibration Not
32
Performed (42) .................................................. 100
33
0030-08 PTO Throttle signal invalid (29) ............ 101
39
0030-13 PTO Throttle out of calibration (29) ...... 101
41
0032-05 Turbo Wastegate Solenoid current low .. 102
43
0032-06 Turbo Wastegate Solenoid current
43
high ................................................................... 102
47
0032-11 Turbo Wastegate Solenoid current
49
mismatch ........................................................... 102
51
0041-03 8 Volt Supply voltage high (21) ............. 103
52
0041-04 8 Volt Supply voltage low (21) .............. 103
53
0042-11 Injection Actuation Pressure output
57
fault ................................................................... 103
57
0043-02 Key Switch Fault (71) ........................... 104
58
0064-02 Secondary Engine Speed loss of signal
59
(34) .................................................................... 104
59
0064-11 Secondary Engine Speed no pattern
59
(34) .................................................................... 105
60
0070-05 Inlet Air Heater current low ................... 105
62
0070-06 Inlet Air Heater current high .................. 105
62
0071-00 Idle Shutdown Override (01) ................. 106
0071-01 Idle Shutdown (47) ............................... 106
0071-14 PTO Shutdown (47) .............................. 107
0084-00 Vehicle Overspeed Warning (41) .......... 107
0084-01 Vehicle Speed loss of signal (31) ......... 107
0084-02 Vehicle Speed signal invalid (36) .......... 108
0084-08 Vehicle Speed signal out of range (36) .. 108
0084-10 Vehicle Speed signal rate of change
(36) .................................................................... 109
0084-14 Quick Stop Occurrence ........................ 109
0091-08 Throttle Position Invalid (32) .................. 110
0091-13 Throttle Position out of calibration (28) .. 110
0094-01 Low Fuel Pressure Warning (63) ........... 110
0094-03 Fuel Pressure voltage high (37) ............ 112
0094-04 Fuel Pressure voltage low (37) .............. 112
0094-11 Low Cranking Fuel Pressure (63) .......... 112
0096-03 Fuel Level voltage high .......................... 114
0096-04 Fuel Level voltage low ........................... 115
0100-01 Low Oil Pressure Warning (46) .............. 115
0100-03 Oil Pressure voltage high (24) ............... 117
4 SENR9517-19
Table of Contents
0100-04 Oil Pressure voltage low (24) ................ 118
0100-11 Very Low Oil Pressure (46) .................... 118
0102-01 Low Boost Pressure (25) ...................... 121
0102-02 Boost Pressure signal erratic ................ 121
0102-03 Boost Pressure voltage high (25) ......... 122
0102-04 Boost Pressure voltage low (25) ........... 122
0102-07 Boost Pressure not responding ............ 122
0105-00 High Intake Manifold Air Temperature
Warning (64) ..................................................... 123
0105-03 Intake Manifold Air Temperature voltage
high (38) ............................................................ 125
0105-04 Intake Manifold Air Temperature voltage low
(38) .................................................................... 125
0105-11 Very High Intake Manifold Air Temperature
(64) .................................................................... 125
0108-03 Barometric Pressure voltage high (26) .. 127
0108-04 Barometric Pressure voltage low (26) .. 128
0110-00 High Coolant Temperature Warning
(61) .................................................................... 128
0110-03 Coolant Temperature voltage high
(27) .................................................................... 129
0110-04 Coolant Temperature voltage low (27) .. 129
0110-11 Very High Coolant Temperature (61) ..... 129
0111-01 Low Coolant Level Warning (62) ........... 130
0111-02 Coolant Level signal invalid (12) ........... 132
0111-03 Coolant Level voltage high (12) ............ 132
0111-04 Coolant Level voltage low (12) .............. 133
0111-11 Very Low Coolant Level (62) ................. 133
0111-14 Low Coolant Level Warning .................. 135
0128-03 Secondary Fuel Level voltage high ...... 136
0128-04 Secondary Fuel Level voltage low ........ 136
0164-00 Excessive Injection Actuation Pressure
(17) .................................................................... 136
0164-02 Injection Actuation Pressure Signal Erratic
(15) .................................................................... 137
0164-03 Injection Actuation Pressure voltage high
(15) .................................................................... 137
0164-04 Injection Actuation Pressure voltage low
(15) .................................................................... 138
0164-11 Injection Actuation Pressure system fault
(39) .................................................................... 138
0168-00 Excessive ECM Battery Power (17) ..... 139
0168-01 Low ECM Battery Power (17) ............... 139
0168-02 ECM Battery Power Intermittent (51) .... 140
0173-00 High Exhaust Gas Temperature
Derate ............................................................... 140
0173-11 Very High Exhaust Gas Temperature
Derate ............................................................... 141
0186-04 PTO Engine Shutdown Switch voltage
low ..................................................................... 141
0186-14 PTO Engine Shutdown Switch Occurrence
(47) .................................................................... 142
0190-00 Engine Overspeed Warning (35) .......... 142
0190-02 Primary Engine Speed Loss of Signal
(34) .................................................................... 142
0190-11 Primary Engine Speed no pattern (34) .. 143
0224-11 Theft Deterrent Active (00) ................... 143
0224-14 Theft Deterrent Active with Engine Cranking
(00) .................................................................... 144
0231-02 J1939 Data Incorrect (58) ..................... 144
0231-11 J1939 Data Link Fault (58) ................... 144
0231-12 J1939 Device Not Responding ............. 145
0231-14 Transmission Data Link Derate ............ 145
0232-03 5 Volt Supply voltage high (21) ............. 146
0232-04 5 Volt Supply voltage low (21) .............. 147
0246-11 Brake Pedal Switch #1 Fault ................. 147
0247-11 Brake Pedal Switch #2 Fault ................. 147
0252-11 Engine Software Incorrect (59) ............. 148
0253-02 Check Customer or System Parameters
(56) .................................................................... 148
0253-14 Truck Manufacturer Parameter Not
Programed ........................................................ 149
Diagnostic Functional Tests
5 Volt Engine Pressure Sensor Supply Circuit -
Test ................................................................... 150
Accelerator Pedal (Throttle) Position Sensor Circuit -
Test ................................................................... 154
Air Inlet Heater Circuit - Test ............................... 162
ATA (SAE J1587 / J1708) Data Link Circuit -
Test ................................................................... 171
Change Oil Lamp Circuit - Test ........................... 176
Check Engine Lamp Circuit - Test ...................... 179
Clutch Pedal Position Switch Circuit - Test ......... 183
Coolant Level Sensor Circuit - Test .................... 186
Cooling Fan Circuit and A/C Compressor Clutch
Circuit - Test ...................................................... 194
Cooling Fan Circuit and A/C High Pressure Switch
Circuit - Test ...................................................... 202
Cruise Control Switch Circuit - Test .................... 216
Diagnostic Enable Switch Circuit - Test .............. 227
ECM Memory - Test ............................................ 231
Electrical Connectors - Inspect ........................... 232
Engine Pressure Sensor Open or Short Circuit -
Test ................................................................... 237
Engine Running Output Circuit - Test ................. 243
Engine Speed/Timing Sensor Circuit - Test ........ 246
Engine Temperature Sensor Open or Short Circuit -
Test ................................................................... 251
Exhaust Brake Circuit - Test ............................... 255
Diesel Particulate Filter Circuit - Test .................. 260
Fast Idle Enable Circuit - Test ............................. 262
Fast Idle Lamp Circuit - Test ............................... 265
Fuel Level Sensor Circuit - Test .......................... 269
Idle Shutdown Timer - Test ................................. 273
Ignore Brake/Clutch Switch Circuit - Test ........... 276
Injection Actuation Pressure - Test ..................... 279
Injection Actuation Pressure Control Valve Circuit -
Test ................................................................... 290
Injection Actuation Pressure Sensor - Test ......... 294
Injector Solenoid Circuit - Test ............................ 297
Neutral Switch Circuit - Test ................................ 307
Powertrain Data Link Circuit - Test ...................... 311
PTO Engine RPM Set Speed (Input A and Input B)
Circuit - Test ...................................................... 318
PTO Engine Shutdown Switch Circuit - Test ....... 322
PTO Shutdown Timer - Test ................................ 325
PTO Switch Circuit - Test .................................... 327
PTO Switch ON Lamp Circuit - Test ................... 336
Remote PTO Accelerator Position Sensor Circuit -
Test ................................................................... 340
Service Brake Pedal Position (Switch 1) Circuit -
Test ................................................................... 347
Service Brake Pedal Position (Switch 2) Circuit -
Test ................................................................... 351
Starting Aid Output Circuit - Test ........................ 354
SENR9517-19 5
Table of Contents

Tachometer Circuit - Test .................................... 357

Torque Limit Switch Circuit - Test ........................ 361
Transmission (AT/MT/HT) Relay Circuit - Test .... 364
Two Speed Axle Switch Circuit - Test ................. 368
Vehicle Speed and Speedometer Circuit - Test .. 372
Wait To Start Lamp Circuit - Test ........................ 380
Warning Lamp Circuit - Test ................................ 383
Wastegate Solenoid - Test .................................. 388

Calibration Procedures
Engine Speed/Timing Sensor - Calibrate ............ 397
Vehicle Speed Circuit - Calibrate ........................ 401

Index Section
Index ................................................................... 404
6 SENR9517-19
Troubleshooting Section

Troubleshooting Section The governor uses the accelerator pedal position

sensor to determine the desired engine speed. The
governor compares the desired engine speed to
the actual engine speed. The actual engine speed
Electronic Troubleshooting is determined through interpretation of the signals
that are received by the ECM from the engine
speed/timing sensors. If the desired engine speed is
i03646436 greater than the actual engine speed, the governor
injects more fuel in order to increase engine speed.
System Overview
SMCS Code: 1900

System Operation
This engine is equipped with Hydraulic Electronic Unit
Injectors (HEUI). The injection pump, the fuel lines
and the nozzles that are used in mechanical engines
have been replaced with an hydraulic electronic unit
injector in each cylinder. A solenoid on each injector
controls the amount of fuel that is delivered by the
injector. A axial piston pump increases the engine oil
pressure in order to activate the injector. An Engine
Control Module (ECM) sends a signal to the injection
actuation pressure control valve in order to control
injection pressure. Another electrical signal is sent to
each injector solenoid in order to inject fuel.

Electronic Controls
The engine's electronic system consists of the ECM,
the engine sensors, the injection actuation pressure
control valve, and the vehicle interface. The ECM
is a computer that controls the operation of the
engine. The personality module is the software for
this computer. The personality module contains the
operating maps. The operating maps define the
following characteristics of the engine:
• Horsepower
• Torque curves
• Engine speed (rpm)
Engine Governor Controls
The electronic controls that are on the engine serve
as the engine governor.
The electronic controls determine the timing, the
injection pressure and the amount of fuel that is
delivered to the cylinders. These factors are based
on the actual conditions and the desired conditions at
any given time during starting and operation.
Illustration 1
g01120999
Typical example
The desired engine speed is typically determined by
one of the following conditions:
• The position of the accelerator pedal
• The desired vehicle speed in cruise control
• The desired engine speed in Power Take-Off (PTO)
Timing Considerations
Once the governor has determined the amount of
fuel that is required, the governor must determine
the timing of the fuel injection. Fuel injection timing is
determined by the ECM after considering input from
the following components:
• Coolant temperature sensor
• Air temperature sensor for the inlet manifold
• Atmospheric pressure sensor
• Boost pressure sensor
SENR9517-19
The ECM adjusts timing for optimum engine
performance, for fuel economy, and for the control of
white smoke. Actual timing and desired timing cannot
be viewed with Caterpillar Electronic Technician
(ET). The ECM determines the location of top center
of the number one cylinder from the signal that is
provided by the engine speed/timing sensors. The
ECM determines when injection should occur relative
to top center. The ECM then provides the signal to
the injector at the desired time.
Fuel Injection
The ECM controls the amount of fuel that is injected
by varying the signals to the injectors and by
controlling actuation pressure. The injectors will
pump fuel only if the injector solenoid is energized.
The ECM sends a high voltage signal in order to
energize the solenoid. The injector solenoid moves
a seated pin that allows the actuation pressure to
hold the nozzle check closed. The movement of the
seated pin also causes the spool valve to open. This
allows the actuation pressure to act on the piston and
on the plunger. This produces injection pressure. The
hydraulic force that holds the nozzle check closed
quickly dissipates and the injection pressure opens
the nozzle check. By controlling the timing and the
duration of the high voltage signal, the ECM can
control the following aspects of injection:
• Injection timing
• Fuel delivery
• Injection rate shape
The ECM controls injection pressure by controlling
the Injection Actuation Pressure Control Valve
(IAPCV). The IAPCV regulates the unit injector
hydraulic pump's outlet pressure by controlling the
pump's flow regulation system.
The personality module inside the ECM establishes
certain limits on the amount of fuel that can be
injected. The “FRC Fuel Limit” is a limit that is based
on the boost pressure. The “FRC Fuel Limit” is used
to control the air/fuel ratio for control of emissions.
When the ECM senses a higher boost pressure,
the ECM increases the “FRC Fuel Limit”. A higher
boost pressure indicates that there is more air in the
cylinder. When the ECM increases the “FRC Fuel
Limit”, the ECM changes the control signal to the
injector in order to allow more fuel into the cylinder.
The “Rated Fuel Limit” is a limit that is based on the
power rating of the engine and on the engine rpm.
The “Rated Fuel Limit” is similar to the rack stops and
the torque spring on a mechanically governed engine.
The “Rated Fuel Limit” provides the power curves
and the torque curves for a specific engine family
and a specific engine rating. All of these limits are
determined at the factory. These limits are part of the
personality module and the limits cannot be changed.
7
Troubleshooting Section
Injection Actuation Pressure Control
System
The ECM controls the fuel injection delivery and
injection pressure by controlling oil pressure to
the fuel injectors. The pressure of the oil in the
high pressure oil manifold is controlled by the ECM
through control of the IAPCV. The IAPCV regulates
the unit injector hydraulic pump's outlet pressure.
The ECM monitors the pressure in the high pressure
manifold through the injection actuation pressure
sensor. The injection actuation pressure sensor is
located in the top of the manifold on the left side of
the engine. The injection actuation pressure sensor's
signal is compared by the ECM to the desired
injection actuation pressure. The injection actuation
pressure sensor's signal is based on sensor inputs.
The sensor inputs are used to adjust the control
current to the IAPCV in order to adjust the oil
pressure in the high pressure manifold.
High pressure oil is routed from the unit injector
hydraulic pump to the high pressure manifold through
a steel tube. The oil is routed to each injector through
the high pressure oil manifold. All injectors have a
constant supply of oil while the engine is running.
Disabling the electrical signal to the injector solenoid
does not interrupt the oil flow that is available to the
fuel injector.
Cold Mode
The engine operates in cold mode when the coolant
is cold. Engine performance is reduced while the
engine is in cold mode. C7 engines operate in cold
mode when the coolant temperature is below 18 °C
(64 °F). C9 engines operate in cold mode when the
coolant temperature is below 40 °C (104 °F). A status
flag on Cat ET indicates that the engine is operating
in cold mode.
Customer Parameters and Engine Speed
Governing
A unique feature with electronic engines is customer
specified parameters. These parameters allow the
vehicle owner to fine tune the ECM for engine
operation. Fine tuning the ECM allows the vehicle
owner to accommodate the typical usage of the
vehicle and the power train of the vehicle.
Many of the customer parameters provide additional
restrictions on the actions that will be performed by
the ECM in response to the driver's input. The “PTO
Top Engine Limit” is an engine rpm limit that is used
by the ECM as a cutoff for the fuel. The ECM will not
fuel the injectors above this rpm.
8 SENR9517-19
Troubleshooting Section

Some parameters are intended to notify the driver
of potential engine damage (engine monitoring
parameters). Some parameters enhance fuel
economy (vehicle speed, cruise control, engine/gear
speed limit parameter and idle shutdown). Other
parameters are used to enhance the engine
installation into the vehicle. Other parameters are
also used to provide engine operating information to
the truck engine owner.
Hybrid Electrical Vehicle
Application (HEV)
Engines for the Allison Transmission Controlled
Hybrid Electric Vehicle (HEV) application will be
controlled by the transmission. The transmission is
able to control the engine through the J1939 Data
Link. The transmission will control the engine start,
the engine stop, and the engine rpm. This engine
application will not support a cab throttle for control
of the engine rpm. Also, this engine application will
not support cruise control switches and the engine
application will not support the fast idle feature.
The HEV application will support the PTO
configuration and remote throttle. The remote throttle
will be able to control engine speed for service if the
transmission is in neutral. Normal engine diagnostics
will also be supported.
Engine Monitoring
Caterpillar provides a factory installed engine
monitoring system. The system monitors engine oil
pressure, coolant temperature, inlet manifold air
temperature, and coolant level (optional device).
Optional devices are installed by the vehicle Original
Equipment Manufacturer (OEM).
An excessive inlet manifold air temperature will not
derate the engine. Also, an excessive inlet manifold
air temperature will not shut down the engine.
Caterpillar Engine Monitoring
“Warning” Operation
If the monitoring is programmed to “Warning”, the
ECM will illuminate the warning lamp and the ECM
will flash the check engine lamp because of the active
diagnostic code. The flashing lamp indicates that a
problem has been detected by the engine monitoring
system. The diagnostic code is logged. No further
action by the ECM or action by the engine occurs if
the ECM is programmed to “Warning”.
“Derate” Operation
If the system is programmed to “Derate”, the ECM
begins by flashing the check engine lamp and the
warning lamp. The flashing lamps indicate that a
problem has been detected by the engine monitoring
system. The diagnostic code is logged. High coolant
temperature will signal the ECM to limit the maximum
vehicle speed and the ECM will reduce the engine
power.
Low coolant level will signal the ECM to limit the
maximum vehicle speed and the ECM will reduce the
engine power rating. Refer to Illustration 2.

The oil pressure, inlet manifold air temperature, and

coolant temperature sensors are standard on all
engines. The vehicle OEM installs the coolant level
sensor and the associated harness. The coolant
level sensor is the only optional component. Coolant
level is selected through a customer programmable
g01121033
parameter. Illustration 2
Graph for the coolant level
The monitoring system can be programmed to three Derate mode is limited. (10% per second)
different modes. These three modes of programming
are the following modes: “Warning”, “Derate”, and Very low oil pressure will signal the ECM to limit the
“Shutdown”. The coolant temperature sensor, the maximum vehicle speed and the ECM will reduce the
oil pressure sensor and the coolant level sensor engine power rating. Refer to Illustration 3.
(optional device) will operate in the engine monitoring
mode that is selected.

For example, if “Derate” was selected, the engine will

derate engine power and vehicle speed. Sensors are
used to detect the conditions that exceed acceptable
limits.
SENR9517-19
g01121043
Illustration 3
Graph for very low oil pressure
This derating of engine performance is provided in
order to get the driver's attention so the driver can
take action in order to avoid engine damage.
“Shutdown” Operation
If the system is programmed to “Shutdown”, the ECM
takes all the action that is indicated for the “Derate”
mode and the ECM will eventually shut down the
engine under some conditions.
The “Shutdown” mode begins when any of the
following conditions exist:
• “Very low oil pressure”
• “Very low coolant level”
• “Very high coolant temperature”
“Shutdown” mode begins by flashing the warning
lamp. This response is similar to the response when
the system is in “Derate”. “Shutdown” mode will
eventually shut down the engine if the conditions
continue for a long enough time and the conditions
are severe enough. The engine can be restarted as
many times as needed after an engine shutdown.
This allows the vehicle to be pulled off of the road.
Other ECM Functions for
Performance
The ECM also provides enhanced control of the
engine for vehicle functions such as retarding the
engine and controlling the cooling fan. Refer to
Troubleshooting, “Customer Specified Parameters”
for supplemental information about the systems that
can be monitored by the ECM in order to provide
enhanced vehicle performance, fuel economy and
convenience for the driver.
9
Troubleshooting Section
Self-Diagnostics
The electronic system has the ability to diagnose
problems. When a problem is detected, a diagnostic
code is generated and the check engine/diagnostic
lamp is illuminated. In most cases, the code is also
stored in permanent memory or logged in the ECM.
When diagnostic codes occur, the diagnostic codes
are called active diagnostic codes. Active diagnostic
codes indicate that a problem of some kind currently
exists. Always service active diagnostic codes before
any other work is performed. If a truck is brought in
with an active code, find the code in this manual and
proceed to diagnose the cause of the code.
Diagnostic codes that are stored in memory are
called logged diagnostic codes. Logged diagnostic
codes do not necessarily indicate that something
needs to be repaired. The problem may have been
temporary, or the problem may have been repaired
since the problem was logged. Logged diagnostic
codes may result from intermittent problems.
Diagnostic codes that identify operating conditions
outside the normal operating range are called events.
Event codes are not typically an indication of an
electronic system problem.
Some of the diagnostic codes require passwords to
be cleared from memory. Diagnostic codes that do
not require passwords to be cleared from memory
are automatically deleted after 100 hours of engine
operation.
Engine Snapshot Data
Whenever most diagnostic codes occur, the ECM
records the time in engine hours of the occurrence.
Also, the ECM records the operating parameters of
the engine for nine seconds before the diagnostic
code and three seconds after the diagnostic code.
The operating parameters of the engine that are
recorded are similar to the operating parameters of
the engine that are displayed in the status screens
of Cat ET. Not all of the status screens of Cat ET
or parameters are recorded. The engine snapshot
can also be triggered from the cruise control's
“Set/Resume” switch. In order to trigger the engine
snapshot from the cruise control's “Set/Resume”
switch, quickly toggle the switch to the SET position.
Then, quickly toggle the switch to the RESUME
position. You can also toggle the cruise control's
“Set/Resume” switch from the RESUME position to
the SET position. The engine snapshot can also be
triggered from Cat ET.
10
Troubleshooting Section
Effect of Diagnostic Codes on
Engine Performance
When the ECM detects the engine problem, the ECM
generates an active diagnostic code. Also, the ECM
logs the diagnostic code in order to indicate the time
of the problem's occurrence. The ECM also logs the
number of occurrences of the problem. There are
two types of diagnostic codes. There are fault codes
and event codes.
Diagnostic Fault Codes
Diagnostic fault codes are provided in order to
indicate that an electrical problem or an electronic
problem has been detected by the ECM. In some
cases, the engine performance can be affected by
the condition that causes the code. More frequently,
the driver cannot detect any difference in the engine
performance.
If the check engine lamp is flashing and the driver
indicates that a performance problem occurs, the
diagnostic code may indicate the cause of the
problem.
If the driver does not indicate a problem with the
engine performance and a diagnostic code is logged
by the ECM, the situation indicates that the ECM
detected an abnormal condition, but the abnormal
condition did not affect engine performance.
In this situation, the system has no faults except
when either of the following conditions exist:
• There are several occurrences of the diagnostic
code in a very short period of time.
• The ECM is indicating an active code at the present
time.
Diagnostic Event Codes
Diagnostic event codes are used to indicate that
some operational problem has been detected in the
engine or in the vehicle by the ECM. Usually, this
does not indicate an electronic malfunction.
The ECM also provides an ECM date/time clock that
is used to time stamp the following diagnostic event
codes:
• 84-00 Vehicle overspeed warning (41)
• 84-14 Quick stop occurrence
• 100-11 Very low oil pressure (46)
• 105-11 Very high intake manifold air temperature
(64)
• 110-11 Very high coolant temperature (61)
SENR9517-19
• 111-11 Very low coolant level (62)
• 173-11 Very high exhaust gas temperature derate
• 190-00 Engine overspeed warning (35)
Refer to Troubleshooting, “Diagnostic Codes” for a
listing of all of the diagnostic codes.
ECM Lifetime Totals
The ECM maintains total data of the engine for the
following parameters:
• “Total Time” (Engine Hours)
• “Total Distance”
• “PTO Time”
• “PTO Fuel”
• “Idle Time”
• “Idle Fuel”
• “Total Fuel”
• “Average Load Factor”
The “Total Time” is the engine's operating hours.
The operating hours do not include the operating
time when the ECM is powered but the engine is not
running.
“Total Distance” data requires a vehicle speed
sensor or an electronic vehicle speed source to be
connected to the ECM. The same sensor is used for
vehicle speed. Distance can be displayed in miles or
kilometers.
“PTO Time” and “PTO Fuel” are logged when engine
rpm is set with the cruise switches and the engine is
operating under some load. Also, “PTO Time” and
“PTO Fuel” are logged when the PTO On/Off Switch
is in the ON position and vehicle speed is within the
range of the “PTO Vehicle Speed Limit” parameter.
“Idle Time” and “Idle Fuel” can include operating time
when all of the following conditions are met:
• When engine speed is set by using the cruise
switches and the vehicle speed is within the range
of the “Idle Vehicle Speed Limit” parameter.
• The engine is not operating under a load.
Fuel Information can be displayed in US gallons or
in liters.
“Total Fuel” is the total amount of fuel that is
consumed by the engine during operation.
SENR9517-19
“Total Max Fuel” is the maximum amount of fuel that
could have been consumed by the engine during
operation.
“Average Load Factor” provides relative engine
operating information. “Average Load Factor”
compares actual operating information of the engine
to the maximum engine operation that is available.
“Average Load Factor” is determined by using
“Total Max Fuel”, “Idle Fuel”, and “Total Fuel”. All of
these parameters are available with Cat ET. These
parameters are available within the menu for “Current
Totals”.
Trip Data That is Stored in the ECM
The trip data allows the tracking of engine operation
by the vehicle owner over intervals that are defined
by the vehicle owner. All of the trip data is stored in
memory and the trip data is maintained through the
unswitched battery lines when the ignition switch is
OFF. An internal battery will maintain this information
while the unswitched battery lines are disconnected.
Fleet Trip Data
Fleet trip data includes histograms and custom data.
The fleet trip data includes data for the following
parameters:
• “Total Time (Engine Hours)”
• “Driving Time”
• “Distance”
• “Fuel”
• “Overall Fuel Economy”
• “Driving Fuel Economy”
• “Idle Time”
• “Idle Fuel”
• “Percent Idle Time”
• “PTO Time”
• “PTO Fuel”
• “Percent PTO Time”
• “Average Load Factor”
• “Average Vehicle Speed”
• “Average Driving Speed”
• “Maximum Vehicle Speed”
11
Troubleshooting Section
• “Maximum Engine Speed”
• “Start Time”
• “End Time”
• “Start Odometer”
• “End Odometer”
Fleet trip data includes a fleet trip segment,
histograms, and custom data. The fleet trip segment
records the same parameters as the driver trip
segment except that the fleet trip segment can be
reset independently of the driver trip segment.
Three histograms are available. One histogram
records engine hours versus the engine speed.
The second histogram records engine hours versus
vehicle speed. The third histogram records engine
hours versus engine speed and vehicle speed.
Cat ET calculates the percentage of time that is spent
in each of the engine rpm or vehicle speed ranges.
Custom data is available. Custom data allows the
recording of engine parameters that are specified by
the vehicle owner. The ECM records the custom data.
A reset of the fleet trip data which includes the fleet
trip segment, the histograms, and the custom data
can be done in several ways. The following tools can
be used to reset the fleet trip data:
• Cat ET which may require customer passwords
• Caterpillar Fleet Information Software (FIS)
• Caterpillar Messenger driver information display
When the data is reset, the ECM records the current
totals at the time of the reset. These totals are used
as the starting point for the fleet trip. The following
tools access the recorded starting point:
• Cat ET
• Caterpillar FIS
• Messenger
The tool then subtracts the recorded starting point
from the current totals in the ECM in order to
calculate the fleet trip data. Resetting the fleet trip
data requires customer passwords if the passwords
are programmed.
Fleet Trip Custom Data
Fleet trip custom data is part of the fleet trip segment.
Fleet trip custom data allows the owner of the vehicle
to set five customized methods of recording data
for the vehicle. Refer to Illustration 4 for the basic
program.
12 SENR9517-19
Troubleshooting Section

Refer to the example of a custom data program, as

shown below.

“Fuel Burned when Fuel Temperature is from

7 °C to 67 °C (45 °F to 120 °F) and Vehicle Speed
is from 87 km/h to 137 km/h (55 mph to 85 mph) ”

The custom data programs are protected by customer

passwords. The programs are stored in permanent
memory. The programs are not reset when the fleet
trip segment is reset, but the data that is recorded
for the trip is reset.

Quick Stop Rate

g00628194
Illustration 4
A customer parameter is available in order to
Basic program
record the quick stop occurrences. The parameter
determines the rate of change in vehicle speed that
The following list defines the options for variable 1 of is used by the ECM in order to record a quick stop
the basic program: event code and a quick stop snapshot. Refer to
Troubleshooting, “ECM Snapshot”.
• “Engine Hours”
• “Distance Traveled” Maintenance Indicator Data

• “Fuel Burned” The ECM records the current totals when a reset
occurs for the following three levels of maintenance:
• “Occurrences”
• PM1
Refer to the following list for information regarding
the options that are available for variable 2 and • PM2
variable 5.
• Cooling system clean/flush
Variables 3, 4, 6, and 7 define the minimum range
and the maximum range of variables 2 and 5. The ECM uses the previous point of maintenance in
order to calculate the timing of the next scheduled
• Engine rpm maintenance work.

• Vehicle speed The “Maintenance Indicator Mode” is programmable

to “Hours” or “Distance”. The “PM1 Maintenance” is
• Fuel rate programmable to one of the following positions: “Off”,
“Automatic Distance”, “Automatic Hours”, “Manual
• Load factor Distance”, and “Manual Hours”.

• Coolant temperature If the PM1 is programmed to the automatic mode,

the ECM calculates the next point of maintenance
• Oil pressure by considering the history of the vehicle's operation
from the previous maintenance interval. If the vehicle
• Fuel temperature has a history of poor fuel economy the maintenance
indicator parameter will occur sooner than a vehicle
• Inlet manifold air temperature with better fuel economy.

• Cruise The ECM also uses the engine oil capacity. A larger
engine oil capacity provides a longer maintenance
• PTO interval. The engine oil capacity is programmed
into the ECM in liters or in quarts. If the PM1
• Engine retarder is programmed to the manual mode, the owner
can program the ECM in the owner's specific
• Throttle position maintenance interval. The maintenance interval can
be programmed to the owner's specific interval that is
• Brake based on mileage or on time. The interval for the PM2
and the interval for the cooling system clean/flush are
established by the factory.
SENR9517-19
Messenger
Caterpillar Messenger is available to provide engine
operating information to the driver. The “Fleet Trip
Data”, and the “Maintenance Indicator” data can be
viewed. However, the fleet trip histograms and the
custom data cannot be viewed from the display.
Messenger provides the ability to enter an ID code
for a driver in order to divide the “Fleet Trip Data”
for two drivers. If the driver enters the information
regarding the state of travel, the “Fleet Trip Data” can
be tagged by the state of travel.
Messenger can be used in order to tag portions of the
“Fleet Trip Data” into two ID codes. Messenger can
also be used in order to tag portions of the “Fleet Trip
Data” into the state of travel. The ID code and the
information regarding the state of travel cannot be
viewed from the display. Only the Caterpillar FIS can
view this information. The ability to reset any of these
parameters is dependent on customer parameters
in the ECM.
Messenger will also display operating information
such as engine rpm, coolant temperature, boost
pressure, etc.
Messenger will also display engine diagnostic codes
with the PID-FMI diagnostic codes. Messenger will
also display a brief text description of the diagnostic
codes.
An available feature on Messenger is the theft
deterrent. The theft deterrent allows the driver to input
a password prior to shutdown. The theft deterrent will
prevent the engine from restarting until the password
is successfully entered. Messenger must have the
version of software that is capable of supporting this
feature.
An “Auto-Enable” option is available for the theft
deterrent. If this option is selected, the theft deterrent
will automatically be activated when the engine
is shut down. The driver must input the correct
password in order to start the engine.
“Secure Idle” is another theft deterrent. This allows
the driver to bring the engine to an idle condition.
The driver then enters the password. The engine will
remain at low idle until the password is re-entered. If
the engine is shutdown, a password will be required
to go above low idle after start-up.
Fleet Information Software (FIS)
The Caterpillar FIS is another method that can be
used to review the trip information. The entire “Fleet
Trip Segment”, which includes the following elements
of data can be accessed with the Caterpillar FIS:
• Histograms
13
Troubleshooting Section
• Custom data
• Information that is tagged by the ID code
• Information that is tagged by the state of travel
Maintenance indicator information can be retrieved
with the Caterpillar FIS.
When the Caterpillar FIS downloads the information,
the Caterpillar FIS also resets the ECM in order to
prepare the ECM for the next trip. The information
can be downloaded to a computer with the Caterpillar
FIS program, or the information can be downloaded
to an Argo Mobile Data Tool. The Argo Mobile Data
Tool is then connected to a computer in order to
download the information.
Programmable Parameters
Certain parameters that affect engine operation
may be changed with Cat ET. The parameters
are stored in the ECM, and the parameters are
protected from unauthorized changes by passwords.
These parameters are either system configuration
parameters or customer parameters.
System configuration parameters are set at the
factory. System configuration parameters affect
emissions or power ratings within an engine family.
Factory passwords must be obtained and factory
passwords must be used to change the system
configuration parameters.
Customer parameters are variable. Customer
parameters can be used to affect the following
characteristics of the engine within the limits that are
set by the factory, by the monitoring system, and by
PTO operation:
• Cruise control
• Vehicle speed limits
• Progressive shifting
• Rpm ratings
• Power ratings
Customer passwords may be required to change
customer specified parameters.
Some of the parameters may affect engine operation
in an unusual way. A driver might not expect this
type of effect. Without adequate training, these
parameters may lead to power complaints or
performance complaints even though the engine's
performance is to the specification.
Refer to Troubleshooting, “Customer Specified
Parameters”.
14 SENR9517-19
Troubleshooting Section

Passwords Table 1
Service Tools
System configuration parameters are protected
by factory passwords. Factory passwords are Part
Description
calculated on a computer system that is available Number
only to Caterpillar dealers. Since factory passwords N/A 4 mm Allen Wrench
contain alphabetic characters, only Cat ET may
change system configuration parameters. System 1U-5805 Wire Removal Tool(14-GA, GREEN)
configuration parameters affect the power rating Magnetic Transducer As (TIMING
family or emissions. 6V-2197
CALIBRATION)

Customer parameters can be protected by 121-9588 Wire Removal Tool (16-GA, BLUE)
customer passwords. The customer passwords are 147-6456 Wedge Removal Tool
programmed by the customer. Factory passwords
can be used to change customer passwords if 151-6320 Wire Removal Tool (14-GA TO 18-GA,
customer passwords are lost. RED)
1U-5804 Crimp Tool (12−AWG TO 18−AWG)
Refer to Troubleshooting, “Customer Passwords”
and Troubleshooting, “Factory Passwords”. 6V-2197 Transducer
7X-1171 Transducer Adapter
i04930513 7X-1695 Cable As

Electronic Service Tools 146-4080 Digital Multimeter Gp (RS232)

7X-1710 Multimeter Probes
SMCS Code: 0785
326-4904 Adapter Cable As (3-PIN BREAKOUT)

Service Tools 7X-1715 Adapter Cable As (40-PIN BREAKOUT)

134-5195 Harness (40-PIN)
Most of the tools that are listed in Table 1 are required (For ADEM 2 ECM (two 40-pin connectors))
to enable a service technician to perform the test 208-0059 Adapter Cable As (70-PIN BREAKOUT)
procedures in this manual. Some of the devices may (For ADEM 3 ECM (two 70-pin connectors)
be specific to the type of Electronic Control Module and for ADEM 4 ECM (one 70-pin
(ECM) that is being used. connector and one 120-pin connector))
257-8718 The 257-8718 Adapter Cable As is not
applicable with Tier IV Engines.
Adapter Cable As (120-PIN BREAKOUT)
(For ADEM 4 ECM (one 70-pin connector
and one 120-pin connector))
N/A Torque Wrench (capable of applying
1.5 N·m (13.3 lb in))
Repair Kits for Connectors
362-3555 Connector Repair Kit (AMPSEAL)
175-3700 Connector Repair Kit (Deutsch connector )
Bypass Harnesses for the ECM
129-2018 Power Cable
(Stand alone cable for ADEM 2 ECM)
217-0113 Wiring Harness (ECM BYPASS)
(The bypass harness connects to the
battery. The bypass harness is used with
the following harnesses for different types
of electronic control modules.)
328-2292 Harness (ENGINE ECM BYPASS)
(For ADEM 3 ECM and ADEM 4 ECM)
277-4734 Harness (ENGINE ECM BYPASS)
(For A4:E2 ECM (Two 64-pin connectors))
SENR9517-19 15
Troubleshooting Section

Two short jumper wires may be needed to check the • Status parameters
continuity of some wiring harness circuits by shorting
two adjacent terminals together in a connector. A • Event codes
long extension wire may also be needed to check the
continuity of some wiring harness circuits. • Diagnostic codes

Optional Service Tools • ECM settings

Table 2 lists the optional service tools that may be • Engine configuration
needed during testing or repair.
Always use the latest revision of Cat ET. The media
Table 2 is available on CD and the media can also be
downloaded from various Caterpillar web sites.
Optional Service Tools
Table 3
Part Number Description
Software, JEBD3003, “CATERPILLAR
198-4240 Digital Pressure Indicator
ELECTRONIC TECHNICIAN”
or or
1U-5470 Engine Pressure Group
4C-4075 Crimp Tool (4−AWG TO 10−AWG) Once you have downloaded Cat ET onto your
PC, you will need a license from your Caterpillar
4C-4911(1) Battery Load Tester dealer in order to use the software. Various licenses
5P-7277 Voltage Tester are available for different users with different
requirements. Consult your Caterpillar dealer.
6V-9130(2) Temperature Adapter (MULTIMETER)
8T-5319 Connector Tool Group
Note: For more information regarding the use of Cat
ET and PC requirements, refer to the documentation
349-4199 AC/DC Current Probe that accompanies your Cat ET software.
348-5430 Multi-Tool Gp
Connecting Cat ET
8T-8726 Adapter Cable As
156-1060 Emissions Analyzer Gp(GAS ENGINE) Connecting the Communication Adapter
163-5443 Adapter Cable As(3-PIN BREAKOUT) Table 4 lists the standard hardware that is required in
177-2330 Battery Analyzer(DIGITAL) order to connect Cat ET.
190-8900 Connector Repair Kit Note: The 275-5120 Communication Adapter
225-5985 Parallel Port Cable(COMMUNICATION Gp was canceled and replaced by the 317-7484
ADAPTER) Communication Adapter Gp. However, the 275-5120
(1)
Communication Adapter Gp can still be used.
Refer to Special Instructions, SEHS9249, “Use of 4C-4911
Battery Load Tester for 6, 8, and 12 v Lead Acid Batteries” and
Special Instructions, SEHS7633, “Battery Test Procedure”.
(2) Refer to Special Instructions, SEHS8382, “Use of the 6V-9130
Temperature Adapter Group”.

Caterpillar Electronic Technician

(ET)
Cat ET can be used by the technician to help perform
the following procedures:

• Diagnostic testing
• Calibrations
• Flash programming
• Configuration of the ECM
• Print various reports
Cat ET can display the following information:
16 SENR9517-19
Troubleshooting Section

Table 4
Standard Hardware for Connecting with Cat ET
Part Number Description

N/A Personal Computer (PC)

Communication Adapter
317-7484
Gp
317-7492 Radio Kit (NACD only)
349-1206 Radio Kit (EAME only)
Components of the 317-7484 Communication
Adapter Gp
Communication Adapter
317-7485
(3)
370-4617 Cable As (USB)
327-8981 Cable As (DATA LINK)
Components of the 317-7492 Radio Kit
g02051513
Wireless Communication Illustration 5
317-7493
Radio (1) PC
(2) 353-5083 Cable As (USB)
317-7496 Computer Cable As
(3) 317-7485 Communication Adapter (3)
317-7510 Radio Cable Assembly (4) 327-8981 Cable As (DATA LINK)

326-9606 Antenna (2) 2. Connect cables (2) and (4) to communication

Components of the 349-1206 Radio Kit adapter (3).
348-9250 Communication Radio Gp Note: The communication adapter will power up
317-7496 Computer Cable As when the adapter is connected to a PC or to an ECM
that is powered up.
317-7510 Radio Cable Assembly
326-9606 Antenna (2) 3. Connect cable (2) to the USB port of the PC.
Tool Operating Manual & Software CD ROM, 4. Connect cable (4) to a service tool connector.
NETG5057, “Communication Adapter 3”
5. Restore electrical power to the ECM. Verify that
Follow the instructions for the communication the “POWER” indicator on the communication
adapter. Use the following procedure in order to adapter is illuminated. Make sure that the PC is
connect Cat ET and the communication adapter to powered up.
a PC.
6. Establish communication between Cat ET and the
1. Remove the electrical power from the ECM. ECM. If Cat ET indicates that there is more than
one ECM, select the engine ECM.

7. If Cat ET and the communication adapter

do not communicate with the ECM, refer to
Troubleshooting, “Electronic Service Tool Will Not
Communicate with ECM”.

Refer to Troubleshooting, “Electronic Service Tool

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

• Cat ET displays a message that refers to a

communication problem.

• Cat ET displays “Error #142 The interface

hardware is not responding”.
SENR9517-19
• Cat ET displays a message that indicates that
the firmware in the communications adapter is
old.
Dual Data Link Communications (If Equipped)
When the connection of the communication adapter
is complete, observe the communication adapter
and Cat ET. Certain applications require that dual
data link communications be established in order to
perform various test procedures. These tests will be
listed in the “Diagnostic Tests” menu, some tests may
not be available (grayed out). If there are diagnostic
tests that are unavailable in Cat ET, ensure that your
service tool is communicating in dual data link mode.
Use the following indicators to confirm that Cat ET is
communicating on dual data links:
• “J1939” indicator is flashing
• “Cat Data Link” indicator is flashing
• Cat ET is not displaying “Service tool support is
limited”
Refer to Troubleshooting, “Electronic Service Tool
Does Not Communicate” if the “J1939” indicator
and the “Cat Data Link” indicator are not flashing.
Both indicators will be flashing during dual data link
communications with the ECM.
Communicating with the Wireless Communication
Adapter (If Equipped)
Table 6 lists the optional hardware that is needed
in order to connect Cat ET by using a wireless
connection.
Note: Some applications cannot use a wireless
connection. Also, a dual data link cannot be used
with a wireless connection.
Table 5
Optional Hardware for the Use of Cat ET
Part Number Description
N/A Personal Computer (PC)
17
Troubleshooting Section
Illustration 6
g02342942
(1) Personal computer (PC)
(5) 261-4867 Card (PCMCIA)
(6) 239-9955 Communication Radio Gp
(7) 259-3183 Data Link Cable As
Note: Items (5), (6), and (7) are part of the 261-3363
Wireless Communication Adapter Gp.
Note: The 261-3363 Wireless Communication
Adapter Gp was canceled and replaced by the
349-1206 Radio Kit. However, the 261-3363
Wireless Communication Adapter Gp can still be
used.
Use the following procedure in order to connect the
wireless communication adapter for use with Cat ET.
1. Remove the electrical power from the ECM.
2. Ensure that the computer has been correctly
configured for the 261-4867 Card. Verify that
the PC card is installed in the computer PCMCIA
expansion slot.
3. Connect cable (9) between communication radio
(8) and the service tool connector.
4. Restore the electrical power to the ECM. If Cat ET
and the communication radio do not communicate
with the ECM, refer to Troubleshooting, “Electronic
Service Tool Will Not Communicate with ECM”.
Communicating with the 349-1206 Wireless
Communication Adapter (If Equipped)
Table 6 lists the optional hardware that is needed
in order to connect Cat ET by using a wireless
connection.
18 SENR9517-19
Troubleshooting Section

Note: Some applications cannot use a wireless
connection. Also, a dual data link cannot be used
with a wireless connection.
Although changes can be made to the internal
settings of the W-CA3 wirelessly. Caterpillar
recommends that the radio is connected to a PC
via 317-7496 Computer Cable As (USB)Cable
Assembly (8) and 317-7510 Radio Cable Assembly
(9).
Table 6
Optional Hardware for the Use of Cat ET
Part Number Description
2. Ensure that the computer has been correctly
configured for the 802.11a or 802.11b/g enabled
wireless card. Verify that the PC wireless is
installed and working correctly.
3. Connect cable (9) between communication radio
(8) and the service tool connector.
4. Restore the electrical power to the ECM. If Cat ET
and the communication radio do not communicate
with the ECM, refer to Troubleshooting, “Electronic
Service Tool Will Not Communicate with ECM”.

N/A Personal Computer (PC)

g02151132
Illustration 7
(8) 317-7496 Computer Cable As (USB)
(9) 317-7510 Radio Cable AssemblyC

g02596964
Illustration 8
(9) 317-7510 Radio Cable Assembly
(10) W-CA3

Note: Items (8), (9), and (10) are part of the

349-1206 Radio Kit.

Use the following procedure in order to connect the

wireless communication adapter for use with Cat ET.

1. Remove the electrical power from the ECM.

SENR9517-19
PL1000E Communication ECM (If
Equipped)
Illustration 9
The PL1000E is an ECM that provides the customer
with the ability to integrate Caterpillar engines
into specific applications. The PL1000E enables
communication from a J1939 data link to a device
that utilizes a MODBUS communication protocol.
A PC with Cat ET installed can be connected
to the PL1000E through the RS232 serial port
of the PC. The PL1000E contains an embedded
communications adapter that will allow Cat ET to
communicate with the engine over the J1939 data
link.
Refer to System Operation/Troubleshooting/Test and
Adjust, RENR8091, “PL1000E Communication ECM”
for additional information.
19
Troubleshooting Section
g01163897
i02408691
Replacing the ECM
SMCS Code: 1901-510
NOTICE
Care must be taken to ensure that fluids are contained
during performance of inspection, maintenance, test-
ing, adjusting and repair of the product. Be prepared to
collect the fluid with suitable containers before open-
ing any compartment or disassembling any compo-
nent containing fluids.
Refer to Special Publication, NENG2500, “Caterpillar
Dealer Service Tool Catalog” for tools and supplies
suitable to collect and contain fluids on Caterpillar
products.
Dispose of all fluids according to local regulations and
mandates.
NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened
component life.
The Engine Control Module (ECM) contains no
moving parts. Replacement of the ECM can be
costly. Replacement can also be a time consuming
task. Follow the troubleshooting procedures in this
manual in order to ensure that replacing the ECM will
correct the problem. Verify that the suspect ECM is
the cause of the problem.
20
Troubleshooting Section
Note: Ensure that the ECM is receiving power and
that the ECM is properly wired to the negative battery
circuit before a replacement of the ECM is attempted.
Refer to Troubleshooting, “Electrical Power Supply
Circuit - Test”.
A test ECM can be used to determine if the ECM is
faulty. Refer to Troubleshooting, “Test ECM Mode”.
NOTICE
If the flash file and engine application are not matched,
engine damage may result.
Perform the following procedure in order to replace
the ECM:
1. Record the configuration data:
a. Connect Cat ET to the service tool connector.
Refer to Troubleshooting, “Electronic Service
Tools”.
b. Print the parameters from the “Configuration”
screen on Cat ET. If a printer is unavailable,
record all of the parameters.
c. Obtain the customer passwords from
the vehicle owner. Access the customer
specified parameters with Cat ET. Use
the Troubleshooting, “Customer Specified
Parameters Worksheet” to record the customer
parameters.
Note: If the customer passwords are not available
proceed to Troubleshooting, “Customer Passwords”
for details that are related to customer passwords.
d. Record ECM lifetime totals. Use the
Troubleshooting, “Customer Specified
Parameters Worksheet (Current Totals
Worksheet)” to record the ECM lifetime totals.
e. Record the mileage from the vehicle odometer.
f. Record any logged diagnostic codes.
g. Use the “Copy Configuration/ECM
Replacement” feature that is found under the
“Service” menu on Cat ET. Select “Load from
ECM” in order to copy the configuration data
from the suspect ECM.
Note: If the “Copy Configuration” process fails and
the parameters were not obtained in Step 1.b, the
parameters must be obtained elsewhere. Some of
the system configuration parameters are stamped on
the engine information plate. Most of the parameters
must be obtained from the factory. Parameters that
are related to customer specified parameters must
be obtained from the customer or from the Original
Equipment Manufacturer (OEM).
SENR9517-19
2. Remove the ECM:
a. Turn the keyswitch to the OFF position.
b. Disconnect the P1 and P2 connectors from the
ECM.
NOTICE
Use a suitable container to catch any fuel that might
spill. Clean up any spilled fuel immediately.
NOTICE
Do not allow dirt to enter the fuel system. Thoroughly
clean the area around a fuel system component that
will be disconnected. Fit a suitable cover over discon-
nected fuel system component.
c. Remove the fuel lines (if equipped) from the
ECM.
d. Disconnect the ECM ground strap.
e. Remove the mounting bolts from the ECM.
3. Install the replacement ECM:
a. Use the old mounting hardware to install the
replacement ECM.
b. Connect the fuel lines (if equipped).
Note: Verify that the fuel lines are installed correctly.
The fuel lines must not put tension on the ECM .
Rubber grommets are used to protect the ECM from
excessive vibration. The ECM should move slightly in
the rubber grommets. If the ECM cannot be moved
slightly, check that the fuel lines are not pulling the
ECM against one side of the grommets.
c. Connect the ECM ground strap.
d. Connect the P1 and P2 connectors. Tighten
the ECM connector (allen head screw) to
the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for the correct
torque value.
4. Configure the replacement ECM:
a. Flash program the latest available flash file
into the ECM. Refer to Troubleshooting, “Flash
Programming” for the correct procedure.
b. Use Cat ET to match the engine application
and the interlock code if the replacement ECM
was used for a different application.
SENR9517-19 21
Troubleshooting Section

c. If the “Copy Configuration” process from i02469312

Step 1.b was successful, return to the “Copy
Configuration/ECM Replacement” screen on Sensors and Electrical
Cat ET and select “Program ECM”. Proceed to Connectors
Step 4.e when programming is complete.
SMCS Code: 1439; 7553-WW
d. If the “Copy Configuration” process from Step
1.b was unsuccessful, manually program the Table 7
ECM parameters. The parameters must match
Connector Function
the parameters from Step 1.b.
J1/P1 Electronic Control Module (ECM)
e. Program the engine monitoring system, if Connector
necessary. J2/P2 ECM Connector
f. Calibrate the engine speed/timing if there is J100/P100 Engine Coolant Temperature Sensor
a diagnostic code for speed/timing sensor Connector
calibration. Refer to Troubleshooting, “Engine J103/P103 Air Inlet Temperature Sensor Connector
Speed/Timing Sensor - Calibrate”.
J200/P200 Boost Pressure Sensor Connector
J201/P201 Engine Oil Pressure Sensor Connector
J203/P203 Atmospheric Pressure Sensor
Connector
J204/P204 Injection Actuation Pressure Sensor
Connector
J209/P209 Fuel Pressure Sensor Connector
J300/P300 Injector Valve Cover Entry Connector
J301/P301 Injector Solenoid Connector (cylinder 1)
J302/P302 Injector Solenoid Connector (cylinder 2)
J303/P303 Injector Solenoid Connector (cylinder 3)
J304/P304 Injector Solenoid Connector (cylinder 4)
J305/P305 Injector Solenoid Connector (cylinder 5)
J306/P306 Injector Solenoid Connector (cylinder 6)
J400/P400 Engine Timing Calibration Probe
Connector
J401/P401 Primary Engine Speed/Timing Sensor
Connector
J402/P402 Secondary Engine Speed/Timing
Sensor Connector
J403/P403 Accelerator Pedal Position Sensor
Connector
J500/P500 Injection Actuation Pressure Control
Valve Connector
J501/P501 Air Inlet Heater Relay Connector
J511/P511 Wastegate Control Solenoid Connector
J648/P648 Air Inlet Heater Lamp Connector
J802/P802 Engine Oil Level Switch Connector
22 SENR9517-19
Troubleshooting Section

g01231419
Illustration 10
Diagram of components for C7 and C9 engines
SENR9517-19 23
Troubleshooting Section

C7 Engines

g01114317
Illustration 11
Typical view of the left side of the C7 engine
(1) Fuel pressure sensor (if equipped) (6) Air inlet temperature sensor (13) Engine oil level switch
(2) J500/P500 Injection actuation pressure (7) Atmospheric pressure sensor (14) J2/P2 ECM connector
control valve connector (8) Boost pressure sensor (15) ECM
(3) Injection actuation pressure sensor (9) Wastegate control solenoid (16) J1/P1 ECM connector
(4) Engine coolant temperature sensor (10) Primary engine speed/timing sensor
(5) J300/P300 Injector valve cover entry (11) Secondary engine speed/timing sensor
connector (12) Engine oil pressure sensor
24
Troubleshooting Section
C9 Engines
Illustration 12
Typical view of the left side of the C9 engine
(1) Engine coolant temperature sensor
(2) Fuel pressure sensor (if equipped)
(3) J500/P500 Injection actuation pressure
control valve connector
(4) Injection actuation pressure sensor
(5) Boost pressure sensor
(6) Air inlet temperature sensor
(7) J300/P300 Injector valve cover entry
connector
(8) Atmospheric pressure sensor
(9) Wastegate control solenoid
(10) Primary engine speed/timing sensor
SENR9517-19
g01165339
(11) Secondary engine speed/timing sensor
(12) Engine oil pressure sensor (option)
(13) J2/P2 ECM connector
(14) ECM
(15) J1/P1 ECM connector
SENR9517-19
Programming Parameters
i02305999
Programming Parameters
SMCS Code: 1901
Programmable parameters affect the operation of the
engine. The parameters are stored in the Engine
Control Module (ECM).
The parameters are divided into two different types:
Customer Specified Parameters – Customer
specified parameters allow the vehicle owner to
influence the operating technique of the driver.
Customer passwords may be required to change the
values of customer specified parameters. Refer to
Troubleshooting, “Customer Specified Parameters”
for additional information.
System Configuration Parameters – System
configuration parameters affect the emissions of the
engine or the power of the engine. Factory passwords
may be required to change the values of system
configuration parameters. Refer to Troubleshooting,
“System Configuration Parameters” for additional
information.
i02552077
Test ECM Mode
SMCS Code: 1901
“Test ECM Mode” is a feature that can be used to
help troubleshoot an engine that may have a problem
with the Engine Control Module (ECM). This feature
allows a standard ECM to be used as a test ECM.
This feature eliminates the need to stock a test ECM.
1. Obtain the latest available flash file for the engine.
Note: If a newer software version is available for the
engine, install the newest software on the suspect
ECM. If the new software does not fix the problem
continue with this procedure.
2. Use the “Copy Configuration” feature on the
Caterpillar Electronic Technician (ET) to copy the
parameters from the suspect ECM.
Note: If the “ECM Replacement” feature cannot
be used, record the programmed values into the
“Customer Specified Parameters Worksheet”. Also
record the system configuration parameters.
3. Disconnect the suspect ECM. Temporarily connect
the test ECM to the engine. Do not mount the test
ECM on the engine.
25
Troubleshooting Section
4. Flash program the test ECM with the latest
available flash file.
5. Start the “Test ECM Mode” on Cat ET. Access the
feature through the “Service” menu. Cat ET will
display the status of the test ECM and the hours
that are remaining for the “Test ECM Mode”.
Note: “Test ECM Mode” can only be activated if
the engine serial number has not already been
programmed during normal operation of the ECM.
If the engine serial number is programmed and the
ECM is not in “Test ECM Mode”, the ECM can never
be used as a test ECM.
6. Use the “Copy Configuration” feature on Cat ET to
program the test ECM.
Note: If the “ECM Replacement” feature can not be
used, program the test ECM with the values from the
“Customer Specified Parameters Worksheet” and the
values from the System Configuration Parameters.
7. Program the engine serial number into the test
ECM.
Note: The “Test ECM Mode” must be activated
before the engine serial number is programmed into
the ECM.
8. Verify that the test ECM fixes the problem.
When the “Test ECM Mode” is activated, an internal
timer sets a 24 hour clock. This clock counts down
only while the ECM is powered and the keyswitch is
in the ON position. After the ECM has counted down
the 24 hour period, the ECM exits the “Test ECM
Mode”. The parameters, the accumulated mileage,
and the engine serial number are set.
If the test ECM fixes the problem, the vehicle can be
released while the “Test ECM Mode” is still active.
Once an ECM has been activated in the “Test ECM
Mode”, the ECM stays in the “Test ECM Mode” until
the timer times out. If the ECM is used as a test ECM
for more than one engine, the “Test ECM Mode” must
be reactivated. Anytime prior to the “Test ECM Mode”
timing out, the ECM can be reset to 24 hours by
starting the “Test ECM Mode” on Cat ET.
26
Troubleshooting Section
i03502923
Customer Passwords
SMCS Code: 0785
Customer passwords may be used to protect
customer parameters from being changed. Caterpillar
Electronic Technician (ET) can be used to change
certain parameters. There are some parameters that
cannot be changed and there are some applications
that do not allow any changes to the programmable
monitoring system. The passwords are programmed
into the Electronic Control Module (ECM) with
the Cat ET. One password may be programmed
or both passwords may be programmed. If
customer passwords are not programmed, customer
parameters may be changed by anyone.
To obtain customer passwords, contact the owner of
the engine. If the owner has forgotten the customer
passwords, customer passwords may be read by
using Cat ET. Factory passwords are required in
order to read customer passwords.
Use the following procedure in order to read customer
passwords with Cat ET:
1. Select the “Information” menu. Then select
“Passwords”.
2. When the “Factory Password” screen appears,
record the information that is listed on the “Factory
Passwords Worksheet”. Refer to programming
parameters Troubleshooting, “Factory Passwords
Worksheet” for additional information.
3. Obtain the factory passwords. The information
that is recorded on the “Factory Passwords
Worksheet” must be provided. When you obtain
the factory passwords, a permanent record of your
access is generated at Caterpillar.
4. From the “Factory Password” screen, enter the
factory passwords.
5. When the “Read Customer Passwords” screen
appears, record the customer passwords. The
customer passwords may then be used to change
parameters that are customer programmable.
SENR9517-19
i02306136
ECM Date/Time Stamped
Information
SMCS Code: 0785
ECM Date/Time Clock
The Electronic Control Module (ECM) contains a
Date/Time Clock. Typically, the Date/Time Clock
indicates the time of day and the date. The clock is
used to time stamp the following diagnostic event
codes:
• 84-00 Vehicle Overspeed Warning
• 84-14 Quick Stop Occurrence
• 94-01 Low Fuel Pressure
• 100-11 Very Low Oil Pressure
• 110-11 Very High Coolant Temperature
• 111-11 Very Low Coolant Level
• 190-00 Engine Overspeed Warning
The ECM also attaches a time stamp to each
snapshot.
Adjustment of the ECM Date/Time Clock
Do not replace an ECM because of an incorrect
time of day. Do not change the ECM Date/Time
Clock just because the date or the time is incorrect.
Remember that the vehicle may be based in a
different time zone.
Before adjusting the ECM Date/Time Clock, ask
the owner/operator if the time stamped information
should be recorded. After the time stamped
information is recorded, clear the information before
adjusting the ECM Date/Time Clock. This is a very
important step if the adjustment of the clock is a big
adjustment. This will prevent unnecessary confusion
if someone else views the information at a later date.
Compare the current time of day on the ECM to the
time stamped information in the ECM in order to
determine the amount of time that has passed since
the occurrence of the time stamped event. Refer to
the following example:
The Caterpillar Electronic Technician (ET) indicates
that a diagnostic code occurred. The 190-00 Engine
Overspeed Warning occurred on 19 November 1998
at 10:30:46. Cat ET also indicates that the current
time of day in the ECM is 24 November 1998 at
11:20:58. This indicates that the problem occurred in
the past (approximately one week and 50 minutes).
SENR9517-19
The engine control module's time of day may
differ significantly from the current time of day. For
example, the month may be incorrect. In this case,
ensure that any important time stamped information
is recorded before the clock is adjusted. After
recording the information, clear the code or the
snapshot. Then adjust the clock.
Diagnostic Clock
Do not confuse the ECM Date/Time Clock with the
diagnostic clock. The diagnostic clock starts at zero
when battery power and the key switch input are first
applied to the ECM. Then, the diagnostic clock will
increment while the key switch and battery power are
applied to the ECM. The diagnostic clock is used to
time stamp diagnostic codes and event codes.
Logged diagnostic codes and logged event codes
display the diagnostic clock hour of the first
occurrence and the last occurrence and the total
number of occurrences.
Total Time
The “Total Time” is the total cumulative time of engine
operation. The “Total Time” can be obtained from the
“Current Totals” menu of Cat ET.
i02551950
ECM Snapshot
SMCS Code: 0785
The Engine Control Module (ECM) can record a
snapshot of certain engine parameters and certain
vehicle parameters. The snapshot records the
parameters for a period of 13 seconds that surround
an event. The following events trigger snapshots:
• Certain diagnostic codes
• Operator request
• Quick Stop event
The ECM can store a maximum of two snapshots that
are triggered by a diagnostic code, two snapshots
that are triggered manually, and one Quick Stop
snapshot. The snapshots are stored in a circular
buffer. The newest snapshot will replace the oldest
snapshot.
The ECM stores the snapshots in memory. Snapshots
are maintained by the internal battery in the ECM until
the snapshots are cleared. The following conditions
will clear a snapshot:
• Operator request via the Caterpillar Electronic
Technician (ET)
27
Troubleshooting Section
• The snapshot has been stored for 100 hours.
Snapshot That is Triggered by a
Diagnostic Code
When certain diagnostic codes occur the ECM
records many of the status parameters that
are available on Cat ET. The ECM records this
information for approximately nine seconds before
the code occurs and approximately four seconds
after the code occurs.
Snapshot That is Triggered by the
Operator
A snapshot can be triggered by the operator by
using the Cruise Control Set/Resume Switch, or
by using Cat ET. Use the following procedure in
order to trigger the snapshot with the Cruise Control
Set/Resume Switch:
Illustration 13
g00627693
(1) OFF position
(2) SET position
(3) RESUME position
1. Toggle the switch quickly from the OFF position
(1) to the SET position (2).
2. Toggle the switch quickly from the SET position
(2) to the RESUME position (3).
3. Toggle the switch quickly from the RESUME
position (3) back to the OFF position (1).
Note: All three steps must occur within a one second
time period in order to take a snapshot. Performing
the steps in the reverse order also triggers a
snapshot.
On Cat ET, the snapshot can be triggered from the
Snapshot Recorder Tool. Refer to the instructions on
the screen or the system's documentation for help.
28
Troubleshooting Section
Snapshot That is Triggered by a
Quick Stop
A snapshot can also be recorded for a Quick Stop
event if the customer parameter is programmed. The
ECM stores the number of occurrences of the Quick
Stop event and a snapshot of the latest occurrence.
One data record is kept for the most recent Quick
Stop event. The previous record is replaced by the
most recent record.
Each Quick Stop record contains 60 frames of
information. Frame 45 is the Quick Stop event. The
record contains 44 frames before the Quick Stop
event and 15 frames after the Quick Stop event.
Each frame is separated by one second. Each frame
of the Quick Stop record stores the following data:
• Engine RPM
• Throttle Position
• Clutch Switch
• Vehicle Speed
• Cruise Status
• Brake Switch
Use of Snapshot Data
Use snapshot data only to help determine
engine/vehicle operating conditions when an
intermittent problem occurs. If an intermittent
diagnostic code is causing problems, use the
snapshot data. Snapshot data can be used to
determine whether the problem occurs under specific
circumstances. The following list contains examples
of specific circumstances:
• Engine rpm
• Range of vehicle speeds
• Range of coolant temperatures
Use the snapshot data in order to determine the
operating conditions that were present during the
event. Attempt to duplicate the conditions in order
to get the code to recur.
SENR9517-19
Do not replace electronic components only
because of snapshot data. If too much emphasis
is put on snapshot data, the result could be a
misdiagnosed root cause. Also when snapshot
data that is triggered by a diagnostic code is being
viewed, the ECM sets a sensor value with an active
diagnostic code to a default value when the code
is active. This is the reason that the sensor value
suddenly jumps to a specific value at the trigger point
and the sensor value remains at the specific value for
the rest of the snapshot frames.
i02297862
Factory Passwords
SMCS Code: 0785
NOTICE
Operating the engine with a flash file not designed for
that engine will damage the engine. Be sure the flash
file is correct for your engine.
Note: Factory passwords are provided only to
Caterpillar dealers.
Factory passwords are required to perform each of
the following functions:
• Program a new Electronic Control Module (ECM).
When an ECM is replaced, the system configuration
parameters must be programmed into the new
ECM. A new ECM will allow these parameters to
be programmed once without factory passwords.
After the initial programming, some parameters are
protected by factory passwords.
• Rerate the engine.
This may require changing the interlock code,
which is protected by factory passwords. This
includes the rerate of the multitorque parameter
for the engine.
• Clear engine events and certain diagnostic codes.
Most engine events require factory passwords in
order to clear the code from ECM memory. Clear
these codes only when you are certain that the
problem has been corrected. For example, the
190-00 Engine Overspeed Warning requires the
use of factory passwords in order to clear the code
from ECM memory. Factory passwords must also
be obtained in order to clear a 252-11 Incorrect
Engine Software (59) from memory.
SENR9517-19
• Read customer passwords.
If the customer passwords are lost, the customer
will not be able to change customer parameters.
The factory passwords must be obtained in order to
read the customer passwords from ECM memory.
• Unlock parameters.
Factory passwords are required in order to unlock
certain system configuration parameters and
customer parameters. If this occasion arises,
Cat ET will request factory passwords before the
changes are allowed.
Note: The “Customer Parameter Lockout” may
restrict changing some customer parameters unless
factory passwords are obtained. If changing a
customer parameter indicates that the factory
passwords are required, the parameter has been
locked out. Refer to Troubleshooting, “Customer
Specified Parameters” for additional information.
Since factory passwords contain alphabetic
characters, the Caterpillar Electronic Technician (ET)
must be used to perform these functions. In order to
obtain factory passwords, proceed as if you already
have the password. If factory passwords are needed,
Cat ET will request the factory passwords and
Cat ET will display the information that is required
to obtain the passwords. For the worksheet that
is used for acquiring factory passwords, refer to
Troubleshooting, “Factory Passwords Worksheet”.
i02419726
Flash Programming
SMCS Code: 1901-591
Flash Programming – This is a method of
programming or updating the flash file in an engine's
Electronic Control Module (ECM).
Caterpillar Electronic Technician (ET) is used to flash
program a file into the memory of the engine's ECM.
If you do not have the flash file, use the “Flash File
Search” tool on the Service Technician Workbench
(STW) to obtain the flash file for your engine.
Alternatively, use the “Service Software Files” feature
on SIS Web to obtain the flash file for your engine.
You must have the engine serial number in order to
search for the flash file. After locating the correct
flash file, download the flash file to your PC. Write
down the name of the flash file for future reference.
Programming a Flash File
1. Establish communication between Cat ET and the
engine's ECM.
29
Troubleshooting Section
2. Select “WinFlash” from the “Utilities” menu on Cat
ET.
Note: If “WinFlash” will not communicate with the
ECM, refer to troubleshooting without a diagnostic
code Troubleshooting, “Electronic Service Tool Will
Not Communicate with ECM”.
3. Program the flash file into the ECM.
a. Select the engine ECM under the “Detected
ECMs”.
b. Press the “Browse” button in order to select the
name of the flash file that will be programmed
into the ECM.
c. When the correct flash file is selected, press
the “Open” button.
d. Verify that the “File Values” match the
application. If the “File Values” do not match
the application, obtain the correct flash file.
e. When the correct flash file is selected, press
the “Begin Flash” button.
f. Cat ET will indicate when flash programming
has been successfully completed.
4. Start the engine and check for proper operation.
Repair any active diagnostic or event codes.
“WinFlash” Error Messages
If you receive any error messages during flash
programming, click on the “Cancel” button in order
to stop the process. Access the information about
the “ECM Summary” under the “Information” menu.
Make sure that you are flashing the correct file for
your engine.
i02502741
Injector Trim File
SMCS Code: 1290
The Caterpillar Electronic Technician (ET) is used to
load the injector trim files into the Electronic Control
Module (ECM).
The injector trim files must be loaded into the ECM if
any of the following conditions occur:
• An injector is replaced.
• The ECM is replaced.
• A 253-02 diagnostic code is active.
• Injectors are exchanged between cylinders.
30
Troubleshooting Section
Exchanging Injectors
Exchanging injectors can help determine if a
combustion problem is in the injector or in the
cylinder. If two injectors that are currently installed
in the engine are exchanged between cylinders,
the injector trim files can also be exchanged. Press
the “Exchange” button at the bottom of the “Injector
Trim Calibration” screen on Cat ET. Select the two
injectors that will be exchanged and press the “OK”
button. The tattletale for the injectors that were
exchanged will increase by one.
Note: The injector serial number and the injector
confirmation code are located on the injector. Cat ET
may require the entry of injector confirmation code
during this process. Cat ET will prompt you for the
code, if necessary.
1. Record the injector serial number and the injector
confirmation code for each injector.
2. Click on “Service Software Files” in SIS Web.
3. Enter the serial number for the injector in the
search field.
4. Download the injector trim file to the PC. Repeat
this procedure for each injector, as required.
5. Connect Cat ET to the service tool connector.
Refer to Troubleshooting, “Electronic Service
Tools” for details.
6. Turn the keyswitch to the ON position.
7. Select the following menu options on Cat ET:
• “Service”
• “Calibrations”
• “Injector Trim Calibration”
8. Select the appropriate cylinder.
9. Click on the “Change” button.
10. Select the appropriate injector trim file from the
PC.
11. Click on the “Open” button.
12. If you are prompted by Cat ET, enter the injector
confirmation code into the field.
13. Click on the “OK” button.
The injector trim file is loaded into the ECM.
14. Repeat the procedure for each cylinder, as
required.
SENR9517-19
i02278907
Service Information Report
SMCS Code: 0336
After verifying the correct repair has been performed
on the engine, it is critical to provide brief, detailed
information. This information helps Caterpillar better
serve you and the customer.
Recommendations
Customer's Complaint
Obtain as much information from the customer
as possible. Investigate any written information
that is available and document any information
that is gathered from the customer. The following
information is of particular importance:
• Indicate if the diagnostic lamp was flashing.
• Indicate if the warning lamp was flashing, or if the
lamp was on continuously.
• Indicate the symptoms of engine operation that are
present.
Be as specific as possible.
Cause of Failure
Comments on the cause of failure should include
the number of diagnostic codes that were logged.
Comments should also indicate if the code was an
active code. Indicate the source of the problem. Also
indicate the method that was used to discover the
problem. Examples of the methods that were used to
discover the problem could be one of the following
methods:
• A specific procedure in the manual was followed.
• A visual inspection indicated that wire abrasion on
the engine harness existed.
• An engine dynamometer test indicated that the
power was below the specification at 1700 rpm
due to the loss of the no. 4 injector and an engine
dynamometer test indicated that the power was
below the specification at all engine speeds above
1700 rpm due to the loss of the no. 4 injector.
Be as specific as possible.
Repair Procedure
Comments on the repair procedure should include
the following types of information:
• The wiring harness was repaired.
SENR9517-19 31
Troubleshooting Section

• The Full Load Setting (FLS) was changed per the

factory's instructions.

Be as specific as possible.
32 SENR9517-19
Troubleshooting Section

Customer Specified A locked out parameter also provides an audit trail.

The audit trail can be used to determine the following
Parameters information:

• Time of change
i02194925

Customer Specified • Operator during change

Parameters The following customer parameters are available for
lockout:
SMCS Code: 1901
• “A/C Pressure Switch Fan-On Time”
Customer specified parameters allow the vehicle
owner to influence the operating technique of a driver. • “Battery Monitor and Engine Control Voltage ”
Some parameters may affect engine operation in a
way that would not be expected by an inadequately • “Battery Monitor and Low Idle Engine Speed”
trained driver. These parameters may lead to power
or performance complaints even though the engine's • “High Cruise Control Speed Set Limit”
performance is within the engine performance
specification. • “High Speed Range Axle Ratio”
Customer parameters may be changed repeatedly • “Low Speed Range Axle Ratio”
as a customer's operation changes or as new drivers
are assigned to a truck. Customer passwords may be • “Max PTO Vehicle Speed”
required to change these parameters.
• “Soft Vehicle Speed Limit”
The following information is a brief description of
the customer specified parameters. The following • “Top Engine Limit”
parameter values are included with the descriptions:
• “Transmission Style”
• Minimum
• “Two Speed Axle Switch”
• Maximum
• “Vehicle ID”
• Default
• “Vehicle Speed Cal (J1939-ABS)”
The tables show values in an approximate range for
metric units that is followed by the metric conversion • “Vehicle Speed Cal (J1939-Trans)”
to English units. The exact range of the parameter in
metric units depends on the service tool that is being • “Vehicle Speed+ Calibration”
used. Each tool may use slightly different conversion
factors. • “Vehicle Speed Limit”

Customer Parameter Lockout • “VSL Protection”

When an attempt to change a locked out parameter
The customer parameter lockout is available in order
occurs, the “Factory Password” screen will come
to restrict access to changing some of the available
up. If changing the parameter is required, follow the
parameters. Locking out a parameter requires
instructions on the service tool display.
customer passwords (if used). Once a parameter is
locked out, factory passwords are required to change
Factory passwords are also required to change a
the parameter. Also, once a parameter is locked
parameter from a locked parameter to an unlocked
out, factory passwords are required to unlock the
parameter. If more than one parameter is locked out,
parameter.
and each one needs to be unlocked, one factory
password is required.
If a lockable parameter is not locked out, factory
passwords are not required. A locked out parameter
restricts the parameter from being changed directly
by the customer. This helps vehicle owners that
are encountering problems with operators that are
obtaining customer passwords and altering some of
these parameters.
SENR9517-19 33
Troubleshooting Section

i02195048

Customer Specified
Parameters Table
SMCS Code: 1901

Table 8
Customer Specified Parameters
ECM Parameter Possible Values Default Value
Engine Rating Parameter
“Rating Number” Dependent on engine power -

Vehicle ID
“Vehicle ID” 17 Digits Not Programmed
Available characters are dependent on
the service tool that is used.
+Truck Manufacturer
“Truck Manufacturer” GM Not Programmed
(C7 Engines) Other
“Truck Model Type” GM 530/540 GM 530/540
(C7 Engines) GMT-560
Vehicle Speed Parameters
“Vehicle Speed Calibration” GM: 2485 to 238080 PPKM 19884 PPKM (32000 PPM)
(4000 to 384000 PPM) Not Programmed
Other: 2485 to 238080 PPKM
(4000 to 384000 PPM)
“Vehicle Speed CAL (J1939-Trans)” 0 to 43000 rev per km (0 to 65000 Not Programmed
rev per mile)
“Vehicle Speed CAL (J1939-ABS)” 0 to 6.550 Not Programmed
“Vehicle Speed Limit (VSL)” GM: 48 to 121 km/h (30 to 75 mph) GM: 121 km/h (75 mph)
Other: 48 to 204 km/h (30 to 127 mph) Other: 204 km/h (127 mph)
“VSL Protection” 1700 to TEL rpm TEL rpm
“Tachometer Calibration” (2.0 to 500.0 PPR) GM 530/540: (17.5 PPR)
GMT-560: (2.0 PPR)
Other: (134.0 PPR)
“Soft Vehicle Speed Limit” Yes No
No
“Low Speed Range Axle Ratio” 0.00 to 19.99 0.00
“High Speed Range Axle Ratio” 0.0 to 9.99 0.00
Cruise Control Parameters
“Low Cruise Control Speed Set Limit” GM: 40 to 121 km/h (25 to 75 mph) GM: 40 km/h (25 mph)
Other: 24 to 204 km/h (15 to 127 mph) Other: 204 km/h (127 mph)
“High Cruise Control Speed Set Limit” GM: 48 to 121 km/h (30 to 75 mph) GM: 121 km/h (75 mph)
Other: 32 to 204 km/h (20 to 127 mph) Other: 204 km/h (127 mph)
“Engine Brake Mode” Coast Manual
Latch
Manual
“Cruise/Idle/PTO Switch Configuration” Set/Decel-Res/Accel GM: Set/Decel
Set/Accel-Res/Decel Other: Set/Accel
“Soft Cruise Control” Yes GM: No
No Other: Yes
(continued)
34 SENR9517-19
Troubleshooting Section

(Table 8, contd)
Customer Specified Parameters
ECM Parameter Possible Values Default Value
“Auto Retarder in Cruise (0 = Off)” 5 to 16 km/h (3 to 10 mph) 0 km/h (0 mph)
Idle Parameters
“Idle Vehicle Speed Limit” 2 to 24 km/h (1 to 15 mph) 2 km/h (1 mph)
“Idle RPM Limit” 700 to TEL rpm TEL rpm
“Idle/PTO RPM Ramp Rate” (5 to 1000 rpm/sec) (50 rpm/sec)
“Idle/PTO Bump RPM” 5 to 500 rpm 20 rpm
“Fast Idle RPM 1” 700 to TEL rpm 1000 rpm
“Fast Idle RPM 2” 700 to TEL rpm 0 rpm
“Warm up Mode Idle Speed” 700 to 1400 rpm 1000 rpm
PTO Parameters
“PTO Configuration” Off Off
Cab Switches
Remote Switches
Remote Throttle
“PTO Top Engine Limit” 700 to TEL rpm TEL rpm
“PTO Engine RPM Set Speed” Low idle to PTO TEL rpm 0 rpm
“PTO Engine RPM Set Speed A” Low Idle to PTO TEL rpm 0 rpm
“PTO Engine RPM Set Speed B” Low Idle to PTO TEL rpm 0 rpm
“PTO to Set Speed” Yes No
No
“Maximum PTO Enable Speed” 700 to TEL rpm TEL rpm
“PTO Cab Controls RPM Limit” Low idle rpm TEL rpm
TEL rpm
PTO TEL rpm
“PTO Kickout Vehicle Speed Limit” 2 to 204 km/h (1 to 127 mph) 2 km/h (1 mph)
Maximum PTO Vehicle Speed 5 to 204 km/h (3 to 127 mph) 204 km/h (127 mph)
“Torque Limit” 135 N·m (100 lb ft) to Rated Torque 2712 N·m (2000 lb ft)
“PTO Shutdown Time” 3 to 1440 minutes 0 minutes
“PTO Activates Cooling Fan” Normal Normal
Continuous
Exhaust Brake Options
“Exhaust Brake Warm Up Enable” None GM 530/540: Exhaust Brake Only
Warm Up Only GMT-560: None
Exhaust Brake Only Other: Exhaust Brake Only
Exhaust Brake & Warm Up
Engine/Gear Speed Limit Parameters
“Lower Gears Engine RPM Limit” 1500 to TEL rpm TEL rpm
“Lower Gears Turn Off Speed” 2 to 24 km/h (1 to 15 mph) 2 km/h (1 mph)
“Intermediate Gears Engine RPM Limit” 1500 to TEL rpm TEL rpm
“Intermediate Gears Turn Off Speed” 16 to 80 km/h (10 to 50 mph) 16 km/h (10 mph)
“Gear Down Protection RPM Limit” 1700 to TEL rpm TEL rpm
“Gear Down Protection Turn On Speed” GM: 48 to 121 km/h (30 to 75 mph) GM: 121 km/h (75 mph)
Other: 48 to 204 km/h (30 to 127 mph) Other: 204 km/h (127 mph)
(continued)
SENR9517-19 35
Troubleshooting Section

(Table 8, contd)
Customer Specified Parameters
ECM Parameter Possible Values Default Value
“Top Engine Limit (TEL)” Dependent on the engine and the rating Dependent on the engine rating
“Low Idle Engine RPM” 700 to 800 rpm 700 rpm
“Transmission Style” GM: Universal GM 530/540: Universal
Manual Option 1 GMT-560: Manual Option 2
GM: Manual Option 2 Other: Manual Option 1
Automatic Option 1
Automatic Option 2
Automatic Option 3
Automatic Option 4
AT/MT/HT Option 1
AT/MT/HT Option 2
AT/MT/HT Option 3
AT/MT/HT Option 4
“AT/MT/HT Part Throttle Shift Speed” Low (80% Enable/65% Disabel) High (60% Enable/45% Disable)
Medium (70% Enable/55% Disable)
High (60% Enable/45% Disable)
“Starting Aid Output” Automatic Off
Off
“Governor Type” Min/Max Full Range
Min/Max with Speed Control
Full Range
Smart Idle Parameters
“Battery Monitor & Engine Control 0 to 25.5 Volts GM 530/540: 0 Volts
Voltage” GMT-560: 11.5 Volts
Other: 0 Volts
“Battery Monitor Low Idle Speed 700 to TEL rpm 1000 rpm
Monitor”
Timer Parameters
“Idle Shutdown Time” 3 to 1440 minutes 0 minutes
“Allow Idle Shutdown Override” Yes Yes
No
“A/C Switch Fan-On Time” 0 to 600 seconds 0 seconds
“Fan with Engine Brake On” Yes Yes
No
Engine Monitoring Parameters
“Engine Monitoring Mode” Warning GM 530/540: Warning
Shutdown GMT-560: Derate
Derate Other: Warning
“Engine Monitoring Lamps” GM 530/540: Warning Lamp GM 530/540: Warning Lamp
(GM 530/540 & Other) Other Other: Warning Lamp
GM 530/540: High Coolant Temp
Warning Lamp
Other: Option 1
“Coolant Level Sensor” No GM 530/540: No
4 Pin GMT-560: 2-Pin Switch
GMT-560: 2-pin switch Other: No
Other: 2 Wire Float Sensor
“Engine Oil Pressure Sensor” Installed GM 530/540: Not Installed
Not Installed GMT-560: Installed
Other: Not Installed
(continued)
36 SENR9517-19
Troubleshooting Section

(Table 8, contd)
Customer Specified Parameters
ECM Parameter Possible Values Default Value
“Engine Oil Pressure Sensor” Installed GM 530/540: Not Installed
Not Installed GMT-560: Installed
Other: Not Installed
“Fuel Pressure Sensor” Installed Installed
Not Installed
“Oil Level Switch” Installed GMT-560: Installed
(GMT-560) Not Installed
Maintenance Parameters
“Maintenance Indicator Mode” OFF GM 530/540: Off
Manual Distance GMT-560: Automatic Distance
Manual Hours Other: Off
Automatic Distance
Automatic Hours
“PM 1 Interval (Manual Maintenance Manual Distance: 8050 to 56325 km GM 530/540: 1900 kilometers
Indicator Mode)” (5000 to 35000 miles) (1200 miles) or 250 hours
Manual Hours: 100 to 750 hours GMT-560: 1900 kilometers (1200 miles)
or 250 hours
Other: 24140 km (15000 miles)
“Engine Oil Capacity” 19 to 57 L (20 to 60 qt) GM 530/540: 21 L (22 qt)
GMT-560: 21 L (22 qt)
Other: 31 L (33 qt)
Trip Parameters
“Dash - PM 1 Reset” Yes GM 530/540: No
No GMT-560: Yes
Other: No
“Dash - Customer Parameters” Yes No
No
“Theft Deterrent System Control” Yes No
No
Auto-Enable
“Theft Deterrent Password” Four Characters 0000
Available characters are dependent on
the service tool that is used.
“Quick Stop Rate” 0 to 205 km/h (0 to 128 mph) per second 0 km/h (0 mph) per second
Input Selections
“Fan Override Switch” None None
J1939 Body Controller
J1939 Cab Controller
J1939 Instrument Cluster
“Transmission Neutral Switch” J1/P1:62 J1/P1:62
J1939
“Exhaust Brake Switch” None None
J1/P1:16
J1939 Body Controller
J1939 Cab Controller
J1939 Instrument Cluster
“Ignore Brake/Clutch Switch” None None
J1/P1:47
“2-Speed Axle Switch” None None
J1/P1:6
(continued)
SENR9517-19 37
Troubleshooting Section

(Table 8, contd)
Customer Specified Parameters
ECM Parameter Possible Values Default Value
“Vehicle Speed Input” None J1/P1:32 & J1/P1:33
J1/P1:32 & J1/P1:33
J1939-ABS
J1939-Trans
“PTO On/Off Switch” J1/P1:56 J1/P1:56
J1939 Body Controller
J1939 Cab Controller
J1939 Instrument Cluster
“Remote PTO Set Switch” None J1/P1:58
J1/P1:58
J1939 Body Controller
J1939 Cab Controller
J1939 Instrument Cluster
“Remote PTO Resume Switch” None J1/P1:60
J1/P1:60
J1939 Body Controller
J1939 Cab Controller
J1939 Instrument Cluster
“PTO Engine Shutdown Switch” None None
J1/P1:7
J1/P1:23
“Torque Limit Switch” None None
J1/P1:7
J1/P1:23
“PTO Engine RPM Set Speed Input A” None None
J1/P1:46
J1939 Body Controller
J1939 Cab Controller
J1939 Instrument Cluster
“PTO Engine RPM Set Speed Input B” None None
J1/P1:7
J1/P1:23
“Diagnostic Enable” None None
J1/P1:46
J1939 Body Controller
J1939 Cab Controller
J1939 Instrument Cluster
“Cruise Control On/Off Switch” J1/P1:59 J1/P1:59
J1939 Body Controller
J1939 Cab Controller
J1939 Instrument Cluster
“Cruise Control Set/Resume/Accel/ J1/P1:35 & J1/P1:44 J1/P1:35 & J1/P1:44
Decel Switch” J1939 Body Controller
J1939 Cab Controller
J1939 Instrument Cluster
“Cruise Control Pause Switch” None None
J1939 Body Controller
J1939 Cab Controller
J1939 Instrument Cluster
“Clutch Pedal Position Switch” J1/P1:22 J1/P1:22
J1939 Body Controller
J1939 Cab Controller
J1939 Instrument Cluster
(continued)
38 SENR9517-19
Troubleshooting Section

(Table 8, contd)
Customer Specified Parameters
ECM Parameter Possible Values Default Value
“Service Brake Pedal Position Switch J1/P1:45 J1/P1:45
#1” J1939 Body Controller
J1939 Cab Controller
J1939 Instrument Cluster
“Accelerator Pedal Position” J1/P1:66 J1/P1:66
“A/C High Pressure Switch” None J1/P1:41
(GM 530/540 & Other) J1/P1:41 GM 530/540: J1/P1:41
“A/C Fan Request Switch” None GM 530/540: J1/P1:62
(GM 530/540) J1/P1:41
J1/P1:62
Output Selections
“Fan Control Type” None None
On/Off PWM
On/Off DC
Variable Speed Fan
Option S
“PTO Active Output Configuration” None None
J1/P1:19
“PTO Switch On Lamp” None J1/P1:30
J1/P1:30
Fast Idle Enable Lamp None GMT-560: J1/P1:21
(GMT-560 & Other) J1/P1:21 Other: J1/P1:31
J1/P1:31
“Wait To Start Lamp” None None
(Other) J1/P1:31
J1939
“Engine Running Output” None GMT-560: J1/P1:31
(GMT-560) J1/P1:31
“Change Oil Lamp” None None
J1/P1:30
“Primary Fuel Level Tank Capacity” None GMT-560: 190 L (50 US gal)
(GMT-560) 95 L (25 US gal)
130 L (35 US gal)
190 L (50 US gal)
“Secondary Fuel Level Tank Capacity” None GMT-560: None
(GMT-560) 95 L (25 US gal)
130 L (35 US gal)
190 L (50 US gal)
Customer Passwords
“Customer Password #1” 8 Characters Not Programmed
Available characters are dependent on
the service tool that is used.
“Customer Password #2” 8 Characters Not Programmed
Available characters are dependent on
the service tool that is used.
Data Link Parameters
“Powertrain Data Link” None GM 530/540: J1939
J1939 GMT-560: J1939
Other: None
SENR9517-19 39
Troubleshooting Section

i02374180 Table 14

Customer Specified Idle Parameters

Parameters Worksheet Idle Vehicle Speed Limit

Idle RPM Limit
SMCS Code: 1901
Idle/PTO RPM Ramp Rate
Table 9 (rpm/sec)

Selected Engine Rating Idle/PTO Bump RPM

Rating Number Fast Idle RPM (1)

Fast Idle RPM (2)
Table 10
Warm Up Mode Idle Speed
ECM Identification Parameters
Vehicle ID Table 15

Dedicated PTO Parameters

Table 11
PTO Configuration
Truck Manufacturer Parameters
PTO Top Engine Limit
Truck Manufacturer
PTO Engine RPM Set
Truck Model Type Speed
PTO Engine RPM Set
Table 12 Speed Input A
Vehicle Speed Parameters PTO Engine RPM Set
Vehicle Speed Calibration Speed Input B
(PPM) PTO to Set Speed
Vehicle Speed CAL Maximum PTO Enable
(J1939-Trans) Speed
Vehicle Speed CAL PTO Cab Throttle Control
(J1939-ABS) RPM Limit
Vehicle Speed Limit (VSL) PTO Kickout Vehicle
VSL Protection (rpm) Speed Limit

Tachometer Calibration Maximum PTO Vehicle

(PPR) Speed

Soft Vehicle Speed Limit Torque Limit

Low Speed Range Axle PTO Shutdown Time

Ratio PTO Activates Cooling Fan
High Speed Range Axle
Ratio Table 16

Exhaust Brake Options

Table 13
Exhaust Brake
Cruise Control Parameters Configuration
Low Cruise Control Speed
Set Limit
High Cruise Control Speed
Set Limit
Engine Brake Mode
Cruise/Idle/PTO Switch
Configuration
Soft Cruise Control
Auto Retarder in Cruise (0
= Off)
40 SENR9517-19
Troubleshooting Section

Table 17 Table 20
Engine/Gear Parameters Engine Monitoring Parameters
Lower Gears Engine RPM Engine Monitoring Mode
Limit
Engine Monitoring Lamps
Lower Gears Turn Off (GM only)
Speed
Engine Monitoring Lamps
Intermediate Gears Engine Option 1
RPM Limit (Other only)
Intermediate Gears Turn Coolant Level Sensor
Off Speed
Engine Oil Pressure
Gear Down Protection Sensor
RPM Limit
Fuel Pressure Sensor (if
Gear Down Protection equipped)
Turn On Speed
Oil Level Switch Installation
Top Engine Limit (TEL) Status
GMT-560 Only
Low Idle Engine rpm
Transmission Style Table 21
AT/MT/HT Part Throttle Maintenance Parameters
Shift Speed
Maintenance Indicator
Governor Type Mode
PM 1 Interval
Table 18 (Distance/Hrs.)
Smart Idle Parameters Engine Oil Capacity
Battery Monitor & Engine Quarts/Liters
Control Voltage
Table 22
Battery Monitor Low Idle
Speed Monitor Trip Parameters
Dash - PM 1 Reset
Table 19
Dash - Customer
Timer Parameters Parameters
Idle Shutdown Time Theft Deterrent Control
(minutes) System
Allow Idle Shutdown Theft Deterrent Password
Override
Quick Stop Rate
A/C Switch Fan-On Time
Fan with Engine Brake On
SENR9517-19 41
Troubleshooting Section

Table 23 Table 25
Input Selections Fuel Tank Parameters
Fan Override Switch Primary Fuel Level Tank
Size
Transmission Neutral GMT-560 Only
Switch
Secondary Fuel Level Tank
Exhaust Brake Switch Size
Ignore Brake/Clutch Switch GMT-560 Only

2-Speed Axle Switch

Table 26
Vehicle Speed Input Customer Passwords
PTO Engine Shutdown Customer Password (1)
Switch
Customer Password (2)
Torque Limit Switch
PTO Engine RPM Set Table 27
Speed Input A
Data Link Parameters
PTO Engine RPM Set
Speed Input B Power train Data Link

Diagnostic Enable
Cruise Control On/Off Current Totals Worksheet
Switch
Table 28
Cruise Control
Set/Resume Switch Lifetime Totals

Cruise Pause Switch Total Time

Clutch Pedal Position Total PTO Time

Switch Total Idle Time
Service Brake Pedal Total Distance
Position Switch #1
Total Fuel
Accelerator Pedal Position
Total PTO Fuel
A/C High Pressure Switch
Total Idle Fuel
A/C Fan Request Switch
GMT-560 Only
i02374186
Table 24
Output Selections
Cruise Control Parameters
Fan Control Type SMCS Code: 1901
PTO Active Output
Configuration “Low Cruise Control Speed Set
PTO Switch On Lamp Limit”
Fast Idle Enable Lamp
The “Low Cruise Control Speed Set Limit” parameter
Wait To Start Lamp defines the lowest vehicle speed that will allow the
This feature is only cruise control to be set. Programming this parameter
available when “Truck to the maximum value disables cruise control.
Manufacturer” is
programmed to “Other”. Table 29
Engine Running Output Application Minimum Maximum Default
GMT-560 only
24 km/h 204 km/h 204 km/h
Change Oil Lamp Other
(15 mph) (127 mph) (127 mph)
Starting Aid Output 40 km/h 121 km/h 40 km/h
GM
(25 mph) (75 mph) (25 mph)
42
Troubleshooting Section
“High Cruise Control Speed Set
Limit”
The “High Cruise Control Speed Set Limit” parameter
defines the highest vehicle speed that will allow the
cruise control to be set. If a driver attempts to set a
vehicle speed higher than this limit, the high cruise
control set limit will be the cruise set speed. If the
“High Cruise Control Speed Set Limit” parameter
is programmed to a value that is greater than the
“Vehicle Speed Limit” parameter, the cruise control
switches can be used to exceed the programmed
vehicle speed limit.
Table 30
Application Minimum Maximum Default
204 km/h
32 km/h 204 km/h
Other (127
(20 mph) (127 mph)
mph)
48 km/h 121 km/h 121 km/h
GM
(30 mph) (75 mph) (75 mph)
“Exhaust Brake Mode”
The “Exhaust Brake Mode” parameter determines the
operation of the engine brake while the cruise control
on/off switch is in the ON position, but the engine is
not in cruise control. This feature does not determine,
and the feature does not allow the operation of the
engine brake while the engine is in cruise control.
When the “Exhaust Brake Mode” is programmed to
the coast mode, the engine brake is enabled only
while the service brakes are being applied.
When the Engine Control Module (ECM) is
programmed to the latch mode, the engine brake
stays enabled after the service brakes are released.
A direct, immediate pressure on the brake pedal
latches the engine brake in the ON position. The
engine brake will remain in the ON position until the
accelerator pedal is depressed.
When the “Exhaust Brake Mode” is programmed
to the manual mode, the engine brake operates
independently of the cruise control status.
The engine brake operates with the application and
the release of the service brake in the coast mode.
The engine brake turns on with the application of the
service brakes in the latch mode. The engine brake
stays on even when the service brakes are released.
Table 31
Alternative Default
Coast
Manual
Latch
SENR9517-19
“Auto Retarder In Cruise”
The “Auto Retarder In Cruise” parameter defines the
vehicle speed in kilometers per hour (km/h) or miles
per hour (mph) above the cruise set speed when the
engine retarder will be activated. The engine retarder
switch must be in the ON position and the cruise
control must be set for this feature to operate. This
parameter affects the engine while the cruise control
is activated.
Programming the “Auto Retarder In Cruise”
parameter to “0” disables this feature.
If soft cruise control is programmed to “Yes”, the
retarder will not come on until the vehicle speed is at
least 8 km/h (5 mph) above the cruise set speed.
Note: Some transmissions will down shift when
the engine retarder engages. The Caterpillar
recommended setting for the “Auto Retarder in
Cruise” parameter is 8 km/h (5 mph) in order to
reduce the constant down shifting.
The “Auto Retarder In Cruise” will turn off once the
vehicle speed has been reduced by 3 km/h (2 mph).
Table 32
“Soft Cruise” NO
Minimum Maximum Default
5 km/h (3 mph) 16 km/h (10 mph) 0 km/h (0 mph)
“Cruise/Idle/PTO Switch
Configuration”
“Cruise/Idle/PTO Switch Configuration” defines the
function of the set/resume switch for “Accel” mode
and “Decel” mode. This parameter affects cruise
control mode, idle mode and PTO mode.
Table 33
Alternative Default
Set/Decel-Res/Accel Set/Accel-Res/Decel
“Soft Cruise Control”
“Soft Cruise Control” provides an 8 km/h (5 mph)
operating range around the cruise control set speed
in order to provide a smoother cruise control. “Soft
Cruise Control” controls the cruise speed within the
following range:
• 4 km/h (2.5 mph) below the set vehicle speed at
full load
SENR9517-19 43
Troubleshooting Section

• 4 km/h (2.5 mph) above the set vehicle speed at Note: A 231-11 J1939 Data Link Fault will occur if
no load the parameter for the power train data link is set to
“J1939” without a J1939 chassis electronic control
system on the vehicle. The J1939 chassis electronic
control system is used to communicate with the
engine ECM.

Table 35
Manufacturer Alternative Default
GM None J1939
Other J1939 None

i02202187

Dedicated PTO Parameters

SMCS Code: 1901

“PTO Configuration”
g00670797
The “PTO Configuration” parameter determines the
Illustration 14 features that are available and the input signals
Soft Cruise control and soft vehicle speed limit that are used for dedicated PTO applications. If
this parameter is programmed to “Off”, the Engine
Table 34 Control Module (ECM) does not use the following
Application Alternative Default configurations for the PTO. In order for the ECM to
utilize the remaining parameters that are used for
GM 530/540 the PTO configuration, a PTO on/off circuit must be
Yes No
GMT-560 connected to J1/P1-56 Input #1 of the ECM. Also
connect a PTO switch on lamp to J1/P1-30 Output
Other No Yes #1 of the ECM .

If the “PTO Configuration” parameter is programmed

i02203227
Data Link Parameters
SMCS Code: 1901
“Powertrain Data Link”
This parameter must be programmed to “J1939” in
order to receive any switch inputs from the J1939
data link. This parameter determines if the Engine
Control Module (ECM) will communicate to a chassis
component through the J1939 data link. If the vehicle
is not using the data link for communication to the
chassis components, program this parameter to
“None”. The following systems are examples of
chassis components:
• Traction control systems
• Anti-lock brake systems
• Electronically controlled transmissions
to “Cab Switches”, the ECM will use the signals from
the following two cab switches for PTO and cruise
control:
• J1/P1-35 PTO set switch
• J1/P1-44 PTO resume switch
If the “PTO Configuration” parameter is programmed
to “Remote Switches”, the ECM will monitor the
inputs that have been programmed for the remote
control switches. All cab switches that are used for
PTO control will be ignored when the PTO on/off
circuit is on.
If the “PTO Configuration” parameter is programmed
to “Remote Throttle”, the ECM will monitor J1/P1-68
Input #8 for the remote throttle input. The ECM will
monitor the inputs that have been programmed for
the remote control switches. All cab switches for the
PTO control will be ignored when the PTO on/off
circuit is on.
44
Troubleshooting Section
Table 36
Alternative Default
Cab Switches
Remote Switches Off
Remote Throttle
“PTO Top Engine Limit”
The “PTO Top Engine Limit” is the top engine limit
that is available during PTO operation.
Note: The “PTO Configuration” parameter must
be programmed to “Cab Switches”, to “Remote
Switches”, or to “Remote Throttle” before this
parameter can be programmed.
Table 37
Minimum Maximum Default
700 TEL rpm TEL rpm
“PTO Engine RPM Set Speed”
The “PTO Engine RPM Set Speed” parameter
defines a preset value for the engine speed during
PTO operation. The engine will proceed to this speed
when the PTO on/off circuit is turned on or after the
PTO set switch is actuated one time.
The “PTO Configuration” parameter must be
programmed to “Cab Switches” or to “Remote
Switches” for this parameter to be enabled.
Consider the following operational conditions during
the setup of this parameter:
• This parameter must be programmed higher than
the programmed low idle of the engine.
• If the “PTO to Set Speed” is programmed to a
higher value than the “PTO Top Engine Limit”, the
set speed will be limited by the lower “PTO Top
Engine Limit”.
• In order for the PTO to operate at one rpm set
speed above the engine's low idle, program the
“PTO Top Engine Limit” to the same rpm as the
“PTO Engine RPM Set Speed”.
• In order for the PTO to operate at two rpm set
speeds above the engine's low idle, program this
parameter to some intermediate value between the
low idle setting and the “PTO Top Engine Limit”.
SENR9517-19
To operate the PTO in the above example, place the
PTO on/off switch to the ON position. Toggle the set
switch once in order to cause the rpm to advance to
the “PTO Engine RPM Set Speed”. Toggle the set
switch again in order to increase the engine rpm to
the “PTO Top Engine Limit”. Toggling the resume
switch decreases the engine rpm to the previous set
speed.
Table 38
Minimum Maximum Default
Low Idle rpm PTO TEL rpm 0 rpm
“PTO Engine RPM Set Speed A”
The “PTO Engine RPM Set Speed A” parameter
provides a preset value for a primary engine rpm
during PTO operation. All other speed control
switches will be ignored during the use of this feature.
If the switch for the PTO on/off circuit is on and
the switch that is used for the PTO engine RPM
set speed A is placed in the ON position then the
engine rpm will proceed to the programmed value.
The engine speed will remain at this engine speed
until the switch is turned off or one of the kickout
controls for the PTO is activated. If a kickout control
is activated, the engine will return to low idle rpm.
The “PTO Configuration” parameter must be
programmed to “Cab Switches”, to “Remote
Switches”, or to “Remote Throttle” for this feature to
be enabled. The “PTO Engine RPM Set Speed Input
A” parameter must be programmed to J1/P1-46 for
this feature to function.
Note: This parameter can be used in conjunction
with the “PTO to Set Speed” and the “PTO Engine
RPM Set Speed B” features for multiple speed PTO
operation. If this feature is used in this manner, the
PTO engine rpm set speed A feature will override the
controls that are mentioned above.
Table 39
Minimum Maximum Default
Low Idle rpm PTO TEL rpm 0 rpm
“PTO Engine RPM Set Speed B”
The “PTO Engine RPM Set Speed B” parameter
provides a preset value for a secondary engine rpm
during PTO operation. The speed control switches
except PTO engine RPM set speed A will be ignored
during the use of this feature. The following switch
positions are necessary for the operation of this
feature:
• The switch for the PTO on/off circuit is on.
• The switch that is used for the PTO engine RPM
set speed A is off.
SENR9517-19
• The switch that is used for the PTO engine RPM
set speed B is on.
If all of the conditions that are stated above are
satisfied then the engine rpm will be ramped to the
programmed value. The engine will remain at this
engine speed until one of the following conditions
are present:
• The switch that is used for the PTO engine RPM
set speed B is placed in the OFF position.
• The switch that is used for the PTO engine RPM
set speed A is turned on.
• One of the kickout controls for the PTO is activated.
If any of the conditions that are stated above are
satisfied the engine will return to low idle rpm.
Note: This parameter can be used in conjunction
with the “PTO to Set Speed” feature and the “PTO
Engine RPM Set Speed A” feature for multiple speed
PTO operation. If this feature is used in this manner,
the PTO engine rpm set speed A feature will override
all of the controls that are mentioned above.
The “PTO Engine RPM Set Speed Input B” parameter
must be programmed to J1/P1-7 or to J1/P1-23 for
this feature to function.
Table 40
Minimum Maximum Default
Low Idle rpm PTO TEL rpm 0 rpm
“PTO to Set Speed”
The “PTO to Set Speed” parameter enables the
engine to be ramped to the PTO Engine RPM Set
Speed when the PTO is activated. When the PTO is
activated with this parameter set to “Yes”, the engine
speed will ramp to the speed parameter's preset
value at a rate that is determined by the “Idle/PTO
RPM Ramp Rate” parameter. The “PTO Engine
RPM Set Speed A” and “PTO Engine RPM Set
Speed B” parameters will override this feature. If this
parameter is programmed to “No” the PTO Engine
RPM Set Speed will be disabled and the ramp up to
the designated engine speed will not take place.
Note: This parameter is not available when “PTO
Configuration” is programmed to “Remote Throttle”.
Table 41
Alternative Default
Yes No
45
Troubleshooting Section
“Maximum PTO Enable Speed”
The “Maximum PTO Enable Speed” parameter
specifies the maximum engine speed for the
engagement of the PTO mode. The PTO mode will
engage when the engine rpm is less than or equal
to the programmed limit.
Table 42
Minimum Maximum Default
700 rpm TEL rpm TEL rpm
“PTO Cab Throttle RPM Limit”
The “PTO Cab Throttle RPM Limit” parameter defines
the top engine rpm limit of the cab's accelerator pedal
position sensor when the following conditions exist:
• The “PTO Configuration” is programmed to “Cab
Switches”.
• The PTO on/off switch is in the ON position.
This parameter is intended to prevent engine
overspeed when the dedicated PTO is used.
This feature will have the following effect on PTO
operation:
• The cab controls are ignored if this parameter is
programmed to “Low Idle”.
• The engine will operate to the top engine limit
that has been programmed if this parameter is
programmed to “TEL”.
• The engine will operate at the PTO top engine
limit that has been programmed if the parameter is
programmed to “PTO TEL”.
Note: “PTO Configuration” must be programmed to
“Cab Switches” for this parameter to function. If “PTO
Configuration” is programmed to “Remote Switches”
or to “Remote Throttle”, the ECM will always ignore
the cab controls when the PTO on/off circuit is on.
Table 43
Alternative Default
Low Idle
TEL
PTO TEL
“PTO Kickout Vehicle Speed Limit ”
The “PTO Kickout Vehicle Speed Limit ” parameter
defines the maximum vehicle speed for setting or for
maintaining a set engine rpm while the PTO is in
operation. If the vehicle's speed signal exceeds this
value, the engine will not maintain the set engine rpm.
46 SENR9517-19
Troubleshooting Section

Table 44 “PTO Shutdown Time”

Minimum Maximum Default
The “PTO Shutdown Time” parameter is the duration
204 km/h of continuous operation of the PTO. The timer will
2 km/h (1 mph) 2 km/h (1 mph)
(127 mph) remain active only while there is no vehicle speed
and the PTO on/off switch is in the ON position. The
PTO shutdown timer will not activate until the engine
“Maximum PTO Vehicle Speed” exits cold mode operation.
The “Maximum PTO Vehicle Speed” parameter This parameter requires the “PTO Configuration”
specifies the maximum vehicle speed that is allowed to be programmed to “Cab Switches”, to “Remote
when PTO mode is active. The engine will be derated Switches”, or to “Remote Throttle” for the parameter
in order to maintain this vehicle speed when the PTO to be programmed. The “Fan Control Type” parameter
mode is active. must also be programmed to “On/Off PWM”, to
“On/Off DC”, or to “Variable Speed Fan Option S”.
Table 45

Minimum Maximum Default Note: This feature does not shut down the vehicle's
power. The ECM and the vehicle remain powered.
204 km/h 204 km/h
15 km/h (24 mph)
(127 mph) (127 mph)
Table 47
Minimum Maximum Default
“Torque Limit” 3 Minutes 1440 Minutes 0 Minutes

“PTO Activates Cooling Fan”

The “PTO Activates Cooling Fan” parameter requires
the use of the ECM cooling fan circuit. When this
parameter is programmed to “Continuous”, the ECM
will signal the cooling fan to run continuously when
the PTO on/off switch is in the ON position. The
cooling fan runs continuously in order to reduce
changes in the load while the engine is being
dedicated to PTO operation. When this parameter
is programmed to “Normal”, the PTO on/off circuit
does not contribute to the control of the cooling fan.
g00628600 In this mode, the operation of the fan is based on
Illustration 15
the engine parameters that determine the operation
Typical example of the cooling fan.
(1) Programmed torque limit
The “PTO Configuration” must be programmed to
The “Torque Limit” parameter defines the maximum “Cab Switches”, to “Remote Switches”, or to “Remote
torque output of the engine during operation of the Throttle” before this parameter can be programmed.
PTO. This parameter provides temporary protection The “Fan Control Type” parameter must also be
of equipment. The “Torque Limit” of the engine is programmed to “On/Off PWM”, to “On/Off DC”, or to
active when the torque limit switch is in the ON “Variable Speed Fan Option S”.
position. The maximum value for this parameter
is the rated torque of the engine. Programming a Note: If the “Fan Control Type” parameter is
value higher than the rated torque is limited by the programmed to “On/Off PWM”, to “On/Off DC”, or to
ECM. Refer to the graph in Illustration 15 for a typical “Variable Speed Fan Option S” the transmission also
example of the torque limit that is provided. has the ability to control the operation of the cooling
fan via the J1939 Data Link.
Table 46
Table 48
Minimum Maximum Default
Alternate Default
135 N·m 2712 N·m 2712 N·m
(100 lb ft) (2000 lb ft) (2000 lb ft) Continuous Normal
SENR9517-19 47
Troubleshooting Section

i02203044 “Gear Down Protection RPM Limit”

Engine/Gear Parameters
SMCS Code: 1901
“Lower Gears Engine RPM Limit”
The engine will accelerate at a slower rate when this
limit is exceeded under normal driving conditions.
This parameter is used to encourage the driver to
shift to the next highest gear.
This parameter is the engine rpm limit when the
vehicle speed is above the “Gear Down Protection
Turn On Speed”. This is a hard limit. The Engine
Control Module (ECM) will not allow fuel to the engine
above this limit. This parameter is used to encourage
the driver to shift into overdrive or into top gear.
Table 53
Minimum Maximum Default

Table 49
1700 rpm TEL rpm TEL rpm
Minimum Maximum Default
1500 rpm TEL rpm TEL rpm
“Gear Down Protection Turn On
“Lower Gears Turn Off Speed” Speed”
This parameter is the vehicle speed when the “Gear
The “Lower Gears Turn Off Speed” parameter is
the vehicle speed when the “Lower Gears Engine Down Protection RPM Limit” is turned on. This
must be matched to the specific drive train for best
RPM Limit” is shut off. This must be matched with the
performance. Above this “Vehicle Speed Limit”,
“Lower Gears Engine RPM Limit” to the specific drive
train for optimum performance. the engine rpm will be limited by the “Gear Down
Protection RPM Limit”.
Table 50
Table 54
Minimum Maximum Default
Application Minimum Maximum Default
2 km/h (1 mph) 24 km/h (15 mph) 2 km/h (1 mph)
121
48 km/h 121 km/h km/h
GM
(30 mph) (75 mph) (75
“Intermediate Gears Engine RPM mph)
Limit” 204
48 km/h 204 km/h km/h
This parameter is similar to the “Lower Gears Engine Other
(30 mph) (127 mph) (127
RPM Limit”. The engine will accelerate at a slower mph)
rate when this limit is exceeded under normal driving
conditions. This parameter is typically programmed
to a slightly higher rpm than the “Lower Gears Engine “Top Engine Limit (TEL)”
RPM Limit”.
This parameter is the maximum engine rpm when
Table 51 the engine is under load. The engine will still achieve
Minimum Maximum Default rated rpm under no load conditions.
1500 rpm TEL rpm TEL rpm Table 55

Minimum Maximum Default

“Intermediate Gears Turn Off 2640 rpm 2640 rpm 2640 rpm
Speed”
Note: Select ratings have a different “Top Engine
This parameter is similar to the “Lower Gears Turn Limit”.
Off Speed”. This parameter is typically programmed
to a slightly higher vehicle speed than the “Lower
Gears Turn Off Speed”. “Low Idle Engine RPM”
Table 52 The “Low Idle Engine RPM” is the minimum engine
rpm.
Minimum Maximum Default
16 km/h
16 km/h (10 mph) 80 km/h (50 mph)
(10 mph)
48 SENR9517-19
Troubleshooting Section

Table 56 Table 57
Minimum Maximum Default Configuration
700 rpm 800 rpm 700 rpm Parameter Brake Brake
Clutch Neutral
Switch Switch
Switch Switch
1 2
“Transmission Style” Manual
X X
Option 1
This parameter is used to tell the ECM the type of
transmission that is installed in the vehicle. This Manual
X X X
parameter is used to configure the ECM for the Option 2
following inputs: Automatic
X
Option 1
• Brake switch 2 Automatic
X X
Option 2
• Clutch switch
Automatic
X X X
• Neutral switches Option 3
Automatic
The ECM must be programmed to one of the following X X
Option 4
options if an Allison Wt Automatic Transmission is
installed: AT/MT/HT
X
Option 1
• AT/MT/HT Option 1 AT/MT/HT
X X
Option 2
• AT/MT/HT Option 2
AT/MT/HT
X X X
Option 3
• AT/MT/HT Option 3
AT/MT/HT
X X
• AT/MT/HT Option 4 Option 4
Universal
If any other automatic transmission is installed, Option
X X X X
program this parameter to one of the following
options:
Table 58

• Automatic Option 1 Application Alternatives Default

GM 530/540 Automatic Option 1 Universal
• Automatic Option 2 Automatic Option 2
Automatic Option 3
• Automatic Option 3 Automatic Option 4
AT/MT/HT Option 1
• Automatic Option 4 GMT-560 AT/MT/HT Option 2 Manual
AT/MT/HT Option 3 Option 2
If one of the manual options is selected, J1/P1:24 is AT/MT/HT Option 4
used to receive a signal from a clutch pedal position Manual Option 1
switch. The message is also available from one of the Manual Option 2
supported J1939 sources. If one of the transmissions Automatic Option 1
with a neutral switch is selected, J1/P1-62 Input #12 Automatic Option 2
must receive a signal from a transmission neutral Automatic Option 3
switch. This message is also available from one of the Automatic Option 4 Manual
Other
supported J1939 sources. If one of the transmissions AT/MT/HTOption 1 Option 1
with two brake switches is selected, the second brake AT/MT/HT Option 2
switch must be connected to J1/P1:64 Input #13. AT/MT/HT Option 3
AT/MT/HT Option 4
SENR9517-19 49
Troubleshooting Section

“AT/MT/HT Part Throttle Shift

Speed”
The Allison AT/MT/HT Automatic Transmissions
require an input from the ECM to regulate the
transmission shifting. The ECM monitors the
accelerator pedal position, the engine speed, the
vehicle speed, the load and the cruise control status
in order to determine if the transmission should use
full throttle, closed throttle shift modulation, or full
throttle shift modulation. The “AT/MT/HT Part Throttle
Shift Speed” parameter provides three different
settings for shift modulation.

Table 59
Alternative Default
Low (80% Enable/65% High (60% Enable/45%
Disable) Disable)
Medium (70% Enable/55%
Disable)
g01121083
Illustration 16
Programming the “Transmission Style” to “AT/MT/HT Graph for the Min/Max governor control
Option 1”, “AT/MT/HT Option 2”, “AT/MT/HT Option
3”, or “AT/MT/HT Option 4” activates Output #7. This Table 60
output controls a transmission interface relay that is Alternative Default
connected to a modulator in the Allison transmission.
Min/Max With Speed “Full Range”
The high setting will cause the transmission to remain Control
in a lower gear longer before upshifting to the next Min/Max
gear. The medium setting is a compromise between
the default setting and the high setting.
i02200372

“Governor Type” Engine Monitoring Parameters

The “Governor Type” parameter defines the type of
governor that is used to control the engine. Select
the “Full Range” option for manual transmissions and
manual transmissions that are electronically shifted.
Select the “Min/Max” option or the “Min/Max With
Speed Control” for automatic transmissions.
The full range governor provides control that
maintains a constant engine speed for a throttle
position. The “Min/Max” setting only allows the ECM
to govern the engine speed when the engine speed
is at the minimum allowable engine speed or at the
maximum allowable engine speed. When the engine
is operating between the engine speed limits, the
“Min/Max” setting only allows the ECM to govern the
engine in order to provide constant power across the
engine speed range.
SMCS Code: 1901
“Engine Monitoring Mode”
The engine monitoring system continuously monitors
the status of the following engine components:
• Coolant level sensor (customer option)
• Coolant temperature sensor
• Engine oil pressure sensor (customer option)
• Fuel level sensor (if equipped)
• Intake manifold air temperature sensor
The “Engine Monitoring Mode” determines the level
of action that will be taken by the Engine Control
Module (ECM) in response to a condition that has
the capacity of damaging the engine. As a default
setting for the ECM, a check engine lamp will be
illuminated when the monitoring system detects an
engine condition that is abnormal. The ECM can be
programmed to respond to the abnormal condition
with the illumination of a warning lamp, with an
engine derate, or with an engine shutdown.
50 SENR9517-19
Troubleshooting Section

Table 61 • J1/P1-30 low coolant level indicator is continuously

Application Alternative Default
powered when 111-01 Low coolant level warning
and/or 111-11 Very low coolant level are active.
Derate The lamp will flash if the engine has been derated
GM 530/540 Warning
Shutdown due to the condition.
Warning Derate
GMT-560 • J1/P1-31 high coolant temperature lamp is
Shutdown
continuously powered if 110-00 or 110-11 is active.
Derate The lamp will flash if the engine has been derated.
Other Warning
Shutdown
Table 62

“Engine Monitoring Lamps” Alternative Default

Option 1 Warning Lamp
Note: “Option 1” is not available when the parameter
for “Truck Manufacturer” is programmed to GM
530/540 or to GMT-560. “Coolant Level Sensor”
The “Engine Monitoring Lamps” parameter allows The “Coolant Level Sensor” parameter determines if
the customer to configure the engine monitoring the ECM will monitor the input signal of the coolant
software. The parameter is lockable by the customer. level sensor. A coolant level sensor that is installed by
the Original Equipment Manufacturer (OEM) must be
If the “Engine Monitoring Lamps” parameter is connected to the ECM in order to use this parameter.
programmed to “Warning Lamp”, then J1/P1-28 is
available to the customer for the installation of a Table 63
check engine lamp circuit. The check engine lamp Application Alternative Default
is used to alert the operator that one of the engine
monitoring parameters is not within specifications. GM 530/540 4 Pin No
The ECM powers the check engine lamp circuit when 2 Pin
the engine condition is detected. The ECM will also GMT-560 No
Switch
power this circuit when the engine is derated or when
the engine is shutdown due to an abnormal condition. Other 2-Wire Float Sensor No

If the “Engine Monitoring Lamps” parameter

is programmed to “Option 1”, three additional
analog outputs are available for engine status
lamps. J1/P1-29 is configured as an output for the
connection of a low oil pressure lamp and J1/P1-31
is configured for the connection of a high coolant
temperature lamp. If a coolant level sensor is used,
then J1/P1-30 is also available for the connection
of a low coolant level indicator. If the parameter for
the coolant level sensor is programmed to “No” then
J1/P1-30 is configured as an output for the PTO
switch on lamp.
“Engine Oil Pressure Sensor”
An optional engine oil pressure sensor is sometimes
installed on applications with an instrument cluster
that requires an engine oil pressure gauge. These
engines do not require an engine oil pressure sensor
for engine protection.
Note: The HEUI fuel system will not allow the engine
to run if no oil pressure is present. The oil pressure is
measured at the injection actuation pressure sensor.

When “Engine Monitoring Lamp” is programmed to If an engine oil pressure sensor is installed in the
“Option 1” the engine monitoring lamps will function engine, the “Engine Oil Pressure Sensor” parameter
in the following manner: must be set to “Installed”. The engine oil pressure
signal will be communicated over the ATA data link.
Note: J1/P1-28 is not affected by the “Option 1”
Table 64
setting.
Application Alternatives Default
• J1/P1-29 low oil pressure lamp is continuously GM 530/540 Installed Not Installed
powered when 100-01 Low oil pressure warning or
100-11 Very low oil pressure is active. The lamp GMT-560 Not Installed Installed
will flash if the engine has been derated due to Other Installed Not Installed
the condition.
SENR9517-19 51
Troubleshooting Section

“Fuel Pressure Sensor” (if Table 67

equipped) Alternatives Default

None
The “Fuel Pressure Sensor” parameter determines 25 Gallons 50 Gallons
if the ECM will monitor the input signal of the fuel 35 Gallons
pressure sensor. A fuel pressure sensor must be
connected to the ECM in order to use this parameter.
“Secondary Fuel Tank Size”
If a fuel pressure sensor is installed in the engine,
the “Fuel Pressure Sensor” parameter must be set to Note: This feature is only available when the
“Installed”. The ECM will monitor the low pressure parameter for “Truck Manufacturer” is programmed
fuel system for a condition of low fuel pressure. The to GMT-560.
ECM monitors the fuel pressure while the engine is
cranked and also while the engine is running. This parameter is used to identify the volume of the
secondary fuel tank in gallons.
This parameter is used to program the ECM for a fuel
pressure sensor that is installed. Table 68
Alternatives Default
Table 65
Alternatives Default 25 Gallons
35 Gallons None
Not Installed Installed 50 Gallons

Note: The status of the “Fuel Pressure Sensor”

i02200215
parameter is read at powerup of the ECM. If the
parameter is changed, the ECM must be cycled in
order for the ECM to recognize the change.
Exhaust Brake Parameters
SMCS Code: 1901
“Oil Level Switch Installation
Status” “Exhaust Brake/Warm Up Enable”
Note: This feature is only available when the This parameter determines the functionality of
parameter for “Truck Manufacturer” is programmed the exhaust brake. The exhaust brake can be
to GMT-560. programmed only as an exhaust brake to aid in
slowing the vehicle or the exhaust brake can be
A normally open switch that is installed in the oil pan programmed to put a load on the engine in order to
is used to detect the condition of a low oil level in the warm up the engine at a faster rate.
engine. The switch circuit is wired to the J2 ECM
connector. During the installation of the switch into Table 69
the oil pan, the switch is oriented so that an engine Alternatives Default
oil level that is normal will cause the switch to remain
closed, and a low engine oil level will allow the switch None
Exhaust Brake Only
to open. If the ECM detects an open switch on three Warm-Up
Exhaust Brake Only
sequential starts, low oil level will be indicated. Exhaust Brake and Warm-Up
This parameter is used to program the ECM for an oil
level sensor that is installed. “Warm Up Mode Idle Speed”
Table 66
This parameter will not allow the operator to program
Alternatives Default the idle speed above the normal range. Normal “Low
Idle Speed” is 700 to 1400 rpm.
Not Installed Installed
Table 70

“Primary Fuel Tank Size” Alternatives Default

None
Note: This feature is only available when the 1000 rpm
700 to 1400 rpm
parameter for “Truck Manufacturer” is programmed
to GMT-560.

This parameter is used to identify the volume of the

primary fuel tank.
52 SENR9517-19
Troubleshooting Section

“Auto Retarder in Cruise” • Accel

This parameter allows the exhaust brake to • Decel
automatically become enabled if the vehicle speed
exceeds the “Cruise Control Set Speed” by a • Resume idle
predetermined amount.
• PTO
Table 71
Alternatives Default The parameter can be set to a value between 5 rpm
and 1000 rpm in increments of one rpm.
5 to 16 km/h
0 km/h (0 mph)
(3 to 10 mph) Note: This parameter affects both idle control and
PTO control. The idle mode occurs if the engine rpm
is set by using the cruise control on/off switch and
i02200171 the set/resume switch. The PTO mode occurs if the
engine rpm is set by using the PTO on/off switch and
Idle Parameters the set/resume switch.
SMCS Code: 1901 Table 74
Minimum Maximum Default
“Idle Vehicle Speed Limit”
5 rpm/sec 1000 rpm/sec 50 rpm/sec
The “Idle Vehicle Speed Limit” is the maximum
vehicle speed for setting or maintaining a set engine
rpm in the idle mode. In order to enter the idle mode, “Idle/PTO Bump RPM”
the engine rpm must be set by the set/resume switch
while the cruise control on/off switch is in the ON The “Idle/PTO Bump RPM” determines the increment
position. If the vehicle speed signal exceeds this or the decrement in engine rpm when the “Accel”
value, the engine will not maintain the set engine rpm. switch or the “Decel” switch is briefly toggled. The
“Idle/PTO Bump RPM” also pertains to the dedicated
Table 72 PTO and to engine idle. If the “PTO Engine RPM
Set Speed” has been set then the “Idle/PTO Bump
Minimum Maximum Default
RPM” pertains only to the engine speed control
2 km/h (1 mph) 24 km/h (15 mph) 2 km/h (1 mph) that is initiated with the cruise control on/off switch.
When the “PTO Engine RPM Set Speed” has been
programmed, the “Idle/PTO Bump RPM” does not
“Idle RPM Limit” pertain to the control of the engine rpm that is initiated
by utilizing the PTO on/off circuit.
The “Idle RPM Limit” is the maximum engine rpm in
idle mode. The idle mode occurs if the engine rpm Table 75
is set by using the cruise control on/off switch and Minimum Maximum Default
the set/resume switch. Refer to “Idle Vehicle Speed
Limit”. The actual high limit of this parameter is 5 rpm 500 rpm 20 rpm
determined by the programmed “Top Engine Limit”.
The lower limit is determined by the programmed
“Low Idle Engine RPM”. “Fast Idle RPM 1”
Programming this parameter to 600 rpm will prevent “Fast Idle RPM 1” determines the fast idle engine
the engine from idling at a constant rpm above the rpm that is controlled by the fast idle enable switch.
programmed “Low Idle Engine RPM”. Actuating the fast idle switch will cause the engine
speed to increase to the programmed value. This rpm
Table 73 can be overridden by the operator. To override the
“Fast Idle RPM 1” setting, depress the accelerator
Minimum Maximum Default
pedal until the desired rpm is reached. Once the
700 rpm TEL rpm TEL rpm desired engine rpm is reached, depress the “Fast
Idle Enable” switch. The ECM retains this value as
the “Fast Idle RPM 1” parameter until the ECM is
“Idle/PTO RPM Ramp Rate” powered down.

The “Idle/PTO RPM Ramp Rate” determines the Table 76

rate of increase or decrease of engine rpm. This Minimum Maximum Default
parameter determines rates of increase or decrease
in engine rpm for the following functions: 700 rpm TEL rpm 1000 rpm
SENR9517-19 53
Troubleshooting Section

“Fast Idle RPM 2” “Exhaust Brake Switch”

“Fast Idle RPM 2” determines the second fast idle
engine rpm that is controlled by the fast idle enable
switch. The “Fast Idle RPM 2” is disabled by changing
the parameter to 0.
If the engine is operating at the “Fast Idle RPM
1” setting, actuating the “Fast Idle Enable” switch
will increase the engine idle speed to the engine
speed that is programmed at the “Fast Idle RPM 2”
parameter. Actuating the fast idle enable switch for a
third time will cause the engine rpm to return to low
idle. The engine rpm changes to “Fast Idle RPM 1”,
“Fast Idle RPM 2”, and low idle rpm at a rate that is
independent of the value that is programmed as the
“Idle/PTO RPM Ramp Rate” parameter.
The exhaust brake can be controlled by connecting
an on/off switch into the ECM circuit for the output
of the exhaust brake. The “Exhaust Brake Switch”
parameter must be programmed to “NONE” if a
switch is installed in the output circuit. A switch that is
installed in the output circuit will disable the brake by
opening the circuit.
The exhaust brake can also be controlled by
connecting a switch circuit to the ECM switch input.
This parameter must be programmed to “J1/P1:16”,
to “J1939 Body Controller”, to “J1939 Cab Controller”,
or to “J1939 Instrument Cluster” if a switch is
connected to the ECM at the dedicated input for the
exhaust brake.

Table 77 Table 79
Minimum Maximum Default Alternatives Default
700 rpm TEL rpm 0 rpm J1/P1:16
J1939 Body Controller
None
J1939 Cab Controller
i02294317
J1939 Instrument Cluster

Input Selections
“Torque Limit Switch”
SMCS Code: 1901
The “Torque Limit Switch” parameter configures an
input for a torque limit switch. The torque limit switch
“Transmission Neutral Switch” is used to limit the engine torque. Only use this
feature for temporary protection of the equipment.
The “Transmission Neutral Switch” parameter defines This parameter must be programmed to J1/P1:7 or to
the switch input for the transmission neutral switch. J1/P1:23 in order to enable this feature.
If this parameter is set to “J1/P1:62”, the ECM will be Table 80
configured to monitor this terminal for the signal from
the neutral switch circuit. Alternatives Default
J1/P1:7
None
If this parameter is set to “J1939”, the ECM will be J1/P1:23
configured to receive the status of the neutral switch
via the J1939 data link. The transmission's Electronic
Control Unit (ECU) must be capable of supporting “Ignore Brake/Clutch Switch”
the required protocol of the broadcast announcement
message. The “Ignore Brake/Clutch Switch” parameter is used
to configure an input for a brake/clutch disable
Note: The “Powertrain Data Link” parameter switch. The “Ignore Brake/Clutch Switch” is used for
must also be set to “J1939” in order to enable applications that require the mobile use of the vehicle
communications. with a set engine rpm that does not require the brake
or the clutch to disengage the engine rpm set speed.
Table 78 This parameter must be programmed to “J1/P1:47”
Alternatives Default for this feature to be enabled.
J1939 J1/P1:62 Table 81
None
Alternative Default
J1/P1:47 None
54 SENR9517-19
Troubleshooting Section

“Two-Speed Axle Switch” “Remote PTO Set Switch”

This parameter configures an input for a two-speed
axle switch. When a two-speed axle is used, the
change in gear ratios from the main drive axle ratio
to the two-speed axle ratio alters the calibration of
the vehicle speed signal. When the parameter is
programmed to “J1/P1:6” and the switch is in the ON
position the ECM automatically adjusts the vehicle
speed calibration. This will ensure that the ECM
driven speedometer and the information that is stored
in the ECM correctly reflect the actual vehicle speed.
Table 82
Alternative Default
J1P1:6 None
“Diagnostic Enable”
The “Diagnostic Enable” parameter is used to
configure an input for a diagnostic enable switch.
The diagnostic enable switch is used to retrieve
diagnostic flash codes.
The J1939 data link and Input #2 can be used to
connect a remote PTO set switch. The remote PTO
set switch is used when the “PTO Configuration”
parameter is programmed to “Remote Switches” and
the remote PTO set switch is in the ON position.
Table 85
Alternatives Default
J1939 Body Controller
J1939 Cab Controller
J1/P1:58
J1939 Instrument Cluster
None
“Remote PTO Resume Switch”
The J1939 data link and Input #3 can be used
to connect a remote PTO resume switch. The
remote PTO resume switch is used when the “PTO
Configuration” parameter is programmed to “Remote
Switches” and the PTO on/off switch is in the ON
position.

Table 86
Set this parameter to “J1/P1:46” if a switch is wired
to this input. Alternatives Default
J1939 Body Controller
Set this parameter to “J1939 Body Controller”, to J1939 Cab Controller
“J1939 Cab Controller”, or to “J1939 Instrument J1/P1:60
J1939 Instrument Cluster
Cluster” if a J1939 message is used. None
Table 83
Alternatives Default “PTO Engine RPM Set Speed Input
J1/P1:46 A”
J1939 Body Controller
None
J1939 Cab Controller This parameter configures an input for a PTO engine
J1939 Instrument Cluster rpm set speed A switch. This switch is used to control
engine speed during PTO operation. The “PTO
Configuration” parameter must be programmed to
“PTO On/Off Switch” “Cab Switches”, to “Remote Switches”, or to “Remote
Throttle” and the “PTO Engine RPM Set Speed A”
The “PTO On/Off Switch” parameter defines the parameter must be programmed to a valid speed.
switch input for the clutch pedal position switch.
Table 87
Set this parameter to “J1/P1:56” if a switch is wired to Alternatives Default
ECM terminal J1/P1-22.
“J1P1:46”
Set this parameter to “J1939 Body Controller”, to J1939 Body Controller
None
“J1939 Cab Controller”, or to “J1939 Instrument J1939 Cab Controller
Cluster” if a J1939 message is used. J1939 Instrument Cluster

Table 84
Alternatives
J1939 Body Controller
J1939 Cab Controller
J1939 Instrument Cluster
“PTO Engine RPM Speed Input B”
Defaults
This parameter configures an input for a PTO engine
J1/P1:56 rpm set speed B switch. This switch is used to
control engine speed during PTO operation. The
“PTO Configuration” parameter must be programmed
to “Cab Switches”, “Remote Switches” or “Remote
Throttle” and the “PTO Engine RPM Set Speed B”
parameter must be programmed to a valid speed.
SENR9517-19 55
Troubleshooting Section

Table 88 “Cruise Control Pause Switch”

Alternatives Default
The “Cruise Control Pause Switch” parameter
J1/P1:7 configures the ECM to detect an input for use as
None
J1P1:23 a cruise control pause switch. This functionality is
only available for use over a J1939 data link. This
feature affects cruise control, elevated idle, and PTO
“PTO Engine Shutdown Switch” operation.
The “PTO Engine Shutdown Switch” parameter Table 92
configures an ECM input that will be used for a PTO
Alternatives Default
engine shutdown switch. The switch will shut down
the engine when the engine is in PTO mode and J1939 Body Controller None
there is no vehicle speed. J1939 Cab Controller
J1939 Instrument Cluster
Table 89

Alternatives Default
“A/C High Pressure Switch”
J1/P1:7
None
J1P1:23 This parameter determines if the high pressure
switch for the air conditioning system will control the
output for the cooling fan.
“Cruise Control On/Off Switch”
When this parameter is programmed to “J1/P1:41”,
The “Cruise Control On/Off Switch” parameter the ECM will turn on the cooling fan when the A/C
configures an ECM input for a cruise control on/off high pressure switch opens.
switch.
Note: If the “Fan Control Type” parameter is
Set this parameter to “J1/P1:59” if a switch is wired to programmed to “On/Off” or to “Variable Speed
the ECM terminal J1/P1-59. Fan Option S” the transmission control may
cause the fan to turn on via the J1939 data link.
Set this parameter to “J1939 Body Controller”, to Some types of transmissions use the engine
“J1939 Cab Controller”, or to “J1939 Instrument cooling fan to cool the transmission as well.
Cluster” if a J1939 message is used.
Table 93
Table 90
Alternative Default
Alternatives Default
None J1/P1:41
J1939 Body Controller
J1939 Cab Controller J1/P1:59
J1939 Instrument Cluster “A/C Fan Request Switch”
Note: This feature is only available when the
“Cruise Control Set/Resume “Truck Manufacturer” parameter is programmed to
Switch” “GMT-560”.

The “Cruise Control Set/Resume Switch” parameter This parameter configures the cooling fan to start
configures the ECM to detect an input for the cruise when the clutch for the air conditioning compressor
control set/resume switch. is engaged.

Set this parameter to “J1/P1:35&44” if a switch is
wired to ECM terminals J1/P1-35&44.
Set this parameter to “J1939 Body Controller”, to
“J1939 Cab Controller”, or to “J1939 Instrument
Cluster” if a J1939 message is used.
Note: If the “Fan Control Type” parameter is
programmed to “On/Off” or to “Variable Speed
Fan Option S” the transmission control may
cause the fan to turn on via the J1939 data link.
Some types of transmissions use the engine
cooling fan to cool the transmission as well.

Table 91
Alternatives Default
J1939 Body Controller J1/P1:35&44
J1939 Cab Controller
J1939 Instrument Cluster
56 SENR9517-19
Troubleshooting Section

Table 94 Table 96
Alternatives Default Alternatives Default
None J1939 Body Controller
J1/P1:62
J1/P1:41 J1939 Cab Controller None
J1939 Instrument Cluster

“Vehicle Speed Input”

“Service Brake Pedal Position
The ECM has an input circuit that can be used to Switch #1”
receive vehicle speed information. The ECM input
can receive the vehicle speed information in either of The “Service Brake Pedal Position Switch #1”
the following ways: parameter defines the switch input for the service
brake pedal position switch #1. This switch input is
• A vehicle speed sensor can be connected to the required.
input.
Set this parameter to “J1/P1:45” if a switch is wired to
• A signal wire from an electronic control can be ECM terminal J1/P1-45.
connected to the input.
Set this parameter to “J1939 Body Controller”, to
The “Vehicle Speed Input” parameter must be “J1939 Cab Controller”, or to “J1939 Instrument
programmed to “J1/P1:32&33” to use this feature. Cluster” if a J1939 message is used.
The ECM can also be configured to receive vehicle Table 97
speed information from an electronic transmission
control unit via the J1939 data link. The transmission Alternatives Default
must be capable of supporting a J1939 ETC1 J1939 Body Controller
Broadcast Message. The “Vehicle Speed Input” J1939 Cab Controller J1/P1:45
parameter must be programmed to “J1939-Trans”. J1939 Instrument Cluster

The ECM can also be configured to receive vehicle

speed information from the Anti-lock Brake System
(ABS) via the J1939 data link. The ABS must be
capable of supporting a J1939 High Resolution
Wheel Speed Broadcast Message. The “Vehicle
Speed Input” parameter must be programmed to
“J1939-ABS”.
“Clutch Pedal Position Switch”
The “Clutch Pedal Position Switch” parameter defines
the switch input for the clutch pedal position switch.
This switch input is required for some transmission
styles.

Table 95 Set this parameter to “J1/P1:22” if a switch is wired to

Alternatives Default ECM terminal J1/P1-22.

J1939 - Trans J1/P1:32&33 Set this parameter to “J1939 Body Controller”, to

J1939 - ABS “J1939 Cab Controller”, or to “J1939 Instrument
Cluster” if a J1939 message is used.
“Fan Override Switch” Table 98
Alternatives Default
The “Fan Override Switch” parameter defines the
J1939 source that will broadcast a switch position J1939 Body Controller
in order to override the fan control. When the fan J1939 Cab Controller J1/P1:22
override switch is activated, the ECM will receive a J1939 Instrument Cluster
J1939 message. The ECM will disregard all other
parameters for fan control and the ECM will turn on
the fan.

If the “Fan Control Type” parameter is

programmed to “On/Off” or to “Variable Speed
Fan Option S” the transmission control may
cause the fan to turn on via the J1939 data link.
Some types of transmissions use the engine
cooling fan to cool the transmission as well.
SENR9517-19 57
Troubleshooting Section

i02203529 “PM1 Engine Oil Capacity

Maintenance Parameters (Automatic Maintenance Indicator
Mode)”
SMCS Code: 1901
The “PM 1 Interval” can be determined by the ECM.
“Maintenance Indicator Mode” The ECM bases the “PM 1 Interval” on fuel usage.
This parameter must be programmed only when the
The Engine Control Module (ECM) records data maintenance indicator mode is programmed to an
that is related to the vehicle's maintenance. The automatic mode (distance or hours). Capacity of the
“Maintenance Indicator Mode” parameter defines the sump influences the maintenance interval.
maintenance indicators that will be displayed on the
Table 102
Caterpillar Electronic Technician (ET).
Application Minimum Maximum Default
If “Distance” is selected, all maintenance indications
21 L
on Cat ET will be displayed in distance. GM 530/540 19 L (20 qt) 57 L (60 qt)
(22 qt)
If “Hour” is selected, all maintenance indications on GMT-560 19 L (20 qt) 57 L (60 qt) 28 L
Cat ET will be displayed in hours. (30 qt)
31 L
Note: Typical maintenance indications are “PM 1”, Other 19 L (20 qt) 57 L (60 qt)
(33 qt)
“PM 2”, and “Coolant Flush/Fill”. The ECM provides
“PM 1” maintenance interval and last maintenance
information. i02377513

Table 99 Output Selections

Application Alternatives Default
SMCS Code: 1901
GM 530/540 Manual Distance
Off
Other Manual Hours
Automatic “Fast Idle Enabled Lamp”
Distance Automatic
GMT-560
Automatic Hours Distance The “Fast Idle Enabled Lamp” parameter configures
the Engine Control Module (ECM) to turn on a lamp
that is connected to output J1/P1:31 or connected
“PM 1 Interval (Manual Maintenance to output J1/P1:21. The output is active when Fast
Indicator Mode)” Idle #1 or Fast Idle #2 operation is active. J1/P1:31
cannot be used if the “Engine Monitoring Lamps”
The “PM 1 Interval (Manual Maintenance Indicator parameter is programmed to “Option 1”.
Mode)” parameter allows a maintenance interval to
be specified by the user. This parameter must be To use this feature, a momentary switch must be
programmed only when the maintenance indicator connected to Input #18 (J1/P1:40) and the parameter
mode is programmed to a manual mode (distance “Fast Idle RPM #1” must be programmed to a valid
or hours). speed that is above low idle.

Table 100 Table 103

“Manual Distance” Alternatives Default

Minimum Maximum Default J1/P1:21

J1/P1:31
None
8047 km 56327 km 24140 km
(5000 miles) (35000 miles) (15000 miles)
“Wait To Start Lamp”
Table 101
Note: This feature is only available when the “Truck
“Manual Hours”
Manufacturer” parameter is programmed to “Other”.
Minimum Maximum Default
This parameter configures the ECM to turn on a
100 750 250
lamp that is connected to J1/P1:31 or connected to
J1939 when the air inlet heater is on and the engine
is not running. “Fast Idle Enabled Lamp” must be
programmed to “J1/P1:21” for this feature to be used.
58 SENR9517-19
Troubleshooting Section

Table 104 Note: If the “Fan Control Type” parameter is

Alternatives Default
programmed to “On/Off” or to “Variable Speed
Fan Option S” the transmission control may
J1/P1:31
None cause the fan to turn on via the J1939 data link.
J1939 Some types of transmissions use the engine
cooling fan to cool the transmission as well.
“PTO Active Output ” Table 108
Alternatives Default
The “PTO Active Output” parameter allows the
configuration of an output circuit that is used to signal On/Off
that the PTO mode is active. The output driver is On/Off PWM
None
capable of providing 1.0 Amp. The output is on if the On/Off DC
following conditions are met: Variable Speed Fan Option S

• The PTO switch is on. “Engine Running Output”

• PTO mode is active. Note: This feature is only available when the
“Truck Manufacturer” parameter is programmed to
• The engine speed is within the programmed limits. GMT-560.
• The vehicle speed is within the programmed limits. This parameter configures the ECM to control a
Table 105 solenoid or a relay in order to prevent the starting
motor from being engaged after the engine has
Alternative Default started.
None J1/P1:19
Table 109
Alternative Default
“PTO Switch On Lamp”
None J1/P1:31
This parameter configures the ECM to turn on a lamp
that is connected to output J1/P1:30 when the engine
is in PTO mode. “Starting Aid Output”
Table 106 This parameter is used to allow the ECM to determine
if conditions are correct for the use of a starting aid
Alternative Default (ether).
None J1/P1:30
Table 110
Alternative Default
“Change Oil Lamp”
Automatic Off
This parameter configures the ECM to turn on a lamp
that is connected to J1/P1:30 when the programmed
maintenance parameters indicate that an oil change i02374245
is needed.
Passwords
Table 107
SMCS Code: 1901
Alternative Default
J1/P1:30 None Customer Passwords

“Fan Control Type” “Customer Password #1”

If the ECM is used to control the operation of the
cooling fan, the “Fan Control Type” parameter must
be programmed to “On/Off” or to one of the optional
parameters. Program this parameter to “None” if the
ECM is not connected to the cooling fan relay or to
the cooling fan solenoid. Use Caterpillar Electronic
Technician (ET) to determine if the ECM is used to
control the fan circuit.
This parameter is optional. This parameter is
a password that is created by the customer.
This parameter can be up to eight alphanumeric
characters in length. If this parameter is programmed,
Password 1 is required in order to change any of the
customer specified parameters.
SENR9517-19 59
Troubleshooting Section

“Customer Password #2” “Battery Monitor Low Idle Engine

This parameter is optional. This parameter is
Speed”
a password that is created by the customer.
This parameter sets the engine speed if the battery
This parameter can be up to eight alphanumeric
voltage falls below the trip point that is specified
characters in length. If this parameter is programmed,
in the “Battery Monitor & Engine Control Voltage”
Password 2 is required in order to change any of the
parameter.
customer specified parameters.
Table 112
i02126985 Minimum Maximum Default

Selected Engine Rating 700 rpm TEL 1000 rpm

SMCS Code: 1901

“Rating Number” i02377571

The rating number is the selected rating within a

power rating family. The personality module defines
the power rating family (224 kW (300 hp)) and the
personality module may contain only one or several
ratings. The rating number defines the power rating
that is used within the power rating family.
ECM Identification Parameters
“Vehicle ID”
“Vehicle Identification” is the identification of the
vehicle that is assigned by the customer. “Vehicle
Identification” is used only for the customer's
reference. “Vehicle Identification” is not required by
the Engine Control Module (ECM).
Timer Parameters
SMCS Code: 1901
“Idle Shutdown Time”
The “Idle Shutdown Time” is the time (minutes) of
engine idle before shutting down. The engine will
only shut down if the Engine Control Module (ECM)
detects low engine load and no vehicle speed.
The “Idle Shutdown Time” will not begin counting
if the engine is in cold mode. If this parameter is
programmed to zero, this feature is disabled and the
engine will idle until the key switch is turned off.
Note: The ECM and the vehicle remain powered.
Table 113

i02203618 Minimum Maximum Default

Smart Idle Parameters 3 minutes 1440 minutes 0 minutes

SMCS Code: 1901 “Allow Idle Shutdown Override”

“Battery Monitor & Engine Control The “Allow Idle Shutdown Override” parameter
configures the ECM to allow the clutch or the service
Voltage” brake to override the idle shutdown timer during the
driver alert. The driver alert is the last 90 seconds
This parameter sets a voltage trip point. When the
when the check engine lamp begins flashing. This
voltage falls below the trip point the Engine Control
parameter requires the “Idle Shutdown Time” to
Module (ECM) will automatically elevate the engine
be programmed to “3 Minutes” or more in order to
speed to the rpm that is specified in the “Battery
enable the parameter. When the “Idle Shutdown
Monitor & Low Idle Engine Speed” parameter.
Time” is programmed to “0 seconds”, the parameter
is turned off.
Note: If the “Transmission Style” parameter is
programmed to “AT/MT/HT Option 3” or to “AA/MT/HT Table 114
Option 4”, a neutral switch must be installed at Input
#12 (J1/P1:62) of the ECM. A J1939 broadcast Alternative Default
message will also enable this feature. No Yes
Table 111
Minimum Maximum Default
0 Volts 25.5 Volts 0 Volts
60 SENR9517-19
Troubleshooting Section

“A/C Switch Fan-On Time” Table 117

Application Alternatives Default
The Input #11 to the ECM can be used for the
connection of a normally closed high pressure A/C GM 530/540 None Exhaust Brake
switch. The ECM has a built-in timer. The timer is Other Exhaust Brake Only
used to prevent excessive cycling of the cooling fan Only
clutch due to successive cycling of the A/C switch. Warm Up Only
GMT-560 Exhaust Brake & None
Programming this parameter to “0 seconds” disables Warm Up
the function. Programming depends on the refrigerant
and the design of the air conditioning system as well
as the use of the signal input. Program the timer to “Warm Up Mode Idle Speed”
one second for the connection of this input to another
system. Programming the timer to “1 second” also This parameter determines the idle speed of
provides a time delay. This feature requires the the engine until the engine reaches operating
“Fan Control Type” parameter to be programmed to temperature.
“On/Off” or to “Variable Speed Fan Option S”. Also,
the “A/C High Pressure Switch” parameter must Table 118
be programmed to “J1/P1:41” or to “J1/P1:62” for
Minimum Maximum Default
GMT-560.
700 rpm 1400 rpm 1000 rpm
Table 115

Minimum Maximum Default

i02203685
0 seconds 600 seconds 0 seconds
Trip Parameters
“Fan With Engine Brake On” SMCS Code: 1901
This parameter configures the ECM to turn on the
cooling fan when the engine brake has been active “Dash - PM 1 Reset”
for at least two seconds. This feature requires the
“Fan Control Type” parameter to be programmed to This parameter configures the Engine Control Module
“On/Off”. The cooling fan must also be controlled by (ECM) to allow the Caterpillar Driver Information
the ECM in order for this option to be functional. Display (ID) to reset the PM 1 maintenance
interval. The “Maintenance Indicator Mode” must be
Note: If the “Fan Control Type” parameter is programmed to “On” for the PM 1 reset parameter
programmed to “On/Off” or to “Variable Speed to take effect.
Fan Option S” the transmission control may
Table 119
cause the fan to turn on via the J1939 data link.
Some types of transmissions use the engine Application Alternative Default
cooling fan to cool the transmission as well.
GM 530/540
Yes No
Other
Table 116
Alternative Default GMT-560 No Yes

Yes No
“Dash - Customer Parameters”
“Exhaust Brake Configuration” This parameter configures the ECM to allow Cat ID
to reset the following four parameters:
This parameter configures the ECM to use the
exhaust brake for assisting in engine warm-up. The • “Soft Cruise Control”
exhaust brake can be programmed as an exhaust
brake to aid in slowing the vehicle and the exhaust • “Fast Idle RPM #1”
brake can be programmed to put a load on the engine
in order to warm up the engine faster. • “Fast Idle RPM #2”
• “Low Idle Engine RPM”
Each parameter that is listed has a “Yes/No” option
with “No” as the default.

Note: This feature requires a Cat ID (version number

1.3 or higher).
SENR9517-19 61
Troubleshooting Section

Table 120 “Quick Stop Rate”

Alternative Default
This parameter determines the rate of vehicle speed
Yes No change that is used by the ECM to record a quick stop
event code and a quick stop snapshot. Programming
this parameter to 0 will disable this feature and no
“Theft Deterrent System Control” quick stop events will be logged. Each quick stop
snapshot contains 60 frames of information. Frame
When this parameter is used with a “Theft Deterrent 45 is the quick stop event. The quick stop snapshot
Password”, this parameter prevents the engine from also contains 44 frames before the quick stop event
starting unless the password has been entered via and 15 frames after the quick stop event. Each frame
the dash display of the CAT ID. Before the operator is separated by 1.0 second.
can use the feature of theft deterrent of the CAT
ID, the system must be turned on. In order to turn Table 123
on the theft deterrent, use Caterpillar Electronic ECM Snapshot Frame Data
Technician (ET) to program the parameter for the
theft deterrent to “Yes”. The operator must first enter Engine rpm Vehicle speed
the password before the engine is shut off. This will Throttle position Cruise status
enable the system. Enabling the system prevents the Clutch switch Brake switch
engine from starting without re-entering the password
on the next attempted start. If this parameter is The most recent quick stop snapshot is stored in
programmed to the “Auto-Enable” option, the system the ECM memory. When a quick stop event occurs
will automatically be armed when the keyswitch is the ECM replaces the old quick stop snapshot with
turned off. the new quick stop snapshot. The ECM also logs a
diagnostic event code for each quick stop event. The
Note: The “Auto-Enable” feature requires a Cat ID ECM stores a maximum of 255 occurrences.
(version number 2.1 or higher).
Table 124
Table 121
Alternative Default
Alternatives Default
0 kilometers per hour per
Yes second to 205 kilometers
No 0 kilometers per hour
Auto-Enable per hour per second (0
per second (0 miles per
miles per hour per second
hour per second)
to 128 miles per hour
“Theft Deterrent Password” per second)

The “Theft Deterrent Password” is the password
that is required by the ECM before the feature of
theft deterrent is enabled. After the theft deterrent
is enabled, the “Theft Deterrent Password” is the
password that is required to restart the engine. All of
the characters must be uppercase. Four characters
are available for the password. If the password is
lost, the use of Cat ET and a factory password are
required in order to start the engine.
Note: Programming the “Quick Stop Rate” to a value
that is too low will cause an excessive number of
quick stop event codes. A vehicle without a load or
a trailer will be able to stop much more quickly than
a vehicle with a heavy load. If too many quick stop
event codes are being logged, increase the “Quick
Stop Rate”. This will improve the detection of the
exceptions when the exceptions occur.

Table 122
Alternative Default
Four characters
A through Z 0000
0 through 9
62 SENR9517-19
Troubleshooting Section

i02203881 The “Vehicle Speed Calibration” is the value that is

used by the ECM in order to translate the vehicle
Truck Manufacture Parameters speed signal into kilometers per hour (miles per
hour). When a vehicle speed sensor is wired to the
SMCS Code: 1901 ECM, the “Vehicle Speed Input” must be programmed
to “J1/P1-32&33”. This parameter is programmed
“Truck Manufacturer” in pulses per kilometer (PPKM) or pulses per mile
(PPM). This parameter must be programmed. If
This parameter is used to configure the correct this parameter is not programmed a 253-02 Check
set of options and/or of ranges for the default Customer or System Parameters will become active.
parameter for the application. The option for the This parameter affects the cruise control and the
“Truck Manufacturer” parameter is set at the factory ECM speedometer signal. Also, this parameter can
to provide the same functionality with one Engine affect the PTO operation, extended idle, and trip
Control Module (ECM) and one set of personality totals.
module software. If an ECM replacement is required,
Table 127
the “Truck Manufacturer” parameter must be
programmed before programming other customer Application Minimum Maximum Default
parameters in order to configure the proper set of
2485 238080
defaults and/or ranges.
GM 530/540 PPKM PPKM 19884 PPKM
GMT-560 (4000 (384000 (32000 PPM)
Table 125
PPM) PPM)
Alternatives Default
2485 238080
GM Not programmed PPKM PPKM Not
Other
Other (4000 (384000 programmed
PPM) PPM)

“Truck Model Type”

“Vehicle Speed Cal (J1939-Trans)”
This parameter is used to configure the correct set
of default parameter options/ranges for GM truck The “Vehicle Speed Cal (J1939-Trans)” parameter is
models. The personality module software will depend used when the ECM is configured to use the speed
on the vehicle application. The option for the “Truck of the transmission output shaft in order to calculate
Model Type” parameter is set at the factory. If an vehicle speed. The “Vehicle Speed Input” parameter
ECM replacement is required, the “Truck Model Type” must be programmed to “J1939-Trans”. This value
parameter must be programmed before programming represents the revolution of the transmission output
other customer parameters in order to configure shaft as revolutions per kilometer (revolutions per
the proper set of defaults and/or ranges. When the mile). This parameter must be programmed. If this
software is flashed into the personality module, this parameter is not programmed a 253-02 Check
parameter will default to “GM 530/540”. Customer or System Parameters will become active.
This parameter affects the cruise control and the
Table 126 ECM speedometer signal. Also, this parameter can
Alternative Default affect the PTO operation, extended idle, and trip
totals.
GMT-560 GM 530/540
Table 128
Minimum Maximum Default
i02203899
43000
Vehicle Speed Parameters 0 revolutions
per km (0
revolutions
per km (65000 Not programmed
revolutions
SMCS Code: 1901 revolutions per
per mile)
mile)

“Vehicle Speed Calibration”

This calibration is used when the Engine Control
Module (ECM) is configured to use a vehicle speed
sensor that is connected to J1/P1-32 and J1/P1-33.
SENR9517-19 63
Troubleshooting Section

“Vehicle Speed Cal (J1939 ABS)” “VSL Protection”

The “Vehicle Speed Cal (J1939-ABS)” parameter is The “VSL Protection” is the maximum engine rpm
used to calculate vehicle speed by using the input when there is a problem with the vehicle speed signal
from the wheel speed. The data from the wheel speed that is detected by the ECM. The ECM limits the
is transmitted via the J1939 data link. The “Vehicle engine to this engine rpm when the ECM senses
Speed Input” parameter must be programmed to no vehicle speed signal, and a load on the engine.
“Vehicle Speed Cal J1939-ABS”. The control for the This is a feature that is used to prevent tampering by
Anti-lock Brake System (ABS) must transmit tire running without a Vehicle Speed input to the ECM.
revolutions per mile that is based on the tire size.
If the tire size is changed from the tire size that is Note: When this parameter is programmed to the
programmed into the control for the ABS, the “Vehicle TEL rpm, the ECM disables the 84-01 Vehicle Speed
Speed Cal (J1939-ABS)” must also be changed. loss of signal and the 84-10 Vehicle Speed signal
The value that is contained in the “Vehicle Speed rate of change. Also, the “VSL Protection” can be
Cal (J1939-ABS)” parameter is a ratio. If the actual exceeded by disconnecting the vehicle speed sensor.
tire size is equal to the tire size that is programmed
into the control for the ABS, the “Vehicle Speed Cal Table 131
(J1939-ABS)” parameter will be “1”. The ratio can be Application Minimum Maximum Default
found by dividing the tire revolutions per mile that is
transmitted by the ABS by the actual tire revolutions GM 530/540
1700 rpm 1700 rpm 1700 rpm
per mile. Contact the manufacturer of the ABS in GMT-560
order to verify that this message is supported. Other 1700 rpm TEL rpm TEL rpm

If the “Vehicle Speed Input” parameter is programmed

to “Vehicle Speed Cal J1939-ABS”, this parameter “Tachometer Calibration”
must be programmed. If this parameter is not
programmed a 253-02 Check Customer or System The “Tachometer Calibration” parameter is used
Parameters will become active. This parameter by the ECM to translate the engine speed signal
affects the cruise control and the ECM speedometer into revolutions per minute for a tachometer. This
signal. Also, this parameter can affect the PTO parameter is programmed in pulses per revolution
operation, extended idle and trip totals. (PPR). The programmable range is from 2.0 to 500.0
in increments of 0.1 PPR.
Table 129
Minimum Maximum Default Table 132
Application Minimum Maximum Default
0 6.550 Not programmed
GM 530/540 17.5
2.0 PPR 500.0 PPR
GMT-560 PPR
“Vehicle Speed Limit (VSL)” 134.0
Other 2.0 PPR 500.0 PPR
PPR
The “Vehicle Speed Limit (VSL)” is the maximum
vehicle speed that is allowed by the ECM. The ECM
will shut off fuel to the injectors above this speed. “Soft Vehicle Speed Limit”
An inexperienced driver may think that something
is wrong with the engine because the ECM will not The “Soft Vehicle Speed Limit” operates in
fuel the engine above this vehicle speed limit. Vehicle conjunction with the “Vehicle Speed Limit”. The “Soft
speed limiting allows the implementation of a gear Vehicle Speed Limit” limits the vehicle speed within
fast/run slow specification for the truck. The gear the following range:
fast/run slow specification for the truck improves fuel
economy while the parameter for the vehicle speed
limit limits the maximum vehicle speed of the truck.
• The minimum value is 4 km/h (2.5 mph) below the
programmed “Vehicle Speed Limit” at full load.
Table 130
• The maximum value is 4 km/h (2.5 mph) above the
Application Minimum Maximum Default selected “Vehicle Speed Limit” at no load.
GM 530/540 48 km/h 121 km/h 121 km/h
Table 133
GMT-560 (30 mph) (75 mph) (75 mph)
Alternative Default
204 km/h
48 km/h 204 km/h
Other (127 No Yes
(30 mph) (127 mph)
mph)
64 SENR9517-19
Troubleshooting Section

“Low Speed Range Axle Ratio”

The “Low Speed Range Axle Ratio” parameter must
be programmed when the two-speed axle switch
is used by the ECM to adjust the vehicle speed
calibration. When a two-speed axle is used, the
change in gear ratios from the high speed range
to the low speed range alters the calibration of the
vehicle speed signal. Since the vehicle speed signal
has been altered, a calibration adjustment is required
to ensure that the ECM driven speedometer and the
information that is stored in the ECM correctly reflect
the actual vehicle speed. This parameter should be
programmed to the “Low Speed Range Axle Ratio”.
This parameter only requires programming when the
“Two-Speed Axle Switch” parameter is enabled.

Table 134

Minimum Maximum Default

0.00 19.99 0.00

“High Speed Range Axle Ratio”

This parameter only requires programming when the
“Two-Speed Axle Switch” parameter is enabled. The
“High Speed Range Axle Ratio” must be programmed
when a two-speed axle switch is used by the ECM
to adjust the vehicle speed calibration. When a
two-speed axle is used, the change in gear ratios
from the high speed range to the low speed range
alters the calibration of the vehicle speed signal.
Since the vehicle speed signal has been altered, a
calibration adjustment is required to ensure that the
ECM driven speedometer and the information that is
stored in the ECM correctly reflect the actual vehicle
speed. This parameter should be programmed to the
“High Speed Range Axle Ratio”.

Table 135
Minimum Maximum Default
0.00 9.99 0.00
SENR9517-19
System Configuration
Parameters
i02297846
System Configuration
Parameters
SMCS Code: 1901
System configuration parameters affect the
emissions of the engine or the power of the engine.
System configuration parameters are programmed
at the factory. Normally, the system configuration
parameters would never need to be changed
through the life of the engine. System configuration
parameters must be reprogrammed if an Engine
Control Module (ECM) is replaced. Unless the engine
rating has changed, system configuration parameters
do not need to be reprogrammed when the ECM flash
file is updated. The system configuration parameters
are stamped on the engine information plate. Factory
passwords are required to change these parameters.
The following information is a description of the
system configuration parameters.
“Full Load Setting”
“Full Load Setting” is a number that represents the
adjustment to the fuel system that was made at the
factory in order to fine tune the fuel system. The
correct value for this parameter is stamped on the
engine information plate. A new ECM requires this
parameter to be programmed to avoid generating a
253-02 Check Customer Or System Parameters (56).
“Full Torque Setting”
“Full Torque Setting” is similar to “Full Load Setting”.
This parameter must be programmed to avoid
generating a 253-02 Check Customer Or System
Parameters (56).
Interlock Code
The interlock code is a code that prevents the use
of incorrect ECM software for this engine. Each
horsepower family and each emission certification
has a different code that is associated with the
horsepower family or the emission certification.
When a flash file is replaced this code must match
the code that is stored in the ECM. If the interlock
code does not match the code that is stored in the
ECM, both of the following situations will exist:
• The engine will only run at low idle.
• A 253-02 Check Customer Or System Parameters
(56) will be generated.
65
Troubleshooting Section
When the engine is being rerated, programming this
code to 0 will prompt the ECM to read the interlock
code that is stored in memory. The stored interlock
code will be used by the ECM for the engine. This
code does not need to be programmed when the
flash file is installed under both of the following
conditions:
• The new flash file is for the same family.
• The new flash file is for an engine with the same
rating for emissions.
If the flash file is from a different family, the following
components may need to be changed: pistons,
injectors, and other components. The engine
information plate must also be changed in order to
reflect the new rating.
Some vehicle systems such as the cooling system
or the transmission may also require changes when
the engine is rerated. Please contact the system's
Original Equipment Manufacturer (OEM) for further
information.
“Engine Serial Number”
Program the “Engine Serial Number” to match the
engine serial number that is stamped on the engine
information plate. When a new ECM is delivered, the
engine serial number in the ECM is not programmed.
“Personality Module Release Date”
This parameter is defined by the Personality Module
and this parameter is not programmable. The
“Personality Module Release Date” is used to provide
the version of the software. The customer parameters
and the software change levels can be monitored by
this date. The date is provided in the month and the
year (NOV99). NOV is the month (November). 99
is the year (1999).
66 SENR9517-19
Troubleshooting Section

Troubleshooting without a • “Lower Gears Engine RPM Limit”

Diagnostic Code • “Intermediate Gears Engine RPM Limit”
• “Gear Down Protection Engine RPM Limit”
i02204523

Can Not Reach Top Engine • “Top Engine Limit” engines with software
prior to DEC02
RPM
• “VSL Protection”
SMCS Code: 1915-035
• “PTO Top Engine Limit” with the PTO on/off
switch in the ON position
Probable Causes
Note: If this problem occurs under load, refer to
• “PTO Vehicle Speed Limit” with the PTO
on/off switch in the ON position
Troubleshooting, “Low Power/Poor or No Response
to Throttle”. d. Set each parameter to the parameter's
maximum value one at a time and determine
• Diagnostic codes whether the problem is corrected.
• Customer specified parameters (normal operation) 3. Check cold mode operation.
• Cold mode Note: This is normal operation if the problem occurs
only after start-up in cold weather.
• Accelerator pedal position sensor
a. Monitor the electronic service tool in order to
• Vehicle speed signal verify that the engine has progressed from cold
mode.
• Fuel supply
“Cold Mode” is indicated in the upper corner
• Power train data link of any status screen.
• Air intake and exhaust system 4. Check the accelerator pedal position sensor.
• Diesel particulate filter (if equipped) a. Use the cruise/idle on/off switch to put the
engine in idle mode.
Recommended Actions
b. Vary the engine rpm with the set/resume
1. Check for diagnostic codes. switches.

a. Connect Caterpillar Electronic Technician (ET)
to the data link connector.
b. Check for active diagnostic codes and/or
logged diagnostic codes.
Certain diagnostic codes will limit the engine
speed.
c. Troubleshoot all active diagnostic codes before
continuing with this procedure.
2. Check customer specified parameters.
a. Verify that the complaint is not normal operation
(programmed parameter).
b. Access the “Configuration” screen on Cat ET.
c. Check the following parameters:
If both of the following conditions are met,
monitor the status of the accelerator pedal
position sensor.
• The engine is stable by using idle mode to
control the engine rpm.
• The engine is unstable by using the
accelerator pedal position sensor.
If the status of the accelerator pedal position
sensor is unstable, refer to Troubleshooting,
“Accelerator Pedal (Throttle) Position Sensor
Circuit - Test”.
5. Monitor the vehicle speed signal. Ensure the
accuracy of the vehicle speed signal by comparing
the vehicle speed signal to the actual vehicle
speed.

• “Vehicle Speed Limit”

SENR9517-19
If the vehicle speed is greater than the VSL,
the engine rpm is limited to the programmed
“VSL Protection”. If a problem is discovered,
refer to Troubleshooting, “Vehicle Speed and
Speedometer Circuit - Test”.
6. Check the fuel supply.
a. Monitor the exhaust for smoke while the engine
is being cranked.
If no smoke is present, there may be a problem
with the fuel quality or there may be a problem
with the fuel supply.
b. Check the fuel quality. Refer to Operation and
Maintenance Manual, SEBU6385, “Caterpillar
On-Highway Diesel Truck Engine Fluid
Recommendations”.
c. Check the fuel pressure. Refer to Testing and
Adjusting, “Fuel System”.
d. Ensure that the fuel system has been primed.
Refer to Testing and Adjusting, “Fuel System”.
e. Check for fuel supply lines that are restricted.
f. Check the fuel filters.
g. If the temperature is below 0 °C (32 °F), check
for solidified fuel (wax).
h. Check for air in the fuel system. Refer to
Testing and Adjusting, “Fuel System”.
7. Check the power train data link. Ensure that the
power train data link is not limiting the power.
a. Monitor the status screen for the power train
data link while the vehicle is experiencing
problems.
If the status screen indicates that the power
train data link is limiting the power or the rpm,
verify that this is not normal operation. If this
is not normal operation, refer to the vehicle's
Original Equipment Manufacturer (OEM) for
repairs.
8. Air intake and exhaust system
a. Clean plugged air filters or replace plugged air
filters. Refer to the Operation and Maintenance
Manual.
b. Check the air intake and the exhaust system
for restrictions and/or leaks. Refer to Testing
and Adjusting for more information.
9. Diesel particulate filter (if equipped)
67
Troubleshooting Section
a. Check for active “Warning” or “Alarm” lights
that are associated with the diagnostic
module for the diesel particulate filter. Refer
to Troubleshooting, “Exhaust Particulate
Filter Circuit-Test” and Special Instruction,
REHS1807, “Installation Guide for Diesel
Particulate Filters”.
b. Clean the diesel particulate filter, if necessary.
Refer to Special Instruction, REHS1807,
“Installation Guide for Diesel Particulate Filters”
for more information.
i02309128
Can Not Reach Vehicle Speed
Limit
SMCS Code: 7463-035
Probable Causes
• Excessive load
• Brakes
• Programmable parameters
• Vehicle speed circuit
• A system on the power train data link
• Electronic control system
• Accelerator pedal position sensor
• Air inlet and exhaust system
• Fuel system
Recommended Repairs
Verify that the Load is Not Excessive
Interview the operator. Verify that the load is within
the specification of the engine and the drive train.
Check the Brakes
A brake that drags can limit the vehicle's speed.
Check the vehicle's brake system for proper
operation.
Check Programmable Parameters
Certain programmable parameters may limit vehicle
speed. Use the Caterpillar Electronic Technician (ET)
to check the following programmable parameters:
• Vehicle Speed Limit (VSL)
68
Troubleshooting Section
• Lower Gears Engine RPM Limit
• Intermediate Gears Engine RPM Limit
• Gear Down Protection Engine RPM Limit
• VSL Protection
• “PTO Top Engine Limit” with the PTO on/off switch
in the ON position
• “Maximum PTO Vehicle Speed” with the PTO
on/off switch in the ON position
• Soft Vehicle Speed Limit
Set each parameter to the maximum value one at a
time and determine whether the problem is corrected.
Note: Programming the “Soft Vehicle Speed Limit” to
“No” may eliminate the complaint.
Check the Vehicle Speed Circuit
Use Cat ET to monitor the vehicle speed signal while
the vehicle is operated. Verify that the vehicle speed
signal is reasonably close to the vehicle's actual
speed. Refer to Troubleshooting, “Vehicle Speed
Circuit - Calibrate”, if necessary.
Check the Electronic Control System
Use Cat ET to monitor the fuel position, the rated fuel
limit, and the FRC limit. While the vehicle is operating
under full load, the parameters should meet the
following conditions:
• The fuel position is equal to the rated fuel limit.
• The fuel position is less than the FRC limit.
If the fuel position is equal to the rated fuel limit
and the fuel position is less than the FRC limit, the
electronic control system is operating correctly.
If the fuel position is not equal to the rated fuel limit
and/or the fuel position is not less than the FRC limit,
check the boost pressure on Cat ET when the engine
is not running. The boost pressure should be 0 kPa
(0 psi).
Check the Accelerator Pedal Position
Sensor
Use Cat ET to monitor the status of the accelerator
pedal position sensor. Operate the engine at high idle
with the vehicle in neutral. If the engine cannot reach
the programmed “Top Engine Limit”, check the duty
cycle for the accelerator pedal position sensor. Refer
to Troubleshooting, “Accelerator Pedal (Throttle)
Position Sensor Circuit - Test”.
SENR9517-19
Check the Systems on the Power Train
Data Link
A system that is connected to the power train data
link may be limiting the vehicle's speed. These
systems include the brakes and the transmission.
Note: You may need a special service tool in order
to monitor the other modules on the J1939 data link.
Obtain the necessary equipment, when possible.
Monitor the appropriate parameters while the vehicle
is experiencing problems. Determine if the systems
are limiting the engine's speed.
Determine if the condition is normal operation. Refer
to the vehicle's Original Equipment Manufacturer
(OEM) if the condition is not normal operation.
Check the Air Inlet and Exhaust System
Check the air cleaner element according to the
procedure in the Operation and Maintenance Manual.
Check the air inlet and the exhaust system for
restrictions. The procedure is in the Systems
Operation/Testing and Adjusting manual.
Check for aftercooler core leakage. The procedure
is in the Systems Operation/Testing and Adjusting
manual.
Check the Fuel System
Monitor the exhaust for smoke while the engine is
being cranked. If smoke is present, there may be
a problem with the quality of the fuel. Refer to the
Operation and Maintenance Manual for additional
information on fuel quality.
Cold weather adversely affects the characteristics
of the fuel. Refer to the Operation and Maintenance
Manual for information on improving the
characteristics of the fuel during cold weather
operation.
Ensure that the fuel system has been primed.
The priming procedure is in the Operation and
Maintenance manual.
Check for air in the fuel system. Also check the
fuel pressure. The procedures are in the Systems
Operation/Testing and Adjusting manual.
Check for a restriction in the fuel supply lines.
Check the fuel filters.
SENR9517-19
i02204546
Check Engine Lamp
or Warning Lamp Is
Malfunctioning
SMCS Code: 7431-035
Probable Causes
• Intermittent diagnostic codes
• Check engine lamp
• Warning lamp
• Cruise control set/resume switch
• Short in vehicle harness
• Service engine soon lamp (GM)
Recommended Actions
Note: GM vehicles refer to the Check Engine Lamp
as the Service Engine Soon Lamp.
Perform the following diagnostic procedures in order:
Intermittent Diagnostic Codes
Use Caterpillar Electronic Technician (ET) to check
for any diagnostic codes that may be logged or
active. Check for any intermittent diagnostic codes.
Check Engine Lamp
1. In order to check the check engine lamp, place
the ignition key switch in the ON position while the
engine is off.
The check engine lamp should turn on. Then,
the check engine lamp should turn off. The
check engine lamp will flash if there is an active
diagnostic code.
a. Place the ignition key switch in the OFF
position.
b. If the check engine lamp did not operate
correctly remove the terminal for the check
engine lamp (terminal 28) from the 70-pin
connector at the Engine Control Module (ECM).
c. Connect the check engine lamp (terminal 28) to
the ground stud. Place the ignition key switch
in the ON position.
d. Observe the check engine lamp.
69
Troubleshooting Section
If the check engine lamp comes on there may
be a problem with the circuit. Place the ignition
key switch in the OFF position. Check the
power connection and the ground connection
of the ECM. Refer to Troubleshooting, “Check
Engine Lamp Circuit - Test” for additional
information.
If the lamp does not come on there may be a
problem with the lamp. Place the ignition key
switch in the OFF position. Check the lamp in
order to ensure that the lamp is not burned out.
Also, check the wiring in order to ensure that
there is not an open circuit or a short circuit.
Warning Lamp
1. In order to check the warning lamp, start the
engine.
The warning lamp should come on for at least two
seconds. Then, the warning lamp should turn off.
The warning lamp will remain on or flash if there is
a problem with the engine.
a. Place the ignition key switch in the OFF
position. The engine should be off.
b. If the warning lamp did not operate correctly
remove the terminal for the warning lamp
(terminal 29) from the 70-pin connector at the
ECM.
c. Connect the warning lamp (terminal 29) to the
ground stud. Place the ignition key switch in
the ON position.
d. Observe the warning lamp.
If the warning lamp comes on there may be a
problem with the circuit. Place the ignition key
switch in the OFF position. Check the power
connection and the ground connection of the
ECM. Refer to Troubleshooting, “Warning
Lamp Circuit - Test” for additional information.
If the lamp does not come on there may be a
problem with the lamp. Place the ignition key
switch in the OFF position. Check the lamp in
order to ensure that the lamp is not burned out.
Also, check the wiring in order to ensure that
there is not an open circuit.
Cruise Control Set/Resume Switch
Connect Cat ET to the cab data link connector. Place
the ignition key switch in the ON position. Observe
the status screen for the cruise control set/resume
switch.
70
Troubleshooting Section
If the status screen indicates that the switch is on
and the switch is not in the ON position, the switch
is shorted out. Refer to Troubleshooting, “Cruise
Control Switch Circuit - Test”.
Short in Vehicle Harness
Check Engine Lamp
Monitor the check engine lamp while the terminal
for the check engine lamp (terminal 28) is removed
from the P2 ECM connector. Also, the technician
could monitor the check engine lamp while the ECM
connector is disconnected.
If the lamp remains on and the terminal has been
removed from the ECM, there is a short circuit to
ground in the vehicle harness.
Warning Lamp
Monitor the warning lamp while the terminal for
the warning lamp (terminal 29) is removed from
the P2 ECM connector. Also, the technician could
monitor the warning lamp while the ECM connector
is disconnected.
If the lamp remains on and the terminal has been
removed from the ECM there is a short circuit to
ground in the vehicle harness.
Service Engine Soon Lamp (GM)
Check the ALDL connector in order to ensure that
there is not a short circuit between terminal 4 and
terminal 6. Also, check for a short between terminal 5
and terminal 6.
g01113297
Illustration 17
GM ALDL cab connector.
(4) -Battery
(5) -Battery
(6) Diagnostic enable
(7) J1587 Data Link +
(15) J1587 Data Link -
(16) +Battery
SENR9517-19
i02318966
Cruise Control, Idle, or PTO
Can Not Be Set
SMCS Code: 1915-035
Probable Causes
• Programmable parameters
• Problem with a switch
• Clutch switch or clutch spring
Recommended Actions
Note: If a kickout occurred, the Engine Control
Module (ECM) stores the most recent cause of
the kickout. However, the ECM will not store the
information if the ECM is powered down. The ECM is
powered down when the keyswitch is placed in the
OFF position. It may be necessary to operate the
vehicle in order to duplicate the problem. Then, check
the value of the “Cruise Kickout”, the “Idle Kickout”,
or the “PTO Kickout” status parameter before the
ECM is powered down.
Perform the actions that relate to the feature that has
the complaint.
Check the Programmable Parameters
Refer to Table 136. Use the Caterpillar Electronic
Technician (ET) to verify that configuration
parameters for the feature with the complaint are
programmed correctly:
SENR9517-19 71
Troubleshooting Section

Table 136
Parameters for the Features
Feature Configuration Parameters Notes
Cruise Control Low Cruise Control Set Speed Limit If the vehicle speed is below the “Low Cruise Control
Set Speed Limit”, the cruise control can not be set or
resumed.
High Cruise Control Set Speed Limit If the vehicle speed exceeds the “High Cruise Control
Set Speed Limit” and the driver attempts to set a cruise
control speed, the cruise set speed will be the “High
Cruise Control Set Speed Limit”.
Transmission Neutral Switch
Cruise Control On/Off Switch
Cruise Control Set/Resume/Accel/Decel Switch
Cruise Control Pause Switch
Extended Idle Idle Vehicle Speed Limit If the driver attempts to set an idle engine rpm and the
vehicle speed exceeds the “Idle Vehicle Speed Limit”,
the idle will not activate.
Idle RPM Limit If the engine rpm is above the “Idle RPM Limit” and
the driver attempts to set an idle engine rpm, the idle
engine rpm will be the idle rpm limit.
Transmission Neutral Switch
Cruise Control On/Off Switch
Cruise Control Set/Resume/Accel/Decel Switch
Cruise Control Pause Switch
PTO PTO Top Engine Limit
PTO Kickout Vehicle Speed Limit If the vehicle speed exceeds the programmed “PTO
Kickout Vehicle Speed Limit”, the ECM will not maintain
the set speed.
Transmission Neutral Switch
PTO On/Off Switch
Remote PTO Set Switch
Remote PTO Resume Switch

Check the Switches
Typically, the operation of the PTO requires an
interlock switch such as a parking brake switch.
Ensure that all interlocks are set to allow PTO
operation.
Cat ET uses the following status parameters to
display the most recent cause of the kick out for each
feature: “Cruise Kickout”, “Idle Kickout”, and “PTO
Kickout”.
If the cause of the kick out is “Switch Turned Off”,
the ECM has detected an open circuit in the circuit
for the cruise switch or the PTO switch. Verify that
the operator did not turn off the switch. Use Cat ET
to check the status of the on/off switch while the
switch is operated. Refer to Troubleshooting, “Cruise
Control Switch Circuit - Test” or Troubleshooting,
“PTO Switch Circuit - Test”, if necessary.
If the cause of the kick out is “Brake”, the ECM has
detected an open circuit in the circuit for a service
brake switch. Verify that the operator did not operate
the service brake. Use Cat ET to check the status of
the service brake switches while the service brake is
operated. Refer to Troubleshooting, “Service Brake
Pedal Position (Switch 1) Circuit - Test” or , “Service
Brake Pedal Position (Switch 2) Circuit - Test”, if
necessary.
If the cause of the kick out is “Clutch”, the ECM
has detected an open circuit in the circuit for the
clutch switch. Verify that the operator did not operate
the clutch. Use Cat ET to check the status of the
clutch switch while the clutch is operated. Refer
to Troubleshooting, “Clutch Pedal Position Switch
Circuit - Test”, if necessary.
72 SENR9517-19
Troubleshooting Section

If the cause of the kick out is “Neutral”, the ECM

has detected an open circuit in the circuit for the
transmission neutral switch. Verify that the operator
did not shift the transmission into neutral. Use Cat
ET to check the status of the transmission neutral
switch while the transmission is shifted into neutral.
Refer to Troubleshooting, “Neutral Switch Circuit -
Test”, if necessary.

If the cause of the kick out is “Set SW Timeout”, then

the cruise control set/resume switch was placed to
the “Set” position by the operator for more than 15
seconds or there is a short circuit in the circuit for the
“Set” position of the switch. Determine the condition
that caused the kickout. Refer to Troubleshooting,
“Cruise Control Switch Circuit - Test”, if necessary.
Turn off the cruise control switch and turn on the
cruise control switch in order to get the cruise control
to work again.

If the cause of the kick out is “Res SW Timeout”, then

the cruise control set/resume switch was placed to
the “Resume” position by the operator for more than
15 seconds or there is a short circuit in the circuit
for the “Resume” position of the switch. Determine
the condition that caused the kickout. Refer to
Troubleshooting, “Cruise Control Switch Circuit -
Test”, if necessary. Turn off the cruise control switch
and turn on the cruise control switch in order to get
the cruise control to work again.

If the cause of the kick out is “Vehicle Speed < Limit”,

the vehicle speed signal exceeded the programmed
Idle/PTO vehicle speed limit or the vehicle speed
signal is missing or erratic. Perform the following
steps:

1. Inspect the vehicle speed sensor for debris.

2. Carefully inspect the vehicle's electrical connectors

for the speed circuit. Look for corrosion, for debris,
and for loose terminals.

3. Check the P1 connector for corrosion, for debris,

and for loose terminals.

4. Use Cat ET to check the vehicle speed while

the vehicle is parked. Also check the vehicle
speed while the vehicle is being driven in order
to determine that the vehicle speed that is
indicated by Cat ET does not vary significantly
from the vehicle speed that is indicated by the
speedometer. Refer to Troubleshooting, “Vehicle
Speed and Speedometer Circuit - Test”.

Check the Clutch Switch and the Clutch

Spring
Check the clutch switch adjustment and the clutch
spring. Make repairs, if necessary.
SENR9517-19 73
Troubleshooting Section

i02127473

Driver Questionnaire
SMCS Code: 0336
Table 137

Ask the driver to answer the following questions before attempting to repair an intermittent problem, or a problem with
symptoms but no diagnostic codes. Use this and the response guideline to these questions on the next page.
Questions Yes Comments
1. Ask the driver if the check engine lamp turned on during the problem or
if the check engine lamp turned on after the problem.
The check engine lamp stays on for the following time period:
2. Ask the driver for the number of occurrences for this problem.
Ask the driver to duplicate the problem if the problem can be duplicated in
less than one hour.
3. Ask the driver if other shops have worked on the same problem.
If the answer is yes, ask the names of the shops. Also ask for the time
period for the work that was performed.
4. Ask the driver if the engine completely shut down. Ask the driver if the
restart required the use of the key switch.
Ask the driver for the waiting period before the driver could restart the
engine after the shutdown.
5. Ask the driver if the engine had a hesitation, a speed burp or a misfire
without a complete shutdown.
6. Ask the driver if the radio, dash gauges or lights momentarily turn off
during an occurrence of the problem.
Ask the driver if there are any other observations about the truck's
components.
7. Ask the driver if the problem occurs only at specific engine loads.
Ask the driver for additional details.
8. Ask the driver if the problem occurs at a specific engine operating
temperature.
If the problem occurs at a specific engine operating temperature, record
the engine temperature.
9. Ask the driver if the problem occurs only at specific outside
temperatures or temperature ranges.
If the problem occurs only at specific outside temperatures or temperature
ranges, record the outside temperature or temperature range.
10. Ask the driver if the problem occurs during any other specific
conditions.
11. Ask the driver if the problem occurs at a specific vehicle speed.
If the problem occurs at a specific vehicle speed, record the vehicle
speed.
12. Ask the driver if the vehicle kicked out of cruise control mode, idle
mode or PTO mode.
13. Ask the driver if the problem occurs during the use of the accelerator.
During this time, the engine is not in cruise control mode or PTO mode.
14. Ask the driver if the problem occurs at a specific engine rpm.
If the problem occurs at a specific engine rpm record the engine rpm.
74 SENR9517-19
Troubleshooting Section

i02127475

Driver Questionnaire
Response
SMCS Code: 0336

Table 138
1. If the check engine lamp turned on there will be a logged diagnostic code. Refer to Troubleshooting, “Troubleshooting with
a Diagnostic Code” in order to determine if the driver's indicated symptoms agree with the symptoms that are associated
with the diagnostic code. If the driver's symptoms do not match the symptoms of the diagnostic code, troubleshooting the
diagnostic code will not correct the problem. Review the snapshots that are associated with each diagnostic code in order to
determine the operating conditions of the engine during the occurrence of the problem. Try to duplicate these conditions. If
there are not any logged diagnostic codes check the battery connections for the Engine Control Module (ECM). Refer to
Troubleshooting, “Ignition Key Switch Circuit and Battery Supply Circuit - Test”.
2. If the problem is easily repeatable, take the vehicle for a test drive while Caterpillar Electronic Technician (ET) is
connected to the data link connector. Note the conditions when the problem occurs. The operator should be prepared to
take snapshot data by using Cat ET or the cruise control set/resume switches. Ensure that you operate the vehicle after
correcting the problem. During vehicle operation, duplicate the operating conditions before releasing the vehicle in order to
verify that the problem has been corrected.
3. If the vehicle has been to other shops for the same problem, call the other shops in order to determine the type of work that
has been done. Avoid replacing the same components again, unless you are absolutely sure that the components are the
problem. If a component has recently been changed, it is unlikely that the component will fail again.
4. Troubleshoot the reason that the engine will not start. Repair the reason that the engine does not start. When you repair
the reason that the engine did not start you should repair the reason that the engine shut down. If the engine shut down
completely, check the ECM battery connections, the ground connections, the fuel system, the fuel, the primary engine
speed/timing sensor and the secondary engine speed/timing sensor. If the engine will not restart, refer to Troubleshooting,
“Engine Cranks but Will Not Start”.
5. If the problem is easily repeatable, refer to Troubleshooting, “Engine Misfires, Runs Rough or Is Unstable”.
If the problem is not easily repeatable, refer to Troubleshooting, “Intermittent Low Power or Power Cutout”.
6. If other devices on the vehicle are affected, something is wrong with the vehicle wiring. Refer to Troubleshooting, “Ignition
Key Switch Circuit and Battery Supply Circuit Test” for information on inspecting the ECM battery connections.
7. Operate the engine under similar load conditions. Check the low pressure fuel lines for restrictions. Also check the
fuel/water separator and the fuel tanks for foreign objects that are blocking the fuel supply.
8. Operate the engine at this temperature. Attempt to duplicate the problem.
9. When possible, troubleshoot the problem in this temperature range.
10. If the problem seems to occur during the rain or a washing, thoroughly inspect the connectors for moisture. Refer to
Troubleshooting, “Electrical Connectors - Inspect”.
11. If the problem occurs at a specific vehicle speed, check the parameters that affect vehicle speed in order to verify that the
parameters are programmed close to the vehicle speed of the occurrence of the problem. Check the following parameters:
“Vehicle Speed Limit”
“VSL Protection”
“Low Cruise Control Speed Set Limit”
“High Cruise Control Speed Set Limit”
“Idle Vehicle Speed Limit”
“PTO Vehicle Speed Limit”
“Engine/Gear Speed Limit”
Set each parameter to the maximum value one at a time and verify that the problem is corrected.
12. If the vehicle kicks out of cruise control mode, idle mode or PTO mode and it can be duplicated, check the status screen
on the electronic service tool. Check the status of the “Cruise Kickout”, the “Idle Kickout” or the *PTO Kickout*. If the problem
can not be duplicated, inspect the vehicle speed circuit, the service brake circuit and the clutch switch circuit and switch
adjustment, the circuit for the neutral switch and the circuits for the cruise/idle/pto switches, as required.
13. Check for logged diagnostic codes that are associated with the accelerator pedal position sensor. Refer to
Troubleshooting, “Accelerator Pedal (Throttle) Position Sensor Circuit - Test”.
14. If the problem occurs at a specific engine rpm, check the “VSL Protection”, the “Idle rpm Limit”, the “Top Engine Limit”, the
“PTO Top Engine Limit” and the Progressive Shift Parameters. These parameters are programmable. Set each parameter
to the maximum value one at a time and verify that the problem is corrected.
SENR9517-19
i02319575
ECM Will Not Accept Factory
Passwords
SMCS Code: 1901-035
Probable Causes
• Incorrect information for the password request
• Incorrect passwords
Recommended Actions
Check the Information for the Password
Request
The information for the password request must be
obtained from the Engine Control Module (ECM) that
is being programmed. Do not use information from
an old ECM in order to program factory passwords
on a replacement ECM.
Verify that the information that is used to request
the passwords is identical to the information that is
displayed on the Caterpillar Electronic Technician
(ET).
Engine Serial Number – The engine serial number
must be from the Cat ET screen rather than the
engine information plate.
Reason Code – Use the reason code from the
factory password screen. Reason codes are assigned
for specific purposes and reason codes are not
interchangeable.
Turn the key switch to the OFF position. Then, turn
the keyswitch to the ON position. Try to enter the
passwords again.
Incorrect Passwords
Verify that the correct passwords were entered.
Check each character in each password.
If rechecking the passwords does not correct the
problem, change a customer parameter from the
current value to another value and then change the
customer parameter back to the original value. This
will change the total tattletale. The new total tattletale
will require obtaining new factory passwords. Obtain
new factory passwords and enter the passwords.
75
Troubleshooting Section
i02504511
Electronic Service Tool Will
Not Communicate with ECM
SMCS Code: 0785-035; 1901-035
Probable Causes
• Configuration for the communications adapter
• J1/P1 connectors for the Engine Control Module
(ECM)
• Communication adapter and/or cables
• Electrical power supply to the service tool
connector
• Caterpillar Electronic Technician (ET) and related
hardware
• Electrical power supply to the ECM
• Override switches
• ATA data link
• J1939 data link
Recommended Actions
Attempt to start the engine. If the engine starts, but
the ECM will not communicate with the Cat ET,
continue with this procedure. If the engine will not
start, refer to Troubleshooting, “Engine Cranks but
Will Not Start”. If the engine will not crank, refer to
Troubleshooting, “Engine Will Not Crank”.
Configuration for the Communications
Adapter
1. Access “Preferences” under the “Utilities” menu
on Cat ET.
2. Verify that the correct “Communications Interface
Device” is selected.
3. Verify that the correct “Port” is selected for use by
the communication adapter. The most commonly
used port is “COM 1”.
4. Check for any hardware that is utilizing the
same port as the communications adapter. If any
devices are configured to use the same port, exit
or close the software programs for that device.
J1/P1 ECM Connectors
Check the J1/P1 ECM connectors for the following
problems:
76 SENR9517-19
Troubleshooting Section

• Proper torque 1. Turn the keyswitch to the OFF position.

• Cleanliness of the terminals 2. Disconnect Cat ET.

• Wires and terminals are properly installed into the
connector.
Refer to Troubleshooting, “Electrical Connectors -
Inspect” for additional information.
3. Turn the keyswitch to the ON position.
4. Connect Cat ET.
This may solve the communication problem.

Communication Adapter and/or Cables ATA Data Link

Verify that the correct cable is being used between
the communication adapter and the service tool
connector. Refer to Troubleshooting, “Electronic
Service Tools”.
If you are using a 171-4401 Communication Adapter
As, ensure that the firmware and software files for
the communication adapter are the most current
files that are available. If the firmware and software
do not match, the communication adapter will not
communicate with Cat ET.
Troubleshoot the ATA data link for possible problems.
Refer to Troubleshooting, “ATA (SAE J1587 / J1708)
Data Link Circuit - Test”.
J1939 Data Link
Troubleshoot the J1939 data link for possible
problems. Refer to Troubleshooting, “Powertrain
Data Link Circuit - Test”.
i02319720

Electrical Power Supply to the Service Elevated Idle

Tool Connector
SMCS Code: 1915-035
Verify that battery voltage is present between
terminals A and B of the service tool connector. If the
communication adapter is not receiving power, the Probable Causes
communication adapter's display will be blank.
This condition may be normal operation. One of the
following features may be causing the elevated idle:
Cat ET and Related Hardware
• Low Battery Elevated Idle
In order to eliminate Cat ET and the related hardware
as the problem, connect Cat ET to a different engine. • Cold Mode Elevated Idle
If the same problem occurs on a different engine,
check Cat ET and the related hardware in order to • PTO operation
determine the cause of the problem.
• Exhaust Brake
Electrical Power Supply to the ECM
Use the Caterpillar Electronic Technician (ET) to
If the ECM is not receiving battery voltage, the ECM verify that the engine is not in elevated idle. Elevated
will not communicate. Check the electrical power to idle is indicated in the upper part of any status screen.
the ECM. Refer to Troubleshooting, “Ignition Key
Switch Circuit and Battery Supply Circuit - Test”.
Conditions
Override Switches Low Battery Elevated Idle
Verify that there are no aftermarket devices that are The engine idle speed will be elevated to the value
preventing battery voltage from reaching the ECM.
that is programmed into the “Battery Monitor Low Idle
Engine Speed” parameter when all of the following
Some type of override switch is interrupting the power conditions occur:
to the ECM if the following conditions are true:
• The vehicle is stopped.
• Communication occurs when the engine is running.
• The transmission is not in gear.
• No communication occurs when the engine is not
running and the keyswitch is ON.
• The brake pedal is not depressed.
Perform the following procedure:
• The clutch pedal is not depressed.
SENR9517-19
• System battery voltage is less than the value that
is programmed into the “Battery Monitor & Engine
Control Voltage” parameter for 30 seconds.
Cold Mode Elevated Idle
The engine idle speed will be elevated to the value
that is programmed into the “Warm Up Mode Idle
Speed” parameter when all of the following conditions
occur:
• The transmission is not in gear.
• The brake pedal is not depressed.
• The clutch pedal is not depressed.
• Cold mode is active.
PTO Operation
The engine speed may be elevated during PTO
operation. Check the value of the “PTO Engine RPM
Set Speed” parameter.
The Exhaust Brake Is Being Used as a
Warm Up Device
Check the value of the “Exhaust Brake/Warm Up
Enable” parameter. If the parameter is programmed
to “Warm Up” or “Exhaust Brake and Warm Up”, the
engine idle speed may be elevated during idle.
Refer to , “Exhaust Brake Circuit - Test” for additional
information about this feature.
i02718331
Engine Cranks but Will Not
Start
SMCS Code: 1000-035
Probable Causes
• Theft deterrent
• Diagnostic codes
• ECM flash file
• Air inlet shutoff (if equipped)
• Engine speed/timing signal
• Keyswitch
• Communications between the Engine Control
Module (ECM) and the Caterpillar Electronic
Technician (ET)
77
Troubleshooting Section
• Aftermarket engine protection devices
• Power to ECM
• Electrical connections to the electronic unit
injectors
• Fuel supply
• Combustion problem
• Cold weather and problems with the starting aids
Recommended Actions
Theft Deterrent
If the display screen on Messenger indicates that
the theft deterrent is enabled, the theft deterrent
passwords must be entered before the engine will
start. Ensure that the theft deterrent (if equipped) is
not active. Turn the keyswitch to the ON position.
Observe the display screen on Messenger.
Diagnostic Codes
1. Check for active diagnostic codes.
2. Connect Caterpillar Electronic Technician (ET) to
the data link connector.
3. Check for active diagnostic codes. Certain
diagnostic codes will prevent the engine from
starting.
4. Troubleshoot any diagnostic codes that are
present.
Flash File for the Engine Control Module
(ECM)
Check that the latest version of the ECM flash file
has been installed. Verify that the flash file that is
installed matches the application. A new ECM is not
programmed at the factory. The engine will not start
until the ECM flash file is installed for the specific
application. Also, the ECM will not communicate until
the flash file has been installed. Use “WinFlash” to
program a new ECM.
Air Inlet Shutoff (If Equipped)
Check the air inlet shutoff system. If the engine was
shut down due to the air inlet shutoff system, the air
inlet shutoff needs to be manually reset.
78
Troubleshooting Section
Engine Speed/timing Signal
Check the engine speed/timing signal. Observe the
engine rpm on Cat ET while the engine is being
cranked. This may require Cat ET to be powered
directly by the vehicle batteries or this may require
Cat ET to be powered directly by a separate power
source. Use the 167-9225 Harness (SERVICE
TOOL ADAPTER).
If Cat ET displays 0 rpm and the engine is being
cranked, there is a problem in the circuit for the
primary engine speed/timing sensor or in the circuit
for the secondary engine speed/timing sensor. Refer
to Troubleshooting, “Engine Speed/Timing Sensor
Circuit - Test”.
If an engine rpm is present, check the sensor
installation. If the sensor is not properly installed, the
sensor may read engine speed but the sensor may
not be able to sense the tooth pattern. The ability to
detect the tooth pattern is necessary to determine
the cylinder position. Engine rpm is present when the
engine rpm is 50 rpm or more.
Keyswitch
1. Use Cat ET to check the status of the keyswitch.
a. Access the status for “Ignition Key Switch” in
Cat ET.
b. Slowly cycle the keyswitch on and off while the
status of the keyswitch is being monitored. The
status should indicate the state of the switch.
If the ECM will not communicate and the
keyswitch is in the ON position, refer to
“Aftermarket Engine Protection Devices”.
Note: If the engine shutdown output is used, the
status for the keyswitch may indicate that the switch is
on even though the keyswitch is in the OFF position.
Communications Between the ECM and
Cat ET
1. Check the communications between the ECM and
Cat ET.
a. Ensure that the keyswitch is in the ON position.
Attempt to access one of the status screens
on Cat ET.
If Cat ET indicates that the ECM will not
communicate go to “Aftermarket Engine
Protection Devices”. If the ECM communicates
go to “Power to the ECM”.
SENR9517-19
Aftermarket Engine Protection Devices
1. Check aftermarket engine protection devices.
These devices usually interrupt power to the ECM.
This will prevent communications between the
ECM and Cat ET.
a. Check for the correct installation of the
aftermarket engine protection device.
b. Check for the correct operation of the
aftermarket engine protection device.
c. Verify that the ECM is receiving the correct
battery voltage.
Power to the ECM
1. Check the power supply connections for the ECM
and the ground connections for the ECM.
2. Verify that the ECM is receiving battery voltage
with the keyswitch in the ON position. Refer to
Troubleshooting, “Ignition Key Switch Circuit and
Battery Supply Circuit - Test”.
3. Check for proper operation of the ECM.
Before replacing the ECM, try to install a
new flash file into the existing ECM. Refer to
Troubleshooting, “Flash Programming”.
If the ECM is suspected of being the problem,
temporarily connect a test ECM. This will prove
whether the problem is with the suspect ECM.
Electrical Connections to the Electronic
Unit Injectors
Check the electrical connections to the electronic unit
injectors. Ensure that the valve cover connectors
are fully connected. Ensure that the valve cover
connectors are free of corrosion and of moisture.
Fuel Supply
1. Check the fuel supply.
a. Monitor the exhaust for smoke while the engine
is being cranked.
If no smoke is present, there may be a problem
with the fuel quality or with the fuel supply.
b. Check the fuel quality. Refer to Systems
Operation/Testing and Adjusting, “Fuel Quality
- Test”. Also refer to Truck Application and
Installation Guide, LEBT5109.
c. Check the operation of the low pressure fuel
system. Refer to Systems Operation/Testing
and Adjusting, “Fuel System Pressure - Test”.
SENR9517-19
d. Ensure that the fuel system has been primed.
Refer to Systems Operation/Testing and
Adjusting, “Fuel System - Prime”.
e. Check for a restriction in the fuel supply lines.
f. Check the fuel filters.
g. If the temperature is below 0 °C (32 °F), check
for solidified fuel (wax).
Combustion Problem
Check for mechanical problems that may affect
combustion of the fuel.
Cold Weather and Problems with the
Starting Aids
The engine may have an air inlet heater and a starting
aid (ether) may also be utilized. If the “Starting Aid
Output” is programmed to “Automatic” and if the
conditions are correct, the ECM will enable the output
for a maximum of 30 seconds. The air inlet heater
will not turn on until five seconds after completion of
the ether injection.
If there is a problem with the ether injection system,
excessive cranking and/or failure to start could result.
For example, if the ether canister is empty, the ECM
might activate the starting aid output for 30 seconds.
Another five seconds would elapse before the air
inlet heater is turned on. Make sure that the starting
aid system is OK.
For engines that do not use the starting aid output,
the air inlet heater is designed to help with starting in
cold weather. Make sure that the circuit for the air
inlet heater is OK.
i04523833
Engine Cranks but Will Not
Start
SMCS Code: 1000-035
Probable Causes
• Diagnostic codes
• Event codes
• Flash file
• Power supply for the Electronic Control Module
(ECM)
• Starting circuit
• Starting aids (if applicable)
79
Troubleshooting Section
• Engine shutdown switches (if applicable)
• Crank without inject (if applicable)
• Air shutoff system (if applicable)
• Engine speed/timing
• Fuel supply
• Unit injectors
• Combustion
Recommended Actions
Diagnostic Codes, Event Codes, and
ECM Power Supply
Certain diagnostic codes and/or event codes may
prevent the engine from starting. Connect the
Caterpillar Electronic Technician (ET) and check for
active codes and/or for logged codes. Troubleshoot
any codes that are present before continuing with
this procedure.
Note: If Cat ET will not communicate with the ECM,
the problem is most likely with the electrical power
supply to the ECM. Refer to the diagnostic functional
test Troubleshooting, “Electrical Power Supply Circuit
- Test”.
Starting Circuit
Test the operation of the starting motor and
associated circuit components. Refer to the Systems
Operation/Testing and Adjusting manual.
Flash File
Verify that the correct flash file has been flashed
into the ECM. Refer to programming parameters
Troubleshooting, “Flash Programming”.
Starting Aids
Air Inlet Heater (if applicable)
Make sure that the air inlet heater is programmed to
the On position. Refer to the diagnostic functional
test Troubleshooting, “Air Inlet Heater Circuit - Test”.
Ether Injection System (if applicable)
Ensure that the ether injection system is programmed
to “On”. Refer to the diagnostic functional test
Troubleshooting, “Ether Injection System - Test”.
80
Troubleshooting Section
Engine Shutdown Switches (If
Applicable)
The engine shutdown switches should be in the
OFF position. Use Cat ET to verify the status of the
shutdown switches. When a shutdown occurs, the
engine control must be in the OFF/RESET mode for
at least 15 seconds before restarting the engine.
Note: If Cat ET will not communicate with the ECM,
the problem is most likely with the electrical power
supply to the ECM. Refer to the diagnostic functional
test Troubleshooting, “Electrical Power Supply Circuit
- Test”.
Crank Without Inject (If Applicable)
Ensure the crank without inject circuit is not active.
Air Shutoff System (If Applicable)
Check the air shutoff mechanism. If an engine
overspeed has occurred, the keyswitch must be
cycled. There may be a manual reset for the air
shutoff mechanism that is on the engine.
Engine Speed/Timing
NOTICE
Do not crank the engine continuously for more than
30 seconds. Allow the starting motor to cool for two
minutes before cranking the engine again.
1. Crank the engine and observe the engine speed
on the Cat ET status screen. If Cat ET indicates
zero rpm, refer to the diagnostic functional test
Troubleshooting, “Engine Speed/Timing Sensor
Circuit - Test”.
Note: Upon initial cranking, the status for engine
speed may indicate that the engine speed signal is
abnormal. This message will be replaced with an
engine speed once the ECM is able to calculate a
speed from the signal.
2. Ensure that the timing reference gear is installed
correctly. The engine will not start if the gear was
installed backward. Check for proper orientation
between the crankshaft and camshaft drive gears.
Correct the orientation and/or replace the drive
gear, if necessary. Refer to the Disassembly and
Assembly manual.
Fuel Supply
1. Visually check the fuel level. Do not rely on the fuel
gauge only. If necessary, add fuel. If the engine
has been run out of fuel, it will be necessary to
prime the fuel system. Refer to the Operation and
Maintenance Manual.
SENR9517-19
2. Check the fuel lines for the following problems:
restrictions, collapsed lines, and pinched lines. If
problems are found with the fuel lines, repair the
lines and/or replace the lines.
3. Check the fuel tank for foreign objects which may
block the fuel supply.
NOTICE
Do not crank the engine continuously for more than
30 seconds. Allow the starting motor to cool for two
minutes before cranking the engine again.
4. Prime the low-pressure fuel supply system if any
of the following procedures have been performed:
• Replacement of the fuel filters
• Service on the low-pressure fuel supply circuit
• Replacement of unit injectors
Note: A sight glass in the low-pressure supply line is
helpful in diagnosing air in the fuel. Refer to Testing
and Adjusting.
5. Check fuel quality. Cold weather adversely
affects the characteristics of the fuel. Refer to the
Operation and Maintenance Manual.
6. Check the fuel pressure after the fuel filter while
the engine is being cranked. Refer to Testing and
Adjusting for the correct pressure values. If the
fuel pressure is low, replace the fuel filters. If
the fuel pressure is still low, check the following
items: fuel transfer pump, fuel transfer pump
coupling, and fuel pressure regulating valve. Refer
to Testing and Adjusting.
Unit Injectors
Perform the “Injector Solenoid Test” on Cat ET in
order to determine if all of the injector solenoids are
being energized by the ECM.
Perform the cylinder cutout test on Cat ET in order to
check the performance of each cylinder. Refer to the
diagnostic functional test Troubleshooting, “Injector
Solenoid Circuit - Test”.
Verify that the injection system is delivering the
correct pressure. Refer to the diagnostic functional
test Troubleshooting, “Injection Actuation Pressure -
Test”.
Note: Refer to the procedure in Special Instruction,
REHS3819, "Procedure for Troubleshooting and
Cleaning the Oil Rail System for the Hydraulic
Electronic Unit Injector". Verify that the repair
eliminates the problem.
SENR9517-19
Combustion
Check for combustion problems.
i01434232
Engine Has Early Wear
SMCS Code: 1000-035
Probable Causes
• Dirt in the engine oil
• Air inlet leaks
• Fuel leakage into engine oil
• Incorrect engine oil
• Incorrect maintenance interval for the application
Recommended Repairs
Dirt in the Engine Oil
Remove dirty engine oil. Install new filter elements.
Put clean oil in the engine. Check the oil filter bypass
valve for a weak spring or a broken spring. Look for
the source of the contamination.
Air Inlet Leaks
Inspect the air filter for leaks. Inspect all gaskets and
connections. Make repairs if leaks are found.
Fuel Leakage into the Engine Oil
Fuel leakage into the engine oil will cause high
fuel consumption and low engine oil pressure. This
condition may also increase the oil level in the
crankcase. Make repairs if leaks are found. Install
new parts, as required.
Incorrect Engine Oil
Check oil recommendations for the proper oil
specifications for the engine operating conditions.
Incorrect Maintenance Interval
Review the oil change intervals in relation to the
nature and severity of the engine application. Review
the records for the engine in order to verify that the
recommended intervals are being followed.
81
Troubleshooting Section
i02204716
Engine Misfires, Runs Rough
or Is Unstable
SMCS Code: 1000-035
Probable Causes
Note: If the problem is intermittent and the problem
can not be duplicated, refer to Troubleshooting,
“Intermittent Low Power or Power Cutout”.
• Malfunction of an individual cylinder
• Fuel supply
• Injection actuation pressure
• Accelerator pedal position sensor
• Power train data link
• Valve lash
Recommended Repairs
Perform the following diagnostic procedures in order:
Note: If the problem only occurs under certain
conditions, test the engine under those conditions.
Examples of certain conditions are high rpm, full load
and engine operating temperature. Troubleshooting
the symptoms under other conditions can give
misleading results.
Malfunction of an Individual
Cylinder
1. Check for a malfunction of an individual cylinder.
2. Ensure that the unit injector connectors are fully
connected and free of corrosion.
3. Ensure that the J2/P2 connector for the Engine
Control Module (ECM) is fully connected and
ensure that the J2/P2 connector for the ECM is
free of corrosion.
4. Connect Caterpillar Electronic Technician (ET) to
the service tool connector. Access the “Cylinder
Cutout Test” in the “Diagnostic Tests” under the
“Diagnostic” menu. Start the “Cylinder Cutout
Test” in order to test the injectors. Disabling
each injector allows the technician to isolate the
misfiring cylinder.
If the misfiring cylinder can be isolated to a
specific injector, refer to Troubleshooting, “Injector
Solenoid Circuit - Test”.
82
Troubleshooting Section
Fuel Supply
1. Monitor the exhaust for smoke while the engine
is being cranked.
If no smoke is present, there may be a problem
with the fuel quality or there may be a problem
with the fuel supply.
2. Check the fuel quality. For further information,
refer to Operation and Maintenance Manual,
SEBU6385, “Caterpillar On-Highway Diesel Truck
Engine Fluid Recommendations”.
3. Check the fuel pressure. Refer to Testing and
Adjusting, “Fuel System”.
4. Ensure that the fuel system has been primed.
Refer to Testing and Adjusting, “Fuel System”.
5. Check for fuel supply lines that are restricted.
6. Check the fuel filters.
7. If the temperature is below 0 °C (32 °F), check
for solidified fuel (wax).
8. Check for air in the fuel system. Refer to Testing
and Adjusting, “Fuel System”.
Injection Actuation Pressure
1. Ensure that the injection actuation system is
operating properly. Refer to Troubleshooting,
“Injection Actuation Pressure - Test”.
Accelerator Pedal Position Sensor
1. If the engine is in the cruise control mode and the
problem does not occur, check the accelerator
pedal position sensor.
2. Use the “Cruise/Idle On/Off Switch” to put the
engine in idle mode.
3. Vary the engine rpm with the set/resume switches.
If both of the following conditions are met, connect
Cat ET and monitor the status of the accelerator
pedal position sensor.
• The engine is stable by using idle mode to
control the engine rpm.
• The engine is unstable by using the accelerator
pedal position sensor.
If the status of the accelerator pedal position
sensor is unstable, refer to Troubleshooting,
“Accelerator Pedal (Throttle) Position Sensor
Circuit - Test”.
SENR9517-19
Power Train Data Link
1. Check the power train data link. Ensure that the
power train data link is not limiting the power.
2. Connect Cat ET to the service tool connector.
3. Monitor the “Power Train Data Link” status screen
while the vehicle is experiencing problems.
If the “Power Train Data Link” status screen
indicates that the data link is limiting the power or
the rpm, verify that this is not normal operation. If
this is not normal operation, refer to the vehicle
OEM for repairs.
Valve Lash
Refer to Testing and Adjusting, “Engine Valve Lash -
Inspect/Adjust” for the correct procedure.
i02419766
Engine Vibration
SMCS Code: 1000-035
Probable Causes
• Vibration damper
• Engine supports
• Driven equipment
• Engine misfiring or running rough
Recommended Actions
Vibration Damper
Check the vibration damper for damage. Install a
new vibration damper, if necessary. Inspect the
mounting bolts for damage and/or for wear. Replace
any damaged bolts. Refer to the Disassembly and
Assembly manual.
Engine Supports
Inspect the mounts and the brackets while you run
the engine through the speed range. Look for mounts
and brackets that are loose and/or broken. Tighten
all of the mounting bolts. Install new components, if
necessary.
Driven Equipment
Check the alignment and the balance of the driven
equipment.
SENR9517-19 83
Troubleshooting Section

Engine Misfiring or Running Rough Check the Transmission

Refer to troubleshooting without a diagnostic code Verify that the driveline moves freely.
Troubleshooting, “Engine Misfires, Runs Rough or
Is Unstable”. Check the PTO

i02310798
Ensure that the PTO system is operating correctly.

Engine Will Not Crank Check the Engine Accessories

SMCS Code: 1000-035 Remove engine accessories that may lock up the
engine and inspect the accessories.
Probable Causes
The following accessories may lock up the engine:
• Batteries
• Air compressor
• Components in the starting circuit
• Power steering pump
• Flywheel ring gear
• Engine oil pump
• Transmission
Check for Hydraulic Cylinder Lock
• PTO
Check for fluid in the cylinders (hydraulic cylinder
• Engine accessory lock) by removing the individual electronic unit
injectors.
• Hydraulic cylinder lock
Note: Fuel will flow from the cylinder head into the
• Internal engine problem cylinders when a electronic unit injector is removed.

Recommended Actions Check for an Internal Engine Problem

Check the Batteries
Check the charge on the vehicle's batteries.
Charge the batteries, if necessary. Refer to Special
Instruction, SEHS7633, “Battery Test Procedure”.
Disassemble the engine. Refer to the engine's
Disassembly and Assembly manual. Inspect the
internal components for the following conditions:
• Seizure

Load test the batteries. Refer to Special Instruction, • Broken components

SEHS9249, “Use of 4C-4911 Battery Load Tester for
6, 8 and 12 Volt Lead Acid Batteries”. • Bent components

Check the Starting Circuit i02223534

1. Check the wiring to the starting motor solenoid. Excessive Black Smoke
Refer to the vehicle's electrical schematic.
SMCS Code: 1088-035
2. Check the engine start switch and the engine start
relay for electrical power. Probable Causes
3. Check the starting motor cables. If the starting • Air inlet system or exhaust system
motor cables are corroded, remove the starting
motor cables and clean the starting motor cables. • Valve lash
4. Test the operation of the starting motor. • Hydraulic electronic unit injector
Check the Flywheel Ring Gear • Electronic system
Inspect the flywheel ring gear for damage. • Engine Control Module (ECM) or personality
module
84 SENR9517-19
Troubleshooting Section

Recommended Actions If the fuel position is equal to the rated fuel limit
and the fuel position is less than the FRC fuel limit,
Perform the following diagnostic procedures in order: the electronics are operating correctly.

4. If the fuel position is not equal to the rated fuel

Air Inlet System or Exhaust System limit and/or the fuel position is not less than the
FRC fuel limit, perform the following tests in order:
Check the air inlet system for restrictions or leakage.
Check the exhaust system for restrictions or leakage.
5. When the engine is off, place the keyswitch in the
Refer to Testing and Adjusting, “Air Inlet and Exhaust
ON position. Check the boost pressure on the Cat
System - Inspect”.
ET status screen.

Valve Lash
Check the valve lash. Refer to Testing and Adjusting,
“Engine Valve Lash - Inspect/Adjust”.
Hydraulic Electronic Unit Injector
When the engine is off, the boost pressure should
be 0 kPa (0 psi).
ECM or Personality Module
Check the ECM or the personality module.

1. Ensure that the J300/P300 hydraulic electronic Refer to Troubleshooting, “ECM Memory - Test”.
unit injector connector is fully connected and free
of corrosion.
i02310928

2. Ensure that the J2/P2 ECM connector is fully

connected and free of corrosion.
Excessive Fuel Consumption
SMCS Code: 1250-035
3. Connect Caterpillar Electronic Technician (ET)
to the cab data link connector. Use the cylinder
cutout test. Access the cylinder cutout test Probable Causes
by selecting the “Diagnostic Menu” and the
“Diagnostics Test Menu”. Run the cylinder cutout • Vehicle operation
test in order to disable each cylinder. Disabling
each cylinder allows the technician to isolate the • Environmental conditions
misfiring cylinders.
• Engine load and vehicle aerodynamics
If the misfiring cylinder can be isolated to a
specific cylinder, refer to Troubleshooting, “Injector • Fuel quality
Solenoid Circuit - Test”.
• Air inlet system or exhaust system
Electronic System
Recommended Actions
1. Connect Cat ET to the cab data link connector.
Check Vehicle Operation
2. While the problem is occurring, check for
diagnostic codes that are related to the boost Use the Caterpillar Electronic Technician to check the
pressure sensor and the atmospheric pressure histograms. Look for high values for these items:
sensor. If a diagnostic code is found, refer to
Troubleshooting, “Engine Pressure Sensor Open • Engine speed
or Short Circuit - Test”.
• Vehicle speed
3. Monitor the fuel position, the rated fuel limit and
the FRC fuel limit. High engine speeds and high vehicle speeds can
cause excessive fuel consumption.
While the vehicle is operating under full load, the
parameters should meet the following conditions:
Check the Environmental Conditions
• The fuel position is equal to the rated fuel limit. High winds and excessive moisture (snow) can
adversely affect fuel consumption.
• The fuel position is less than the FRC fuel limit.
SENR9517-19 85
Troubleshooting Section

Check the Loads and Aerodynamics Starting Aids

Heavy loads and poor aerodynamics adversely affect 1. If the engine application is equipped with a jacket
fuel consumption. water heater, check for the proper operation of
the heater control and the heater element. If
Check the Fuel Quality necessary, repair the jacket water heater.

The grade of the fuel affects the rate of fuel
consumption. Refer to the engine's Operation and
Maintenance Manual for additional information.
Check the Air Inlet System and the
Exhaust System
Check the air inlet system for restrictions and for
leakage. Check the exhaust system for restrictions
and for leakage. Refer to Systems Operation/Testing
and Adjusting, “Air Inlet and Exhaust System”.
i02366648
Excessive White Smoke
SMCS Code: 1088-035
Note: Some white smoke may be present during
cold start-up conditions when the engine is operating
normally. If the white smoke persists, there may be
a problem.
Probable Causes
2. Check for the proper operation of the air inlet
heater. Check for the proper operation of the
heater control, the heater element, and the heater
relay. If necessary, repair the air inlet heater.
If a problem with the operation of the air inlet heater
circuit is suspected, refer to Troubleshooting, “Air
Inlet Heater Circuit - Test”.
Coolant Temperature Sensor
1. Use the Caterpillar Electronic Technician (ET) to
verify that the engine has exited cold mode.
2. Ensure that the coolant temperature that is
reported from Cat ET is reasonable. If this
coolant temperature is suspect, use a 6V-9130
Temperature Adapter (MULTIMETER) to confirm
the accuracy.
Water Temperature Regulators
Check the water temperature regulators for correct
operation. Refer to Systems Operation/Testing and
Adjusting, “Cooling System” for the proper procedure.

• Air inlet restriction Engine Speed/Timing

• Starting aids 1. Check the calibration of the engine speed/timing
sensor. Refer to Troubleshooting, “Engine
• Coolant temperature sensor Speed/Timing Sensor - Calibrate”.

• Water temperature regulators 2. Verify that the crankshaft and camshaft drive
gears are set with the proper orientation. Refer
• Engine speed/timing to the Disassembly and Assembly for information
that is related to the correct installation of the front
• Unit injectors gear train.

• Flash file Unit Injectors

• Fuel supply Perform the “Cylinder Cutout Test” on Cat ET in order
to check the unit injectors and the performance of
• Component wear each cylinder. Refer to Troubleshooting, “Injector
Solenoid Circuit - Test”.
• Cooling system
Cut out each individual cylinder for 30 to 60 seconds.
Recommended Actions This will help to identify problem injectors.

Air Inlet Restriction Flash File

Check the air inlet system for restrictions. Refer to
Systems Operation/Testing and Adjusting, “Air Inlet
and Exhaust System - Inspect”.
Verify that the latest version of the ECM flash
file has been installed. Refer to Troubleshooting,
“System Configuration Parameters” for information
on obtaining to the current part number for the flash
file that is installed in the ECM.
86 SENR9517-19
Troubleshooting Section

Fuel Supply Recommended Actions

1. Inspect the condition of the fuel system
components. Inspect each component for leakage
and damage.
2. Check the fuel pressure during engine cranking.
Check the filtered fuel pressure. Refer to Systems
Operation/Testing and Adjusting, “Fuel System”
for the correct pressure values. If the fuel pressure
is low, replace the fuel filters. If the fuel pressure
is still low, check the following items: fuel transfer
pump, fuel transfer pump coupling, and fuel
pressure regulating valve.
Note: If a kickout occurred, the ECM stores the most
recent cause of the kickout. However, the ECM will
not store the information if the ECM is powered down.
The ECM is powered down when the keyswitch is
placed in the OFF position. It may be necessary to
operate the vehicle in order to duplicate the problem.
Then, check the value of the “Cruise Kickout”, the
“Idle Kickout”, or the “PTO Kickout” status parameter
before the ECM is powered down.
Perform the actions that relate to the feature that has
the complaint.

3. Check the fuel quality. Low cetane fuel can create Check the Programmable Parameters
white smoke. If necessary, replace the fuel with a
higher cetane fuel. Refer to Table 139. Use the Caterpillar Electronic
Technician (ET) to verify that configuration
4. Cold weather adversely affects the characteristics parameters for the feature with the complaint are
of the fuel. Refer to the Operation and programmed correctly:
Maintenance Manual for information on improving
the characteristics of the fuel during cold weather
operation.

Component Wear
Check the engine for the following problems:
Excessive valve wear, piston wear, ring wear, liner
wear, and reduced compression pressure.

Cooling System
Check for an internal coolant leak into the
cylinder and/or the exhaust. Refer to Systems
Operation/Testing and Adjusting, “Cooling System”.

i02319844

Intermittent Cruise Control,

Idle, or PTO Kickout
SMCS Code: 1915-035

Probable Causes
• Programmable parameters
• Problem with a switch
• Clutch switch or clutch spring
• Electrical power to the Engine Control Module
(ECM)
SENR9517-19 87
Troubleshooting Section

Table 139
Parameters for the Features
Feature Configuration Parameters Notes
Cruise Control Low Cruise Control Set Speed Limit If the vehicle speed is below the “Low Cruise Control
Set Speed Limit”, the cruise control can not be set or
resumed.
High Cruise Control Set Speed Limit If the vehicle speed exceeds the “High Cruise Control
Set Speed Limit” and the driver attempts to set a cruise
control speed, the cruise set speed will be the “High
Cruise Control Set Speed Limit”.
Transmission Neutral Switch
Cruise Control On/Off Switch
Cruise Control Set/Resume/Accel/Decel Switch
Cruise Control Pause Switch
Extended Idle Idle Vehicle Speed Limit If the driver attempts to set an idle engine rpm and the
vehicle speed exceeds the “Idle Vehicle Speed Limit”,
the idle will not activate.
Idle RPM Limit If the engine rpm is above the “Idle RPM Limit” and
the driver attempts to set an idle engine rpm, the idle
engine rpm will be the idle rpm limit.
Transmission Neutral Switch
Cruise Control On/Off Switch
Cruise Control Set/Resume/Accel/Decel Switch
Cruise Control Pause Switch
PTO PTO Top Engine Limit
PTO Kickout Vehicle Speed Limit If the vehicle speed exceeds the programmed “PTO
Kickout Vehicle Speed Limit”, the ECM will not maintain
the set speed.
Transmission Neutral Switch
PTO On/Off Switch
Remote PTO Set Switch
Remote PTO Resume Switch

Check the Switches
Typically, the operation of the PTO requires an
interlock switch such as a parking brake switch.
Ensure that all interlocks are set to allow PTO
operation.
Cat ET uses the following status parameters to
display the most recent cause of the rubbing: “Cruise
Kickout”, “Idle Kickout”, and “PTO Kickout”. Check
the cause of the kick out.
If the cause of the kick out is “Switch Turned Off”,
the ECM has detected an open circuit in the circuit
for the cruise switch or the PTO switch. Verify that
the operator did not turn off the switch. Use Cat ET
to check the status of the on/off switch while the
switch is operated. Refer to Troubleshooting, “Cruise
Control Switch Circuit - Test” or Troubleshooting,
“PTO Switch Circuit - Test”, if necessary.
If the cause of the kick out is “Brake”, the ECM has
detected an open circuit in the circuit for a service
brake switch. Verify that the operator did not operate
the service brake. Use Cat ET to check the status of
the service brake switches while the service brake is
operated. Refer to Troubleshooting, “Service Brake
Pedal Position (Switch 1) Circuit - Test” or , “Service
Brake Pedal Position (Switch 2) Circuit - Test”, if
necessary.
If the cause of the kick out is “Clutch”, the ECM
has detected an open circuit in the circuit for the
clutch switch. Verify that the operator did not operate
the clutch. Use Cat ET to check the status of the
clutch switch while the clutch is operated. Refer
to Troubleshooting, “Clutch Pedal Position Switch
Circuit - Test”, if necessary.
88 SENR9517-19
Troubleshooting Section

If the cause of the kick out is “Neutral”, the ECM
has detected an open circuit in the circuit for the
transmission neutral switch. Verify that the operator
did not shift the transmission into neutral. Use Cat
ET to check the status of the transmission neutral
switch while the transmission is shifted into neutral.
Refer to Troubleshooting, “Neutral Switch Circuit -
Test”, if necessary.
Check the Power Connections to the
ECM
A problem with the power wiring to the ECM can
cause erratic engine operation. If this is a suspected
cause, refer to Troubleshooting, “Ignition Key Switch
Circuit and Battery Supply Circuit - Test”.

If the cause of the kick out is “Set SW Timeout”, then i02112612

the cruise control set/resume switch was placed to
the “Set” position by the operator for more than 15 Intermittent Engine Shutdown
seconds or there is a short circuit in the circuit for the
“Set” position of the switch. Determine the condition SMCS Code: 1000-035
that caused the kickout. Refer to Troubleshooting,
“Cruise Control Switch Circuit - Test”, if necessary. Probable Causes
Turn off the cruise control switch and turn on the
cruise control switch in order to get the cruise control • Diagnostic codes
to work again.
• Battery power or ground
If the cause of the kick out is “Res SW Timeout”, then
the cruise control set/resume switch was placed to • Aftermarket engine protection devices
the “Resume” position by the operator for more than
15 seconds or there is a short circuit in the circuit • Fuel supply
for the “Resume” position of the switch. Determine
the condition that caused the kickout. Refer to • Engine speed/timing sensors
Troubleshooting, “Cruise Control Switch Circuit -
Test”, if necessary. Turn off the cruise control switch • Low injection actuation pressure
and turn on the cruise control switch in order to get
the cruise control to work again. • Engine Control Module (ECM) or personality
module
If the cause of the kick out is “Vehicle Speed < Limit”,
the vehicle speed signal exceeded the programmed Note: Shut down the engine before attempting to
Idle/PTO vehicle speed limit or the vehicle speed troubleshoot the problem.
signal is missing or erratic. Perform the following
steps:
Recommended Actions
1. Inspect the vehicle speed sensor for debris.
Diagnostic Codes
2. Carefully inspect the vehicle's electrical connectors
for the speed circuit. Look for corrosion, for debris, 1. Connect Caterpillar Electronic Technician (ET) to
and for loose terminals. the data link connector.

3. Check the P1 connector for corrosion, for debris, 2. Check for active diagnostic codes.
and for loose terminals.
Note: Certain diagnostic codes may cause the
4. Use Cat ET to check the vehicle speed while engine to shutdown. Troubleshoot all diagnostic
the vehicle is parked. Also check the vehicle codes before continuing with this procedure.
speed while the vehicle is being driven in order
to determine that the vehicle speed that is
indicated by Cat ET does not vary significantly
Battery Power or Ground
from the vehicle speed that is indicated by the
1. Ensure that the following connectors have been
speedometer. Refer to Troubleshooting, “Vehicle
installed correctly:
Speed and Speedometer Circuit - Test”.
• ECM connectors (J1/P1 and J2/P2)
Check the Clutch Switch and the Clutch
Spring • Injector connector (J300/P300)
Check the clutch switch adjustment and the clutch • Primary engine speed/timing connector
spring. Make repairs, if necessary. (J401/P401)
SENR9517-19 89
Troubleshooting Section

• Secondary engine speed/timing connector Refer to Troubleshooting, “Engine Speed/Timing

(J402/P402) Circuit - Test”.

2. Check the power connections for the ECM and

for the ground connections for the ECM. If a
Low Injection Actuation Pressure
problem is suspected, wire a bypass. Refer to
1. Check the engine oil level. Engine oil is used to
Troubleshooting, “Ignition Key Switch Circuit and
activate the high pressure hydraulic pump.
Battery Supply Circuit - Test”.
2. Ensure that the engine oil meets the Caterpillar
3. If the problem occurs only after engine warm-up
recommendations of the engine manufacturer.
and the problem disappears after the engine Refer to , SEBU6385, “Caterpillar On-Highway
cooldown, the circuit breakers may be tripping
Diesel Truck Engine Fluid Recommendations”.
because of the heat. Check the circuit breakers
on the vehicle in order to determine if the circuit 3. Check the injection actuation pressure. Refer to
breakers reset automatically.
Troubleshooting, “Injection Actuation Pressure
-Test”.
Aftermarket Engine Protection
Devices ECM or Personality Module
1. Check aftermarket engine protection devices. Check the ECM or the personality module.
These devices usually interrupt power to the ECM
and the ECM will not communicate with Cat ET. Refer to Troubleshooting, “ECM Memory - Test”.

2. Check for the correct installation of the aftermarket

i02204838
engine protection device.

3. Check for the correct operation of the aftermarket

Intermittent Low Power or
engine protection device. Power Cutout
4. Verify that the ECM is receiving battery voltage. SMCS Code: 1000-035

Fuel Supply Probable Causes

1. Monitor the exhaust for smoke while the engine • Diagnostic codes
is being cranked.
• Electrical connections
If no smoke is present, there may be a problem
with the fuel quality or there may be a problem • Engine monitoring
with the fuel supply.
• Electronic system
2. Check the fuel quality. Refer to , SEBU6385,
“Caterpillar On-Highway Diesel Truck Engine Fluid • Accelerator pedal position sensor
Recommendations”.
• Vehicle speed signal
3. Check the fuel pressure. Refer to Testing and
Adjusting, “Fuel System”. • Power train data link
4. Ensure that the fuel system has been primed. • Fuel supply
Refer to Testing and Adjusting, “Fuel System”.
• Torque limit switch
5. Check for fuel supply lines that are restricted.
• Low injection actuation pressure
6. Check the fuel filters.

7. If the temperature is below 0 °C (32 °F), check

Recommended Actions
for solidified fuel (wax).
Diagnostic Codes
Engine Speed/Timing Sensors 1. Connect the Caterpillar Electronic Technician (ET)
to the data link connector.
Check the engine speed/timing sensors.
90
Troubleshooting Section
2. Check for active diagnostic codes. Repair
any diagnostic codes that are present before
continuing with this procedure.
Electrical Connectors
1. Check the connectors for the Engine Control
Module (ECM). Also check the vehicle harness
connectors. Refer to Troubleshooting, “Electrical
Connectors - Inspect”.
2. Ensure that the following connectors have been
installed correctly:
• J1/P1 ECM connector
• J2/P2 ECM connector
• J300/P300 injector connector
• J401/P401 primary engine speed/timing sensor
connector
• J402/P402 secondary engine speed/timing
sensor connector
Engine Monitoring
1. Check the “Engine Monitoring Mode” parameter.
2. Verify that the “Engine Monitoring Mode”
parameter is programmed to the desired option:
• “Warning”
• “Derate”
• “Shutdown”
Electronic System
1. Monitor the fuel position, the rated fuel limit and
the FRC fuel limit.
While the vehicle is operating under full load, the
parameters should meet the following conditions:
• The fuel position is equal to the rated fuel limit.
• The fuel position is less than the FRC fuel limit.
If the fuel position is equal to the rated fuel limit
and the fuel position is less than the FRC fuel limit,
the electronics are operating correctly. Proceed to
“Vehicle Speed Signal”.
2. If the fuel position is not equal to the rated fuel
limit and/or the fuel position is not less than the
FRC fuel limit, perform the following tests in order:
SENR9517-19
3. When the engine is off, place the keyswitch in
the ON position. Check the boost pressure on the
status screen.
When the engine is off, the correct boost pressure
is 0 kPa (0 psi).
Accelerator Pedal Position Sensor
Monitor the status of the accelerator pedal position
sensor. Operate the engine at high idle with the
vehicle in neutral.
If the engine cannot reach the top engine limit, check
the duty cycle of the accelerator pedal position
sensor in order to ensure that the duty cycle is within
calibration (75 to 90 percent at high idle).
If the accelerator pedal position is unstable, check
the duty cycle of the accelerator pedal position
sensor. Check the duty cycle of the accelerator pedal
position sensor by slowly operating the accelerator
pedal in order to verify that the accelerator pedal
position sensor is within calibration. The accelerator
pedal position sensor is within calibration when both
of the following conditions are met:
• 10 to 22 percent at low idle
• 75 to 90 percent at high idle
Also, ensure that the duty cycle changes as the pedal
position changes.
If a problem with the accelerator pedal position sensor
is suspected, refer to Troubleshooting, “Accelerator
Pedal (Throttle) Position Sensor Circuit - Test”.
Vehicle Speed Signal
Monitor the vehicle speed signal. Ensure the
accuracy of the vehicle speed signal by comparing
the vehicle speed signal to the actual vehicle speed.
If the vehicle speed is greater than the “VSL”, the
power is limited. If a problem is discovered, refer to
Troubleshooting, “Vehicle Speed and Speedometer
Circuit - Test”.
Power Train Data Link
1. Check the “Powertrain Data Link”. Ensure that the
power train data link is not limiting the power.
2. Monitor the “Powertrain Data Link” status screen
while the vehicle is experiencing problems.
If the “Powertrain Data Link” status screen
indicates that the data link is limiting the power or
the rpm, verify that this is not normal operation. If
this is not normal operation, refer to the vehicle
OEM for repairs.
SENR9517-19 91
Troubleshooting Section

Fuel Supply i02204857

1. Monitor the exhaust for smoke while the engine Low Power/Poor or No
is being cranked. Response to Throttle
If no smoke is present, there may be a problem SMCS Code: 1000-035
with the fuel quality or there may be a problem
with the fuel supply.
Probable Causes
2. Check the fuel quality. Refer to Operation and
Maintenance Manual, SEBU6385, “Caterpillar • Customer specified parameters (normal operation)
On-Highway Diesel Truck Engine Fluid
Recommendations”. • Cold mode
3. Check the fuel pressure. Refer to Systems • Torque limit switch
Operation/Testing and Adjusting, “Fuel System
Pressure - Test”. • Electronic system

4. Ensure that the fuel system has been primed. • Vehicle speed signal
Refer to Systems Operation/Testing and Adjusting,
“Fuel System - Prime”. • Power train data link

5. Check for fuel supply lines that are restricted. • Fuel supply

6. Check the fuel filters. • Air Inlet and exhaust system

7. If the temperature is below 0 °C (32 °F), check • Malfunction of an individual cylinder
for solidified fuel (wax).
• Low injection actuation pressure
8. Check for air in the fuel system. Refer to Systems
Operation/Testing and Adjusting, “Air in Fuel - • Diesel particulate filter (if equipped)
Test”.
Recommended Actions
Torque Limit Switch
Customer Specified Parameters
1. Check the setting for the customer parameter for
the “Torque Limit”. 1. Connect the Caterpillar Electronic Technician (ET)
to the data link connector.
If the “Torque Limit” is programmed below
2712 N·m (2000 lb ft), check the status screen 2. Check the “Engine Monitoring Mode” parameter.
for the torque limit switch. Ensure that the status
screen indicates that the torque limit switch 3. Verify that the “Engine Monitoring Mode”
is off. If the status of the torque limit switch is parameter is programmed to the desired option:
on and a “Torque Limit” is programmed, the
system is operating correctly. If the switch that is • “Warning”
connected to this signal input is not switching on
and switching off, refer to Troubleshooting, “PTO • “Derate”
Switch Circuit - Test”.
• “Shutdown”
Low Injection Actuation Pressure
4. Check the following parameters:
1. Check the engine oil level. Engine oil is used to
activate the high pressure hydraulic pump. • “Rating Number”
2. Ensure that the engine oil meets the Caterpillar • “Top Engine Limit”
recommendations. Refer to Operation and
Maintenance Manual, SEBU6385, “Caterpillar • “Vehicle Speed Limit”
On-Highway Diesel Truck Engine Fluid
Recommendations”. • “Lower Gears Engine RPM Limit”
3. Refer to Troubleshooting, “Injection Actuation • “Intermediate Gears Engine RPM Limit”
Pressure -Test”.
92
Troubleshooting Section
• “Gear Down Protection Engine RPM Limit”
5. Set each parameter to the parameter's maximum
value one at a time and determine whether the
problem is corrected.
Cold Mode
Note: This is normal operation if the problem occurs
only after start-up in cold weather.
1. Monitor the status screen on Cat ET in order to
verify that the engine has progressed from cold
mode.
An active cold mode is indicated in the upper
corner of any status screen.
Torque Limit Switch
1. Check the setting for the “Torque Limit” parameter.
If the “Torque Limit” is programmed below
2712 N·m (2000 lb ft), check the status screen
for the torque limit switch. Ensure that the status
screen indicates that the torque limit switch
is off. If the status of the torque limit switch is
on and a “Torque Limit” is programmed, the
system is operating correctly. If the switch that is
connected to this signal input is not switching on
and switching off, refer to Troubleshooting, “PTO
Switch Circuit - Test”.
Electronic System
1. Monitor the fuel position, the rated fuel limit and
the fuel limit for the Fuel Ratio Control (FRC).
While the vehicle is operating under full load, the
parameters should meet the following conditions:
• The fuel position is equal to the rated fuel limit.
• The fuel position is less than the FRC limit.
If the fuel position is equal to the rated fuel limit
and the fuel position is less than the FRC limit,
the electronics are operating correctly. Proceed to
“Vehicle Speed Signal”.
2. If the fuel position is not equal to the rated fuel
limit and/or the fuel position is not less than the
FRC limit, perform the following tests in order:
3. When the engine is off, turn the keyswitch to the
ON position. Check the boost pressure on the
status screen.
When the engine is off, the correct boost pressure
is 0 kPa (0 psi).
SENR9517-19
Accelerator Pedal Position
1. Monitor the status of the accelerator pedal position
sensor. Operate the engine at high idle with the
vehicle in neutral.
If the engine cannot reach the programmed top
engine limit, check the duty cycle of the accelerator
pedal position sensor in order to ensure that the
duty cycle of the accelerator pedal position sensor
is within calibration (75 to 90 percent at high idle).
If the accelerator pedal position is unstable,
check the duty cycle of the accelerator pedal
position sensor. Check the duty cycle of the
accelerator pedal position sensor by slowly
operating the accelerator pedal in order to verify
that the accelerator pedal position sensor is within
calibration. The accelerator pedal position sensor
is within calibration when both of the following
conditions are met:
• 10 to 22 percent at low idle
• 75 to 90 percent at high idle
Also, ensure that the duty cycle changes as the
pedal position changes.
If a problem with the accelerator pedal position
sensor is suspected, refer to Troubleshooting,
“Accelerator Pedal (Throttle) Position Sensor
Circuit - Test”.
Vehicle Speed Signal
Monitor the vehicle speed signal. Ensure the
accuracy of the vehicle speed signal by comparing
the vehicle speed signal to the actual vehicle speed.
If the vehicle speed is greater than the “VSL”, the
power is limited. If a problem is discovered, refer to
Troubleshooting, “Vehicle Speed and Speedometer
Circuit - Test”.
Power Train Data Link
1. Check the power train data link. Ensure that the
power train data link is not limiting the power.
2. Monitor the “Powertrain Data Link” status screen
while the vehicle is experiencing problems.
If the “Powertrain Data Link” status screen
indicates that the data link is limiting the power or
the rpm, verify that this is not normal operation. If
this is not normal operation, refer to the vehicle
OEM for repairs.
SENR9517-19
Fuel Supply
1. Monitor the exhaust for smoke while the engine
is being cranked.
If no smoke is present, there may be a problem
with the fuel quality or there may be a problem
with the fuel supply.
2. Check the fuel quality. Refer to Operation and
Maintenance Manual, SEBU6385, “Caterpillar
On-Highway Diesel Truck Engine Fluid
Recommendations”.
3. Check the fuel pressure. Refer to Systems
Operation/Testing and Adjusting, “Fuel System
Pressure - Test”.
4. Ensure that the fuel system has been primed.
Refer to Systems Operation/Testing and Adjusting,
“Fuel System - Prime”.
5. Check for fuel supply lines that are restricted.
6. Check the fuel filters.
7. If the temperature is below 0 °C (32 °F), check
for solidified fuel (wax).
8. Check for air in the fuel system. Refer to Systems
Operation/Testing and Adjusting, “Air in Fuel -
Test”.
Air Inlet and Exhaust System
1. Check for leakage in the air-to-air aftercooler
core. Refer to Systems Operation/Testing and
Adjusting, “Aftercooler - Test”.
2. Check the air inlet system for restrictions or for
leakage. Check the exhaust system for restrictions
or for leakage. Refer to Systems Operation/Testing
and Adjusting, “Air Inlet and Exhaust System -
Test”.
Individual Cylinder Problem
1. Ensure that each of the injector connectors are
fully connected and free of corrosion.
2. Check the connectors for the Engine Control
Module (ECM). Ensure that the J2/P2 ECM
connector is fully connected and free of corrosion.
3. Perform the “Cylinder Cutout Test”. Access the
“Cylinder Cutout Test” by selecting the “Diagnostic
Menu” and the “Diagnostics Test Menu”. Run
the cylinder cutout test in order to disable each
cylinder. Disabling each cylinder allows the
technician to isolate the misfiring cylinders.
93
Troubleshooting Section
If the misfiring cylinder can be isolated to a
specific cylinder, refer to Troubleshooting, “Injector
Solenoid Circuit - Test”.
4. Perform a Performance Analysis Report (PAR).
Low Injection Actuation Pressure
1. Check the engine oil level. Engine oil is used to
activate the high pressure hydraulic pump.
2. Ensure that the engine oil meets the Caterpillar
recommendations. Refer to Operation and
Maintenance Manual, SEBU6385, “Caterpillar
On-Highway Diesel Truck Engine Fluid
Recommendations”.
3. Refer to Troubleshooting, “Injection Actuation
Pressure -Test”.
4. Diesel particulate filter (if equipped)
a. Check for active“Warning” or “Alarm” lights
that are associated with the diagnostic
module for the diesel particulate filter. Refer
to Troubleshooting, “Exhaust Particulate
Filter Circuit-Test” and Special Instruction,
REHS1807, “Installation Guide for Diesel
Particulate Filters”.
b. Clean the diesel particulate filter, if necessary.
Refer to Special Instruction, REHS1807,
“Installation Guide for Diesel Particulate Filters”
for more information.
i02317916
Poor Acceleration or Response
SMCS Code: 1000-035
Probable Causes
• Excessive load
• Programmable parameters
• Cold mode operation
• Malfunctioning cylinder
• Power train data link
• Flash file
• Torque limiting feature
94 SENR9517-19
Troubleshooting Section

Recommended Actions Check the Torque Limiting Feature

Check the Load Verify that the “Torque Limit” configuration parameter
is programmed correctly for the application.
Verify that the load is not excessive for the engine's
rating. Verify that the torque limit switch is Off.

Cat ET does not indicate the status of the torque limit

Check the Programmable Parameters switch. Check the vehicle's response with the torque
limit switch Off. If the torque limit switch is Off and
Use the Caterpillar Electronic Technician (ET) to you suspect that the ECM is limiting the engine's
check the status of the following parameters: power, check the circuit for the torque limit switch.
Refer to Troubleshooting, “PTO Switch Circuit - Test”.
• Lower Gears Engine RPM Limit
• Intermediate Gears Engine RPM Limit
• Gear Down Protection Engine RPM Limit
Set each parameter to the maximum value one at a
time and determine whether the problem is corrected.

Check for Cold Mode Operation

Use Cat ET to verify that the engine is not in cold
mode. Cold mode is indicated in the upper corner of
any status screen.

Check for a Malfunctioning Cylinder

Check the electrical connectors for the unit injectors
and the Engine Control Module (ECM). Look for
corrosion and for moisture.

Use Cat ET to perform the cylinder cutout test.

Disable each cylinder with the test. Disabling each
cylinder can identify a malfunctioning cylinder.

If a malfunctioning cylinder is identified, refer to

Troubleshooting, “Injector Solenoid Circuit - Test”.

Check the Power Train Data Link

Use Cat ET to check the “Power Train Data
Link”. Monitor the parameter while the vehicle is
experiencing problems. Determine if the SAE J1922
power train data link or the SAE J1939 power train
data link is limiting the engine's power.

Determine if the condition is normal operation. Refer

to the vehicle's Original Equipment Manufacturer
(OEM) for repairs if the condition is not normal
operation.

Check the Flash File

Verify that the correct flash file is installed. Refer to
Troubleshooting, “ECM Memory - Test”.
SENR9517-19 95
Troubleshooting Section

Troubleshooting with a
Diagnostic Code
i02215865

Diagnostic Codes
SMCS Code: 1900
Table 140
Flash
Code SPN-FMI code Description of Code
Code
71-11 Engine Shutdown Override Switch Occurrence
84-14 Quick Stop Occurrence
96-03 96-03 Fuel Level Voltage High
96-04 96-04 Fuel Level Voltage Low
186-04 PTO Engine Shutdown Switch Voltage Low
00
224-11 Theft Deterent Active
224-14 Theft Deterent Active with Engine Cranking
231-12 J1939 Device Not Responding
246-11 Brake Pedal Switch #1 Fault
247-11 Brake Pedal Switch #2 Fault
01 71-00 Idle Shutdown Override
111-02 Coolant Level signal invalid
12 111-03 Coolant Level voltage high
111-04 111-04 Coolant Level voltage low
164-02 164-02 Injection Actuation Pressure Signal Erratic
15 164-03 164-03 Injection Actuation Pressure Voltage High
164-04 164-04 InjectionActuation Pressure Voltage Low
173-00 High Exhaust Gas Temperature Derate
16
173-11 Very High Exhaust Gas Temperature Derate
17 164-00 164-00 Excessive Injection Actuation Pressure
18 42-11 Injection Actuation Pressure output fault
41-03 678-03 8 Volt Supply voltage high
41-04 678-04 8 Volt Supply voltage low
21
232-03 620-03 5 Volt Supply voltage high
232-04 620-04 5 Volt Supply voltage low
100-03 100-03 Oil Pressure voltage high
24
100-04 100-04 Oil Pressure voltage low
102-01 102-01 Low Boost Pressure
102-02 102-02 Boost Pressure signal erratic
25 102-03 102-03 Boost Pressure voltage high
102-04 102-04 Boost Pressure voltage low
102-07 102-07 Boost Pressure not responding
(continued)
96 SENR9517-19
Troubleshooting Section

(Table 140, contd)

Flash
Code SPN-FMI code Description of Code
Code
108-03 108-03 Barometric Pressure voltage high
26
108-04 108-04 Barometric Pressure voltage low
110-03 110-03 Coolant Temperature voltage high
27
110-04 110-04 Coolant Temperature voltage low
28 91-13 Throttle Position out of Calibration
30-08 PTO Throttle signal invalid
29
30-13 PTO Throttle out of calibration
31 84-01 Vehicle Speed loss of signal
32 91-08 Throttle Position Invalid
32-05 646-05 Turbo Wastegate Solenoid current low
33 32-06 646-06 Turbo Wastegate Solenoid current hig
32-11 646-11 Turbo Wastegate Solenoid current mismatch
64-02 Secondary Engine Speed loss of signal
64-11 Secondary Engine Speed no pattern
34
190-02 Primary Engine Speed loss of signal
190-11 Primary Engine Speed no pattern
35 190-00 190-15 Engine Overspeed Warning
84-02 Vehicle Speed signal invalid
36 84-08 Vehicle Speed signal out of range
84-10 Vehicle Speed signal rate of change
94-03 94-03 Fuel Pressure voltage high
37
94-04 94-04 Fuel Pressure voltage low
105-03 105-03 Intake Manifold Air Temperature voltage high
38
105-04 105-04 Intake Manifold Air Temperature voltage low
39 164-11 164-11 Injection Actuation Pressure system fault
41 84-00 Vehicle Overspeed Warning
22-11 637-11 Primary to Secondary Engine Speed Signal Calibration
42
22-13 637-13 Engine Speed Signal Calibration Not Performed
128-03 Secondary Fuel Level voltage high
44
128-04 Secondary Fuel level voltage low
100-01 100-17 Low Oil Pressure Warning
46
100-11 100-18 Very Low Oil Pressure
71-01 Idle Shutdown
47 71-14 PTO Shutdown
186-14 PTO Engine Shutdown Switch Occurrence
70-05 729-05 Inlet Air Heater current low
49
70-06 729-06 Inlet Air Heater current high
(continued)
SENR9517-19 97
Troubleshooting Section

(Table 140, contd)

Flash
Code SPN-FMI code Description of Code
Code
168-00 168-00 Excessive ECM Battery Power
51 168-01 168-01 Low ECM Battery Power
168-02 168-02 ECM Battery Power Intermittent
55 N/A N/A No Diagnostic Code Detected
253-02 630-02 Check Customer or System Parameters
56
253-14 Truck Manufacturer Paremater Not Programmed
57 231-14 Transmission Data Link Derate
231-02 639-02 J1939 Data Incorrect
58
231-11 639-12 J1939 Data Link Fault
59 252-11 631-11 Engine Software Incorrect
110-00 110-15 High Coolant Temperature Warning
61
110-11 110-16 Very High Coolant Temperature
111-01 111-17 Low Coolant Level Warning
62 111-11 111-18 Very Low Coolant Level
111-14 Low Coolant Level Warning
94-01 Low Fuel Pressure Warning
63
94-11 Low Cranking Fuel Pressure
105-00 1636-15 High Intake Manifold Air Temperature Warning
64
105-11 1636-16 Very High Intake Manifold Air Temperature
71 43-02 Key Switch Fault
1-11 651-11 Cylinder #1 Injector current fault
72
2-11 652-11 Cylinder #2 Injector current fault
3-11 653-11 Cylinder #3 Injector current fault
73
4-11 654-11 Cylinder #4 Injector current fault
5-11 655-11 Cylinder #5 Injector current fault
74
6-11 656-11 Cylinder #6 Injector current fault

i02127620 System Response:

No Diagnostic Code Detected
(55)
SMCS Code: 1900
Conditions Which Generate This Code:
A flash code 55 indicates that the system has not
detected any system faults since the last powerup.
This code will not appear on Caterpillar Electronic
Technician (ET). The check engine lamp is used
to display the flash code. For more information on
flash codes, refer to Troubleshooting, “Check Engine
Lamp Circuit - Test”.
Possible Performance Effect:
None

Troubleshooting:

There are no problems that require troubleshooting.

98 SENR9517-19
Troubleshooting Section

Results: • A low current condition (open circuit) exists in the

wiring for the cylinder injector solenoid.
• OK – STOP.
• A high current condition (short circuit) exists in the
injector solenoid.
i02127641

0001-11 Cylinder #1 Injector System Response:

current fault (72) The ECM will log the diagnostic code and the ECM
will trigger a snapshot. The check engine lamp will
SMCS Code: 1290-038 illuminate while this diagnostic code is active. The
automatic “Cylinder Cutout Test” will not work when
Conditions Which Generate This Code: there is an active diagnostic code.

The Engine Control Module (ECM) detects one of Possible Performance Effect:
the following items after attempting to operate the
injector: The injector may not operate while the diagnostic
codes are active. The following conditions may exist:
• A low current condition (open circuit) exists in the
wiring for the cylinder injector solenoid. • Engine misfires
• A high current condition (short circuit) exists in the • Low power
injector solenoid.
Troubleshooting:
System Response:
Perform the following diagnostic procedure: “Injector
The ECM will log the diagnostic code and the ECM Solenoid Circuit - Test”
will trigger a snapshot. The check engine lamp will
illuminate while this diagnostic code is active. The Results:
automatic “Cylinder Cutout Test” will not work when
there is an active diagnostic code. • OK – STOP.
Possible Performance Effect:
i02127654

The injector may not operate while the diagnostic

codes are active. The following conditions may exist:
0003-11 Cylinder #3 Injector
current fault (73)
• Engine misfires
SMCS Code: 1290-038
• Low power
Conditions Which Generate This Code:
Troubleshooting:
The Engine Control Module (ECM) detects one of
Perform the following diagnostic procedure: “Injector the following items after attempting to operate the
Solenoid Circuit - Test” injector:

Results: • A low current condition (open circuit) exists in the

wiring for the cylinder injector solenoid.
• OK – STOP.
• A high current condition (short circuit) exists in the
injector solenoid.
i02127647

0002-11 Cylinder #2 Injector System Response:

current fault (72) The ECM will log the diagnostic code and the ECM
will trigger a snapshot. The check engine lamp will
SMCS Code: 1290-038 illuminate while this diagnostic code is active. The
automatic “Cylinder Cutout Test” will not work when
Conditions Which Generate This Code: there is an active diagnostic code.

The Engine Control Module (ECM) detects one of

the following items after attempting to operate the
injector:
SENR9517-19 99
Troubleshooting Section

Possible Performance Effect: i02127660

The injector may not operate while the diagnostic 0005-11 Cylinder #5 Injector
codes are active. The following conditions may exist: current fault (74)
• Engine misfires SMCS Code: 1290-038

• Low power Conditions Which Generate This Code:

Troubleshooting: The Engine Control Module (ECM) detects one of
the following items after attempting to operate the
Perform the following diagnostic procedure: “Injector injector:
Solenoid Circuit - Test”
• A low current condition (open circuit) exists in the
Results: wiring for the cylinder injector solenoid.

• OK – STOP. • A high current condition (short circuit) exists in the

injector solenoid.
i02127657
System Response:
0004-11 Cylinder #4 Injector
The ECM will log the diagnostic code and the ECM
current fault (73) will trigger a snapshot. The check engine lamp will
illuminate while this diagnostic code is active. The
SMCS Code: 1290-038 automatic “Cylinder Cutout Test” will not work when
there is an active diagnostic code.
Conditions Which Generate This Code:
Possible Performance Effect:
The Engine Control Module (ECM) detects one of
the following items after attempting to operate the The injector may not operate while the diagnostic
injector: codes are active. The following conditions may exist:
• A low current condition (open circuit) exists in the • Engine misfires
wiring for the cylinder injector solenoid.
• Low power
• A high current condition (short circuit) exists in the
injector solenoid. Troubleshooting:
System Response: Perform the following diagnostic procedure: “Injector
Solenoid Circuit - Test”
The ECM will log the diagnostic code and the ECM
will trigger a snapshot. The check engine lamp will Results:
illuminate while this diagnostic code is active. The
automatic “Cylinder Cutout Test” will not work when
there is an active diagnostic code.
• OK – STOP.

Possible Performance Effect: i02127662

The injector may not operate while the diagnostic 0006-11 Cylinder #6 Injector
codes are active. The following conditions may exist: current fault (74)
• Engine misfires SMCS Code: 1290-038

• Low power Conditions Which Generate This Code:

Troubleshooting: The Engine Control Module (ECM) detects one of
the following items after attempting to operate the
Perform the following diagnostic procedure: “Injector injector:
Solenoid Circuit - Test”
• A low current condition (open circuit) exists in the
Results: wiring for the cylinder injector solenoid.

• OK – STOP.
100
Troubleshooting Section
• A high current condition (short circuit) exists in the
injector solenoid.
System Response:
The ECM will log the diagnostic code and the ECM
will trigger a snapshot. The check engine lamp will
illuminate while this diagnostic code is active. The
automatic “Cylinder Cutout Test” will not work when
there is an active diagnostic code.
Possible Performance Effect:
The injector may not operate while the diagnostic
codes are active. The following conditions may exist:
• Engine misfires
• Low power
Troubleshooting:
Perform the following diagnostic procedure: “Injector
Solenoid Circuit - Test”
Results:
• OK – STOP.
i02127664
0022-11 Primary to Secondary
Engine Speed Signal
Calibration (42)
SMCS Code: 1439-038-VF; 1912-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• The primary speed/timing sensor and the
secondary speed/timing sensor are off by more
than three degrees.
• A timing calibration has been successfully
completed.
• The battery voltage is above 9 V.
System Response:
Default timing is used. This code is active only. This
code will not be logged. The check engine lamp will
be illuminated when this code is active.
Possible Performance Effect:
The engine may run rough when this code is active.
SENR9517-19
Troubleshooting:
Engine Speed/Timing Sensors
A. Check the engine speed/timing sensors for proper
installation. The engine speed/timing sensors can
not be interchanged.
B. Verify that the sensor wires are connected
properly. Refer to the electrical schematic for
proper wiring. Make sure that the positive terminal
on the ECM is connected to the positive terminal
on the engine speed/timing sensors. Also, make
sure that the negative terminal on the ECM is
connected to the negative terminal on the engine
speed/timing sensors.
Expected Result:
The engine speed/timing sensors are properly
installed. Also, the engine speed/timing sensors are
wired correctly.
Results:
• OK – The engine speed/timing sensors are
properly installed. Also, the engine speed/timing
sensors are wired correctly.
Repair: Refer to Troubleshooting, “Engine
Speed/Timing Sensor Circuit - Test”.
STOP.
• Not OK – There is a problem with the installation
or the wiring of the engine speed/timing sensors.
Repair: Install the sensors properly or repair the
wiring.
Run the engine until the engine reaches operating
temperature.
Verify that the repair eliminates the problem.
STOP.
i02127666
0022-13 Engine Speed Signal
Calibration Not Performed (42)
SMCS Code: 1439-038-VF; 1912-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• A timing calibration has never been performed on
a new ECM or the timing is off by more than three
degrees.
SENR9517-19 101
Troubleshooting Section

System Response: Troubleshooting:

This code will not be logged. The check engine lamp Perform the following diagnostic procedure: “Remote
will illuminate while this diagnostic code is active. The PTO Accelerator Position Sensor Circuit - Test”
ECM uses default timing.
Results:
Possible Performance Effect:
• OK – STOP.
The engine may run rough or the engine may emit
white smoke in the exhaust.
i02127769

Troubleshooting: 0030-13 PTO Throttle out of

Perform the following diagnostic procedure: “Engine calibration (29)
Speed/Timing Sensor - Calibrate”
SMCS Code: 1439-038; 1913-038
Results:
Conditions Which Generate This Code:
• OK – STOP.
The Engine Control Module (ECM) detects the
following conditions:
i02127764

0030-08 PTO Throttle signal • The duty cycle of the signal for the PTO throttle is
less than 5 percent or more than 95 percent for
invalid (29) more than two seconds.

SMCS Code: 1439-038; 1913-038 • The PTO Configuration is programmed to “Remote

Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• The “PTO Configuration” is programmed to
“Remote Throttle”.
• The ECM is not receiving a valid signal from the
PTO throttle.
Throttle”.
• The ECM has been powered for at least three
seconds.
System Response:
The ECM returns the engine to low idle when the
problem is detected. “DIAG” will be displayed next
to the status for “Throttle Position” on Caterpillar
Electronic Technician (ET).

• The ECM has been powered for at least three Possible Performance Effect:
seconds.
The engine will remain at low idle while the diagnostic
Note: If the “PTO Configuration” is programmed to code is active.
“Remote Throttle”, the ECM must receive a proper
signal from the remote throttle at all times. The Troubleshooting:
remote throttle signal must be present even when the
PTO ON/OFF switch is in the OFF position. Note: The remote accelerator pedal position sensor
can not be calibrated.
System Response:
Perform the following diagnostic procedure: “Remote
The ECM returns the engine to low idle when the PTO Accelerator Position Sensor Circuit - Test”
problem is detected. “DIAG” will be displayed next
to the status for “Throttle Position” on Caterpillar Results:
Electronic Technician (ET).
• OK – STOP.
Possible Performance Effect:

The engine will remain at low idle while the diagnostic

code is active.
102 SENR9517-19
Troubleshooting Section

i02127771 • Battery voltage is above 9 V.

0032-05 Turbo Wastegate • Desired current must be more than 0.2 amp.
Solenoid current low
System Response:
SMCS Code: 5479-038
The ECM will log the diagnostic code and the ECM
Conditions Which Generate This Code: will trigger a snapshot. The check engine lamp will
turn on once the diagnostic code has been active
The Engine Control Module (ECM) detects the for one minute. After the derate has been activated
following conditions: Caterpillar Electronic Technician (ET) will indicate
“Turbo Protection Derate Active”.
• The ECM detects a low current condition (open
circuit) in the circuit for the wastegate solenoid for Possible Performance Effect:
more than 0.12 seconds.
The engine will be derated while this diagnostic code
• Battery voltage is above 9 V. is active.

• Desired current must be more than 0.2 amp. Troubleshooting:

System Response: This diagnostic code indicates a problem with the

The ECM will log the diagnostic code and the ECM
will trigger a snapshot. The check engine lamp will
turn on once the diagnostic code has been active
for one minute. After the derate has been activated
Caterpillar Electronic Technician (ET) will indicate
“Turbo Protection Derate Active”.
Possible Performance Effect:
The engine will be derated while this diagnostic code
is active.
Troubleshooting:
This diagnostic code indicates a problem with the
circuit for the wastegate solenoid.
Perform the following diagnostic procedure:
“Wastegate Solenoid - Test”
Results:
• OK – STOP.
i02127780
0032-06 Turbo Wastegate
Solenoid current high
SMCS Code: 5479-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• A high current condition (short circuit) in the circuit
for the wastegate solenoid for more than 0.12
seconds
circuit for the wastegate solenoid.
Perform the following diagnostic procedure:
“Wastegate Solenoid - Test”
Results:
• OK – STOP.
i02127784
0032-11 Turbo Wastegate
Solenoid current mismatch
SMCS Code: 5479-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• Battery voltage is more than 9 V.
• ECM detects current on the return circuit.
• ECM detects no current to the driver circuit.
System Response:
The ECM will log the diagnostic code and the ECM
will trigger a snapshot. The check engine lamp will
turn on once the diagnostic code has been active
for one minute. After the derate has been activated
Caterpillar Electronic Technician (ET) will indicate
“Turbo Protection Derate Active”.
Possible Performance Effect:
The engine will be derated while this diagnostic code
is active.
SENR9517-19 103
Troubleshooting Section

Troubleshooting: i02127795

This diagnostic code indicates a problem with the 0041-04 8 Volt Supply voltage
circuit for the wastegate solenoid. Factory passwords low (21)
are required to clear this diagnostic code.
SMCS Code: 1439-038
Perform the following diagnostic procedure:
“Wastegate Solenoid - Test” Conditions Which Generate This Code:
Results: The Engine Control Module (ECM) detects the
following conditions:
• OK – STOP.
• The 8 volt supply is less than 7.5 VDC for more
i01942209
than one second.

0041-03 8 Volt Supply voltage
high (21)
SMCS Code: 1439-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• The 8 volt supply is more than 8.5 VDC for more
than one second.
• The ECM has been powered for more than three
seconds.
System Response:
The ECM will log the diagnostic code and the ECM
will trigger a snapshot. The check engine lamp will
illuminate while this diagnostic code is active. An
active diagnostic code may not cause any noticeable
effect on engine response unless the voltage is
above 12 or 13 VDC.
Possible Performance Effect:
• The ECM has been powered for more than three
seconds.
System Response:
The ECM will log the diagnostic code and the ECM
will trigger a snapshot. The check engine lamp will
illuminate while this diagnostic code is active. An
active diagnostic code may not cause any noticeable
effect on engine response unless the voltage drops
below 6.5 VDC.
Possible Performance Effect:
The engine may be limited to low idle.
Note: The 8 volt supply provides power to the
accelerator pedal position sensor.
Troubleshooting:
Perform the following diagnostic procedure:
“Accelerator Pedal (Throttle) Position Sensor Circuit -
Test”
Results:

The engine may be limited to low idle.

• OK – STOP.

Note: The 8 volt supply provides power to the i02127798

accelerator pedal position sensor.
0042-11 Injection Actuation
Troubleshooting: Pressure output fault
Perform the following diagnostic procedure: SMCS Code: 1408-081; 5051-038
“Accelerator Pedal (Throttle) Position Sensor Circuit -
Test” Conditions Which Generate This Code:
Results: The Engine Control Module (ECM) detects the
following conditions:
• OK – STOP.
• The battery voltage is greater than 9 VDC.
• The ECM detects high current for the Injection
actuation pressure control valve for more than 120
milliseconds when the driver is in the ON position.
104 SENR9517-19
Troubleshooting Section

System Response: Possible Performance Effect:

While the engine is running and the fault code is Engine shutdown
active, the ECM will cycle the injection actuation
pressure control valve on and off. The injection Troubleshooting:
actuation pressure control valve will default to
7.5 MPa (1087.80 psi). Perform the following diagnostic procedure: “Ignition
Keyswitch Circuit and Battery Supply Circuit - Test”
31% will be displayed next to the status for the
“Injection Actuation Current” on Caterpillar Electronic Results:
Technician (ET).
• OK – STOP.
The check engine lamp will illuminate.
i02127806
Possible Performance Effect:

The engine may run rough. The engine may also

0064-02 Secondary Engine
have low power. This diagnostic code may also Speed loss of signal (34)
cause the engine to shutdown.
SMCS Code: 1439-038-VF; 1912-038
Troubleshooting:
Conditions Which Generate This Code:
Perform the following diagnostic procedure: “Injection
Actuation Pressure Control Valve Circuit - Test” The Engine Control Module (ECM) detects the
following conditions:
Results:
• The secondary engine speed/timing signal was lost
• OK – STOP. and then returned within one second.

• The engine has been running for more than three

i02490821 seconds.
0043-02 Key Switch Fault (71) • The engine speed did not pass through the 350
SMCS Code: 1408-038; 1553-038 to 500 rpm range.

Conditions Which Generate This Code: • The battery voltage is more than 9 VDC for at least
two seconds prior to the loss of signal.
The Engine Control Module (ECM) detects that the
System Response:
keyswitch was cycled at least three times within one
second.
The ECM will use the primary speed/timing sensor to
calculate the engine speed. “DIAG” will be displayed
This indicates that the battery circuit to the keyswitch
has an intermittent condition or a low battery condition next to the status for “Engine Speed” on Caterpillar
Electronic Technician (ET). The check engine lamp
while the engine is running.
will not be illuminated for this code unless the code
Note: This code can be generated by rapidly cycling has been active for ten hours. The code is logged.
the keyswitch. Some control modules on the vehicle
Possible Performance Effect:
require this action in order to prompt flash codes. If
this occurs, clear the logged diagnostic codes in order
The performance will not be affected unless both
to prevent future confusion or an incorrect diagnosis.
sensor signals are lost. The loss of both timing sensor
Note: This code can also be generated when there signals will cause the ECM to shut down the engine.
is an attempt to restart the engine immediately after
Troubleshooting:
a shutdown. The engine may not start if the engine
speed did not reach zero rpm prior to the restart.
Perform the following diagnostic procedure: “Engine
Speed/Timing Sensor Circuit - Test”
System Response:
Results:
The ECM will log the diagnostic code and the ECM
will trigger a snapshot. The check engine lamp will
illuminate while this diagnostic code is active. The • OK – STOP.
ECM will stop energizing the injector solenoids.
SENR9517-19
i02127812
0064-11 Secondary Engine
Speed no pattern (34)
SMCS Code: 1439-038-VF; 1912-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• The secondary engine speed/timing signal was
lost and then returned within one second while the
primary engine speed/timing signal remained valid.
• The secondary engine speed/timing signal is lost
and/or intermittent.
• The secondary engine speed/timing signal is lost
for more than 15 seconds while the engine is
cranking.
System Response:
The ECM uses the primary engine speed/timing
sensor to calculate the engine speed. The ECM will
illuminate the check engine lamp after this code has
been active for ten hours. The code is logged.
Possible Performance Effect:
The performance will not be affected unless both
speed signals are lost. The loss of both timing sensor
signals will cause the ECM to shut down the engine.
Troubleshooting:
Perform the following diagnostic procedure: “Engine
Speed/Timing Sensor Circuit - Test”
Results:
• OK – STOP.
i02127817
0070-05 Inlet Air Heater current
low
SMCS Code: 1090-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) has detected a
low current condition (open circuit) after attempting
to activate the air inlet heater. The ECM detects the
following conditions:
• The engine is not cranking.
105
Troubleshooting Section
• The ECM has been powered for more than one
second.
• There is a low current condition (open circuit) for
more than eight seconds.
• Battery voltage is more than 9 V for more than two
seconds prior to the low current condition (open
circuit).
System Response:
The ECM will log the code. There is a delay of
two hours before the check engine lamp will be
illuminated. The ECM is unable to activate the air
inlet heater.
Possible Performance Effect:
The engine may be difficult to start in the cold
temperature and the exhaust may emit white smoke.
Troubleshooting:
Perform the following diagnostic procedure: “Air Inlet
Heater Circuit - Test”
Results:
• OK – STOP.
i02927654
0070-06 Inlet Air Heater current
high
SMCS Code: 1090-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) has detected a
high current condition (short circuit) after attempting
to activate the air inlet heater. The ECM detects the
following conditions:
• The engine is not cranking.
• The ECM has been powered for at least one
second.
• There is a high current condition (short circuit) for
more than two seconds.
• Battery voltage is more than 9 V for more than two
seconds prior to the high current condition (short
circuit).
106 SENR9517-19
Troubleshooting Section

System Response: Customer passwords are required to clear this

diagnostic code.
The ECM will log the code. There is a delay of
two hours before the check engine lamp will be Possible Performance Effect:
illuminated. The ECM is unable to activate the air
inlet heater. None

Possible Performance Effect: Troubleshooting:

The engine may be difficult to start in the cold Perform the following diagnostic procedure: “Idle
temperature and the exhaust may emit white smoke. Shutdown Timer - Test”

Troubleshooting: Results:

Perform the following diagnostic procedure: “Air Inlet • OK – STOP.

Heater Circuit - Test”
i02215914
Results:
0071-01 Idle Shutdown (47)
• OK – STOP.
SMCS Code: 1901-038
i02127822
Conditions Which Generate This Code:
0071-00 Idle Shutdown
The Engine Control Module (ECM) detects the
Override (01) following conditions:
SMCS Code: 1901-038
• The idle shutdown timer has expired and the
engine has shut down.
Conditions Which Generate This Code:

The Engine Control Module (ECM) detects one of • The “Idle Shutdown Time” parameter is
programmed to at least three minutes.
the following conditions:
• Vehicle speed is zero mph.
• The “Allow Idle Shutdown Override” parameter is
programmed to “Yes” and the status of the brake
switch or the clutch switch changes. • Coolant temperature is greater than 38 °C (100 °F).
System Response:
• The “Allow Idle Shutdown Override” parameter
is programmed to “J1587 Outside Temp Based” The ECM remains powered after the engine
or “Outside Temperature Based”. The outside
shutdown. “COUNTING” will be displayed next to
temperature is above the maximum programmed
the status for “Idle Shutdown Status” on Caterpillar
temperature or the outside temperature is below Electronic Technician (ET).
the minimum programmed temperature.
Customer passwords are required to clear this
The ECM also detects the following conditions: diagnostic code.
• The idle shutdown timer is within the final 90 Possible Performance Effect:
seconds.
The engine is shut down.
• The “Idle Shutdown Time” parameter is
programmed to at least three minutes. Troubleshooting:
System Response:
Perform the following diagnostic procedure: “Idle
Shutdown Timer - Test”
The idle shutdown timer stops counting. “OVERRIDE”
will be displayed next to the status for “Idle Shutdown
Results:
Status” on Caterpillar Electronic Technician (ET).

Note: The idle shutdown timer will not begin counting • OK – STOP.
again for shutdown until the vehicle is moved and the
accelerator pedal is depressed.
SENR9517-19 107
Troubleshooting Section

i02127845 • The “Soft Vehicle Speed Limit” parameter is

programmed to “Yes” and the vehicle speed
0071-14 PTO Shutdown (47) exceeds the programmed “Vehicle Speed Limit” by
more than 15 MPH for more than 20 seconds.
SMCS Code: 1901-038
System Response:
Conditions Which Generate This Code:
The ECM will not energize the injector solenoids
The Engine Control Module (ECM) detects the while the diagnostic code is active. “VEHICLE
following conditions: SPEED LIMIT” will be displayed on the status screen
when the vehicle speed limit is exceeded.
• The timer for the PTO has expired and the engine
has shut down. Customer passwords are required to clear this code.

• The PTO on/off switch is in the ON position. Possible Performance Effect:

• The “PTO Configuration” parameter is programmed Injection is disabled until the vehicle speed falls
to “Cab Switches”, “Remote Switches”, or “Remote below the programmed “Vehicle Speed Limit”.
Throttle”.
Troubleshooting:
• The “PTO Shutdown Time” parameter is
programmed to at least three minutes. This diagnostic code does not necessarily indicate
that there is an electronic problem. If the vehicle
System Response: speed calibration is wrong, perform the following
procedure:
The ECM remains powered after the engine
shutdown. “NOT ACTIVE” will be displayed next Perform the following diagnostic procedure: “Vehicle
to the status for “PTO Shutdown” on Caterpillar Speed Circuit - Calibrate”
Electronic Technician (ET).
Results:
Customer passwords are required to clear this
diagnostic code. • OK – STOP.
Possible Performance Effect:
i02127947
The engine is shut down.
0084-01 Vehicle Speed loss of
Troubleshooting: signal (31)
Perform the following diagnostic procedure: “PTO SMCS Code: 7463-038
Shutdown Timer - Test”
Conditions Which Generate This Code:
Results:
The Engine Control Module (ECM) detects the
• OK – STOP. following condition:

i02500476
• The “VSL Protection” is not programmed to “TEL”.
0084-00 Vehicle Overspeed • The ECM does not detect vehicle speed when
conditions indicate that vehicle speed should be
Warning (41) present.
SMCS Code: 7463-038 • Desired engine speed is greater than the
programmed “VSL Protection”.
Conditions Which Generate This Code:

The Engine Control Module (ECM) detects one of

the following conditions:

• The “Soft Vehicle Speed Limit” parameter is

programmed to “No” and the vehicle speed
exceeds the programmed “Vehicle Speed Limit” by
more than 10 MPH for more than 20 seconds.
108
Troubleshooting Section
System Response:
The ECM will limit engine rpm to the programmed
“VSL Protection”. If the ECM is providing the
speedometer signal, the speedometer will reflect the
loss of speed when the vehicle is moving and the
problem occurs. Caterpillar Electronic Technician
(ET) will display “DIAG” next to “Vehicle Speed” on
the status screen while the diagnostic code is active.
The check engine lamp will illuminate.
Possible Performance Effect:
The driver may think that the engine power is low and
that the engine is unable to reach the expected rpm.
Note: A fuel system restriction has been known to
cause this diagnostic code although this occurrence
is not common. This situation exists because the
injectors are unable to provide sufficient fuel in
order to achieve the desired rpm under normal load
conditions. Because the ECM cannot reach the
desired rpm under the normal load conditions, the
ECM suspects that the vehicle is under load. This
should only occur when the vehicle is in motion.
Troubleshooting:
Check the fuel pressure in order to ensure that a fuel
system restriction is not the cause of the problem
when the vehicle is not moving.
Perform the following diagnostic procedure: “Vehicle
Speed and Speedometer Circuit - Test”
Results:
• OK – STOP.
i02127961
0084-02 Vehicle Speed signal
invalid (36)
SMCS Code: 7463-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• The “VSL Protection” is not programmed to the
programmed “TEL”.
• The vehicle speed is constant when the engine
parameters indicate that the vehicle speed should
be changing.
• Engine speed is greater than 950 rpm for more
than 60 ms.
SENR9517-19
Note: This code typically occurs when someone has
tampered with the vehicle speed signal.
System Response:
Engine rpm is limited to the programmed “VSL
Protection” for one hour. If the ECM is providing the
speedometer signal, the speedometer will reflect
the loss of speed when the problem occurs and the
vehicle is moving.
Caterpillar Electronic Technician (ET) will display
“DIAG” next to “Vehicle Speed” on the status screen
while the diagnostic code is active.
Possible Performance Effect:
The driver may think that the engine power is low
and that the engine is unable to reach the expected
rpm. The derate will remain for one hour after the
fault is no longer active.
Troubleshooting:
Perform the following diagnostic procedure: “Vehicle
Speed and Speedometer Circuit - Test”
Results:
• OK – STOP.
i02127969
0084-08 Vehicle Speed signal
out of range (36)
SMCS Code: 7463-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• The “VSL Protection” parameter is not programmed
to “TEL”.
• The vehicle speed is greater than 204 km/h (127
mph) for at least two seconds.
Note: This code will not be logged unless the engine
has been running for more than three seconds.
SENR9517-19 109
Troubleshooting Section

System Response: Troubleshooting:

Vehicle speed is set to 0 km/h (0 mph) and engine Perform the following diagnostic procedure: “Vehicle
rpm is limited to the programmed “VSL Protection”. Speed and Speedometer Circuit - Test”
If the ECM is providing the speedometer signal, the
speedometer will reflect the loss of speed when the Results:
problem occurs and the vehicle is moving. Caterpillar
Electronic Technician (ET) will display “DIAG” next • OK – STOP.
to “Vehicle Speed” on the status screen while the
diagnostic code is active. The check engine lamp
i02127996
will illuminate.

Possible Performance Effect:

0084-14 Quick Stop
Occurrence
The driver may think that the engine power is low and
that the engine is unable to reach the expected rpm. SMCS Code: 7463-038

Troubleshooting: Conditions Which Generate This Code:

Perform the following diagnostic procedure: “Vehicle The Engine Control Module (ECM) detects the
Speed and Speedometer Circuit - Test” following conditions:

Results: • The vehicle speed slows at a rate that exceeds the

“Quick Stop Rate” that is programmed.
• OK – STOP.
• The service brake is applied.
i02127980 System Response:
0084-10 Vehicle Speed signal The ECM records the engine speed, vehicle speed,
rate of change (36) the throttle position, cruise control status, clutch
switch status and brake switch status.
SMCS Code: 7463-038
Customer passwords are required to clear this
Conditions Which Generate This Code: diagnostic code.

The Engine Control Module (ECM) detects the Possible Performance Effect:
following condition:
None
Note: If “ABS” is used as the source for vehicle
speed, “ABS” must be inactive in order for this code Troubleshooting:
to be active.
This diagnostic code does not represent an electronic
• A vehicle speed that is changing at an impossible system fault.
rate
An excessive number of occurrences may be caused
• The engine has been running for more than three by the following circumstance:
seconds.
• The parameter for the “Quick Stop Rate” may be
• The “VSL Protection” is not programmed to “TEL”. set too low.

System Response: Note: This setting can be affected by the load on the
vehicle. If the vehicle is operated without a trailer
Engine rpm is limited to the programmed “VSL or with no load, the vehicle will stop faster than the
Protection”. Caterpillar Electronic technician (ET) same vehicle with a heavy load.
will display “DIAG” next to “Vehicle Speed” on the
status screen while the diagnostic code is active. The Expected Result:
Check Engine Lamp will illuminate.
Results:
Possible Performance Effect:
• OK – STOP.
The driver may think that the engine power is low and
that the engine is unable to reach the expected rpm.
110 SENR9517-19
Troubleshooting Section

i02303725 System Response:

0091-08 Throttle Position The ECM returns the engine to low idle when the
Invalid (32) problem is detected. The Caterpillar Electronic
Technician (ET) will display “0%” and “DIAG” next
SMCS Code: 1439-038; 1913-038 to “Throttle Position” on the status screen while the
diagnostic code is active.
Conditions Which Generate This Code:
Possible Performance Effect:
The Engine Control Module (ECM) detects the
following conditions: The engine will remain at low idle while the diagnostic
code is active.
• The signal frequency from the accelerator pedal
position sensor is less than 150 Hz or the signal Troubleshooting:
frequency is greater than 1050 Hz for more than
two seconds. Perform the following diagnostic procedure:
“Accelerator Pedal (Throttle) Position Sensor Circuit -
• The ECM has been powered for at least three Test”
seconds.
Results:
System Response:
• OK – STOP.
The ECM sets the “Throttle Position” to “0%”. “DIAG”
will be displayed next to the status for “Throttle i02218753
Position” on
Caterpillar Electronic technician (ET). 0094-01 Low Fuel Pressure
Possible Performance Effect: Warning (63)
The engine will remain at low idle while the diagnostic SMCS Code: 1439-038-PX; 1718-038; 7414-038
code is active.
Conditions Which Generate This Code:
Troubleshooting:
Note: This diagnostic code represents an event. This
Perform the following diagnostic procedure: diagnostic code does not represent an electronic
“Accelerator Pedal (Throttle) Position Sensor Circuit - system fault.
Test”
The Engine Control Module (ECM) detects all of the
Results: following conditions:

• OK – STOP. • Engine speed exceeds low idle rpm by at least

100 RPM.

i02128015 • Fuel pressure in the low pressure fuel system is

less than 150 kPa (22 psi).
0091-13 Throttle Position out
of calibration (28) The check engine lamp will illuminate after fifteen
seconds of operation within the conditions that are
SMCS Code: 1439-038; 1913-038 mentioned above.

Conditions Which Generate This Code: This code will also become active if a 94-03 Fuel
Pressure Short Circuit becomes active.
The Electronic Control Module (ECM) detects the
following condition: System Response:

• The duty cycle for the signal to the accelerator
pedal position sensor is less than 5 percent or
more than 95 percent.
Factory passwords are required to clear this
diagnostic code.
Note: The diagnostic code will be reset if the fuel
pressure in the low pressure fuel system maintains
175 kPa (25 psi) for two minutes.
SENR9517-19
Possible Performance Effect:
Engine torque will be derated while the check engine
lamp is illuminated.
The injection actuation pressure will be limited while
the check engine lamp is illuminated.
Troubleshooting:
This diagnostic code indicates a low fuel pressure in
the low pressure fuel system. This diagnostic code
does not indicate a problem with the ECM or the fuel
pressure sensor.
Test Step 1. Check the Fuel Level
Check the fuel level.
Expected Result:
The fuel level is OK.
Results:
• OK – The fuel level is OK. Proceed to Test Step 2.
• Not OK – The fuel level is low.
Repair: Fill the fuel tanks with fuel.
Verify that the repair eliminates the problem.
STOP.
Test Step 2. Verify Proper Sensor
Installation
A. Check the installation of the fuel pressure sensor.
B. Check the wiring of the fuel pressure sensor. Refer
to the engine's Electrical Schematic. Ensure that
all of the wires and the connectors are properly
connected.
Expected Result:
The sensor is properly installed and the wiring is
correct.
Results:
• OK – The sensor is properly installed and the
wiring is correct. Proceed to Test Step 3.
• Not OK – The sensor is not properly installed
and/or the wiring is incorrect.
Repair: Install the fuel pressure sensor properly.
Repair the wiring and/or the connectors.
111
Troubleshooting Section
Verify that the repair eliminates the problem.
STOP.
Test Step 3. Verify the Operation of the
Fuel Pressure Sensor
A. Turn the keyswitch to the OFF position.
B. Remove the fuel pressure sensor.
C. Install a 1U-5470 Engine Pressure Group into the
low pressure fuel system with a Tee fitting in the
port for the fuel pressure sensor.
D. Connect the fuel pressure sensor to the Tee fitting.
E. Monitor the status for “Fuel Pressure” on Cat ET.
F. Start the engine.
G. Compare the pressure reading on the gauge to
the pressure reading on Cat ET.
Expected Result:
The pressure readings are within 35 kPa (5.0 psi)
of each other.
Results:
• OK – The sensor is functioning properly.
Repair: There is a mechanical problem with the
low pressure fuel system.
Check the low pressure fuel system for the
following conditions:
• Low fuel pressure
• Fuel filters that are plugged
• Air in the fuel
• Deterioration or plugging of the fuel lines
Refer to the appropriate section in the Systems
Operation/Testing and Adjusting for information
that relates to testing the low pressure fuel system.
Verify that the repair eliminates the problem.
STOP.
• Not OK – The sensor is not functioning properly.
Repair: Temporarily install a new fuel pressure
sensor.
If the new sensor repairs the problem, reinstall the
suspect sensor.
112
Troubleshooting Section
If the problem returns, replace the sensor.
Verify that the repair eliminates the problem.
STOP.
i02217273
0094-03 Fuel Pressure voltage
high (37)
SMCS Code: 1439-038-PX; 1718-038
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects all of
the following conditions:
• The ECM reads signal voltage that is above 4.95
VDC for eight seconds.
• The engine has been running for at least two
seconds.
• 168-01 Low ECM Battery Power is not active.
• 232-03 5 V Supply Voltage high is not active.
• 232-04 5 V Supply Voltage low is not active.
System Response:
The ECM will log the diagnostic code and the ECM
will trigger a snapshot. The check engine lamp will
illuminate once this diagnostic code has been active
for more than ten hours. The ECM will default to
600 kPa (87 psi) for fuel pressure.
Note: A fuel pressure that is greater than 1101 kPa
(160 psi) (absolute pressure) will also generate
this code. The fuel pressure that is displayed on
the Caterpillar Electronic Technician (ET) is the
default value for fuel pressure minus the atmospheric
pressure.
Possible Performance Effect:
None
Perform the following diagnostic procedure: “Engine
Pressure Sensor Open or Short Circuit - Test”
Results:
• OK – STOP.
SENR9517-19
i02217337
0094-04 Fuel Pressure voltage
low (37)
SMCS Code: 1439-038-PX; 1718-038
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects all of
the following conditions:
• The ECM reads signal voltage that is below 0.1
VDC for at least eight seconds.
• The ECM has been powered for at least two
seconds.
• 168-01 Low ECM Battery Power is not active.
• 232-03 5 V Supply Voltage high is not active.
• 232-04 5 V Supply Voltage low is not active.
System Response:
The ECM will log the diagnostic code and the ECM
will trigger a snapshot. The check engine lamp will
illuminate once this diagnostic code has been active
for more than ten hours. The ECM will default to
600 kPa (87 psi) for fuel pressure.
Note: A atmospheric pressure that is less than
79 kPa (11 psi) (absolute pressure) will also generate
this code. The fuel pressure that is displayed on
the Caterpillar Electronic Technician (ET) is the
default value for fuel pressure minus the atmospheric
pressure.
Possible Performance Effect:
None
Perform the following diagnostic procedure: “Engine
Pressure Sensor Open or Short Circuit - Test”
Results:
• OK – STOP.
i02218739
0094-11 Low Cranking Fuel
Pressure (63)
SMCS Code: 1439-038-PX; 1718-038
Conditions Which Generate This Code:
Note: This diagnostic code represents an event. This
diagnostic code does not represent an electronic
system fault.
SENR9517-19
The Engine Control Module (ECM) detects all of the
following conditions:
• Engine speed is greater than 0 RPM.
• Engine speed is less than 100 RPM below the
engine idle RPM (engine cranking).
• Fuel pressure is less than 175 kPa (25 psi).
The engine must be cranked for more than ten
seconds without being started.
System Response:
Factory passwords are required in order to clear this
diagnostic code.
Possible Performance Effect:
If the engine coolant temperature is less than 18 °C
(64 °F), the injection actuation pressure is limited to
12000 kPa (1750 psi).
Troubleshooting:
This diagnostic code indicates a low fuel pressure in
the low pressure fuel system. This diagnostic code
does not indicate a problem with the ECM or the fuel
pressure sensor.
In a fuel system that is functioning properly, this
code is usually generated after a fuel filter has
been serviced. This code becomes active if the low
pressure fuel system does not achieve the proper
pressure. This code will be active only during engine
cranking. The code is logged for each occurrence.
Test Step 1. Check the Fuel Level
Check the fuel level.
Expected Result:
The fuel level is OK.
Results:
• OK – The fuel level is OK. Proceed to Test Step 2.
• Not OK – The fuel level is low.
Repair: Fill the fuel tanks with fuel.
Verify that the repair eliminates the problem.
STOP.
Test Step 2. Verify Proper Sensor
Installation
A. Check the installation of the fuel pressure sensor.
113
Troubleshooting Section
B. Check the wiring of the fuel pressure sensor. Refer
to the engine's Electrical Schematic. Ensure that
all of the wires and the connectors are properly
connected.
Expected Result:
The sensor is properly installed and the wiring is
correct.
Results:
• OK – The sensor is properly installed and the
wiring is correct. Proceed to Test Step 3.
• Not OK – The sensor is not properly installed
and/or the wiring is incorrect.
Repair: Install the fuel pressure sensor properly.
Repair the wiring and/or the connectors.
Verify that the repair eliminates the problem.
STOP.
Test Step 3. Prime the Low Pressure Fuel
System
A. Use the hand priming pump to prime the low
pressure fuel system. Refer to the appropriate
information in Systems Operation/Testing and
Adjusting.
B. Connect the Caterpillar Electronic Technician (ET)
to the data link connector.
C. Crank the engine. Monitor the status for “Fuel
Pressure” during engine cranking.
Expected Result:
“Fuel Pressure” is greater than 175 kPa (25 psi)
during engine cranking.
Results:
• OK – The fuel pressure exceeds 175 kPa (25 psi)
during engine cranking. Priming the fuel system
resolved the problem.
Repair: If the fuel filter was serviced immediately
prior to the activation of this diagnostic code, the
fuel system was not properly primed before the
engine was cranked.
Verify that the repair eliminates the problem.
114
Troubleshooting Section
If the fuel filter had not been serviced prior to
the activation of this fault, air may be entering
the fuel system. Check the fuel system for air
prior to releasing the vehicle. Refer to Systems
Operation/Testing and Adjusting for information
that is related to checking for air in the fuel system.
If necessary, repair the low pressure fuel system.
Verify that the repair eliminates the problem.
STOP.
• Not OK – The fuel pressure does not exceed
175 kPa (25 psi) during engine cranking. Proceed
to Test Step 4.
Test Step 4. Verify the Operation of the
Fuel Pressure Sensor
A. Turn the keyswitch to the OFF position.
B. Remove the fuel pressure sensor.
C. Install a 1U-5470 Engine Pressure Group into the
low pressure fuel system with a Tee fitting in the
port for the fuel pressure sensor.
D. Connect the fuel pressure sensor to the Tee fitting.
E. Monitor the status for “Fuel Pressure” on Cat ET.
F. Crank the engine.
G. Compare the pressure reading on the gauge to
the pressure reading on Cat ET.
Expected Result:
The pressure readings are within 35 kPa (5.0 psi)
of each other.
Results:
• OK – The sensor is functioning properly.
Repair: There is a mechanical problem with the
low pressure fuel system.
Repair the low pressure fuel system. Refer to
the Systems Operation/Testing and Adjusting for
information that is related to repairing the low
pressure fuel system.
Verify that the repair eliminates the problem.
STOP.
• Not OK – The sensor is not functioning properly.
Repair: Temporarily install a new fuel pressure
sensor.
SENR9517-19
If the new sensor repairs the problem, reinstall the
suspect sensor.
If the problem returns, replace the sensor.
Verify that the repair eliminates the problem.
STOP.
i02128020
0096-03 Fuel Level voltage
high
SMCS Code: 1439-038
Conditions Which Generate This Code:
This diagnostic code is used only by GMT-560
applications.
The Engine Control Module (ECM) detects the
following condition:
• The primary fuel level signal voltage is above the
acceptable range for more than ten seconds.
System Response:
If the parameter “Secondary Fuel Tank Size” is
programmed and a diagnostic code for the secondary
fuel level sensor is not active, the ECM will use the
secondary fuel level sensor to determine the fuel
level.
If the parameter “Secondary Fuel Tank Size” is not
programmed and a diagnostic code is active for the
secondary fuel level sensor, the ECM will broadcast
an error code over the J1939 data link. The ECM will
also broadcast the fuel level as zero over the ATA
data link.
Caterpillar Electronic Technician (ET) will display
“DIAG” next to “Primary Fuel Level” on the status
screen while the diagnostic code is active.
Possible Performance Effect:
None
Troubleshooting:
Perform the following diagnostic procedure: “Fuel
Level Sensor Circuit - Test”
Results:
• OK – STOP.
SENR9517-19 115
Troubleshooting Section

i02128054 The Engine Control Module (ECM) detects the

following conditions:
0096-04 Fuel Level voltage low
• The engine oil pressure sensor indicates that
SMCS Code: 1439-038 the engine oil pressure is below the trip line in
Illustration 18.
Conditions Which Generate This Code:
• The diagnostic codes for the oil pressure circuit
This diagnostic code is used only by GMT-560 are not active.
applications.

The Engine Control Module (ECM) detects the

following condition:

• The primary fuel level signal voltage is below the

acceptable range for more than ten seconds.

System Response:

If the parameter “Secondary Fuel Tank Size” is

programmed and a diagnostic code for the secondary
fuel level sensor is not active, the ECM will use the
secondary fuel level sensor to determine the fuel
level.

If the parameter “Secondary Fuel Tank Size” is not

programmed and a diagnostic code is active for the
secondary fuel level sensor, the ECM will broadcast
an error code over the J1939 data link. The ECM will
also broadcast the fuel level as zero over the ATA
data link. g00998002
Illustration 18
Caterpillar Electronic Technician (ET) will display Low oil pressure
“DIAG” next to “Primary Fuel Level” on the status
screen while the diagnostic code is active. System Response:

Possible Performance Effect: The Caterpillar Electronic Technician (ET) will display
“LOW OIL PRESSURE” and “DIAG” next to the
None status for “Engine Oil Pressure”. The check engine
lamp and the warning lamp will illuminate.
Troubleshooting:
Customer passwords are required to clear this
Perform the following diagnostic procedure: “Fuel diagnostic code.
Level Sensor Circuit - Test”
Possible Performance Effect:
Results:
None
• OK – STOP.
Troubleshooting:

i02128055 This diagnostic code indicates low oil pressure. This

0100-01 Low Oil Pressure
Warning (46)
SMCS Code: 1439-038-OC; 1924-038
Conditions Which Generate This Code:
Note: This diagnostic code represents an event. This
diagnostic code does not represent an electronic
system fault.
diagnostic code does not indicate a problem with the
ECM or the oil pressure sensor. Check the engine oil
level. Refer to the graphs for oil pressure that are
shown in Troubleshooting, “System Overview”.
Test Step 1. Check the Engine Oil Level
A. Check the engine oil level.
Expected Result:
The engine oil level is OK.
116
Troubleshooting Section
Results:
• OK – The engine oil level is OK. Proceed to Test
Step 2.
• Not OK – The engine oil level is low.
Repair: Add engine oil to the proper level. Refer to
the Operation and Maintenance Manual for more
information.
STOP.
Test Step 2. Verify Proper Sensor
Installation
A. Check the installation of the engine oil pressure
sensor.
B. Check the wiring of the engine oil pressure sensor.
Refer to the Electrical Schematic for the proper
wiring. Ensure that all of the wires and connectors
are properly connected.
Expected Result:
The sensor is properly installed and the wiring is
correct.
Results:
• OK – The sensor is properly installed. Proceed
to Test Step 3.
• Not OK – The sensor is not installed properly.
Repair: Install the engine oil pressure sensor
properly. Repair the wiring and/or the connectors
to the sensor.
Verify that the repair eliminates the problem.
STOP.
Test Step 3. Check for Active Diagnostic
Codes
A. Connect Cat ET to the data link connector.
B. Check for active diagnostic codes that are related
to the barometric pressure sensor (atmospheric
pressure) or the boost pressure sensor.
Expected Result:
There are no diagnostic codes that are related to the
barometric pressure sensor (atmospheric pressure)
or the boost pressure sensor.
Results:
• OK – There are no diagnostic codes. Proceed to
Test Step 4.
SENR9517-19
• Not OK – There is a diagnostic code that is related
to the barometric pressure sensor (atmospheric
pressure) and/or the boost pressure sensor.
Repair: Troubleshoot the diagnostic code before
continuing with this procedure.
STOP.
Test Step 4. Check the Status Screen
A. Turn the ignition key switch to the ON position.
The engine should be off.
B. Monitor the status for “Boost Pressure” and
“Engine Oil Pressure” on Cat ET.
Expected Result:
“Boost Pressure” and “Engine Oil Pressure” should
be less than 10 kPa (2 psi).
Results:
• OK – The boost pressure and the engine oil
pressure are less than 10 kPa (2 psi). Proceed to
Test Step 6.
• Not OK - Boost Pressure – The boost pressure is
greater than 10 kPa (2 psi). Proceed to Test Step 5.
• Not OK - Engine Oil Pressure – The engine oil
pressure is greater than 10 kPa (2 psi). Proceed
to Test Step 5.
• Not OK - Both – The boost pressure and the
engine oil pressure are greater than 10 kPa (2 psi).
Proceed to Test Step 5.
Test Step 5. Check the Supply Voltage to
the Suspect Pressure Sensor(s)
A. Turn the ignition key switch to the OFF/RESET
position.
B. Disconnect the barometric pressure sensor
(atmospheric pressure), the boost pressure
sensor, and the engine oil pressure sensor.
C. Turn the ignition key switch to the ON position.
D. Measure the voltage between terminal A (Engine
Pressure Sensor +5V) and terminal B (Engine
Pressure Sensor Common) of each suspect
pressure sensor connector on the engine harness.
Expected Result:
The voltage is 5.0 ± 0.16 VDC.
Results:
• OK – The voltage is within the range.
SENR9517-19
Repair: Reconnect the engine oil pressure sensor
and the boost pressure sensor.
Temporarily connect a new barometric pressure
sensor (atmospheric pressure).
If the new sensor fixes the problem, reconnect the
suspect sensor.
If the problem returns, permanently replace the
sensor.
Verify that the repair eliminates the problem.
If the problem is not eliminated perform this repair
procedure on the engine oil pressure sensor and
the boost pressure sensor.
Verify that the repair eliminates the problem.
STOP.
• Not OK – There is a problem with the 5 volt supply.
Repair: Check the J2/P2 ECM connector and the
sensor connectors for corrosion and moisture.
Check the 5 volt supply wire. Verify that the wire
is not cut and that the wire is completely inserted
into the connectors for the pressure sensors on
the engine harness.
Verify that the repair eliminates the problem.
STOP.
Test Step 6. Install a Pressure Gauge
A. Remove the engine oil pressure sensor.
B. Install a 1U-5470 Engine Pressure Group into
the oil gallery with a Tee fitting in the port for the
engine oil pressure sensor.
C. Connect the engine oil pressure sensor to the Tee
fitting.
D. Turn the ignition key switch to the ON position.
E. Monitor the status for “Engine Oil Pressure” on
Cat ET.
F. Start the engine and run the engine at low idle.
G. Compare the pressure reading on the gauge to
the pressure reading on Cat ET.
H. Monitor the status screen and the gauge while
you increase the engine speed.
117
Troubleshooting Section
Expected Result:
The gauge and the status screen are within 35 kPa
(5.0 psi) of each other.
Results:
• OK – The sensor is functioning properly.
Repair: Compare the readings from the pressure
gauge to the oil pressure maps in Illustration
18. There is a mechanical problem if the engine
oil pressure is lower than the trip line on the oil
pressure map.
Refer to Testing and Adjusting, “Engine Oil
Pressure - Test”.
STOP.
• Not OK – The sensor is not functioning properly.
Repair: Temporarily install a new engine oil
pressure sensor.
If the new sensor repairs the problem, reinstall the
suspect sensor.
If the problem returns, replace the sensor.
Verify that the repair eliminates the problem.
STOP.
i02195527
0100-03 Oil Pressure voltage
high (24)
SMCS Code: 1439-038-OC; 1924-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• The signal voltage from the engine oil pressure
sensor is greater than 4.95 VDC for more than
eight seconds.
• The ECM has been powered for at least two
seconds.
• The 168-01 Low ECM Battery Power is not active.
• The 232-03 5 Volt Supply voltage high is not active.
• The 232-04 5 Volt Supply voltage low is not active.
• The engine is not running or the engine coolant
temperature is greater than 38 °C (100 °F).
118 SENR9517-19
Troubleshooting Section

System Response: System Response:

The ECM will log the diagnostic code and the ECM
will trigger a snapshot. The check engine lamp will
illuminate once this diagnostic code has been active
for more than ten hours. The ECM will default to
600 kPa (88 psi) for engine oil pressure.
The ECM will log the diagnostic code and the ECM
will trigger a snapshot. The check engine lamp will
illuminate once this diagnostic code has been active
for more than ten hours. The ECM will default to
600 kPa (88 psi) for engine oil pressure.

Note: The engine oil pressure that is displayed on the Note: The engine oil pressure that is displayed on the
Caterpillar Electronic Technician (ET) is the default Caterpillar Electronic Technician (ET) is the default
value for engine oil pressure. value for engine oil pressure minus the atmospheric
pressure.
Possible Performance Effect:
Possible Performance Effect:
None
None
Troubleshooting:
Troubleshooting:
Perform the following diagnostic procedure: “Engine
Pressure Sensor Open or Short Circuit - Test” Perform the following diagnostic procedure: “Engine
Pressure Sensor Open or Short Circuit - Test”
Results:
Results:
• OK – STOP.
• OK – STOP.
i02195676

0100-04 Oil Pressure voltage

i02215929

low (24) 0100-11 Very Low Oil Pressure

SMCS Code: 1439-038-OC; 1924-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• The signal voltage from the engine oil pressure
sensor is less than 0.2 VDC for more than eight
seconds.
(46)
SMCS Code: 1439-038-OC; 1924-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• The engine oil pressure is below the trip line in
Illustration 19 for more than eight seconds.

• The ECM has been powered for at least two • The engine has been running for at least 18
seconds. seconds.

• The 168-01 Low ECM Battery Power is not active. • The ECM has been powered for at least three
seconds.
• The 232-03 5 Volt Supply voltage high is not active.
• The 232-04 5 Volt Supply voltage low is not active.
• The engine is running or atmospheric pressure is
greater than 80 kPa (12 psi).

Note: Atmospheric pressures below 79 kPa (12 psi)

may cause this code to become active only when the
engine is running. This low atmospheric pressure
causes the signal voltage to drop below the trip point
of 0.2 VDC in a good circuit.

Note: Elevations that are higher than 1900 m

(6300 ft) will have atmospheric pressures that are
below 79 kPa (12 psi).
SENR9517-19
Illustration 19
g01118320
Very low oil pressure
System Response:
The ECM will display “LOW OIL PRESSURE” and
“DIAG” next to the status for “Engine Oil Pressure”.
The check engine lamp and the warning lamp will
illuminate.
Factory passwords are required to clear this
diagnostic code.
Possible Performance Effect:
The ECM will use the default torque map. The engine
speed is limited to 1350 RPM and the vehicle speed
is limited to 72 km/h (45 mph).
Note: If the “Engine Monitoring” parameter is
programmed to “Shutdown”, the engine will be
shutdown after this code has been active for 30
seconds.
Note: If “Engine Monitoring” is programmed to
“Warning” the engine power will not be affected.
Troubleshooting:
Test Step 1. Check the Engine Oil Level
A. Check the engine oil level.
Expected Result:
The engine oil level is OK.
Results:
• OK – The engine oil level is OK. Proceed to Test
Step 2.
119
Troubleshooting Section
• Not OK – The engine oil level is low.
Repair: Add engine oil to the proper level. Refer to
the Operation and Maintenance Manual for more
information.
STOP.
Test Step 2. Verify Proper Sensor
Installation
A. Check the installation of the engine oil pressure
sensor.
B. Check the wiring of the engine oil pressure sensor.
Refer to the Electrical Schematic for the proper
wiring. Ensure that all of the wires and connectors
are properly connected.
Expected Result:
The sensor is properly installed and the wiring is
correct.
Results:
• OK – The sensor is properly installed. Proceed
to Test Step 3.
• Not OK – The sensor is not installed properly.
Repair: Install the engine oil pressure sensor
properly. Repair the wiring and/or the connectors
to the sensor.
Verify that the repair eliminates the problem.
STOP.
Test Step 3. Check for Active Diagnostic
Codes
A. Connect Caterpillar Electronic Technician (ET) to
the data link connector.
B. Check for active diagnostic codes that are related
to the barometric pressure sensor (atmospheric
pressure) or the boost pressure sensor.
Expected Result:
There are no diagnostic codes that are related to the
barometric pressure sensor (atmospheric pressure)
or the boost pressure sensor.
Results:
• OK – There are no diagnostic codes. Proceed to
Test Step 4.
• Not OK – There is a diagnostic code that is related
to the barometric pressure sensor (atmospheric
pressure) and/or the boost pressure sensor.
120
Troubleshooting Section
Repair: Troubleshoot the diagnostic code before
continuing with this procedure.
STOP.
Test Step 4. Use Cat ET to Check the
Status Screen
A. Turn the keyswitch to the ON position. The engine
should be off.
B. Monitor the status for “Boost Pressure” and
“Engine Oil Pressure” on Cat ET.
Expected Result:
“Boost Pressure” and “Engine Oil Pressure” should
be less than 10 kPa (2 psi).
Results:
• OK – The boost pressure and the engine oil
pressure are less than 10 kPa (2 psi). Proceed to
Test Step 6.
• Not OK - Boost pressure and engine oil pressure –
The boost pressure and/or the engine oil pressure
are greater than 10 kPa (2 psi). Proceed to Test
Step 5.
Test Step 5. Check the Supply Voltage to
the Suspect Pressure Sensor(s)
A. Turn the key switch to the OFF position.
B. Disconnect the barometric pressure sensor
(atmospheric pressure), the boost pressure
sensor, and the engine oil pressure sensor.
C. Turn the ignition key switch to the ON position.
D. Measure the voltage between terminal A (Engine
Pressure Sensor +5V) and terminal B (Engine
Pressure Sensor Common) of each suspect
pressure sensor connector on the engine harness.
Expected Result:
The voltage is 5.0 ± 0.2 VDC.
Results:
• OK – The voltage is within the range.
Repair: Reconnect the engine oil pressure sensor
and the boost pressure sensor.
Temporarily connect a new barometric pressure
sensor (atmospheric pressure).
If the new sensor fixes the problem, reconnect the
suspect sensor.
SENR9517-19
If the problem returns, permanently replace the
sensor.
Verify that the repair eliminates the problem.
If the problem is not eliminated perform this repair
procedure on the engine oil pressure sensor and
the boost pressure sensor.
Verify that the repair eliminates the problem.
STOP.
• Not OK – There is a problem with the 5 volt supply.
Repair: Check the J2/P2 ECM connector and the
sensor connectors for corrosion and moisture.
Check the 5 volt supply wire. Verify that the wire
is not cut and that the wire is completely inserted
into the connectors for the pressure sensors on
the engine harness.
Verify that the repair eliminates the problem.
STOP.
Test Step 6. Install a Pressure Gauge
A. Turn the keyswitch to the OFF position.
B. Remove the engine oil pressure sensor.
C. Install a 1U-5470 Engine Pressure Group into
the oil gallery with a Tee fitting in the port for the
engine oil pressure sensor.
D. Connect the engine oil pressure sensor to the Tee
fitting.
E. Turn the ignition key switch to the ON position.
F. Monitor the status for “Engine Oil Pressure” on
Cat ET.
G. Start the engine and run the engine at low idle.
H. Compare the pressure reading on the gauge to
the pressure reading on Cat ET.
I. Monitor the status screen and the gauge while
you increase the engine speed.
Expected Result:
The gauge and the status screen are within 35 kPa
(5.0 psi) of each other.
Results:
• OK – The sensor is functioning properly.
SENR9517-19 121
Troubleshooting Section

Repair: Compare the readings from the pressure Troubleshooting:

gauge to the oil pressure maps in Illustration
19. There is a mechanical problem if the engine Perform the following diagnostic procedure:
oil pressure is lower than the trip line on the oil “Wastegate Solenoid - Test”
pressure map.
Results:
Refer to Systems Operation/Testing and Adjusting,
“Engine Oil Pressure - Test”. • OK – STOP.
STOP.
i02128298

• Not OK – The sensor is not functioning properly.
Repair: Temporarily install a new engine oil
pressure sensor.
If the new sensor repairs the problem, reinstall the
suspect sensor.
0102-02 Boost Pressure signal
erratic
SMCS Code: 1439-038-PX; 1917-038
Conditions Which Generate This Code:

If the problem returns, replace the sensor. The Engine Control Module (ECM) detects the
following conditions:
Verify that the repair eliminates the problem.
• The difference between desired boost and actual
STOP. boost is greater than 20 kPa (80 inch of H2O) for
more than eight seconds.
i02128296
• Desired boost is not ZERO.
0102-01 Low Boost Pressure • The ECM has been powered for at least two
(25) seconds.

SMCS Code: 1439-038-PX; 1917-038 System Response:

Conditions Which Generate This Code: The ECM will log the event.

The Engine Control Module (ECM) detects the
following conditions:
• Actual boost is less than desired boost by more
than 30 kPa (4.4 psi) for more than eight seconds.
• The current for the turbocharger solenoid is greater
than 80% of the maximum value.
The check engine light will turn on once the event
code has been active for 15 minutes. “"DIAG"” will
be displayed next to boost pressure on the status
screen of Caterpillar Electronic Technician (ET).
Possible Performance Effect:
This code does not affect engine power.

• Desired boost is not ZERO. Troubleshooting:

• The ECM has been powered for at least two Perform the following diagnostic procedure:
seconds. “Wastegate Solenoid - Test”

System Response: Results:

The ECM will log the event. “"DIAG"” will be displayed • OK – STOP.
next to the status for “"Boost Pressure"” on Caterpillar
Electronic Technician (ET).

The check engine light will turn on once the event

code has been active for 15 minutes.

Possible Performance Effect:

This code does not affect engine power.

122
Troubleshooting Section
i02128303
0102-03 Boost Pressure
voltage high (25)
SMCS Code: 1439-038-PX; 1917-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• The signal voltage from the boost pressure sensor
is greater than 4.95 VDC for more than two
seconds.
• The ECM has been powered for at least two
seconds.
• The engine is not running or the rack position is
less than 50 percent with the engine retarder off.
System Response:
The ECM will log the diagnostic code and the ECM
will trigger a snapshot. The check engine lamp will
illuminate while this diagnostic code is active. The
ECM will default to 100 kPa (14.5 psi) for boost
pressure.
Note: The boost pressure that is displayed on the
Caterpillar Electronic Technician (ET) is the default
value for boost pressure minus the atmospheric
pressure.
Possible Performance Effect:
The engine will experience low power when this
diagnostic code is active.
Troubleshooting:
Perform the following diagnostic procedure: “Engine
Pressure Sensor Open or Short Circuit - Test”
Results:
• OK – STOP.
i02128311
0102-04 Boost Pressure
voltage low (25)
SMCS Code: 1439-038-PX; 1917-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
SENR9517-19
• The signal voltage from the boost pressure sensor
is less than 0.2 VDC for more than one second.
• The ECM has been powered for at least two
seconds.
System Response:
The ECM will log the diagnostic code and the ECM
will trigger a snapshot. The check engine lamp will
illuminate while this diagnostic code is active. The
ECM will default to 100 kPa (14.5 psi) for boost
pressure.
Note: The boost pressure that is displayed on the
Caterpillar Electronic Technician (ET) is the default
value for boost pressure minus the atmospheric
pressure.
Possible Performance Effect:
The engine will experience low power when this
diagnostic code is active.
Troubleshooting:
Perform the following diagnostic procedure: “Engine
Pressure Sensor Open or Short Circuit - Test”
Results:
• OK – STOP.
i02128313
0102-07 Boost Pressure not
responding
SMCS Code: 1439-038-PX; 1917-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• The signal for boost pressure has been more than
172 kPa (25 psi) for more than 0.5 seconds.
• The fuel rate is 80% of the maximum value for the
current torque map.
• 102-03 diagnostic code is active.
System Response:
The current to the wastegate solenoid is turned off.
The boost pressure will be set to 0 kPa.
“DIAG” will be displayed next to the status for boost
pressure on Caterpillar Electronic Technician (ET).
SENR9517-19
Possible Performance Effect:
The engine may be derated while this diagnostic
code is active. The level of derate depends on the
severity of the excessive boost pressure.
Troubleshooting:
This diagnostic code could be caused by a plugged
air line for the wastegate, a problem with the
turbocharger, or a pinched turbocharger line. Also,
this diagnostic code could indicate tampering with
the wastegate.
Note: This diagnostic code could cause a permanent
derate if this code is logged several times. Factory
passwords will be required to restore the engine to
full power.
Perform the following diagnostic procedure:
“Wastegate Solenoid - Test”
Results:
• OK – STOP.
i02294334
0105-00 High Intake Manifold
Air Temperature Warning (64)
SMCS Code: 1439-038-AI; 1921-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• The intake manifold air temperature is equal to
90 °C (194 °F) or above 90 °C (194 °F).
• The engine coolant temperature is greater than
99 °C (210.2 °F).
• The engine has been running for at least 30
seconds.
Note: This diagnostic code represents a critical
event. This diagnostic code does not represent an
electronic system fault.
System Response:
The check engine lamp will flash.
This diagnostic code requires a customer password
in order to be cleared.
“DIAG” will be displayed next to the status for “Intake
Manifold Air Temperature” on Caterpillar Electronic
Technician (ET).
123
Troubleshooting Section
Possible Performance Effect:
The ECM does not derate the power. Also, the ECM
does not limit the engine rpm or the vehicle speed
due to this diagnostic code.
Troubleshooting:
This diagnostic code indicates an excessive
temperature in the air intake manifold. This diagnostic
code does not indicate a problem with the ECM or
a problem with the temperature sensor for the air
intake manifold.
Test Step 1. Check for Diagnostic Codes.
A. Ensure that Cat ET is connected to the data link
connector.
B. Turn the ignition key switch to the ON position.
The engine should be off.
C. Check for any active diagnostic codes or logged
diagnostic codes.
Expected Result:
There should be no diagnostic codes that are present.
Results:
• OK – Proceed to Test Step 2.
• Not OK
Repair: Repair the diagnostic codes that
are present. For further details, refer to
Troubleshooting, “Troubleshooting With a
Diagnostic Code”.
Ensure that the repair eliminates the problem.
STOP.
Test Step 2. Inspect Electrical Connectors
and Wiring.
A. Turn the ignition key switch to the OFF/RESET
position.
B. Thoroughly inspect the following connectors:
• J2/P2 ECM engine harness connector
• J1/P1 ECM vehicle harness connector
• Connector terminals for the sensor
Refer to Troubleshooting, “Electrical Connectors -
Inspect” for details.
124
Troubleshooting Section
C. Perform a 45 N (10 lb) pull test on each of the
wires in the ECM connector that are associated
with the inlet manifold temperature sensor.
D. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
E. Check the harness and wiring for abrasion and
pinch points from the appropriate sensor back to
the ECM.
Expected Result:
All connectors, pins and sockets are completely
coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion or of pinch points.
Results:
• OK – Proceed to Test Step 3.
• Not OK – There is a problem with the wiring.
Repair: Repair the connectors or wiring and/or
replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the
connectors are completely coupled. Verify that the
repair eliminates the problem.
STOP.
Test Step 3. Check the Sensor in the
Engine.
A. Ensure that the temperature of the engine is cool
before starting this procedure.
B. Turn the ignition key switch to the ON position.
C. Note the temperature for the sensor on the status
screen .
D. Start the engine but remain parked.
E. Monitor the intake manifold air temperature on the
status screen as the engine is warming.
Expected Result:
The temperature before starting the engine should
be within reasonable limits, and the temperature
increases as the engine warms.
Note: The engine may require several hours to cool
down depending on the ambient air temperature
around the vehicle.
SENR9517-19
Results:
• OK – The sensor is functioning correctly. If
a problem is still suspected the problem is a
mechanical problem. The problem is not an
electronic problem.
Repair: Perform the following diagnostic
procedure:
Refer to Troubleshooting, “Troubleshooting without
a Diagnostic Code” for a procedure that best
describes the conditions.
STOP.
• Not OK – Proceed to Test Step 4.
Test Step 4. Compare the Temperature
Reading to the Temperature from Another
Gauge.
A. Turn the ignition key switch to the OFF/RESET
position. The engine should be OFF.
B. Remove the temperature sensor from the engine.
C. Connect the sensor to the engine harness. Turn
the ignition key switch to the ON position. Hold
the sensor and the thermocouple probe from the
6V-9130 Temperature Adapter in the air. Allow
three minutes for the sensor and the probe to
respond to the temperature of the air.
D. The status screen will display the temperature
reading from the sensor. Compare the temperature
reading to the temperature reading from the
6V-9130 Temperature Adapter.
E. Hold the sensor and the thermocouple probe in
your hand and check the temperatures again. Do
not expose the sensor to a flame.
Expected Result:
The two measurements are within 15 °C (27 °F) of
each other.
Note: Do not expect the sensor and the thermocouple
probe from the 6V-9130 Temperature Adapter to
respond to the temperature change at the same rate.
Results:
• OK – The sensor is functioning correctly. If
a problem is still suspected the problem is a
mechanical problem. The problem is not an
electronic problem.
Repair: Perform the following diagnostic
procedure:
SENR9517-19 125
Troubleshooting Section

Refer to Troubleshooting, “Troubleshooting without Results:

a Diagnostic Code” for a procedure that best
describes the conditions. • OK – STOP.
STOP.
i02128473

• Not OK 0105-04 Intake Manifold Air

Repair: Perform the following diagnostic Temperature voltage low (38)
procedure:
SMCS Code: 1439-038-AI; 1921-038
1. Temporarily install another sensor.
Conditions Which Generate This Code:
2. Repeat this test step.
The Engine Control Module (ECM) detects the
3. If the problem is resolved with the new sensor, following conditions:
replace the sensor.
• The signal voltage from the intake manifold air
4. Verify that the repair eliminates the problem. temperature sensor is less than 0.2 VDC for more
than eight seconds.
STOP.
• The ECM has been powered for at least two
seconds.
i02128468

0105-03 Intake Manifold Air System Response:

Temperature voltage high (38)
SMCS Code: 1439-038-AI; 1921-038
Conditions Which Generate This Code:
The ECM will default to 85 °C (185.0 °F) for the
intake manifold air temperature. “DIAG” will be
displayed next to the status for “Intake Manifold Air
Temperature” on Caterpillar Electronic Technician
(ET). The ECM will turn on the cooling fan.

The Engine Control Module (ECM) detects the Possible Performance Effect:
following conditions:
None
• The signal voltage from the intake manifold air
temperature sensor is greater than 4.9 VDC for Troubleshooting:
more than eight seconds.
Perform the following diagnostic procedure: “Engine
• Engine coolant temperature is above −10 °C Temperature Sensor Open or Short Circuit - Test”
(15.0 °F).
Results:
• The ECM has been powered for at least two
seconds. • OK – STOP.
System Response:
i02295135

The ECM will default to 85 °C (185.0 °F) for the

intake manifold air temperature. “DIAG” will be
0105-11 Very High Intake
displayed next to the status for “Intake Manifold Air Manifold Air Temperature (64)
Temperature” on Caterpillar Electronic Technician
(ET). The ECM will turn on the cooling fan. SMCS Code: 1439-038-AI; 1921-038

Possible Performance Effect: Conditions Which Generate This Code:

None The Engine Control Module (ECM) detects the

following conditions:
Troubleshooting:
• The engine has been running for at least 30
Perform the following diagnostic procedure: “Engine seconds.
Temperature Sensor Open or Short Circuit - Test”
• The inlet manifold air temperature is at 110 °C
(230 °F) or above 110 °C (230 °F).
126
Troubleshooting Section
Note: This diagnostic code represents a critical
event. This diagnostic code does not represent an
electronic system fault.
System Response:
The check engine lamp will flash.
If “Engine Monitoring” is programmed to “WARNING”,
The check engine lamp will flash and the Warning
Lamp will illuminate continuously.
If “Engine Monitoring” is programmed to “DERATE”
or “SHUTDOWN”, the check engine lamp and the
warning lamp will flash.
This diagnostic code requires a customer password
in order to be cleared.
“DIAG” will be displayed next to “Intake Manifold Air
Temperature” on Caterpillar Electronic Technician
(ET).
Possible Performance Effect:
If the “Engine Monitoring” is programmed to
“WARNING”, there is no effect on engine power.
If the “Engine Monitoring” is programmed to
“DERATE” or “SHUTDOWN”, engine speed is limited
to a maximum of 1350 rpm. The vehicle speed is
limited to a maximum of 72 km/h (45 mph), and
the power is limited. The engine will shut down if
the conditions exist for a long enough period in the
“SHUTDOWN” mode.
Troubleshooting:
This diagnostic code indicates an excessive
temperature in the air intake manifold. This diagnostic
code does not indicate a problem with the ECM or a
problem with the temperature sensor for the air inlet
manifold.
Test Step 1. Check for Diagnostic Codes.
A. Connect Cat ET to the data link connector.
B. Turn the ignition key switch to the ON position.
The engine should be off.
C. Check for any active diagnostic codes or logged
diagnostic codes.
Expected Result:
There should be no diagnostic codes that are present.
Results:
• OK – Proceed to Test Step 2.
• Not OK
SENR9517-19
Repair: Repair the diagnostic codes that
are present. For further details, refer to
Troubleshooting, “Troubleshooting With a
Diagnostic Code”.
Ensure that the repair eliminates the problem.
STOP.
Test Step 2. Inspect Electrical Connectors
And Wiring.
A. Turn the ignition key switch to the OFF/RESET
position.
B. Thoroughly inspect the following connectors:
• J2/P2 ECM engine harness connector
• J1/P1 ECM vehicle harness connector
• Connector terminals for the sensor
Refer to Troubleshooting, “Electrical Connectors -
Inspect” for details.
C. Perform a 45 N (10 lb) pull test on each of the
wires in the ECM connector that are associated
with the appropriate diagnostic code.
D. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
E. Check the harness and wiring for abrasion and
pinch points from the appropriate sensor back to
the ECM.
Expected Result:
All connectors, pins and sockets are completely
coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion or of pinch points.
Results:
• OK – Proceed to Test Step 3.
• Not OK – Repair the connectors or wiring and/or
replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the
connectors are completely coupled. Verify that the
repair eliminates the problem. STOP.
Test Step 3. Check the Sensor In The
Engine.
A. Ensure that the temperature of the engine is cool
before starting this procedure.
B. Turn the ignition key switch to the ON position.
SENR9517-19
C. Note the temperature for the sensor on the status
screen.
D. Start the engine but remain parked.
E. Monitor the temperature for the sensor on the
status screen as the engine is warming.
Expected Result:
The temperature before starting the engine should
be within reasonable limits, and the temperature
increases as the engine warms.
Note: The engine may require several hours to cool
down depending on the ambient air temperature
around the vehicle.
Results:
• Yes – The sensor is functioning correctly. If
a problem is still suspected the problem is a
mechanical problem. The problem is not an
electronic problem.
Repair: Perform the following diagnostic
procedure:
Refer to Troubleshooting, “Troubleshooting without
a Diagnostic Code” for a procedure that best
describes the conditions.
STOP.
• No – Proceed to Test Step 4.
Test Step 4. Compare The Temperature
Reading To The Temperature From
Another Gauge.
A. Turn the ignition key switch to the OFF/RESET
position. The engine should be off.
B. Remove the temperature sensor from the engine.
C. Connect the sensor to the engine harness. Turn
the ignition key switch to the ON position. Hold
the sensor and the thermocouple probe from the
6V-9130 Temperature Adapter in the air. Allow
three minutes for the sensor and the probe to
respond to the temperature of the air.
D. The status screen will display the temperature
reading from the sensor. Compare the temperature
reading to the temperature reading from the
6V-9130 Temperature Adapter.
E. Hold the sensor and the thermocouple probe in
your hand and check the temperatures again. Do
not expose the sensor to a flame.
127
Troubleshooting Section
Expected Result:
The two measurements are within 15 °C (27 °F) of
each other.
Note: Do not expect the sensor and the thermocouple
probe from the 6V-9130 Temperature Adapter to
respond to the temperature change at the same rate.
Results:
• Yes – The sensor is functioning correctly. If
a problem is still suspected the problem is a
mechanical problem. The problem is not an
electronic problem.
Repair: Perform the following diagnostic
procedure:
Refer to Troubleshooting, “Troubleshooting without
a Diagnostic Code” for a procedure that best
describes the conditions.
STOP.
• No
Repair: Perform the following diagnostic
procedure:
1. Temporarily install another sensor.
2. Repeat this test step.
3. If the problem is resolved with the new sensor,
replace the sensor.
4. Verify that the repair eliminates the problem.
STOP.
i02128521
0108-03 Barometric Pressure
voltage high (26)
SMCS Code: 1439-038-AI; 1923-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• The signal voltage from the atmospheric pressure
sensor is greater than 4.9 VDC for more than 30
seconds.
• The ECM has been powered for at least two
seconds.
128
Troubleshooting Section
System Response:
The ECM will default to 100 kPa (15 psi) for
atmospheric pressure. “DIAG” will be displayed
next to the status for “Atmospheric Pressure” on
Caterpillar Electronic Technician (ET).
Possible Performance Effect:
The engine may experience low power while this
code is active.
Troubleshooting:
Perform the following diagnostic procedure: “Engine
Pressure Sensor Open or Short Circuit - Test”
Results:
• OK – STOP.
i02128550
0108-04 Barometric Pressure
voltage low (26)
SMCS Code: 1439-038-AI; 1923-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• The signal voltage from the atmospheric pressure
sensor is less than 0.2 VDC for more than 30
seconds.
• The ECM has been powered for at least two
seconds.
• The engine is not running or the engine has been
running for more than ten seconds.
System Response:
The ECM will default to 100 kPa (15 psi) for
atmospheric pressure. “DIAG” will be displayed
next to the status for “Atmospheric Pressure” on
Caterpillar Electronic Technician (ET).
Possible Performance Effect:
The engine may experience low power while this
code is active.
Troubleshooting:
Perform the following diagnostic procedure: “Engine
Pressure Sensor Open or Short Circuit - Test”
SENR9517-19
Results:
• OK – STOP.
i03646438
0110-00 High Coolant
Temperature Warning (61)
SMCS Code: 1439-038-CLT; 1906-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• For C7 engines that are not in emergency vehicles,
the engine coolant temperature is at least 108° C
(226° F) for more than ten seconds.
• For C7 emergency vehicles and for C9 vehicles,
the engine coolant temperature is at least 113° C
(235° F) for more than ten seconds.
• For C9 emergency vehicles with automatic
transmissions, the engine coolant temperature is
at least 118° C (244° F) for more than ten seconds.
• The engine has been running for at least 30
seconds.
Note: This diagnostic code represents an event. This
diagnostic code does not represent an electronic
system fault.
System Response:
“DIAG” will be displayed next to the status for “Engine
Coolant Temperature” on the Caterpillar Electronic
Technician (ET). The check engine lamp and the
warning lamp will illuminate.
Customer passwords are required to clear this
diagnostic code.
Possible Performance Effect:
None
Troubleshooting:
This diagnostic code indicates an excessive coolant
temperature. This diagnostic code does not indicate
a problem with the ECM or a problem with the coolant
temperature sensor.
Check the Cooling System
Refer to Testing and Adjusting, “Cooling System -
Check”.
SENR9517-19 129
Troubleshooting Section

Results: • The signal voltage from the engine coolant

temperature sensor is less than 0.2 VDC for more
• OK – STOP. than eight seconds.

i02128645
• The ECM has been powered for at least two
seconds.
0110-03 Coolant Temperature System Response:
voltage high (27)
The ECM will default to 90 °C (194 °F) for engine
SMCS Code: 1439-038-CLT; 1906-038 coolant temperature. “DIAG” will be displayed next
to the status for “Engine Coolant Temperature” on
Conditions Which Generate This Code: Caterpillar Electronic Technician (ET).

The Engine Control Module (ECM) detects the The engine will not go into “Cold Mode” while the
following conditions: code is active.

• The signal voltage from the engine coolant Possible Performance Effect:
temperature sensor is greater than 4.9 VDC for
more than eight seconds. None

• The engine has been running for more than seven Troubleshooting:
minutes.
Perform the following diagnostic procedure: “Engine
• The ECM has been powered for at least two Temperature Sensor Open or Short Circuit - Test”
seconds.
Results:
System Response:
• OK – STOP.
The ECM will default to 90 °C (194 °F) for engine
coolant temperature. “DIAG” will be displayed next to
the status for “Engine Coolant Temperature” on the i03646440

Caterpillar Electronic Technician (ET).

0110-11 Very High Coolant
The engine will not go into “Cold Mode” while the Temperature (61)
code is active.
SMCS Code: 1439-038-CLT; 1906-038
Possible Performance Effect:
Conditions Which Generate This Code:
None
The Engine Control Module (ECM) detects the
Troubleshooting: following conditions:

Perform the following diagnostic procedure: “Engine • For C7 engines that are not in emergency vehicles,
Temperature Sensor Open or Short Circuit - Test” the engine coolant temperature is at least 111° C
(232° F) for more than four seconds.
Results:
• For C7 emergency vehicles and for C9 vehicles,
• OK – STOP. the engine coolant temperature is at least 116° C
(241° F) for more than four seconds.
i02128676
• For C9 emergency vehicles with automatic
0110-04 Coolant Temperature transmissions, the engine coolant temperature is at
least 121° C (250° F) for more than four seconds.
voltage low (27)
• The engine has been running more than 30
SMCS Code: 1439-038-CLT; 1906-038 seconds.

Conditions Which Generate This Code: Note: This diagnostic code represents a critical
event. This diagnostic code does not represent an
The Engine Control Module (ECM) detects the electronic system fault.
following conditions:
130
Troubleshooting Section
System Response:
“DIAG” will be displayed next to the “Engine Coolant
Temperature”on the Caterpillar Electronic Technician
(ET). The check engine lamp and the warning lamp
will illuminate.
If “Engine Monitoring” is programmed to “Derate” or
“Shutdown”, the check engine lamp and the warning
lamp will flash.
Customer passwords are required to clear this
diagnostic code.
Possible Performance Effect:
The vehicle speed is limited to a maximum of
72 km/h (45 mph) and the power is limited. If “Engine
Monitoring” is programmed to “Shutdown” the engine
will shut down once this code has been active for 20
seconds.
If “Engine Monitoring” is programmed to “Warning”,
there is no effect on engine power.
Troubleshooting:
This diagnostic code indicates an excessive coolant
temperature. This diagnostic code does not indicate
a problem with the ECM or a problem with the coolant
temperature sensor.
Check the Cooling System
Refer to Testing and Adjusting, “Cooling System -
Check”.
Results:
• OK – STOP.
i02295146
0111-01 Low Coolant Level
Warning (62)
SMCS Code: 1439-038-CLT
Conditions Which Generate This Code:
Note: This diagnostic code represents an event. This
diagnostic code does not represent an electronic
system fault.
The Engine Control Module (ECM) detects the
following conditions:
• The signal voltage from the “2 Wire Float” sensor
is between 2.5 V and 3.15 V.
• The reading for the coolant level sensor has been
low for more than ten seconds.
SENR9517-19
• The ignition key switch is in the ON position or
the engine has been running for more than 30
seconds.
• “Coolant Level Sensor” must be programmed to
“4-pin”, “2-pin switch”, or “2-wire float sensor”.
System Response:
If “Engine Monitoring” is programmed to “WARNING”,
the check engine lamp will flash and the warning
lamp will illuminate continuously.
If “Engine Monitoring” is programmed to “DERATE”
or “SHUTDOWN”, the check engine lamp and the
warning lamp will flash.
This diagnostic code requires a customer password
in order to be cleared.
“DIAG” will be displayed next to “Engine Coolant
Level” on the status screen.
Possible Performance Effect:
If “Engine Monitoring” is programmed to “DERATE”
or “SHUTDOWN”, the vehicle speed is limited to a
maximum of 72 km/h (45 mph), and the power is
limited. The engine will shut down if conditions exist
for a long enough period in the SHUTDOWN mode.
Troubleshooting:
“2-Pin Switch”
GMT -560 applications can use a “2-pin switch” in
order to monitor coolant level.
To use a “2-pin switch”, the parameter
“Manufacturer/Model” must be programmed to
“GMT-560” and the parameter “Coolant Level
Sensor” must be programmed to “2-pin switch”. The
diagnostic fault codes for the coolant level sensors
are disabled when the “Coolant Level Sensor”
parameter is programmed to “2-pin switch”. The
switch is connected to P1/J1-49 ( coolant level
switch) and to P1/J1-5 (AP sensor/switch sensor
common). If the coolant level is normal, the switch
should be closed and P1/J1-49 connected to ground.
The warning lamp will be illuminated via the J1939
data link when the coolant is low.
Test Step 1. Check the Level of the
Coolant
Visually check the level of the coolant. Ensure that the
coolant level switch is fully immersed in the coolant.
Expected Result:
The coolant is at the proper level.
SENR9517-19
Results:
• OK – Proceed to Test Step 2.
• Not OK
Repair: Fill the cooling system with the proper
coolant to the correct level. For further information,
refer to the Operations and Maintenance Manual.
STOP.
Test Step 2. Inspect Electrical Connectors
and Wiring
A. Thoroughly inspect the following connectors:
• J1/P1 ECM vehicle harness connector
• Harness for the connector to the coolant level
switch
• Connector terminals for the switch
Refer to Troubleshooting, “Electrical Connectors -
Inspect” for details.
B. Perform a 45 N (10 lb) pull test on each of the
wires in the ECM connector that are associated
with the appropriate diagnostic code.
C. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
D. Check the harness and wiring for abrasion and
pinch points from the appropriate sensor back to
the ECM.
Expected Result:
All connectors, pins and sockets are completely
coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion or of pinch points.
Results:
• OK – Proceed to Test Step 4.
• Not OK
Repair: Repair the connectors or wiring and/or
replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the
connectors are completely coupled. Verify that the
repair eliminates the problem.
STOP.
131
Troubleshooting Section
Test Step 3. Determine the Type of
Coolant Level Switch
A. Determine the type of coolant level switch that is
used.
Expected Result:
A “4-Pin”, “2-Pin Switch”, or a “2-Wire Float” is used.
Results:
• If a “4-Pin” or a “2-Wire Float” is used
Repair: Refer to Troubleshooting, “Coolant Level
Sensor Circuit - Test”.
STOP.
• “2-Pin Switch” is used – Proceed to Test Step 4.
Test Step 4. Check the Coolant Level
Switch
A. Connect Caterpillar Electronic Technician (ET) to
the data link connector.
B. Remove the connector to the coolant level switch.
C. Turn the ignition key switch to the ON position.
Monitor the active diagnostic code screen.
D. Short the terminals on the connector to the coolant
level switch.
Expected Result:
The “Low Coolant Level Warning” code becomes
inactive when the terminals are shorted.
Results:
• Yes – There is a problem with the coolant level
switch.
Repair: Replace the coolant level switch.
Ensure that the repair eliminates the problem.
STOP.
• No
Repair: Reconnect the connector for the coolant
level switch.
Proceed to Test Step 5.
Test Step 5. Check the Harness for the
Coolant Level Switch
A. Turn the ignition key switch to the OFF/RESET
position.
132 SENR9517-19
Troubleshooting Section

B. Insert a jumper between terminal J1-49 and Possible Performance Effect:

terminal J1-5.
There is no effect on engine response due to this
C. Turn the ignition key switch to the ON position. diagnostic code.
Monitor the active diagnostic code screen.
Troubleshooting:
Expected Result:
Perform the following diagnostic procedure: “Coolant
The “Low Coolant Level Warning” event code Level Sensor Circuit - Test”
becomes inactive when the terminals are shorted.
Results:
Results:
• OK – STOP.
• Yes – The problem is in the harness wiring.
i02129143
Repair: Repair the wiring or replace the wiring, as
required. 0111-03 Coolant Level voltage
STOP. high (12)
• No – The problem is on the ECM side. SMCS Code: 1439-038-CLT

Repair: Temporarily connect a test ECM. Ensure
that the parameters for “Engine Monitoring” and
“Coolant Level Sensor” are programmed to match
the old ECM. If the problem is resolved with the test
ECM, reconnect the suspect ECM. If the problem
returns with the suspect ECM, replace the ECM.
STOP.
i02129065
0111-02 Coolant Level signal
invalid (12)
SMCS Code: 1439-038-CLT
Conditions Which Generate This Code:
This condition occurs when there is an open in the
circuit for the “2-wire float sensor”. The “Coolant
Level Sensor” parameter must be programmed to
“2-wire Float Sensor” before this diagnostic code
can occur. If the “Coolant Level Sensor” parameter
is programmed to “2-pin switch ”, or “4-pin” this
diagnostic code is disabled.
System Response:
The Engine Control Module (ECM) sets the coolant
level to OK while this diagnostic code is active.
coolant level engine monitoring is disabled while this
code is active.

Conditions Which Generate This Code:
This condition occurs when the coolant level sensor
signals indicate a low condition and a normal
condition at the same time. The “Coolant Level
Sensor” parameter must be programmed to “4-pin”,
“2-pin switch”, or “2-wire Float Sensor”before this
diagnostic code can occur.
System Response:
The Engine Control Module (ECM) sets the coolant
level to OK while this diagnostic code is Active.
Caterpillar Electronic Technician (ET) will indicate
“LOW” and “DIAG” next to “Engine Coolant Level”on
the status screen while the diagnostic code is active.
The check engine lamp will not come on unless the
diagnostic code has been continuously active for ten
hours.
Caterpillar Electronic Technician (ET) will indicate
“OK” and “DIAG” next to “Engine Coolant Level”on
the status screen while the diagnostic code is active.
The check engine lamp will illuminate.
Possible Performance Effect:
There is no effect on engine response due to this
diagnostic code.
Troubleshooting:
Perform the following diagnostic procedure: “Coolant
Level Sensor Circuit - Test”
Results:
• OK – STOP.
SENR9517-19
i02129168
0111-04 Coolant Level voltage
low (12)
SMCS Code: 1439-038-CLT
Conditions Which Generate This Code:
This condition occurs when there is a short in the
circuit for the “2-wire float sensor”. The “Coolant
Level Sensor” parameter must be programmed to
“2-wire float sensor” before this diagnostic code
can occur. If the “Coolant Level Sensor” parameter
is programmed to “2-pin switch”, or “4-pin” this
diagnostic code is disabled.
System Response:
The Engine Control Module (ECM) sets the coolant
level to OK while this diagnostic code is active.
coolant level engine monitoring is disabled while this
code is active.
Caterpillar Electronic Technician (ET) will indicate
“OK” and “DIAG” next to “Engine Coolant Level”on
the status screen while the diagnostic code is active.
The check engine lamp will illuminate.
Possible Performance Effect:
There is no effect on engine response due to this
diagnostic code.
Troubleshooting:
Perform the following diagnostic procedure: “Coolant
Level Sensor Circuit - Test”
Results:
• OK – STOP.
i02295897
0111-11 Very Low Coolant
Level (62)
SMCS Code: 1439-038-CLT
Conditions Which Generate This Code:
Note: This diagnostic code represents a critical
event. This diagnostic code does not represent an
electronic system fault.
The Engine Control Module (ECM) detects the
following conditions:
• The signal voltage from the “2 Wire Float ” sensor
is between 2.5 V and 3.15 V.
133
Troubleshooting Section
• The reading for the coolant level sensor has been
low for more than ten seconds.
• The ignition key switch is in the ON position or
the engine has been running for more than 30
seconds.
• “Coolant Level Sensor” must be programmed to
“4-Pin”, “2-Pin Switch”, or “2-Wire Float Sensor”.
System Response:
If “Engine Monitoring” is programmed to “WARNING”,
the check engine lamp will flash and the warning
lamp will illuminate continuously.
If “Engine Monitoring” is programmed to “DERATE”
or “SHUTDOWN”, the check engine lamp and the
warning lamp will flash.
This diagnostic code requires a customer password
in order to be cleared.
“DIAG” will be displayed next to “Engine Coolant
Level” on the status screen.
Possible Performance Effect:
If “Engine Monitoring” is programmed to “DERATE”
or “SHUTDOWN”, the vehicle speed is limited to a
maximum of 72 km/h (45 mph), and the power is
limited. The engine will shut down if conditions exist
for a long enough period in the SHUTDOWN mode.
Troubleshooting:
“2-Pin Switch”
GMT-560 applications can use a “2-pin switch”
to monitor coolant level. To use a “2-pin switch”,
the parameter “Manufacturer/Model” must be
programmed to “GMT-560” and the parameter
“Coolant Level Sensor” must be programmed to
“2-pin switch”. The diagnostic fault codes for the
coolant level sensors are disabled when the “Coolant
Level Sensor” parameter is programmed to “2-pin
switch”. The switch is connected to P1/J1:49 ( coolant
level switch) and to P1/J1:5 (AP sensor/switch sensor
common). If the coolant level is normal, the switch
should be closed and P1/J1:49 connected to ground.
The warning lamp will be illuminated via the J1939
data link when the coolant is low.
Test Step 1. Check the Level of the
Coolant
Visually check the level of the coolant. Ensure that the
coolant level switch is fully immersed in the coolant.
Expected Result:
The coolant is at the proper level.
134
Troubleshooting Section
Results:
• OK – Proceed to Test Step 2.
• Not OK
Repair: Fill the cooling system with the proper
coolant to the correct level. For further information,
refer to the Operations and Maintenance Manual.
STOP.
Test Step 2. Inspect Electrical Connectors
and Wiring
A. Thoroughly inspect the following connectors:
• J1/P1 ECM vehicle harness connector
• Harness for the connector to the coolant level
switch
• Connector terminals for the switch
Refer to Troubleshooting, “Electrical Connectors -
Inspect” for details.
B. Perform a 45 N (10 lb) pull test on each of the
wires in the ECM connector that are associated
with the appropriate diagnostic code.
C. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
D. Check the harness and wiring for abrasion and
pinch points from the appropriate sensor back to
the ECM.
Expected Result:
All connectors, pins and sockets are completely
coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion or of pinch points.
Results:
• OK – Proceed to Test Step 4.
• Not OK – Repair the connectors or wiring and/or
replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the
connectors are completely coupled. Verify that the
repair eliminates the problem. STOP.
Test Step 3. Determine the Type of
Coolant Level Switch
A. Determine the type of coolant level switch that is
used.
SENR9517-19
Expected Result:
A “4-Pin”, “2-Pin Switch”, or a “2-Wire Float” is used.
Results:
• If a “4-Pin” or a “2-Wire Float” is used
Repair: Refer to Troubleshooting, “Coolant Level
Sensor Circuit - Test”.
STOP.
• “2-Pin Switch” is used – Proceed to Test Step 4.
Test Step 4. Check the Coolant Level
Switch
A. Connect Caterpillar Electronic Technician (ET) to
the data link connector.
B. Remove the connector to the coolant level switch.
C. Turn the ignition key switch to the ON position.
Monitor the active diagnostic code screen.
D. Short the terminals on the connector to the coolant
level switch.
Expected Result:
The “Low Coolant Level Warning” code becomes
inactive when the terminals are shorted.
Results:
• Yes – There is a problem with the coolant level
switch.
Repair: Replace the coolant level switch.
Ensure that the repair eliminates the problem.
STOP.
• No
Repair: Reconnect the connector for the coolant
level switch.
Proceed to Test Step 5.
Test Step 5. Check the Harness for the
Coolant Level Switch
A. Turn the ignition key switch to the OFF/RESET
position.
B. Insert a jumper between terminal J1-49 and
terminal J1-5.
C. Turn the ignition key switch to the ON position.
Monitor the active diagnostic code screen.
SENR9517-19
Expected Result:
The “Low Coolant Level Warning” event code
becomes inactive when the terminals are shorted.
Results:
• Yes – The problem is in the harness wiring.
Repair: Repair the wiring or replace the wiring, as
required.
STOP.
• No – The problem is on the ECM side.
Repair: Temporarily connect a test ECM. Ensure
that the parameters for “Engine Monitoring” and
“Coolant Level Sensor” are programmed to match
the old ECM. If the problem is resolved with the test
ECM, reconnect the suspect ECM. If the problem
returns with the suspect ECM, replace the ECM.
STOP.
i02129292
0111-14 Low Coolant Level
Warning
SMCS Code: 1439-038-CLT
Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• The coolant level sensor indicates that the coolant
level is low.
• The “Coolant Level Sensor” is programmed to “4
Pin” or “2-wire Float Sensor”.
• The engine has less than six hours of total
operating time.
Note: This diagnostic code will only occur in the first
six hours of engine operation. No passwords are
required to clear this diagnostic code.
System Response:
The ECM will display “Low” and “DIAG” next to the
status for “Engine Coolant Level” on Caterpillar
Electronic Technician (ET). The check engine lamp
and the warning lamp will turn on while this code is
active.
Note: If a lamp for low coolant level is installed, the
lamp for low coolant level will turn on instead of the
warning lamp.
135
Troubleshooting Section
Possible Performance Effect:
None
Troubleshooting:
Test Step 1. Check the Coolant Level
A. Check the engine coolant level. Refer to the
Operation and Maintenance Manual for more
information.
Expected Result:
The engine coolant level is normal.
Results:
• OK – The engine coolant level is normal.
Repair: Ensure that the coolant level sensor is
properly installed.
STOP.
• Not OK – The engine coolant level is low.
Repair: Add coolant to the engine. Refer to the
Operation and Maintenance Manual for more
information.
Proceed to Test Step 2.
Test Step 2. Check for Leaks in the
Cooling System
A. Check for leaking engine coolant.
B. Check for coolant in the engine oil.
Expected Result:
There are no leaks. There is no coolant in the engine
oil.
Results:
• OK – The engine is not losing any engine coolant.
Repair: Ensure that the engine coolant level is
normal.
Run the engine until the engine reaches normal
operating temperatures.
Stop the engine and allow the engine to cool.
Recheck the engine coolant level. If the coolant
level is low, add more engine coolant.
STOP.
136
Troubleshooting Section
• Not OK – The engine is leaking engine coolant or
there is coolant in the engine oil.
Repair: Repair the leaks.
Verify that the repair eliminates the problem.
STOP.
i01902400
0128-03 Secondary Fuel Level
voltage high
SMCS Code: 1439-038
Conditions Which Generate This Code:
This diagnostic code is used only by GMT-560
applications.
The ECM detects the following condition:
• The Secondary Fuel Level signal voltage is above
the acceptable range for more than 10 seconds.
System Response:
If the parameter “Primary Fuel Tank Size” is
programmed and a diagnostic code for the primary
fuel level sensor is not active, the ECM will use the
primary fuel level sensor to determine the fuel level.
If the parameter “Primary Fuel Tank Size” is not
programmed and a diagnostic code is active for the
primary fuel level sensor, the ECM will broadcast an
error code over the J1939 data link. The ECM will
also broadcast the fuel level as 0 over the ATA data
link.
The electronic service tool will display “DIAG” next to
“Secondary Fuel Level”on the status screen while the
diagnostic code is active.
Perform the following diagnostic procedure: “Fuel
Level Sensor Circuit - Test”
Results:
• OK – STOP.
SENR9517-19
i01902402
0128-04 Secondary Fuel Level
voltage low
SMCS Code: 1439-038
Conditions Which Generate This Code:
This diagnostic code is used only by GMT-560
applications.
The ECM detects the following:
• The Secondary Fuel Level signal voltage is below
the acceptable range for more than 10 seconds.
System Response:
If the parameter “Primary Fuel Tank Size” is
programmed and a diagnostic code for the primary
fuel level sensor is not active, the ECM will use the
primary fuel level sensor to determine the fuel level.
If the parameter “Primary Fuel Tank Size” is not
programmed and a diagnostic code is active for the
primary fuel level sensor, the ECM will broadcast an
error code over the J1939 data link. The ECM will
also broadcast the fuel level as 0 over the ATA data
link.
The electronic service tool will display “DIAG” next to
“Secondary Fuel Level”on the status screen while the
diagnostic code is active.
Perform the following diagnostic procedure: “Fuel
Level Sensor Circuit - Test”
Results:
• OK – STOP.
i02129321
0164-00 Excessive Injection
Actuation Pressure (17)
SMCS Code: 1439-038-PX; 1925-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) detected the
following conditions:
• The injection actuation pressure is greater than
30 MPa (4351 psi) for more than six seconds.
• Engine speed is greater than 0 MPH.
• Engine coolant temperature is more than 18 °C
(64 °F).
SENR9517-19
• The ECM has been powered for at least three
seconds.
• Cold mode is not active.
Note: The diagnostic code indicates a mechanical
problem. The ECM and the electronic control system
is operating correctly.
System Response:
“0%”will be displayed next to “Injector Output %” on
the status screen.
The check engine lamp will illuminate.
Possible Performance Effect:
The ECM limits power output to 89.5 kW (120.0 hp)
and the vehicle speed is limited to 73 km/h (45 mph).
The engine may emit white smoke at start-up
because cold mode is not active.
Note: The problem may only exist at operating
temperature.
Troubleshooting:
Perform the following diagnostic procedure: “Injection
Actuation Pressure - Test”
Results:
• OK – STOP.
i02303727
0164-02 Injection Actuation
Pressure Signal Erratic (15)
SMCS Code: 1439-038-PX; 1925-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• The injection actuation pressure is greater than
3 MPa (435 psi) for more than three seconds when
the engine is off.
• The difference in the actual pressure and the
desired pressure is greater than 2 MPa (290 psi)
for more than ten seconds with the engine running.
• Actual rail pressure is between 11.0 MPa
(1595.41 psi) and 17.4 MPa (2523.66 psi) for more
than ten seconds.
137
Troubleshooting Section
• Sensor current changes more than 0.075 Amp and
rail pressure changes less than 0.5 MPa (72.5 psi)
with the engine on.
• The engine is not running and the ECM has been
powered for at least four seconds.
• Cold mode is not active.
• Engine speed is 0 rpm for more than 3 seconds
and the engine is not running.
System Response:
The ECM will indicate an active code and the code
will be logged. The check engine lamp will illuminate.
The ECM will default to 10 MPa (1450.4 psi).
10 MPa (1450.4 psi) will be displayed next to the
status for “Desired Injection Actuation Pressure” and
the status for “Actual Injection Actuation Pressure”on
Caterpillar Electronic Technician (ET). The current for
the injection actuation pressure control valve is set
to 275 mA.
Possible Performance Effect:
The ECM limits power output to 89.5 kW (120.0 hp)
and the vehicle speed is limited to 73 km/h (45 mph).
The engine may emit white smoke at start-up
because cold mode is not active.
Troubleshooting:
Perform the following diagnostic procedure: “Injection
Actuation Pressure Sensor - Test”
Results:
• OK – STOP.
i02129328
0164-03 Injection Actuation
Pressure voltage high (15)
SMCS Code: 1439-038-PX; 1925-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• The voltage for the injection actuation pressure
circuit is greater than 4.8 VDC for more than 0.6
seconds.
• Cold mode is not active.
138
Troubleshooting Section
System Response:
The ECM will indicate an active code and the code
will be logged. The check engine lamp will illuminate.
The ECM will default to 10 MPa (1450.4 psi). 10 MPa
(1450.4 psi) will be displayed next to the status for
“Desired Injection Actuation Pressure” and the status
for “Actual Injection Actuation Pressure”on Caterpillar
Electronic technician (ET).
The injection actuation pressure control valve is set
to 0.275 Amp. The current for the injection actuation
pressure control valve is set to a fixed position. The
fuel delivery is limited.
Note: The injection actuation pressure sensor will not
go below 10% or above 90% of the reference voltage
if the pressure exceeds the rated change or if the
pressure is below the rated change.
Possible Performance Effect:
The ECM limits power output to 89.5 kW (120.0 hp)
and the vehicle speed is limited to 73 km/h (45 mph).
The engine may emit white smoke on start-up
because cold mode is not active.
Troubleshooting:
Perform the following diagnostic procedure: “Engine
Pressure Sensor Open or Short Circuit - Test”
Results:
• OK – STOP.
i02129336
0164-04 Injection Actuation
Pressure voltage low (15)
SMCS Code: 1439-038-PX; 1925-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• The voltage in the injection actuation pressure
circuit is less than 0.2 V for more than 0.6 seconds.
• The ECM has been powered for more than eight
seconds.
• Cold mode is not active.
System Response:
The ECM will indicate an active code and the code
will be logged. The check engine lamp will illuminate.
SENR9517-19
The ECM will default to 10 MPa (1450.4 psi). 10 MPa
(1450.4 psi) will be displayed next to “Desired
Injection Actuation Pressure” and “Actual Injection
Actuation Pressure”on the status screen of Caterpillar
Electronic Technician (ET).
The injection actuation pressure control valve is set
to 0.275 Amp. The current for the injection actuation
pressure control valve is set to a fixed position. The
fuel delivery is limited.
Note: The injection actuation pressure sensor will not
go below 10% or above 90% of the reference voltage
if the pressure exceeds the rated change or if the
pressure is below the rated change.
Possible Performance Effect:
The engine will run rough at idle.
The ECM limits power output to 89.5 kW (120.0 hp)
and the vehicle speed is limited to 73 km/h (45 mph).
Troubleshooting:
Perform the following diagnostic procedure: “Engine
Pressure Sensor Open or Short Circuit - Test”
Results:
• OK – STOP.
i02129361
0164-11 Injection Actuation
Pressure system fault (39)
SMCS Code: 1439-038-PX; 1925-038
Conditions Which Generate This Code:
The engine is not cranking and the Engine Control
Module (ECM) detects the following conditions:
• The engine is not cranking.
• The difference between the actual pressure and
the desired pressure is more than 3 MPa (435 psi)
for more than four seconds.
• The engine oil temperature is greater than 18 °C
(64 °F).
• Cold mode is not active.
One of the following conditions must be met:
• The current for the injection actuation pressure
control valve is at 100% output for more than two
seconds.
or
SENR9517-19
• The current for the injection actuation pressure
control valve is at 0% output for more than two
seconds.
The engine is cranking and the ECM detects the
following conditions:
• Cold mode is not active.
• The current for the injection actuation pressure
control valve is at 100% for more than three
seconds.
Note: The diagnostic code indicates a mechanical
problem. The ECM and the electronic control system
are operating correctly.
System Response:
The ECM will log an event code. The check engine
lamp will not illuminate. This code is active only while
the engine is cranking.
Possible Performance Effect:
The engine may be low on power and the idle may
be unstable. The engine may be difficult to start at
normal operating temperatures, but the engine may
start easily when the engine is cold.
Note: The problem may only exist at operating
temperature. Air may be trapped in the injection
actuation system if the system has been serviced
recently. Start the engine and run the engine at 1500
rpm for a few minutes in order to remove the trapped
air.
Troubleshooting:
Perform the following diagnostic procedure: “Injection
Actuation Pressure - Test”
Results:
• OK – STOP.
i02129371
0168-00 Excessive ECM
Battery Power (17)
SMCS Code: 1401-038
Conditions Which Generate This Code:
This condition indicates that the battery circuit to the
Engine Control Module (ECM) has excessive voltage
while the engine is running.
The ECM detects the following conditions:
139
Troubleshooting Section
• For 12 V systems, the battery voltage to the ECM
exceeds 16 V for more than 0.5 seconds.
• For 24 V systems, the battery voltage to the ECM
exceeds 32 V for more than 0.5 seconds.
The ECM also detects the following conditions:
• The engine control is in the ON mode.
• The engine is not cranking.
• The engine is running.
• The ECM has been powered for at least three
seconds.
System Response:
The ECM will log the diagnostic code. The check
engine lamp and the warning lamp may come on as
if the ignition key switch was just turned on and the
engine started.
Possible Performance Effect:
None
Troubleshooting:
Perform the following diagnostic procedure: “Ignition
Keyswitch Circuit and Battery Supply Circuit - Test”
Results:
• OK – STOP.
i02129376
0168-01 Low ECM Battery
Power (17)
SMCS Code: 1401-038
Conditions Which Generate This Code:
This condition indicates that the battery circuit to the
Engine Control Module (ECM) has a low voltage
condition while the engine is running. If battery
voltage disappears without returning, the ECM will
not log this diagnostic code and the engine will shut
down.
The ECM detects the following conditions:
• The engine control is in the ON mode.
• The engine is not cranking.
• The engine is running.
140
Troubleshooting Section
• The ECM has been powered for at least three
seconds.
The ECM also detects the following conditions:
• Battery voltage to the ECM is below 9 V for 12 V
systems for more than 0.5 seconds.
• Battery voltage to the ECM is below 18 V for a 24
V system for more than 0.5 seconds.
System Response:
The ECM may stop injecting fuel. This may be
dependent on the length of time of the occurrence
of the fault.
The check engine lamp and the warning lamp may
come on as if the ignition key switch was just turned
on and the engine started.
Possible Performance Effect:
The engine may experience changes in the engine
rpm, and intermittent engine shutdowns or complete
engine shutdowns while the conditions that cause
this diagnostic code are present.
Troubleshooting:
Perform the following diagnostic procedure: “Ignition
Key Switch Circuit and Battery Supply Circuit - Test”
Results:
• OK – STOP.
i02129377
0168-02 ECM Battery Power
Intermittent (51)
SMCS Code: 1401-038
Conditions Which Generate This Code:
This condition indicates that the battery circuit to the
Engine Control Module (ECM) has a battery condition
that is intermittent while the engine is running. If
battery voltage disappears without returning, the
ECM will not log this diagnostic code and the engine
will shut down.
The ECM detects the following conditions:
• The ignition key switch is in the ON position.
• The engine is running.
• The engine is not cranking.
SENR9517-19
• The ECM has been powered for at least three
seconds.
The ECM will detect one of the following conditions:
• The battery voltage drops below 6 VDC for at least
0.50 seconds.
• Three voltage readings in the past seven seconds
were below 6 VDC.
System Response:
The ECM may stop injecting fuel. This may be
dependent on the length of time of the occurrence
of the fault.
The check engine lamp and the warning lamp may
come on as if the ignition key switch was just turned
on and the engine started.
Possible Performance Effect:
The engine may experience changes in the engine
rpm, and intermittent engine shutdowns or complete
engine shutdowns while the conditions that cause
this diagnostic code are present.
Troubleshooting:
Perform the following diagnostic procedure: “Ignition
Key Switch Circuit and Battery Supply Circuit - Test”
Results:
• OK – STOP.
i02129384
0173-00 High Exhaust Gas
Temperature Derate
SMCS Code: 1901-038
Conditions Which Generate This Code:
This code indicates that the engine has been derated
in order to prevent excessive exhaust temperatures.
The Engine Control Module (ECM) calculates the
exhaust temperature from inputs from the following
sensors:
• Atmospheric pressure sensor
• Inlet air temperature sensor
• Engine speed/timing sensor
SENR9517-19 141
Troubleshooting Section

System Response: Possible Performance Effect:

This code will be logged once the engine has been The ECM will derate the engine.
derated by more than 4%. The engine will only
be derated to a level that will allow the exhaust Troubleshooting:
temperature to be lowered to an acceptable level.
The check engine light will not be turned on for this Talk to the Operator
event code.
Note: No repair to the engine is necessary.
Possible Performance Effect:
A. Determine the conditions which caused the
The ECM will derate the engine. diagnostic code.

Troubleshooting: Expected Result:

Talk to the Operator The engine was run under heavy loads and/or
climbing steep hills.
Note: No repair to the engine is necessary.
Results:
A. Determine the conditions which caused the
diagnostic code. • OK – STOP.
Expected Result:
i02129393

The engine was run under heavy loads and/or

climbing steep hills.
0186-04 PTO Engine Shutdown
Switch voltage low
Results:
SMCS Code: 7332-038
• OK – STOP.
Conditions Which Generate This Code:
i02129389 A short to ground exists in the wiring for the PTO
0173-11 Very High Exhaust Gas engine shutdown switch. The parameter “PTO
Engine Shutdown Switch” must be programmed to
Temperature Derate “J1/P1:7” or “J1/P1:23”.

SMCS Code: 1901-038 System Response:

Conditions Which Generate This Code:
This code indicates that the engine has been derated
in order to prevent excessive exhaust temperatures.
The Engine Control Module (ECM) calculates the
exhaust temperature from inputs from the following
sensors:
Caterpillar Electronic Technician (ET) will display
“DIAG” on the status screen while the diagnostic
code is active.
Possible Performance Effect:
The Engine Control Module (ECM) will not allow the
PTO to engage while this code is active.

• Atmospheric pressure sensor Troubleshooting:

• Inlet air temperature sensor Perform the following diagnostic procedure: “PTO
Engine Shutdown Switch Circuit - Test”
• Engine speed/timing sensor
Results:
System Response:
• OK – STOP.
This code will be logged once the engine has been
derated by more than 8%. The engine will only
be derated to a level that will allow the exhaust
temperature to be lowered to an acceptable level.
The check engine light will not be turned on for this
event code.
142
Troubleshooting Section
i02129399
0186-14 PTO Engine Shutdown
Switch Occurrence (47)
SMCS Code: 7332-038
Conditions Which Generate This Code:
All of the following conditions must be met.
• The parameter “PTO Configuraton” is programmed
to “Cab Switches”, “Remote Switches”, or “Remote
Throttle”.
• The PTO switch is on the ON position.
• The parameter “PTO Engine Shutdown Switch” is
programmed to “J1/P1:7” or “J1/P1:23”.
• The PTO engine shutdown switch is off and the
PTO switch is active for 0.5 seconds.
• The PTO engine shutdown switch changes
condition for 0.5 seconds.
System Response:
Caterpillar Electronic technician (ET) will not display
a status.
Possible Performance Effect:
The engine will shut down and PTO mode will be
deactivated. The Engine Control Module (ECM) will
not allow the PTO to engage while this code is active.
Troubleshooting:
Perform the following diagnostic procedure: “PTO
Engine Shutdown Switch Circuit - Test”
Results:
• OK – STOP.
i02129400
0190-00 Engine Overspeed
Warning (35)
SMCS Code: 1439-038-VF; 1912-038
Conditions Which Generate This Code:
This condition indicates that the engine speed has
exceeded 3300 rpm for the C7 engine and 2800 rpm
for the C9 engine.
SENR9517-19
System Response:
The Engine Control Module (ECM) shuts off the fuel
injection delivery above the programmed “Top Engine
Limit” (TEL).
This diagnostic code requires a factory password in
order to be cleared.
This diagnostic code represents a critical event. This
diagnostic code does not represent an electronic
system fault.
Caterpillar Electronic Technician (ET) will display
“TOP ENGINE LIMIT” in a unique area of the status
screen when the engine rpm has reached the top
engine limit or when the engine rpm has exceeded
the top engine limit. The check engine lamp will
illuminate.
Possible Performance Effect:
There are no performance related issues due to the
diagnostic code.
Troubleshooting:
There are no problems that require troubleshooting.
This diagnostic code indicates an excessive engine
speed. This diagnostic code does not indicate a
problem with the ECM or the engine speed/timing
sensor.
Results:
• OK – STOP.
i02129401
0190-02 Primary Engine Speed
Loss of Signal (34)
SMCS Code: 1439-038-VF; 1912-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• The primary engine speed/timing signal was lost
and then returned within one second.
• The engine has been running for more than three
seconds.
• The engine speed did not pass through the 350
to 500 rpm range.
• Battery voltage is greater than 9 VDC prior to the
short or open circuit condition.
SENR9517-19
System Response:
The ECM will use the secondary speed/timing sensor.
“DIAG” will be displayed next to the status for “Engine
Speed” on Caterpillar Electronic Technician (ET).
Possible Performance Effect:
There should not be a noticeable change in engine
response unless the signal for the secondary
speed/timing sensor is also lost. This loss will shut
down the engine.
Troubleshooting:
Perform the following diagnostic procedure: “Engine
Speed/Timing Sensor Circuit - Test”
Results:
• OK – STOP.
i02129490
0190-11 Primary Engine Speed
no pattern (34)
SMCS Code: 1439-038-VF; 1912-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• The primary engine speed/timing signal was lost
and then returned within one second, while the
secondary timing signal was valid.
• The primary engine speed/timing signal is lost
and/or intermittent.
• The primary engine speed/timing signal is lost for
more than 15 seconds while the engine is cranking.
System Response:
The ECM uses the signal from the secondary engine
speed/timing sensor to calculated engine speed.
The ECM will turn on the check engine light after this
code has been active for ten hours.
Possible Performance Effect:
There should not be a noticeable change in engine
response unless both the engine speed/timing
signals are lost.
Troubleshooting:
Perform the following diagnostic procedure: “Engine
Speed/Timing Sensor Circuit - Test”
143
Troubleshooting Section
Results:
• OK – STOP.
i02129525
0224-11 Theft Deterrent Active
(00)
SMCS Code: 1901-038
Conditions Which Generate This Code:
The theft deterrent feature has been enabled. The
correct password must be entered in order to disable
the theft deterrent. Then, the engine can be started.
Note: This diagnostic code represents an event. This
diagnostic code does not represent an electronic
system fault.
The Engine Control Module (ECM) will operate in the
“Secure Idle” mode if the theft deterrent password
is entered. The engine must be running in order to
operate in the “Secure Idle” mode. The ECM will be
in the “Secure Idle” mode until the theft deterrent
password is entered again.
System Response:
The diagnostic code is active only. The diagnostic
code will be active when the theft deterrent feature
is enabled.
Caterpillar Electronic Technician (ET) will not display
a status. The check engine lamp will be illuminated.
Possible Performance Effect:
The engine will not start until the correct password is
entered. The engine will be limited to the low idle rpm
if the “Secure Idle” mode is active.
Troubleshooting:
This diagnostic code indicates that the theft deterrent
feature has been enabled. There is no electronic
system fault.
No Troubleshooting is required.
Results:
• OK – STOP.
144 SENR9517-19
Troubleshooting Section

i02129561 • The device is broadcasting a code that is not

supported.
0224-14 Theft Deterrent Active
with Engine Cranking (00) System Response:

SMCS Code: 1901-038 Caterpillar Electronic Technician (ET) will indicate

Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• The engine is cranking.
• The theft deterrent is active.
System Response:
The diagnostic code is active only. The diagnostic
code will be active when the theft deterrent is
enabled and the engine is cranking for more than five
seconds.
a safe default value or display “DIAG” on a status
screen. If the device sends a message that is not
supported, Cat ET will display “J1939 No Support”.
Cat ET will display a list of the devices that are
causing this code on the “Active Faults” screen. If the
list of devices that are causing this code is too large,
all of the devices will not be listed until some of the
incorrect messages are corrected.
Possible Performance Effect:
J1939 communications to the engine and from the
engine are terminated for the specific message while
this code is active. The functionality of some features
may be affected while this code is active. Traction
control or transmission controls may be disabled.

Possible Performance Effect: Troubleshooting:

The engine will not start until the correct password Perform the following diagnostic procedure:
is entered. “Powertrain Data Link Circuit - Test”

Troubleshooting: Results:

Enter the correct passwords. • OK – STOP.

There are no problems that require troubleshooting. i02129727

Results: 0231-11 J1939 Data Link Fault

• OK – STOP.
i02129571
0231-02 J1939 Data Incorrect
(58)
SMCS Code: 1901-038
Conditions Which Generate This Code:
This condition indicates that the J1939 data link is
receiving information from a specified device but the
information is incomplete or corrupted.
The parameter “Powertrain Data Link” must be
programmed to J1939.
One of the following conditions must be met:
• The device is broadcasting a fault code.
• The Engine Control Module (ECM) is unsuccessful
in receiving a specific message from a device.
(58)
SMCS Code: 1901-038
Conditions Which Generate This Code:
This condition indicates that the SAE J1939 data
link is not communicating correctly. The parameter
“Powertrain Data Link” must be programmed to
J1939.
System Response:
Note: If the vehicle is not using the J1939 data link,
program “Powertrain Data Link” to “None”. After the
“Powertrain Data Link” is programmed correctly this
active diagnostic code should deactivate.
Possible Performance Effect:
Communications with other control modules that use
the J1939 data link may be interrupted while this
diagnostic code is active.
SENR9517-19 145
Troubleshooting Section

Troubleshooting: i02295901

Contact the OEM dealer in order to determine if the
vehicle was configured for the J1939 data link. If the
vehicle is not using the J1939 data link, program
“Powertrain Data Link” to “None”. This will correct
the problem.
If the vehicle is using the J1939 data link, proceed
with the following procedure:
Perform the following diagnostic procedure:
“Powertrain Data Link Circuit - Test”
Results:
• OK – STOP.
0231-14 Transmission Data
Link Derate
SMCS Code: 1901-038
Conditions Which Generate This Code:
This condition indicates that the Engine Control
Module (ECM) has lost communication from the
transmission via the J1939 Data Link. The following
list contains examples of the causes for the loss of
communication:
• Loss of communication from the transmission to
the engine ECM for more than one second

i02129842 • The engine and the transmission are no longer

compatible.
0231-12 J1939 Device Not
Responding • The parameter “Powertrain Data Link” is not
programmed to J1939.
SMCS Code: 1901-038 System Response:
Conditions Which Generate This Code: If the engine and the transmission fail to communicate
the engine will operate under a torque limit that is set
The Engine Control Module (ECM) detects the by the transmission. The diagnostic code represents
following conditions: a logged event. Caterpillar Electronic Technician (ET)
will display “Transmission Datalink Engine Derate” on
• The ECM is unsuccessful in receiving a message the status screen. The code will not cause the check
from a J1939 source. engine lamp to illuminate.
• The ECM is not receiving a valid message from a The 231-14 code may become active after the ECM
J1939 source. has communication with an automatic transmission.
System Response: Possible Performance Effect:
The ECM will disable features that require an input Note: This code does not indicate a problem with the
from the J1939 device. engine or the electronic system.
Possible Performance Effect: The engine may have low power. The engine may
also have low torque while the diagnostic code is
The J1939 device may not operate correctly. Certain active.
control systems may not operate correctly.
Troubleshooting:
Troubleshooting:
Test Step 1. Inspect Electrical Connectors
Perform the following diagnostic procedure: and Wiring
“Powertrain Data Link Circuit - Test”
A. Thoroughly inspect ECM vehicle harness
Results: connector J1/P1, the firewall bulkhead connector
and the terminals for Low Range Torque Protection
• OK – STOP. (LRTP) (terminals 34 and 50) in the connectors.
Refer to Troubleshooting, “Electrical Connectors -
Inspect” for details.

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

wires in the ECM connector that are associated
with the (LRTP), J1-34 and J1-50.
146
Troubleshooting Section
C. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
D. Check the harness and wiring for abrasion and
pinch points from the sensor to the ECM.
Expected Result:
All connectors, pins and sockets are completely
coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion or of pinch points.
Results:
• OK – Proceed to Test Step 2.
• Not OK
Repair: Perform the following repair:
Repair the connectors or wiring and/or replace
the connectors or wiring. Ensure that all of the
seals are properly in place and ensure that the
connectors are completely coupled.
Verify that the repair eliminates the problem.
STOP.
Test Step 2. Determine the Type of
Vehicle Transmission
A. If the vehicle is not equipped with a transmission
that requires torque protection access the
“Transmission Default Torque Limit” screen of Cat
ET in order to clear the fault.
B. If the vehicle is equipped with a transmission that
requires torque protection use Cat ET to clear the
fault. Access the “J1939 Receive Communication”
screen in order to determine if the engine and the
transmission are communicating over the “J1939
data Link”.
Results:
• OK – STOP.
• Not OK – Proceed to Test Step 3.
Test Step 3.
Perform the following diagnostic procedure:
“Powertrain Data Link Circuit - Test”
Results:
• OK – STOP.
SENR9517-19
i02130061
0232-03 5 Volt Supply voltage
high (21)
SMCS Code: 1439-038
Conditions Which Generate This Code:
The Engine Control Module (ECM) detects the
following conditions:
• The 5 volt supply is greater than 5.16 VDC for
more than one second.
• The ECM has been powered for at least three
seconds.
System Response:
The ECM sets all of the pressure sensors to the
default values below:
• Injection actuation pressure 6 MPa (870.2 psi)
• The current of the injection actuation driver is set
to 40%.
• Atmospheric pressure 100 kPa (15.0 psi)
• Boost pressure 0 kPa (0.0 psi)
• Engine oil pressure 600 kPa (87.0 psi)
The ECM will use the default torque map. “DIAG” will
be displayed next to the status for all of the pressure
sensors on Caterpillar Electronic Technician (ET).
Possible Performance Effect:
The engine may experience low power when this
diagnostic code is active.
Troubleshooting:
Perform the following diagnostic procedure: “5 Volt
Engine Pressure Sensor Supply Circuit - Test”
Results:
• OK – STOP.
SENR9517-19 147
Troubleshooting Section

i02130067 i02130074

0232-04 5 Volt Supply voltage 0246-11 Brake Pedal Switch #1

low (21) Fault
SMCS Code: 1439-038 SMCS Code: 1435-038-BRK

Conditions Which Generate This Code: Conditions Which Generate This Code:

The Engine Control Module (ECM) detects the The engine is running and both of the following
following conditions: conditions exist:

• The 5 volt supply is less than 4.84 VDC for more
than one second.
• The ECM has been powered for at least three
seconds.
System Response:
The ECM sets all of the pressure sensors to the
default values below:
• Injection Actuation Pressure 6 MPa (870 psi)
• The current for the injection actuation driver is set
to 40%.
• Atmospheric Pressure 100 kPa (15 psi)
• Boost pressure 0 kPa (0 psi)
• Engine Oil Pressure 600 kPa (87 psi)
The ECM will use the default torque map. “DIAG” will
be displayed next to the status for all of the pressure
sensors on Caterpillar Electronic Technician (ET).
• The status of the service brake pedal position
switch 1 indicates that the brake pedal has been
depressed.
• The status of the service brake pedal position
switch 2 indicates that the pedal has been released.
System Response:
The diagnostic code is logged into memory only if the
engine is running. This diagnostic code will prevent
cruise control, PTO operation, or idle operation.
The check engine lamp will not illuminate for this
diagnostic code.
Possible Performance Effect:
The engine will disengage or the engine will not allow
the setting of the cruise control, the PTO, or the idle
speed.
Troubleshooting:
Perform the following diagnostic procedure: “Service
Brake Pedal Position (Switch 1) Circuit -Test”

Possible Performance Effect: Results:

The engine may experience low power when this • OK – STOP.

diagnostic code is active.
i02130078
Troubleshooting:

Perform the following diagnostic procedure: “5 Volt

0247-11 Brake Pedal Switch #2
Engine Pressure Sensor Supply Circuit - Test” Fault
Results: SMCS Code: 1435-038-BRK

• OK – STOP. Conditions Which Generate This Code:

The engine is running and both of the following

conditions exist:

• The status of the service brake pedal position

switch 2 indicates that the brake pedal has been
depressed.

• The status of the service brake pedal position

switch 1 indicates that the pedal has been released.
148 SENR9517-19
Troubleshooting Section

System Response: i02336383

The diagnostic code is logged into memory only if the 0253-02 Check Customer or
engine is running. This diagnostic code will prevent System Parameters (56)
cruise control, PTO operation, or idle operation.
The check engine lamp will not illuminate for this SMCS Code: 1901-038
diagnostic code.
Conditions Which Generate This Code:
Possible Performance Effect:
The Engine Control Module (ECM) detects one or
The engine will disengage or the engine will not more of the following conditions:
allow setting of the cruise control, the PTO, or the
idle speed. • One or more of the configuration parameters are
not programmed. The effect on the ECM depends
Troubleshooting: on the parameter.
Perform the following diagnostic procedure: “Service • The engine rating of the flash file in the ECM is
Brake Pedal Position (Switch 2) Circuit - Test” different from the engine rating of the original flash
file. Engine speed is limited to low idle.
Results:
• At least two programmable inputs are programmed
• OK – STOP. to the same input terminal or at least two
programmable outputs are programmed to the
i02336574
same output terminal. Engine speed is limited to
low idle.
0252-11 Engine Software
Incorrect (59) • All of the injector trim files are not loaded into the
ECM. Engine performance and emissions are
affected.
SMCS Code: 1901-038; 7620-038-ENG
System Response:
Conditions Which Generate This Code:
Note: The fault is active only and the fault is not
The Engine Control Module (ECM) detects incorrect logged.
engine software .
Caterpillar Electronic Technician (ET) will display a
System Response: list of the condition(s) that must be resolved. The
check engine light will illuminate.
The ECM will turn on the check engine lamp.
Possible Performance Effect:
Factory passwords are required to clear this
diagnostic code. The ECM may limit the engine to low idle and/or the
ECM may derate the power. Engine performance and
Possible Performance Effect: emissions are affected.
The engine will not start. Troubleshooting:
Troubleshooting: Perform the following diagnostic procedure: “ECM
Memory - Test”
The flash file in the ECM is from the wrong engine
family. Results:
Perform the following diagnostic procedure: “ECM
Memory - Test”
• OK – STOP.

Results:

• OK – STOP.
SENR9517-19 149
Troubleshooting Section

i02336583

0253-14 Truck Manufacturer

Parameter Not Programed
SMCS Code: 1901-038

Conditions Which Generate This Code:

The “Truck Manufacturer Parameter” has not been

programmed. The parameter must be programmed
for the manufacturer of the chassis in order to
configure the correct options and ranges for the
engine.

Note: The “Truck Manufacturer Parameter” must be

programmed before the “Customer Parameters” are
programmed.

System Response:

The code is active, but the code is not logged. The

check engine lamp will be on when the code is active.

The Engine Control Module (ECM) will select the

GM parameter as the default until the appropriate
parameter is programmed.

Possible Performance Effect:

The following items will not work correctly:

• Speedometer
• Tachometer
• Engine monitoring lamps
Troubleshooting:

Determine the type of chassis.

Perform the following diagnostic procedure: “ECM

Memory - Test”

Results:

• OK – STOP.
150 SENR9517-19
Troubleshooting Section

Diagnostic Functional
Tests
i02295908

5 Volt Engine Pressure Sensor

Supply Circuit - Test
SMCS Code: 1439-038

System Operation Description:

The Engine Control Module (ECM) supplies the

following sensors with regulated +5 VDC from the
same supply:

• J200/P200 Boost pressure sensor

• J203/P203 Atmospheric pressure sensor
• J201/P201 Engine oil pressure sensor
• J204/P204 Injection actuation pressure sensor
• J205/P205 Fuel pressure sensor (if equipped)
The supply for the +5 V engine pressure sensor is
routed from the ECM to terminal A of each pressure
sensor connector. The supply voltage is 5.0 ± 0.2
VDC.

The +5 V diagnostic code is probably caused by a

short circuit to ground or by a short circuit to another
voltage source in the harness.
SENR9517-19 151
Troubleshooting Section

g01117326
Illustration 20
Schematic for engine pressure sensors
152
Troubleshooting Section
Illustration 21
g01117317
Pin locations on ECM connector
(P2-2) Pressure sensor supply (+5 VDC)
(P2-3) Pressure sensor common
(P2-14) Atmospheric pressure sensor
(P2-17) Fuel pressure sensor
(P2-24) Engine oil pressure sensor
(P2-25) Injection actuation pressure sensor
(P2-40) Boost pressure sensor
(P2-41) Pressure sensor supply (engine oil) (+5 VDC)
(P2-42) Pressure sensor common (engine oil)
Test Step 1. Inspect Electrical Connectors
and Wiring
A. Turn the keyswitch to the OFF position.
B. Thoroughly inspect the J2/P2 ECM connector and
the connectors for each analog sensor.
Refer to Troubleshooting, “Electrical Connectors -
Inspect” for details.
C. Perform a 45 N (10 lb) pull test on each of the
wires in the ECM connectors that are associated
with the analog sensor supply:
D. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
SENR9517-19
E. Check the harness and wiring for abrasion and for
pinch points from the sensors back to the ECM.
Expected Result:
All connectors, pins and sockets are completely
coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion and of pinch points.
Results:
• OK – The harness and connectors appear to be
OK. Proceed to Test Step 2 .
• Not OK – There is a problem with the connectors
and/or wiring.
Repair: Repair the connectors or wiring and/or
replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the
connectors are completely coupled.
Verify that the repair eliminates the problem.
STOP.
Test Step 2. Check for Active Diagnostic
Codes
A. Connect Caterpillar Electronic Technician (ET) to
the service tool connector.
B. Turn the keyswitch to the ON position.
C. Monitor the active diagnostic code screen on Cat
ET. Check and record any active diagnostic codes.
Note: Wait at least 15 seconds in order for the
diagnostic codes to become active.
Expected Result:
One of the following diagnostic codes is active:
• 232-03 5 Volt supply voltage high (21)
• 232-04 5 Volt supply voltage low (21)
Results:
• OK – A 232-03 diagnostic code is active. Proceed
to Test Step 3.
• Not OK – A 232-04 diagnostic code is active.
Proceed to Test Step 4.
Test Step 3. Check the Voltage On the +5
V Supply Wire
A. Turn the keyswitch to the OFF position.
B. Disconnect all of the following analog sensors at
the sensor connector:
SENR9517-19
• Atmospheric pressure sensor J203/P203
• Boost pressure sensor J200/P200
• Engine oil pressure sensor J201/P201
• Injection actuation pressure sensor J204/P204
• Fuel pressure sensor J205/P205 (if equipped)
C. Turn the keyswitch to the ON position.
D. Measure the voltage between terminal A and
terminal B at the sensor connectors.
Expected Result:
The voltage is 5.0 ± 0.2 VDC.
Results:
• OK – The voltage is correct.
Repair: Replace all wires to the original
configuration. Clear all diagnostic codes. Check
for active diagnostic codes. If the problem is
intermittent, refer to the diagnostic functional test
Troubleshooting, “Electrical Connectors - Inspect”.
STOP.
• Not OK – The voltage is incorrect. Proceed to Test
Step 5.
Test Step 4. Disconnect the +5 V Pressure
Sensors While You Monitor the Active
Diagnostic Codes
A. Disconnect the following sensors one at a time:
• Injection actuation pressure sensor J204/P204
• Engine oil pressure sensor J201/P201
• Atmospheric pressure sensor J203/P203
• Turbocharger outlet pressure sensor J200/P200
B. Wait for 15 seconds after each pressure sensor is
disconnected. Check for an active diagnostic code
on Cat ET.
Expected Result:
The 232-04 diagnostic code deactivates.
Results:
• OK – The 232-04 diagnostic code deactivates.
The diagnostic code is not active after a specific
sensor is disconnected.
153
Troubleshooting Section
Repair: Reconnect the sensor that is suspected
of causing the problem. If the problem returns
after the reconnection of the sensor, disconnect
the sensor. If the problem disappears after the
disconnection of the sensor, replace the sensor.
Replace all wires to the original configuration.
Clear all diagnostic codes. Verify that the repair
eliminates the problem.
STOP.
• Not OK – The 232-04 diagnostic code stays active.
Leave the sensors disconnected. Proceed to Test
Step 5.
Test Step 5. Check the +5 V Supply Wire
for a Short to Engine Ground or a Short
to Other Wires in the Harness
A. Turn the keyswitch to the OFF position.
B. Disconnect the J2/P2 ECM connector.
C. Leave the analog sensors disconnected at the
sensor connectors.
Note: Wiggle the harness during the following
measurements in order to reveal any intermittent
short condition.
D. Measure the resistance from the P2-2 +5 V Supply
to every terminal on P2 ECM connector. Measure
the resistance from the P2-2 to the ECM ground
strap. Measure the resistance from the P2-41 +5
V Supply to every terminal on P2 ECM connector.
Measure the resistance from the P2-41 to the
ECM ground strap.
Expected Result:
Each resistance measurement is more than 20,000
Ohms.
Results:
• OK – The resistance check does not indicate a
short in the engine harness or a short to engine
ground. Proceed to Test Step 6.
• Not OK – A resistance measurement is less than
20,000 Ohms. The +5 V supply wire is shorted
in the engine harness or the +5 V supply wire is
shorted to engine ground.
Repair: Repair the wire or replace the wire. Clear
all logged diagnostic codes. Replace all wires to
the original configuration. Verify that the repair
eliminates the problem.
STOP.
154
Troubleshooting Section
Test Step 6. Check the +5 V Supply and
the Sensor Common for an Open Circuit
A. Install a wire jumper between P2-2 +5 V Supply
and P2-3 Sensor Common. Install a wire jumper
between P2-41 +5 V Supply and P2-42 Sensor
Common.
Note: Wiggle the harness during the following
measurements in order to reveal any intermittent
short condition.
B. Record the resistance at each analog sensor
connector between terminal A and terminal B.
C. Remove the wire jumpers.
Expected Result:
The resistance is less than 5 Ohms for each
measurement.
Results:
• OK – The resistance check does not indicate an
open circuit in the engine harness. Proceed to Test
Step 7.
• Not OK – A resistance measurement is greater
than 5 Ohms. The +5 V supply wire or the sensor
common has excessive resistance.
Repair: Repair the wires or replace the wires.
Clear all logged diagnostic codes. Replace all
wires to the original configuration. Verify that the
repair eliminates the problem.
STOP.
Test Step 7. Check the +5 V Supply at the
ECM
A. Remove the wire G828-WH (P2-2 +5 V Supply)
from the P2 ECM connector. Install a wire jumper
with socket terminals on both ends into P2-2.
Remove the wire G826-BR (P2-41 +5 V Supply)
from the P2 ECM connector. Install a wire jumper
with socket terminals on both ends into P2-41.
a. Reconnect the J2/P2 ECM connector.
B. Turn the keyswitch to the ON position.
C. Measure the voltage between the wire jumper in
P2-2 and the engine ground. Measure the voltage
between the wire jumper in P2-41 and the engine
ground.
D. Turn the keyswitch to the OFF position.
E. Replace all wires to the original configuration.
SENR9517-19
Expected Result:
The voltage is 5.0 ± 0.2 VDC.
Results:
• OK – The voltage is correct.
Repair: Clear all diagnostic codes. Check
for active diagnostic codes. If the problem is
intermittent, refer to the diagnostic functional test
Troubleshooting, “Electrical Connectors - Inspect”.
STOP.
• Not OK – The voltage is incorrect.
Repair: Replace the ECM. Refer to the diagnostic
procedure Troubleshooting, “Replacing the ECM”.
STOP.
i02336386
Accelerator Pedal (Throttle)
Position Sensor Circuit - Test
SMCS Code: 1439-038-P9; 1913-038
System Operation Description:
Use this procedure under the following situation:
Use this procedure if any of the following diagnostic
codes are indicated:
• 91-08 Throttle position invalid (32)
• 91-13 Throttle position out of calibration (28)
• 41-03 8 Volt supply voltage high (21)
• 41-04 8 Volt supply voltage low (21)
Also, use this procedure if the accelerator pedal
position sensor is suspected of improper operation.
Accelerator Pedal Position Sensor
The accelerator pedal position sensor is used to
provide a throttle position signal to the Engine
Control Module (ECM). Sensor output is a constant
frequency signal with a pulse width that varies with
the pedal position. This output signal is referred to
as either a duty cycle or a pulse width modulated
signal (PWM) and this output signal is expressed as
a percentage between 3 and 100 percent.
The accelerator pedal position sensor is attached
directly to the accelerator pedal assembly. The
accelerator pedal position sensor requires no
adjustment.
SENR9517-19 155
Troubleshooting Section

The accelerator pedal position sensor will produce

a duty cycle of 10 to 22 percent at low idle and 75
to 90 percent when the accelerator pedal is fully
depressed. The percent of duty cycle is translated
in the ECM into an accelerator pedal position of 3
to 100 percent.

The accelerator pedal position sensor is powered by

the ECM supply voltage (+8 VDC) from connector
P1-4 to terminal “A” of the accelerator pedal position
sensor connector. The accelerator pedal position
sensor can be replaced separately from the pedal
assembly. An incorrectly calibrated pedal assembly
can not be adjusted. The entire pedal assembly must
be replaced.

If the vehicle is using the ECM dedicated PTO

functions, the accelerator pedal position sensor will
be ignored while the engine is in PTO mode and the
“PTO Configuration” is programmed to one of the
following parameters:

• Remote switches
• Remote throttle
Note: In the cab switches configuration, the cab
accelerator pedal can be used in order to control
the engine rpm for the PTO operation. The cab
accelerator pedal can also be ignored in the “Cab
Switches” PTO configuration. Programming of
customer parameters is required in order to ignore
the cab accelerator pedal in the “Cab switches”
configuration.

The ECM is in PTO mode if the “PTO On/Off Switch”

is on. This can be checked with Caterpillar Electronic
Technician (ET). Refer to Troubleshooting, “PTO
Switch Circuit - Test” for testing if the PTO is being
used.

g00642016
Illustration 22
This is a typical schematic for cab accelerator pedal position sensor.
The return wire may be connected to P1-3, P1-5, or P1-18.
156 SENR9517-19
Troubleshooting Section

C. Check the ECM connector (allen head screw)

for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.

D. Check the harness and wiring for abrasion and

pinch points from the accelerator pedal position
sensor to the ECM.

Expected Result:

All connectors, pins and sockets are completely

coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion or of pinch points.

Results:

• OK – Proceed to Test Step 2.

• Not OK
Repair: Perform the following repair:

Repair the connectors or wiring and/or replace

the connectors or wiring. Ensure that all of the
seals are properly in place and ensure that the
connectors are completely coupled.

Verify that the repair eliminates the problem.

STOP.

Test Step 2. Check for Active Diagnostic

Codes

Illustration 23
g01150754
Pin locations for ECM connector
(P1-3) Input sensor
(P1-4) + 8V
(P1-5) “Accelerator pedal sensor/switch sensor”
Test Step 1. Inspect Electrical Connectors
and Wiring
A. Thoroughly inspect ECM vehicle harness
connector J1/P1, the firewall bulkhead connector
and the accelerator pedal position sensor
connector. Refer to Troubleshooting, “Electrical
Connectors - Inspect” for details.
B. Perform a 45 N (10 lb) pull test on each of the
wires in the ECM connector that are associated
with the accelerator pedal position sensor:
• P1-3
• P1-4
• P1-5
• P1-66
A. Connect Cat ET to the data link connector.
B. Turn the ignition key switch to the ON position.
C. Monitor the active diagnostic code screen on Cat
ET. Check and record active diagnostic codes.
Note: When the ECM automatically calibrates new
duty cycle values for the low idle throttle position and
the high idle throttle position the ECM assumes 22
percent duty cycle at low idle and 75 percent duty
cycle at high idle. As a result, you may notice that
the throttle position status reaches 100 percent well
before the accelerator pedal is fully depressed. This
is normal. After some cycling of the accelerator pedal
to the high idle position, the ECM will adjust the
calibration automatically. The ECM will adjust the
calibration automatically provided that the high idle
stop position is within the 75 to 90 percent duty cycle
range, and the low idle is in the 10 to 22 percent duty
cycle range. During normal operation, you may also
notice that more movement of the accelerator pedal
is required for the throttle position status to increase
above three percent. You may also observe that the
status reaches the 100 percent value prior to the
limit of the high idle position. This is done in order
to ensure that the throttle reaches these two critical
points for engine operation.
SENR9517-19
Expected Result:
Result 1 Diagnostic Code 91-08 or 91-13 is active.
Result 2 Diagnostic Code 41-03 or 41-04 is active.
Result 3 There are no active diagnostic codes that
are related to the accelerator pedal position sensor
circuit at this time, but a problem is suspected with
operation of the accelerator pedal position sensor
circuit.
Results:
• Result 1 – Proceed to Test Step 3.
• Result 2 – Proceed to Test Step 5.
• Result 3 – Proceed to Test Step 3.
Test Step 3. Check the Duty Cycle of the
Accelerator Pedal Position Sensor
A. Verify that the ignition key switch is in the ON
position.
B. Monitor the duty cycle of the throttle sensor on Cat
ET. Access the following display screens in order:
• “Service”
• “Calibrations”
• “Monitor Throttle Position Sensor”
Expected Result:
The duty cycle is between 10 and 22 percent with the
accelerator pedal assembly in the Low Idle position,
and the duty cycle is between 75 and 90 percent
with the accelerator pedal assembly in the High Idle
position.
Results:
• OK – The accelerator pedal position sensor is
operating correctly. Proceed to Test Step 6.
• Not OK – The accelerator pedal position sensor
circuit is not operating correctly. Proceed to Test
Step 4.
Test Step 4. Check the Supply Voltage
at the Sensor for the Accelerator Pedal
Position Sensor
A. Turn the ignition key switch to the OFF/RESET
position.
B. Install a breakout T with three terminals at the
accelerator pedal position sensor connector
J403/P403.
157
Troubleshooting Section
C. Turn the ignition key switch to the ON position.
D. Measure the voltage at terminal “A” (+8 V) with
reference to terminal “B” (accelerator/switch
sensor common).
Expected Result:
The measured voltage is between 7.5 VDC and 8.5
VDC for the pedal mounted throttle position sensor
that is used in the cab.
Results:
• OK – Proceed to Test Step 8.
• Not OK – The sensor is not receiving the correct
voltage. Proceed to Test Step 5.
Test Step 5. Monitor Cat ET while the
Accelerator Pedal Position Sensor is
Being Disconnected
A. Access the active diagnostic code screen on Cat
ET. Ensure that one of the following diagnostic
code is active before proceeding:
• 41-03 (21)
• 41-04 (21)
B. Monitor the active diagnostic code screen while
the accelerator pedal position sensor is being
disconnected and reconnected.
Expected Result:
One of the following diagnostic codes is still active
after the accelerator pedal position sensor has been
disconnected:
• 41-03 (21)
• 41-04 (21)
Results:
• OK – Ensure that the accelerator pedal position
sensor has been reconnected before continuing.
Proceed to Test Step 7.
• Not OK
Repair: Perform the following diagnostic
procedure:
Temporarily install another accelerator pedal
position sensor. Use Cat ET to check for an active
+8 V diagnostic code. Replace the accelerator
pedal position sensor if both of the following
conditions occur:
158
Troubleshooting Section
• The problem is corrected with the new
accelerator pedal position sensor.
• The problem returns after the old accelerator
pedal position sensor has been reconnected.
STOP.
Test Step 6. Check the Status of the
PTO On/Off Switch and the Status of the
Power Train Data Link with Cat ET
A. Check the status of the “PTO ON/OFF Switch” on
Cat ET in order to verify that the “PTO ON/OFF
Switch” is off. The PTO mode may cause the ECM
to ignore the accelerator pedal position sensor if
the “PTO Configuration” is programmed to one of
the following parameters:
• Remote switches
• Remote throttle
• Cab switches
Note: If the “PTO Configuration” is programmed to
“Cab Switches” and the “PTO Cab Controls RPM
Limit” is programmed to “Low Idle”, the PTO mode
may cause the ECM to ignore the accelerator pedal
position sensor. This will occur when the “PTO
ON/OFF Switch” is in the ON position.
B. Start the engine. While the “Throttle Position”
status is being monitored on Cat ET, depress the
accelerator pedal and release the accelerator
pedal. The “Throttle Position” status and the
engine should respond to the change in the
accelerator pedal position.
C. Go to the “System Troubleshooting Settings”
portion of Cat ET and turn off the “Power Train
Data Link”.
D. While the “Throttle Position” status is being
monitored, depress the accelerator pedal and
release the accelerator pedal. Also depress the
accelerator pedal and release the accelerator
pedal while the engine response is being
monitored.
Expected Result:
The “Throttle Position” status and the engine should
respond to the change in the accelerator pedal
position.
Result 1 The cab accelerator functions properly.
Result 2 The throttle response is limited by a power
train data link message.
Result 3 The PTO limits the throttle response.
SENR9517-19
Results:
• Result 1 – The accelerator pedal position sensor is
operating correctly. Continue troubleshooting until
the original condition is resolved. STOP.
• Result 2 – If the engine responds with the “Power
Train Data Link” in a disabled condition and the
engine does not respond with the “Power Train
Data Link” in an enabled condition, a component
of the “Power Train Data Link” is causing the
response problem of the accelerator pedal position
sensor. Send the truck to the vehicle manufacturer
in order to repair the faulty component of the
“Power Train Data Link”. STOP.
• Result 3 – The ECM is operating in PTO mode.
Repair: If the PTO should not be active, refer to the
following diagnostic procedure:Troubleshooting,
“PTO Switch Circuit - Test”
STOP.
Test Step 7. Disconnect the Power Supply
Connections for the Accelerator Pedal
Position Sensor at the ECM
A. Turn the ignition key switch to the OFF/RESET
position.
B. Remove P1-4 (+8 V) and remove P1-5
(accelerator/switch sensor common) from vehicle
harness connector P1. Disconnect ECM vehicle
harness connector J1/P1, if necessary.
C. Reconnect ECM connector J1/P1.
D. Turn the ignition key switch to the ON position.
E. Use Cat ET to check for active diagnostic codes.
Expected Result:
One of the following diagnostic codes is still active
after the terminals for sensor power have been
disconnected:
• 41-03 (21)
• 41-04 (21)
Results:
• OK
Repair: Perform the following repair:
Check the battery voltage from P1-51 & 53
(unswitched +battery) to P1-65 & 67 (-battery). The
measured voltage should be in one of the following
ranges:
SENR9517-19
• For 12 volt systems, the voltage should be
between 11.0 VDC and 13.5 VDC.
• For 24 volt systems, the voltage should be
between 22.0 VDC and 27.0 VDC.
If the battery voltage is correct, temporarily connect
a test ECM. Use Cat ET to verify that the active
diagnostic code is resolved. If the problem is
corrected with the test ECM, reconnect the suspect
ECM. Verify that the active diagnostic code returns.
If the active diagnostic code returns with the
suspect ECM, replace the ECM.
STOP.
• Not OK
Repair: Perform the following repair:
There is a problem in the wiring between the
ECM and the accelerator pedal position sensor.
While active diagnostic codes are being monitored,
connect the removed wires one at a time in order
to verify that the active diagnostic codes reappear.
First connect P1-5 and then connect P1-4. This
procedure is used to find the wire that is causing
the problem. Repair the wire or replace the wire,
as required. Verify that the repair eliminates the
problem.
STOP.
Test Step 8. Check the Duty Cycle of the
Accelerator Pedal Position Sensor at the
Sensor
Note: Performing certain steps within this procedure
requires the use of a multimeter that is capable of
measuring a PWM duty cycle.
A. Turn the ignition key switch to the OFF/RESET
position.
B. Remove the signal wire for the accelerator pedal
position sensor (terminal “C”) from P403. This is
the vehicle harness side of the accelerator pedal
position sensor connector.
C. Install a breakout T with three terminals at the
accelerator pedal position sensor connector
J403/P403.
D. Connect the multimeter probes to terminal “C”
(accelerator pedal position) and terminal “B”
(accelerator/switch sensor common) of the
breakout T.
E. Turn the ignition key switch to the ON position.
F. While the duty cycle is being monitored on the
multimeter, depress the accelerator pedal and
release the accelerator pedal.
159
Troubleshooting Section
Expected Result:
The duty cycle is between 10 and 22 percent with the
accelerator pedal assembly in the Low Idle position,
and the duty cycle is between 75 and 90 percent
with the accelerator pedal assembly in the High Idle
position.
Results:
• OK – Reinsert the wire (terminal “C”) into the
vehicle harness connector. The accelerator pedal
position sensor is working correctly. Proceed to
Test Step 9.
• Not OK – Leave the PWM probe connected to the
breakout T. Insert the wire (terminal “C”) into the
vehicle harness connector. The accelerator pedal
position sensor or the accelerator pedal assembly
is faulty. Proceed to Test Step 10.
Test Step 9. Check the Duty Cycle of the
Accelerator Pedal Position Sensor at the
ECM
Note: Performing certain steps within this procedure
requires the use of a multimeter that is capable of
measuring a PWM duty cycle.
A. Turn the ignition key switch to the OFF/RESET
position.
B. Remove the wire for the accelerator pedal position
sensor P1:66. You may be required to disconnect
ECM connector P1 in order to remove the terminal
for the signal input of the accelerator pedal
position sensor.
C. Connect the multimeter probes between the
removed wire and P1-5 (accelerator/switch sensor
common).
D. Reconnect ECM connector P1 to the ECM.
E. Turn the ignition key switch to the ON position.
F. Use the multimeter in order to display the
duty cycle output of the accelerator pedal
position sensor. While the duty cycle output of
the accelerator pedal position sensor is being
monitored on the multimeter, move the accelerator
assembly from the Low Idle position to the High
Idle position. Record the results.
G. Turn the ignition key switch to the OFF/RESET
position.
H. Insert P1-66 into the ECM vehicle connector P1.
160 SENR9517-19
Troubleshooting Section

Expected Result:

The duty cycle is between 10 and 22 percent with the

accelerator pedal assembly in the Low Idle position,
and the duty cycle is between 75 and 90 percent
with the accelerator pedal assembly in the High Idle
position.

Results:

• OK – A good signal from the accelerator pedal

position sensor is reaching the ECM. Verify that
the ECM is receiving the proper battery voltage. If
the ECM is receiving the proper battery voltage,
temporarily connect a test ECM and verify that the
problem is resolved. If the problem disappears with
the test ECM, reconnect the suspect ECM. If the
problem returns with the suspect ECM, replace the
ECM. STOP.

• Not OK – There is a problem with signal wire for

the accelerator pedal position sensor in the vehicle
wiring harness. Proceed to Test Step 11.

Test Step 10. Remove the Accelerator

Pedal Position Sensor from the
Accelerator Pedal Assembly
A. Verify that the ignition key switch is in the
OFF/RESET position.

B. Remove the accelerator pedal position sensor

from the accelerator pedal assembly. Note sensor
orientation in the accelerator pedal assembly,
and the sensor pigtail routing prior to sensor
removal. Thoroughly inspect the pigtail for signs
of abrasion.

C. Connect the multimeter that is capable of

measuring a PWM duty cycle to terminal “C” of
the breakout T.

D. Turn the ignition key switch to the ON position.

E. Display the duty cycle output of the accelerator

pedal position sensor while the sensor slot is
released. Use a screwdriver to advance the
sensor slot to the maximum position. Refer to
Illustration 24.

When the sensor is removed from the accelerator

pedal assembly, the following diagnostic code
may be generated:

• 91-13 (28)
This is normal. The diagnostic code should
disappear when the sensor is properly assembled
back into the accelerator pedal assembly.
SENR9517-19
Illustration 24
Accelerator pedal assembly
Expected Result:
When the sensor is removed from the accelerator
pedal assembly and the sensor slot is released, the
duty cycle is 10 percent or less. When the sensor slot
is moved to the maximum position, the duty cycle
increases to 90 percent or more.
Results:
• OK – The accelerator pedal position sensor is
working correctly. Clear any diagnostic codes that
were caused by performing this test procedure.
Refer to the OEM dealer for correct replacement of
the accelerator pedal assembly. STOP.
161
Troubleshooting Section
g00706977
• Not OK – The accelerator pedal position sensor
is faulty. Check the accelerator pedal assembly
in order to ensure that the accelerator pedal
assembly is not causing damage to the sensor. If
the accelerator pedal assembly is causing damage
to the sensor, refer to the OEM dealer for correct
replacement of the accelerator pedal assembly.
If the accelerator pedal assembly appears OK,
replace the accelerator pedal position sensor.
STOP.
Test Step 11. Route the Supply Bypass
Wires to the Accelerator Pedal Position
Sensor
A. Turn the ignition key switch to the OFF/RESET
position.
162
Troubleshooting Section
B. Remove the signal wire for the accelerator pedal
position sensor from the ECM connector P1-66.
C. Remove terminal “C” (accelerator pedal position)
from the accelerator pedal position sensor
connector.
D. Route new wiring from the ECM to the accelerator
pedal position sensor.
E. Turn the ignition key switch to the ON position.
F. Check the duty cycle of the accelerator pedal
position sensor on Cat ET while the accelerator
pedal assembly is being moved over the full range.
Expected Result:
The duty cycle is between 10 and 22 percent with the
accelerator pedal assembly in the Low Idle position,
and the duty cycle is between 75 and 90 percent
with the accelerator pedal assembly in the High Idle
position.
Results:
• OK
Repair: Perform the following repair:
The wiring from the ECM to the accelerator pedal
position sensor appears faulty. Permanently install
new wiring.
Verify that the repair eliminates the problem.
STOP.
• Not OK – Double check the wiring, the ECM
vehicle harness connector J1/P1 and the sensor
connector. If a problem still exists, restart the test
procedure. STOP.
i02718027
Air Inlet Heater Circuit - Test
SMCS Code: 1090-038
System Operation Description:
Use this procedure under the following situation:
Use the following information in order to troubleshoot
the air inlet heater circuit when there is an active
code:
• 70-05 Inlet Air Heater current low
• 70-06 Inlet Air Heater current high
This procedure can also be used to troubleshoot the
following components:
SENR9517-19
• The air inlet heater
• The air inlet heater relay
• The lamp for the air inlet heater
The following background information is related
to the following procedure:
The air inlet heater is used in order to improve the
engines' ability to start when the engine is cold. The
air inlet heater also reduces white smoke at start-up.
The Engine Control Module (ECM) controls the
operation of the air inlet heater and the ECM controls
the operation of the lamp for the air inlet heater
through the air inlet heater relay.
The operation of the air inlet heater is determined by
three different cycle times:
• ECM powerup and preheat cycle
• Engine cranking
• Engine on (running)
The cycle time is determined by the following items:
• Engine parameters
• Vehicle speed
• Service brake
Effects of Vehicle Speed on the Operation of the
Air Inlet Heater and on the Operation of the Brake
Pedal Position.
The air inlet heater is turned off when the brake pedal
is depressed and the vehicle speed is equal to 8 km/h
(5 mph) or greater than 8 km/h (5 mph).
If a diagnostic code for the vehicle speed sensor is
active, the ECM will assume that the vehicle speed is
above 8 km/h (5 mph). If an active diagnostic code is
triggered for the vehicle speed sensor, the ECM will
disable the heater when the brakes are applied.
The ECM Powerup and Preheat Cycle.
The temperatures that are indicated below are not
conversions. These temperatures are representations
of the sum of two variables. The following procedure
explains the process for calculating the temperatures
that are shown in °F:
• Convert the reading for the coolant temperature
from °C to °F.
• Convert the reading for the inlet manifold
temperature from °C to °F.
SENR9517-19
• Add the two conversions together in order to arrive
at the correct conversion for the sum in °F.
The lamp for the air inlet heater should turn on for
a minimum of two seconds when the ECM is first
powered up. The lamp should turn on regardless of
the coolant temperature.
For altitudes below 1678 m (5500 ft), the ECM will
signal the air inlet heater to stay on for 30 seconds
if the sum of the coolant temperature and the inlet
manifold air temperature is less than 40 °C or 136 °F.
For altitudes above 1678 m (5500 ft), the ECM will
signal the air inlet heater to stay on for 30 seconds
if the sum of the coolant temperature and the inlet
manifold air temperature is less than 53 °C or 160 °F.
The air inlet heater and the lamp for the air inlet
heater should turn on. The air inlet heater and the
lamp for the air inlet heater should turn off when the
cycle is complete.
The ECM will control the air inlet heater during engine
cranking if the operator starts the engine before the
end of the heating cycle.
Engine Cranking
If the conditions that are stated below are satisfied,
during engine cranking the air inlet heater will turn
on. The heater will remain on while the engine is
cranking. The air inlet heater will reactivate for 30
seconds if the engine fails to start.
For altitudes below 1678 m (5500 ft), the ECM will
signal the air inlet heater to stay on for 30 seconds
if the sum of the coolant temperature and the inlet
manifold air temperature is less than 40 °C or 136 °F.
For altitudes above 1678 m (5500 ft), the ECM will
signal the air inlet heater to stay on for 30 seconds
if the sum of the coolant temperature and the inlet
manifold air temperature is less than 53 °C or 160 °F.
Engine On (Running)
The operation of the air inlet heater is determined
by the coolant temperature and the inlet manifold
air temperature after the engine has started. If the
combined temperature is less than 40 °C or 126 °F,
the engine start cycle begins. The engine start cycle
has two segments:
• Continuous mode
• On/off cycling mode
163
Troubleshooting Section
The continuous mode lasts for a maximum of seven
minutes. The on/off cycling mode can last for a
maximum of thirteen minutes. The air inlet heater is
turned on and the air inlet heater is turned off for
ten seconds during the on/off cycling mode. The air
inlet heater will turn off when the sum of the coolant
temperature and the inlet manifold air temperature
exceeds 63 °C or 178 °F under an altitude below
1678 m (5500 ft). For altitudes above 1678 m
(5500 ft), the ECM will signal the air inlet heater to
turn off if the sum of the coolant temperature and
the inlet manifold air temperature is less than 53 °C
or 160 °F.
Active Open Circuit or Short Circuit Diagnostic
Codes
The air inlet heater will turn on if the coolant
temperature sensor has an active open circuit
diagnostic code or an active short circuit diagnostic
code and the inlet manifold air temperature is less
than 10 °C (50 °F).
The air inlet heater will turn on if the air temperature
sensor for the inlet manifold has an active open circuit
diagnostic code or an active short circuit diagnostic
code and the coolant temperature is less than 40 °C
(104 °F).
Note: The coolant temperature and the inlet manifold
temperature are measured in degree Celsius.
Caterpillar Electronic Technician (ET) can display
the coolant temperature and the inlet manifold
temperature in °C or in °F. The ECM adds the coolant
temperature and the inlet manifold temperature
together. Then, the ECM uses the sum of the coolant
temperature and the air inlet temperature in order to
determine if the air inlet heater should be on or off.
Illustration 27 is a visual aid for troubleshooting the
operation of the air inlet heater. The temperatures in
°F are not a direct conversion of the temperatures
in °C.
Interaction of the Air Inlet Heater and the Starting
Aid Output (Ether)
When the keyswitch is turned to the ON position,
the air inlet heater will not be activated if the starting
aid output is programmed to “Automatic” and the
inlet air temperature is below 0 °C (32 °F). The air
inlet heater will not be activated when the starting
aid circuit is activated. When the starting aid output
is programmed to “Automatic”, the air inlet heater
will not be activated until the engine is running and
the starting aid output has been turned off for five
seconds.
164 SENR9517-19
Troubleshooting Section

g01344444
Illustration 25
Schematic of the air inlet heater

g01117624
Illustration 26
Pin location on ECM connector
(P2-8) Air inlet heater relay
SENR9517-19 165
Troubleshooting Section

g01364382
Illustration 27
Operational chart for the air inlet heater
166
Troubleshooting Section
Test Step 1. Inspect Electrical Connectors
And Wiring
A. Inspect the two fuses for the air inlet heater circuit.
The fuses are OEM installed components. Refer to
Illustration 25. Thoroughly inspect the J501/P501
air inlet heater relay connector and inspect the
J2/P2 ECM connector. Inspect the J648/P648
air inlet heater lamp connector and inspect the
terminal connections on the air inlet heater relay.
Refer to Troubleshooting, “Electrical Connectors -
Inspect” for details.
B. Perform a 45 N (10 lb) pull test on each of the
wires in the ECM connector that are associated
with the air inlet heater (terminal 8).
C. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
D. Check the harness and wiring for abrasion and for
pinch points from the sensors back to the ECM.
Expected Result:
All connectors, pins and sockets are completely
coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion or of pinch points.
Results:
• OK – Proceed to Test Step 2.
• Not OK
Repair: Perform the following repair:
Repair the connectors or wiring and/or replace
the connectors or wiring. Ensure that all of the
seals are properly in place and ensure that the
connectors are completely coupled.
Verify that the repair eliminates the problem.
STOP.
Test Step 2. Use the “Intake Air Heater
Enable Test” to Check the Circuit
A. Turn the keyswitch to the ON position.
B. The lamp for the air inlet heater should illuminate
for two seconds. The lamp for the air inlet heater
should shut off.
C. Connect Cat ET to the data link connector.
D. Go to the “Intake Air Heater Enable Test”.
E. Start the test and listen for a click from the air inlet
heater relay.
SENR9517-19
Note: The air inlet heater relay is located on the front
left side of the engine.
Note: Do not leave the “Intake Air Heater Enable
Test” on. Avoid unnecessary cycling of the air
inlet heater in order to prevent the battery from
discharging. The “Intake Air Heater Enable Test”
has a one minute timer. When the one minute time
expires, the test will stop.
Expected Result:
Result 1 The lamp illuminates and the relay activates.
Result 2 The lamp illuminates and the relay activates.
The air inlet heater is still suspect.
Result 3 The lamp illuminates but the relay does not
activate.
Result 4 The lamp does not illuminate.
Results:
• RESULT 1 – The lamp and the relay are
functioning normally. STOP.
• RESULT 2 – Proceed to Test Step 3.
• RESULT 3 – There is a problem with the relay
circuit. Proceed to Test Step 4.
• RESULT 4 – Proceed to Test Step 5.
Test Step 3. Check the Voltage at the
Relay Contacts for the Air Inlet Heater
A. Turn the keyswitch to the OFF position.
B. Disconnect the wire from the relay terminal of the
air inlet heater to the air inlet heater relay.
C. Fabricate two jumper wires with Deutsch sockets
on one end and Deutsch pins on the other end.
Strip a small amount of insulation from the middle
of one jumper wire.
g01121595
Illustration 28
Connections for the test lamp
SENR9517-19
D. Disconnect J501/P501 and insert the jumper wires
in the electrical connectors.
E. Connect a voltage test lamp from the disconnected
relay terminal to the jumper wire that is connected
to J501 and P501 terminals.
F. Turn the keyswitch to the ON position.
G. Go to the “Intake Air Heater Enable Test” on Cat
ET.
H. Start the test and watch the voltage test lamp.
Note: Do not leave the “Intake Air Heater Enable
Test” on. Avoid unnecessary cycling of the air
inlet heater in order to prevent the battery from
discharging. The “Intake Air Heater Enable Test”
has a one minute timer. When the one minute time
expires, the test will stop.
Expected Result:
The test lamp turned on and the test lamp turned off
with the “Intake Air Heater Enable Test”.
Results:
• OK
Repair: The air inlet heater relay and the +battery
connection to the “air inlet heater” relay are
OK. Leave the wire disconnected from the relay
terminal.
Proceed to Test Step 6.
• Not OK
Repair: The test lamp does not come on or the
test lamp remains on after the test lamp comes on.
Reconnect the wire to the relay terminal.
Proceed to Test Step 7.
167
Troubleshooting Section
Test Step 4. Check the Voltage at the
P501 Air Inlet Heater Relay Connector
g01121615
Illustration 29
Typical example of the locations for the components
(1) P648/J648 Air inlet heater lamp connector
(2) J501/P501 Air inlet heater relay connector
(3) Contact side to the air inlet heater
(4) Contact side to the circuit protection
(5) Air inlet heater relay
(6) Test lamp
(7) Air inlet heater relay connector (socket terminals)
A. Disconnect the J501/P501 air inlet heater relay
connector.
B. Ensure that J648/P648 air inlet heater lamp
connector is still connected.
C. Connect a voltage test lamp to the two terminals
of the engine harness side for the P501 air inlet
heater relay connector.
D. Turn the keyswitch to the ON position.
E. Go to the “Intake Air Heater Enable Test” on Cat
ET.
F. Start the test and watch the voltage test lamp.
Note: Do not leave the “Intake Air Heater Enable
Test” on. Avoid unnecessary cycling of the air
inlet heater in order to prevent the battery from
discharging. The “Intake Air Heater Enable Test”
has a one minute timer. When the one minute time
expires, the test will stop.
Expected Result:
The test lamp turns on and the test lamp turns off
with the “Intake Air Heater Enable Test”.
168
Troubleshooting Section
Results:
• OK
Repair: Replace the air inlet heater and rerun
the test. Verify that the original problem has been
resolved.
STOP.
• Not OK
Repair: The P501 air inlet heater relay connector
is not receiving the correct voltage.
Proceed to Test Step 8.
Test Step 5. Check the Voltage at the
Lamp for the Air Inlet Heater
A. Turn the keyswitch to the OFF position.
B. Locate the lamp in the dash for the air inlet heater.
Remove the lamp from the dash.
C. Connect a voltage test lamp between the two
terminals of the lamp socket.
D. Turn the keyswitch to the ON position.
E. Go to the “Intake Air Heater Enable Test” on Cat
ET.
F. Start the test and watch the voltage test lamp.
Note: Do not leave the “Intake Air Heater Enable
Test” on. Avoid unnecessary cycling of the air
inlet heater in order to prevent the battery from
discharging. The “Intake Air Heater Enable Test”
has a one minute timer. When the one minute time
expires, the test will stop.
Expected Result:
The test lamp turns on and the test lamp turns off
with the “Intake Air Heater Enable Test”.
Results:
• OK
Repair: Replace the lamp for the air inlet heater.
Verify that the problem has been resolved.
STOP.
• Not OK – Reinstall the lamp for the air inlet heater.
Proceed to Test Step 9.
Test Step 6. Check the Wiring for the Air
Inlet Heater
A. Turn the keyswitch to the OFF position.
SENR9517-19
B. Disconnect both wires from the air inlet heater.
C. Use a multimeter to measure the resistance
between the two ends of the wire that connects
the air inlet heater to the air inlet heater relay.
D. Measure the resistance from the engine ground
stud to the other end of the wire for the air inlet
heater that connects to the ground stud.
Expected Result:
The measured resistance is less than 20 Ohms.
Results:
• OK
Repair: Replace the air inlet heater. Verify that the
problem is resolved.
STOP.
• Not OK
Repair: Repair the damaged wire. Verify that the
problem is resolved.
STOP.
Test Step 7. Check the Relay Contact at
the +Battery Terminal Connection
A. Turn the keyswitch to the OFF position.
g01121635
Illustration 30
Connections for the test lamp
B. Connect a voltage test lamp from the terminal
for the relay contact that connects to the circuit
protection for the air inlet heater (wire K995-OR).
C. Connect the other end of the voltage test lamp to
the engine ground stud.
D. Turn the keyswitch to the ON position.
SENR9517-19
Expected Result:
The test lamp comes on when the keyswitch is
placed in the ON position.
Results:
• OK
Repair: Repair the wiring between the lamp for the
air inlet heater and the connector J648-B. Verify
that the problem has been resolved.
STOP.
• Not OK
Repair: Inspect the circuit protection for the air inlet
heater. Repair the wiring. Verify that the problem
has been resolved.
STOP.
Test Step 8. Check the Battery Voltage to
J648 Air Inlet Heater Lamp Connector
A. Turn the keyswitch to the OFF position.
B. Disconnect the J648/P648 air inlet heater lamp
connector.
C. Connect a voltage test lamp to the terminal
J648-A. Refer to Illustration 29.
D. Connect a jumper wire to the ground stud. Connect
the other lead of the test lamp to the jumper wire.
E. Turn the keyswitch to the ON position.
Expected Result:
The voltage test lamp came on and the voltage
test lamp stays on while the voltage test lamp is
connected between J648-A and the ground stud.
Results:
• OK – Proceed to Test Step 10.
• Not OK
Repair: Repair the wiring. Verify that the problem
has been resolved.
STOP.
Test Step 9. Check the Voltage at
J648/P648 Air Inlet Heater Lamp
Connector
A. Turn the keyswitch to the OFF position.
169
Troubleshooting Section
B. Disconnect the J648/P648 air inlet heater lamp
connector.
C. Connect a voltage test lamp from J648-A to the
engine ground stud.
D. Turn the keyswitch to the ON position.
Expected Result:
The test lamp comes on and the test lamp stays on.
Results:
• OK
Repair: Repair the wiring from J648-B to the lamp.
Verify that the problem has been resolved.
STOP.
• Not OK
Repair: Repair the wiring from J648-A to the lamp.
Verify that the problem has been resolved.
STOP.
Test Step 10. Check Battery Voltage to
the P501 Air Inlet Heater Relay Connector
A. Turn the keyswitch to the OFF position.
B. Ensure that the J648/P648 air inlet heater lamp
connector is connected.
C. Disconnect the J501/P501 air inlet heater relay
connector.
D. Connect a voltage test lamp from the connector
P501-1 for the air inlet heater relay to the engine
ground stud.
E. Turn the keyswitch to the ON position.
Expected Result:
The voltage test lamp comes on and the voltage
test lamp stays on when the keyswitch is in the ON
position.
Results:
• OK – Proceed to Test Step 11.
• Not OK
Repair: Repair the wiring from J648-A to P501-1.
Verify that the problem is resolved.
STOP.
170 SENR9517-19
Troubleshooting Section

Test Step 11. Check the ECM Results:

• OK
Repair: Repair the wiring from P501 air inlet heater
relay connector to the P2 ECM connector. Verify
that the problem has been resolved.

STOP.

• Not OK – Proceed to Test Step 12.

Test Step 12. Test the Battery Voltage to
the ECM

g01117766
Illustration 31
Pin location on breakout T
(8) Air inlet heater relay

A. Turn the keyswitch to the OFF position.

B. Disconnect the connector J648/P648 .

C. Disconnect the J2/P2 ECM connector. Install a

breakout T to the J2 ECM connector only.

D. Connect a voltage test lamp from the J648-A

terminal to the terminal 8 of the breakout T. Refer g01117719
Illustration 32
to Illustration 31.
Pin locations on breakout T
E. Turn the keyswitch to the ON position. (48) Unswitched +Battery
(52) Unswitched +Battery
(53) Unswitched +Battery
F. Go to the “Intake Air Heater Enable Test” on Cat (55) Unswitched +Battery
ET. (63) -Battery
(65) -Battery
G. Start the test and watch the voltage test lamp. (67) -Battery
(69) -Battery
(70) Keyswitch
Note: Do not leave the “Intake Air Heater Enable
Test” on. Avoid unnecessary cycling of the air A. Turn the keyswitch to the OFF position.
inlet heater in order to prevent the battery from
discharging. The “Intake Air Heater Enable Test” B. Disconnect the J1/P1 ECM connector and install
has a one minute timer. When the one minute time a breakout T.
expires, the test will stop.
C. Connect a voltmeter to the breakout harness
Note: When the J2/P2 ECM connector is between Terminal 70 keyswitch power and
disconnected and the keyswitch is in the ON position Terminal 63 -Battery. Refer to Illustration 32.
open circuit diagnostic codes will be active or logged
for all of the engine sensors. This is normal. D. Turn the keyswitch to the ON position and check
the voltmeter.
Expected Result:
E. Turn the keyswitch to the OFF position.
The test lamp turned on and the test lamp turned off
with the “Intake Air Heater Enable Test”. F. Connect a voltmeter to the breakout harness
between Terminal 48 unswitched +Battery and
Terminal 63 -Battery. Refer to Illustration 32.
SENR9517-19
G. Check the voltmeter.
H. At the breakout harness, connect a voltmeter
between the Terminal 52 unswitched +Batt and
Terminal 65 -Battery. Refer to Illustration 32.
I. Check the voltmeter.
J. At the breakout harness, connect a voltmeter
between Terminal 53 unswitched +Batt and
Terminal 67 -Batt. Refer to Illustration 32.
K. Check the voltmeter.
L. At the breakout harness, connect a voltmeter
between Terminal 55 unswitched +Batt and
Terminal 69 -Batt. Refer to Illustration 32.
M. Check the voltmeter.
Expected Result:
The voltage is between 11.0 VDC and 13.5 VDC.
Results:
• OK
Repair: Replace the ECM. Refer to
Troubleshooting, “Replacing the ECM”.
Verify that the problem is resolved.
STOP.
• Not OK
Repair: Inspect the vehicle wiring. Repair the
vehicle wiring or send the vehicle to the OEM
dealer for repair. Verify that the problem has been
resolved.
STOP.
i02365106
ATA (SAE J1587 / J1708) Data
Link Circuit - Test
SMCS Code: 1901-038
System Operation Description:
Use this procedure if the Caterpillar Electronic
Technician (ET) will not power up. Also, use this
procedure if Cat ET will not communicate with the
Engine Control Module (ECM).
Background Information
171
Troubleshooting Section
The ECM communicates with Cat ET via the ATA
data link. Some electronic dashboards use this
data link to exchange information. Some automatic
transmissions also exchange information via this
data link.
Typically, several devices are connected to the ATA
data link at one time. These devices may include
dash displays, trip recorders and transmission
controls. These devices may cause problems with the
data link. These devices can disrupt communications
with the ECM.
When the key switch is in the OFF/RESET position,
the ECM may communicate with Cat ET. However,
the communications may be disrupted and the
communications may require frequent reconnection.
In order to avoid this problem, place the key switch in
the ON position when Cat ET is being used.
Cat ET may display the following error message:
• The version of the ECM is not recognized and the
integrity of the changed parameters and displayed
data is not guaranteed.
This message indicates that one of the following
conditions exist:
• The flash file in the ECM is newer than the version
of Cat ET.
• The latest version of Cat ET has not been installed.
172 SENR9517-19
Troubleshooting Section

g00650338
Illustration 33
Schematic for ATA data link with 6-pin connector

Test Step 1. Inspect Electrical Connectors B. Thoroughly inspect the following electrical
And Wiring connectors:

• ECM vehicle harness connector J1/P1

• Data link connector
• Firewall bulkhead connector
• Connectors for Cat ET
• ATA data link (terminal 8 and terminal 9) in the
connectors

Refer to Troubleshooting, “Electrical Connectors

-Inspect” for details.

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

wires in the ECM connector that are associated
with the ATA data link.

D. Check the ECM connector (allen head screw)

for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.

E. Check the harness and wiring for abrasion and for

pinch points from the connector to the ECM.

Expected Result:

All connectors, pins and sockets are completely

coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion or of pinch points.

Results:

g01150769 • OK – The wiring and the connectors appear to be

Illustration 34 OK. Proceed to Test Step 2.
Pin locations on ECM connector
(P1-9) J1587 Data link positive • Not OK – There is a problem with the wiring or
(P1-8) J1587 Data link negative with a connector.

A. Turn the ignition key switch to the OFF/RESET

position.
SENR9517-19 173
Troubleshooting Section

Repair: Repair the connectors or wiring and/or
replace the connectors or wiring. Ensure that all
of the seals are properly in place and ensure that
the connectors are completely coupled. Verify that
the problem is resolved.
STOP.
Test Step 2. Determine the Type of
Problem with the Data Link
A. Connect Cat ET to the data link connector.
• Not OK – Cat ET does not power up or the
communications adapter does not power up.
Ensure that the ECM is receiving the correct
battery power. Proceed to Test Step 3.
Test Step 3. Check the Battery Supply
Voltage to the Cab Data Link Connector

B. Start the engine.

Expected Result:

The engine starts. Cat ET powers up and Cat ET

communicates without error.

Note: Check the display screen or check the

communication adapter display in order to determine
if Cat ET has powered up. Cat ET will display
information that shows if the tool is receiving power.
If Cat ET or the communication adapter powers up,
the data link connector is receiving power.

Results:

• OK – There is not a problem with the ATA data

link at this time. If an intermittent condition exists,
thoroughly inspect all wiring and connectors.

Repair: Perform the following diagnostic

procedure:

Troubleshooting, “Electrical Connectors - Inspect”

STOP.

• Not OK – Cat ET displays an error message. The

ECM is receiving battery power. Proceed to Test
Step 5.

• Not OK – The engine cranks but the engine will

not start.

Repair: Perform the following diagnostic

procedure: Illustration 35
g01150773

Troubleshooting, “Engine Cranks But Will Not A. Turn the ignition key switch to the ON position.
Start”
B. Refer to Illustration 35. Measure the voltage from
STOP. the +Battery terminal of the data link connector to
the −Battery terminal of the data link connector.
• Not OK – The engine will not crank.
Expected Result:
Repair: Perform the following diagnostic
procedure: The voltage is between 11.0 and 13.5 VDC for a 12
volt system or between 22.0 and 27.0 VDC for a 24
Troubleshooting, “Engine Will Not Crank” volt system.
STOP.
174 SENR9517-19
Troubleshooting Section

Results: Results:

• Yes – The battery supply voltage is correct at the • OK – The original electronic service tool works on
data link connector. Proceed to Test Step 4. another vehicle. Proceed to Test Step 5.

• No – The battery supply voltage is incorrect at the
data link connector.
Repair: Inspect the wiring and fuses to the
connector. Repair the wiring or batteries and/or
replace the wiring or batteries, as required.
Send the vehicle to the OEM dealer for repair, if
necessary.
Verify that the repair eliminates the problem.
STOP.
• Not OK – A different electronic service tool works
on the original vehicle. The electronic service tool
is faulty.
Repair: Replace the faulty electronic service tool.
STOP.
Test Step 5. Check the Battery Voltage at
the ECM

Test Step 4. Change the Components for

Cat ET
A. Determine if another vehicle or another ECM is
available with a Caterpillar electronic engine. Use
the same cables in order to connect Cat ET to the
other vehicle.

B. Try to establish communication between Cat ET

and the engine ECM on the other vehicle.

C. If another engine is not available in the shop, find

a different set of the electronic service tool cables.
Ensure that the set of cables is a complete set.

D. Use the other cables or use different cables in

order to connect the electronic service tool to the
data link connector.
g01150788
Illustration 36
E. Turn the ignition key switch to the ON position.
Pin locations on breakout T

F. If changing cables allows Cat ET to operate (48) Unswitched +Battery

(52) Unswitched +Battery
properly, perform the following procedure: (53) Unswitched +Battery
(55) Unswitched +Battery
a. Turn the ignition key switch to the OFF/RESET (63) -Battery
position. (65) -Battery
(67) -Battery
(69) -Battery
b. Replace the pieces from the old set of cables (70) Ignition key switch
into the new set of cables that operates.
Replace one piece at a time. A. Turn the ignition key switch to the OFF/RESET
position.
c. Try to establish communication after each of
the pieces is replaced. Use this method to find B. Verify that Cat ET is connected to the data link
the faulty piece. connector.
G. If changing cables does not allow Cat ET to C. Disconnect vehicle harness connector P1 from
operate properly, connect another electronic ECM connector J1 and insert a breakout T.
service tool.
D. Turn the ignition key switch to the ON position.
H. Turn the ignition key switch to the ON position.
E. Measure the voltage between terminals P1-48
Expected Result: (unswitched +Battery) and P1-63 (−Battery).
The original electronic service tool works on another F. Measure the voltage between terminals P1-52
vehicle. (unswitched +Battery) and P1-65 (-Battery).
SENR9517-19
G. Measure the voltage between terminals P1-53
(unswitched +Battery) and P1- 67 (-Battery).
H. Measure the voltage between terminals P1-55
(unswitched +Battery) and P1-69 (-Battery).
I. Measure the voltage between terminals P1-70
(ignition key switch) and P1-65 (-Battery).
J. Measure the voltage between the vehicle harness
connector P1 terminal 70 (ignition key switch) and
terminal 65, 67, and 69 (-Battery).
Expected Result:
The voltage is between 11.0 and 13.5 VDC for a 12
volt system or between 22.0 and 27.0 VDC for a 24
volt system.
Results:
• Yes – The battery supply voltage at the P1
connector is OK. Proceed to Test Step 6.
• No – The ECM is not receiving the correct voltage.
Ensure that there is not an aftermarket engine
protection switch that is overriding battery power
to the ECM.
Repair: Perform the following procedure:
Troubleshooting, “Ignition Key Switch Circuit and
Battery Supply Circuit - Test”
STOP.
Test Step 6. Connect Cat ET Directly to
the ECM
Batteries give off flammable fumes which can ex-
plode.
To avoid injury or death, do not strike a match,
cause a spark, or smoke in the vicinity of a battery.
NOTICE
Do Not connect the bypass harness to the battery un-
til all of the in-line fuses have been removed from the
+Battery line. If the fuses are not removed before con-
nection to the battery, a spark may result.
A.
B. Connect a 167-9225 Harness (SERVICE TOOL
ADAPTER) to the P1 connector.
Note: This harness connects the key switch input to
the +Battery. The ECM will remain powered until the
harness is disconnected.
175
Troubleshooting Section
C. Establish communication between Cat ET and the
engine ECM.
Expected Result:
Cat ET is operating correctly.
Results:
• Yes – Cat ET is operating correctly with the bypass
harness. Cat ET does not operate correctly with
the vehicle wiring.
Repair: There is a problem in the vehicle wiring, or
another device in the vehicle is causing problems
on the data link. Determine the device that is
causing the problem or send the vehicle to the
OEM dealer for repair.
Verify that the repair eliminates the problem.
STOP.
• No – Cat ET is not operating. Verify that the fuses
in the bypass harness of the Cat ET are OK.
Proceed to Test Step 7.
Test Step 7. Connect Cat ET and the ECM
to Another Battery
Batteries give off flammable fumes which can ex-
plode.
To avoid injury or death, do not strike a match,
cause a spark, or smoke in the vicinity of a battery.
NOTICE
Do Not connect the bypass harness to the battery un-
til all of the in-line fuses have been removed from the
+Battery line. If the fuses are not removed before con-
nection to the battery a spark may result.
A. Connect the battery wires from the bypass
harness to a different battery that is not on the
vehicle.
B. Establish communication between Cat ET and the
engine ECM.
Expected Result:
Cat ET is operating correctly.
Results:
• Yes – Cat ET is operating correctly. The vehicle
battery is causing the problem.
176 SENR9517-19
Troubleshooting Section

Repair: Refer to Troubleshooting, “Ignition Key Electrical Connections of the Lamp

Switch Circuit and Battery Supply Circuit - Test”.
STOP.
• No – Cat ET is not operating correctly.
One terminal of the lamp must be connected to
battery voltage through the vehicle wiring. The other
terminal is connected to the ECM at the vehicle
harness connector J1/P1-30.

Repair: Perform the following procedure: The ECM provides a path to ground that will turn on
the lamp.
1. Restore all wiring to the original configuration.

2. Temporarily connect a test ECM. Refer to

Troubleshooting, “Test ECM Mode”.

3. Establish communication between Cat ET and

the test ECM.

4. If the problem is resolved with the test ECM,

connect the suspect ECM.

5. If the problem returns with the suspect ECM,

replace the ECM.

6. Verify that the repair eliminates the problem.

g00836031
Illustration 37
STOP. Circuit schematic for the change oil lamp

i02295962

Change Oil Lamp Circuit - Test

SMCS Code: 7431-038

System Operation Description:

Use this procedure under the following situation:

Use this procedure to determine if J1/P1-30 (change

oil lamp) is operating properly.

Output 1 can operate as a change oil lamp or as a

PTO switch on lamp. The parameter “Change Oil
Lamp” must be programmed to “J1/P1:30” to use
output 1 as a change oil lamp. The change oil lamp
illuminates when the engine oil needs to be changed.

The following parameters determine when the Engine

Control Module (ECM) will illuminate the change oil
lamp.

• “Maintenance indicator mode”

• “PM1 interval”
• “PM1 engine oil capacity”
If “Maintenance Indicator Mode” is programmed
to “Manual - Distance” or “Manual - Hours”, the
parameter “PM1 Interval” must be programmed.
If “Maintenance Indicator Mode” is programmed
to “Automatic - Distance” or “Automaitc - Hours”,
the parameter “PM1 Engine Oil Capacity” must be
programmed.
SENR9517-19 177
Troubleshooting Section

Test Step 1. Inspect Electrical Connectors Expected Result:

and Wiring
All connectors, pins, and sockets are completely
coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion or of pinch points.

Results:

• OK – Proceed to Test Step 2.

• Not OK
Repair: Repair the connectors or wiring and/or
replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the
connectors are completely coupled.

Verify that the repair eliminates the problem.

STOP.

Test Step 2. Check for Normal Operation

of the Change Oil Lamp
A. Monitor the change oil lamp. Turn the ignition key
switch to the ON position, while the engine is off.
The lamp should turn on for five seconds. Then,
the lamp should turn off.

Expected Result:

The change oil lamp turns on and the change oil lamp
turns off per the description above.

Results:

g01150919 • Yes – The change oil lamp is operating normally.

Illustration 38 STOP.
Pin locations on ECM connector
(P1-30) Change oil lamp • No – The lamp does not turn on. Proceed to Test
Step 3.
A. Thoroughly inspect ECM vehicle harness
connector J1/P1, the firewall bulkhead connector,
and the terminals for the change oil lamp.

Refer to Troubleshooting, “Electrical Connectors -

Inspect” for details.

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

wires in the ECM connector that are associated
with the change oil lamp.

C. Check the ECM connector (allen head screw)

for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.

D. Check the harness and wiring for abrasion and for

pinch points from the sensor to the ECM.
178 SENR9517-19
Troubleshooting Section

Test Step 3. Test the Change Oil Lamp Results:

Circuit
• Result 1 – The change oil lamp is functioning
properly. Proceed to Test Step 4.

• Result 2 – The change oil lamp did not turn

on. The vehicle's lamp circuit is not functioning
properly. The lamp is probably burned out or there
is a problem in the wiring from the cab to either
the ECM or the +Battery connection. Repair the
lamp circuit or send the vehicle to the OEM dealer
for repairs. STOP.

• Result 3
Repair: Perform the following diagnostic
procedure:

The circuit between the ECM and the lamp is

shorted to chassis ground. Repair the circuit or
send the vehicle to the OEM dealer for repairs.

STOP.
g01150923
Illustration 39
Pin locations on ECM Connector
Test Step 4. Check the Operation of the
ECM Output for the Change Oil Lamp
(P1-30) Change oil lamp
(P1-65) - Battery

A. Turn the ignition key switch to the OFF/RESET

position.

B. Fabricate a jumper wire 100 mm (4 inch) long.

Crimp a Deutsch pin to both ends of the wires.

C. Disconnect vehicle harness connector P1 from

the ECM.

D. Insert the jumper into P1-30 change oil lamp.

E. Connect the other end of the jumper wire to P1-65

(−Battery).

F. Turn the ignition key switch to the ON position.

G. While the lamp is being watched, insert the jumper

wire and remove the jumper wire.
g01150927
Expected Result: Illustration 40
Pin locations on breakout T
Result 1 The change oil lamp turns on while the (P1-30) Change oil lamp
jumper is connected to both sockets. Also, the (P1-52) Unswitched + battery
change oil lamp turns off when the jumper is removed (P1-65) - Battery
from one of the sockets.
A. Disconnect ECM vehicle harness connector
Result 2 The change oil lamp does not turn on while J1/P1.
the jumper is connected to both sockets.
B. Insert a breakout T between ECM vehicle harness
Result 3 The change oil lamp will stay on while the connector J1 and ECM vehicle harness connector
ECM vehicle harness connector is disconnected. P1.
SENR9517-19
C. Connect one probe of the voltage test lamp to
J1/P1-65 (-battery). Connect the other probe of
the voltage test lamp to J1/P1-52 (unswitched
+Battery) of the breakout T.
D. The test lamp should turn on. If the test lamp does
not turn on, either the test lamp is faulty or the
wiring to the ECM is faulty. Continue with this step
if the lamp turns on.
E. Leave the probe of the test lamp connected to
J1/P2-52 (unswitched +Battery).
F. Connect the other probe of the test lamp to
J1/P1-30 (change oil lamp) on the breakout T.
Refer to Illustration 40.
G. Connect Caterpillar Electronic Technician (ET).
Access the following display screens in order:
• “Diagnostics”
• “Diagnostic Test”
• “Special Test”
H. Activate the “Change Oil Lamp” test. Observe the
voltage test lamp. The lamp should turn on when
the test is active. Also, the lamp should turn off
when the test is inactive.
Expected Result:
The test lamp turns on and the test lamp turns off
per the above description.
Results:
• Yes – The ECM is operating correctly. There is a
problem in the vehicle wiring or the lamp. STOP.
• No
Repair: Temporarily connect a test ECM. Check
the output circuit of the ECM that supplies power to
the change oil lamp when the test ECM is installed.
If the problem is resolved with the test ECM,
reconnect the suspect ECM. If the problem returns
with the suspect ECM, replace the ECM.
STOP.
179
Troubleshooting Section
i02295969
Check Engine Lamp Circuit -
Test
SMCS Code: 7431-038
System Operation Description:
Use this procedure under the following situation:
Use the following information in order to determine if
the check engine lamp is operating incorrectly:
The check engine lamp is the only standard lamp that
is used. All other lamps are optional.
The following background information is related
to the following procedure:
Check Engine Lamp
The check engine lamp is used to provide the
following functions:
• Indicate the existence of an active diagnostic code.
• Indicate driver alert status of the idle shutdown
timer.
• Read diagnostic flash codes.
Power Up Lamp Check
At powerup, the lamp will turn ON for five seconds.
The lamp will continue to flash if there is an active
diagnostic code.
Operation with an Active Diagnostic Code
While the engine is operating, the lamp will turn on
for a minimum of five seconds when certain fault
conditions exist. If certain fault conditions exist, the
lamp will operate in the following manner:
• The check engine lamp will turn on for five seconds.
• The check engine lamp will turn off for a short time.
• The check engine lamp will turn on for another five
seconds.
The check engine lamp will continue to operate in
this manner while the fault condition exists.
Indication of the Driver Alert Status of the Idle
Shutdown Timer
During the final 90 seconds of the operation of the
idle shutdown timer, the check engine lamp will
begin to flash. The flashing of the check engine lamp
indicates that an engine shutdown is near.
180 SENR9517-19
Troubleshooting Section

Flashing Out Diagnostic Flash Codes The ECM provides a path to ground in order to turn
the lamp ON.
The flash codes are two-digit representations of
diagnostic codes. The PID-FMI diagnostic code
should be used for troubleshooting. The PID is the
parameter identifier. The FMI is the failure mode
identifier. A 110-03 is an example of a PID-FMI
diagnostic code. Flash codes provide an indication of
a failure. Flash codes are not as specific as diagnostic
codes. Flash codes only indicate that a failure has
occurred. Flash codes do not indicate the specific
type of failure. For example, the flash code (27) is
used for a 110-03 fault code and a 110-04 fault code.
Flash codes should not be used for troubleshooting.

Diagnostic flash codes that are active can be viewed

at any time. Turn the cruise control on/off switch to the
OFF position. Hold the set/resume switch in either the
SET position or the RESUME position until the lamp
begins to flash. Then release the set/resume switch.

The flash code is determined by the blinking of the

check engine lamp. The lamp will blink for the first
digit of the flash code, and the lamp will pause for
five seconds. Then, the lamp will blink for the second
digit.

Some vehicles are equipped with a diagnostic enable

switch. The diagnostic enable switch is used to
flash the diagnostic codes by grounding the input
of the diagnostic enable switch from terminal 46
to terminal 5 (sensor common). The customer
parameter “Diagnostic Enable” must be programmed
to “J1/P1:46” to use terminal 46 as an input for a
diagnostic enable switch. A switch does not need to
be connected to an ECM input in order to be used
as a diagnostic enable switch. The switch position
is transmitted over the J1939 data link to the ECM.
When the ECM receives the message over the
J1939 data link, the output (J1/P1-28) will illuminate
the check engine lamp. The customer parameter
“Diagnostic Enable” must be programmed to “J1939
Body Controller”, “J1939 Cab Controller”, or “J1939
Instrument Cluster” in order to use a J1939 data link
communication to control the check engine lamp. If a
problem is suspected with the J1939 data link, refer
to Troubleshooting, “Powertrain Data Link Circuit -
Test”.

Note: The check engine lamp should not continuously

flash the diagnostic flash codes. If the set switch, the
resume switch, or the diagnostic enable switch has
not been used, then the circuit is probably shorted to
ground.

Electrical Connection of the Check Engine Lamp

One terminal of the check engine lamp must be

connected to battery voltage through the vehicle
wiring. The other terminal is connected to the
Engine Control Module (ECM) at the vehicle harness
connector J1/P1-28 (check engine lamp).
SENR9517-19 181
Troubleshooting Section

g00676880
Illustration 41
Schematic for the lamp circuit

Test Step 1. Inspect Electrical Connectors

and Wiring
A. Thoroughly inspect ECM vehicle harness
connector J1/P1, the firewall bulkhead connector,
and the check engine lamp (terminal 28). Refer to
Troubleshooting, “Electrical Connectors - Inspect”
for details.

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

wires in the ECM connector that are associated
with the check engine lamp.

Refer to Illustration 42.

C. Check the ECM connector (allen head screw)

for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.

D. Check the harness and wiring for abrasion and

pinch points from the battery to the ECM.

Expected Result:

All connectors, pins and sockets are completely

coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion or of pinch points.

Results:

• OK – Proceed to Test Step 2.

• Not OK

Illustration 42
g01150930 Repair: Repair the connectors or wiring and/or
replace the connectors or wiring. Ensure that all of
Pin locations on ECM connector
the seals are properly in place and ensure that the
(P1-28) Check engine lamp connectors are completely coupled.

STOP.

Test Step 2. Check for Normal Operation

of the Lamp
A. Monitor the check engine lamp.
182
Troubleshooting Section
a. Turn the ignition key switch to the ON position.
The lamp should illuminate for five seconds.
Then, the lamp should turn off.
b. The lamp will continue flashing if there is an
active diagnostic code. If there is an active
diagnostic code, connect Caterpillar Electronic
Technician (ET) in order to read the active
diagnostic code. Troubleshoot the problem.
Expected Result:
The check engine lamp turns on and the check
engine lamp turns off per the above description.
Results:
• Yes – The check engine lamp appears to operate
correctly at this time. STOP.
• No – Proceed to Test Step 3.
Test Step 3. Test the Lamp Circuit
g01150934
Illustration 43
Pin locations on ECM connector
(P1-28) Check engine lamp
(P1-67) - Battery
(P1-65) - Battery
A. Turn the ignition key switch to the OFF/RESET
position.
B. Disconnect ECM vehicle harness connector
J1/P1.
C. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wire.
D. Insert the jumper into P1-28 (check engine lamp).
SENR9517-19
E. Connect the other side of the jumper wire to P1-65
(-Battery).
F. Turn the ignition key switch to the ON position.
G. While the lamp is being watched, insert the jumper
wire and remove the jumper wire.
Refer to Illustration 43.
Expected Result:
Result 1 The check engine lamp turns on while the
jumper is connected to both sockets. Also, the check
engine lamp turns off when the jumper is removed
from one of the sockets.
Result 2 The check engine lamp does not turn on
while the jumper is connected to both sockets.
Result 3 The lamp will stay on while the ECM vehicle
harness connector is disconnected.
Results:
• Result 1 – The check engine lamp circuit is
functioning properly. Proceed to Test Step 4.
• Result 2 – The lamp did not turn on. The vehicle's
lamp circuit is not functioning properly. The lamp
is probably burned out or there is a problem in
the wiring from the cab to either the ECM or the
+Battery connection. Repair the lamp circuit or
send the vehicle to the OEM dealer for repairs.
STOP.
• Result 3
Repair: Perform the following diagnostic
procedure:
The circuit between the ECM and the lamp is
shorted to chassis ground. Repair the circuit or
send the vehicle to the OEM dealer for repairs.
STOP.
SENR9517-19
Test Step 4. Check the Operation of the
ECM Output for the Check Engine Lamp
g01150935
Illustration 44
Pin locations on breakout T
(28) Check engine lamp
(52) Unswitched + battery
(65) - Battery
A. Turn the ignition key switch to the OFF/RESET
position.
B. Insert a breakout T between ECM vehicle harness
connector J1 and ECM vehicle harness connector
P1.
C. Connect a probe for the voltage test lamp to
terminal 65 (-battery) and connect the other
probe to terminal 52 (unswitched +Battery) of the
breakout T.
D. The test lamp should turn on. If the test lamp does
not turn on, either the test lamp is faulty or the
wiring to the ECM is faulty. Continue with this step
if the lamp turns on.
E. Leave the probe for the voltage test lamp
connected to terminal 52 (unswitched +Battery).
F. Connect the other probe of the test lamp to
terminal 28 (check engine lamp) of the breakout T.
Refer to Illustration 44.
G. Watch the voltage test lamp. Place the engine
control in the ON mode.
183
Troubleshooting Section
H. The lamp should turn on for five seconds. Then,
the lamp should turn off. The lamp will continue
flashing if there is an active diagnostic code. If
there is an active diagnostic code, connect Cat
ET in order to read the active diagnostic code.
Troubleshoot the problem.
Expected Result:
The check engine lamp turns on and the check
engine lamp turns off per the above description.
Results:
• Yes – The ECM is operating correctly. There is a
problem in the vehicle wiring or the lamp. Repair
the vehicle wiring or the lamp, as required. STOP.
• No – Temporarily connect a test ECM. Check the
operation of the check engine lamp when the test
ECM is installed. If the problem is resolved with
the test ECM, then reconnect the suspect ECM. If
the problem returns with the suspect ECM, then
replace the ECM. STOP.
i02295975
Clutch Pedal Position Switch
Circuit - Test
SMCS Code: 1435-038-P9
System Operation Description:
Use this procedure under the following situation:
Use this procedure to determine if the clutch pedal
position switch is operating properly.
The clutch pedal position switch is normally closed
when the pedal is released. Depressing the clutch
pedal should open the circuit. This switch is OEM
supplied. The clutch pedal position switch is typically
a limit switch that is mounted near the pedal. The
clutch pedal position switch is usually adjustable.
This switch may not be connected to an input on
the Engine Control module (ECM). The parameter
“Clutch Pedal Position Switch” determines the input
to the ECM. If the parameter is programmed to
J1/P1:22 a switch must be connected to terminal
22. If the parameter is programmed to one of the
J1939 options, the switch position will be transmitted
to the ECM over the J1939 data link. If a problem
is suspected with the J1939 data link, refer to
Troubleshooting, “Powertrain Data Link Circuit - Test”.
184 SENR9517-19
Troubleshooting Section

A. Thoroughly inspect ECM vehicle harness

connector J1/P1, the firewall bulkhead connector
and the terminals for the following switches in the
connectors:

• J1/P1-22 (clutch pedal position switch)

• J1/P1-5 (AP sensor/switch common)
Refer to Troubleshooting, “ Electrical Connectors -
Inspect” for details.

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

wires in the ECM connector that are associated
g00862119
with the switches.
Illustration 45
This is a typical circuit schematic for the clutch pedal position Refer to Illustration 46.
switch.
The return wire may be connected to P1-3, P1-5, or P1-18. C. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
Test Step 1. Inspect Electrical Connectors “Electrical Connectors - Inspect” for details.
and Wiring
D. Check the harness and wiring for abrasion and
pinch points from the sensor to the ECM.

Expected Result:

All connectors, pins and sockets are completely

coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion or of pinch points.

Results:

• OK – Proceed to Test Step 2.

• Not OK
Repair: Repair the connectors or wiring and/or
replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the
connectors are completely coupled.

Verify that the repair eliminates the problem.

STOP.

Test Step 2. Check Clutch Switch Status

on Caterpillar Electronic Technician (ET)
Table 141

Status of the Clutch Pedal Position Switch

Switch Position or Pedal Status Circuit
Position
The clutch pedal is ON Open
depressed.
g01150942
Illustration 46 The clutch pedal is OFF Closed
Pin locations on the ECM connector released.
(P1-5) AP sensor/switch common
(P1-22) Clutch pedal position switch A. Connect Cat ET to the cab data link connector.
Access the status screen.
SENR9517-19 185
Troubleshooting Section

B. Turn the ignition key switch to the ON position. Expected Result:

C. Depress the clutch pedal while the status of the The switch status changes per the information in
clutch pedal position switch is being observed. Table 142.
Also, release the clutch pedal while the status of
the clutch pedal position switch is being observed. Results:

Expected Result: • Yes – The ECM is functioning properly. Proceed

to Test Step 4.
The switch status changes per the information in
Table 141. • No – The ECM is not functioning properly.
Results: Repair: Perform the following repair:

• Yes – The switch is operating normally. STOP. 1. Temporarily connect a test ECM.

• No – The ECM is not reading the switch status
change. Proceed to Test Step 3.
Test Step 3. Check the Switch Circuit for
the ECM
2. Remove all jumpers and replace all connectors.
3. Recheck the system for active diagnostic codes.
4. Repeat the test step.

Table 142 5. If the problem is resolved with the test ECM,

Status of the Clutch Switch reconnect the suspect ECM.
Condition of Switch 6. If the problem returns with the suspect ECM,
Switch Status Circuit
Circuit replace the ECM.
Terminal 22 is open. ON Open
7. Verify that the repair eliminates the problem.
Terminal 22 connected
OFF Closed
to terminal 5.
STOP.

A. Turn the ignition key switch to the OFF/RESET Test Step 4. Insert A Jumper At The
position. Clutch Switch
B. Fabricate a jumper wire 100 mm (4 inch) long. Table 143
Crimp a Deutsch pin to both ends of the wires. Status of the Clutch Switch

C. Disconnect vehicle harness connector P1 from Condition of Switch Switch

Circuit
the ECM. Circuit Status
Wires are disconnected at
D. Connect a breakout T to ECM connector J1 and the clutch pedal position ON Open
connect P1 to the breakout T. switch.
Wires are connected at the
E. Install the jumper into terminal 22 (clutch pedal OFF Closed
clutch pedal position switch.
position switch) of the breakout T. Connect
the other end of the jumper to terminal 5 (AP
sensor/switch sensor common) on the breakout T. A. Turn the ignition key switch to the OFF/RESET
position.
F. Turn the ignition key switch to the ON position.
B. Ensure that ECM vehicle harness connector J1/P1
G. Access the status screen on Cat ET. is connected.

H. While the clutch switch status is being monitored
on the status screen slowly remove the jumper
from terminal 5 (AP sensor/switch sensor
common). Now, slowly insert the jumper into
terminal 5 (AP sensor/switch sensor common).
Refer to Table 142.
C. Find the clutch switch in the vehicle.
D. Disconnect the wires from the terminals on the
clutch switch.
E. Turn the ignition key switch to the ON position.
F. Access the status screen on Cat ET.
186 SENR9517-19
Troubleshooting Section

G. While the switch status is being monitored on the Refer to Table 144.
status screen slowly connect the switch wires and
slowly disconnect the switch wires. Expected Result:

Refer to Table 143. The switch status changes per the information in
Table 144.
Expected Result:
Results:
The switch status changes per the information in
Table 143. • Yes – The problem is in the vehicle wiring between
the bulkhead connector and the switch.
Results:
Repair: Perform the following repair:
• Yes
Inspect the vehicle wiring and repair the vehicle
Repair: Perform the following repair: wiring, as required. If the problem still exists with
the wiring, send the vehicle to the OEM dealer.
Replace the faulty switch.
STOP.
Verify that the repair eliminates the problem.
• No – The problem is in the vehicle wiring between
STOP. the bulkhead connector and the ECM.

• No – There is a problem in the harness between
the switch and the ECM. Proceed to Test Step 5.
Test Step 5. Insert a Jumper at the
Bulkhead Connector
Repair: Perform the following repair:
Inspect the vehicle wiring and repair the vehicle
wiring, as required. If the problem still exists with
the wiring, send the vehicle to the OEM dealer.

Table 144 STOP.

Status of the Clutch Switch
Condition of Switch Switch i02303749
Circuit
Circuit Status
Coolant Level Sensor Circuit
Wires are disconnected at
the bulkhead.
ON Open - Test
Wires are connected at the SMCS Code: 1439-038-CLT
OFF Closed
bulkhead.
System Operation Description:
A. Turn the ignition key switch to the OFF/RESET
position. Use this procedure under the following situation:

B. Fabricate a jumper wire 100 mm (4 inch) long. Use this procedure if any of the following diagnostic
Crimp a Deutsch pin to both ends of the wire. codes are active or easily repeatable:

C. Find the terminal for the clutch switch. Also, find • 111-02 Coolant Level signal invalid (12)
the terminal for the sensor common. Look for
the terminals in the engine side of the bulkhead • 111-03 Coolant Level voltage high (12)
connector for the vehicle harness.
• 111-04 Coolant Level voltage low (12)
D. Insert the jumper wire between the two terminals
in the engine side of the bulkhead connector. Do not use this procedure for either of the following
diagnostic codes:
E. Turn the ignition key switch to the ON position.
• 111-01 Low Coolant Level Warning (62)
F. Access the status screen on Cat ET.
• 111-11 Very Low Coolant Level (62)
G. While the switch status is being monitored on the
status screen alternately remove the jumper wire • 111-14 Low Coolant Level Warning
between the two terminals, and alternately insert
the jumper wire between the two terminals.
SENR9517-19
These diagnostic codes indicate a low coolant level
but not an electrical system malfunction. Refer
to Troubleshooting, “111-01 Low Coolant Level
Warning”, Troubleshooting, “111-11 Very Low Coolant
Level” or Troubleshooting, “111-14 Low Coolant Level
Warning” for the proper troubleshooting procedure.
The following background information is related
to this procedure:
The coolant level sensor is installed by the vehicle's
Original Equipment Manufacturer (OEM). This
sensor is an optional sensor for “Engine Monitoring”.
Engine monitoring is a programmable feature of the
Caterpillar Engine Control Module (ECM). The sensor
is selectable through a customer programmable
parameter and the customer programmable
parameter may be protected by customer passwords.
Some OEM installed coolant level sensors are not
connected to the ECM. Do not confuse an OEM
installed coolant level sensor that is independent of
engine monitoring with the coolant level sensor that
is used for engine monitoring.
The customer programmable parameter for the
coolant level sensor can be programmed to “4-Pin”,
“2-wire float sensor”, or “2-pin switch”. Also, the
customer programmable parameter for the coolant
level sensor can be programmed to “NO” if the option
for the coolant level sensor is not being used.
If the parameter “Coolant Level Sensor” is
programmed to “NO”, the coolant level sensor is
ignored by the ECM. Conversely, if the parameter
is set, then a sensor must be installed. The coolant
level is monitored by the engine monitoring system
when the parameter “Coolant Level Sensor” is
programmed to “4-Pin” or “2-wire float sensor”.
4-Pin Sensor
The sensor indicates the presence or the absence
of coolant at the sensor probe. A sensor with a
4-pin connector that requires a +5 VDC connection
to a power supply must be used. The sensor is
powered from the ECM through the ECM vehicle
harness connector J1/P1 terminal 2 (+5 VDC). The
ECM vehicle harness connector has 70 terminals.
The signal wires for the coolant level sensor are
connected at J1/P1-54 (coolant level low) and at
J1/P1-49 (coolant level normal). The common wire for
the sensor is connected to the J1/P1 ECM connector
through terminal 5 (AP sensor/switch common).
Note: If both parameters are set and a sensor is not
installed, 111-02 diagnostic code will be logged.
187
Troubleshooting Section
Table 145
ECM Output for the 4-Pin Sensor
Engine coolant Engine coolant
Pin location
level normal level low
J1-49 5 VDC 0 VDC
J1-54 0 VDC 5 VDC
2-Wire Float Sensor
To use a 2-wire float sensor, the parameter “Coolant
Level Sensor” must be programmed to “2-wire float
sensor”. The sensor is connected to P1/J1-26 (sensor
input) and to P1/J1-5 (AP sensor/switch common).
The sensor will provide information to the ECM at
P1/J1-26 that will enable the ECM to determine if the
coolant level is normal, low, or extremely low.
If this parameter is set and a sensor is not installed,
111-02 diagnostic code will be logged.
“2-Pin Switch” (GMT-560)
The “2-pin switch” is a switch that is provided by the
OEM for the vehicle. The switch is also installed by
the OEM. This coolant level switch is available only
for the GMT-560 application.
The ECM detects closed contacts for a coolant level
that is present “2-pin switch” and open contacts when
a coolant level is not present. Terminals J1/P1-49
and J1/P1-3 are used for the “2-pin switch”.
Refer to OEM information for the proper
troubleshooting procedure for the “2-Pin Switch”.
Test Step 1. Use Caterpillar Electronic
Technician (ET) to Check for an Active
Coolant Level Sensor Fault
A. Connect Cat ET to the data link connector.
B. Turn the keyswitch to the ON position.
C. Access the active diagnostic screen on Cat ET.
D. Verify that a diagnostic code that is related to the
coolant level switch is active.
Expected Result:
Result 1 111-02 diagnostic code is active. This fault
indicates that a problem exists with the 4-pin sensor.
Ensure that the vehicle is equipped with a 4-pin
sensor.
Result 2 111-03 diagnostic code or 111-04 diagnostic
code is active. These faults indicate that a problem
exists with the 2-wire float sensor. Ensure that the
vehicle is equipped with a 2-wire float sensor.
188 SENR9517-19
Troubleshooting Section

Result 3 111-01, 111-11, or 111-14 diagnostic code

is active.

Results:

• Result 1 – Proceed to Test Step 2.

• Result 2 – Proceed to Test Step 8.
• Result 3
Repair: Refer to Troubleshooting, “111-01 Low
Coolant Level Warning”, Troubleshooting, “111-11
Very Low Coolant Level” or Troubleshooting,
“111-14 Low Coolant Level Warning” for the proper
troubleshooting procedure.

STOP.

Test Step 2. Inspect Electrical Connectors

and Wiring for the 4-Pin Sensor

g01118000
Illustration 47
This is a typical schematic for the 4-pin sensor.
The return wire may be connected to P1-3, P1-5, or P1-18.
SENR9517-19 189
Troubleshooting Section

C. Check the ECM connector (allen head screw)

for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.

D. Check the harness and wiring for abrasion and

pinch points from the sensor to the ECM.

Expected Result:

All connectors, pins and sockets are completely

coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion or of pinch points.

Results:

• OK – Proceed to Test Step 3.

• Not OK
Repair: Repair the connectors or wiring and/or
replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the
connectors are completely coupled.

Verify that the repair eliminates the problem. Clear

all diagnostic codes.

STOP.

Test Step 3. Disconnect the Coolant Level

g01153498 Sensor and Check the Supply Voltage
Illustration 48
(+5 VDC)
Pin locations on ECM connector
(P1-2) +5V supply A. Turn the keyswitch to the OFF position.
(P1-5) AP sensor/switch common
(P1-49) Coolant level normal
(P1-54) Coolant level low B. Disconnect the coolant level sensor from the
harness.
A. Thoroughly inspect J1/P1 ECM connector, the
connector for the extension harness for the C. Use a multimeter to measure the voltage at the
coolant level and the terminals for the coolant level harness connector from terminal C (+ 5 VDC) to
sensor in the connectors. The connector for the terminal B (AP sensor/switch common).
extension harness for the coolant level connects
the coolant level sensor to the vehicle harness in D. Turn the keyswitch to the ON position.
the engine compartment of some chassis. Refer to
Troubleshooting, “Electrical Connectors - Inspect” Expected Result:
for details.
The measured voltage is 5.0 ± 0.2 VDC.
B. Perform a 45 N (10 lb) pull test on each of the
wires in the ECM connector that are associated Results:
with the following connections:
• OK – Proceed to Test Step 4.
• P1-2 +5V supply
• Not OK – Proceed to Test Step 5.
• P1-5 AP sensor/switch common
• P1-49 Coolant level normal
• P1-54 Coolant level low
Refer to Illustration 48.
190 SENR9517-19
Troubleshooting Section

Test Step 4. Disconnect the Coolant Test Step 5. Disconnect the Terminal for
Level Sensor and Check the Coolant the Sensor Supply (+5 VDC) from the
Level Harness ECM Connector

g00651005
Illustration 49
Jumper wire

A. Turn the keyswitch to the OFF position.

B. Disconnect the coolant level sensor from the

harness. Illustration 50
g01118013

Breakout T
C. Use a jumper wire in order to connect terminal
D (coolant level normal) to terminal B (AP (2) +5V supply
(5) AP sensor/switch common
sensor/switch common) at the harness connector.

Refer to Illustration 49. A. Turn the keyswitch to the OFF position.

D. Turn the keyswitch to the ON position. B. Disconnect the J1/P1 ECM connector.

E. While the jumper wire is in place, access the status C. Install a breakout T between the J1 and the P1
screen that indicates the coolant level status. ECM connector.

F. Wait for 30 seconds. Read the status and record D. Turn the keyswitch to the ON position.
the status.
E. Measure the voltage at the breakout T from
Expected Result: terminal 2 to terminal 5.

The coolant level status indicates “LOW” with the Refer to Illustration 50.
jumper in place.
Expected Result:
Results:
The measured voltage is 5.0 ± 0.2 VDC.
• OK – Leave the jumper wire in place. If a breakout Results:
T is installed, leave the breakout T in place also.
Proceed to Test Step 6.
• OK – The problem is located in the harness wiring.
• Not OK – Proceed to Test Step 7. Repair: Repair the wiring or replace the wiring, as
required.

Verify that the repair eliminates the problem.

STOP.

• Not OK – The problem is on the ECM side.

SENR9517-19
Repair: Temporarily connect a test ECM. Ensure
that the “Coolant Level Sensor” is programmed
to match the old ECM. Check the test ECM by
measuring the voltage at the breakout T from
terminal 2 to terminal 5 again. If the problem is
resolved with the test ECM, reconnect the suspect
ECM. If the problem returns with the suspect ECM,
replace the ECM.
STOP.
Test Step 6. Check the Wire Harness for
the Coolant Level Low
g00651008
Illustration 51
Jumper wires
A. Turn the keyswitch to the OFF position.
B. Use two jumper wires to connect terminal A
(coolant level low) and terminal D (coolant level
normal) to terminal B (sensor common) at the
harness connector.
Refer to Illustration 51.
C. Turn the keyswitch to the ON position.
D. While the jumper wires are in place, access the
active diagnostic code screen on Cat ET.
E. Verify that 111-02 diagnostic code is active.
Note: Wait for 30 seconds for the activation of the
diagnostic code.
Expected Result:
111-02 diagnostic code is active while the jumper
wires are in place.
Results:
• OK – The harness and the ECM are working
correctly.
Repair: Remove the jumpers. Replace the sensor
and ensure that 111-02 diagnostic code disappears
with the new sensor.
191
Troubleshooting Section
Verify that the repair eliminates the problem. Clear
all diagnostic codes.
STOP.
• Not OK – Proceed to Test Step 7.
Test Step 7. Check the ECM
g01118015
Illustration 52
Breakout T
(5) AP sensor/switch common
(18) Input sensor common 1
(49) Coolant level normal
(54) Coolant level low
A. Turn the keyswitch to the OFF position.
B. Fabricate two jumper wires 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of each wire.
C. Turn the keyswitch to the ON position.
D. Observe the coolant level sensor status on Cat
ET. Install the jumper into the breakout T in order
to connect terminal 49 (coolant level normal) to
terminal 5 (AP sensor/switch common).
E. Monitor the coolant level sensor status while the
jumper is being inserted and removed. Wait for 30
seconds between the insertion of the jumper and
the removal of the jumper. Waiting for 30 seconds
allows the ECM to acknowledge the change. While
the jumper remains in place, a 111-01 diagnostic
code should be active.
F. Record the result.
G. Leave the jumper installed in the breakout T.
H. Install a jumper wire from 54 coolant level low to
18 input sensor common 1 of the breakout T.
192 SENR9517-19
Troubleshooting Section

I. While both jumper wires are in place, access the

active diagnostic code screen. Verify that 111-02
diagnostic code is active.

Wait for 30 seconds for the activation of the

diagnostic code.

Refer to Illustration 52.

Expected Result:

The coolant level sensor status behaves in the

following manner:

• The Coolant Level Sensor Status indicates “OK”

before the jumper wire is installed between terminal
49 and terminal 5. 111-02 diagnostic code may be
active.

• The coolant level sensor status changes to “LOW”

after the jumper wire is installed between terminal
49 and terminal 5. Also, the diagnostic code 111-01
is active.

111-02 diagnostic code is active when both jumper

wires are installed.

Results:

• OK – The ECM is functioning properly.

Repair: Repair the harness or replace the harness,
as required.

Verify that the repair eliminates the problem. Clear

all diagnostic codes.

STOP.

• Not OK
Repair: Temporarily connect a test ECM. Ensure
that the “Coolant Level Sensor” is programmed to
match the old ECM. If the problem is resolved with
the test ECM, reconnect the suspect ECM. If the
problem returns with the suspect ECM, replace the
ECM.

STOP.

Test Step 8. Inspect Electrical Connectors

and Wiring for the 2-Wire Float Sensor

g00882602
Illustration 53
This is a typical schematic for the 2-wire float sensor.
The return wire may be connected to P1-3, P1-5, or P1-18.
SENR9517-19
g01153501
Illustration 54
Pin locations on ECM connector
(P1-5) AP sensor/switch common
(P1-26) Coolant level input
A. Thoroughly inspect the J1/P1 ECM connector,
the connector for the coolant level sensor and
the terminals for the coolant level sensor in the
connectors. Refer to Troubleshooting, “Electrical
Connectors - Inspect” for details.
B. Perform a 45 N (10 lb) pull test on each of the
wires in the ECM connector that are associated
with the following connections:
• P1-26 coolant level input
• P1-5 AP sensor/switch common
Refer to Illustration 54.
C. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
D. Check the harness and wiring for abrasion and
pinch points from the sensor to the ECM.
193
Troubleshooting Section
Expected Result:
All connectors, pins and sockets are completely
coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion or of pinch points.
Results:
• OK – Proceed to Test Step 9.
• Not OK
Repair: Repair the connectors or wiring and/or
replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the
connectors are completely coupled.
Verify that the repair eliminates the problem. Clear
all diagnostic codes.
STOP.
Test Step 9. Disconnect the Coolant Level
Sensor and Check the Supply Voltage
(+5 VDC)
A. Turn the keyswitch to the OFF position.
B. Disconnect the coolant level sensor from the
harness.
C. Use a multimeter to measure the voltage at the
harness connector.
D. Turn the keyswitch to the ON position.
Expected Result:
The measured voltage is 5.0 ± 0.2 VDC.
Results:
• OK – The correct voltage is reaching the sensor.
Repair: Replace the sensor.
STOP.
• Not OK – Proceed to Test Step 10.
194 SENR9517-19
Troubleshooting Section

Test Step 10. Disconnect the Terminal for
the Sensor Supply (+5 VDC) From the
ECM Connector
Repair: Temporarily connect a test ECM. Ensure
that the “Coolant Level Sensor” is programmed
to match the old ECM. Check the test ECM by
measuring the voltage at the breakout T from
terminal 26 to terminal 5 again. If the problem is
resolved with the test ECM, reconnect the suspect
ECM. If the problem returns with the suspect ECM,
replace the ECM.

STOP.

i02375350

Cooling Fan Circuit and A/C

Compressor Clutch Circuit -
Test
SMCS Code: 1356-038; 1802-038-CL

System Operation Description:

Use this procedure under the following situation:

g01118029
Illustration 55 Use this procedure to determine if the circuit for the
Breakout T clutch for the A/C compressor is operating correctly.
(5) AP sensor/switch common This circuit can be connected to J1/P1-41 input 11
(26) Coolant level input or to J1/P1-62 input 12.

A. Turn the keyswitch to the OFF position.
B. Disconnect the J1/P1 ECM connector.
C. Install a breakout T between the J1 and P1 ECM
connector.
D. Turn the keyswitch to the ON position.
E. Measure the voltage at the breakout T from
terminal 26 to terminal 5.
Refer to Illustration 55.
Expected Result:
Note: Not all vehicle manufacturers, or all trucks for
a manufacturer use the Caterpillar cooling fan circuit.
Prior to troubleshooting, determine if the vehicle is
using the Engine Control Module (ECM) to control
the cooling fan circuit. If the cooling fan on the vehicle
is not wired to the ECM then the ECM is not being
used for fan control.
Check the following items in order to determine if a
vehicle is using the ECM cooling fan circuit:
• The “Fan Control Type” parameter must be
programmed to “On/Off” or to one of the options for
variable speed. The Caterpillar factory default is
“None”.

The measured voltage is 5.0 ± 0.2 VDC.
Results:
• OK – The problem is located in the harness wiring.
Repair: Repair the wiring or replace the wiring, as
required.
Verify that the repair eliminates the problem.
STOP.
• Not OK – The problem is on the ECM side.
• “A/C Fan On Time” is programmed between 1
second and 600 seconds.
• A wire is present in the ECM vehicle harness
connector J1/P1 (terminal 11) which is output 5
(cooling fan solenoid).
• Perform the special test for the “On/Off Cooling
Fan”. Access each menu in the order that follows:
“Diagnostics”, “Diagnostic Tests”, and “Special
Test”. Activating and then deactivating the circuit
should cause the solenoid to click if the circuit is
working properly.
The following background information is related
to this procedure:
SENR9517-19
Cooling fan
The signal for the cooling fan is provided by the ECM
in order to control the cooling fan. An input from one
of the following items may cause the fan to turn ON:
• Clutch for the A/C compressor
• Engine coolant temperature sensor
• Air inlet temperature sensor
• Exhaust brake
• PTO on/off switch
• OEM installed A/C high pressure switch
• Manual fan override switch
• Transmission
Note: If “Fan Control Type” is programmed to
“On/Off” or to “Variable Speed Fan Option S”
the transmission may cause the fan to turn ON
via the J1939 Data Link. The transmission will
turn the cooling fan ON if the temperature of the
transmission oil is too hot.
The output for the cooling fan is intended to connect
directly to the circuit for the cooling fan solenoid.
Program the “Fan Control Type” parameter to
“ON/OFF”. The fan will be off when the ECM output
is ON (energized). When the ECM activates the fan,
the fan will remain on for a minimum of 30 seconds
except for the following conditions:
• Engine start-up
• Engine shutdown
• The “A/C Pressure Switch Fan On Time” is
programmed to less than 30 seconds.
During engine start-up, the ECM will keep the fan
on for two seconds after the engine has reached the
programmed low idle (700 to 800 rpm). The fan will
remain on if conditions that require the operation of
the fan are present. The fan will be on continuously if
the electrical circuit to the cooling fan solenoid has an
open circuit or if the circuit for the ECM cooling fan
relay has an open circuit.
Note: If “Fan Control Type” is programmed to
“On/Off” or to “Variable Speed Fan Option S”
the transmission may cause the fan to turn ON
via the J1939 Data Link. The transmission will
turn the cooling fan ON if the temperature of the
transmission oil is too hot.
Note: The ECM will turn off the cooling fan for ten
seconds during engine shutdown.
195
Troubleshooting Section
Cooling fan Off conditions
The cooling fan will be turned off by the ECM if engine
rpm exceeds 2800 rpm or when all the following
circumstances are met:
• The coolant temperature is less than 92 °C
(198 °F).
• The fan has been on for at least 30 seconds.
• The inlet manifold air temperature is less than
66 °C (151 °F).
• The strategy for the exhaust brake is not active
and the “Fan with Exhaust Brake ON” parameter is
programmed to “YES”.
• The A/C high pressure switch is not active.
• The PTO on/off switch is in the OFF position and
the “PTO Activates Cooling Fan” parameter is
programmed to “Continious”.
• The clutch for the A/C compressor is not active.
• The manual fan override switch is off.
The fan turns off when the ignition key switch is
turned to the off/reset position.
The cooling fan will be turned off by the ECM for ten
seconds if any of the following conditions occur: after
the engine has reached low idle:
• The ignition key switch is turned to the OFF/RESET
position.
• Idle shutdown time expires.
• PTO shutdown time expires.
• The engine stalls.
After the ten second delay expires, output 5 will turn
off allowing the cooling fan to turn on and the ECM
will reset. If the engine reacheszero rpm before the
ten second delay, a one second delay will follow
before output 5 will turn off and the ECM will be reset.
The cooling fan control can be operated
independently of the ECM.
Operation of the cooling fan control can be controlled
independently of the ECM. The OEM installed air
conditioning high pressure switch may be used for
independent cooling fan control. A cab mounted
override switch in the solenoid circuit can also
operate the cooling fan.
196 SENR9517-19
Troubleshooting Section

g00840480
Illustration 56
This is a typical cooling fan circuit.
The return wire may be connected to P1-3, P1-5, or P1-18.
SENR9517-19 197
Troubleshooting Section

Table 146
The following conditions will turn the fan ON for Illustration 56.
Circuit Condition that will turn the fan ON
Coolant temperature sensor The coolant temperature is greater than 96 °C (205 °F).
A diagnostic code for the coolant temperature sensor is
active.
Transmission If “Fan Control Type” is programmed to “On/Off” or to
“Variable Speed Fan Option S” the transmission may cause
the fan to turn ON via the J1939 Data Link. The transmission
will turn the cooling fan ON if the temperature of the
transmission oil is too hot.
Exhaust brake The “Fan with Exhaust Brake ON” parameter is programmed
to “YES”.
The exhaust brake is on at least two seconds.
OEM installed A/C high pressure switch The “A/C Switch Fan On-Time” is programmed to a value
above zero.
The switch circuit is open or on.
The external timer is counting or the timer in the ECM is
counting.
OEM installed circuit for the clutch for the A/C compressor The “A/C Fan Request” is programmed to “J1/P1:41” or to
“J1/P162”.
The clutch for the A/C compressor is engaged.
The engine rpm is less than 2750 rpm. The engine is cranking. The engine has been running two
seconds. The ignition key switch is in the ON position but
the engine is OFF.
Air inlet temperature sensor The temperature in the air inlet manifold is greater than 87 °C
(189 °F).
The temperature in the air inlet manifold is greater than 72 °C
(162 °F) while the boost pressure is greater than 70 kPa
(10 psi).
OEM installed manual fan override switch There is an open circuit in the switch or the switch is ON.
OEM installed cooling fan air solenoid valve Open solenoid circuit
Circuit breaker for the cooling fan Tripped breaker or open circuit
Dedicated PTO on/off switch The “PTO Configuration” is programmed.
The “PTO Activates Cooling Fan” is programmed.
There is a short circuit in the switch or the switch is on.
198
Troubleshooting Section
Test Step 1. Inspect Electrical Connectors
and Wiring
g01150950
Illustration 57
Pin locations on ECM connector
(P1-5) AP sensor/switch common
(P1-11) Output 5
(P1-39) Input 11
(P1-62) Input 12
A. Thoroughly inspect the ECM vehicle harness
connector J1/P1, the connector for the clutch
for the A/C compressor, the connections to the
cooling fan solenoid, and the firewall bulkhead
connectors. Refer to Troubleshooting, “Electrical
Connectors - Inspect” for details.
B. Perform a 45 N (10 lb) pull test on each of the
wires in the ECM connector that are associated
with the following connections:
• Cooling fan
• Circuit for the clutch for the A/C compressor
C. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
D. Check the harness and the wiring for abrasion and
for pinch points from the battery to the ECM. Then,
check from the ignition key switch to the ECM.
SENR9517-19
E. Ensure that the cooling fan on the vehicle is wired
to the ECM. Check for wires that are connected to
terminal 11 (output 5), terminal 62 (input 12) or
terminal 41 (input 11).
Refer to Illustration 57 for terminal locations for
the ECM.
Expected Result:
All connectors, pins, and sockets are completely
coupled and/or inserted, and the harness and wiring
are free of corrosion, of abrasions or of pinch points.
Results:
• OK – The wiring appears to be OK. Proceed to
Test Step 2.
• Not OK – There is a problem with the wiring.
Repair: Repair the wiring or replace the wiring, if
necessary. Repair the connectors or replace the
connectors, if necessary. Ensure that all of the
seals are in the proper place. Ensure that all of the
connectors are connected properly.
Verify that the repair eliminates the problem.
STOP.
Test Step 2. Check the Programming of
the “Fan Control Type” Parameter
A. Connect Caterpillar Electronic Technician (ET) to
the data link connector.
B. Turn the ignition key switch to the ON position.
C. Check the “Fan Control Type” parameter. Ensure
that the parameter is programmed to“On-Off”,
if the ECM is used to control the fan. If the
parameter is programmed to “None” and the ECM
is connected to the fan, then the fan will always
be ON.
Expected Result:
The “Fan Control Type” parameter is programmed to
match the vehicle wiring. This is determined in the
previous step.
Results:
• Yes – Proceed to Test Step 3.
• No – Program the “Fan Control Type” to the correct
setting and then recheck the system. If conditions
are not resolved, then proceed to Test Step 3.
SENR9517-19 199
Troubleshooting Section

Test Step 3. Use Cat ET to Verify that the
Parameters are Correctly Programmed
A. Verify that Cat ET is connected to the data link
connector.
B. Verify that the ignition key switch is in the ON
position.
C. View the following customer specified parameters.
• “Fan Control Type”
• “A/C Fan Request”
• “A/C Switch Fan On-Time”
Ensure that the “A/C Fan Request” parameter
is programmed to “J1/P1:41” or to “J1/P1:62”.
If the “A/C Fan Request” is not programmed to
“J1/P1:41” or to “J1/P1:62”, the clutch for the A/C
compressor will not turn on the fan.
Ensure that the “A/C Switch Fan On-Time”
parameter is programmed to a value that is
between “0” and “600”. If this parameter is
programmed to “0”, Input #11 is not used.
• 110-04 Coolant temperature voltage low (27)
Record any logged diagnostic codes. Record any
active diagnostic codes.
Expected Result:
None of the diagnostic codes that are listed are
logged or active.
Results:
• OK – Proceed to Test Step 5.
• NO OK – Diagnostic Code 110-00, or 110-11 is
logged or active. The cooling fan is ON because of
a high coolant temperature.
Repair: Perform either of the following diagnostic
procedures: Troubleshooting, “0110-00”
Troubleshooting, “0110-11”
STOP.
• Not OK – Diagnostic Code 110-03 or 110-04 is
logged or active. The cooling fan is ON because of
a coolant temperature sensor fault.

Note: If the “Fan Control Type” parameter indicates
“None”, then the cooling fan driver is not used.
Expected Result:
All three parameters are programmed correctly.
Repair: Perform the following diagnostic
procedure: Troubleshooting, “Engine Temperature
Sensor Open or Short Circuit - Test”
STOP.

Results:

• Yes – The parameters are programmed correctly.

Proceed to Test Step 4.

• No – Change the parameters to the correct

settings. Proceed to Test Step 4.

Test Step 4. Use Cat ET to Check Active

Codes or Logged Codes
A. Verify that Cat ET is connected to the data link
connector.

B. Verify that the ignition key switch is in the ON

position.

C. Access the logged diagnostic codes and the active

diagnostic codes on Cat ET.

D. Check for the following diagnostic codes.

• 110-00 High coolant temperature warning (61)

• 110-11 Very high coolant temperatue (61)
• 110-03 Coolant temperature voltage high (27)
200
Troubleshooting Section
Test Step 5. Check the A/C Compressor
Clutch Switch.
Illustration 58
g01150956
Pin locations on ECM connector
(P1-5) AP sensor/switch common
(P1-11) Output 5
(P1-39) Input 11
(P1-62) Input 12
(P1-67) - Battery
A. Turn the ignition key switch to the OFF/RESET
position.
B. If the A/C compressor clutch switch is connected
to P1-41 Input 11, use the following steps to check
the switch circuit.
a. Disconnect the wires at terminals P1-41 and
P1-5.
b. Connect a multimeter and measure the
resistance between the two terminals of the
A/C compressor clutch switch. The clutch for
the A/C compressor must be engaged in order
to check the resistance.
c. The resistance should measure ten Ohms or
less.
C. If the A/C compressor clutch switch is connected
to P1-62 (Input 12), use the following steps to
check the switch circuit.
a. Disconnect the wire at terminal P1-62 (Input
12).
b. Connect a voltage test lamp between the wire
that was removed from terminal P1-62 and
terminal 67 (- Battery).
SENR9517-19
c. Turn the ignition key switch to the ON position.
The clutch for the A/C compressor must be
engaged in order to check the A/C compressor
clutch switch.
d. The test lamp should illuminate when the clutch
is engaged.
Expected Result:
The circuit behaved in the manner that was described
in the instructions above.
Results:
• Yes – The A/C compressor clutch switch and the
wiring are electrically OK. Proceed to Test Step 6.
• No – The A/C compressor clutch switch and the
wiring are not electrically OK.
Repair: Replace the A/C compressor clutch switch
and/or the related wiring. Verify that the problem
is resolved.
STOP.
Test Step 6. Use Cat ET to Check Inlet
Manifold Air Temperature and the Coolant
Temperature
A. Verify that Cat ET is connected to the data link
connector.
B. Start the engine.
C. Access the status screen on Cat ET. Locate the
“Coolant Temperature” and the “Inlet Manifold Air
Temperature” status screen. Monitor the status
screen for a few minutes in order to verify that the
temperatures are changing as the engine warms
up.
Expected Result:
The “Coolant Temperature” and the “Inlet Manifold
Air Temperature” appear to have the correct reading.
Results:
• Yes – The “Coolant Temperature” and the “Inlet
Manifold Air Temperature” appear to have the
correct reading. Proceed to Test Step 7.
• No – The “Coolant Temperature” or the “Inlet
Manifold Air Temperature” appear to be incorrect.
SENR9517-19 201
Troubleshooting Section

Repair: Temporarily connect another sensor. Test Test Step 8. Use the “Cooling Fan
the new sensor by checking “Inlet Manifold Air Solenoid Special Test” on Cat ET to
Temperature” and “Coolant Temperature” again. If Check the ECM
the problem is resolved with the new sensor, then
reconnect the old sensor in order to verify that
the problem returns. If the problem returns, then
replace the old sensor.

Verify that the repair eliminates the problem.

STOP.

Test Step 7. Use the “Cooling Fan

Solenoid Special Test” on Cat ET to
Check the Circuit
A. Verify that Cat ET is connected to the data link
connector.

B. Verify that the ignition key switch is in the ON

position.

C. Access the “Cooling Fan Solenoid Special Test”

on Cat ET. Access each menu in the order that
follows: Illustration 59
g01150957

Pin locations on ECM connector

• Diagnostics
(P1-11) Output 5
(P1-69) - Battery
• Diagnostic tests (P1-67) - Battery
(P1-65) - Battery
• Special test (P1-63) - Battery

Note: If any override switches are installed, the A. Turn the ignition key switch to the OFF/RESET
switch must be in the OFF position. position.

D. Cycle the test to the ON position and to the OFF
position. Listen for the solenoid to click. You may
need to be near the engine in order to hear the
click of the solenoid.
Expected Result:
An audible clicking is heard, and the solenoid
appears to be operating properly.
Results:
• Yes – The cooling fan circuit from the ECM to the
solenoid is functioning properly.
B. Disconnect the ECM vehicle harness connector
J1/P1.
C. Remove terminal 11 (Output 5) from the vehicle
harness connector P1.
D. Connect a breakout T to the ECM connector J1
and vehicle harness connector P1.
E. Connect a voltage test lamp between terminal 11
(Output 5) and terminal 63 (-Batt) of the breakout
T.
Refer to Illustration 59.

Repair: If a problem still exists, then the problem is
in the wiring that was installed by the OEM. Repair
the problem or send the vehicle to the OEM dealer
for repair.
Verify that the repair eliminates the problem.
STOP.
• No – The cooling fan circuit from the ECM to the
solenoid is not functioning properly. Proceed to
Test Step 8.
F. Turn the ignition key switch to the ON position.
G. Access the “Cooling Fan” test on Cat ET.
Start the “Cooling Fan” test and stop the “Cooling
Fan” test. At the same time, watch the voltage
test lamp.
Note: Perform the same test procedure with terminals
65, 67, and 69 (-Battery).
Note: A multimeter cannot be used in place of the
voltage test lamp when the ECM output is tested.
202
Troubleshooting Section
Expected Result:
The voltage test lamp turns on when the test is
active. The voltage test lamp turns off when the test
is not active.
Results:
• Yes – The output for the ECM cooling fan relay
is functioning properly.
Repair: If a problem still exists, then the problem is
in the wiring that was installed by the OEM. Repair
the problem or send the vehicle to the OEM dealer
for repair.
Verify that the repair eliminates the problem.
STOP.
• No – The output for the ECM cooling fan relay is
not functioning properly.
Repair: Temporarily connect a test ECM. Use the
special test on Cat ET to check the ECM cooling
fan circuit. If the problem is resolved with the test
ECM, install the suspect ECM. If the problem
returns with the suspect ECM, replace the ECM.
Verify that the repair eliminates the problem.
STOP.
i02375358
Cooling Fan Circuit and A/C
High Pressure Switch Circuit
- Test
SMCS Code: 1356-038; 1435-038-PX
System Operation Description:
Use this procedure under the following situation:
The cooling fan J1/P1-11(Output 5) or the A/C high
pressure switch J1/P1-41(Input 11) is suspected of
incorrect operation.
Note: Not all vehicle manufacturers, or all trucks for
a manufacturer use the Caterpillar cooling fan circuit.
Prior to troubleshooting, determine if the vehicle is
using the Engine Control Module (ECM) to control
the cooling fan circuit. If the ECM is not wired to
the cooling fan on the vehicle and/or the A/C high
pressure switch, then the ECM is not being used for
fan control.
Check the following items in order to determine if a
vehicle is using the ECM cooling fan circuit:
SENR9517-19
• The “Fan Control Type” parameter must be
programmed to “On/Off”, to“On/Off PWM”, to
“On/Off DC” or to “Variable Speed Fan Option S”.
The Caterpillar factory default is None.
• “A/C Fan On Time” is programmed between 1
second and 600 seconds.
• A wire is present in J1/P1-11 Output 5 for the ECM
vehicle harness connector. This occurs if an On/Off
type of fan is used.
• Perform the Special Test for the “On/Off Cooling
Fan”. Access each menu in the order that follows:
“Diagnostics”, “Diagnostic Tests”, and “Special
Test”. Activating and then deactivating the circuit
should cause the air solenoid to click if the circuit is
working 7properly.
The following background information is related
to this procedure:
Cooling fan
The signal for the cooling fan is provided by the ECM
in order to control the cooling fan. An input from one
of the following items may cause the fan to turn ON:
• Engine coolant temperature sensor
• Air inlet temperature sensor
• Exhaust brake
• PTO on/off switch
• OEM installed A/C high pressure switch
• Manual fan override switch
• Transmission
Note: If “Fan Control Type” is programmed to
“On/Off” or to “Variable Speed Fan Option S”
the transmission may cause the fan to turn ON
via the J1939 Data Link. The transmission will
cause the fan to turn ON if the temperature of the
transmission oil is too hot..
A control unit for the A/C may be connected to the
A/C high pressure switch J1/P1-41 (Input 11) instead
of to a switch.
The output for the cooling fan is intended to connect
directly to the circuit for the cooling fan solenoid.
Program the “Fan Control Type” parameter to
“ON/OFF”. The fan will be off when the ECM output
is ON (energized). When the ECM activates the fan,
the fan will remain on for a minimum of 30 seconds
except for the following conditions:
• Engine start-up
SENR9517-19
• Engine shutdown
• The “A/C Pressure Switch Fan On Time” is
programmed to less than 30 seconds.
During engine start-up, the ECM will keep the fan
ON for two seconds after the engine has reached
the programmed low idle (700 to 800 rpm). The fan
will be ON continuously if the electrical circuit to the
cooling fan air solenoid valve has an open circuit or if
the ECM fan relay circuit is opened.
Note: If “Fan Control Type” is programmed to
“On/Off” or to “Variable Speed Fan Option S”
the transmission may cause the fan to turn ON
via the J1939 Data Link. The transmission will
turn the cooling fan ON if the temperature of the
transmission oil is too hot.
Note: The ECM will turn the cooling fan OFF for ten
seconds during engine shutdown.
Cooling fan OFF conditions
The cooling fan will be turned OFF by the ECM
if engine rpm exceeds 2800 rpm or when all the
following circumstances are met:
• The coolant temperature is less than 92 °C
(198 °F).
• The fan has been ON for at least 30 seconds.
• The inlet manifold air temperature is less than
66 °C (150 °F).
• The strategy for the exhaust brake is not active
and the “Fan with Exhaust Brake ON” parameter is
programmed to “YES”.
• The A/C high pressure switch is not active.
• The PTO on/off switch is in the OFF position and
the “PTO Activates Cooling Fan” parameter is
programmed to “Continious”.
• The manual fan override switch is OFF.
A/C high pressure switch input connected to A/C
control unit.
A control unit for the A/C that is supplied by the OEM
may be used. The control unit for the A/C determines
when the cooling fan should operate. This is based
on the following input information:
• A/C high pressure switch
• Low pressure switch
• Evaporator thermostat
203
Troubleshooting Section
The output for the fan for the control unit to the A/C is
designed to interface with the ECM. The output for
the fan may be connected to the input for the A/C high
pressure switch. The input for the A/C high pressure
switch is J1/P1-41 of the ECM connector. The fan is
in the ON position when the A/C high pressure switch
is in the OPEN position. This type of control has a
time delay. Typically, the “A/C Switch Fan On-Time”
is programmed to one second since the control unit
for the A/C provides an additional time delay.
The fan turns off when the ignition key switch is
placed in the off/reset position.
The cooling fan will be turned OFF by the ECM for
ten seconds if any of the following conditions occur:
after the engine has reached low idle:
• The ignition key switch is placed in the OFF/RESET
position.
• Idle shutdown time expires.
• PTO shutdown time expires.
• The engine stalls.
After the ten second delay expires, J1/P1-11 (Output
5) will turn OFF. This allows the cooling fan to turn
ON and the ECM will reset. If the engine reaches
zero rpm before the ten second delay, a one second
delay will follow before J1/P1-11 (Output 5) will turn
OFF and the ECM will be reset.
The cooling fan control can be operated
independently of the ECM.
Operation of the cooling fan control can be controlled
independently of the ECM. The OEM installed air
conditioning high pressure switch may be used for
independent cooling fan control. A cab mounted
override switch in the solenoid circuit can also
operate the cooling fan.
Troubleshooting
Before troubleshooting the cooling fan circuit,
determine the type of fan drive system that is used.
The fan drive can use the following controls in order
to control the fan:
• Normally open with a pneumatic air solenoid
• Normally closed with a pneumatic air solenoid
• Normally open with an electrically controlled
solenoid
• Normally closed with an electrically controlled
solenoid
The following OEM installed components may affect
the operation of the cooling fan in some applications:
204 SENR9517-19
Troubleshooting Section

• The transmission will turn the cooling fan ON if the

temperature of the transmission oil is too hot.

• OEM installed, normally open relay

• The a/c high pressure switch is connected to the
ECM or the a/c high pressure switch is independent
of the ECM.

• Cab mounted manual override switch

• A timer that keeps the fan in the ON position
• Cooling fan air solenoid valve
Note: If “Fan Control Type” is programmed to
“On/Off” or to “Variable Speed Fan Option S”
the transmission may cause the fan to turn ON
via the J1939 Data Link. The transmission will
turn the cooling fan ON if the temperature of the
transmission oil is too hot.

g01185723
Illustration 60
This schematic represents the on/off fan with a direct solenoid connection to the ECM and the A/C pressure switch connected to the ECM input.
The return wire may be connected to P1-3, P1-5, or P1-18.
SENR9517-19 205
Troubleshooting Section

Table 147
The following conditions will turn the fan ON for Illustration 60.
Circuit Condition that will turn the fan ON
Coolant temperature sensor The coolant temperature is greater than 96 °C (205 °F).
A diagnostic code for the coolant temperature sensor is
active.
Exhaust brake The “Fan with Exhaust Brake ON” parameter is programmed
to “YES”.
The exhaust brake is on at least two seconds.
OEM installed A/C high pressure switch The “A/C Switch Fan On-Time” is programmed to a value
above zero.
The switch circuit is open or on.
The external timer is counting or the ECM timer is counting.
The engine rpm is less than 2750 rpm. The engine is cranking. The engine has been running for
at least two seconds. The ignition key switch is in the ON
position but the engine OFF.
Air inlet temperature sensor The temperature in the air inlet manifold is greater than 87 °C
(189 °F).
The temperature in the air inlet manifold is greater than 72 °C
(162 °F) while the boost pressure is greater than 70 kPa
(10 psi).
OEM installed manual fan override switch There is an open circuit in the switch or the switch is ON.
OEM installed cooling fan air solenoid valve Open solenoid circuit
Circuit breaker for the cooling fan Tripped breaker or open circuit
Dedicated PTO on/off switch The “PTO Configuration” is programmed.
The “PTO Activates Cooling Fan” is programmed.
There is a short circuit in the switch or the switch is on.

g01185724
Illustration 61
This schematic represents an on/off fan with a direct solenoid connection to the ECM and the A/C high pressure switch is not connected to
the ECM input.
206 SENR9517-19
Troubleshooting Section

Table 148
The following conditions will turn the fan ON for Illustration 61.
Circuit Condition that will turn the fan ON
Coolant temperature sensor The coolant temperature is greater than 96 °C (205 °F).
A diagnostic code for the coolant temperature sensor is
active.
Exhaust brake The “Fan with Exhaust Brake ON” parameter is programmed
to “YES”.
The exhaust brake is on at least two seconds.
OEM installed A/C high pressure switch The switch circuit is open or ON.
The engine rpm is less than 2750 rpm. The engine is cranking. The engine has been running for
two seconds or the ignition key switch is in the ON position
and the engine off.

Air inlet temperature sensor The temperature in the air inlet manifold is greater than 87 °C
(189 °F).
The temperature in the air inlet manifold is greater than 72 °C
(162 °F) while the boost pressure is greater than 70 kPa
(10 psi).
OEM installed cooling fan air solenoid valve Open solenoid circuit
Circuit breaker for the cooling fan Tripped breaker or open circuit
Dedicated PTO on/off switch The “PTO Configuration” is programmed.
The “PTO Activates Cooling Fan” is programmed.
There is a short circuit in the switch or the switch is ON.

g01185725
Illustration 62
This schematic represents the on/off fan with a direct solenoid connection to the ECM and the control unit for the A/C connected to the
ECM input.
SENR9517-19 207
Troubleshooting Section

Table 149
The following conditions will turn the fan ON for Illustration 62.
Circuit Condition that will turn the fan ON
Coolant temperature sensor The coolant temperature is greater than 96 °C (205 °F).
A diagnostic code for the coolant temperature sensor is
active.
Exhaust brake The “Fan with Exhaust Brake ON” parameter is programmed
to “YES”.
The exhaust brake is on at least two seconds.
OEM installed A/C control unit The “A/C Switch Fan On-Time” parameter is programmed to
a value above zero seconds.
The A/C control unit circuit is open.
The external timer is counting or the ECM timer is counting.
The engine rpm is greater than 2750 rpm. The engine is cranking. The engine has been running two
seconds or the ignition key switch is in the ON position and
the engine off.
Air inlet temperature sensor The temperature in the air inlet manifold is greater than 87 °C
(189 °F).
The temperature in the air inlet manifold is greater than 72 °C
(162 °F) while the boost pressure is greater than 70 kPa
(10 psi).
OEM installed manual fan override switch There is an open circuit in the switch or the switch is on.
OEM installed cooling fan air solenoid valve Open solenoid circuit
Circuit breaker for the cooling fan Tripped breaker or open circuit
Dedicated PTO on/off switch The “PTO Configuration” is programmed.
The “PTO Activates Cooling Fan” is programmed.
There is a short circuit in the switch or the switch is on.

g01185726
Illustration 63
This schematic represents the on/off fan with a normally closed relay and the A/C high pressure switch that is not connected to the ECM input.
208 SENR9517-19
Troubleshooting Section

Table 150
The following conditions will turn the fan ON for Illustration 63.
Circuit Condition that will turn the fan ON
Coolant temperature sensor The coolant temperature is greater than 96 °C (205 °F).
A diagnostic code for the coolant temperature sensor is
active.
Exhaust brake The “Fan with Exhaust Brake ON” parameter is programmed
to “YES”.
The exhaust brake is on at least two seconds.
OEM installed A/C high pressure switch The circuit for the switch is closed or the switch is on.
The engine rpm is less than 2750 rpm. The engine is cranking. The engine has been running two
seconds or the ignition key switch is in the ON position and
the engine off.
Air inlet temperature sensor The temperature in the air inlet manifold is greater than 87 °C
(189 °F).
The temperature in the air inlet manifold is greater than 72 °C
(162 °F) while the boost pressure is greater than 70 kPa
(10 psi).
OEM installed cooling fan air solenoid valve The solenoid is energized.
OEM installed cooling fan relay There is an open circuit on the coil side of the relay.
Dedicated PTO on/off switch The “PTO Configuration” is programmed.
The “PTO Activates Cooling Fan” is programmed.
There is a short circuit in the switch or the switch is ON.

g00845731
Illustration 64
This schematic represents the on/off fan with a normally open relay connection and an A/C high pressure switch connected to the ECM input.
The return wire may be connected to P1-3, P1-5, or P1-18.
SENR9517-19 209
Troubleshooting Section

Table 151
The following conditions will turn the fan ON for Illustration 64.
Circuit Condition that will turn the fan ON
Coolant temperature sensor The coolant temperature is greater than 96 °C (205 °F).
A diagnostic code for the coolant temperature sensor is
active.
Exhaust brake The “Fan with Exhaust Brake ON” parameter is programmed
to “YES”.
The exhaust brake is on at least two seconds.
OEM installed A/C high pressure switch The “A/C Switch Fan On-Time” parameter is programmed to
a value above zero seconds.
The switch circuit is open or the switch is on.
The external timer is counting or the ECM timer is counting.
The engine rpm is less than 2750 rpm. The engine is cranking. The engine has been running two
seconds or the ignition key switch is in the ON position and
the engine OFF.

Air inlet temperature sensor The temperature in the air inlet manifold is greater than 87 °C
(189 °F).
The temperature in the air inlet manifold is greater than 72 °C
(162 °F) while the boost pressure is greater than 70 kPa
(10 psi).
OEM installed cooling fan relay Open circuit in either coil or contact side of relay
OEM installed cooling fan air solenoid valve Open solenoid circuit
Circuit breaker for the cooling fan Tripped breaker or open circuit
Dedicated PTO on/off switch The “PTO Configuration” is programmed.
The “PTO Activates Cooling Fan” is programmed.
There is a short circuit in the switch or the switch is on.

g00845732
Illustration 65
This schematic represents the on/off fan with a normally open relay connection and an A/C high pressure switch connected between the
solenoid and the relay.
210 SENR9517-19
Troubleshooting Section

Table 152
The following conditions will turn the fan ON for Illustration 65.
Circuit Condition that will turn the fan ON
Coolant temperature sensor The coolant temperature is greater than 96 °C (205 °F).
A diagnostic code for the coolant temperature sensor is
active.
Exhaust brake The “Fan with Exhaust Brake ON” parameter is programmed
to “YES”.
The exhaust brake is on at least two seconds.
OEM installed A/C high pressure switch The switch circuit is open or the switch is ON.
The engine rpm is less than 2750 rpm. The engine is cranking. The engine has been running two
seconds or the ignition key switch is in the ON position and
the engine OFF.
Air inlet temperature sensor The temperature in the air inlet manifold is greater than 87 °C
(189 °F).
The temperature in the air inlet manifold is greater than 72 °C
(162 °F) while the boost pressure is greater than 70 kPa
(10 psi).
OEM installed cooling fan relay Open circuit in either coil or contact side of relay
OEM installed cooling fan air solenoid valve Open solenoid circuit
Circuit breaker for the cooling fan Tripped breaker or open circuit
Dedicated PTO on/off switch The “PTO Configuration” is programmed.
The “PTO Activates Cooling Fan” is programmed.
There is a short circuit in the switch or the switch is ON.

g01185727
Illustration 66
This schematic represents the on/off fan with a normally closed relay connection and an A/C high pressure switch connected to the ECM input.
The return wire may be connected to P1-3, P1-5, or P1-18.
SENR9517-19 211
Troubleshooting Section

Table 153
The following conditions will turn the fan ON for Illustration 66.
Circuit Condition that will turn the fan ON
Coolant temperature sensor The coolant temperature is greater than 96 °C (205 °F).
A diagnostic code for the coolant temperature sensor is
active.
Exhaust brake The “Fan with Exhaust Brake ON” parameter is programmed
to “YES”.
The exhaust brake is on at least two seconds.
OEM installed A/C high pressure switch The “A/C Switch Fan On-Time” parameter is programmed to
a value above zero seconds.
The switch circuit is open or the switch is on.
The external timer is counting or the ECM timer is counting.
The engine rpm is less than 2750 rpm. The engine is cranking. The engine has been running two
seconds or the ignition key switch is in the ON position and
the engine OFF.
Air inlet temperature sensor The temperature in the air inlet manifold is greater than 87 °C
(189 °F).
The temperature in the air inlet manifold is greater than 72 °C
(162 °F) while the boost pressure is greater than 70 kPa
(10 psi).
OEM installed manual fan override switch There is a short circuit in the switch or the switch is on.
OEM installed cooling fan air solenoid valve The solenoid is energized.
OEM installed Cooling Fan Relay Open circuit in coil side of relay
Dedicated PTO on/off switch The “PTO Configuration” is programmed.
The “PTO Activates Cooling Fan” is programmed.
There is a short circuit in the switch or the switch is on.
212
Troubleshooting Section
Test Step 1. Inspect Electrical Connectors
and Wiring
Illustration 67
g01150969
Pin locations on ECM connector
(P1-5) AP sensor/switch common
(P1-11) Output 5
(P1-13) Output 4
(P1-41) Input 11 “A/C high pressure switch”
A. Thoroughly inspect the ECM vehicle harness
connector J1/P1, the A/C high pressure switch
connector, the connections to the cooling fan
solenoid, and the firewall bulkhead connectors.
Refer to Troubleshooting, “Electrical Connectors -
Inspect” for details.
B. Perform a 45 N (10 lb) pull test on each of the
wires in the ECM connector that are associated
with the following connections:
• Cooling fan
• A/C high pressure switch
C. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
D. Check the harness and the wiring for abrasion and
pinch points from the battery to the ECM. Then,
check from the ignition key switch to the ECM.
SENR9517-19
E. Ensure that the ECM is wired to the cooling fan on
the vehicle and/or the A/C high pressure switch.
Check for wires that are connected to J1/P1-11
(Output 5) and for wires that are connected to
J1/P1-41. Input 11 is the A/C high pressure switch
of vehicle harness connector P1.
Refer to Illustration 67 for terminal locations for
the ECM.
Expected Result:
All connectors, pins, and sockets are completely
coupled and/or inserted, and the harness and wiring
are free of corrosion, of abrasions or of pinch points.
Results:
• OK – The wiring appears to be OK. Proceed to
Test Step 2.
• Not OK – There is a problem with the wiring.
Repair: Repair the wiring or replace the wiring, if
necessary. Repair the connectors or replace the
connectors, if necessary. Ensure that all of the
seals are in the proper place. Ensure that all of the
connectors are connected properly.
Verify that the repair eliminates the problem.
STOP.
Test Step 2. Check the Programming of
the “Fan Control Type” Parameter
A. Connect Caterpillar Electronic Technician (ET) to
the data link connector.
B. Check the “Fan Control Type” parameter. Ensure
that the parameter is programmed to“On-Off”,
if the ECM is used to control the fan. If the
parameter is programmed to “None” and the ECM
is connected to the fan, then the fan will always
be ON.
Expected Result:
The “Fan Control Type” parameter is programmed to
match the vehicle wiring. This is determined in the
previous step.
Results:
• Yes – Proceed to Test Step 3.
• No – Program the “Fan Control Type” to the correct
setting and then recheck the system. If conditions
are not resolved, then proceed to Test Step 3.
SENR9517-19
Test Step 3. Use Cat ET to Check the A/C
Pressure Switch
A. Verify that Cat ET is connected to the data link
connector.
B. Turn the ignition key switch to the ON position.
C. View the following customer specified parameters.
• “Fan Control Type”
• “A/C Switch Fan On-Time”
Ensure that the “A/C Switch Fan On-Time” is
programmed to a greater value than “0”. If the
“A/C Switch Fan On-Time” is programmed to “0”,
then the “A/C High Pressure Switch Input” (Input
11) is not used.
Note: If the “Fan Control Type” parameter indicates
“None”, then the cooling fan driver is not used.
View the “A/C High Pressure Switch” status on
Cat ET.
Expected Result:
The status of the A/C high pressure switch indicates
ON or OFF.
Results:
• Yes – The status of the A/C high pressure switch
is ON or OFF. Proceed to Test Step 4.
• No – The status of the A/C high pressure switch
is “Unavailable”. The ECM is not programmed to
use the A/C high pressure switch. Proceed to Test
Step 5.
Test Step 4. Use Cat ET to Check the
Operation of the A/C Pressure Switch
A. Verify that Cat ET is connected to the data link
connector.
B. Verify that the ignition key switch is in the ON
position.
C. Access the “A/C High Pressure Switch” status
screen on Cat ET.
D. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wire.
E. Disconnect the “A/C High Pressure Switch” from
the vehicle harness at the switch and use the
jumper wire to short the two terminals in the
harness connector together.
213
Troubleshooting Section
F. Remove the jumper wire and then insert the
jumper wire. At the same time, view the “A/C High
Pressure Switch” status on the Cat ET status
screen.
Expected Result:
The status screen indicates that the “A/C High
Pressure Switch” is turning to the ON position. Then,
the “A/C High Pressure Switch” is turning to the OFF
position.
Results:
• Yes – The A/C high pressure switch harness is
OK. Proceed to Test Step 6.
• No – The A/C high pressure switch harness is not
OK. Proceed to Test Step 7.
Test Step 5. Use Cat ET to Check Active
Codes or Logged Codes
A. Verify that Cat ET is connected to the data link
connector.
B. Verify that the ignition key switch is in the ON
position.
C. Access the “Logged Diagnostic Codes” and the
“Active Diagnostic Codes” on Cat ET.
D. Check for the following diagnostic codes.
• 110-00 High coolant temperature warning (61)
• 110-11 Very high coolant temperature (61)
• 110-03 Coolant temperature voltage high (27)
• 110-04 Coolant temperature voltage low (27)
Record any logged diagnostic codes. Record any
active diagnostic codes.
Expected Result:
None of the diagnostic codes that are listed are
logged or active.
Results:
• OK – None of the diagnostic codes are active.
Proceed to Test Step 8.
• Not OK – Diagnostic code 110-00, or 110-11 is
logged or active. The cooling fan is ON because of
a high coolant temperature.
214 SENR9517-19
Troubleshooting Section

Repair: Perform either of the following diagnostic Test Step 7. Use Cat ET to Check the ECM
procedures: Troubleshooting, “0110-00”
Troubleshooting, “0110-11”

STOP.

• Not OK – Diagnostic code 110-03 or 110-04 is

logged or active. The cooling fan is ON because of
a coolant temperature sensor fault.

Repair: Perform the following diagnostic

procedure: Troubleshooting, “Engine Temperature
Sensor Open or Short Circuit - Test”

STOP.
Test Step 6. Use a Voltmeter to Check the
A/C Pressure Switch
A. Verify that Cat ET is connected to the data link
connector.
B. Turn the ignition key switch to the OFF/RESET
position.
C. Ensure that the A/C high pressure switch is
disconnected from the vehicle harness at the
switch terminals.
D. Connect a multimeter and measure the resistance
between the two terminals of the A/C high
pressure switch. The switch must be closed in
order to check the resistance.
Expected Result:
g01150972
Illustration 68
Pin locations on ECM connector
(5) AP sensor/switch common
(41) Input 11 “A/C high pressure switch”
A. Verify that Cat ET is connected to the data link
connector.
B. Turn the ignition key switch to the OFF/RESET
position.
C. Disconnect the ECM vehicle harness connector
J1/P1.
D. Remove J1/P1-41 (Output 11) from the vehicle
harness connector P1.
E. Install a breakout T between connectors J1 and
P1.

The resistance measures ten Ohms or less.
Results:
• Yes – The ECM, the A/C high pressure switch,
and the wiring are electrically OK.
F. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wire.
G. Connect the jumper wire to J1/P1-5 (AP
sensor/switch common) and to J1/P1-41 (Input
11) of the breakout T.

Repair: Check the A/C pressure or send the Refer to illustration 68.
vehicle to the OEM dealer for repairs.
H. Turn the ignition key switch to the ON position.
STOP.
I. Access the “A/C High Pressure Switch” status
• No – The ECM, the A/C high pressure switch, and screen on Cat ET.
the wiring are not electrically OK.
J. Remove the jumper wire and then insert the
Repair: Replace the A/C high pressure switch. jumper wire. At the same time, watch the “A/C
High Pressure Switch” status on Cat ET.
Verify that the repair eliminates the problem.
Expected Result:
STOP.
The status screen indicates that the “A/C High
Pressure Switch” status is OFF when the jumper wire
is in place. The status screen indicates ON when the
jumper wire is removed.
SENR9517-19 215
Troubleshooting Section

Results: Verify that the repair eliminates the problem.

• Yes – The ECM is OK. STOP.

Repair: If a problem still exists, then the problem Test Step 9. Use the “Cooling Fan
is in the OEM wiring harness. Repair the problem Solenoid Special Test” on Cat ET to
or send the vehicle to the OEM dealer for repair. Check the Circuit
Verify that the repair eliminates the problem.

STOP.

• No – There may be a problem with the ECM.

Repair: Temporarily connect a test ECM. Ensure
that the “A/C Pressure Switch Fan On-Time”
parameter is programmed in the same manner as
the suspect ECM. Use Cat ET to check the ECM. If
the problem is resolved with the test ECM, install
the suspect ECM. If the problem returns with the
suspect ECM, replace the ECM.

Verify that the repair eliminates the problem. Illustration 69

g01150974

Pin locations on breakout T

STOP.
Test Step 8. Use Cat ET to Check Inlet
Manifold Air Temperature and the Engine
Coolant Temperature
A. Verify that Cat ET is connected to the data link
connector.
B. Start the engine.
C. Access the status for the “Coolant Temperature”
and the “Inlet Manifold Air Temperature” on Cat
ET.
D. Start the engine. Monitor the status screen for a
few minutes in order to verify that the temperatures
are changing as the engine warms up.
Expected Result:
The “Coolant Temperature” and the “Inlet Manifold
Air Temperature” appear to have the correct reading.
Results:
• Yes – The “Coolant Temperature” and the “Inlet
Manifold Air Temperature” appear to have the
correct reading. Proceed to Test Step 9.
• No – The “Coolant Temperature” or the “Inlet
Manifold Air Temperature” appear to be incorrect.
Repair: Temporarily connect another sensor. Test
the new sensor by checking “Inlet Manifold Air
Temperature” and “Coolant Temperature” again.
If the problem is resolved with the new sensor,
then install the old sensor in order to verify that
the problem returns. If the problem returns, then
replace the old sensor.
(13) Output 4
(11) Output 5
(67) - Battery
A. Verify that Cat ET is connected to the data link
connector.
B. Verify that the ignition key switch is in the ON
position.
C. Access the “Cooling Fan Special Test”. Access
each menu in the order that follows:
• Diagnostics
• Diagnostic tests
• Special test
NOTE: If any override switches are installed, the
switch must be in the OFF position.
D. Cycle the “Special Test” to the ON position and to
the OFF position. Listen for the solenoid to click.
You may need to be near the engine in order to
hear the click of the solenoid.
Expected Result:
An audible clicking is heard, and the solenoid
appears to be operating properly.
Results:
• Yes – The cooling fan circuit from the ECM to the
Solenoid is functioning properly at this time.
Repair: If a problem still exists, then the problem is
in the OEM Wiring Harness. Repair the problem or
send the vehicle to the OEM dealer for repair.
216
Troubleshooting Section
Verify that the repair eliminates the problem.
STOP.
• No – Proceed to Test Step10.
Test Step 10. Use the “Cooling Fan
Solenoid Special Test” on Cat ET to
Check the ECM
Illustration 70
g01150977
Terminal locations on breakout T
(11) Output 5
(69) - Battery
(67) - Battery
(65) - Battery
(63) - Battery
A. Turn the ignition key switch to the OFF/RESET
position.
B. Disconnect the ECM vehicle harness connector
J1/P1.
C. Remove J1/P1-11 (Output 5) from the vehicle
harness connector P1.
D. Connect a breakout T to the ECM connector J1
and vehicle harness connector P1.
E. Refer to illustration 70. Connect a voltage test
lamp between terminal 11 that is Output 5, and
terminal 63 that is -Battery of the breakout T.
F. Turn the ignition key switch to the ON position.
G. Access the “Cooling Fan Special Test” on Cat ET.
Cycle the “Cooling Fan Special Test” to the ON
position and to the OFF position. At the same
time, watch the voltage test lamp.
Note: Perform the same test procedure with terminals
65, 67, and 69 -Battery.
Note: A multimeter can not be used in place of the
voltage test lamp when the ECM output is tested.
SENR9517-19
Expected Result:
The voltage test lamp turns to the ON position when
the test is “Active”. The voltage test lamp turns to the
OFF when the test is “not active”.
Results:
• Yes – The output for the ECM cooling fan relay
is functioning properly.
Repair: If a problem still exists, then the problem is
in the OEM Wiring Harness. Repair the problem or
send the vehicle to the OEM dealer for repair.
Verify that the repair eliminates the problem.
STOP.
• No – The output for the ECM cooling fan relay is
incorrect. There may be a problem with the ECM.
Repair: Temporarily connect a test ECM. Use the
special test on Cat ET to check the ECM cooling
fan circuit. If the problem is resolved with the test
ECM, install the suspect ECM. If the problem
returns with the suspect ECM, replace the ECM.
Refer to Troubleshooting, “Replacing the ECM”.
Verify that the problem is resolved.
STOP.
i02296041
Cruise Control Switch Circuit
- Test
SMCS Code: 7332-038
System Operation Description:
Use this procedure under the following situation:
Use this procedure to determine if one of the following
switches is preventing normal operation of cruise
control, idle set speed, or extended idle:
• Cruise control on/off switch
• Cruise control set/resume switch
The following switch circuits can also prevent the
correct operation of the cruise control, idle set speed,
or extended idle:
• Service brake pedal position (switch 1)
• Service brake pedal position (switch 2)
• Clutch pedal position switch
SENR9517-19
• Neutral switch
• PTO on/off switch
• Cruise control pause switch
The switches are described in the respective circuit
tests.
All of the following customer programmable
parameters can affect cruise control, idle set speed,
and extended idle:
• “Low Cruise Control Speed Set Limit”
• “High Cruise Control Speed Set Limit”
• “Idle Vehicle Speed Limit”
• “Idle RPM Limit”
• “Fast Idle RPM #1”
• “Fast Idle RPM #2”
• “Cruise/Idle/PTO Switch Configuration”
• “Idle/PTO Bump rpm”
• “Idle/PTO rpm Ramp Rate”
• “PTO Vehicle Speed Limit”
The vehicle speed calibration can also affect the
cruise control, idle set speed, and extended idle if the
vehicle speed calibration is incorrectly programmed.
Refer to Troubleshooting, “Customer Specified
Parameters”.
Cruise Control On/Off Switch
This switch must be ON before cruise control or
controlled idle can be activated. This switch is ON
when the switch is closed. When the switch is closed
the following terminals are connected:
• J1/P1-59 (cruise control on/off switch)
• J1/P1-5 (AP sensor/switch sensor common)
This switch may not be connected to an input on
the Engine Control Module (ECM). The parameter
“Cruise Control On/Off Switch” determines the input
to the ECM. If the parameter is programmed to
“J1/P1:59” a switch must be connected to terminal
59. If the parameter is programmed to one of the
J1939 options, the switch position will be transmitted
to the ECM over the J1939 data link. If a problem
is suspected with the J1939 data link, refer to
Troubleshooting, “Powertrain Data Link Circuit - Test”.
217
Troubleshooting Section
Note: If the vehicle is programmed to use the
dedicated PTO, the PTO on/off switch overrides the
cruise control on/off switch. The PTO on/off switch
overrides the cruise control on/off switch when the
vehicle speed is within the range of the “PTO Vehicle
Speed Limit” that is programmed.
Set/Resume Switch
While the cruise control on/off switch is in the ON
position and the vehicle speed within the range of
the programmed “Low Cruise Control Speed Set
Limit” and the “High Cruise Control Speed Set Limit”,
momentarily pressing the set switch will activate the
cruise or controlled idle, and the ECM will maintain
the current speed.
After a speed has been set and the speed is then
disengaged by using the brake, the clutch, the cruise
control pause switch, or the on/off switch, the ECM
will seek the previous set speed when the resume
switch is toggled. This assumes that the vehicle
speed is above the “Low Cruise Control Speed Set
Limit” for cruise control or the vehicle speed is below
the “Idle/PTO Vehicle Speed Limit” for the idle and
the PTO.
After a speed has been set, pressing and holding the
set/resume switch in position will cause the engine
to establish a new set speed. The system's reaction
depends on the programming of the “Cruise/Idle/PTO
Switch Configuration”.
When the set/resume switch is momentarily pressed,
the set point for the cruise control will change
one mph. The rate of change is dependent on the
programmed “Idle/PTO Bump RPM” when an idle
speed is set.
Cruise Control Pause Switch
The cruise control pause switch is not a switch that
is wired to an input. The switch position is broadcast
over a J1939 data link. The parameter “Cruise Pause
Switch” must be programmed to use a cruise control
pause switch. After a speed has been set and the
speed is then disengaged by using the cruise control
pause switch, the ECM will seek the previous set
speed when the resume switch is toggled. This
assumes that the vehicle speed is above the “Low
Cruise Control Speed Set Limit” for cruise control
or the vehicle speed is below the “Idle/PTO Vehicle
Speed Limit” for the idle and the PTO.
The following background information is related
to this procedure:
The kickout switch refers to the switch that is used to
exit the cruise control, the PTO, the fast idle, or the
idle set speed.
218 SENR9517-19
Troubleshooting Section

The operation of theCaterpillar electronic engine Table 154

cruise control is similar to the operation of the Switch Usage.
cruise controls that are installed in automobiles. The Setting For
operation of idle fast idle, and PTO are similar to the Transmission Service Service
operation of cruise except that the idle, fast idle, and Style Brake Brake
Clutch Neutral
the PTO govern engine rpm instead of vehicle speed. Parameter Switch Switch
1 2
Note: Idle in this procedure is an engine idle rpm “Manual
above the programmed low idle rpm. Idle is set X X
Option 1”
by using the cruise control on/off switch and the
“Manual
set/resume switch. Refer to Troubleshooting, “PTO X X X
Option 2”
Switch Circuit - Test” for additional information
regarding the programmable options for the “Automatic
X
dedicated PTO. Option 1”
“Automatic
Kickout Switches X X
Option 2”

The service brake pedal position switches, the “Automatic

X X X
neutral switch and the clutch pedal position switch Option 3”
are used in the cruise control mode and the idle “Automatic
mode in order to discontinue cruise operation or X X
Option 4”
idle operation. The capability to override the idle
shutdown timer is determined by the “Allow Idle “AT/MT/HT
X
Option 1”
Shutdown Override” parameter setting. The “Allow
Idle Shutdown Override” is a Customer Parameter. “AT/MT/HT
X X
Option 2”
Usage of Transmission Style Switches “AT/MT/HT
X X X
Option 3”
The “Transmission Style” parameter determines the
switches that will be used. The following switches “AT/MT/HT
X X
can be used with being dependent on the parameter Option 4”
setting: “Universal
X X X
Option”
• Clutch pedal position
If the “Transmission Style” parameter is programmed
• Neutral to one of the following options, the input for the clutch
pedal position switch is not used.
• Service brake pedal position (switch 1)
• Service brake pedal position (switch 2) • “Automatic Option 1”

Refer to Table 154 for additional information. • “Automatic Option 2”

• “Automatic Option 3”
• “Automatic Option 4”
• “AT/MT/HT Option 1”
• “AT/MT/HT Option 2”
• “AT/MT/HT Option 3”
• “AT/MT/HT Option 4”
A service brake pedal position (switch 1) is required
for all configurations. The service brake pedal
position (switch 1) connects to the ECM at P1-45.
The service brake pedal position (switch 2) connects
to the ECM at P1-64. The clutch pedal position switch
connects to the ECM at P1-22. The neutral switch
connects to the ECM P1-62.
SENR9517-19 219
Troubleshooting Section

If the problem is with undetermined

Cruise/Idle/PTO kickouts use the following
procedure:

Operate the vehicle in “Cruise/Idle/PTO” mode.

After the kickout, review the status parameter on

Caterpillar Electronic Technician (ET). The status
parameter on Cat ET indicates the cause. This
must be performed before the ignition key switch is
placed in the OFF/RESET position. It is important to
remember that the parameter will only indicate the
last kickout since the ECM has been powered by the
input for the ignition key switch.

The following kickout status parameters are available:

• “Cruise Kickout”
• “Idle Kickout”
• “PTO Kickout”
• “Fast Idle Kickout”
This status area for each parameter is blank when
the ECM is first powered up. If the status area is
blank, a kickout has not occurred. The status area
for each parameter remains blank until the ECM
detects the use of the cruise/idle/PTO mode. Also,
the status area for each parameter remains blank
until the ECM detects the disengagement of the
cruise/idle/PTO mode. Refer to Tables 155 and 156
in order to interpret the status screen for the kickout
status parameter.
220 SENR9517-19
Troubleshooting Section

Table 155
Cruise Control Kickout Status Table
Cat ET Display Meaning or Possible Cause Troubleshooting
Intermittent vehicle speed signal or lost Refer to Troubleshooting, “Vehicle Speed
“Vehicle Speed >=Limit”
vehicle speed signal. Circuit - Test”.
The CRUISE/PTO on/off switch is turned Proceed with this test procedure.
“Cruise Switch Turned Off” off or the switch circuit has an open circuit
condition.
The cruise control pause switch is Refer to Troubleshooting, “Powertrain Data
“Cruise Control PAUSE
depressed or there is an illegal message on Link Circuit - Test”.
Switch”
the J1939 data link.
The service brake pedal is depressed or Refer to Troubleshooting, “Service Brake
“Brake Pedal Depressed” the circuit for the service brake switch has Pedal Position (Switch 1) Circuit - Test”.
an open circuit condition.
The clutch pedal is depressed or the circuit Refer to Troubleshooting, “Clutch Pedal
for the clutch pedal position switch has Position Switch Circuit - Test”.
“Clutch Pedal Depressed”
an open circuit condition. Also, the switch
could be incorrectly adjusted.
The transmission is not in gear or the circuit Refer to Troubleshooting, “Neutral Switch
“Neutral” for the transmission switch has a short Circuit - Test”.
circuit condition.
Vehicle speed signal is erratic or Refer to Troubleshooting, “Vehicle Speed
“Bad Vehicle Speed” intermittent. Circuit - Test” if a problem with the signal
exists.
The PTO on/off switch is turned on or the Refer to Troubleshooting, “PTO Switch
“PTO Switch On” circuit for the PTO on/off switch has a short Circuit - Test”.
circuit condition.
Cruise control has not been enabled since Drive the vehicle in cruise in order to create
“Not Kicked Out”
the ECM has been powered up. the problem again.
SENR9517-19 221
Troubleshooting Section

Table 156
Idle Kickout Status Table
Cat ET Display Meaning or Possible Cause Troubleshooting
Intermittent engine speed signal or lost Refer to Troubleshooting, “Engine
engine speed signal. Speed/Timing Circuit - Test”.
“No Engine Speed”

“Cruise Switch Turned Off”
“Cruise Control PAUSE
Switch”
“Brake Pedal Depressed”
“Clutch Pedal Depressed”
“Vehicle Speed ≥ Limit”
“Neutral”
“PTO Switch On”
“Not Kicked Out”
The CRUISE/PTO on/off switch is turned
off or the switch circuit has an open circuit
condition.
The cruise control pause switch is
depressed or there is an illegal message on
the J1939 data link.
The service brake pedal is depressed or the
circuit for the service brake switch has an
open circuit condition.
The clutch pedal is depressed or the circuit
for the clutch pedal position switch has an
open circuit condition. Also, the switch could
be incorrectly adjusted.
The vehicle speed has exceeded the idle
vehicle speed limit or the vehicle speed
signal is erratic or intermittent.
The transmission is not in neutral or the
transmission neutral switch circuit has an
open circuit condition.
The PTO on/off switch is turned on or the
circuit for the PTO on/off switch has a short
circuit condition.
Idle set speed has not been enabled since
the ECM has been powered up.
Proceed with this test procedure.
Refer to Troubleshooting, “Powertrain Data
Link Circuit - Test”.
Refer to Troubleshooting, “Service Brake
Pedal Position (Switch 1) Circuit - Test”.
Refer to Troubleshooting, “Clutch Pedal
Position Switch Circuit - Test”.
Refer to Troubleshooting, “Vehicle Speed
Circuit - Test” if a problem with the signal
exists.
Refer to Troubleshooting, “Neutral Switch
Circuit - Test”.
Refer to Troubleshooting, “PTO Switch
Circuit - Test”.
Operate the vehicle in the Idle mode in order
to create the problem again.

g00862218
Illustration 71
Typical circuit schematic for cruise control switches
The return wire may be connected to P1-3, P1-5, or P1-18.

Test Step 1. Determine the Type of
Problem
A. Connect Cat ET to the cab data link connector.
B. Turn the ignition key switch to the ON position.
C. If the vehicle will not allow setting a cruise speed
or an idle speed, check the following customer
parameters:
Cruise Control Parameters
• “Low Cruise Control Speed Set Limit”
222 SENR9517-19
Troubleshooting Section

• “High Cruise Control Speed Set Limit” Test Step 2. Inspect Electrical Connectors
and Wiring
Idle Parameters

• “Fast Idle RPM #1”

• “Fast Idle RPM #2”
• “Idle Vehicle Speed Limit”
• “Idle rpm Limit”
• “Top Engine Limit (TEL)”
PTO Parameters

• “PTO Configuration”
• “PTO Vehicle Speed Limit”
D. Ensure that the vehicle is not experiencing
a problem due to one of these parameters.
Refer to Troubleshooting, “Customer Specified
Parameters” for a description of the parameters, if
necessary.

E. Check the status screen that indicates the last

cause of a kickout for one of the following items:

• Cruise Control Kickout

• Idle Kickout
• Fast Idle Kickout
• PTO Kickout
g01150986
Refer to Tables 155 and 156 for the meaning of Illustration 72
the cause of the kickout. Pin locations on ECM connector
(P1-5) AP sensor/switch common
Expected Result: (P1-35) Set
(P1-44) Resume
(P1-59) Cruise control on/off switch
The problem is due to a parameter setting or the
problem is due to a normal kickout.
A. Turn the ignition key switch to the OFF/RESET
position.
Results:
B. Thoroughly inspect ECM vehicle harness
• Yes – Explain the proper operation of system to connector J1/P1, the firewall bulkhead connector
the driver. STOP.
and the terminals for the following switches in the
connectors:
• No
Repair: Refer to Tables 155 and 156 for the • J1/P1-5 (AP sensor/switch sensor common)
meaning of the cause of the kickout.
• J1/P1-35 or J1/P1-44 (set/resume switch)
If a problem is still suspected with the cruise control
on/off switch or the set/resume switch, perform the • J1/P1-59 (cruise control on/off switch)
following procedure:
Refer to Troubleshooting, “Electrical Connectors -
Inspect” for details.
Proceed to Test Step 2.
SENR9517-19 223
Troubleshooting Section

C. Perform a 45 N (10 lb) pull test on each of the
wires in the ECM connector that are associated
with the switches.
Refer to Illustration 72.
D. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
E. Check the harness and wiring for abrasion and
pinch points from the sensor to the ECM.
Expected Result:
All connectors, pins and sockets are completely
coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion or of pinch points.
E. Operate the set switch while the status of the
set/resume switch is being observed. The status
screen should indicate “Set Switch ON” when the
set switch is held in the SET position. The status
screen should indicate “Off” when the set switch
is released.
F. Operate the resume switch while the status of
the resume switch is being observed. The status
screen should indicate “Resume Switch ON”
when the resume switch is held in the RESUME
position. The status screen should indicate “Off”
when the resume switch is released.
Expected Result:
The switch status changes per the information in
Table 157.

Results: Results:

• OK – Proceed to Test Step 3.
• Not OK
Repair: Repair the connectors or wiring and/or
replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the
connectors are completely coupled.
Verify that the repair eliminates the problem.
STOP.
Test Step 3. Check the Cruise Control
Switch Status on Cat ET
• Yes – The switches are operating normally. STOP.
• Intermittent Problem Suspected – Proceed to Test
Step 4.
• No – The ECM is not reading the switch status
change. Proceed to Test Step 5.
Test Step 4. Operate the Vehicle and
Check the Kickout Status Parameter
A. For an intermittent cruise control kickout, talk to
the driver in order to determine the conditions
when the kickout occurs. Topics of examination
could be the following examples:

Table 157 • Specific speed

Table for Cruise Control Switch Status
• Road conditions
Switch Position Switch Status Circuit
The cruise/idle on/off • Weather conditions
ON Closed
switch is turned on.
Take the vehicle for a road test in order to
The cruise/idle on/off duplicate these conditions and set the cruise
OFF Open
switch is turned off.
control. Operate the vehicle in cruise control until
The set/resume switch the problem reoccurs.
Set Switch ON Closed
is in the SET position.
B. For an intermittent idle kickout, talk to the driver
The set/resume switch is Resume Switch
in the RESUME position. ON
Closed in order to determine the conditions when the
kickout occurs. A topic of examination could be
the following example:
A. Access the status screen on Cat ET.
• Specific engine rpm
B. Turn the ignition key switch to the ON position.
Start the engine. Duplicate these conditions and
C. Operate the cruise control on/off switch while the set the idle rpm. Operate the vehicle in idle until
status of the cruise/idle on/off switch is being the problem reoccurs.
observed.
Note: The status screen will only indicate the last
D. Leave the cruise control on. kickout. The status screen will lose this information if
the ignition key switch is placed in the OFF/RESET
position.
224 SENR9517-19
Troubleshooting Section

C. Check the Cat ET status screen for the last cause
of the kickout. Refer to Tables 155 and 156 for an
explanation of the status parameter.
D. If the status screen is blank, then either there was
no kickout of the cruise control, or the power to the
ECM was turned off before the information could
be read. Repeat this test step.
• Result 8 – The status screen displays “No Engine
Speed”.
Repair: Proceed to Troubleshooting, “Engine
Speed/Timing Sensor Circuit - Test”.
STOP.

Note: A status screen that is blank indicates no

occurrence.

Results:

• RESULT 1 – The status screen displays “Switch

Turned Off”. Proceed to Test Step 5.

• Result 2 – The status screen displays “Cruise

Control PAUSE Switch”.

Repair: Proceed to Troubleshooting, “Powertrain

Data Link Circuit - Test”.

STOP.

• Result 3 – The status screen displays “Vehicle

Speed < Limit”, “Bad Vehicle Speed”, or “Vehicle
Speed ≥ Limit”.

Repair: Proceed to Troubleshooting, “Vehicle

Speed Circuit - Test”.

STOP.

• Result 4 – The status screen displays “PTO Switch

ON”.

Repair: Proceed to Troubleshooting, “PTO Switch

Circuit - Test”.

STOP.

• Result 5 – The status screen displays “Neutral”.

Repair: Proceed to Troubleshooting, “Neutral
Switch Circuit - Test”.

STOP.

• Result 6 – The status screen displays “Brake”.

Repair: Proceed to Troubleshooting, “Service
Brake Pedal Position (Switch 1) Circuit - Test”.

STOP.

• Result 7 – The status screen displays “Clutch”.

Repair: Proceed to Troubleshooting, “Clutch Pedal
Position Switch Circuit - Test”.

STOP.
SENR9517-19 225
Troubleshooting Section

Test Step 5. Check the Switch Circuit

Table 158
Status of the Cruise Control Switch
Condition of Switch Circuit Switch Status Circuit
P1-59 cruise/idle on/off switch is open. OFF Open
P1-59 cruise/idle on/off switch is connected to P1:5. ON Shorted
P1-35 set switch is open. OFF Open
P1-35 set switch is connected to P1-5. Set Switch ON Shorted
P1-44 resume switch is open. OFF Open
P1-44 resume switch is connected to P1-5. Resume Switch ON Shorted

A. Turn the ignition key switch to the OFF/RESET
position.
B. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wires.
2. Remove all jumpers and replace all connectors.
3. Recheck the system for active diagnostic codes.
4. Repeat the test step.

C. Disconnect vehicle harness connector P1 from 5. If the problem is resolved with the test ECM,
the ECM. reconnect the suspect ECM.

D. Connect a breakout T to ECM connector J1 and 6. If the problem returns with the suspect ECM,
connect P1 to the breakout T. replace the ECM.

E. Install the jumper into the suspect switch socket 7. Verify that the repair eliminates the problem.
of the breakout T. Connect the other end of the
jumper to ECM connector P1-5 (AP sensor/switch STOP.
sensor common) of the breakout T.

F. Turn the ignition key switch to the ON position.

G. Verify that Cat ET is connected to the cab data

link connector.

H. Access the status screen.

I. While the switch status is being monitored on

the status screen slowly remove the jumper from
terminal 5 and slowly insert the jumper from P1-5
(AP sensor/switch sensor common).

Refer to Table 158.

Expected Result:

The switch status changes per the information in

Table 158.

Results:

• Yes – The ECM is functioning properly. Proceed

to Test Step 6.

• No – The ECM is not functioning properly.

Repair: Perform the following repair:

1. Temporarily connect a test ECM.

226 SENR9517-19
Troubleshooting Section

Test Step 6. Insert a Jumper at the

Suspect Switch
Table 159
Status of the Cruise Control Switch
Condition of Switch Circuit Switch Status Circuit
The wires for the cruise/idle on/off switch are
OFF Open
disconnected.
The wires for the cruise/idle on/off switch are connected. ON Shorted
The wires for the set switch are disconnected. OFF Open
The wires for the set switch are connected. Set Switch ON Shorted
The wires for the resume switch are disconnected. OFF Open
The wires for the resume switch are connected. Resume Switch ON Shorted

A. Turn the ignition key switch to the OFF/RESET

position.

B. Ensure that ECM vehicle harness connector J1/P1

is connected.

C. Find the suspect switch in the vehicle.

D. Disconnect the wires from the suspect switch

terminals.

E. Turn the ignition key switch to the ON position.

F. Access the status screen on Cat ET.

G. While the switch status is being monitored on the

status screen slowly connect the suspect switch
wires and slowly disconnect the suspect switch
wires.

Refer to Table 159.

Expected Result:

The switch status changes per the information in

Table 159.

Results:

• Yes
Repair: Perform the following repair:

Replace the faulty switch.

Verify that the repair eliminates the problem.

STOP.

• No – There is a problem in the harness between

the switch and the ECM. Proceed to Test Step 7.
SENR9517-19 227
Troubleshooting Section

Test Step 7. Insert a Jumper at the

Bulkhead Connector
Table 160
Status of the Cruise Control Switch
Condition of Switch Circuit Switch Status Circuit
The wires for the cruise/idle on/off switch are
OFF Open
disconnected.
The wires for the cruise/idle on/off switch are connected. ON Shorted
The wires for the set switch are disconnected. OFF Open
The wires for the set switch are connected. Set Switch ON Shorted
The wires for the resume switch are disconnected. OFF Open
The wires for the resume switch are connected. Resume Switch ON Shorted

A. Turn the ignition key switch to the OFF/RESET
position.
B. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wire.
Repair: Perform the following repair:
Inspect the vehicle wiring and repair the vehicle
wiring, as required. If the problem still exists with
the wiring, send the vehicle to the OEM dealer.

C. Find the suspect switch terminal and the sensor STOP.

common terminal in the engine side of the
bulkhead connector for the vehicle harness.
i02331662

D. Insert the jumper wire between the two terminals

in the engine side of the bulkhead connector.
E. Turn the ignition key switch to the ON position.
F. Access the status screen on Cat ET.
G. While the switch status is being monitored on the
status screen alternately remove the jumper wire
between the two terminals, and alternately insert
the jumper wire between the two terminals.
Refer to Table 160.
Expected Result:
Diagnostic Enable Switch
Circuit - Test
SMCS Code: 7332-038-NQ
System Operation Description:
This procedure checks the circuit for the diagnostic
enable switch for proper operation. The Engine
Control Module (ECM) does not provide diagnostics
for the circuit for the diagnostic enable switch.
Background Information for the Diagnostic
Enable Switch

The switch status changes per the information in The diagnostic enable switch prompts the check
Table 160. engine lamp to indicate the flash codes.

Results: A problem with the circuit for the diagnostic enable

• Yes – The problem is in the vehicle wiring between
the bulkhead connector and the switch.
Repair: Perform the following repair:
Inspect the vehicle wiring and repair the vehicle
wiring, as required. If the problem still exists with
the wiring, send the vehicle to the OEM dealer.
STOP.
• No – The problem is in the vehicle wiring between
the bulkhead connector and the ECM.
switch will cause the check engine lamp to operate
incorrectly.
There are two possible wiring configurations for the
ECM to receive the status of the diagnostic enable
switch:
Hard Wired – In this configuration, the diagnostic
enable switch is wired directly to terminal P1-46. The
diagnostic enable switch is closed when the switch
is depressed. This connects the ECM input to return.
The “Diagnostic Enable Switch” parameter must be
set to “J1/P1:46” in order to use this configuration.
228 SENR9517-19
Troubleshooting Section

J1939 Data Link – In this configuration, the status

of the diagnostic enable switch is sent from a J1939
device to the engine ECM via the J1939 data link.
The “Diagnostic Enable Switch” parameter must be
set to “J1939 - Body Controller”, to “J1939 - Cab
Controller”, or to “J1939 - Instrument Cluster” in order
to use this configuration.

The following components can cause problems with

the input from the diagnostic enable switch:

• Electrical connector or wiring

• Diagnostic enable switch
• J1939 device
• Engine ECM
The most likely cause of a problem is a problem
with an electrical connector or wiring. The least likely
cause is a problem with an ECM.

Diagnostics on the Caterpillar Electronic

Technician (ET)

Wiggle Test – The wiggle test allows you to monitor

the “Diagnostic Enable Switch” parameter while
you wiggle the wiring. This helps to identify faulty
electrical connections.

For additional information regarding the wiggle test,

refer to the documentation that accompanies your
Cat ET software.
g01163912
Illustration 74
Terminals on the P1 connector for the circuit for the diagnostic
enable switch
(5) Return
(46) Diagnostic enable switch

Test Step 1. Check the Configuration

Parameters
A. Establish communication between Cat ET and
the ECM. Refer to Troubleshooting, “Electronic
Service Tools”, if necessary.

B. Verify that the value of the “Diagnostic Enable

Illustration 73
g01163906 Switch” parameter matches the configuration of
the vehicle's wiring.
Schematic for the circuit for the diagnostic enable switch
In this configuration, the switch is wired directly to the ECM. Expected Result:
Note: The return wire may be connected to P1-3, The parameter is programmed correctly.
to P1-5, or to P1-18.
Results:

• The parameter is programmed correctly. –

Proceed to Test Step 2.

• The parameter is not programmed correctly.

SENR9517-19
Repair: Program the correct value for the
parameter. Test the operation of the diagnostic
enable switch. If the switch is operating correctly,
the problem is resolved.
If the diagnostic enable switch is not operating
correctly and a J1939 device is used to send the
status of the switch to the ECM, send the vehicle
to an OEM dealer for repair.
If the diagnostic enable switch is not operating
correctly and the switch is wired directly to the
ECM, proceed to Test Step 2.
Test Step 2. Check for a Short Circuit
A. Inspect the seal around the signal wire and the
return wire at the P1 connector. Verify that the
seals are sealing correctly. Verify that the harness
side of the ECM connector is clean and dry.
Correct any problems. Replace parts, if necessary.
B. Pull on the signal wire and on the return wire in
order to verify that the wire and the terminal are
correctly installed. Correct any problems. Replace
parts, if necessary.
C. Use two 7X-1710 Multimeter Probes to connect
a voltmeter to terminal P1-46 and to the return
terminal for the diagnostic enable switch.
D. Read the voltage on the voltmeter.
E. Check the status of the “Diagnostic Enable Switch”
input on Cat ET.
Expected Result:
The voltage is approximately equal to the battery
voltage. “Diagnostic Enable Switch” indicates “Off”.
Results:
• OK – There is not a short circuit. Proceed to Test
Step 3.
• Not OK – The voltage is approximately zero.
“Diagnostic Enable Switch” indicates “On”. Proceed
to Test Step 4.
Test Step 3. Check for an Open Circuit
A. Depress the diagnostic enable switch.
B. Read the voltage on the voltmeter.
C. Check the status of the “Diagnostic Enable Switch”
input on Cat ET.
D. Release the diagnostic enable switch.
229
Troubleshooting Section
Expected Result:
The voltage is approximately zero. “Diagnostic
Enable Switch” indicates “On”.
Results:
• OK – The voltage is approximately zero.
“Diagnostic Enable Switch” indicates “On”. The
circuit is operating correctly. However, there may
be an intermittent problem. Proceed to Test Step 6.
• Not OK – The voltage is approximately equal
to battery voltage. “Diagnostic Enable Switch”
indicates “Off”. Proceed to Test Step 5.
• Not OK – The voltage is approximately zero.
“Diagnostic Enable Switch” indicates “Off”. The
input to the ECM indicates an “Off” condition.
However, the ECM indicates that an “On” condition
exists.
Repair: There may be a problem with the ECM.
Temporarily connect a test ECM. Refer to
Troubleshooting, “Test ECM Mode”. If the problem
is resolved with the test ECM, connect the original
ECM. If the problem is resolved with the test ECM
and the problem returns with the original ECM,
replace the original ECM.
STOP.
Test Step 4. Check for a Short Circuit
A. Remove the signal wire from P1-46.
B. Inspect the terminal for moisture and for corrosion.
Correct any problems. Replace parts, if necessary.
C. Check the status of the “Diagnostic Enable Switch”
input on Cat ET.
Expected Result:
“Diagnostic Enable Switch” indicates “Off”.
Results:
• OK – “Diagnostic Enable Switch” indicates “Off”.
Insert the signal wire into the P1 connector. Pull on
the wire in order to verify proper installation of the
terminal. Proceed to Test Step 6.
• Not OK – “Diagnostic Enable Switch” indicates
“On”.
Repair: Perform the following procedure:
1. Disconnect the P1 connector. Inspect the
P1 and J1 connectors for moisture and for
corrosion. Make repairs, if necessary.
230
Troubleshooting Section
2. Connect the P1 connector.
3. Check the status of the “Diagnostic Enable
Switch” input on Cat ET.
If the problem is not resolved, Temporarily connect
a test ECM. Refer to Troubleshooting, “Test ECM
Mode”. If the problem is resolved with the test
ECM, connect the original ECM. If the problem is
resolved with the test ECM and the problem returns
with the original ECM, replace the original ECM.
STOP.
Test Step 5. Check for Voltage at the
Switch
A. Inspect the seal around the signal wire and the
return wire at the connectors for the diagnostic
enable switch. Verify that the seals are sealing
correctly. Correct any problems.
B. Pull on the wires in order to verify that the wires
are correctly installed. Correct any problems.
Replace parts, if necessary.
C. Connect a voltmeter to the wires at the harness
connector for the diagnostic enable switch.
D. Measure the voltage at the switch terminals.
Expected Result:
The voltage is approximately zero.
Results:
• OK – The voltage is approximately zero. There is
an open circuit between the P1 connector and the
switch. Proceed to Test Step 6.
• Not OK – The voltage is approximately equal to
the battery voltage.
Repair: Perform the following procedure:
1. Disconnect the connectors for the diagnostic
enable switch.
2. Inspect the connectors and the terminals for
moisture and for corrosion. Make repairs, if
necessary.
3. Connect the connectors for the switch.
4. Measure the voltage at the switch terminals.
If the voltage is approximately equal to zero, the
problem may be resolved. Check the status of the
“Diagnostic Enable Switch” on Cat ET while the
switch is depressed and released. If the status of
the switch matches the position of the switch, the
problem is resolved. STOP
SENR9517-19
If the voltage is approximately equal to battery
voltage, replace the diagnostic enable switch.
Verify that the problem is resolved.
STOP.
Test Step 6. Perform the Wiggle Test for
the Circuit for the Diagnostic Enable
Switch
Carefully following this procedure is the best way to
identify the root cause of intermittent problems.
A. Use a piece of tape to hold the diagnostic enable
switch in the enabled position.
B. Configure Cat ET for the wiggle test. Select the
status group that includes the “Diagnostic Enable
Switch” parameter. Start the wiggle test.
C. Slowly wiggle the wiring harness and the
connectors between the diagnostic enable switch
and the P1 connector. Pay particular attention to
the wiring near each connector.
As you wiggle the wiring, observe the harness and
the connectors. Look for these problems:
• Improper routing of wiring harnesses
• Loose connectors or damaged connectors
• Damage that is caused by excessive heat
• Damage that is caused by chafing
Expected Result:
The wiring failed the wiggle test.
Results:
• Yes – The wiring failed the wiggle test.
Repair: If the location of the problem is not near
a connector, repair the wiring. Replace parts, if
necessary. Test the operation of the diagnostic
enable switch after the intermittent condition has
been identified and corrected. Verify that the
problem is resolved.
If the location of the problem is near a connector,
the connector may have a problem. Perform the
following procedure on the suspect connector:
1. Inspect the seal around each wire. Verify that
each seal is sealing correctly. Correct any
problems.
2. Pull on each wire in order to verify that the wire
and the terminal are correctly installed. Correct
any problems. Replace parts, if necessary.
SENR9517-19
3. Disconnect the connectors. Carefully inspect
each terminal for dirt, for moisture, and for
corrosion. Verify that the seals and the wedges
are properly installed. Correct any problems.
Replace parts, if necessary.
4. Connect the connectors. Perform the wiggle
test while you wiggle the connectors again.
Verify that the intermittent condition has been
corrected.
5. Stop the wiggle test. Test the operation of the
diagnostic enable switch after the intermittent
condition has been identified and corrected.
Verify that the problem is resolved.
STOP.
• No – The wiring passed the wiggle test.
Repair: The wiring and the connectors appear to
be OK. However, there may be a problem with a
component. Perform the following procedure:
1. Disconnect the switch's electrical connector.
2. Measure the resistance across the switch's
terminals while the switch is depressed and
released.
The resistance must be less than five Ohms
while the switch is depressed. The resistance
must be an open circuit while the switch is
released. The resistance measurements must
not be intermittent.
If any of the conditions are not true, replace the
diagnostic enable switch.
If all of the conditions are true, the switch is
OK. Temporarily connect a test ECM. Refer
to Troubleshooting, “Test ECM Mode”. If the
problem is resolved with the test ECM, connect
the original ECM. If the problem is resolved with
the test ECM and the problem returns with the
original ECM, replace the original ECM.
STOP.
i02296082
ECM Memory - Test
SMCS Code: 1901-038
System Operation Description:
This procedure covers the following diagnostic codes:
• 252-11 Engine Software Incorrect (59)
• 253-02 Check Customer or System Parameters
(56)
231
Troubleshooting Section
• 253-14 Truck Manufacturer Parameter Not
Pogrammed
Background Information
252-11
The flash file in the ECM is from the wrong engine
family. The engine will not start.
253-02
At least one of the following conditions exists:
• One or more of the configuration parameters are
not programmed. The effect on the engine depends
on the parameter.
• The personality module code of the flash file in the
ECM is different from the personality module code
of the original flash file. Engine speed is limited to
low idle.
• At least two programmable inputs are programmed
to the same input terminal or at least two
programmable outputs are programmed to the
same output terminal. Engine speed is limited to
low idle.
• All of the injector trim files are not loaded into the
ECM. Engine performance and emissions are
affected.
Several of the above conditions can exist at the same
time. The conditions that exist are displayed beneath
the code. The 253-02 diagnostic code will disappear
when all of the conditions have been resolved.
253-14
The “Truck Manufacturer” parameter has not been
programmed. The following items will not work
correctly:
• Speedometer
• Tachometer
• Engine monitoring lamps
Correct the Condition
Determine the diagnostic code that is active.
Expected Result:
A 252-11, 253-02, or 253-14 diagnostic code is active.
Results:
• A 252-11 code is active
232
Troubleshooting Section
Repair: Obtain the engine serial number. Use SIS
to determine the latest available flash file for the
engine. Verify that the latest available flash file is
loaded into the ECM.
STOP.
• A 253-02 code is active
Repair: Identify the condition that is displayed
beneath the code:
If a programmable parameter is displayed, program
that parameter with the correct value.
If a programmable input or a programmable output
is displayed, identify all of the inputs and/or the
outputs that are programmed to the same value.
Program the inputs and/or the outputs to match the
vehicle's actual configuration.
If “Injector Code” is displayed, load the
missing injector trim file into the ECM. Refer to
Troubleshooting, “Injector Trim File”.
If “Personality Module Code” is displayed, perform
one of the following actions:
• Program the latest available flash file into the
ECM.
• Obtain factory passwords in order to reset the
rating interlock code.
STOP.
• A 253-14 code is active
Repair: Determine the type of chassis. If the
engine is installed in a General Motors chassis,
program the “Truck Manufacturer” parameter to
“GM”. For all other chassis, program the parameter
to “Other”.
STOP.
i02378207
Electrical Connectors - Inspect
SMCS Code: 7553-040-WW
System Operation Description:
Most electrical problems are caused by poor
connections. The following procedure will assist in
detecting problems with connectors and with wiring.
If a problem is found correct the condition and verify
that the problem is resolved.
SENR9517-19
Intermittent electrical problems are sometimes
resolved by disconnecting and reconnecting
connectors. It is very important to check for diagnostic
codes immediately before disconnecting a connector.
Also check for diagnostic codes after reconnecting
the connector. If the status of a diagnostic code is
changed due to disconnecting and reconnecting a
connector, there are several possible reasons. The
likely reasons are loose terminals, improperly crimped
terminals, moisture, corrosion, and inadequate
mating of a connection.
Follow these guidelines:
• Always use a 1U-5804 Crimp Tool to service
Deutsch HD and DT connectors. Never solder the
terminals onto the wires. Refer to “SEHS9615,
Servicing Deutsch HD and DT Style Connectors”.
• Always use a 147-6456 Wedge Removal Tool to
remove wedges from DT connectors. Never use a
screwdriver to pry a wedge from a connector.
• Always use a breakout harness for a voltmeter
probe or a test light. Never break the insulation
of a wire in order to access to a circuit for
measurements.
• If a wire is cut, always install a new terminal for
the repair.
The connection of any electrical equipment and
the disconnection of any electrical equipment may
cause an explosion hazard which may result in in-
jury or death. Do not connect any electrical equip-
ment or disconnect any electrical equipment in an
explosive atmosphere.
SENR9517-19 233
Troubleshooting Section

Test Step 1. Check Connectors for B. Ensure that the sealing plugs are in place. If
Moisture and Corrosion any of the plugs are missing, replace the plug.
Ensure that the plugs are inserted correctly into
the connector. Refer to Illustration 76.

g01131019
Illustration 77
Seal for a three-pin connector (typical example)

g01131211
Illustration 75
Leaky seal at the connector (typical example)

A. Inspect all wiring harnesses. Ensure that the

routing of the wiring harness allows the wires to
enter the face of each connector at a perpendicular
angle. Otherwise, the wire will deform the seal
bore. Refer to Illustration 75. This will create a
path for the entrance of moisture. Verify that the
seals for the wires are sealing correctly.

g01131165
Illustration 78
Seal for ECM connector (typical example)

C. Disconnect the suspect connector and inspect the

connector seal. Ensure that the seals are in good
condition. If necessary, replace the connector.

D. Thoroughly inspect the connectors for evidence

of moisture entry.

Note: It is normal to see some minor seal abrasion

on connector seals. Minor seal abrasion will not allow
Illustration 76
g01131276 the entry of moisture.
Diagram for the installation of a connector plug (typical example)
(1) Electronic Control Module (ECM) connector
(2) Correctly inserted plug
(3) Incorrectly inserted plug
234
Troubleshooting Section
If moisture or corrosion is evident in the connector,
the source of the moisture entry must be found and
the source of the moisture entry must be repaired.
If the source of the moisture entry is not repaired,
the problem will recur. Simply drying the connector
will not fix the problem. Check the following items
for the possible moisture entry path:
• Missing seals
• Improperly installed seals
• Nicks in exposed insulation
• Improperly mated connectors
Moisture can also travel to a connector through
the inside of a wire. If moisture is found in a
connector, thoroughly check the connector's
harness for damage. Also check other connectors
that share the harness for moisture.
Note: The ECM is a sealed unit. If moisture is found
in an ECM connector, the ECM is not the source of
the moisture. Do not replace the ECM.
Expected Result:
The harness wiring, connectors, and seals are in
good condition. There is no evidence of moisture in
the connectors.
Results:
• OK – The harness wiring, connectors, and seals
are in good condition. Proceed to Test Step 2.
• Not OK – A problem has been found with the
harness or the connectors.
Repair: Repair the connectors or the wiring, as
required. Ensure that all of the seals are properly
in place. Ensure that the connectors have been
reattached.
If corrosion is evident on the pins, sockets or the
connector, use only denatured alcohol to remove
the corrosion. Use a cotton swab or a soft brush
to remove the corrosion.
If moisture was found in the connectors, run the
engine for several minutes and check again for
moisture. If moisture reappears, the moisture is
wicking into the connector. Even if the moisture
entry path is repaired, it may be necessary to
replace the wires.
Verify that the repair eliminates the problem.
STOP.
SENR9517-19
Test Step 2. Check the Wires for Damage
to the Insulation
A. Carefully inspect each wire for signs of abrasion,
of nicks, and of cuts.
Inspect the wires for the following conditions:
• Exposed insulation
• Rubbing of a wire against the engine
• Rubbing of a wire against a sharp point
B. Check all of the wiring harness fasteners in order
to verify that the harness is properly secured. Also
check all of the fasteners in order to verify that the
harness is not compressed. Pull back the harness
sleeves in order to check for a flattened portion
of wire. A fastener that has been overtightened
flattens the harness. This damages the wires that
are inside the harness.
Expected Result:
The wires are free of abrasion, of nicks, and of cuts
and the harness is properly clamped.
Results:
• OK – The harness is OK. Proceed to Test Step 3.
• Not OK – There is damage to the harness.
Repair: Repair the wires or replace the wires,
as required. Verify that the repair eliminates the
problem.
STOP.
Test Step 3. Inspect the Connector
Terminals
A. Visually inspect each terminal in the connector.
Verify that the terminals are not damaged.
Verify that the terminals are properly aligned in
the connector and verify that the terminals are
properly located in the connector.
Expected Result:
The terminals are properly aligned and the terminals
appear undamaged.
Results:
• OK – The terminals are OK. Proceed to Test Step
4.
• Not OK – The terminals of the connector are
damaged.
SENR9517-19
Repair: Repair the terminals and/or replace the
terminals, as required.
Verify that the repair eliminates the problem.
STOP.
Test Step 4. Perform a Pull Test on Each
Wire Terminal Connection
g01131435
Illustration 79
Receptacle lock wedge (typical example)
A. Ensure that the locking wedge for the connector
is installed properly. Terminals cannot be retained
inside the connector if the locking wedge is not
installed properly.
B. Perform the 45 N (10 lb) pull test on each wire.
Each terminal and each connector should easily
withstand 45 N (10 lb) of tension and each wire
should remain in the connector body. This test
checks whether the wire was properly crimped
in the terminal and whether the terminal was
properly inserted into the connector.
Expected Result:
Each terminal and each connector easily withstands
45 N (10 lb) of pull and each wire remains in the
connector body.
Results:
• OK – All terminals pass the pull test. Proceed to
Test Step 5.
• Not OK – A wire has been pulled from a terminal
or a terminal has been pulled from the connector.
Repair: Use the 1U-5804 Crimp Tool to replace
the terminal. Replace damaged connectors, as
required. Verify that the repair eliminates the
problem.
STOP.
235
Troubleshooting Section
Test Step 5. Check Individual Pin
Retention into the Socket
g01131604
Illustration 80
Diagram for testing pin retention (typical example)
A. Verify that the sockets provide good retention for
the pins. Insert a new pin into each socket one
at a time in order to check for a good grip on the
pin by the socket.
Expected Result:
The sockets provide good retention for the new pin.
Results:
• OK – The terminals are OK. Proceed to Test Step
6.
• Not OK – Terminals are damaged.
Repair: Use the 1U-5804 Crimp Tool to replace
the damaged terminals. Verify that the repair
eliminates the problem.
STOP.
Test Step 6. Check the Locking
Mechanism of the Connectors
A. Ensure that the connectors lock properly. After
locking the connectors, ensure that the two halves
cannot be pulled apart.
B. Verify that the latch tab of the connector is
properly latched. Also verify that the latch tab of
the connector returns to the locked position.
Expected Result:
The connector will securely lock. The connector and
the locking mechanism are without cracks or breaks.
Results:
• OK – The connectors are in good repair. Proceed
to Test Step 7.
236 SENR9517-19
Troubleshooting Section

• Not OK – The connector's locking mechanism is

damaged or missing.

Repair: Repair the connector or replace the

connector, as required. Verify that the repair
eliminates the problem.

STOP.

Test Step 7. Check the Allen Head Screws

on the Connectors
Visually inspect the allen head screws for the ECM
connectors. Ensure that the threads on each allen
head screw are not damaged. g01132863
Illustration 83
A. Connect the ECM connectors. Allen head screw for the 40 pin ECM connector (typical example)

c. Torque the allen head screw for the 40 pin ECM

connector to 2.25 ± 0.25 N·m (20 ± 2 lb in).

g01132827
Illustration 81
Allen head screw for the 120 pin ECM connector (typical example)

g01133047
a. Torque the allen head bolt for the 120 pin ECM Illustration 84
connector to 7.0 ± 0.5 N·m (60 ± 4 lb in). Allen head screw for the 40 pin customer connector and the 70 pin
customer connector (typical example)

B. Connect the customer connector.

Torque the allen head screw for the 40 pin

customer connector and the 70 pin customer
connector to 2.25 ± 0.25 N·m (20 ± 2 lb in).

Expected Result:

The ECM connector is secure and the allen head

screws are properly torqued.

Results:

Illustration 82
g01132849
• OK – The ECM connectors and the customer
Allen head screw for the 70 pin ECM connector (typical example) connector is properly connected. Proceed to Test
Step 8.
b. Torque the allen head screw for the 70
pin ECM connector to 6.0 + 1.5 - 0.5 N·m • Not OK – The allen head screws for the ECM
(55 + 13 - 4 lb in). connector or the customer connector is damaged.
SENR9517-19
Repair: Repair the connector or replace the
connector, as required. Verify that the repair
eliminates the problem.
STOP.
Test Step 8. Perform the “Wiggle Test” on
the Caterpillar Electronic Technician (ET)
A. Select the “Wiggle Test” from the diagnostic tests
on Cat ET.
B. Choose the appropriate group of parameters to
monitor.
C. Press the “Start” button. Wiggle the wiring harness
in order to reproduce intermittent problems.
If an intermittent problem exists, the status will be
highlighted and an audible beep will be heard.
Expected Result:
No intermittent problems were indicated during the
“Wiggle Test”.
Results:
• OK – No intermittent problems were found. The
harness and connectors appear to be OK. If you
were sent from another procedure, return to the
procedure and continue testing. If this test has
resolved the problem, return the engine to service.
STOP.
• Not OK – At least one intermittent problem was
indicated.
Repair: Repair the harness or the connector. Verify
that the repair eliminates the problem.
STOP.
i02881467
Engine Pressure Sensor Open
or Short Circuit - Test
SMCS Code: 1439-038-PX; 1718-038; 1923-038;
1924-038
System Operation Description:
This procedure covers the following diagnostic codes:
• 94-3 Fuel Pressure voltage high (37)
• 94-4 Fuel Pressure voltage low (37)
• 100-3 Oil Pressure voltage high (24)
• 100-4 Oil Pressure voltage low (24)
237
Troubleshooting Section
• 102-3 Boost Pressure voltage high (25)
• 102-4 Boost Pressure voltage low (25)
• 108-3 Barometric Pressure voltage high (26)
• 108-4 Barometric Pressure voltage low (26)
• 164-3 Injection Actuation Pressure voltage high
(15)
• 164-4 Injection Actuation Pressure voltage low (15)
Background Information
The Engine Control Module (ECM) continuously
creates a pull-up voltage on the signal wire for each
sensor. The ECM uses this pull-up voltage in order
to detect a problem in the signal circuit. When the
ECM detects voltage that is above a threshold on
the signal wire, the ECM activates a -3 diagnostic
code. When the ECM detects voltage that is below
a threshold on the signal wire, the ECM activates a
-4 diagnostic code.
Note: There may be a delay of 30 seconds in order
for Caterpillar Electronic Technician (ET) to display
an active diagnostic code. When you check for a
diagnostic code, be sure to wait at least 30 seconds.
The most likely cause of a code is a problem with an
electrical connector or wiring. The least likely cause
of a code is the ECM.
108-3 Diagnostic Code and High Crankcase
Pressure
Some atmospheric pressure sensors that are
located in the engine block actually sense crankcase
pressure rather than atmospheric pressure. With
this type of installation, crankcase pressure of
approximately 14 kPa (2 psi) can cause the 108-3
diagnostic code to be generated.
Before you proceed with this test, determine whether
the sensor is sensing crankcase pressure or
atmospheric pressure.
If the sensor is sensing crankcase pressure, connect
Caterpillar Electronic Technician (ET) to the ECM and
clear the diagnostic code. Do not start the engine.
Maintain electrical power to the ECM. Wait at least
30 seconds for generation of the diagnostic code.
Slowly wiggle the wiring for the sensor in an attempt
to generate an intermittent code.
If the 108-3 code is generated, continue with the
functional test.
If the 108-3 code is not generated, there is either a
problem with high crankcase pressure or the code is
intermittent, due to a loose connector or damaged
wiring.
238 SENR9517-19
Troubleshooting Section

A plugged crankcase breather will cause excessive

crankcase pressure. Leakage of the crankshaft seal
can occur. Sealing of the piston rings can be lost.
This will enable crankcase blowby to further increase
the crankcase pressure.

If the piston rings do not seal, blowby will increase

the crankcase pressure and the problem will become
worse. Performance will deteriorate. The engine
will have poor combustion. Deposits will build up
on the pistons, on the valves, and in the cylinder
heads. Downward pumping of the pistons against
the increased crankcase pressure will further reduce
the performance.

Sticking of the pistons will also increase the

crankcase pressure. If the problem is not resolved,
piston seizure will result. If a problem with a piston is
suspected, do not operate the engine. Inspect the
cylinder liner for scoring and for scuffing. Replace the
piston rings and the cylinder liner, if necessary.

To eliminate crankcase pressure as the cause of

the 108-3 diagnostic code, inspect the crankcase
breather. If the breather is plugged, clean the
breather or replace the breather. Make sure that the
air passages for the breather's system are clear.

To verify that the plugged breather was the problem,

operate the engine at a high load for at least 30
seconds. If the code does not recur, return the engine
to service.

g01239731
Illustration 85
Schematic for the engine pressure sensors
SENR9517-19 239
Troubleshooting Section

g01239672
Illustration 86
Locations of the engine pressure sensors (typical left side engine
view)
(1) Fuel pressure sensor
(2) Injection actuation pressure sensor
(3) Barometric pressure sensor
(4) Boost pressure sensor
(5) Engine oil pressure sensor
(6) Engine Control Module (ECM)
(7) J2/P2 ECM connector

g01239752
Illustration 87
Terminal locations at the P2 ECM connector for the engine
pressure sensors
(P2-2) Sensor supply (+5 VDC)
(P2-3) Sensor return
(P2-14) Barometric pressure
(P2-17) Fuel pressure (if equipped)
(P2-24) Engine oil pressure
(P2-25) Injection actuation pressure
(P2-40) Boost pressure
(P2-41) Sensor supply (engine oil pressure sensor) (+5 VDC)
(P2-42) Sensor return (engine oil pressure sensor)
240 SENR9517-19
Troubleshooting Section

Note: Do not disconnect any harness connectors in

order to perform this procedure.

a. Carefully install the spoons (multimeter probes)

into the terminal locations for the +5 volt sensor
supply and the sensor return at the P2 ECM
connector.

b. While you observe the voltage reading on the

multimeter, wiggle the wires and pull on the
wires at the connector for the suspect sensor.

The voltage reading will not vary more than 0.5

volts for a solid electrical connection.
g01159881
Illustration 88 c. Remove the spoons (multimeter probes) from
Terminal locations at the sensor connector for the engine pressure the connector.
sensors
(Terminal A) Sensor supply D. Check for an intermittent problem at the ECM
(Terminal B) Sensor return connector:
(Terminal C) Sensor signal

Note: Do not disconnect any harness connectors in

Test Step 1. Determine if the Code is order to perform this procedure.
Logged or Active
a. Carefully install the spoons (multimeter probes)
A. Connect Cat ET to the service tool connector.
into the terminal locations for the +5 volt sensor
supply and the sensor return at the connector
B. Restore electrical power to the engine ECM.
for the suspect sensor.
C. Monitor the active diagnostic code and the logged
b. While you observe the voltage reading on the
diagnostic codes on Cat ET.
multimeter, wiggle the wires and pull on the
wires for the +5 volt sensor supply and the
Note: Wait at least 30 seconds in order for diagnostic
sensor return at the ECM connector.
codes to become active.
The voltage reading will not vary more than 0.5
Identify the diagnostic code.
volts for a solid electrical connection.
Results:
c. Remove the spoons (multimeter probes) from
the connector.
• Logged code
E. Turn the keyswitch to the OFF position.
Repair: Do not troubleshoot a logged code unless
the code relates to an operator complaint. If the
Expected Result:
code is logged and the code does not relate to an
operator complaint, clear the code.
The voltage reading did not vary more than 0.5 volts
during either test.
If the code is logged and the code relates to an
operator complaint, proceed to Test Step 2.
Results:
• Active code – Proceed to Test Step 3. • OK – The voltage reading did not vary more than
0.5 volts.
Test Step 2. Check the Integrity of the
Connections at the Connectors Repair: The connections are OK at the connectors.
There does not appear to be an intermittent
A. Turn the keyswitch to the ON position. Do not start
problem in the circuit at this time. Return the
the engine.
engine to service.
B. Install a 7X-1708 Multimeter Probe (RED) and a
STOP.
7X-1709 Multimeter Probe (BLACK) onto the test
leads of a multimeter.
• Not OK – The voltage reading varied more than
0.5 volts during the test.
C. Check for an intermittent problem at the
connector for the suspect sensor:
SENR9517-19
Repair: Disconnect the suspect connector and
inspect the connector and the terminals for
moisture, damage, and corrosion. Repair the
connectors and/or the terminals. Return the engine
to service.
STOP.
Test Step 3. Check the Supply Voltage at
the Sensor Connector
Turn the keyswitch to the ON position. Do not start
the engine.
Measure the voltage between terminal A (+5 V
supply) and terminal B (sensor return) at the harness
connector for the sensor that relates to the code.
Expected Result:
The voltage is between 4.5 VDC and 5.5 VDC.
Results:
• OK – The voltage is between 4.5 VDC and
5.5 VDC. The supply voltage is at the sensor
connector. Record the voltage measurement. If
you are troubleshooting a -3 diagnostic code,
proceed to Test Step 4. If you are troubleshooting
a -4 diagnostic code, proceed to Test Step 7.
• Not OK – The voltage is less than 4.5 VDC or the
voltage is greater than 5.5 VDC.
Repair: The voltage of the sensor supply is
incorrect. Refer to Troubleshooting, “5 Volt Engine
Pressure Sensor Supply Circuit - Test”.
STOP.
Test Step 4. Check for Battery Voltage on
the Signal Wire
Measure the voltage between the signal terminal and
the return terminal on the harness connector for the
sensor that relates to the diagnostic code.
Expected Result:
The voltage measurement is less than the +Battery
voltage.
Results:
• OK – The voltage measurement is less than the
+Battery voltage. The signal wire is not shorted to
the +Battery. Proceed to Test Step 5.
• Not OK – The voltage measurement is
approximately equal to the +Battery voltage. The
signal wire is shorted to the +Battery.
241
Troubleshooting Section
Repair: Repair the wiring, when possible. Replace
parts, if necessary. Verify that the problem is
resolved.
STOP.
Test Step 5. Check the Signal Wire for an
Open Circuit
A. Disconnect the sensor that relates to the
diagnostic code.
B. Connect a jumper wire between the signal terminal
and the return terminal on the harness connector
for the sensor that relates to the diagnostic code.
This will replace the sensor with a short circuit.
C. Look for a -4 diagnostic code.
Expected Result:
The -3 code does not change to a -4 code when the
jumper wire is connected.
Results:
• OK – The -3 code does not change to a -4 code
when the jumper wire is connected. Connect the
sensor. There is a problem with the wiring harness
or with the ECM. Proceed to Test Step 6.
• Not OK – The -3 code changes to a -4 code when
the jumper wire is connected. The wiring harness
and the ECM are OK.
Repair: Perform the following procedure:
1. Remove the jumper wire.
2. Connect a new sensor to the engine harness.
Do not install the sensor into the engine.
3. Verify that the active -3 diagnostic code does
not recur.
4. Install the sensor into the engine.
5. Clear all logged diagnostic codes and return the
engine to service.
STOP.
Test Step 6. Check the ECM for Proper
Operation
A. Determine the P2 signal terminal and the P2
return terminal that relates to the diagnostic code.
B. Remove the signal terminal and the return terminal
from the P2 connector.
242
Troubleshooting Section
C. Install a jumper wire into the P2 connector
between the signal terminal and the return
terminal. This will replace the engine wiring with
a short circuit.
D. Look for a -4 diagnostic code.
Expected Result:
A -4 code is active when the jumper wire is installed.
Results:
• OK – A -4 code is active when the jumper wire is
installed. The ECM detected the jumper wire at the
P2 connector. However, the ECM did not detect
the jumper wire at the harness connector for the
sensor. There is an open circuit in the wiring.
Repair: Repair the wiring, when possible. Replace
parts, if necessary. Verify that the problem is
resolved.
STOP.
• Not OK – A -4 code is not active when the jumper
wire is installed. The ECM does not detect the
jumper wire at the P2 connector. There is a
problem with the ECM.
Repair: Perform the following procedure:
1. Restore the P2 wiring to the original
configuration.
2. Temporarily install a test ECM. Refer to
Troubleshooting, “Test ECM Mode”.
3. Verify that the problem is resolved.
4. Install the original ECM and verify that the
original problem returns.
5. If the problem returns with the original
ECM, replace the original ECM. Refer to
Troubleshooting, “Replacing the ECM”.
STOP.
Test Step 7. Check the Signal Wire for a
Short Circuit
A. Disconnect the sensor that applies to the -4
diagnostic code.
B. Look for a -3 diagnostic code.
C. Connect the sensor and look for a -4 diagnostic
code.
SENR9517-19
Expected Result:
When the sensor is disconnected, the -4 code
remains.
Results:
• OK – When the sensor is disconnected, the -4
code remains. There is a problem with the wiring
harness or with the ECM. Proceed to Test Step 8.
• Not OK – When the sensor is disconnected, the -4
code changes to a -3 code. The harness and the
ECM are OK. There is a problem with the sensor.
Repair: Perform the following procedure:
1. Connect a new sensor to the engine harness.
Do not install the sensor into the engine.
2. Verify that the active -4 diagnostic code does
not recur.
3. Install the sensor into the engine.
4. Clear all logged diagnostic codes and return the
engine to service.
STOP.
Test Step 8. Check the ECM for Proper
Operation
A. Determine the P2 signal terminal that relates to
the diagnostic code.
B. Remove the signal terminal from the P2 connector.
C. Check if the -4 diagnostic code becomes an active
-3 active code.
Expected Result:
A -3 code is active when the signal wire is
disconnected from the P2 connector.
Results:
• OK – A -3 code is active when the signal wire is
disconnected from the P2 connector. The ECM
detected the open circuit at the P2 connector.
However, the ECM did not detect the open circuit
at the harness connector for the sensor. There is a
problem with the wiring between the P2 connector
and the harness connector for the sensor. There
may be a problem with a connector.
Repair: Repair the wiring or the connector, when
possible. Replace parts, if necessary. Verify that
the problem is resolved.
STOP.
SENR9517-19 243
Troubleshooting Section

• NOt OK – A -3 code is not active when the signal

wire is disconnected from the P2 connector. The
ECM did not detect the open circuit at the P2
connector. There is a problem with the ECM.

Repair: Perform the following procedure:

1. Restore the P2 wiring to the original

configuration.

2. Temporarily install a test ECM. Refer to

Troubleshooting, “Test ECM Mode”.

3. Verify that the problem is resolved.

4. Install the original ECM and verify that the

original problem returns.

5. If the problem returns with the original

ECM, replace the original ECM. Refer to
Troubleshooting, “Replacing the ECM”.

STOP.

i02375648

Engine Running Output Circuit

- Test
SMCS Code: 1901-038

System Operation Description:

Use this procedure in order to determine if the circuit

for the engine running output is operating properly.
There are no diagnostic codes for this circuit.

Background Information

The engine running output is located on J1/P1-13

(Output 4) of the Engine Control Module (ECM) .

The engine running output turns on when the engine

is running. The engine running output turns off when
the engine rpm equals zero. This output can be used
to prevent the engagement of the starter while the
engine is running. The output can be connected to a
relay that disables the starter. The relay is normally
closed so cranking can be achieved immediately at
powerup. During cranking, the ECM energizes the
engine running output once engine rpm reaches 50
rpm below low idle. The output is de-energized if the
engine speed falls below the programmed low idle
by 100 rpm. The low idle rpm is programmable. The
range for low idle is between 700 rpm and 800 rpm.
244 SENR9517-19
Troubleshooting Section

g01151036
Illustration 89
Engine running output circuit

GMT-560 Applications

GMT-560 applications have a programmable

parameter “Engine Running Output” that can be
programmed to “P1/J1:31”. If this parameter is
programmed, the engine running output is located on
ECM J1/P1-31 (Output 9). This feature allows the
ECM to control a relay in order to prevent the starter
from being engaged after the engine has started.

When the ignition key switch is placed in the ON

position, Output 9 is low. The relay is ON and the
switch is closed. Current flows to the starter solenoid
and this allows the starter to engage. When the
engine speed reaches 600 rpm the output will go
high. This de-energizes the relay and the switch
opens. When the switch is open there is no current
flow to the starter solenoid.

g01151023
Illustration 90
Engine Running Output Circuit for GMT-560
SENR9517-19
Illustration 91
g01151043
Pin locations on ECM connector
(P1-13) Output 4
(P1-31) Output 9
Test Step 1. Inspect Electrical Connectors
and Wiring
A. Thoroughly inspect ECM vehicle harness
connector J1/P1, and the firewall bulkhead
connector.
Refer to Troubleshooting, “Electrical Connectors -
Inspect” for details.
B. Perform a 45 N (10 lb) pull test on terminal 13 in
the ECM connector.
C. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
D. Check the harness and wiring for abrasion and for
pinch points from the sensor to the ECM.
245
Troubleshooting Section
Expected Result:
All connectors, pins and sockets are completely
coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion and of pinch points.
Results:
• Yes – The wiring is OK. Proceed to Test Step 2.
• No – There is a problem with the wiring.
Repair: Repair the connectors or wiring and/or
replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the
connectors are completely coupled.
Verify that the problem is resolved.
STOP.
Test Step 2. Use Caterpillar Electronic
Technician (ET) to Check the Relay
A. Connect Cat ET to the data link connector.
B. Turn the ignition key switch to the ON position.
C. Access the special test “Engine Running Output”
on Cat ET. The “Engine Running Output” test will
enable the engine running output when the test
is active.
D. Begin the “Engine Running Output” test and listen
for the relay to click. You may need to be near the
engine in order to hear the click.
Expected Result:
The relay activates when the special test is enabled.
Results:
• Yes – The ECM and vehicle components are
operating correctly. STOP.
• No – The ECM and vehicle components are not
operating correctly. Proceed to Test Step 3.
Test Step 3. Use Cat ET to Check the ECM
A. Verify that Cat ET is connected to the data link
connector.
B. Turn the ignition key switch to the OFF/RESET
position.
C. Disconnect the ECM vehicle harness connector
J1/P1.
D. Connect a breakout T between ECM connectors
J1 and P1.
246
Troubleshooting Section
E. Connect a voltage test lamp to terminal 13 (Output
4) and terminal 65 (-Battery) of the breakout T.
Note: If the vehicle is a GM-560 application, connect
the voltage test lamp to terminal 31 (Output 9) and
terminal 65 (-Battery) of the breakout T.
F. Turn the ignition key switch to the ON position.
G. Access the special test “Engine Running Output”
on Cat ET.
H. Cycle the special test “Engine Running Output” to
“Active” and to “Not Active” and watch the voltage
test lamp.
I. Stop the special test.
Note: A multimeter cannot be used in place of the
voltage test lamp when the ECM outputs are being
tested.
Expected Result:
The voltage test lamp turns on when the test is
active. The voltage test lamp turns off when the test
is not active.
Results:
• Yes – The ECM is OK. The problem is in the
vehicle wiring. Inspect the vehicle wiring and then
repair the vehicle wiring. Otherwise, send the
vehicle to the OEM dealer for repair. Verify that the
original condition is resolved. STOP.
• No – There may be a problem with the ECM.
Repair: Temporarily connect a test ECM. Use the
“Engine Running Output Special Test” onCat ET to
check the ECM. If the problem is resolved with the
test ECM, install the suspect ECM. If the problem
returns with the suspect ECM, replace the ECM.
Verify that the repair eliminates the problem.
STOP.
i02296119
Engine Speed/Timing Sensor
Circuit - Test
SMCS Code: 1439-038-VF; 1912-038
System Operation Description:
Use this procedure to troubleshoot the system only
under the following conditions:
• There is an active diagnostic code or an easily
repeated diagnostic code that is associated with
the engine speed/timing circuit.
SENR9517-19
• You have been directed here from another
procedure.
The following background information is related
to this procedure:
The engine uses two engine speed/timing sensors.
Both of the engine speed/timing sensors detect the
reference for engine speed and timing from a unique
pattern on the camshaft gear. The Engine Control
Module (ECM) counts the time between pulses that is
created by the sensor as the gear rotates in order to
determine rpm. The ECM remembers the pattern of
the pulses. The ECM uses the pattern of the pulses
in order to determine the position of the crankshaft.
When the timing has been established, the ECM
triggers each injector in the correct firing order at the
correct time.
The actual timing and duration of each injection is
based on engine rpm and on load. If the engine is
running and the signal from one of the camshaft
position sensors is lost, no noticeable change in
engine performance will be noticed.
The engine will start and the engine will run when
only one sensor signal is present from either of the
sensors. The loss of the signal from both of the
sensors during engine operation will result in the
termination of injection and the shutting down the
engine by the ECM. The loss of the signal from both
of the sensors during start-up will prevent the engine
from starting.
Both sensors are magnetic sensors. The two sensors
are not interchangeable. Do not switch the positions
of the sensors. The two sensors must be replaced as
a pair. If the sensors are replaced, a timing calibration
is not necessary for the engine. Timing calibration
is only necessary after replacing an ECM that will
not communicate.
If a replacement of the ECM is required, the ECM
parameters and the timing calibration can be
transferred from the suspect ECM to the replacement
ECM. Timing calibration will not be necessary. This
feature requires the Caterpillar Electronic Technician
(ET) and this feature is only possible if the existing
ECM can communicate with Cat ET. Use the
procedure “Copy Configuration - ECM Replacement”
on Cat ET. Refer to Troubleshooting, “Programming
Parameters” for more information.
When the sensors are being installed, complete
all of the following tasks:
• Lubricate the O-ring with oil.
• Ensure that the sensor has a face seal inside the
connector body. If a seal is damaged or missing,
replace the seal.
SENR9517-19 247
Troubleshooting Section

• Ensure that the sensor is fully seated into the

engine before tightening the bracket bolt.

• Ensure that the connector is latched on both sides.

• Ensure that the harness is properly secured, and
ensure that the harness is attached to the harness
clip.

g00931977
Illustration 92
Schematic for the speed/timing sensors
248
Troubleshooting Section
Illustration 93
g01151050
Pin locations on ECM connector
(P2-48) Primary engine speed/timing positive
(P2-49) Primary engine speed/timing negative
(P2-58) Secondary engine speed/timing positive
(P2-59) Secondary engine speed/timing negative
Test Step 1. Check for Active Diagnostic
Codes and Logged Diagnostic Codes
A. Connect Cat ET to the data link connector.
B. Turn the ignition key switch to the ON position.
C. Check for one of the following logged diagnostic
codes or active diagnostic codes:
• 64-02 Secondary engine speed loss of signal
(34)
• 64-11 Secondary engine speed no pattern (34)
• 190-02 Primary engine speed loss of signal (34)
• 190-11 Primary engine speed no pattern (34)
SENR9517-19
Note: If the diagnostic code is logged but not active,
run the engine until the engine is at normal operating
temperature. The problem may only occur when the
engine is at the normal operating temperature. If the
engine will not start, monitor the engine rpm from
Cat ET while the engine is being cranked. Cat ET
may need to be powered from another battery while
the engine is being cranked. This is done in order to
ensure that Cat ET does not reset.
Expected Result:
One or more of the diagnostic codes that are listed
above are logged or active.
Note: If you have been directed here from
Troubleshooting, “Troubleshooting without a
Diagnostic Code” for the following reason, select “No
Engine rpm”:
• The engine rpm was not indicated on Cat ET.
Results:
• OK – There is an active diagnostic code or a
logged diagnostic code. Proceed to Test Step 3.
• Not OK – If none of the codes that are listed are
active diagnostic codes or logged diagnostic codes
and the engine is not running properly, refer to
the appropriate symptoms in the service manual.
STOP.
• No Engine rpm – Engine rpm is not indicated on
Cat ET. Proceed to Test Step 2.
Test Step 2. Check the Installation of the
Sensors and the Bracket
g01151059
Illustration 94
Flange of the sensor and mounting bracket
A. Inspect the bracket in order to ensure that the
installation allows the flange of the sensor to be
flush against the engine.
Verify that the bracket is not bent.
Note: The bracket cannot be replaced separately.
SENR9517-19
B. Ensure that one O-ring has been installed on
the sensor, and ensure that the O-ring is free of
damage.
Note: If the flange of the sensor is bent or if an
obstruction is preventing the sensor from reading a
good pattern, the engine will not start.
Results:
• OK – The sensors and the bracket are properly
installed. Proceed to Test Step 3.
• Not OK
Repair: Perform the following procedure in order
to properly install the sensors and the bracket:
1. Loosen the bolt that holds the sensor mounting
bracket to the engine.
2. Seat the sensor and tighten the bolt.
If the sensor will not seat, repair the sensor or
replace the sensor, as required.
Note: The sensor must not be removed from the
bracket.
3. Ensure that the sensor is properly oriented
and that the harness is secured in the proper
location.
4. Verify that the repair eliminates the problem.
STOP.
Test Step 3. Measure the Sensor
Resistance Through the Engine Harness
A. Turn the ignition key switch to the OFF/RESET
position.
B. Thoroughly inspect ECM vehicle harness
connector J2/P2. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
C. Perform a 45 N (10 lb) pull test on the following
wires in the ECM engine harness connector P2
that are associated with the engine speed/timing
sensors:
• P2-48
• P2-49
• P2-58
• P2-59
Refer to Illustration 93.
249
Troubleshooting Section
D. Ensure that the latch tab on the connector is
properly latched and ensure that the latch tab is
fully latched.
E. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
F. Repair the harness or repair the connector if a
problem is found.
G. Ensure that the wiring harness is correctly routed
and secured at the proper locations.
H. Ensure that the harness wiring is not pulled
too tightly. When the harness wiring is pulled
too tightly, vibrations or movement can cause
intermittent connections.
I. Inspect the harness wiring for nicks and abrasions.
J. If the harness and the connector are OK,
disconnect ECM connector J2/P2.
K. Use the following procedure to measure the
sensor resistance (Ohms) for the primary
speed/timing sensor:
Refer to Illustration 93.
a. Use a multimeter to measure the resistance
from P2-48 (primary engine speed/timing
sensor positive) to P2-49 (primary engine
speed/timing sensor negative).
b. Check for an intermittent open circuit or
short circuit by moving the harness while the
measurement for resistance is being taken. Pull
the wires that are directly behind the sensors
or shake the wires that are directly behind the
sensors.
Resistance ............................ 75 to 230 Ohms
L. Use the following procedure to measure the
sensor resistance (Ohms) for the secondary
speed/timing sensor:
Refer to Illustration 93.
a. Use a multimeter to measure the sensor
resistance (Ohms) from P2-58 (secondary
engine speed/timing positive) to P2-59
(secondary engine speed/timing negative).
b. Check for an intermittent open circuit or
short circuit by moving the harness while the
measurement for resistance is being taken. Pull
the wires that are directly behind the sensors
or shake the wires that are directly behind the
sensors.
Resistance ........................ 600 to 1800 Ohms
250
Troubleshooting Section
Expected Result:
The readings agree with the values that are listed
above.
Results:
• OK – Neither a short circuit nor an open circuit is
indicated. Proceed to Test Step 5.
• Not OK – The sensor resistance is not within the
acceptable range when the sensor resistance is
measured through the engine harness. Proceed
to Test Step 4.
Test Step 4. Measure the Resistance of
the Sensor at the Sensor
A. Turn the ignition key switch to the OFF/RESET
position.
B. Check the harness and the wiring for abrasion and
for pinch points from the sensor back to the ECM.
C. Disconnect the suspect sensor from the engine
harness.
D. Thoroughly inspect ECM engine harness
connectors for the sensors J401/P401 or
J402/P402. Refer to Troubleshooting, “Electrical
Connectors - Inspect” for details.
E. Use the following procedure to measure the
sensor resistance (Ohms) for the primary
speed/timing sensor at the sensor connector
between terminal A and terminal B:
a. Use a multimeter to measure the sensor
resistance (Ohms) from J401-B (E964-WH) to
J401-A (E963-BK).
Resistance ............................. 75 to 230 Ohms
F. Use the following procedure to measure the
sensor resistance (Ohms) for the secondary
engine speed/timing sensor at the sensor
connector between terminal A and terminal B:
a. Use a multimeter to measure the sensor
resistance (Ohms) from J402-B (E966-YL) to
J402-A (E965-BU).
Resistance ........................ 600 to 1800 Ohms
Note: Timing calibration is not necessary following
replacement of the speed/timing sensors. Refer
to the information in the system operation section
regarding the installation of sensors.
Expected Result:
The readings agree with the values that are listed
above.
SENR9517-19
Results:
• OK – The sensor resistance is correct. Proceed
to Test Step 5.
• Not OK – The sensor resistance is out of the
expected range.
Repair: Perform the following procedure in order
to check and install the new sensor:
1. Before installing the new sensor, measure the
resistance of the new sensor.
Note: If the new sensor resistance is not in the
correct range, inspect the wiring harness for damage.
If the new sensor resistance is in the correct
range, install the new sensor in the engine, as
follows:
a. Loosen the bolt that holds the sensor
mounting bracket to the engine.
b. Ensure that one O-ring is installed and free
of damage.
c. Seat the sensor and tighten the bolt.
If the sensor will not seat, repair the sensor
or replace the sensor, as required.
Note: The sensor must not be removed from the
bracket.
d. Ensure that the sensor is properly oriented
and that the harness is secured in the proper
location.
2. Verify that the repair eliminates the problem.
STOP.
Test Step 5. Install the Bypass Harness
for the Engine Speed/Timing Sensors
A. Turn the ignition key switch to the OFF/RESET
position.
B. Disconnect ECM connector J2/P2.
C. Install the wiring harness to the ECM engine
harness connector P2. Connect the wiring:
• P2-48 to the white wire
• P2-49 to the black wire
• P2-58 to the yellow wire
• P2-59 to the blue wire
SENR9517-19
Note: Twisted pair wiring is required. Ensure that the
wires have at least one twist per inch.
D. Reconnect the engine harness connector J2/P2.
E. Start the engine in order to determine if the bypass
harness repairs the problem.
Expected Result:
The problem is corrected with the installation of the
bypass harness.
Results:
• OK – The bypass harness corrected the problem.
Repair: Permanently install a new section of
harness.
STOP.
• Not OK – The bypass harness did not correct the
problem.
Repair: Verify that the correct terminals have been
installed in the correct location of the ECM engine
harness connector P2. If the temporary harness
was installed correctly, install the original wiring.
Proceed to Test Step 6.
Test Step 6. Check the ECM
A. Turn the ignition key switch to the OFF/RESET
position.
B. Temporarily connect a test ECM.
C. Start the engine. Run the engine in order to repeat
the conditions when the problem occurs.
D. If the problem is resolved with the test ECM,
reconnect the suspect ECM.
E. If the problem returns with the suspect ECM,
replace the ECM.
Verify that the repair eliminates the problem.
Expected Result:
The problem remains with the suspect ECM.
Results:
• OK – The problem is resolved with the test ECM
and the problem returns with the suspect ECM.
Replace the ECM. Verify that the repair eliminates
the problem. STOP.
• Not OK – The problem was not resolved with a
test ECM.
251
Troubleshooting Section
Repair: Replace the sensor.
Verify that the repair eliminates the problem.
STOP.
i03438480
Engine Temperature Sensor
Open or Short Circuit - Test
SMCS Code: 1439-038-TA; 1906-038; 1921-038;
1922-038; 1928-038
System Operation Description:
The troubleshooting procedures for the diagnostic
codes of each temperature sensor are identical. The
temperature sensors are passive sensors that have
two terminals. The passive sensors do not require
supply voltage from the Engine Control Module
(ECM). The sensor return is connected to terminal 2
of the sensor connector while the sensor signal is
provided at terminal 1 of the sensor connector. The
signal from terminal 1 of each sensor is supplied to
the appropriate terminal at the ECM connector.
Pull-up Voltage
The ECM continuously outputs a pull-up voltage
on the circuit for the sensor signal wire. The ECM
uses this pull-up voltage in order to detect an open
in the signal circuit. When the ECM detects the
presence of a voltage that is above a threshold on the
signal circuit, the ECM will generate an open circuit
diagnostic code (3) for the sensor.
If the sensor is disconnected at the sensor connector,
the presence of pull-up voltage at the sensor
connector indicates that the wires from the sensor
connector to the ECM are not open or shorted to
ground. If the sensor is disconnected at the sensor
connector, the absence of pull-up voltage at the
sensor connector indicates an open in the signal wire
or a short to ground. If the sensor is disconnected at
the sensor connector and the voltage at the sensor
connector is different from pull-up voltage, the signal
wire is shorted to another wire in the harness.
252 SENR9517-19
Troubleshooting Section

g01788353
Illustration 95
Schematic for engine temperature sensors

g01150436
Illustration 97
Terminal locations at the P2 ECM connector
(P2-18) Sensor common
g01788354 (P2-32) Engine coolant temperature
Illustration 96
(P2-35) Intake manifold air temperature
Terminal locations at the P1 ECM connector
(P1-18) Sensor common
(P1-26) Ambient air temperature
SENR9517-19
Test Step 1. Check for Active Diagnostic
Codes
A. Connect Caterpillar Electronic Technician (ET) to
the service tool connector.
B. Turn the keyswitch to the ON position. Wait at
least 30 seconds for activation of the diagnostic
codes.
C. Monitor the “Active Diagnostic Codes” screen on
Cat ET.
Expected Result:
There is an active diagnostic code for one or more of
the temperature sensors.
Results:
• OK – There is an active diagnostic code for one
or more of the temperature sensors. Proceed to
Test Step 2.
• Not OK – There are no active diagnostic codes for
the temperature sensors.
Repair: If there are logged diagnostic codes for one
or more of the temperature sensors and the engine
is not running properly, refer to the diagnostic
section Troubleshooting, “Troubleshooting without
a Diagnostic Code”. If the engine is running
properly at this time, an intermittent condition may
be causing logged codes. Refer to the diagnostic
functional test Troubleshooting, “Electrical
Connectors - Inspect”.
STOP.
Test Step 2. Inspect the Electrical
Connectors and the Wiring
A. Turn the keyswitch to the OFF/RESET position.
B. Thoroughly inspect the J2/P2 ECM connector,
the suspect sensor connector, and any other
connectors in the circuit. Refer to the diagnostic
functional test Troubleshooting, “Electrical
Connectors - Inspect” for details.
C. Perform a 45 N (10 lb) pull test on each of the
wires in the sensor connector and the ECM
connector that are associated with the active
diagnostic code.
D. Verify that the latch tab of the connector is properly
latched.
E. Check the allen head screw for each ECM
connectors for the proper torque. Refer to
Troubleshooting, “Electrical Connectors - Inspect”
for the correct torque values.
253
Troubleshooting Section
F. Check the harness and wiring for abrasions and
for pinch points from the sensor to the ECM.
Expected Result:
All connectors, pins, and sockets are completely
coupled and/or inserted. The harness and wiring are
free of corrosion, of abrasion, and of pinch points.
Results:
• OK – The connectors and wiring are OK. Proceed
to Test Step 3.
• Not OK – There is a problem in the connectors
and/or wiring.
Repair: Repair the connectors or wiring and/or
replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the
connectors are completely coupled.
Verify that the repair eliminates the problem.
STOP.
Test Step 3. Check for “Active” or
“Logged” Diagnostic Codes
A. Turn the keyswitch to the ON position. Wait at
least 15 seconds for activation of the diagnostic
code.
B. Access the “Active Diagnostic Codes” screen on
Cat ET and check for active diagnostic codes.
C. Determine if the problem is related to an open
circuit diagnostic code 03 or a short circuit
diagnostic code 04.
Expected Result:
No active codes are present.
Results:
• OK – No active codes are present.
Repair: The problem seems to be resolved.
There appears to be an intermittent problem in
the wiring or in a connector. Carefully reinspect
the connectors and wiring in order to identify the
problem. Refer to the diagnostic functional test
Troubleshooting, “Electrical Connectors - Inspect”
for additional information.
STOP.
• Not OK – A short circuit diagnostic code -4 is
active at this time. Proceed to Test Step 4.
• Not OK – An open circuit diagnostic code -3 is
active at this time. Proceed to Test Step 5.
254
Troubleshooting Section
Test Step 4. Create an Open Circuit at the
Sensor Connector
A. Turn the keyswitch to the OFF/RESET position.
B. Disconnect the connector to the sensor with the
short circuit diagnostic code -4.
C. Turn the keyswitch to the ON position. Wait at
least 30 seconds for activation of the diagnostic
codes.
D. Access the “Active Diagnostic Codes” screen
on Cat ET and check for an active open circuit
diagnostic code -3 for the suspect sensor.
Expected Result:
An open circuit diagnostic code -3 is now active for
the disconnected sensor.
Results:
• OK – A short circuit diagnostic code -4 was
active before disconnecting the sensor. An open
circuit diagnostic code -3 became active after
disconnecting the sensor.
Repair: Temporarily connect a new sensor to
the harness, but do not install the new sensor in
the engine. Check for a short circuit diagnostic
code -4 while the new sensor is connected. If the
short circuit diagnostic code -4 is not present,
permanently install a new sensor. Clear any logged
diagnostic codes.
Verify that the repair eliminates the problem.
STOP.
• Not OK – The short circuit diagnostic code -4
remains present. There is probably a short circuit
between the sensor harness connector and the
ECM. Leave the sensor disconnected at the sensor
harness connector. Proceed to Test Step 6.
Test Step 5. Create a Short Circuit at the
Sensor Connector
A. Turn the keyswitch to the OFF/RESET position.
B. Unplug the suspect sensor at the suspect sensor's
harness connector.
C. Fabricate a jumper wire that is long enough to
create a test circuit at the sensor connector. Crimp
connector sockets to each end of the jumper wire.
D. Install the jumper wire across the terminals at the
harness connector for the suspect sensor.
E. Turn the keyswitch to the ON position.
SENR9517-19
F. Wait at least 15 seconds for activation of the short
circuit diagnostic code -4.
Note: Monitor the “Active Diagnostic Codes” screen
on Cat ET before installing the jumper wire and after
installing the jumper wire.
G. Remove the jumper wire.
H. Turn the keyswitch to the OFF/RESET position.
Expected Result:
A short circuit diagnostic code -4 is active when the
jumper wire is installed. An open circuit diagnostic
code -3 is active when the jumper wire is removed.
Results:
• OK – The engine harness and the ECM are OK.
Repair: Temporarily connect a new sensor to
the harness, but do not install the new sensor in
the engine. Check for an open circuit diagnostic
code -3 while the new sensor is connected. If the
open circuit diagnostic code -3 is not present,
permanently install a new sensor. Clear any logged
diagnostic codes.
STOP.
• Not OK – The open circuit diagnostic code -3
remains active with the jumper in place. There
appears to be an open circuit between the ECM
and the sensor. Proceed to Test Step 6.
Test Step 6. Check for Proper Operation
of the ECM
A. Remove power from the ECM.
B. Check the operation of the ECM by creating an
open at the ECM.
a. Remove the signal wire for the suspect
sensor from the P1 ECM connector. Refer to
Illustration 95 for terminal locations.
b. Install a jumper wire with Deutsch sockets on
each end into the socket for the signal wire of
the suspect sensor.
c. Reconnect the ECM connectors.
d. Restore power to the ECM. Monitor the “Active
Diagnostic Code” screen on Cat ET. An open
circuit diagnostic code -3 should be active for
the suspect sensor.
Wait at least 30 seconds in order for the
diagnostic codes to become active.
SENR9517-19
C. Check the operation of the ECM by creating a
short at the ECM.
a. Install a wire jumper between the wire jumper
for the signal wire for the suspect sensor and
engine ground.
b. Monitor the “Active Diagnostic Code” screen on
Cat ET. A -4 diagnostic code should be active
when the wire jumper is installed.
Wait at least 30 seconds in order for the
diagnostic codes to become active.
c. Remove the wire jumper. Reconnect all wires
and connectors.
Expected Result:
A -3 diagnostic code is active when the sensor
signal wire is removed from the ECM connector. A
-4 diagnostic code is active when the signal wire is
connected to engine ground.
Results:
• OK – The ECM is operating properly. The problem
is in the wiring between the ECM and the connector
for the rail.
Repair: If the code is active for more than one
sensor, the problem is most likely in the return wire
for the sensor. Repair the return wire for the sensor
or replace the harness.
If the code is only active for one sensor, the
problem is most likely in the signal wire for the
sensor. Repair the signal wire for the sensor.
STOP.
• Not OK – One of the following conditions exists:
The -3 diagnostic code is not active when the
sensor signal wire is disconnected. The -4
diagnostic code is not active when the wire jumper
is installed.
Repair: Replace the ECM. Refer to
Troubleshooting, “Replacing the ECM”.
Verify that the problem is resolved.
STOP.
255
Troubleshooting Section
i02375653
Exhaust Brake Circuit - Test
SMCS Code: 1093-038
System Operation Description:
Use this procedure to determine if the circuit for the
exhaust brake (output 3) is operating correctly. There
are no diagnostic codes for this output.
Background Information
The circuit for the exhaust brake relay is controlled
by the Engine Control Module (ECM). The output
indicates that conditions are acceptable for an
exhaust brake to operate. Operation of the exhaust
brake is inhibited during undesirable engine operating
conditions.
When the cruise control on/off switch is in the
OFF position, the following conditions exist:
All of the following conditions must be met in order to
ensure the proper operation of the exhaust brake:
• Engine speed is above 1000 rpm.
• The accelerator pedal position is less than seven
percent.
• The clutch pedal is released.
• The switch for the exhaust brake is on.
• The PTO on/off switch is off.
When the cruise control on/off switch is in the ON
position, the following conditions exist:
“Engine Brake Mode” Parameter
When the cruise control on/off switch is on, this
parameter provides two special options that allow the
exhaust brake to be operated only after the driver has
depressed the service brake pedal. The two modes
of operation that follow are customer programmable:
• The coast mode engages the exhaust brake when
the driver depresses the service brake pedal.
The exhaust brake disengages when the driver
releases the service brake pedal.
• The latch mode engages the exhaust brake when
the driver depresses the service brake pedal. The
exhaust brake remains engaged until the control
detects a change in the control input. The following
actions are examples of a change in a control input:
• The throttle is depressed.
• The clutch pedal is depressed.
256
Troubleshooting Section
• The engine speed drops below 900 rpm.
The third option for the “Engine Brake Mode ”
parameter is “Manual”. The manual mode operates
in the same manner regardless of the position of the
cruise control on/off switch. The driver is not required
to depress the service brake pedal in order to initiate
the exhaust brake. Depress the service brake pedal
in order to initiate the exhaust brake in the latch mode
and in the coast mode.
Note: The latch mode and the coast mode are
customer programmable options. The latch mode
and the coast mode determine the operation of the
exhaust brake only when the cruise control switch
is in the ON position. The latch mode and the coast
mode do not determine the operation of the exhaust
brake when the engine is active in cruise control.
Latch mode and coast mode require the initiation of
the service brake before acting. The action of the
service brake disengages the cruise control.
Note: The output for the exhaust brake is disabled
whenever the PTO on/off circuit is on and the
customer parameter “PTO Configuration” is
programmed to “Cab Switches”, to “Remote
Switches”, or to “Remote Throttle”.
Warm Up Mode
The exhaust brake can be used to apply a parasitic
load to the engine in order to aid engine warm-up. The
exhaust brake will help the engine achieve normal
operating temperatures. To use this feature, the
parameter “Exhaust Brake Warm Up Configuration”
must be programmed to “Warm Up Only” or “Exhaust
Brake & Warm Up”. Also, the on/off switch for the
exhaust brake must be in the ON position and
the parameter “Exhaust Brake Switch” must be
programmed to “J1/P1:16” or to one of the J1939
options. The “Warm Up Mode Idle Speed” parameter
must be programmed to an engine speed between
700 rpm and 1400 rpm. If the preceding conditions
are met, the engine will ramp up to the engine rpm
that is programmed into the “Warm Up Mode Idle
Speed” parameter.
Warm up mode will terminate when the engine
reaches normal operating temperatures or when one
of the following conditions are met:
• The service brake is depressed.
• The clutch pedal is depressed.
• The exhaust brake switch is turned off.
• The vehicle is in gear.
• The throttle is depressed.
• The vehicle speed is greater than one mph.
SENR9517-19
• The ECM detects an excessive load on the engine.
• The engine rpm is less than 500 rpm. The engine
rpm is greater than 1450 rpm.
Exhaust Brake Switch
An on/off switch can be used to provide operator
control of the exhaust brake in order to inhibit
operation during undesirable conditions. Two different
methods may be used. An in-line switch can be
installed in the output circuit for the exhaust brake
(terminal 12). The switch will turn the brake off by
opening the circuit. This removes power from the
brake relay. Opening the switch does not disable
the output driver. Opening the switch disables the
exhaust brakes.
An in-line switch can be installed in the input circuit
for the exhaust brake (terminal 16). This method
allows the ECM to broadcast the correct status of
the exhaust brake over the data link. With the first
method that is described above, the brake can be
disabled but the output remains active.
If the on/off switch for the exhaust brake is installed
in the output circuit, the “Exhaust Brake Switch”
parameter must be programmed to “NONE”. If the
on/off switch is connected to the ECM switch input
(P1-16), the “Exhaust Brake Switch” parameter must
be programmed to “J1/P1:16”, to “Cab Controller”,
“Body Controller”, or to “Instrument Cluster”. If the
J1939 data link is used to transmit the status of the
on/off switch for the exhaust brake, the “Exhaust
Brake Switch” parameter must be programmed to
“Cab Controller”, “Body Controller”, or to “Instrument
Cluster”. If a problem is suspected with the J1939
data link, refer to Troubleshooting, “Powertrain Data
Link Circuit - Test”.
SENR9517-19 257
Troubleshooting Section

g01151067
Illustration 98
Circuit schematic for the exhaust brake that is powered by a relay circuit

g00862411
Illustration 99
Typical circuit schematic for the on/off switch that is connected to an ECM input
The return wire may be connected to P1-3, P1-5, or P1-18.

g00862521
Illustration 100
Circuit schematic for the on/off switch that is connected in series with the output circuit
258
Troubleshooting Section
Illustration 101
g01151075
Pin locations on ECM connector
(P1-12) Output 3
Test Step 1. Inspect Electrical Connectors
and Wiring
A. Thoroughly inspect ECM connectors J1/P1
and the firewall bulkhead connector. Refer to
Troubleshooting, “Electrical Connectors - Inspect”
for details.
B. Perform a 45 N (10 lb) pull test on each of the
wires in the ECM connector that are associated
with the connections for the circuit for the exhaust
brakes.
C. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
D. Check the harness and wiring for abrasion and for
pinch points from the sensor to the ECM.
SENR9517-19
Expected Result:
All connectors, pins, and sockets are completely
coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion and of pinch points.
Results:
• Yes – The wiring is OK. Proceed to the Test Step 2.
• No – The wiring is OK.
Repair: Repair the connectors or wiring and/or
replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the
connectors are completely coupled.
Verify that the repair eliminates the problem.
STOP.
Test Step 2. Connect Caterpillar
Electronic Technician (ET) and Check the
Accelerator Pedal Position Sensor and
the Clutch Pedal Position Switch
A. Ensure that the cruise control on/off switch is OFF.
B. Connect Caterpillar Electronic Technician (ET) to
the cab data link connector.
C. Turn the ignition key switch to the ON position.
D. Use the following procedure to check the
accelerator pedal position sensor:
a. Monitor the duty cycle of the throttle sensor
on Cat ET. Access the “Accelerator Pedal
Position” display screen.
b. While the duty cycle is being monitored on Cat
ET depress the accelerator pedal and release
the accelerator pedal. Repeat this action
several times.
E. If a manual transmission is installed, use the
following procedure to check the status of the
“Clutch Pedal Position Switch”:
a. Access the status screen on Cat ET for the
“Clutch Pedal Position Switch”.
b. While the status screen is being monitored,
depress the clutch pedal and release the clutch
pedal. Repeat this action several times.
SENR9517-19 259
Troubleshooting Section

Expected Result: B. Verify that the ignition key switch is in the ON

The duty cycle of the accelerator pedal position
sensor is between 3 percent and 100 percent. The
status of the “Clutch Pedal Position Switch” on Cat
ET changes from OFF to ON when the clutch pedal is
depressed. The status of the “Clutch Pedal Position
Switch” changes from ON to OFF when the clutch
pedal is released.
Results:
• OK – Both outputs are correct. Proceed to Test
Step 3.
• Not OK – The “Accelerator Pedal Position” is
incorrect.
position.
C. Turn the switch ON for the exhaust brake.
D. Access the status screen on Cat ET for the
“Exhaust Brake Special Test”.
E. Turn the on/off switch for the exhaust brake to the
ON position.
F. Begin the “Exhaust Brake Special Test” while you
listen for the solenoids to click. You may need to
be closer to the engine in order to hear the click of
the solenoid.
Expected Result:

Repair: Perform the following diagnostic All of the solenoids and all of the relays are operating
procedure: correctly.

Troubleshooting, “Pulse Width Modulated Sensor”. Results:

STOP. • Yes – All of the solenoids and all of the relays are
operating correctly. STOP.
• Not OK – The “Clutch Pedal Position Switch”
status is incorrect. • No – A component is not operating correctly.
Proceed to Test Step 4.
Repair: Perform the following diagnostic
procedure: Test Step 4. Use Cat ET to Check the ECM
Troubleshooting, “Clutch Pedal Position Switch A. Turn the ignition key switch to the OFF/RESET
Circuit - Test”. position.

STOP. B. Disconnect the ECM engine harness connector

J1/P1.
Test Step 3. Connect Cat ET and Check
the Solenoids and the Relays C. Connect a breakout T to the ECM connector
J1/P1.

D. Connect a voltage test lamp to terminal 12 (Output

3) and terminal 65 (-Battery) of the breakout T.

E. Turn the ignition key switch to the ON position.

F. Access the special test for the “Exhaust Brake

Special Test” on Cat ET.

G. While the voltage test lamp is being observed,

cycle the special test for the exhaust brake to the
ON and OFF positions.

H. Stop the special test.

g01151079
Illustration 102 Expected Result:
Pin location on breakout T
(12) Output 3 The voltage test lamp behaves in the following
(65) - Battery manner:

A. Verify that Cat ET is connected to the cab data • The voltage test lamp turns on when the test is
link connector. active.
260
Troubleshooting Section
• The voltage test lamp turns off when the test is
not active.
Results:
• Yes – The test lamp behaves correctly. There is a
problem in the harness.
Repair: Repair the engine harness or replace the
engine harness. Verify that the repair eliminates
the problem.
STOP.
• No – The test lamp behaves incorrectly.
Repair: Perform the following procedure:
1. Verify that the switch for the exhaust brake is
ON. Verify that the Cat ET status screen reflects
this condition.
2. Temporarily connect a test ECM.
3. Remove all jumpers and replace all connectors.
4. Repeat the test step.
5. If the problem is resolved with the test ECM,
connect the suspect ECM. Test the circuit again.
6. If the problem returns with the suspect ECM,
replace the ECM.
Verify that the problem is resolved.
STOP.
i02840289
Diesel Particulate Filter Circuit
- Test
SMCS Code: 1091-038
System Operation Description:
Use this procedure under the following situation:
Use this procedure to determine if the circuit for the
diagnostic module is operating correctly.
The following background information is related
to this procedure:
SENR9517-19
The Engine Control Module (ECM) can use various
inputs in a number of ways. The inputs depend
on the parameter programming. Certain features
are available on several different inputs. When an
exhaust particulate filter is installed, the parameter
“PTO Configuration” is automatically programmed
to “Cab Switches”. This parameter cannot be
reprogrammed.
Diagnostic Module
The diagnostic module provides a way to alert
the driver if the exhaust particulate filter becomes
plugged. The module monitors exhaust temperature
and exhaust back pressure. When the temperature
or the pressure reaches a predetermined level, the
diagnostic module closes a switch that is connected
to the ECM at J1/P1-7 input 4 and J1/P1-18 input
sensor common 1. When the switch is closed the
ECM derates the engine and a warning light may
be illuminated. When the engine is derated, the
engine speed is limited to 1200 rpm and the vehicle
speed is limited to 72 km/h (45 mph). Refer toSpecial
Instruction, REHS1807, “Installation Guide for Diesel
Particulate Filters” if a problem is suspected with the
diagnostic module.
Illustration 103
g00890690
Typical circuit schematic for the diagnostic module
The return wire may be connected to P1-3, P1-5, or P1-18.
SENR9517-19
g01151099
Illustration 104
Pin locations on ECM connector
(P1-7) Input 4
(P1-18) Input sensor common 1
Test Step 1. Inspect Electrical Connectors
and Wiring
A. Thoroughly inspect the ECM vehicle harness
connector J1/P1, the connectors, and the firewall
bulkhead connectors. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
B. Perform a 45 N (10 lb) pull test on each of the
wires in the ECM connector that are associated
with the torque limit switch.
The wires are on the following terminals:
• P1-7
• P1-18
C. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
261
Troubleshooting Section
D. Check the harness and the wiring for abrasion and
for pinch points from the battery to the ECM. Then,
check from the ignition key switch to the ECM.
Refer to Illustration 104 for terminal locations for
the ECM.
Expected Result:
All connectors, pins, and sockets are completely
coupled and/or inserted, and the harness and wiring
are free of corrosion, of abrasion or of pinch points.
Results:
• OK – Proceed to Test Step 2.
• Not OK
Repair: Repair the wiring and connectors or
replace the wiring or the connectors. Ensure that
all of the seals are properly connected. Verify that
the repair eliminates the problem.
STOP.
Test Step 2. Check the Switch Circuit for
the ECM
g01151100
Illustration 105
Pin locations on ECM connector
(P1-7) Input 4
(P1-18) Input sensor common 1
A. Turn the ignition key switch to the OFF/RESET
position.
B. Install a 140-2266 Cable breakout T to the ECM
vehicle harness connector J1/P1.
C. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wire.
262
Troubleshooting Section
D. Insert the jumper wire into terminal 7 of the
breakout T. Connect the other end of the jumper
wire to terminal 18 in the breakout T. Terminal 18
is input sensor common 1.
E. Connect Caterpillar Electronic Technician (ET) to
the cab data link connector.
F. Turn the ignition key switch to the ON position.
G. Alternately remove the jumper wire and then insert
the jumper wire from terminal 18. At the same
time, monitor the status screen on Cat ET .
Expected Result:
The input status changes to “ON” with the jumper
wire in place. The input status changes to “OFF”
when the jumper wire is removed.
Results:
• OK – The ECM is functioning properly at this time.
Proceed to Test Step 3.
• Not OK – The ECM is not functioning properly.
Repair: Perform the following repair:
1. Temporarily connect a test ECM.
2. Remove all jumpers and replace all connectors.
3. Recheck the system for active diagnostic codes.
4. Repeat the Test Step.
5. If the problem is resolved with the test ECM,
reconnect the suspect ECM.
6. If the problem returns with the suspect ECM,
replace the ECM.
7. Verify that the repair eliminates the problem.
STOP.
Test Step 3. Insert a Jumper Wire at the
Diagnostic Module
A. Turn the ignition key switch to the OFF/RESET
position.
B. Reconnect the ECM vehicle harness connector
J1/P1.
C. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wire.
D. Insert the jumper wire between the two terminals
at the diagnostic module.
E. Turn the ignition key switch to the ON position.
SENR9517-19
F. Alternately remove the jumper wire and then insert
the jumper wire at the terminals on the diagnostic
module. At the same time, watch the status screen
on Cat ET.
Expected Result:
The input status changes to “ON” with the jumper
wire in place. The input status changes to “OFF”
when the jumper wire is removed.
Results:
• OK – The vehicle wiring is OK.
Repair: Refer to Special Instruction, REHS1807,
“Installation Guide for Diesel Particulate Filters” for
troubleshooting the diagnostic module.
STOP.
• Not OK – The problem is in the vehicle wiring
between the ECM and the diagnostic module.
Repair: Inspect the vehicle wiring and then repair
the vehicle wiring. Otherwise, send the vehicle to
the OEM dealer for repair. Verify that the original
condition is resolved.
STOP.
i02296164
Fast Idle Enable Circuit - Test
SMCS Code: 1900-038
System Operation Description:
Use this procedure under the following situation:
Use this procedure to determine if the fast idle switch
is operating correctly.
The following background information is related
to this procedure:
A fast idle switch (momentary switch) and a fast idle
lamp can be installed. The operator can use the fast
idle switch in either of the following ways:
• Press and release the fast idle switch in order to
use the engine speed that is programmed into the
“Fast Idle RPM 1” parameter.
• Use the accelerator pedal to accelerate the engine
to the desired engine speed. Press and release
the fast idle switch in order to maintain the engine
speed at the desired engine speed.
SENR9517-19 263
Troubleshooting Section

A second programmable parameter “Fast Idle RPM 2”

provides a second engine rpm set speed. The Engine
Control Module (ECM) will increase the engine speed
from low idle to the engine speed that is programmed
in the “Fast Idle RPM 1” parameter when the fast idle
switch is pressed and then released. The ECM will
set the engine speed to the rpm that is programmed
in the “Fast Idle RPM 2” parameter when the fast idle
switch is pressed and then released again.

Input 18 (P1-40) is used as a switch input for fast

idle operation. This feature does not require an input
selection to be programmed to enable the switch
input. A momentary connection between P1- 40 and
a sensor common will initiate the fast idle operation.
The “Fast Idle RPM 2” and/or “Fast Idle RPM 1”
parameters must be programmed to the desired
engine operating speeds.

The engine rpm set speed will not be maintained if

any of the following actions occur:

• The service brake is depressed.

• The clutch pedal is depressed.
• The neutral switch indicates that the transmission
is in gear.

A lamp can be connected to output 9 in order to

indicate when fast idle is in operation. The “Fast
Idle Enable Lamp” parameter must be programmed
to “J1/P1:21” or “J1/P1:31” to enable the lamp
operation.
g01151104
Illustration 107
Pin locations on ECM connector
(P1-5) AP sensor/switch common
(P1-40) Input 18

Test Step 1. Check the Electrical

Connectors and the Wiring
A. Thoroughly inspect the ECM vehicle harness
connector J1/P1, terminal 40, and the firewall
bulkhead connectors. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.

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

wires in the ECM connector that are associated
with the fast idle switch circuit.

The wires are on the following terminals:

• J1/P1-40
g00770407
Illustration 106 • J1/P1-5
Typical circuit schematic
The return wire may be connected to P1-3, P1-5, or P1-18. C. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
264 SENR9517-19
Troubleshooting Section

D. Check the harness and the wiring for abrasion and Test Step 3. Check the Switch Circuit for
pinch points from the battery to the ECM. Then, the ECM
check from the ignition key switch to the ECM.

Refer to Illustration 107 for terminal locations for

the ECM.

Expected Result:

All connectors, pins, and sockets are completely

coupled and/or inserted, and the harness and wiring
are free of corrosion, of abrasion or of pinch points.

Results:

• OK – Proceed to Test Step 2.

• Not OK – Repair the wiring and connectors or
replace the wiring or the connectors. Ensure that
all of the seals are properly connected. Verify that
the repair eliminates the problem. STOP.

Test Step 2. Use the Electronic Service

Tool to Check the Status of the Fast Idle Illustration 108
g01151108
Switch Pin locations on breakout T

A. Connect Caterpillar Electronic Technician (ET) to (5) AP sensor/switch common

(40) Fast idle switch (Input 18)
the data link connector.
A. Turn the ignition key switch to the OFF/RESET
B. Turn the ignition key switch to the ON position.
position.
C. Operate the switch in the ON position and the
B. Install a breakout T to the ECM vehicle harness
OFF position.
connector J1/P1.
D. View the “Fast Idle Switch” status on Cat ET.
C. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wire.
Note: A fast idle rpm must be programmed in order
to automatically go to a set speed.
D. Insert the jumper wire into terminal 40 of the
breakout T. Connect the other end of the jumper
Expected Result:
wire to terminal 5 in the breakout T. Terminal 5 is
AP sensor/switch common.
The status screen should indicate “ON” if the switch
is turned on. The status screen should indicate “OFF”
E. Turn the ignition key switch to the ON position.
if the switch is off.
F. Alternately remove the jumper wire and then insert
Results:
the jumper wire from terminal 5. At the same time,
monitor the status screen on Cat ET.
• Yes – The switch is operating normally. Continue
troubleshooting if the original condition is not
Expected Result:
resolved. STOP.
The switch status changes to “ON” with the jumper
• No – The ECM is not reading the change of the wire in place. The switch status changes to “OFF”
switch status. Proceed to Test Step 3.
when the jumper wire is removed.

Results:

• Yes – The ECM is functioning properly at this time.

Proceed to Test Step 4.

• No – The ECM is not functioning properly.

Repair: Perform the following repair:
SENR9517-19
1. Temporarily connect a test ECM.
2. Remove all jumpers and replace all connectors.
3. Recheck the system for active diagnostic codes.
4. Repeat the test step.
5. If the problem is resolved with the test ECM,
reconnect the suspect ECM.
6. If the problem returns with the suspect ECM,
replace the ECM.
7. Verify that the repair eliminates the problem.
STOP.
Test Step 4. Insert a Jumper Wire at the
Switch
A. Turn the ignition key switch to the OFF/RESET
position.
B. Reconnect the ECM vehicle harness connector
J1/P1.
C. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wire.
D. Insert the jumper wire between the two switch
terminals of the fast idle switch.
E. Turn the ignition key switch to the ON position.
F. Alternately remove the jumper wire and then insert
the jumper wire at the switch terminals. At the
same time, watch the status screen on Cat ET.
Expected Result:
The switch status changes to “ON” with the jumper
wire in place. The switch status changes to “OFF”
when the jumper wire is removed.
Results:
• Yes
Repair: Perform the following diagnostic
procedure:
Replace the fast idle switch.
Verify that the repair eliminates the problem.
STOP.
• No – There is a problem in the wire harness
between the fast idle switch and the ECM. Proceed
to Test Step 5.
265
Troubleshooting Section
Test Step 5. Insert a Jumper Wire at the
Bulkhead Connector
A. Turn the ignition key switch to the OFF/RESET
position.
B. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wire.
C. Locate the socket for the fast idle switch in the
engine side of the bulkhead connector for the
wiring to the ECM.
D. Insert the wire jumper pin between the switch
socket and the sensor common connection. Install
the jumper wire on the engine side of the bulkhead
connector for the wiring to the ECM.
E. Turn the ignition key switch to the ON position.
F. Alternately connect and then disconnect the
jumper wire. At the same time, monitor the status
screen on Cat ET.
Expected Result:
The switch status changes from “ON” with the jumper
wire in place. The switch status changes to “OFF”
when the jumper wire is removed.
Results:
• Yes – The problem is in the vehicle wiring between
the bulkhead connector and the switch. Inspect the
vehicle wiring and then repair the vehicle wiring.
Otherwise, send the vehicle to the OEM dealer for
repair. Verify that the original condition is resolved.
STOP.
• No – The problem is in the vehicle wiring between
the bulkhead connector and the ECM. Inspect the
vehicle wiring and then repair the vehicle wiring.
Otherwise, send the vehicle to the OEM dealer for
repair. Verify that the original condition is resolved.
STOP.
i02375659
Fast Idle Lamp Circuit - Test
SMCS Code: 1901-038
System Operation Description:
Use this procedure to determine if the fast idle lamp
is operating properly.
Output 8 or output 9 can operate as a fast idle lamp
or a wait to start lamp. The parameter “Fast Idle
Lamp” can be programmed to “J1/P1:31” output 9, to
“J1/P1:21” output 8, or to “None”.
Electrical Connections of the Lamp
266 SENR9517-19
Troubleshooting Section

One terminal of the lamp must be connected to Test Step 1. Inspect Electrical Connectors
battery voltage through the vehicle wiring. The other and Wiring
terminal is connected to the Engine Control Module
(ECM) at the vehicle harness connector P1-21 or
P1-31.

g00834354
Illustration 109
Schematic for the fast idle enable switch

g01151114
Illustration 110
Pin locations on ECM connector
(P1-21) Output 8
(P1-31) Output 9

A. Thoroughly inspect ECM vehicle harness

connector J1/P1, the firewall bulkhead connector,
and the terminals for the fast idle lamp.

Refer to Troubleshooting, “Electrical Connectors -

Inspect” for details.

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

wires in the ECM connector that are associated
with the fast idle lamp.

C. Check the ECM connector (allen head screw)

for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.

D. Check the harness and wiring for abrasion and for

pinch points from the sensor to the ECM.
SENR9517-19 267
Troubleshooting Section

Expected Result: Results:

All connectors, pins, and sockets are completely
coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion and of pinch points.
Results:
• Yes – The fast idle lamp is operating normally.
STOP.
• No – The ECM is not reading the switch status
change. Proceed to Test Step 3.

• Yes – The wiring is OK. Proceed to Test Step 2. Test Step 3. Test the Fast Idle Lamp
Circuit
• No – The wiring is not OK.
Repair: Repair the connectors or wiring and/or
replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the
connectors are completely coupled.

Verify that the repair eliminates the problem.

STOP.

Test Step 2. Check for Normal Operation

of the Fast Idle Lamp
A. Verify that a fast idle enable switch is installed.

B. Connect Caterpillar Electronic Technician (ET) to

the cab data link connector.

C. Turn the ignition key switch to the ON position.

D. Access the Cat ET status screen. Verify that the
following switches indicate the correct status:
• The service brake switch 1 is off.
• The service brake switch 2 is off.
• The neutral switch is on.
• The clutch switch is off.
If any of the switches do not display the indicated
status, fast idle will not activate.
E. Use the Cat ET status screen to monitor the fast
idle switch and the fast idle rpm.
F. Depress the fast idle switch while the status of the
fast idle enable switch is being observed. Also
observe the fast idle lamp. Release the fast idle
switch. The fast idle lamp should turn on when the
fast idle switch is pressed and released.
G. Depress the service brake pedal. The fast idle
lamp should turn off when the service brake is
applied.
Expected Result:
Illustration 111
g01151119
Pin locations on ECM connector
(P1-21) Output 8
(P1-31) Output 9
(P1-65) - Battery
A. Turn the ignition key switch to the OFF/RESET
position.
B. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wires.
C. Disconnect vehicle harness connector P1 from
the ECM.
D. Insert the jumper into P1-31 or P1-21. The
terminal location depends on the programming of
the “Fast Idle Lamp” parameter.
E. Connect the other end of the jumper wire to P1-65
(−Battery).
F. Turn the ignition key switch to the ON position.
G. While the lamp is being watched, insert the jumper
wire and remove the jumper wire.

The switch status changes per the above information.

The fast idle lamp turns on and the fast idle lamp
turns off per the description above.
268 SENR9517-19
Troubleshooting Section

Expected Result: Test Step 4. Use a Test ECM to Check the

Operation of the Fast Idle Lamp
Result 1 The fast idle lamp turns on while the jumper
is connected to both sockets. Also, the fast idle lamp
turns off when the jumper is removed from one of
the sockets.

Result 2 The fast idle lamp does not turn on while

the jumper is connected to both sockets.

Result 3 The fast idle lamp will stay on while the

ECM vehicle harness connector is disconnected.

Results:

• Result 1 – The fast idle lamp is functioning

properly. Proceed to Test Step 4.

• Result 2 – The fast idle lamp did not turn on. The
vehicle's lamp circuit is not functioning properly.
The lamp is probably burned out or there is a
problem in the wiring from the cab to either the
ECM or the +Battery connection. Repair the lamp
circuit or send the vehicle to the OEM dealer for g01151124
Illustration 112
repairs. STOP.
Pin locations on the breakout T
• Result 3 (21) Output 8
(31) Output 9
(65) -Battery
Repair: Perform the following diagnostic (52) Unswitched +Battery
procedure:
A. Disconnect ECM vehicle harness connector
The circuit between the ECM and the lamp is J1/P1.
shorted to chassis ground. Repair the circuit or
send the vehicle to the OEM dealer for repairs. B. Insert a breakout T between ECM vehicle harness
connector J1 and ECM vehicle harness connector
STOP. P1.

C. Connect one probe of the voltage test lamp to

terminal 65 (-Battery). Connect the other probe of
the voltage test lamp to terminal 52 (Unswitched
+Battery) of the breakout T.

D. The test lamp should turn on. If the test lamp does
not turn on, either the test lamp is faulty or the
wiring to the ECM is faulty. Continue with this step
if the lamp turns on.

E. Leave the probe of the test lamp connected to

terminal 52 (Unswitched +Battery).

F. Refer to Illustration 112. Connect the other probe

of the test lamp to terminal 21 (output 8) or
terminal 31 (output 9) of the breakout T. The
terminal location depends on the programming of
the “Fast Idle Lamp” parameter.

G. Access the following Cat ET display screens in

order:

• Diagnostics
• Diagnostic test
SENR9517-19 269
Troubleshooting Section

• Special test
H. Activate the “Fast Idle Enabled Lamp” test.
Observe the voltage test lamp. The lamp should
turn on when the test is active. Also, the lamp
should turn off when the test is inactive.

Expected Result:

The test lamp turns on and the test lamp turns off
per the above description.

Results:

• Yes – The ECM is operating correctly. There is a

problem in the vehicle wiring or the lamp. STOP.

• No – The ECM is not operating correctly.

Repair: Temporarily connect a test ECM. Check
the operation of the fast idle lamp when the test
ECM is installed. If the problem is resolved with
the test ECM, reconnect the suspect ECM. If the
problem returns with the suspect ECM, replace the
ECM.

STOP.

i02336549

Fuel Level Sensor Circuit - Test

SMCS Code: 1439-038

System Operation Description:

This feature is only available on GMT-560

applications.

Use this procedure to troubleshoot the system only

when there is an active diagnostic code or when a
diagnostic code can easily be activated.

The fuel level sensors are OEM installed components

for the vehicle. The sensors are selectable through a
customer programmable parameter and the customer
programmable parameter may be protected by
customer passwords.

The sensors read the level of fuel in the primary fuel

tank and secondary fuel tank. The sensors require
a +5 VDC supply from the Engine Control Module
(ECM). The customer programmable parameters
“Primary Fuel Tank Size” and “Secondary Fuel Tank
Size” must be programmed to “25”, “35”, or “50” for
this feature to work.
270 SENR9517-19
Troubleshooting Section

g00844899
Illustration 113
Typical circuit schematic for the fuel level sensors
The return wire may be connected to P1-3, P1-5, or P1-18.

D. Check the harness and wiring for abrasion and

pinch points from the sensors to the ECM.

Expected Result:

All connectors, pins and sockets are completely

coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion or of pinch points.

Results:

• OK – Proceed to Test Step 2.

• Not OK
Repair: Repair the connectors or wiring and/or
replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the
connectors are completely coupled.

Verify that the repair eliminates the problem. Clear

Illustration 114
g01151126 all diagnostic codes.
Pin location on ECM connector
STOP.
(P1-3) Sensor common
(P1-15) Primary fuel tank level
(P1-26) Secondary fuel tank level Test Step 2. Determine the Condition that
is Present
Test Step 1. Inspect Electrical Connectors
and Wiring A. Connect Caterpillar Electronic Technician (ET) to
the data link connector.
A. Thoroughly inspect the J1/P1 ECM connector
and the terminals for the fuel level sensors in the B. Turn the key switch to the ON position. Wait at
connectors. Refer to Troubleshooting, “Electrical least 15 seconds for activation of the diagnostic
Connectors-Inspect” for details. codes.

B. Perform a 45 N (10 lb) pull test on each of the C. Monitor the “Active Diagnostic Code” screen on
wires in the ECM connector that are associated Cat ET for diagnostic codes that are related to the
with the fuel level sensors. fuel level sensors.

C. Check the ECM connector (allen head screw) Expected Result:

for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details. A short circuit diagnostic code 04 is active or an open
circuit diagnostic code 03 is active.
SENR9517-19
Results:
• Voltage Low – A short circuit diagnostic code 04 is
active at this time. Proceed to Test Step 3.
• Voltage High – An open circuit diagnostic code 03
is active at this time. Proceed to Test Step 4.
Test Step 3. Disconnect the Sensor in
order to Create an Open Circuit
A. Turn the key switch to the OFF/RESET position.
B. Disconnect the connector of the sensor with the
short circuit diagnostic code.
C. Turn the key switch to the ON position. Wait at
least 15 seconds for activation of the diagnostic
codes.
D. Monitor the “Active Diagnostic Code” screen on
Cat ET.
Expected Result:
An open circuit diagnostic code 03 for the
disconnected sensor is now active.
Results:
• OK – A short circuit diagnostic code 04 was
active before disconnecting the sensor. An open
circuit diagnostic code 03 became active after
disconnecting the sensor. Proceed to Test Step 5.
• Not OK – There is a short circuit between the
sensor harness connector and the ECM. Leave the
sensor disconnected. Proceed to Test Step 7.
Test Step 4. Measure the Sensor Supply
Voltage
A. Turn the key switch to the OFF/RESET position.
B. Disconnect the suspect sensor from the harness
at the fuel tank.
C. Turn the key switch to the ON position.
D. Measure the voltage between the two terminals
of the fuel level sensor.
Expected Result:
The voltage is 4.5 to 5.5 VDC.
Results:
• OK – The sensor supply voltage is correct.
Proceed to Test Step 6.
271
Troubleshooting Section
• Not OK – The sensor supply voltage is out of the
acceptable range. Continue testing the sensor
supply circuit. Proceed to Test Step 7.
Test Step 5. Determine if the Short Circuit
is in the Connector or in the Sensor
A. Thoroughly inspect the connector for moisture.
B. Inspect the seals and reconnect the sensor.
C. If the short circuit diagnostic code reappears, the
sensor or the harness connector is the problem.
a. Temporarily connect a new sensor to the
harness.
D. Check for a short circuit diagnostic code 04 while
the new sensor is connected to the harness.
Expected Result:
The short circuit diagnostic code 04 is not present
when a new sensor is connected.
Results:
• OK – Verify that the repair eliminates the problem.
Clear the logged diagnostic codes. STOP.
• Not OK – Repair the engine harness connector.
STOP.
Test Step 6. Create a Short Circuit at the
Sensor
A. Fabricate a jumper wire 150 mm (6 inch) long.
B. Turn the key switch to the ON position.
C. Insert the jumper wire between the two terminals
at the connector for the suspect sensor on the
vehicle harness.
D. Monitor the “Active Diagnostic Code” screen
before installing the jumper wire and after installing
the jumper wire.
Expected Result:
A short circuit diagnostic code 04 is active when the
jumper is installed. An open circuit diagnostic code
03 is active when the jumper is removed.
Results:
• OK – The engine harness and the ECM are OK.
Repair: Perform the following repair:
1. Temporarily connect the suspect sensor.
272
Troubleshooting Section
2. If the diagnostic code remains active, replace
the sensor.
3. Ensure that the diagnostic code is no longer
active.
4. Verify that the repair eliminates the problem.
STOP.
• Not OK – The open circuit diagnostic code 03
remains active when the jumper is installed. The
most probable location for the open is in the
sensor common or in the sensor supply in the
vehicle harness between the ECM and the sensor.
Remove the jumper. Proceed to Test Step 7.
Test Step 7. Check the ECM
g01151140
Illustration 115
Breakout T
(3) Sensor common
(15) Secondary fuel tank level
(26) Primary fuel tank level
A. Turn the key switch to the OFF/RESET position.
B. Disconnect the J1/P1 ECM connector. Thoroughly
inspect both halves of the J1/P1 ECM connector
for signs of corrosion or moisture.
C. Install a 140-2266 Cable (Seventy-Pin Breakout)
between the J1 and P1 ECM connectors.
D. Turn the key switch to the ON position. Monitor
the “Active Diagnostic Code” screen on Cat ET.
Wait at least 15 seconds for activation of the code.
An open circuit diagnostic code 03 should be
active for the suspect sensor.
SENR9517-19
E. Fabricate a jumper wire 150 mm (6 inch) long.
Crimp a Deutsch Socket to both ends of the wire.
F. Install the jumper wire at the breakout T. Insert the
jumper wire between the terminal for the suspect
sensor supply and the common connection for the
sensor.
A short circuit diagnostic code 04 should be active
when the jumper wire is installed.
Refer to Illustration 115 for the breakout T.
Expected Result:
An open circuit diagnostic code 03 is active when
the jumper wire is removed. A short circuit diagnostic
code 04 is active when the jumper wire is installed.
Results:
• OK – The ECM is operating properly. There may
be an intermittent problem in the wiring between
the ECM and the suspect sensor. Proceed to Test
Step 8.
• Not OK – One of the following conditions exists:
The open circuit diagnostic code 03 is not active
when the harness is disconnected. The short circuit
diagnostic code 04 is not active when the jumper
wire is installed.
Repair: Perform the following repair:
1. Temporarily connect a test ECM.
2. Remove all jumpers and replace all connectors.
3. Recheck the system for active diagnostic codes.
4. Repeat the Test Step.
5. If the problem is resolved with the test ECM,
reconnect the suspect ECM.
6. If the problem returns with the suspect ECM,
replace the ECM.
7. Verify that the repair eliminates the problem.
STOP.
SENR9517-19
Test Step 8. Bypass the Harness Wiring
Between the ECM and the Sensor
Connector
g01151144
Illustration 116
Pin locations on ECM connector
(P1-3) Sensor common
(P1-15) Primary fuel tank level
(P1-26) Secondary fuel tank level
A. Turn the key switch to the OFF/RESET position.
B. Disconnect J1/P1 ECM connector, and the sensor
connector.
C. Remove the wire for the sensor supply and the
wire for the sensor common from the P1 ECM
connector on the harness.
D. Remove the wire for the sensor supply and the
wire for the sensor common from the sensor
connector on the vehicle harness.
E. Fabricate jumper wires that are long enough to
reach from the ECM to the sensor connector.
F. Insert the jumper wires into the P1 ECM connector
on the vehicle harness. Insert the other end of
the wires into the sensor connector of the vehicle
harness.
G. Reconnect the J1/P1 ECM connector and the
sensor connector.
H. Turn the key switch to the ON position.
I. Monitor the “Active Diagnostic Code” screen on
Cat ET for diagnostic codes that are related to the
fuel level sensors.
273
Troubleshooting Section
Expected Result:
The diagnostic code disappears when the jumper is
installed.
Results:
• OK – There is a problem in the wiring harness.
Repair: Perform the following repair:
1. Repair the faulty wiring harness or replace the
faulty wiring harness.
2. Clear all diagnostic codes.
3. Verify that the repair eliminates the problem.
STOP.
• Not OK – Restart this procedure and carefully
perform each step. STOP.
i02136394
Idle Shutdown Timer - Test
SMCS Code: 1901-038
System Operation Description:
Use this procedure under the following situation:
Use this procedure to determine if the idle shutdown
timer is operating correctly.
The following background information is related
to this procedure:
Idle Shutdown Timer
The idle shutdown timer is intended to improve fuel
economy by limiting idling time.
The idle shutdown timer is a customer specified
parameter that may be programmed for any period
from 3 to 1440 minutes.
The timer is activated when all of the following
conditions are met regardless of the position of the
parking brake:
• The vehicle speed is zero.
• The engine is not in cold mode or dedicated PTO
mode.
• The engine is not under load.
The timer can be reset by moving the vehicle or
the timer can be reset by quickly depressing the
accelerator pedal and releasing the accelerator
pedal.
274
Troubleshooting Section
The check engine lamp will begin to rapidly flash 90
seconds before the programmed time expires. During
this 90 second time period, the following conditions
can disable the timer:
• The clutch pedal is depressed.
• The service brake pedal is depressed.
The following event code will be logged when the
driver overrides the timer by using the clutch pedal or
the brake pedal during the 90 second period:
• 71-00 (01)
If the parameter “Allow Idle Shutdown Override” is
programmed to “NO”, the timer can not be overridden
by using the clutch pedal or the brake pedal during
the final 90 second period. The factory default that is
programmed for “Allow Idle Shutdown Override” is
“YES”. This setting allows the timer to be overridden.
If the timer is activated and the timer is allowed to
shut down the engine the following event code will
be generated:
• 71-01 (47)
Code 71-01 records the event and the code does
not indicate an electrical system malfunction or an
electronic system malfunction. Disable the timer
by programming “Idle Shutdown Time” to zero
(Caterpillar factory default).
The Engine Control Module (ECM) will shut down the
engine but not the vehicle electrical system when the
time that is programmed in “Idle Shutdown Timer”
expires. The “Engine Shutdown Output” can be used
to shut down the vehicle electrical system after the
time has expired.
The idle shutdown timer can be temporarily disabled
by using Caterpillar Electronic Technician (ET). The
idle shutdown timer can be temporarily disabled
through the “System Troubleshooting” screen which
can be found by selecting “Diagnostic Tests” under
the “Diagnostics” menu. Select “Idle Shutdown Timer”
and click the “Change” icon. When the dialog box
appears, change the value to “OFF”. Temporarily
disabling this feature avoids engine shutdowns when
you are troubleshooting other systems. Using this
method eliminates the need to temporarily alter the
customer specified parameter “Idle Shutdown Timer”.
Note: If the following diagnostic code is active, the
idle shutdown timer will not operate.
• 84-08 (36)
Test Step 1. Verify Activation of the Idle
Shutdown Timer
A. Connect Cat ET to the data link connector.
SENR9517-19
B. Access the customer parameters.
a. Access the following display screens in order:
• “Service”
• “Configuration”
b. Record the programmed time for the “Idle
Shutdown Time”. The “Idle Shutdown Time”
must be between 3 and 1440 minutes. If the
“Idle Shutdown Time” is programmed to zero,
then the timer is disabled.
c. Record the current value of the parameter
“Allow Idle Shutdown Override” and the
parameter “Idle RPM Limit”.
C. Start the engine. Allow the engine to warm up until
the coolant temperature is 38 °C (100 °F). Allow
the engine to operate at the programmed low idle.
D. Ensure that all unnecessary loads are turned OFF.
a. Park the vehicle.
b. Ensure that “Vehicle Speed” on the Cat ET
status screen is 0 km/h (0 mph).
c. Ensure that “Engine Speed” on the Cat ET
status screen is at “Low Idle”.
d. Ensure that the clutch pedal and the brake
pedal are not depressed.
e. Ensure that the status of the “PTO On/Off
Switch” is OFF.
f. Observe the “Idle Shutdown Status”.
Expected Result:
Result 1 The “Idle Shutdown Status” indicates
“Counting”.
Result 2 The “Idle Shutdown Status” indicates “Not
Active”.
Results:
• Result 1 – The ECM is reading the proper
conditions for the activation of the “Idle Shutdown
Timer”. Proceed to Test Step 2.
• Result 2 – The ECM is not reading the proper
conditions for activation of the “Idle Shutdown
Timer”. Proceed to Test Step 3.
SENR9517-19
Test Step 2. Verify the Driver Alert
Function for Idle Shutdown and the
Override Function for Idle Shutdown.
A. Verify that Cat ET is connected to the data link
connector.
B. Access the customer parameters on Cat ET.
a. Access the following display screens in order:
• “Service”
• “Configuration”
b. Record the programmed time for the “Idle
Shutdown Time”. The “Idle Shutdown Time”
must be between 3 and 1440 minutes. If the
“Idle Shutdown Time” is programmed to zero,
the timer is disabled.
c. Reprogram the “Idle Shutdown Time” to three
minutes for this test.
C. Observe the following items during the 90 second
period before the programmed shutdown time:
• Check engine lamp
• “Idle Shutdown Status”
D. If the customer parameter of “Allow Idle Shutdown
Override” is programmed to “YES”, perform either
of the following actions in order to override the
shutdown:
• Press the clutch pedal.
• Press the service brake pedal.
Note: The pedals must be pressed while the check
engine lamp is flashing. The check engine lamp
flashes during the 90 second period before the
programmed shutdown time.
E. Reprogram the “Idle Shutdown Time” to the value
that was recorded earlier for this test.
Expected Result:
During the 90 second period before the scheduled
shutdown, the status should change from “Counting”
to “Driver Alert” and the check engine lamp should
flash rapidly. If the “Allow Idle Shutdown Override” is
programmed to “YES”, the “Idle Shutdown Status”
should change to “Override” after the pedals are
depressed.
Result 1 The idle shutdown timer behaves in the
manner that is described above.
Result 2 The check engine lamp did not flash during
the alert.
275
Troubleshooting Section
Result 3 The ECM did not sense a change in the
status of the service brake.
Result 4 The ECM did not sense a change in the
status of the clutch.
Results:
• Result 1 – The idle shutdown timer is operating
properly. STOP.
• Result 2 – The check engine lamp did not flash
during the alert.
Repair: Perform the following diagnostic
procedure: Troubleshooting, “Check Engine Lamp
Circuit - Test”
STOP.
• Result 3 – The ECM did not sense a change in the
status of the service brake.
Repair: Perform the following diagnostic
procedure: Troubleshooting, “Service Brake Pedal
Position (Switch 1) Circuit - Test”
STOP.
• Result 4 – The ECM did not sense a change in
the status of the clutch.
Repair: Perform the following diagnostic
procedure: Troubleshooting, “Clutch Pedal Position
Switch Circuit - Test”
STOP.
Test Step 3. Check the State of the
Related Conditions When the Vehicle is
Parked.
A. Check the state of the following related conditions
when the vehicle is parked:
• Ensure that the vehicle speed is 0 km/h (0 mph)
on Cat ET or the dash display.
• Ensure that the engine is not in cold mode. (The
Cat ET status screen will indicate that “Cold
Mode” is “Active” in the corner of the display
screen.)
• Ensure that the PTO on/off switch is OFF.
• Ensure that the engine is at low idle.
Expected Result:
Result 1 Vehicle speed is not indicated as 0 km/h
(0 mph).
276 SENR9517-19
Troubleshooting Section

Result 2 The Cat ET status screen indicates that the
engine is in cold mode.
Result 3 The status of the PTO on/off switch is not
“OFF”.
Result 4 The engine is not at low idle.
Results:
• Result 1 – Vehicle speed is not indicated as 0 km/h
(0 mph).
Some vehicle applications require mobile use of
the vehicle during PTO operation. When the ignore
brake/clutch switch is ON, depressing the brake or
the clutch will not disengage PTO operation or a set
engine speed. If the “Ignore Brake/Clutch Switch”
parameter is programmed to “None” (default), this
feature is not used. If the “Ignore Brake/Clutch
Switch” parameter is programmed to “J1/P1:47”, then
the feature is available and the switch circuit must be
connected to terminal P1-47.

Repair: Perform the following diagnostic

procedure: Troubleshooting, “Vehicle Speed and
Speedometer Circuit - Test”

STOP.

• Result 2 – The status screen on Cat ET indicates

that the engine is in cold mode.

Repair: The engine must not be in “Cold Mode”

operation while this test procedure is being
performed. Allow the engine to run until the coolant
temperature exceeds 20 °C (68 °F). Troubleshoot
and repair any related conditions.

STOP.

• Result 3 – The status of the PTO on/off switch is

not “OFF”.

Repair: Perform the following diagnostic

procedure: Troubleshooting, “PTO Switch Circuit -
Test”

STOP.

• Result 4 – The engine is not at low idle.

Repair: Return the engine to Low Idle. Perform
the test procedure again.

STOP.

i02375687

Ignore Brake/Clutch Switch

Circuit - Test
SMCS Code: 7332-038-CL

System Operation Description:

Use this procedure to determine if the circuit for the

ignore brake/clutch switch is operating correctly.
There are no diagnostic codes for this circuit.

Background Information
SENR9517-19
Illustration 117
Typical schematic for the ignore brake/clutch switch
Note: The circuit's return may be connected to
terminal P1-3, P1-5, or P1-18.
g01151227
Illustration 118
Pin locations on ECM connector
(P1-18) Input sensor common 1
(P1-47) Input 5 (Ignore brake/clutch switch)
Test Step 1. Inspect Electrical Connectors
and Wiring
A. Thoroughly inspect the ECM vehicle harness
connector J1/P1, the connectors, and the firewall
bulkhead connectors. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
277
Troubleshooting Section
g00955558
B. Perform a 45 N (10 lb) pull test on any wires in the
ECM connector that are associated with the circuit
for the ignore brake/clutch switch.
C. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
D. Check the harness and the wiring for abrasion
and for pinch points from the ignore brake/clutch
switch to the ECM.
Refer to Illustration 118 for terminal locations for
the ECM.
Expected Result:
All connectors, pins, and sockets are completely
coupled and/or inserted, and the harness and wiring
are free of corrosion, of abrasion and of pinch points.
Results:
• Yes – The wiring is OK. Proceed to Test Step 2.
• No – The wiring is not OK
Repair: .Repair the wiring and connectors or
replace the wiring or the connectors. Ensure that
all of the seals are properly connected. Verify that
the repair eliminates the problem.
STOP.
Test Step 2. Check the Status of the
Ignore Brake/Clutch Switch
A. Connect Caterpillar Electronic Technician (ET) to
the data link connector.
B. Turn the ignition key switch to the ON position.
C. Operate the switch in the ON and OFF positions.
D. View the status for parameter “Ignore Brake/Clutch
Switch” on Cat ET.
E. If the status for parameter “Ignore Brake/Clutch
Switch” indicates “None”, then the “Ignore
Brake/Clutch Switch” parameter has not been
programmed.
278
Troubleshooting Section
Expected Result:
The status screen indicates “On” when the switch is
turned on. The status screen indicates “Off” when
the switch is turned off.
Results:
• Yes – The switch is operating normally. Continue
troubleshooting if the original condition is not
resolved. STOP.
• No – The ECM is not reading the change in switch
status. Proceed to Test Step 3.
Test Step 3. Check the Switch Circuit at
the ECM
g01151232
Illustration 119
Pin locations on breakout T
(18) Input sensor common 1
(47) Input 5 (Ignore brake/clutch switch)
A. Turn the ignition key switch to the OFF/RESET
position.
B. Install a breakout T to the ECM vehicle harness
connector J1/P1.
C. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wire.
D. Insert the jumper wire into terminal 18 (Input
Sensor Common 1) of the breakout T. Insert the
other end of the jumper wire into terminal 47
(Ignore Brake/Clutch Switch) of the breakout T.
E. Verify that Cat ET is connected to the data link
connector.
F. Turn the ignition key switch to the ON position.
G. Alternately remove the jumper wire and insert the
jumper wire at terminal 18 while you monitor the
status screen on Cat ET.
SENR9517-19
Expected Result:
The switch status changes from “On” with the
jumper wire in place to “Off” when the jumper wire
is removed.
Results:
• Yes – The ECM is functioning properly at this time.
Proceed to Test Step 4.
• No – The ECM is not functioning properly.
Repair: Perform the following repair:
1. Temporarily connect a test ECM.
2. Remove all jumpers and replace all connectors.
3. Recheck the system for active diagnostic codes.
4. Repeat the test step.
5. If the problem is resolved with the test ECM,
reconnect the suspect ECM.
6. If the problem returns with the suspect ECM,
replace the ECM.
7. Verify that the repair eliminates the problem.
STOP.
Test Step 4. Insert a Jumper Wire at the
Switch
A. Turn the ignition key switch to the OFF/RESET
position.
B. Reconnect the ECM vehicle harness connector
J1/P1.
C. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wire.
D. Insert the jumper wire between the two terminals
of the ignore brake/clutch switch.
E. Turn the ignition key switch to the ON position.
F. Alternately remove the jumper wire and then insert
the jumper wire at the switch terminals. At the
same time, watch the status screen on Cat ET.
Expected Result:
The switch status changes to “On” with the jumper
wire in place to “Off” when the jumper wire is
removed.
Results:
• Yes – The harness is OK.
SENR9517-19 279
Troubleshooting Section

Repair: Replace the ignore brake/clutch switch. i03781969

Verify that the repair eliminates the problem.
STOP.
• No – There is a problem in the wire harness
between the ignore brake/clutch switch and the
ECM. Proceed to Test Step 5.
Test Step 5. Insert a Jumper Wire at the
Bulkhead Connector
A. Turn the ignition key switch to the OFF/RESET
position.
B. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wire.
C. Insert the jumper wire between the two terminals
for the ignore brake/clutch switch on the engine
side of the bulkhead connector.
Injection Actuation Pressure -
Test
SMCS Code: 1714-038
System Operation Description:
Use the steps that follow to check the operation of
the HEUI fuel system. Circle the appropriate answers
within the “Results” section of each step. Complete
the pages. Provide completed pages with any
returned part. Return the parts through the normal
channels.
Results from the test must be included in the claim for
related repairs. Failure to follow the proper sequence
of this procedure may result in incorrect results. The
standard warranty may not cover repairs that are
performed while using this procedure incorrectly.

D. Turn the ignition key switch to the ON position.

E. Alternately connect and then disconnect the

jumper wire. At the same time, monitor the status
screen on Cat ET.

Expected Result:

The switch status changes from “On” with the

jumper wire in place to “Off” when the jumper wire
is removed.

Results:

• Yes – The switch status changes from “On” with

the jumper wire in place to “Off” when the jumper
wire is removed. The problem is in the vehicle
wiring between the bulkhead connector and the
switch.
Repair: Inspect the vehicle wiring and then repair
the vehicle wiring. Otherwise, send the vehicle to
the OEM dealer for repair.
Verify that the problem is resolved.
g01181491
Illustration 120
Left side of engine (typical example)
(1) “J500/P500” Connector for the injection actuation pressure
control valve
(2) Injection actuation pressure sensor

STOP. Test Step 1. Symptoms

• No – The switch status is incorrect. The problem The following symptoms may occur if there is a
is in the vehicle wiring between the bulkhead problem with the HEUI fuel system:
connector and the ECM.
• The engine cranks but the engine will not start.
Repair: Inspect the vehicle wiring and then repair
the vehicle wiring. Otherwise, send the vehicle to • The engine runs rough.
the OEM dealer for repair.
• The engine is erratic or unstable at idle or running.
Verify that the problem is resolved.
• Low power
STOP.
280
Troubleshooting Section
• The following diagnostic codes might be active
codes or logged codes: 164-00, 164-02, 164-03,
164-04, 164-11, 42-11, 94-1, and 94-11.
A. Connect the Caterpillar Electronic Technician (ET)
to the data link connector.
B. Turn the keyswitch to the ON position. DO NOT
START THE ENGINE.
C. Print the “Lifetime Totals” and the “Configuration”
screen.
D. Check for active diagnostic codes or logged
diagnostic codes. The diagnostic codes should
become active within 30 seconds.
E. Verify that the engine coolant temperature sensor
is operating properly. Verify through CAT ET. Refer
to Testing and Adjusting, “Cooling System - Test”
or Testing and Adjusting, “Test For The Water
Temperature Gauge” for the proper procedure.
Document all active diagnostic codes or logged
diagnostic codes.________________
Expected Result:
Diagnostic codes are not active or logged when
electrical power is restored to the ECM and the
engine is not running.
Results:
• OK – There are no active codes or logged codes.
Proceed to Test Step 2.
• Not OK – Active codes or logged codes are
present.
Repair: Refer to Troubleshooting, “Engine
Pressure Sensor Open or Short Circuit - Test” if
164-03 or 164-04 is active or logged.
Refer to Troubleshooting, “Injection Actuation
Pressure Sensor - Test” if 164-02 is active or
logged.
Refer to Troubleshooting, “Injection Actuation
Pressure Control Valve Circuit - Test” if 42-11 is
active or logged.
Refer to System Operation, Test and Adjusting,
“Fuel System Pressure - Test” if 94-1 is active or
logged.
Proceed to Test Step 2 if 164-00, 164-11 or 94-11
is active or logged.
STOP.
SENR9517-19
Test Step 2. Start the Engine
A. Inspect the engine for oil leaks in the HEUI oil rail.
Repair leaks before proceeding. Clearly mark all
leaks on returned parts.
Note: Inspect the area near the high pressure oil rail
and the unit injector hydraulic pump. If leakage is
found between the transfer pump and the hydraulic
pump, refer to Special Instruction, REHS3830 for
details. If leakage is found between the hydraulic
pump and the front housing, refer to Special
Instruction, REHS3830 for details on replacing the
seal.
B. Check the engine oil level. If the engine oil level
is low, add oil to the engine. Do not overfill the
engine.
C. Try to start the engine.
Expected Result:
The engine starts.
Results:
• OK – The engine starts. Proceed to Test Step 10.
• Not OK – The engine does not start. Proceed to
Test Step 3.
Test Step 3. Verify the Operation of the
Injection Actuation Pressure Sensor
A. Disconnect the connector for the injection
actuation pressure sensor. Check for evidence
of moisture in the connector. Refer to
Troubleshooting, “Electrical Connectors - Inspect”
for troubleshooting details.
B. Try to start the engine.
Expected Result:
The engine does not start.
Results:
• OK – The engine does not start. Reconnect the
connector for the actuation pressure sensor. Clear
all diagnostic codes. Proceed to Test Step 4.
• Not OK – The engine starts.
Repair: The injection actuation pressure sensor
may be faulty. Replace the sensor and reconnect
the connector. Clear all diagnostic codes. Verify
that the repair eliminates the problem.
If the problem still exists, proceed to Test Step 4.
SENR9517-19 281
Troubleshooting Section

Test Step 4. The Engine Cranks but the
Engine Will not Start
A. Observe the status for “Engine Speed”, “Actual
Injection Actuation Pressure” and “Engine Oil
Pressure” on Cat ET while the engine is cranking.
Record the following data:
________________ Engine Speed
• Not OK – The observed engine speed is above
100 rpm and the observed engine oil pressure
is above 14 kPa (2 psi) and the actual injection
actuation pressure is below 6 MPa (870 psi).
Proceed to Test Step 7.
Test Step 5. Verify Communication
Between the ECM and the Fuel Injectors

________________ Actual injection actuation

pressure
Electrical shock hazard. The electronic unit injec-
________________ Desired injection actuation tor system uses 90-120 volts.
pressure

________________ Engine oil pressure

________________ Fuel pressure

________________ Engine coolant temperature

________________ Observed “Injection Actuation

Output Percent”

Expected Result:

The observed engine speed is above 100 rpm and

the actual injection actuation pressure is at least
6 MPa (870 psi) while the engine is cranking.

Results:

• OK – The observed engine speed is above 100

rpm and the actual injection actuation pressure is at
least 6 MPa (870 psi) while the engine is cranking. g01330859
Illustration 121

Repair: If a 94-11 code is active or logged, there
is a problem with the fuel supply system. Refer
to System Operation, Test and Adjusting, “Fuel
System Pressure - Test”.
Location of the connectors for the injector solenoids (C7 engines)
(1) Connector at the valve cover
(2) J2/P2 ECM connectors
(3) Rubber grommet for the injector harness at the valve cover

If a 94-11 code is not active or logged, refer to Test

Step 5.

• Not OK – The observed engine speed is below

100 rpm.

Repair: Refer to Troubleshooting, “Engine Cranks

but Will Not Start”.

STOP.

• Not OK – The observed engine speed is above

100 rpm and the observed engine oil pressure is
below 14 kPa (2 psi).

Repair: There is a problem with the engine oil

supply. Refer to System Operation, Test and
Adjusting, “Engine Oil Pressure - Test”.

STOP.
282
Troubleshooting Section
g01330939
Illustration 122
Location of the connectors for the injector solenoids (C9 engines)
(1) Connector at the valve cover
(2) J2/P2 ECM connectors
A. Turn the key to the “OFF” position. An electrical
shock hazard is present if the key is not in the
“OFF” position.
B. Disconnect the connector for the injector
harness at the valve cover. Check for
evidence of moisture in the connector. Refer to
Troubleshooting, “Electrical Connectors - Inspect”
for troubleshooting details.
C. Crank the engine for 15 seconds.
D. Check Cat ET for logged diagnostic codes that
are related to the injector solenoids.
Expected Result:
There are logged diagnostic codes for injector
solenoids in all cylinders.
Results:
• OK – There are logged diagnostic codes for
injector solenoids in all cylinders. The logged codes
indicate communication between the ECM and the
fuel injectors. Turn the key to the “OFF” position.
Reconnect the connector for the injector harness.
Clear all diagnostic codes. Proceed to Test Step 6.
• Not OK – At least one cylinder does not indicate a
logged diagnostic code for the injector solenoid.
SENR9517-19
Repair: There may be a problem with the engine
harness or ECM. Record the numbers that do not
indicate a logged diagnostic code for the injector
solenoid. Turn the key to the “OFF” position.
Reconnect the connector for the injector harness.
Clear any diagnostic codes or event codes. Refer
to Troubleshooting, “Injector Solenoid Circuit -
Test”.
STOP.
Test Step 6. Check the Pressure of the
Low Pressure Fuel System
A. Observe the status for “Fuel Pressure” on Cat
ET while the engine is cranking. Record the fuel
pressure.
________________ Fuel Pressure
Expected Result:
Observed fuel pressure is above 175 kPa (25 psi)
while the engine is cranking.
Results:
• OK – Observed fuel pressure is above 175 kPa
(25 psi) while the engine is cranking.
Repair: Access the “Injector Solenoid Test” in Cat
ET. Activate the test. As each solenoid is energized
by the ECM an audible click can be heard at the
valve cover. Listen for a click at the valve cover.
Cat ET will indicate the cylinder number as each
solenoid is being energized. Replace injectors
that do not produce an audible click. Verify the
repair. If all injectors produce an audible click and
the engine will not start, refer to Troubleshooting,
“Engine Cranks but Will Not Start”.
STOP.
• Not OK – Observed fuel pressure is below 175 kPa
(25 psi) while the engine is cranking.
Repair: There is a problem with the fuel supply
system. Refer to System Operation, Test and
Adjusting, “Fuel System Pressure - Test”.
STOP.
Test Step 7. Use a Test Lamp to Check
for the Presence of Current
A. Disconnect the J500/P500 IAPCV connector from
the unit injector hydraulic pump.
SENR9517-19
Note: Do not insert any wire that is larger than
18 AWG into the P500 harness connector. Do not
insert the probe for the voltage test lamp into the
P500 harness connector. These actions will spread
the sockets of the connector which will damage
the connector. Damaged connectors could cause
intermittent connections.
B. Insert a 186-3735 Connector Pin into each of the
P500 harness connector sockets .
C. Connect a voltage test lamp to the connector pins
that are inserted in the P500 connector.
D. Crank the engine and watch the test lamp.
Expected Result:
The test lamp illuminates while the engine is cranking.
Results:
• OK – The test lamp illuminates while the engine
is cranking. The ECM is operating correctly and
the wiring harness to the pump is OK. Proceed to
Test Step 8.
• Not OK – The test lamp does not illuminate while
the engine is cranking.
Repair: Refer to Troubleshooting, “Injection
Actuation Pressure Control Valve Circuit - Test” for
information on troubleshooting the circuit.
STOP.
Test Step 8. Check the High Pressure Oil
System for Leaks
Hot oil and components can cause personal in-
jury.
Do not allow hot oil or components to contact
skin.
Electrical shock hazard. The electronic unit injec-
tor system uses 90-120 volts.
A. Remove the valve cover and inspect the high
pressure oil system for excessive oil leaks or
discharge.
283
Troubleshooting Section
B. Look at the injector bores for any signs of oil
leakage while the engine is being cranked. Inspect
the spill ports on the injectors for an excessive
discharge of oil. All six injectors should discharge
the same amount of oil. Excessive leakage or
discharge can cause issues with the system
pressure. Record the following data:
________________ Any injectors with excessive
leakage or discharge
C. Turn the key to the “OFF” position. A electrical
shock hazard is present if the key is not turned to
the “OFF” position.
D. Disconnect the connector for the injector
harness at the valve cover. Check for
evidence of moisture in the connector. Refer to
Troubleshooting, “Electrical Connectors - Inspect”
for troubleshooting details.
E. Crank the engine. Observe the injector bores for
any signs of leakage. Inspect the spill ports on the
injectors for an excessive discharge of oil. The
injectors are now disabled and the injectors should
discharge very little oil, which is normal. Observe
the status for the “Actual Injection Actuation
Pressure” on Cat ET while the engine is cranking.
Record the following data:
________________ Any injectors with excessive
leakage or discharge
________________Actual injection actuation pressure
F. Clear any diagnostic codes that are logged.
Expected Result:
There are no excessive oil leaks around injector
bores. Also, there is no excessive discharge of oil
from the spill ports of the injector.
Results:
• OK – There are no excessive oil leaks around
injector bores. Also, there is no excessive
discharge of oil from the spill ports of the injector.
Repair: If the unit injector hydraulic pump has not
been replaced during this procedure, replace the
pump and repeat steps “E” and “F”. The engine will
need to be cranked for a significant length of time
in order to fill the pump with oil after the pump is
replaced. Clear all diagnostic codes.
If the unit injector hydraulic pump has been
replaced during this procedure, and the actual
injection actuation pressure was at least 6 MPa
(870 psi) in Step “E”, proceed to Test Step 9.
284
Troubleshooting Section
• OK – If the unit injector hydraulic pump has
already been replaced during this procedure and
the actual injection actuation pressure was below
6 MPa (870 psi) in Step “E”, consult your local
technical communicator for assistance.
• Not OK – There are excessive oil leaks around the
injector bores or excessive discharge of oil out of
the spill port of the injector.
Repair: Replace the O-ring on the injector(s)
that is leaking around the bore(s) or replace
the damaged injector(s) that is identified with
excessive discharge out of the spill ports.
Proceed to Test Step 9.
Test Step 9. Try to Start the Engine
Electrical shock hazard. The electronic unit injec-
tor system uses 90-120 volts.
A. Turn the key to the “OFF” position. A electrical
shock hazard is present if the key is not in the
“OFF” position.
B. Reconnect the connector for the injector harness
at the valve cover and install the valve cover.
C. Try to start the engine. Observe the status for
“Actual Injection Actuation Pressure” on Cat ET
while the engine is cranking. Record the actual
injection actuation pressure.
________________ Actual injection actuation
pressure
Expected Result:
The engine starts.
Results:
• OK – The engine starts. STOP.
• Not OK – The engine does not start and actual
injection actuation pressure is above 6 MPa
(870 psi). Proceed to Test Step 5.
• Not OK – The engine does not start and actual
injection actuation pressure is below 6 MPa
(870 psi).
SENR9517-19
Repair: If the unit injector hydraulic pump has not
been replaced, replace the pump and try to start
the engine. The engine will need to be cranked for
a significant length of time in order to fill the pump
with oil after the pump has been replaced. Clear all
diagnostic codes.
If the engine does not start, proceed to Test Step 5.
• Not OK – If the unit injector hydraulic pump has
already been replaced in a previous test, stop
and consult your local technical communicator for
assistance.
Test Step 10. Check the Low Pressure
Fuel and Oil System Pressures
Extended oil drain intervals may cause elevated
levels of soot in the engine oil. The elevated levels
of soot may also deplete the additive package of the
oil. This can affect the operation of the high pressure
oil system.
Note: Refer to the engine's Operation and
Maintenance Manual for the recommended engine oil
change interval and refill capacities.
Escaping fluid under pressure, even a pinhole size
leak, can penetrate body tissue, causing serious
injury, and possible death. If fluid is injected into
your skin, it must be treated immediately by a doc-
tor familiar with this type of injury.
Always use a board or cardboard when checking
for a leak.
A. Start the engine.
B. Observe the status for “Fuel Pressure” and
“Engine Oil Pressure” on Cat ET while the engine
is running. Record the following data:
________________ Observed fuel pressure from Cat
ET
________________ Observed engine oil pressure
from Cat ET
________________ Drain interval
________________ Miles or Kilometers since the last
oil change
Expected Result:
The customer has not exceeded the suggested oil
change interval.
SENR9517-19 285
Troubleshooting Section

Results:

• OK – The customer has not exceeded the

suggested oil change interval.

Repair: Refer to Systems Operation, Testing and

Adjusting, “Fuel System Pressure - Test” and
Systems Operation/Testing and Adjusting, “Engine
Oil Pressure - Test” in order to verify that the
observed fuel pressure and engine oil pressures
are acceptable.

If a 94-1 diagnostic code is active or if a 94-1

diagnostic code is logged, a problem in the fuel
supply system has occurred. Refer to Systems
Operation, Testing and Adjusting, “Fuel System
Pressure - Test”. Make necessary repairs. Verify
that the repair eliminates the problem.

If the problem still exists, proceed to Test Step 11.

• Not OK – The customer has exceeded the

suggested oil change interval.

Repair: If the customer has exceeded the

suggested oil change interval, ask the customer
to authorize an oil change with a new filter.
Oil changes are not covered by the warranty.
After the engine oil and the oil filter have been
changed, operate the engine until normal operating
temperature has been reached. Operate the engine
at 1200 to 1500 rpm for 15 minutes. This will purge
any trapped air or debris that is in the system.

If the problem still exists, or if the problem reoccurs

in a short period of time, repeat Test Step 10.

Test Step 11. Use “Injection Actuation

Pressure Test” on Cat ET to Check the
System
A. Install the 8T-0852 Pressure Gauge in an
accessible port in the high pressure part of the
injection actuation system.

B. Start the engine.

C. Access the “Injection Actuation Pressure Test” in

the “Diagnostics Menu” of Cat ET and begin the
test.

Note: The “Injection Actuation Pressure Test” can

be used to increase the injection actuation pressure.
Also, the “Injection Actuation Pressure Test” can be
used to decrease the injection actuation pressure.
The test adjusts the oil pressure of the injection
actuation system in predefined steps. Step forward
through all predefined steps in the test. Next, step
backward through all predefined steps in the test.

D. Record the pressure readings from the pressure

gauge and from Cat ET in Table161.
286 SENR9517-19
Troubleshooting Section

Table 161
Step Manual pressure gauge Actual injection actuation Difference
pressure from Cat ET
1
2
3
4
3
2
1

Expected Result: Note: There may be a short lag in the reaction to

the injection pressure. The pressure change should
The pressure that is measured with the pressure occur within two seconds of each command.
gauge for each step and the pressure that is
displayed on Cat ET for each step are within B. Record the actual injection actuation pressure,
1379 kPa (200 psi). the desired injection actuation pressure and the
percent output from Cat ET in Table 162.
Note: Under some situations, the injection actuation
pressure may not change. This step compares the
pressure reading from the pressure gauge to the
pressure reading that is displayed on Cat ET.

Results:

• OK – The pressure that is measured with the

pressure gauge for each step and the pressure
that is displayed on Cat ET for each step are
within 1379 kPa (200 psi). The injection actuation
pressure sensor is operating properly.

Repair: Do not replace the sensor.

Proceed to Test Step 12.

• Not OK – The pressure that is measured with the

pressure gauge for each step and the pressure
that is displayed on Cat ET for each step are not
within 1379 kPa (200 psi).

Repair: The injection actuation pressure sensor

may be faulty. Replace the sensor and repeat this
test step.

If the problem still exists, verify the accuracy of the

pressure gauge. Reinstall the original sensor and
proceed to Test Step 12.

Test Step 12. Perform the “Injection

Actuation Pressure Test” at Low Idle
A. Start the engine. Run the “Injection Actuation
Pressure Test” at low idle only. Step forward
through all predefined steps in the test. Next, step
backward through all the predefined steps in the
test.
SENR9517-19
Table 162
Low Idle
Step Actual injection Desired injection actuation
actuation pressure pressure from Cat ET (B)
from Cat ET (A)
1
2
3
4
3
2
1
Expected Result:
The actual injection actuation pressure is no more
than 1379 kPa (200 psi) above the desired injection
actuation pressure for each step. Also, the injection
actuation pressure does not fluctuate more than
±1000 kPa (±145 psi).
Results:
• OK – The actual injection actuation pressure is no
more than 1379 kPa (200 psi) above the desired
injection actuation pressure for each step. Also,
the actual injection actuation pressure does not
fluctuate more than ±1000 kPa (±145 psi). Proceed
to Test Step 13.
• Not OK – One of the actual injection actuation
pressures is more than 1379 kPa (200 psi) above
the desired injection actuation pressure on at least
one step, or the actual injection actuation pressure
fluctuates more than ±1000 kPa (±145 psi).
Repair: Replace the unit injector hydraulic pump.
After the pump has been replaced, the engine
will need to be cranked for a significant length
of time in order to fill the pump with oil. Clear all
diagnostic codes or event codes. Verify that the
repair eliminates the problem.
If the problem still exists, proceed to Test Step 13.
Test Step 13. Check the High Pressure
Oil System for Excessive Leaks
Hot oil and components can cause personal in-
jury.
Do not allow hot oil or components to contact
skin.
287
Troubleshooting Section
Difference (A-B) Percent Output from Cat ET
A. Remove the valve cover and inspect the high
pressure oil system for excessive oil leaks or
discharge.
B. Start the engine and allow the engine to idle. Look
at the injector bores for any signs of oil leakage.
Inspect the spill ports on the injectors for an
excessive discharge of oil. All six injectors should
discharge the same amount of oil. Excessive
leakage or discharge can cause issues with the
system pressure.
C. While the engine is at low idle, perform the
“Injection Actuation Pressure Test” in Cat ET.
Run the test at the highest pressure in order to
maximize any possible leaks. Observe the status
for “Actual Injection Actuation Pressure” on Cat
ET. Record the following data:
________________ Any injectors with excessive
leakage or discharge
________________ Actual injection actuation
pressure at low idle
D. Turn the key to the “OFF” position. A electrical
shock hazard is present if the key is not turned to
the “OFF” position.
E. Disconnect the connector for the injector
harness at the valve cover. Check for
evidence of moisture in the connector. Refer to
Troubleshooting, “Electrical Connectors - Inspect”
for troubleshooting details.
F. Crank the engine. Observe the injector bores for
any signs of leakage. Inspect the spill ports on
the injectors for an excessive discharge of oil.
The injectors are now disabled and the injectors
should discharge very little oil, which is normal.
288
Troubleshooting Section
G. While the engine is cranking, perform the “Injection
Actuation Pressure Test” in Cat ET. Run the test
at the highest pressure in order to maximize any
possible leaks. Observe the status for “Actual
Injection Actuation Pressure” on Cat ET. Record
the following data:
________________Any injectors with excessive
leakage or discharge
________________ Actual injection actuation
pressure while the engine is cranking
H. Clear any diagnostic codes that are logged.
Expected Result:
There are no excessive oil leaks around injector
bores. Also, there is no excessive discharge of oil
from the spill ports of the injector.
Results:
• OK – There are no excessive oil leaks around
injector bores. Also, there is no excessive
discharge of oil from the spill ports of the injector.
Proceed to Test Step 14.
• Not OK – There are excessive oil leaks around
injector bores or there is an excessive discharge of
oil from the spill ports of the injector.
Repair: Replace the O-ring on the injector(s)
that is leaking around the bore(s) or replace the
damaged injector(s) that is identified with excessive
discharge out of the spill ports. .
Verify that the repair eliminates the problem. If the
problem remains after the repair, proceed to Test
Step 14.
Test Step 14. Check the Oil Pressure at
the Pump (High Pressure Pump Test)
A. Turn the key to the “OFF” position. A electrical
shock hazard is present if the key is not turned to
the “OFF” position.
B. Reconnect the connector for the injector harness
at the valve cover and install the valve cover.
Escaping fluid under pressure, even a pinhole size
leak, can penetrate body tissue, causing serious
injury, and possible death. If fluid is injected into
your skin, it must be treated immediately by a doc-
tor familiar with this type of injury.
Always use a board or cardboard when checking
for a leak.
SENR9517-19
C. Install the 8T-0852 Pressure Gauge in an
accessible port in the high pressure portion of the
injection actuation system.
D. Disconnect the connector for the injection
actuation pressure sensor and plug a spare
injection actuation pressure sensor into the engine
harness. Allow the spare sensor to hang on the
side of the engine.
Note: This configuration allows the unit injector
hydraulic pump to build maximum pressure. The
engine will not start in this configuration.
E. Install a 224-9282 Adapter Cable As in
series with the P500 connector. Reconnect the
P500/J500 connector.
Note: There must be a continuous electrical
connection between the ECM and the unit injector
hydraulic pump. The improper connection or the
incomplete connection of the adapter cable may
provide incorrect results.
F. Connect a multimeter that is capable of measuring
current that is 0 to 1,000 milliampere in series with
the adapter cable. Select the lowest current range
for the multimeter that is greater than one amp.
Note: If the multimeter is not set to the correct scale,
the following measurement may provide misleading
results.
G. Crank the engine and record the following data:
________________Observed pressure reading from
the pressure gauge
Note: If the gauge fluctuates use the average.
________________ Observed engine speed from Cat
ET
________________Observed “Injection Actuation
Output Percent” from Cat ET
________________ Current reading from the
multimeter
Expected Result:
The oil pressure is above 29.5 MPa (4278 psi) and
the current is above 400 mA.
Results:
• OK – The oil pressure is above 29.5 MPa
(4278 psi) and the current is above 400 mA.
Leave the system in the present configuration and
proceed to Test Step 15.
• Not OK – The oil pressure is below 29.5 MPa
(4278 psi) and the current is above 400 mA.
SENR9517-19
Repair: Replace the unit injector hydraulic pump. If
the drive gear on the pump is loose, do not attempt
to tighten the drive gear and reuse the pump.
After the pump has been replaced, the engine
will need to be cranked for a significant length
of time in order to fill the pump with oil. Clear all
diagnostic codes or event codes. Verify that the
repair eliminates the problem.
If the problem still exists, consult your local
technical communicator for assistance.
STOP.
• Not OK – The current is below 400 mA.
Repair: Refer to Troubleshooting, “Injection
Actuation Pressure Control Valve Circuit - Test”.
STOP.
Test Step 15. Disconnect J500/P500 and
Check the Oil Pressure
A. Disconnect the J500/P500 connector at the unit
injector hydraulic pump.
B. Crank the engine and record the following data.
Note: The pressure readings may vary between
gauges.
________________Observed pressure reading from
the pressure gauge
________________ Observed engine speed from Cat
ET
________________ Observed “Injection Actuation
Output Percent” from Cat ET
Expected Result:
The oil pressure is below 8 MPa (1160 psi).
Results:
• OK – The oil pressure is below 8 MPa (1160 psi).
Return the system to the original configuration and
proceed to Test Step 16.
• Not OK – The oil pressure is above 8 MPa
(1160 psi). The unit injector hydraulic pump is
faulty.
289
Troubleshooting Section
Repair: Replace the unit injector hydraulic pump.
After the pump has been replaced, the engine
will need to be cranked for a significant length
of time in order to fill the pump with oil. Clear all
diagnostic codes or event codes. Verify that the
repair eliminates the problem. If the problem still
exists, consult your local technical communicator
for assistance.
STOP.
Test Step 16. Use the “Cylinder Cutout
Test” on Cat ET to Check the Fuel
Injectors
The troubleshooting indicates that the unit injector
hydraulic pump is working properly. Record the
following data:
Engine symptoms (misfire,
________________
excessive smoke, low power, runs rough)
________________ Conditions when the engine
symptom occurs, (high load, idle, cold start,
acceleration, etc)
________________ The frequency of the engine
symptoms (intermittent, constant, etc)
A. Perform a cylinder cutout procedure if the
test has not already been performed or if any
other repairs have been completed since the
most recent cylinder cutout procedure. Refer to
Troubleshooting, “Injector Solenoid Circuit - Test”
for troubleshooting details.
Expected Result:
The injectors are operating properly according to the
“Injector Solenoid Circuit - Test”. Also, the engine
symptoms are still present.
Results:
• OK – The injectors are operating properly
according to the “Injector Solenoid Circuit - Test”.
Also, the engine symptoms are still present.
Repair: Consult your local technical communicator
for assistance.
STOP.
• Not OK – The “Injector Solenoid Circuit - Test”
indicates faulty injectors.
Repair: Replace the faulty injectors. Verify that the
repair eliminates the problem. If the problem still
exists, consult your local technical communicator
for assistance.
STOP.
290 SENR9517-19
Troubleshooting Section

i04453960

Injection Actuation Pressure

Control Valve Circuit - Test
SMCS Code: 1714-038

System Operation Description:

Use this procedure to troubleshoot the system when

a 42-11 Injection Actuation Pressure output fault is
active.

Note: If a 164-11 Injection Actuation Pressure system

fault is active, refer to Troubleshooting, “Injection
Actuation Pressure - Test”.

The Engine Control Module (ECM) controls the

operation of the high-pressure oil pump by sending a
signal to the injection actuation pressure control valve
(IAPCV). The ECM uses the input signals from these
sensors in order to calculate the control signal for the
IAPCV: engine speed/timing sensor, throttle position
sensor, and injection actuation pressure sensor. The
IAPCV is located inside the high-pressure oil pump.
The IAPCV cannot be serviced separately.

The IAPCV uses the signal from the ECM to control

the output pressure of the high-pressure pump.
The ECM sends an increase in current flow to the
IAPCV in order to increase the output pressure of the
high-pressure oil pump. If the IAPCV connector is
unplugged at the pump, the pressure output drops to
the minimal output.

high-pressure oil is produced by the high-pressure

oil pump. The high-pressure oil is directed to the
injectors through the high-pressure oil manifold. The
injection actuation pressure sensor is used to detect
the pressure of the oil that is in the high-pressure oil
manifold. The sensor is installed in the oil manifold
that is in the cylinder head on the left side of the
engine. The high-pressure oil is used to actuate the
Hydraulic Electronic Unit Injectors (HEUI).

g01157164
Illustration 123
Schematic for the injection actuation pressure control valve

Test Step 1. Check for Active Diagnostic C. Check for active diagnostic codes on Cat ET.
Codes
Note: Wait at least 15 seconds in order for the
A. Connect the Caterpillar Electronic Technician (ET) diagnostic codes to become active.
to the data link connector.

B. Start the engine.

SENR9517-19 291
Troubleshooting Section

Expected Result:

There are no active diagnostic codes.

Results:

• OK – There are no active diagnostic codes.

Repair: The problem seems to be resolved at
this time. If an intermittent problem is suspected,
refer to Troubleshooting, “Electrical Connectors -
Inspect”.

STOP.

• Not OK – A 42-11 diagnostic code is active.

Proceed to Test Step 2.

Test Step 2. Inspect the Electrical

Connectors and the Wiring
A. Turn the keyswitch to the OFF position.

g01151730
Illustration 125
Pin locations on ECM connector
(P2-61) IAP control valve
(P2-62) Sensor return

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

wires in the ECM connector that are associated
with the IAPCV.

D. Check the allen head screw for the ECM

connectors for the proper torque. Refer to
g01157054
Illustration 124 Troubleshooting, “Electrical Connectors - Inspect”
Left side engine view (typical example) for the correct torque values.
(1) J500/P500 Injection actuation pressure control valve connector
(2) Injection actuation pressure sensor E. Check the harness and wiring for abrasion and for
(3) J2/P2 ECM connector pinch points from the IAPCV back to the ECM.

B. Thoroughly inspect connectors (1) and (3). Also, Expected Result:

thoroughly inspect the connector for sensor (3).
Refer to Troubleshooting, “Electrical Connectors - All connectors, pins, and sockets are coupled and/or
Inspect” for details. inserted and the harness and wiring are free of
corrosion, of abrasion, and of pinch points.

Results:

• OK – The connectors and the wiring appear to be

OK. Proceed to Test Step 3.
292
Troubleshooting Section
• Not OK – A problem has been found with the
connectors and/or the wiring.
Repair: Repair the connectors or wiring and/or
replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the
connectors are coupled.
Verify that the repair eliminates the problem.
STOP.
Test Step 3. Measure the Solenoid
Resistance of the Injection Actuation
Pressure Control Valve
A. Turn the key switch to the OFF position.
B. Disconnect the J500/P500 IAPCV connector.
Note: Ensure that the seal for the P500 connector
remains in place.
C. Measure the resistance of the solenoid at the
terminals for the IAPCV. Record the measurement.
D. Reverse the leads of the multimeter and measure
the resistance again.
Expected Result:
The solenoid resistance of the injection actuation
pressure control valve is 8 ± 2 Ohms.
Results:
• OK – The measurement is 8 ± 2 Ohms. The
solenoid resistance is correct. Reconnect the
harness connector for the injection actuation
pressure control valve. Proceed to Test Step 4.
• Not OK – The solenoid resistance is out of the
range.
Repair: Replace the unit injector hydraulic pump.
Check that the diagnostic code is no longer
active. Verify that the repair eliminates the original
problem.
STOP.
Test Step 4. Measure the Solenoid
Resistance through the Engine Harness
A. Turn the key switch to the OFF position.
B. Disconnect the P2 connector at the ECM.
C. Measure the resistance from terminal P2-61 to
terminal P2-62.
SENR9517-19
Compare the measurement to the resistance
value that was recorded in the previous step. A
harness that is in good repair will add less than
two percent to the total resistance of the circuit.
D. Measure the resistance from terminal P2-61 and
terminal P2-62 to the remaining terminals that are
in the P2 ECM connector.
The correct measurements will indicate an open
circuit.
E. Measure the resistance from terminal P2-61 and
terminal P2-62 to the engine ground stud.
The correct measurements will indicate an open
circuit.
Expected Result:
The resistance measurements are within the
specifications that are provided above.
Results:
• OK – The resistance measurements are within the
specifications. Connect the J2/P2 ECM connectors.
Proceed to Test Step 5.
• No – The resistance measurements are not within
the specifications.
Repair: Replace the harness for the IAPCV and/or
repair the circuit.
Verify that the repair eliminates the original
problem.
STOP.
Test Step 5. Use the “Injection Actuation
Pressure Driver Test” to Check the
Harness
A. Connect Cat ET to the service tool connector.
B. Disconnect the P500/J500 IAPCV connector.
C. Fabricate two jumper wires. Crimp a 186-3735
Connector Pin to one end of each jumper.
D. Insert the connector pins of the jumper wires into
the terminals of the J500 IAPCV connector.
E. Connect a voltage test lamp to the ends of the
jumper wires.
F. Turn the keyswitch to the ON position.
G. Access the “Injection Act Press Driver Test”. Start
the “Injection Act Press Driver Test” on Cat ET.
Observe the state of the test lamp.
SENR9517-19
Note: This test procedure may cause a 42-11 to
become active.Activation of the code is normal.
Expected Result:
The voltage test lamp illuminates when the test is
active.
Results:
• OK – The voltage test lamp illuminates when the
test is active. Proceed to Test Step 6.
• Not OK – The voltage test lamp does not illuminate
when the test is active. Remove the jumper wires
from the J500 IAPCV connector. Connect the
connector. Proceed to Test Step 7.
Test Step 6. Perform the “Injection
Actuation Pressure Test”
A. Ensure that the J500/P500 connector is
disconnected.
B. Crank the engine for 30 seconds. Crank the
engine three times at 30 second intervals in order
to purge the air from the system.
C. Reconnect the J500/P500 connector.
D. Start the engine and perform the “Injection
Actuation Pressure Test”. Step through all of the
pressure ranges that are in the test.
E. After performing the “Injection Actuation Pressure
Test”, check if a 42-11 diagnostic code is active
or logged.
Expected Result:
The engine starts and the engine runs. The 42-11
does not become active or logged during the test.
Results:
• OK – The engine starts and the engine runs
without triggering the 42-11 diagnostic code.
Repair: The problem has been resolved. There
may be an intermittent problem that is caused by a
poor connection at a connector. Return the engine
to service. If the problem recurs, retest the system.
STOP.
• Not OK – The engine will not start.
293
Troubleshooting Section
Repair: Follow the procedure in Special Instruction,
REHS3819, “Procedure for Troubleshooting and
Cleaning the Oil Rail System for the Hydraulic
Electronic Unit Injector”. Verify that the repair
eliminates the problem.
STOP.
Test Step 7. Use the “Injection Actuation
Pressure Driver Test” to Check the ECM
A. Disconnect the J2/P2 ECM connector.
B. Install a 208-0059 Adapter Cable As (70-PIN
BREAKOUT) at the J2 ECM connector. Install the
P2 ECM connector.
C. Connect a voltage test lamp between terminal 61
and terminal 62 of the breakout T.
D. Turn the keyswitch to the ON position.
E. Access the “Injection Act Press Driver Test” in the
“Diagnostics” menu on Cat ET.
F. Start and stop the “Injection Act Press Driver Test”.
Note: This test procedure may cause a 42-11 to
become active.Activation of the code is normal.
Expected Result:
The voltage test lamp illuminates when the test is
active.
Results:
• OK – The voltage test lamp illuminates when the
test is active.
Repair: Replace the harness for the IAPCV and/or
repair the circuit.
Verify that the repair eliminates the original
problem.
STOP.
• Not OK – The voltage test lamp does not illuminate
when the test is active.
Repair: Temporarily connect a test ECM.
If the test ECM fixes the problem, reconnect the
suspect ECM.
If the problem returns, permanently replace the
ECM.
Verify that the repair eliminates the problem.
STOP.
294 SENR9517-19
Troubleshooting Section

i02296361

Injection Actuation Pressure

Sensor - Test
SMCS Code: 1439-038-PX; 1925-038

System Operation Description:

Use this procedure to troubleshoot the system when

the following diagnostic code is active:

• 164-02 Injection actuation pressure signal erratic

(15)

Note: This procedure can check the accuracy of

the injection actuation pressure sensor against a
pressure gauge.

The following background information is related

to the following procedure:

The injection actuation pressure sensor measures the

pressure of the oil in the high pressure oil manifold.
The high pressure oil in the manifold is used to
actuate the injectors and the high pressure oil is used
to control the fuel injection pressure. Fuel injection
pressure is based on inputs from the sensors. The
inputs are used by the Engine Control Module
(ECM) for calculating the fuel injection pressure. The
ECM uses the reading from the injection actuation
pressure sensor in order to control the operation of
the injection actuation pressure control valve.

g00925013
Illustration 126
Typical schematic for the injection actuation pressure sensor
The return wire may be connected to P1-3, P1-5, or P1-18.
SENR9517-19
Illustration 127
g01151734
Pin locations on ECM connector
(P1-2) Engine pressure sensor +5V
(P1-3) Engine pressure sensor common
(P1-25) Engine injection actuation pressure
Test Step 1. Check for Active Diagnostic
Codes
A. Connect the Caterpillar Electronic Technician (ET)
to the data link connector.
B. Turn the key switch to the ON position.
Note: If the 164-02 diagnostic code is not active or
logged, try to start the engine.
Note: If a 164-03 diagnostic code or a 164-04 code
is active, refer to Troubleshooting, “Engine Pressure
Sensor Open or Short Circuit-Test”.
Expected Result:
164-02 diagnostic code is active.
Results:
• Yes – The engine will not start. 164-02 is active.
Proceed to Test Step 2.
295
Troubleshooting Section
• No – The engine will not start. 164-02 is not active.
Proceed to Test Step 2.
• No – 164-02 is not active. The engine starts. The
system is operating correctly at this time. STOP.
Test Step 2. Disconnect the Injection
Actuation Pressure Sensor and Start the
Engine
A. Turn the key switch to the OFF/RESET position.
B. Disconnect the electrical connector J204/P204 for
the injection actuation pressure sensor from the
engine harness.
C. Try to start the engine.
Expected Result:
The engine starts.
Results:
• Yes – The engine starts. Proceed to Test Step 3.
• No – The engine does not start.
Repair: Reconnect the electrical connector
J204/P204 for the injection actuation pressure
sensor to the engine harness. Refer to
Troubleshooting, “Engine Cranks but Will Not
Start”.
STOP.
Test Step 3. Inspect Electrical Connectors
and Wiring
A. Thoroughly inspect the connector J204/P204
for the injection actuation pressure sensor and
inspect the ECM engine harness connector
J2/P2. Refer to Troubleshooting, “Electrical
Connectors-Inspect” for details.
B. Perform a 45 N (10 lb) pull test on each of the
wires in the ECM connector that are associated
with the injection actuation pressure sensor
(P2-61 and P2-62).
C. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
D. Check the harness and wiring for abrasion and for
pinch points from the sensors back to the ECM.
Expected Result:
All connectors, pins and sockets are completely
coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion or of pinch points.
296
Troubleshooting Section
Results:
• OK – Proceed to Test Step 4.
• Not OK
Repair: Perform the following repair:
Repair the connectors or wiring and/or replace
the connectors or wiring. Ensure that all of the
seals are properly in place and ensure that the
connectors are completely coupled.
Verify that the repair eliminates the problem.
STOP.
Test Step 4. Check the Status of the
Sensor with the Engine OFF
A. Connect Cat ET to the data link connector.
B. Turn the key switch to the ON position.
C. Check the injection actuation pressure on the
status screen of Cat ET.
Note: The following codes will cause the injection
actuation pressure sensor to default to 17500 kPa
(2538 psi).
• 164-03 Injection actuation pressure voltage
high (15)
• 164-04 Injection actuation pressure voltage low
(15)
• 232-03 5 Volt supply voltage high (21)
• 232-04 5 Volt supply voltage low (21)
Expected Result:
The injection actuation pressure sensor indicates
0 kPa (0 psi).
Results:
• Yes – Proceed to Test Step 6.
• No – Proceed to Test Step 5.
Test Step 5. Check the Voltage Supply of
the Injection Actuation Pressure Sensor
A. Turn the key switch to the OFF/RESET position.
B. Disconnect the electrical connector J204/P204 for
the injection actuation pressure sensor from the
engine harness.
C. Connect a 3-terminal breakout T to the electrical
connector J204 only.
SENR9517-19
D. Turn the key switch to the ON position.
E. Use a digital multimeter that is set on DC voltage.
Measure the voltage supply from terminal A to
terminal B at the breakout T.
Expected Result:
The voltage reading is 4.5 VDC to 5.5 VDC.
Results:
• Yes – The voltage reading is 4.5 VDC to 5.5 VDC.
Proceed to Test Step 6.
• No – The voltage reading is out of the range.
Repair: The voltage supply for the injection
actuation pressure sensor is not correct. Refer to
Troubleshooting, “5 Volt Engine Pressure Sensor
Supply Circuit - Test”.
STOP.
Test Step 6. Compare the Reading from
the Injection Actuation Pressure Sensor
to a Pressure Gauge Reading
Escaping fluid under pressure, even a pinhole size
leak, can penetrate body tissue, causing serious
injury, and possible death. If fluid is injected into
your skin, it must be treated immediately by a doc-
tor familiar with this type of injury.
Always use a board or cardboard when checking
for a leak.
A. Turn the key switch to the OFF/RESET position.
B. Install a 8T-0852 Pressure Gauge to an oil supply
port on the high pressure oil rail that is located on
the cylinder head.
C. Verify that Cat ET is connected to the data link
connector.
D. Start the engine.
E. Go to the “Injection Actuation Pressure Test” on
the diagnostic menu of Cat ET.
F. Start the test and monitor the reading from the
injection actuation pressure sensor on Cat ET.
Compare the pressure reading from Cat ET to
the pressure reading on the 8T-0852 Pressure
Gauge. Perform a comparison of the two different
pressure indicators at varying engine rpm.
SENR9517-19 297
Troubleshooting Section

Note: Use Table 163 for the approximate range for • 3-11 Cylinder #3 Injector current fault (73)
the injection actuation pressure sensor. Compare the
8T-0852 Pressure Gauge pressure reading to the • 4-11 Cylinder #4 Injector current fault (73)
pressure reading from the table.
• 5-11 Cylinder #5 Injector current fault (74)
Table 163
Pressure Reading from Range of the Pressure • 6-11 Cylinder #6 Injector current fault (74)
Service Tool Gauge Reading
Also use this procedure if you have been directed
6000 kPa 4000-7800 kPa (580-1130 to this test from Troubleshooting, “Engine Misfires,
psi)
Runs Rough or Is Unstable ” or Troubleshooting,
10000 kPa 8000-11800 kPa “Low Power/Poor or No Response to Throttle”.
(1160-1710 psi)
Perform this procedure under conditions that are
15000 kPa 13000-16800 kPa
(1885-2435 psi) identical to the conditions that exist when the problem
occurs. Typically, problems with the injector solenoid
23000 kPa 21000-24800 kPa occur when the engine is warmed up and/or when
(3045-3595 psi) the engine is under vibration (heavy loads).

Expected Result: Background Information

The reading that is displayed on Cat ET and the
reading on the pressure gauge readings agree.
Results:
• Yes – The reading that is displayed on Cat ET and
the reading on the pressure gauge readings agree.
These engines use hydraulic electronic unit injectors
that are hydraulically actuated and electronically
energized. The Engine Control Module (ECM) sends
a 105 volt pulse to each injector solenoid. The pulse
is sent at the proper time and at the correct duration
for a given engine load and speed. The solenoid is
mounted on top of the fuel injector body.

Repair: The injection actuation pressure sensor Note: Two injector solenoids share a supply wire.
and the ECM are working properly. Refer to For this reason, an open circuit or a short circuit in
Troubleshooting, “Troubleshooting without a a supply wire could cause diagnostic codes for two
Diagnostic Code”. injector solenoids.

STOP. When an injector is replaced, you must program

• No – The readings do not agree.
Repair: Temporarily replace the injection actuation
pressure sensor and repeat the test. Replace
the injection actuation pressure sensor if this
corrects the problem. If the new sensor is out of
the acceptable range, then the pressure gauge is
faulty.
STOP.
the new injector trim files into the ECM. Refer to
programming parameters Troubleshooting, “Injector
Trim File” for more information. If the ECM is
replaced, all injector trim files must be programmed
into the new ECM. Refer to Troubleshooting,
“Replacing the ECM” for the correct procedure.
Caterpillar Electronic Technician (ET) includes the
following tests that aid in troubleshooting the injector
solenoids:
“Cylinder Cutout Test”

i02650228 The “Cylinder Cutout Test” is used on an engine

Injector Solenoid Circuit - Test
SMCS Code: 1290-038
System Operation Description:
Use this procedure if any of the following diagnostic
codes are active or logged:
• 1-11 Cylinder #1 Injector current fault (72)
• 2-11 Cylinder #2 Injector current fault (72)
in order to determine the individual cylinder
performance while the engine is running. As one
or more cylinders are cut out during the test, the
“Cylinder Cutout Test” uses the “Fuel Position” of
each injector in order to evaluate the performance of
the remaining cylinders that are firing. As the different
cylinders are cut out, a comparison of the change in
“Fuel Position” is used to identify cylinders that are
weak or misfiring. One reason for a cylinder that is
weak or misfiring is an injector that is malfunctioning
mechanically.
298 SENR9517-19
Troubleshooting Section

During the test, when a good injector is cut out, the

“Fuel Position” of the remaining injectors will show
a consistent change. This consistent change in the
“Fuel Position” is caused by the remaining injectors
that are compensating for the cut out injector. If a
malfunctioning injector is cut out, the “Fuel Position”
that is for the remaining injectors will not show
a proportional change. This unbalanced change
is the result of the smaller quantity of fuel that is
needed to compensate for the power loss from the
malfunctioning injector. The “Cylinder Cutout Test” is
used to isolate a malfunctioning injector in order to
avoid replacement of injectors that are in good repair.

Note: Prior to running the “Cylinder Cutout Test”, all

active diagnostic codes must be repaired.

“Injector Solenoid Test”

Use the “Injector Solenoid Test” to diagnose an open

circuit or a short circuit in the wiring for the injector
solenoids. With the engine stopped, the “Injector
Solenoid Test” will briefly activate each injector
solenoid. An audible click can be heard as each
solenoid is activated. After performing the test, Cat
ET will indicate the status of the solenoid as “OK”,
“Open”, or “Short”.

g01330771
Illustration 128
Schematic for the injector solenoids (C7 engines)
SENR9517-19 299
Troubleshooting Section

g01330833
Illustration 129
Schematic for the injector solenoids (C9 engines)

Test Step 1. Inspect the Electrical

Connectors and the Wiring

Electrical shock hazard. The electronic unit injec-

tor system uses 90-120 volts.

A. Turn the keyswitch to the OFF position. A strong

electrical shock hazard is present if the ignition
key is not turned OFF.
300 SENR9517-19
Troubleshooting Section

g01330859
Illustration 130
Location of the connectors for the injector solenoids (C7 engines)
(1) Connector at the valve cover
(2) J2/P2 ECM connectors
(3) Rubber grommet for the injector harness at the valve cover

g01330977
Illustration 132
Terminal locations at the P2 ECM connector for the injector
solenoids (C7 engines)
(P2-36) Injector cylinder 1
(P2-37) Injector cylinder 2
(P2-38) Injector cylinder 3
(P2-39) Injector cylinder 4
(P2-44) Injector common cylinder 1 & 2
(P2-45) Injector common cylinder 3 & 4
(P2-46) Injector common cylinder 5 & 6
(P2-54) Injector cylinder 5
(P2-55) Injector cylinder 6

g01330939
Illustration 131
Location of the connectors for the injector solenoids (C9 engines)
(1) Connector at the valve cover
(2) J2/P2 ECM connectors

B. Thoroughly inspect ECM connectors (1) and valve

cover connectors (2). For C7 engines, thoroughly
inspect the wiring at rubber grommet (3) for
the injector harness. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
SENR9517-19 301
Troubleshooting Section

g01183216
Illustration 134
Valve cover connector for the injector solenoids (C7 engines)
(Terminal 1) Injector cylinder 1
(Terminal 2) Injector cylinder 2
(Terminal 3) Injector cylinder 3
(Terminal 4) Injector cylinder 4
(Terminal 5) Injector cylinder 5
(Terminal 6) Injector cylinder 6
(Terminal 7) Injector common line for cylinders 5 and 6
(Terminal 8) Injector common line for cylinders 5 and 6
(Terminal 9) Injector common line for cylinders 3 and 4
(Terminal 10) Injector common line for cylinders 3 and 4
(Terminal 11) Injector common line for cylinders 1 and 2
(Terminal 12) Injector common line for cylinders 1 and 2

Note: The splice for the injector common line is in the

engine harness between the ECM connector and the
valve cover connector (C7 engines).

g01331059
Illustration 133
Terminal locations at the P2 ECM connector for the injector
solenoids (C9 engines)
(P2-36) Injector supply cylinder 1
(P2-37) Injector supply cylinder 2
(P2-38) Injector supply cylinder 3
(P2-39) Injector supply cylinder 4
(P2-44) Injector return cylinder 1
(P2-45) Injector return cylinder 2
(P2-46) Injector return cylinder 3
(P2-47) Injector return cylinder 4
(P2-54) Injector supply cylinder 5
(P2-55) Injector supply cylinder 6
(P2-67) Injector return cylinder 5
(P2-68) Injector return cylinder 6
302 SENR9517-19
Troubleshooting Section

Repair: Perform the following repair:

Repair the connectors or wiring and/or replace

the connectors or wiring. Ensure that all of the
seals are properly in place and ensure that the
connectors are completely coupled.

Verify that the repair eliminates the problem.

STOP.

Test Step 2. Check for Logged Diagnostic

Codes that are Related to the Injector
Solenoids
A. Connect Cat ET to the service tool connector.
Refer to Troubleshooting, “Electronic Service
Tools” for information that is related to connecting
Cat ET.

B. Restore electrical power to the ECM.

g01331183
Illustration 135
Valve cover connector for the injector solenoids (C9 engines)
C. Check Cat ET for logged diagnostic codes related
to the injector solenoids. Record
(Terminal 1) Injector cylinder 1
(Terminal 2) Injector cylinder 2
(Terminal 3) Injector cylinder 3 Expected Result:
(Terminal 4) Injector cylinder 4
(Terminal 5) Injector cylinder 5 There are no logged diagnostic codes for the injector
(Terminal 6) Injector cylinder 6 solenoids.
(Terminal 13) Injector return cylinder 6
(Terminal 14) Injector return cylinder 5
(Terminal 15) Injector return cylinder 4 Results:
(Terminal 16) Injector return cylinder 3
(Terminal 17) Injector return cylinder 2
(Terminal 18) Injector return cylinder 1
• OK – There are no logged diagnostic codes for
the injectors. The injector solenoids are operating
correctly. The solenoid circuits appear to be
C. Perform a 45 N (10 lb) pull test on each of operating correctly. There may be a mechanical
the wires in the ECM connector and the valve problem with the injector's fuel delivery. Proceed
cover connector for the injector solenoids. Also, to Test Step 3.
check the valve cover connector for the injector
solenoids. Ensure the proper mating of the
connector.
• Not OK – There is a logged diagnostic code for
one or more of the injectors. There is an electrical
problem with an injector solenoid or with the circuit.
D. Check the allen head screw for each of the Proceed to Test Step 4.
ECM connectors for the proper torque. Refer to
Troubleshooting, “Electrical Connectors - Inspect” Test Step 3. Use the “Cylinder Cutout
for details.
Test” to Check the Variation Between the
E. Check the harness and wiring for abrasion and
Cylinders
pinch points from the valve cover connectors to
A. Ensure that Cat ET is connected to the service
the ECM connectors.
tool connector.
Expected Result:
B. Start the engine.
All connectors, pins and sockets are completely
C. Allow the engine to warm up to normal operating
coupled and/or inserted and the harness and wiring
temperature. The engine coolant temperature
are free of corrosion, of abrasion or of pinch points.
must be at least 68 °C (154 °F) in order to begin
the test.
Results:
D. Access the “Cylinder Cutout Test” by accessing
• OK – Proceed to Test Step 2. the following display screens:
• Not OK • “Diagnostics”
SENR9517-19
• “Diagnostic Tests”
• “Cylinder Cutout Test”
E. Enable the cooling fan, if the fan is not controlled
by the ECM. If the ECM controls the cooling fan,
the cooling fan will start automatically when the
test begins.
F. Shut off all parasitic loads which could affect the
results of the test.
G. Perform the automated cylinder cutout tests that
are available for your application. Follow the
instructions that are given on the screen.
H. To begin the test, select the start button at the
bottom of the screen.
Note: After analysis of the data from the automated
tests, Cat ET will display the results for each cylinder.
Follow the prompts that are given on the screen.
I. The “Manual Cylinder Cutout Test” is also
available for checking the mechanical condition of
individual cylinders. This test can be used in order
to identify injectors that may have a performance
problem. To begin the test, highlight a cylinder
and select the “Change” button at the bottom of
the screen. The injector for that cylinder will be
disabled. Check for a difference in the sound, feel,
or power of the engine. Also, look for a change to
the operating parameters that are displayed on
the screen. This test will not produce “OK/Not OK”
results for the cylinders that are tested.
Expected Result:
The cylinder cutout test indicates that all of the
injectors are operating correctly.
Results:
• OK – The “Cylinder Cutout Test” indicates that all
of the cylinders are OK.
Repair: The results of the test has indicated that
all of the injectors appear to be operating correctly.
If no diagnostic codes for the injectors are active
or logged, suspect an electrical problem or a
mechanical problem with another system on the
engine.
If the engine is misfiring or if the engine has low
power, refer to Troubleshooting, “Engine Misfires,
Runs Rough or Is Unstable” and Troubleshooting,
“Low Power/Poor or No Response to Throttle”.
STOP.
303
Troubleshooting Section
• Not OK – The cylinder cutout test displays “Not
OK” for at least one cylinder. Cat ET indicates that
there is a weak cylinder. There may be an injector
solenoid that is partially shorted or there may be
a mechanical problem with the cylinder. Proceed
to Test Step 4.
Test Step 4. Use the “Injector Solenoid
Test” to Test the Injector Solenoids
A. Start the engine.
B. Allow the engine to warm up to normal operating
temperature. The engine coolant temperature
must be at least 68 °C (154 °F) before you begin
the test.
C. Stop the engine.
D. Verify that Cat ET is connected to the data link
connector.
E. Turn the keyswitch to the ON position.
F. Access the “Injector Solenoid Test” by accessing
the following display screens in order:
• “Diagnostics”
• “Diagnostic Tests”
• “Injector Solenoid Test”
G. Activate the “Injector Solenoid Test”.
Wiggle the external harnesses between the ECM
and the valve cover connector.
H. As each solenoid is energized by the ECM an
audible click can be heard at the valve cover.
Listen for a click at the valve cover. Cat ET will
indicate the cylinder number as each solenoid is
being energized.
I. Perform the injector solenoid test at least two
times.
Check Cat ET for the results of the “Injector
Solenoid Test”.
Expected Result:
Cat ET reports each cylinder as “OK”, as “Short”, or
as “Open”.
Results:
• “OK” – Cat ET reported each cylinder as “OK”.
304 SENR9517-19
Troubleshooting Section

Repair: There is not an electronic problem with the Expected Result:

injectors at this time. There may be an intermittent
electrical problem in the harness or in a connector.
If an intermittent electrical problem is suspected,
refer to Troubleshooting, “Electrical Connectors -
Inspect” for the proper troubleshooting procedure.
In the previous test step, if the “Cylinder Cutout
Test” indicated a problem with one of cylinders,
there may be a mechanical problem with the
injector for the cylinder or there may be a
mechanical problem with the cylinder.
If a problem with an injector is suspected,
exchange the suspect injector with another injector
on the engine in order to confirm the problem.
Use the “Exchange” feature in the “Injector Trim
Calibration” tool that is in Cat ET to exchange the
information for the injector trim file. Perform the
“Cylinder Cutout Test” again. If the problem moves
to the other cylinder with the suspect injector,
replace the injector. If the problem remains in the
original cylinder, there is a mechanical problem
with the cylinder.
All of the cylinders indicate “Open” on Cat ET.
Results:
• OK – All cylinders indicate “Open” when the
connector for the injector harness is disconnected.
The ECM and the engine harness appear to be OK.
Reconnect the connector for the injector harness.
Proceed to Test Step 8.
• Not OK – At least one cylinder does not indicate
“Open” when the connector for the injector harness
is disconnected. There is a problem in the engine
harness. There may be a problem with the ECM.
Record the cylinder numbers that indicate a short
circuit. Proceed to Test Step 7.
Test Step 6. Use the Injector Solenoid
Test to Check for an Open Circuit in the
Engine Wiring Harness

If a mechanical problem with the cylinder is

suspected, refer to Systems Operation/Testing and Electrical shock hazard. The electronic unit injec-
Adjusting in order to help isolate the problem. tor system uses 90-120 volts.

STOP. A. Turn the keyswitch to the OFF position.

• “Short” – Cat ET reported that one or more of the
solenoid circuits as “Short”. Record the cylinder
numbers for the injectors that indicate “Short”.
Proceed to Test Step 5.
• “Open” – Cat ET reported that one or more
cylinders are “Open”. Record the cylinder numbers
for the injectors that indicate “Open”. Proceed to
Test Step 6.
B. Disconnect the valve cover connector for the
injector solenoids.
C. Fabricate a jumper wire that will be long enough
to create a test circuit across two terminals at
the valve cover connector. Crimp the correct
connector terminals to both ends of the jumper
wire.

Test Step 5. Use the Injector Solenoid

Test to Check for a Short Circuit in the
Engine Wiring Harness

Electrical shock hazard. The electronic unit injec-

tor system uses 90-120 volts.

A. Turn the keyswitch to the OFF position.

B. Disconnect the connector for the injector harness

at the valve cover. Check for evidence of moisture
entry. Refer to Troubleshooting, “Electrical
Connectors - Inspect” for troubleshooting details.

C. Turn the keyswitch to the ON position.

D. Perform the “Injector Solenoid Test” at least two

times.
SENR9517-19 305
Troubleshooting Section

D. Insert one end of the jumper wire onto the terminal

for the suspect injector's supply wire. Insert the
other end of the jumper wire onto the terminal
for the suspect injector's return wire. This will
effectively replace the injector solenoid with a
short circuit.

E. Turn the keyswitch to the ON position.

F. Perform the “Injector Solenoid Test” at least two

times.

G. Turn the keyswitch to the OFF position.

g01331240
H. Remove electrical power from the ECM.
Illustration 136
Valve cover connector for the injector solenoids (C7 engines) Repeat this test for each suspect Injector. Ensure that
(Terminal 1) Injector cylinder 1 the injector solenoid test is disabled before handling
(Terminal 2) Injector cylinder 2 the jumper wires.
(Terminal 3) Injector cylinder 3
(Terminal 4) Injector cylinder 4
(Terminal 5) Injector cylinder 5 Note: Cat ET may report a “Short” for the injector
(Terminal 6) Injector cylinder 6 that shares the injector common line with the suspect
(Terminal 7) Injector common line for cylinders 5 and 6 injector. Disregard the result for this injector.
(Terminal 8) Injector common line for cylinders 5 and 6
(Terminal 9) Injector common line for cylinders 3 and 4
(Terminal 10) Injector common line for cylinders 3 and 4
Expected Result:
(Terminal 11) Injector common line for cylinders 1 and 2
(Terminal 12) Injector common line for cylinders 1 and 2 Cat ET displays “Short” for the cylinder with the
jumper wire.

Results:

• OK – Cat ET displays “Short” for each circuit that

was jumpered. The ECM and the engine harness
are OK. Remove the jumper wire. Reconnect the
connector for the injector harness. Proceed to Test
Step 8.

• Not OK – Cat ET displays “Open” for the cylinder

with the jumper wire. There is a problem in the
wiring between the ECM and the valve cover
connector. There may be a problem with the ECM.
Proceed to Test Step 7.

Test Step 7. Use the Injector Solenoid

Test to Check for Proper Operation of the
ECM

g01331217
Illustration 137
Valve cover connector for the injector solenoids (C9 engines) Electrical shock hazard. The electronic unit injec-
(Terminal 1) Injector cylinder 1
tor system uses 90-120 volts.
(Terminal 2) Injector cylinder 2
(Terminal 3) Injector cylinder 3
(Terminal 4) Injector cylinder 4 A. Remove electrical power from the ECM.
(Terminal 5) Injector cylinder 5
(Terminal 6) Injector cylinder 6 B. Disconnect the J2/P2 ECM connectors.
(Terminal 13) Injector return cylinder 6
(Terminal 14) Injector return cylinder 5
(Terminal 15) Injector return cylinder 4
C. Fabricate a jumper that is long enough to create
(Terminal 16) Injector return cylinder 3 a test circuit from the P2 ECM connector to the
(Terminal 17) Injector return cylinder 2 engine ground stud. Crimp a connector socket to
(Terminal 18) Injector return cylinder 1 one end of the jumper wire.
306
Troubleshooting Section
D. Remove the supply wire from the terminal location
for the suspect injector at the ECM connector.
Install the socket end of the jumper wire into this
terminal location.
E. Connect the J2/P2 ECM connectors.
F. Verify that the ECM Will Detect an Open Circuit
for the Suspect Injector:
a. Ensure that the jumper wire is not in contact
with a ground source or another circuit. Do not
touch the jumper wire during the test. A strong
electrical shock hazard is present at the jumper
wire while the test is running.
b. Restore the electrical power to the ECM.
c. Perform the “Injector Solenoid Test” at least
two times.
Note the results of the test.
d. Remove the electrical power from the ECM.
Cat ET displays “Open” for the injector(s) that
share the injector common line.
G. Verify that the ECM Will Detect a Short Circuit
for the Suspect Injector:
a. Connect the jumper wire to the engine ground
stud. Do not touch the jumper wire during the
test. A strong electrical shock hazard is present
at the jumper wire while the test is running.
b. Restore the electrical power to the ECM.
c. Perform the “Injector Solenoid Test” at least
two times.
Note the results of the test.
d. Remove the electrical power from the ECM.
Cat ET displays “Short” for the injector(s) that
share the injector common line.
H. Restore the wiring to the original configuration.
Expected Result:
Cat ET displays the correct status for each test circuit.
Results:
• OK – Cat ET displays the correct status for each
test circuit.
SENR9517-19
Repair: The ECM is detecting the short circuit
and the open circuit. The problem is in the engine
harness between the ECM connector and the
valve cover connector. Repair the engine harness
or replace the engine harness, as required. Verify
that the repair eliminates the problem.
STOP.
• Not OK – The ECM does not detect the correct
status of the circuit.
Repair: The ECM does not appear to be operating
properly. Perform the following procedure:
1. Temporarily connect a test ECM.
Refer to Troubleshooting, “Replacing the ECM”.
2. Recheck the circuit in order to ensure that the
original problem has been resolved.
If the problem is resolved with the test ECM,
install the suspect ECM. If the problem returns
with the suspect ECM, replace the ECM. Verify
that the problem is resolved.
If the problem is not resolved with the test ECM,
install the original ECM. There is a problem in
the wiring. Retest the circuit.
STOP.
Test Step 8. Check the Injector Harness
Under the Valve Cover for an Open
Circuit or a Short Circuit
Electrical shock hazard. The electronic unit injec-
tor system uses 90-120 volts.
A. Remove the electrical power from the ECM.
B. Remove the valve cover in order to gain access
to the suspect injector.
C. Disconnect the connector from the suspect
injector.
D. Thoroughly clean the terminals on the injector
solenoid and on the harness connector.
E. Fabricate a jumper wire that is long enough to
create a test circuit across the terminals of the
injector connector. Crimp connector pins to each
end of the jumper wire.
SENR9517-19
g01180694
Illustration 138
Connector terminals for the injector solenoid
F. Use the jumper wire to short circuit the connector
terminals for the suspect injector. This will
effectively replace the injector solenoid with a
short circuit.
G. Restore the electrical power to the ECM.
H. Perform the “Injector Solenoid Test” at least two
times.
Note: The injector solenoid that shares the injector
common line for the injector that is short circuited may
indicate a false test result. Disregard this test result.
I. Remove the electrical power from the ECM.
J. Remove the jumper wire from the injector
connector. This will effectively replace the injector
solenoid with an open circuit.
K. Restore the electrical power to the ECM.
L. Perform the “Injector Solenoid Test” at least two
times.
M. Remove the electrical power from the ECM.
Expected Result:
Cat ET displays “Short” for the cylinder when the
jumper wire is installed. “Open” is displayed when the
jumper wire is removed.
Results:
• OK – Cat ET displays the correct status during
the test.
Repair: The harness wiring is OK. Use a
multimeter to check the resistance of the suspect
injector solenoid.
The correct resistance of each injector solenoid is
1.06 ± 0.05 Ohms at 25 °C (77 °F).
307
Troubleshooting Section
If the resistance of the solenoid is not within
specifications replace the faulty injector. Verify that
the problem is resolved.
If the resistance of the solenoid is within
specifications, there may be an intermittent
problem in the harness or in a connector. If
an intermittent problem is suspected, refer to
Troubleshooting, “Inspecting Electrical Connectors”
for information that is related to troubleshooting an
intermittent electrical problem.
STOP.
• Not OK – Cat ET did not display the correct status
during the test.
Repair: There is a problem with the injector
harness under the valve cover. There may be a
problem with a connector. Repair the wiring and/or
the connector, when possible. Replace parts, if
necessary. Verify that the problem is resolved.
STOP.
i02296393
Neutral Switch Circuit - Test
SMCS Code: 1435-038
System Operation Description:
Use this procedure under the following situation:
Use this procedure to determine if the neutral switch
is operating properly.
Automatic Transmission Neutral Switch
The automatic transmission neutral switch is
required when the “Transmission Style” parameter
is programmed to “Automatic Option 3”, “Automatic
Option 4”, “AT/MT/HT Option 3”, or “AT/MT/HT Option
4”. This switch is used to indicate when the automatic
transmission is in neutral.
The automatic transmission neutral switch is an open
circuit when the transmission is in gear. Shifting the
transmission to the neutral position should close
the circuit, which connects the input to the battery
voltage. Many other switches in the system connect
the input to ground when the circuit is closed.
308 SENR9517-19
Troubleshooting Section

This switch may not be connected to an input on

the ECM. The parameter “Transmission Neutral
Switch” determines the input to the ECM. If the
parameter is programmed to “J1/P1:62” a switch
must be connected to terminal 62. If the parameter
is programmed to “J1939”, the switch position will be
transmitted to the ECM over the J1939 data link. If a
problem is suspected with the J1939 data link, refer
to Troubleshooting, “Powertrain Data Link Circuit -
Test”.

g00646460
Illustration 139
Schematic for transmission neutral switch

Test Step 1. Inspect Electrical Connectors A. Thoroughly inspect ECM vehicle harness
and Wiring connector J1/P1, the firewall bulkhead connector
and the terminals for the following switches in the
connectors:

• Neutral switch (P1-62)

Refer to Troubleshooting, “Electrical Connectors -
Inspect” for details.

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

wires in the ECM connector that are associated
with the switches.

Refer to Illustration 140.

C. Check the ECM connector (allen head screw)

for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.

D. Check the harness and wiring for abrasion and

pinch points from the sensor to the ECM.

Expected Result:

All connectors, pins and sockets are completely

coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion or of pinch points.

Results:

• OK – Proceed to Test Step 2.

• Not OK
Repair: Repair the connectors or wiring and/or
g01151850
replace the connectors or wiring. Ensure that all of
Illustration 140 the seals are properly in place and ensure that the
Pin locations on ECM connector connectors are completely coupled.
(P1-62) Input 12 (transmission neutral switch)
SENR9517-19 309
Troubleshooting Section

Verify that the repair eliminates the problem. B. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wires.
STOP.
C. Disconnect vehicle harness connector P1 from
Test Step 2. Check Neutral Switch Status the ECM.
on Caterpillar Electronic Technician (ET)
D. Connect a breakout T to ECM connector J1 and
Table 164 connect P1 to the breakout T.
Status of the Neutral Switch
E. Install the jumper into terminal 62 (neutral switch)
Switch Position Switch Status Circuit of the breakout T. Connect the other end of the
The transmission is in jumper to terminal 52 (unswitched +Battery) of the
ON Closed breakout T.
Neutral.
The transmission is in F. Turn the ignition key switch to the ON position.
OFF Open
Gear.
G. Verify that Cat ET is connected to the cab data
A. Connect Cat ET to the cab data link connector. link connector.

B. Access the status screen on Cat ET. H. Access the status screen.

I. While the neutral switch status is being monitored

C. Turn the ignition key switch to the ON position.
D. Shift the transmission into the Neutral position
while the status of the neutral switch is being
observed. Also, shift out of Neutral while the status
of the neutral switch is being observed.
Note: If the status indicates “Not Installed”, check the
programming of the “Transmission Style” Parameter.
The “Transmission Style” must be programmed to
“Automatic Option 3” or “Automatic Option 4”.
Expected Result:
The switch status changes per the information in
Table 164.
Results:
• Yes – The switch is operating normally. STOP.
• No – The ECM is not reading the switch status
change. Proceed to Test Step 3.
on the status screen slowly remove the jumper
from terminal 52 (unswitched +Battery). Now,
slowly insert the jumper into terminal 52
(unswitched +Battery).
Refer to Table 165.
Expected Result:
The switch status changes per the information in
Table 165.
Results:
• Yes – The ECM is functioning properly. Proceed
to Test Step 4.
• No – The ECM is not functioning properly.
Repair: Perform the following repair:
1. Temporarily connect a test ECM.
2. Remove all jumpers and replace all connectors.

Test Step 3. Check the Switch Circuit for 3. Recheck the system for active diagnostic codes.
the ECM
4. Repeat the test step.
Table 165

Status of the Neutral Switch Input 5. If the problem is resolved with the test ECM,
reconnect the suspect ECM.
Condition of Switch
Switch Status Circuit
Circuit 6. If the problem returns with the suspect ECM,
Terminal 62 is open. OFF Open replace the ECM.
Terminal 62 connected 7. Verify that the repair eliminates the problem.
ON Closed
to +battery.
STOP.
A. Turn the ignition key switch to the OFF/RESET
position.
310 SENR9517-19
Troubleshooting Section

Test Step 4. Insert a Jumper at the Neutral Test Step 5. Insert a Jumper at the
Switch Bulkhead Connector
Table 166 Table 167
Status of the Neutral Switch Input Status of the Neutral Switch Input
Condition of Switch Condition of Switch
Switch Status Circuit Switch Status Circuit
Circuit Circuit
The wires for the The wires to the
neutral switch are OFF in gear Open bulkhead are OFF in gear Open
disconnected. disconnected.
The wires for the neutral The wires to the
ON in neutral Shorted
switch are connected. bulkhead are ON in neutral Shorted
connected.
A. Turn the ignition key switch to the OFF/RESET
position. A. Turn the ignition key switch to the OFF/RESET
position.
B. Ensure that ECM vehicle harness connector J1/P1
is connected. B. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wires.
C. Find the neutral switch in the vehicle.
C. Find the terminal for the neutral switch and the
D. Disconnect the wires from the terminals of the +Battery connection in the engine side of the
neutral switch. bulkhead connector for the vehicle harness.

E. Turn the ignition key switch to the ON position.
F. Access the status screen on Cat ET.
G. While the switch status is being monitored on the
status screen slowly connect the switch wires and
slowly disconnect the switch wires.
Refer to Table 166.
Expected Result:
D. Insert the jumper wire between the two terminals
in the engine side of the bulkhead connector.
E. Turn the ignition key switch to the ON position.
F. Access the status screen on Cat ET.
G. While the switch status is being monitored on the
status screen alternately remove the jumper wire
between the two terminals, and alternately insert
the jumper wire between the two terminals.

The switch status changes per the information in Refer to Table 167.
Table 166.
Expected Result:
Results:
The switch status changes per the information in
• Yes – The switch is not functioning properly. Table 167.

Repair: Perform the following repair: Results:

Replace the faulty switch.
Verify that the repair eliminates the problem.
STOP.
• No – There is a problem in the harness between
the switch and the ECM. Proceed to Test Step 5.
• Yes – The problem is in the vehicle wiring between
the bulkhead connector and the switch.
Repair: Perform the following repair:
Inspect the vehicle wiring and repair the vehicle
wiring, as required. If the problem still exists with
the wiring, send the vehicle to the OEM dealer.

STOP.

• No – The problem is in the vehicle wiring between

the bulkhead connector and the ECM.

Repair: Perform the following repair:

SENR9517-19
Inspect the vehicle wiring and repair the vehicle
wiring, as required. If the problem still exists with
the wiring, send the vehicle to the OEM dealer.
STOP.
i02300486
Powertrain Data Link Circuit -
Test
SMCS Code: 1901-038
System Operation Description:
Use this procedure under the following situation:
Use this procedure if one of the following diagnostic
codes are active:
• 231-02 J1939 Data incorrect (58)
• 231-11 J1939 Data link fault (58)
• 231-12 J1939 Device not responding (58)
Also, use this procedure when Caterpillar Electronic
Technician (ET) indicates that the sensor and the
Engine Control Module (ECM) are functioning but
the engine is not responding to the accelerator pedal
position sensor.
The following background information is related
to this procedure:
Power train Data Link
The power train data link is designed to offer
electronically controlled Anti-Lock Brakes (ABS),
traction control systems, and/or transmission
controls. This is accomplished by a momentary
reduction of engine rpm and/or engine torque, that
is triggered by a signal from an off-engine control
module for the ABS, the traction control, or the
transmission. An off-engine control module is a
control module that is not part of theCaterpillar engine
control system.
Information from switches may also be transmitted
over the J1939 data link. The following parameters
can be programmed to send switch information over
the J1939 data link:
• “Cruise Control On/Off Switch”
• “Cruise Control Set/Resume Switch”
• “Cruise Pause Switch”
• “Service Brake Pedal Position Switch 1”
• “Clutch Pedal Position Switch”
311
Troubleshooting Section
• “Fan Override Switch”
• “Exhaust Brake Switch”
• “Diagnostic Enable Switch”
• “A/C High Pressure Switch”
• “A/C Fan Request Switch”
Any combination of the following systems may be
installed together on a vehicle:
• Traction control
• Transmission control
• ABS
• Switch information
The required components are installed at the OEM
when the vehicle is built.
The sensors for the power train data link , off-engine
control modules, and wiring are installed by the
vehicle OEM. Direct any questions that relate to
the configuration of the hardware, software, and
installation to the vehicle OEM.
The J1939 refers to the standard for data link
communications of the “Society of Automotive
Engineers Inc.”. The ECM has a customer
programmable parameter that is called “Powertrain
Data Link” which can be programmed to either of the
following options:
• “J1939”
• “NONE”
Anti-Lock Brake Systems (ABS)
The J1939 data link may be used by an Anti-Lock
Brake System (ABS) in order to disable the exhaust
brake when the control for the anti-lock brakes
determines that the exhaust brake should be
disabled. This is usually achieved when the ABS
system is active.
Traction Control Systems
Loss of traction is determined by sensors on the
vehicle that are mounted near the wheels. These
sensors are also used by the ABS system. Typically, a
system with traction control includes anti-lock brakes.
Transmission Control
The following characteristics are determined by a
vehicle speed sensor in the transmission:
• Transmission shift points
312 SENR9517-19
Troubleshooting Section

• Engine rpm
• Load
The sensors for power train control provide signals
to the vehicle control module of the power train data
link. The vehicle control module of the power train
data link then communicates with the ECM. The ECM
receives a request from the power train data link. The
ECM responds by momentarily limiting the following
characteristics:

• Engine rpm
• Torque
• Both engine rpm and torque
The presence of an active J1939 data link circuit can
be determined by observing the “Powertrain Status”
parameter on Cat ET. The Cat ET status screen will
display “INSTALLED” if the proper personality module
is installed on the ECM, and there is no action that
is being requested at that time by any of the control
modules on the data link.

If an action is being requested by one of the vehicle

control modules, the display will indicate the control
that is making the request (traction control or
transmission control) or a combination of the two
(traction control and transmission control). Power
train control is also displayed in the upper right hand
corner of the display status screen.

J1939 Data Link

If the “Truck Manufacturer” parameter is programmed

to “GM”, then the “Powertrain Data Link” parameter
defaults to “J1939”. If the truck manufacturer is
programmed to “OTHER”, then the default is “NONE”.
If the data link is required, then the “Powertrain Data
Link” parameter must be programmed to “J1939”.

If the “Truck Manufacturer” parameter is programmed

to “GM” then the “J1939” data link is self-adjusting.

Note: If a message is not broadcast over the data

link for five hours, the 231-11 will not illuminate the
“Service Engine Soon” lamp.

Note: The wiring for the J1939 data link is a shielded

twisted pair cable and the wiring is not serviceable.
The wiring must be replaced when the wiring is
damaged.
SENR9517-19 313
Troubleshooting Section

g00830986
Illustration 141
Schematic for power train data link

g01152249
Illustration 142
Deutsch terminal connectors
314
Troubleshooting Section
g01153527
Illustration 143
Pin locations on ECM connector
(P1-34) J1939 Data Link−
(P1-42) J1939 Data Link Shield
(P1-50) J1939 Data Link+
Test Step 1. Inspect Electrical Connectors
and Wiring
A. Thoroughly inspect ECM vehicle harness
connector J1/P1, the firewall bulkhead connector,
the connectors for the power train control module,
and the connector terminals for the J1939
data link. Refer to Troubleshooting, “Electrical
Connectors - Inspect” for details.
B. Perform a 45 N (10 lb) pull test on each of the
wires in the ECM connector that are associated
with the J1939 data link.
Refer to Illustration 143.
C. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
D. Check the harness and wiring for abrasion and
pinch points from the data link connectors back
to the ECM.
SENR9517-19
Expected Result:
All connectors, pins and sockets are completely
coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion or of pinch points.
Results:
• OK – Proceed to Test Step 2.
• Not OK
Repair: Perform the following repair:
Repair the connectors or wiring and/or replace
the connectors or wiring. Ensure that all of the
seals are properly in place and ensure that the
connectors are completely coupled.
Verify that the repair eliminates the problem.
STOP.
Test Step 2. Connect the Electronic
Service Tool and Check for Active
Diagnostic Codes
A. Connect Cat ET to the data link connector.
B. Turn the ignition key switch to the ON position.
C. Monitor the active diagnostic code screen of Cat
ET. Check and record active diagnostic codes.
Expected Result:
One of the following diagnostic codes is active:
• 231-11 (58)
Note: The “Powertrain Data Link” parameter is a
customer parameter that must not be programmed
to “J1939”, unless the J1939 data link is being used.
If J1939 is not connected and the parameter is
programmed for J1939 the following active diagnostic
code will occur:
• 231-11 (58)
Results:
• Yes – 231-11 diagnostic code is active. Proceed
to Test Step 3.
• No – 231-11 diagnostic code is not active. Proceed
to Test Step 4.
Test Step 3. Use the Special Test on the
Electronic Service Tool to Check the
Devices on the J1939 Data Link
A. Verify that Cat ET is connected to the data link
connector.
SENR9517-19 315
Troubleshooting Section

B. Access the special test “J1939 Receive

Communication Status”. The special tests are
located under the diagnostic menu.

C. Cat ET will display the J1939 sources that have

transmitted at least one good message that
has been successfully received by the ECM.
If the ECM has not received any messages
from a source, that source will not be displayed.
Examples of devices that can use the J1939 data
link include the following switches:

• Switches that are programmed to “Instrument

Cluster”

• Switches that are programmed to “Body

Controller”

• Switches that are programmed to “Cab

Controller”

D. Cat ET will display the J1939 source in the

“Description” column. The “Status” column
displays the status of the device.

E. If a message is not received from a device Cat ET

will display “Not Receiving”.

F. The status screens on Cat ET can be used

to display the status of the inputs that are
programmed for J1939 data links. The status
screen will display the programmed J1939 source
of the input. If the input is programmed to a device
that is not sending messages, the screen will
display “No Comm”. If the input is programmed to
a device that is sending incorrect messages for
that input, the screen will display “Diag”.

Expected Result:

Cat ET displays the devices that are used on the

vehicle and the ECM is receiving messages from the
devices.

Results:

• Yes – The ECM is receiving messages from the

devices that are installed on the vehicle. STOP.

• No – The ECM is not receiving messages from the

devices that are installed on the vehicle.

Repair: The devices that can be programmed to

use the J1939 data link can be circuits with two
wires or circuits with three wires. Bad connections
are the most frequent problem. Repair the
connectors or wiring and/or replace the connectors
or wiring. Ensure that the connectors are free of
corrosion.

STOP.
316 SENR9517-19
Troubleshooting Section

Test Step 4. Check the Power Train Status

Screen on Cat ET

g00721856
Illustration 144
Typical example of the display screen on Cat ET

Table 168

Powertrain Status Parameter Group Definition Table

“Heading On Status Screen” Displayed Message Definition of Message

“Engine Speed” Actual engine rpm of the engine

“Percent Torque”
“Powertrain Status” “Not Installed”, “ABS Control”, “Traction
Control”, “Traction and ABS Control”,
“Trans Control”, “Trans and ABS
Control”, “Trans and Traction Control”,
“Trans and Traction and ABS”
Current engine torque during operation
that is expressed as a percent of peak
torque
Communication of the power train
control module
(continued)
SENR9517-19 317
Troubleshooting Section

(Table 168, contd)

Powertrain Status Parameter Group Definition Table

“Heading On Status Screen” Displayed Message Definition of Message

“TC Status or Transmission Status” “No Communication” Communication from the vehicle control
is not being received by the ECM. One
of the following conditions exists: The
vehicle does not support this feature.
The vehicle control is not currently
powered, or the wiring is damaged or
disconnected.
“Not Active” No requests from the Vehicle Power
Train ECU (Electronic Control Unit)
“Speed Command” Engine rpm is being controlled by a
Vehicle ECU.
“Torque Command” Engine torque is being controlled by a
Vehicle ECU.
“Speed and Torque Limit” Engine rpm and torque is being
determined by a Vehicle ECU.
“Torque Limit” The Torque limit is being determined
by a Vehicle ECU.
“Speed Limit” The rpm limit is being determined by a
Vehicle ECU.
“TC Speed” The TC Speed is the desired engine
rpm setpoint or the engine rpm limit
that is being requested by the vehicle's
Traction Control ECU.
“TC Torque” The TC Torque is the desired percent
of torque or the desired percent of
torque limit that is being requested by
the Vehicle's Traction Control ECU.
“Transmission Output Speed” The Transmission Output Speed is
the desired engine rpm setpoint or the
engine rpm limit that is being requested
by the Vehicle's Traction Control ECU.
“Transmission Torque” The Transmission Torque is the desired
percent of torque or the percent of
torque limit that is being requested by
the Vehicle's Traction Control ECU.
“ABS Status” “No Communication” The ECM is not receiving
communication from the vehicle's
ABS/Traction Control System. One of
the following conditions exists: The
vehicle does not support this feature.
The vehicle's ABS/Traction Control
System is not currently powered. The
wiring is damaged or disconnected.
“Not Active” There are no requests from the ABS
Control.
“Disable Retarder” The control for the ABS system
requests the operation of the engine
retarder to stop.
318
Troubleshooting Section
A. While the vehicle is being driven by someone else,
monitor Cat ET. Use the following procedure:
a. Access the status screen. Select the
“Powertrain Status” screen. The “Powertrain
Status” screen relates to the J1939 data link.
b. While the vehicle is being operated, monitor
the “Powertrain Status” screen.
Refer to Table 168 for an explanation of
the parameters that are displayed in the
“Powertrain Status” screen of Cat ET.
Note: Transmission shifts and/or a momentary loss
of traction should trigger the Cat ET display and the
appropriate action by the ECM when the correct
sensors, controls and wiring are installed on the
vehicle.
Expected Result:
The Cat ET status screen indicates that the ECM is
responding to a power train control.
Note: Some power train control modules have test
modes that are available by activating diagnostic
switches. Ensure that theCaterpillar ECM is not
reacting to a test by the power train control module if
the problem is related to power train control operation
and you believe that the system should not be active.
Results:
• Yes – If the response is abnormal, send the vehicle
to the OEM dealer for repairs. STOP.
• No
Repair: Perform the following diagnostic
procedure:
Troubleshooting, “Troubleshooting without a
Diagnostic Code”
STOP.
i02375747
PTO Engine RPM Set Speed
(Input A and Input B) Circuit -
Test
SMCS Code: 1901-038
System Operation Description:
Use this procedure to determine if the circuit for the
“PTO Engine RPM Set Speed Input A and Input B” is
operating correctly.
SENR9517-19
Background Information
The Engine Control Module (ECM) can use various
inputs in a number of ways. The inputs depend
on the parameter programming. Certain features
are available on several different inputs. The
configuration for the switch must match the actual
switch installation in order for the switch to function
properly.
“PTO Engine RPM Set Speed Input A”
The switch for the “PTO Engine RPM Set Speed Input
A” controls the engine speed during PTO operation.
The “PTO Engine RPM Set Speed A” parameter
requires an engine RPM to be programmed. The
“PTO Engine RPM Set Speed A” parameter is
located in the “Dedicated PTO Parameter Group”.
The “PTO Engine RPM Set Speed Input A” status
is also located in the “Input Selections Parameter
Group”. The engine will ramp up to the engine rpm
that is programmed under the following conditions:
• The switch for the “PTO Engine RPM Set Speed
Input A” is in the ON position and the PTO On/Off
switch is then turned on.
• The switch for the “PTO Engine RPM Set Speed
Input A” is turned to the ON position when the PTO
On/Off switch is on.
The “PTO Configuration” must be programmed to
“Cab Switches”, to “Remote Switches”, or to “Remote
Throttle” for this feature to function. The PTO On/Off
switch or the switch for the “PTO Engine RPM
Set Speed Input A ”must be cycled from the OFF
position to the ON position in order to return to the
programmed engine rpm if the PTO operation is
disabled. If the “PTO Engine RPM Set Speed Input
A” parameter is programmed to “None” (default),
this feature is not used. If the “PTO Engine RPM
Set Speed Input A” parameter is programmed to
“J1/P1-46”, the feature is available. Also, the switch
circuit should be connected to the same input.
Switch for the“ PTO Engine RPM Set Speed Input
B”
SENR9517-19 319
Troubleshooting Section

The switch for the“ PTO Engine RPM Set Speed

Input B” is used to control engine RPM during
PTO operation. The “PTO Engine RPM Set Speed
B” parameter requires an engine RPM to be
programmed. The “PTO Engine RPM Set Speed
B” parameter is located in the “Dedicated PTO
Parameter Group”. The “PTO Engine RPM Set Speed
Input B” status is located in the “Input Selections
Parameter Group”. The function of the switch for the
“PTO Engine RPM Set Speed Input B” is similar to
the function of the switch for the “PTO Engine RPM
Set Speed Input A”. The engine will operate at “set
speed A” when both of the switches are on. If the
“PTO Engine RPM Set Speed Input B” parameter
is programmed to “None” (default), this feature
is not used. If the “PTO Engine RPM Set Speed
Input B” parameter is programmed to “J1/P1:7” or
“J1/P1:23”, then the feature is available. Also, the
switch circuit should be connected to the same input
that is selected in the parameter.

Note: The wiring for your particular application

may be slightly different. The circuits for the sensor
common are used interchangeably by the OEM of
the vehicle. The following circuits are common within
the ECM:

• P1-18 (sensor common 1)

• P1-3 (sensor common 2)
• P1-5 (AP sensor/switch common)

g00863820
Illustration 145
This is a typical schematic for the “PTO Engine RPM Set Speed Input A” switch circuit.
The return wire may be connected to P1-3, P1-5, or P1-18.

g00932375
Illustration 146
This is a typical schematic for the “PTO Engine RPM Set Speed Input B” switch circuit.
The return wire may be connected to P1-3, P1-5, or P1-18.
320
Troubleshooting Section
g01152269
Illustration 147
Pin locations on ECM connector
(P1-5) AP sensor/switch common
(P1-7) Input 4
(P1-23) Input 19
(P1-46) Input 7
Test Step 1. Inspect Electrical Connectors
and Wiring
A. Thoroughly inspect the ECM vehicle harness
connector J1/P1, the connectors, and the firewall
bulkhead connectors. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
B. Perform a 45 N (10 lb) pull test on each of the
wires in the ECM connector that are associated
with the suspect switch circuit.
C. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
D. Check the harness and the wiring for abrasion and
for pinch points from the battery to the ECM. Then,
check from the ignition key switch to the ECM.
Refer to Illustration 147 for terminal locations for
the ECM.
SENR9517-19
Expected Result:
All connectors, pins, and sockets are completely
coupled and/or inserted, and the harness and wiring
are free of corrosion, of abrasion and of pinch points.
Results:
• OK – Proceed to Test Step 2.
• Not OK
Repair: Repair the wiring and connectors or
replace the wiring or the connectors. Ensure that
all of the seals are properly connected.
Verify that the repair eliminates the problem.
STOP.
Test Step 2. Use Caterpillar Electronic
Technician (ET) to Check the Status of
the “PTO Engine RPM Set Speed Input A
and PTO Engine RPM Set Speed Input B”
A. Connect Cat ET to the data link connector.
B. Turn the ignition key switch to the ON position.
C. Operate the switch in the ON and OFF positions.
D. View the switch status on Cat ET.
E. If the “PTO Engine RPM Set Speed Input A” status
indicates “Not Installed”, then the parameter has
not been programmed. If the “PTO Engine RPM
Set Speed Input B” status indicates “Not Installed”,
then the parameter has not been programmed.
Expected Result:
The status screen indicates “ON” if the switch is
turned on. The status screen indicates “OFF” if the
switch is off.
Results:
• OK – The switch is operating normally. Continue
troubleshooting if the original condition is not
resolved. STOP.
• Not OK – The ECM is not reading the switch status
change. Proceed to Test Step 3.
SENR9517-19 321
Troubleshooting Section

Test Step 3. Check the Switch Circuit for 1. Temporarily connect a test ECM. Only connect
the ECM ECM harness J1/P1.

2. Recheck for an +5 V diagnostic code when the

engine harness is disconnected.

3. If the problem is resolved with the test ECM,

reconnect the suspect ECM.

4. If the problem returns with the suspect ECM,

replace the ECM.

STOP.

Test Step 4. Insert a Jumper Wire at the

Switch

g01152272 A. Turn the ignition key switch to the OFF/RESET

Illustration 148 position.
Pin locations on breakout T
(5) AP sensor/switch common B. Reconnect the ECM vehicle harness connector
(7) Input 4 J1/P1.
(23) Input 19
(46) Input 7
C. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wire.
A. Turn the ignition key switch to the OFF/RESET
position.
D. Insert the jumper wire between the two switch
terminals.
B. Install a breakout T to the ECM vehicle harness
connector J1/P1.
E. Turn the ignition key switch to the ON position.
C. Fabricate a jumper wire 100 mm (4 inch) long.
F. Alternately remove the jumper wire and then insert
Crimp a Deutsch pin to both ends of the wire.
the jumper wire at the switch terminals. At the
same time, watch the status screen on Cat ET.
D. Insert the jumper wire into the suspect switch
socket of the breakout T. Connect the other end of
Expected Result:
the jumper wire to terminal 5 (AP Sensor/Switch
Common) in the breakout T.
The switch status changes to “ON” with the jumper
wire in place. The switch status changes to “OFF”
E. Verify that Cat ET is connected to the data link
when the jumper wire is removed.
connector.
Results:
F. Turn the ignition key switch to the ON position.

G. Alternately remove the jumper wire and then insert • OK – The status is correct.
the jumper wire from terminal 5. At the same time,
Repair: Replace the switch. Verify that the repair
monitor the status screen on Cat ET.
eliminates the problem.
Expected Result:
STOP.
The switch status changes to “ON” with the jumper
wire in place. The switch status changes to “OFF” • Not OK – The status is incorrect. There is a
problem in the wire harness between the switch
when the jumper wire is removed.
and the ECM. Proceed to Test Step 5.
Results:
Test Step 5. Insert a Jumper Wire at the
Bulkhead Connector
• OK – The ECM is functioning properly at this time.
Proceed to Test Step 4.
A. Turn the ignition key switch to the OFF/RESET
position.
• Not OK – The ECM is not functioning properly.
B. Fabricate a jumper wire 100 mm (4 inch) long.
Repair: Perform the following repair:
Crimp a Deutsch pin to both ends of the wire.
322 SENR9517-19
Troubleshooting Section

C. Locate the suspect switch socket in the engine
side of the bulkhead connector.
D. Insert the wire jumper pin between the switch
socket and the sensor common connection. Install
the jumper wire on the engine side of the bulkhead
connector.
E. Turn the ignition key switch to the ON position.
F. Alternately connect and then disconnect the
jumper wire. At the same time, monitor the status
screen on Cat ET.
Expected Result:
The switch status is “ON” when the jumper wire is
installed. The switch status is “OFF” when the jumper
wire is removed.
Results:
• OK – The status is correct.
Repair: The problem is in the vehicle wiring
between the bulkhead connector and the switch.
Inspect the vehicle wiring and then repair the
vehicle wiring. Otherwise, send the vehicle to the
OEM dealer for repair.
STOP.
An input is available to the Engine Control Module
(ECM) for connecting a switch to shut down the
engine while the engine is operating in PTO mode. To
use this feature, the “PTO Configuration” parameter
must be programmed to “Cab Switches”, to “Remote
Switches”, or to “Remote Throttle”. The following
conditions must also be met in order to use this
feature:
• “PTO Engine Shutdown Switch” must be
programmed to “P1/J1:7” or to “P1/J1J1:23”.
• The PTO On/Off Switch is in the ON position and
the PTO is active.
• The PTO Engine Shutdown Switch is in the ON
position.
• 186-04 is not active.
• The vehicle speed is equal to zero.
• No vehicle speed faults are active.
If the vehicle speed is not equal to zero, or if there are
active vehicle speed faults, the engine will go to low
idle. The engine will not shut down when the vehicle
speed falls to zero. When the PTO engine shutdown
switch is pressed, a 186-14 will become active. The
code will stay active until the engine shuts down.
When the engine shuts down, the code will be logged.

• Not OK – The status is incorrect. The problem is in

the vehicle wiring between the bulkhead connector
and the ECM.

Repair: Inspect the vehicle wiring. Make repairs,

when possible. Send the vehicle to the OEM dealer
for repair, if necessary.

STOP.

i02375748

PTO Engine Shutdown Switch

Circuit - Test
SMCS Code: 7332-038

System Operation Description:

Use this procedure to determine if the circuit for the

PTO engine shutdown switch is operating correctly.

Background Information
SENR9517-19 323
Troubleshooting Section

g01152403
Illustration 149
Typical circuit schematic for the PTO engine shutdown switch
The return wire may be connected to P1-3, P1-5, or P1-18.

Note: The PTO engine shutdown switch may also be Test Step 1. Inspect Electrical Connectors
connected to P1/J1-7 Input 4. The parameter “PTO and Wiring
Engine Shutdown Switch” must be programmed to
“P1/J1:7”.

g01152420
Illustration 150
Pin locations on ECM connector
(P1-3) Sensor common 2
(P1-7) PTO engine shutdown (switch can be connected to pin 7
or to pin 23
(P1-23) PTO engine shutdown (switch can be connected to pin
7 or to pin 23
324
Troubleshooting Section
A. Thoroughly inspect the ECM vehicle harness
connector J1/P1, the connectors, and the firewall
bulkhead connectors. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
B. Perform a 45 N (10 lb) pull test on each of the
wires in the ECM connector that are associated
with the suspect switch circuit.
C. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
D. Check the harness and the wiring for abrasion and
for pinch points from the battery to the ECM. Then,
check from the ignition key switch to the ECM.
Refer to Illustration 150 for terminal locations for
the ECM.
Expected Result:
All connectors, pins, and sockets are completely
coupled and/or inserted, and the harness and wiring
are free of corrosion, of abrasion and of pinch points.
Results:
• OK – Proceed to Test Step 2.
• Not OK – Repair the wiring and connectors or
replace the wiring or the connectors. Ensure that
all of the seals are properly connected. Verify that
the repair eliminates the problem. STOP.
Test Step 2. Check the Switch Status on
Caterpillar Electronic Technician (ET)
A. Connect Cat ET to the data link connector.
B. Turn the ignition key switch to the ON position.
C. Operate the switch in the ON position and the
OFF position.
D. View the switch status on Cat ET.
E. If the switch status indicates “Not Installed”, the
parameter “PTO Engine Shutdown Switch” has
not been programmed.
Expected Result:
The status screen indicates “ON” when the switch is
turned ON. The status screen indicates “OFF” when
the switch is OFF.
Results:
• Yes – The switch is operating normally. Continue
troubleshooting if the original condition is not
resolved. STOP.
SENR9517-19
• No – The ECM is not reading the change in the
status of the switch. Proceed to Test Step 3.
Test Step 3. Check the Switch Circuit for
the ECM.
g01152428
Illustration 151
Breakout T
(3) Sensor common 2
(7) PTO engine shutdown (switch can be connected to pin 7 or to
pin 23
(23) PTO engine shutdown (switch can be connected to pin 7 or to
pin 23
A. Turn the ignition key switch to the OFF/RESET
position.
B. Install a breakout T to the ECM connector J1/P1.
C. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wire.
D. Insert the jumper wire into terminal 7 or terminal
23 of the breakout T. Connect the other end of
the jumper wire to terminal 3 in the breakout T.
Terminal 3 is sensor common.
E. Verify that Cat ET is connected to the data link
connector.
F. Turn the ignition key switch to the ON position.
G. Alternately remove the jumper wire and then insert
the jumper wire from terminal 5. At the same time,
monitor the status screen on the electronic service
tool.
Expected Result:
The status of the switch changes to “ON” with
the jumper wire in place. The status of the switch
changes to “OFF” when the jumper wire is removed.
Results:
• Yes – The ECM is functioning properly at this time.
Proceed to Test Step 4.
• No – The ECM is not functioning properly.
SENR9517-19
Repair: Perform the following repair:
1. Temporarily connect a test ECM.
2. Remove all jumpers and replace all connectors.
3. Recheck the system for active diagnostic codes.
4. Repeat the test step.
5. If the problem is resolved with the test ECM,
reconnect the suspect ECM.
6. If the problem returns with the suspect ECM,
replace the ECM.
7. Verify that the repair eliminates the problem.
STOP.
Test Step 4. Insert a Jumper Wire at the
Switch.
A. Turn the ignition key switch to the OFF/RESET
position.
B. Reconnect the ECM vehicle harness connector
J1/P1.
C. Fabricate a jumper wire 100 mm (4 inch) long.
Install a Deutsch pin to both ends of the wire.
D. Insert the jumper wire between the two switch
terminals.
E. Turn the ignition key switch to the ON position.
F. Alternately remove the jumper wire and then insert
the jumper wire at the switch terminals. At the
same time, watch the status screen on Cat ET.
Expected Result:
The status of the switch changes to “ON” with
the jumper wire in place. The status of the switch
changes to “OFF” when the jumper wire is removed.
Results:
• Yes – The status is correct.
Repair: Replace the switch.
Verify that the repair eliminates the problem.
STOP.
• No – There is a problem in the wire harness
between the switch and the ECM. Proceed to Test
Step 5.
325
Troubleshooting Section
Test Step 5. Insert a Jumper Wire at the
Bulkhead Connector.
A. Turn the ignition key switch to the OFF/RESET
position.
B. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wire.
C. Locate the suspect terminal on the engine side of
the bulkhead connector.
D. Insert the wire jumper pin between the switch
socket and the sensor common connection. Install
the jumper wire on the engine side of the bulkhead
connector.
E. Turn the ignition key switch to the ON position.
F. Alternately connect and then disconnect the
jumper wire. At the same time, monitor the status
screen on the electronic service tool.
Expected Result:
The status of the switch changes from “ON” with
the jumper wire in place. The status of the switch
changes to “OFF” when the jumper wire is removed.
Results:
• Yes – The problem is in the vehicle wiring between
the bulkhead connector and the switch. Inspect the
vehicle wiring and then repair the vehicle wiring.
Otherwise, send the vehicle to the OEM dealer for
repair. Verify that the original condition is resolved.
STOP.
• No – The problem is in the vehicle wiring between
the bulkhead connector and the ECM. Inspect the
vehicle wiring and then repair the vehicle wiring.
Otherwise, send the vehicle to the OEM dealer for
repair. Verify that the original condition is resolved.
STOP.
i01903372
PTO Shutdown Timer - Test
SMCS Code: 1901-038
System Operation Description:
Use this procedure under the following situation:
Use this procedure to determine if the PTO Shutdown
is operating correctly.
The following background information is related
to this procedure:
PTO Shutdown Timer
326
Troubleshooting Section
A programmable parameter for the PTO Shutdown
Timer is provided. This timer will shut down the
engine when all of the following conditions are met:
• The PTO shutdown time that is programmed has
expired.
• The ECM is programmed to use “Dedicated PTO”
parameters.
• The PTO on/off switch is ON and the ECM is in
the dedicated PTO mode.
• The engine is not in the Cold Mode.
During the last 90 seconds of the PTO Shutdown
Timer, the check engine lamp will begin flashing. If
the vehicle is equipped with a PTO switch on lamp,
the PTO switch on lamp will begin flashing during
the last 90 seconds.
If the PTO shutdown timer is activated and the timer
stops the engine, the following event code will be
generated.
• 71-14 PTO Shutdown (47)
Note: Fuel rates are not monitored while the PTO
shutdown timer is active. Shutdown will occur
regardless of load. Unlike the idle shutdown timer,
the PTO shutdown timer cannot be overridden by
using the clutch pedal or the brake pedal.
Test Step 1. Verify Activation of the PTO
Shutdown Timer
A. Connect the electronic service tool to the data link
connector.
B. Access the Customer Parameters on the
electronic service tool. Access the following
display screens in order:
• “Service”
• “Configuration”
a. Record the programmed PTO shutdown time.
The PTO shutdown Time must be between 3
and 1440 minutes. If the PTO shutdown time is
programmed to 0, the timer is disabled.
C. Start the engine. Allow the engine to warm up until
the coolant temperature is 38 °C (100 °F). Allow
the engine to operate at the programmed low idle
and turn off any unnecessary accessory devices.
D. Ensure that all unnecessary loads are turned off.
E. Use the following procedure in order to check the
operation of the PTO shutdown:
a. Park the vehicle.
SENR9517-19
b. Ensure that the PTO configuration is
programmed to “Cab Switches”, “Remote
Switches” or “Remote Throttle”.
c. Ensure that the status of the PTO on/off switch
is on.
d. Observe the status of the “PTO Shutdown”.
Expected Result:
Result 1 The status of the parameter for “PTO
Shutdown” indicates “COUNTING”.
Result 2 The ECM is not reading the proper
conditions for activation of the timer.
Results:
• Result 1 – The ECM is reading the proper
conditions for the activation of the PTO shutdown
timer. Proceed to Test Step 2.
• Result 2 – Proceed to Test Step 3.
Test Step 2. Use the Electronic Service
Tool to Verify the Driver Alert Function of
the PTO Shutdown
A. Connect the electronic service tool to the data link
connector.
B. Use the following procedure in order to activate
the PTO shutdown timer:
a. Access the “Customer Parameters” on the
electronic service tool. Access the following
display screens in order:
• “Service”
• “Configuration”
b. Record the programmed PTO shutdown time.
The PTO shutdown time must be between 3
and 1440 minutes. If the PTO shutdown time is
programmed to 0, the timer is disabled.
c. Reprogram the PTO shutdown time to 3
minutes for this test.
C. Observe the following items during the 90 second
period before the programmed shutdown time:
• Check engine lamp
• Status of the PTO shutdown timer
• PTO switch on lamp
SENR9517-19
During the 90 second period before the scheduled
shutdown, the status should change from
“COUNTING” to “DRIVER ALERT”. The check
engine lamp and the PTO switch on lamp should
flash rapidly.
Note: A PTO switch on lamp is an optional feature
and the PTO switch on lamp may not be installed.
D. Reprogram the PTO shutdown timer to the value
that was recorded earlier for this test.
Expected Result:
Result 1 The driver alert function of the PTO
shutdown operates in the manner that is described
above.
Result 2 The PTO switch on lamp did not flash.
Result 3 The check engine lamp did not flash.
Results:
• Result 1 – The PTO shutdown timer is operating
properly. Clear all diagnostic codes. STOP.
• Result 2 – The PTO switch on lamp did not flash
during the driver alert.
Repair: Perform the following diagnostic
procedure: Troubleshooting, “PTO Switch ON
Lamp Circuit - Test”
STOP.
• Result 3 – The check engine lamp did not flash
during the driver alert.
Repair: Perform the following diagnostic
procedure:
Troubleshooting, “Check Engine Lamp Circuit -
Test”
STOP.
Test Step 3. Check the State of the
Related Conditions when the Vehicle is
Parked
A. Check the state of the following related conditions
when the vehicle is parked:
a. Ensure that the vehicle speed is 0 km/h (0 mph)
on the electronic service tool or the dash
display.
b. Ensure that the engine is not in cold mode.
Note: The electronic service tool status screen will
indicate if the cold mode is active.
327
Troubleshooting Section
c. Ensure that the PTO on/off switch is on.
Expected Result:
Result 1 Vehicle speed is not indicated as 0 km/h
(0 mph).
Result 2 The electronic service tool status screen
indicates that the engine is in the cold mode.
Result 3 The PTO on/off switch is not on.
Results:
• Result 1 – Continue by testing the vehicle speed
circuit.
Repair: Perform the following diagnostic
procedure: Troubleshooting, “Vehicle Speed Circuit
- Test”
STOP.
• Result 2 – The engine must not be in cold mode
operation while this test procedure is being
performed. Allow the engine to run until the coolant
temperature exceeds 38 °C (100 °F). Troubleshoot
and repair any related conditions. STOP.
• Result 3 – Continue by testing the circuit for the
PTO on/off switch.
Repair: Perform the following diagnostic
procedure: Troubleshooting, “PTO Switch Circuit -
Test”
STOP.
i02375749
PTO Switch Circuit - Test
SMCS Code: 7332-038
System Operation Description:
Use this procedure under the following situation:
Use this procedure to determine that the vehicle
wiring and the Engine Control Module (ECM) are
functioning properly for the features of dedicated
PTO.
The following background information is related
to this procedure:
INPUT 1
P1-56 Input 1 is used for the circuit for the PTO on/off
switch when the PTO configuration is programmed to
“Cab Switches”, to “Remote Switches”, or to “Remote
Throttle”.
328
Troubleshooting Section
When the PTO on/off switch is on, the ECM will be
in dedicated PTO mode.
When the ECM is in the dedicated PTO mode the
PTO Top Engine Limit (TEL) is activated. The engine
may proceed directly to the PTO engine rpm set
speed if the parameter is programmed. If a PTO
switch on lamp is connected to the P1-30 output 1,
the PTO switch on lamp will turn on whenever the
PTO on/off circuit is on.
If the problem is with undetermined PTO kickouts,
use the following procedure:
Operate the vehicle in PTO mode.
After the kickout, review the status parameter on
Caterpillar Electronic Technician (ET). The status
parameter indicates the cause of the kickout. This
must be performed before the ignition key switch
is turned off. It is important to remember that the
parameter will only indicate the last kickout since the
ECM has been powered by the ignition key switch.
This parameter is blank when the ECM is first
powered up. If this parameter is blank “Not Kicked
Out” is indicated. This parameter remains blank until
the ECM detects the use of the PTO mode. Also, this
parameter remains blank until the ECM detects the
disengagement of PTO mode. Refer to Table 169 in
order to interpret the status parameter.
PTO interlocks may also be connected in series with
the PTO on/off switch. The interlocks are intended to
prevent the PTO on/off circuit from activating unless
certain conditions are met.
INPUT 2
P1-58 input 2 is used for the PTO set switch when
the “PTO Configuration” is programmed to “Remote
Switches” or to “Remote Throttle”. The PTO set
switch can also be used to increase engine rpm.
INPUT 3
P1-60 input 3 is used for the PTO resume switch
when the “PTO Configuration” is programmed to
“Remote Switches” or to “Remote Throttle”. The PTO
resume switch can also be used to decrease engine
rpm.
The PTO Configuration Is Set To Cab Switches.
When the “PTO Configuration” is programmed to
“Cab Switches” and the PTO on/off switch is on, the
following circuits can be used to interrupt a set rpm:
• Cruise control set/resume switch
• Service brake pedal position switch 1
• Service brake pedal position switch 2
SENR9517-19
• Clutch pedal position switch
• Neutral switch
• Cruise control pause switch
When the “PTO Configuration” is programmed to
“Cab Switches” and the PTO on/off switch is on, the
accelerator pedal position sensor that is located in the
cab can be limited to one of the following settings by
using the “PTO Cab Throttle RPM Limit” parameter:
• Low idle
• PTO top engine limit
• Top engine limit
The “PTO Configuration” Is Programmed To
“Remote Switches” or “Remote Throttle”.
When the “PTO Configuration” is programmed to
“Remote Switches” or to “Remote Throttle” and the
PTO on/off switch is on, the following circuits are
ignored:
• Service brake pedal position switch 1
• Service brake pedal position switch 2
• Clutch pedal position switch
• Neutral switch
• Accelerator pedal position sensor
• Cruise control set/resume switch that is located
in the cab
A remote accelerator pedal position sensor is
connected to P1-68 input 8 when the “PTO
Configuration” is programmed to “Remote Throttle”.
Note: The wiring for your particular application
may be slightly different. The circuits for the sensor
common are used interchangeably by the OEM of
the vehicle. The following circuits are common within
the ECM:
• P1-18 (sensor common 1)
• P1-3 (sensor common 2)
• P1-5 (AP sensor/switch sensor common)
SENR9517-19 329
Troubleshooting Section

Table 169
Table For The PTO Kickout Status Screen On Cat ET
Cat ET Meaning or Possible Cause Troubleshooting
Intermittent engine speed signal or lost Refer to Troubleshooting, “Speed/Timing
“No Engine Speed”
engine speed signal. Circuit - Test”.
The PTO on/off switch is turned off or the Proceed with this test procedure.
“Switch Turned Off”
switch circuit has an open circuit condition.
The cruise control pause switch is Refer to Troubleshooting, “Powertrain Data
“Cruise Control PAUSE
depressed or there is an illegal message on Link Circuit - Test”.
Switch”
the J1939 data link.
The service brake pedal is depressed or the Refer to Troubleshooting, “Service Brake
“Brake Pedal Depressed” circuit for the service brake switch has an Pedal Position Switch 1 Circuit - Test”.
open circuit condition.
The clutch pedal is depressed or the circuit Refer to Troubleshooting, “Clutch Pedal
for the clutch pedal position switch has an Position Switch Circuit - Test”.
“Clutch Pedal Depressed”
open circuit condition. Also, the switch could
be incorrectly adjusted.
The vehicle speed has exceeded the speed Refer to Troubleshooting, “Vehicle Speed
that is programmed into the “PTO vehicle and Speedometer Circuit - Test” if a problem
“Vehicle Speed ≥ Limit”
speed limit” parameter or the vehicle speed with the signal exists.
signal is erratic or intermittent.
The transmission is not in neutral or the Refer to Troubleshooting, “Neutral Switch
“Neutral” transmission neutral switch circuit has an Circuit - Test”.
open circuit condition.
The PTO has not been enabled since the Operate the vehicle in the PTO mode in
“Not Kicked Out”
ECM has been powered up. order to create the problem again.

g00644420
Illustration 152
Typical circuit schematic for “Cab Switches” configuration
The return wire may be connected to P1-3, P1-5, or P1-18.
330 SENR9517-19
Troubleshooting Section

g00644427
Illustration 153
Typical circuit schematic for “Remote Switches” configuration
The return wire may be connected to P1-3, P1-5, or P1-18.

g00644448
Illustration 154
Typical circuit schematic for “Remote Throttle” configuration
The return wire may be connected to P1-3, P1-5, or P1-18.

Test Step 1. Use Cat ET to Check Expected Result:

the Programming of the Parameter
“Dedicated PTO Parameters” The “PTO Configuration” is programmed to “Cab
Switches”, to “Remote Switches”, or to “Remote
A. Connect Cat ET to the data link connector. Throttle”.

B. Turn the ignition key switch to the ON position. Results:

C. Access the “Dedicated PTO Parameters” on Cat • OK – The “PTO Configuration” is programmed.
ET. Note the programming of the parameter “PTO Proceed to Test Step 2.
Configuration”.
SENR9517-19 331
Troubleshooting Section

• Not OK – The Dedicated PTO features are not Test Step 3. Inspect the Electrical
programmed for this engine. If PTO operation Connectors and the Wiring
is desired, the “PTO Configuration” must be
programmed to “Cab Switches”, to “Remote
Switches”, or to “Remote Throttle”. STOP.

Test Step 2. Determine the Configuration

of the PTO Electrical System
A. From the programming of the parameter for the
“PTO Configuration”, review the configuration of
the PTO electrical system in order to determine
the method of installation of the wiring. Talk to the
driver about the operation of the PTO.

B. Check the cab glove box for any information

regarding the installation of the PTO. It is important
to understand the location and the function of the
interlock switches for the PTO.

C. Contact the installer of the components that are

used for the PTO, if necessary.

D. Determine the schematic that most closely

matches the installation. Review the schematics
in this procedure for each of the options for the
specific “PTO Configuration” of the truck.

E. Record the “PTO Configuration”.

Expected Result:

The requirements for the installation and the

g01152436
application have been reviewed. Illustration 155
P1 ECM connector
Results: (P1-3) Input sensor common number 2
(P1-5) AP sensor/switch sensor common
• OK – The requirements for the installation and the (P1-22) Clutch pedal position switch
(P1-30) Output number 1
application have been reviewed. Proceed to Test
(P1-35) Set
Step 3. (P1-44) Resume
(P1-45) Service brake pedal position switch
(P1-56) Input number 1
(P1-58) Input number 2 (remote PTO set)
(P1-60) Input number 3 (remote PTO resume)
(P1-68) Input number 8

A. Turn the ignition key switch to the OFF position.

B. Thoroughly inspect the J1/P1 ECM connector, the

firewall bulkhead connectors, and any connectors
that are used by the PTO.

Refer to Troubleshooting, “Electrical Connectors -

Inspect” for details.

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

wires in the ECM connector that are associated
with the connections for the PTO.

Refer to Illustration 155.

332
Troubleshooting Section
D. Check the allen head screw on each of the
ECM connectors for the proper torque. Refer to
Troubleshooting, “Electrical Connectors - Inspect”
for details.
E. Check the harness and wiring for abrasion and for
pinch points from the switch to the ECM.
Expected Result:
All connectors, pins and sockets are completely
coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion and of pinch points.
Results:
• OK – The harness and connectors appear to be
OK. Proceed to Test Step 4.
• Not OK – There is a problem with the connectors
and/or wiring.
Repair: Repair the connectors or wiring and/or
replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the
connectors are completely coupled.
Verify that the repair eliminates the problem.
STOP.
Test Step 4. Use Cat ET to Check the
Circuit for the PTO On/Off Switch
A. Turn the ignition key switch to the ON position.
B. For the input 1 (PTO on/off switch), access the
Cat ET status screens that display the following
status parameters:
• “PTO Config”
• “PTO On/Off Switch”
C. Verify that each of the interlocks for the PTO are
set. Then, while the Cat ET status screen is being
monitored move the PTO on/off switch to the ON
position and move the PTO on/off switch to the
OFF position.
An example of an interlock for the PTO would be
a parking brake that is intended to allow the PTO
to control the engine under specific conditions.
Expected Result:
Result 1 The status of the PTO on/off switch on Cat
ET changes from “OFF” to “ON” when the PTO on/off
switch is turned to the OFF position and the ON
position, but the set/resume switch is not operating
correctly.
SENR9517-19
Result 2 The status of the PTO on/off switch on
Cat ET changes from “OFF” to “ON” when the PTO
on/off switch is turned to the OFF position and the
ON position. However, the remote accelerator is not
operating correctly.
Result 3 The status of the PTO on/off switch on Cat
ET does not change from “OFF” to “ON” when the
PTO on/off switch is turned to the OFF position and
to the ON position.
Results:
• Result 1 – The status of the PTO on/off switch
correctly changes but the set/resume switch is not
operating correctly. Proceed to Test Step 5.
• Result 2 – The status of the PTO on/off switch
correctly changes but the remote accelerator is not
operating correctly.
Repair: Perform the following diagnostic
procedure: Troubleshooting, “Remote PTO
Accelerator Position Sensor Circuit - Test”
STOP.
• Result 3 – The status of the PTO on/off switch
does not change. Proceed to Test Step 6.
Test Step 5. Use Cat ET to Check the
Status of the Set/Resume Input
Note: The set/resume input increases the engine rpm
and the set/resume input decreases the engine rpm.
A. Find the PTO set switch. If the “PTO Configuration”
is programmed to “Cab Switches”, the cruise
control set/resume switch will be used. If the
“PTO Configuration” is programmed to “Remote
Switches” or to “Remote Throttle”, a dedicated
PTO set switch will be used.
The “PTO Configuration” is programmed to
“Cab Switches”.
Look at the status for the “Cruise Control
Set/Resume Switch” parameter on Cat ET. The
parameter is located on the same status screen
as the idle switch.
B. Monitor the status screen of Cat ET. Perform the
following procedure in order:
• Put the cruise control set/resume switch in the
Set position.
• Release the cruise control set/resume switch
from the Set position.
• Put the cruise control set/resume switch in the
Resume position.
SENR9517-19
• Release the cruise control set/resume switch
from the Resume position.
The “PTO Configuration” is programmed to
“Remote Switches” or to “Remote Throttle”.
View the status parameter on Cat ET for the
“Remote PTO Set Switch” and for the “Remote
PTO Resume Switch”.
C. While the status screen of Cat ET for the switch is
being monitored, perform the following procedure
in order:
• Put the remote PTO set/resume switch in the
Set position.
• Release the remote PTO set/resume switch
from the Set position.
• Put the remote PTO set/resume switch in the
Resume position.
• Release the remote PTO set/resume switch
from the Resume position.
Expected Result:
When the “PTO Configuration” is programmed to
“Cab Switches”, the status parameter for the cruise
control set/resume switch on Cat ET behaves in the
following manner:
• The status of the cruise control set/resume switch
will display “OFF” when the set switch is released.
• The status of the cruise control set/resume switch
changes from “OFF” to “ON” when the switch is
moved to the SET position.
• The status of the cruise control set/resume switch
changes from “OFF” to resume switch “ON” when
the resume switch is moved to the RESUME
position.
When the “PTO Configuration” is programmed to
“Remote Switches” or to “Remote Throttle”, the status
parameter for the remote PTO set switch behaves
in the following manner:
• The status screen for the remote PTO set switch
displays “OFF” when the remote PTO set switch
is released.
• The status of the remote PTO resume switch
displays “OFF” when the remote PTO resume
switch is released.
• The status of the remote PTO set switch changes
from “OFF” to set switch “ON” when the remote
PTO set switch is moved to the SET position.
333
Troubleshooting Section
• The status of the remote PTO resume switch
changes from “OFF” to resume switch “ON” when
the remote PTO resume switch is moved to the
RESUME position.
Results:
• Yes – The set circuit and the resume circuit are
functioning correctly. The inputs for the PTO are
functioning properly. Continue troubleshooting if
the original condition is not resolved. STOP.
• No – The “PTO Configuration” is programmed to
“Cab Switches”. Proceed to Test Step 7.
• No – The “PTO Configuration” is programmed to
“Remote Switches” or “Remote Throttle”. Proceed
to Test Step 8.
Test Step 6. Use Cat ET to Check the
Status of the PTO On/Off Switch
g01105784
Illustration 156
Schematic of connector for breakout T
(Terminal 3) Input sensor common number 2
(Terminal 56) Input number 1 (PTO on/off switch)
A. Turn the ignition key switch to the OFF position.
B. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wire.
C. Disconnect vehicle harness connector P1 from
the ECM.
D. Remove the wire P1-56 (input 1) from ECM
connector P1.
E. Install a 140-2266 Cable As (70-PIN
BREAKOUT) to the ECM vehicle harness
connector J1/P1.
F. Verify that Cat ET is connected to the data link
connector.
G. Turn the ignition key switch to the ON position.
H. Access the “PTO On/Off Switch” status on Cat ET.
334
Troubleshooting Section
I. While the switch status is being observed on Cat
ET, install the jumper into the breakout T between
P1-56 (input 1) and P1-3 (input sensor common
2).
The input 1 is the PTO on/off switch.
Refer to Illustration 156.
J. Turn the key switch to the OFF position.
K. Reconnect all wires to the original configuration.
Expected Result:
The switch status of the “PTO On/Off Switch” on Cat
ET behaves in the following manner:
• The switch status changes from “OFF” to “ON”
when the jumper is in place.
• The switch status is “OFF” when the jumper is
removed.
Results:
• OK – The input 1 (PTO on/off switch) of the ECM
is functioning correctly. The problem is in the
switches of the vehicle or the problem is in the
wiring of the vehicle.
Repair: Inspect the wiring. Select one of the
following options:
• Repair the wiring or replace the wiring.
• Send the vehicle to the OEM dealer for repair.
Verify that the repair eliminates the problem.
STOP.
• Not OK – The ECM is not reading the switch
status change.
Repair: Perform the following diagnostic
procedure:
1. Temporarily connect a test ECM.
2. Ensure that the “PTO Configuration” of the test
ECM matches the “PTO Configuration” of the
suspect ECM.
3. Recheck the system for active diagnostic codes.
4. Repeat the test step.
5. If the problem is resolved with the test ECM,
reconnect the suspect ECM.
6. If the problem returns with the suspect ECM,
replace the ECM.
SENR9517-19
7. Verify that the repair eliminates the problem.
STOP.
Test Step 7. Use Cat ET to Check the
Status of the Cruise Control Set/Resume
Switch
g01105792
Illustration 157
Schematic of connector for breakout T
(Terminal 5) AP sensor/switch sensor common
(Terminal 35) Cruise control set
(Terminal 44) Cruise control resume
A. Turn the ignition key switch to the OFF position.
B. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wire.
C. Disconnect vehicle harness connector P1 from
the ECM.
D. Remove the wire P1-35 (cruise control set) from
the P1 ECM connector.
E. Remove the wire P1-44 (cruise control resume)
from the P1 ECM connector.
F. Install a 140-2266 Cable As (70-PIN
BREAKOUT) to the ECM vehicle harness
connector J1/P1.
G. Verify that Cat ET is connected to the data link
connector.
H. Turn the ignition key switch to the ON position,
while the engine is off.
I. Access the status of the cruise control set/resume
switch on Cat ET.
J. While the switch status is being observed on Cat
ET, install the jumper into the breakout T in order
to connect P1-35 (cruise control set) to P1-5
(AP sensor/switch sensor common). Also, while
the switch status is being observed on Cat ET
remove the jumper from the breakout T in order to
disconnect P1-35 (cruise control set) from P1-5
(AP sensor/switch sensor common).
SENR9517-19
K. While the switch status is being observed on Cat
ET, install the jumper into the breakout T. This
connects P1-44 (cruise control resume) to P1-5
(AP sensor/switch sensor common). Also, while
the switch status is being observed on Cat ET,
remove the jumper from the breakout T. This will
disconnect P1-44 (cruise control resume) from
P1-5 (AP sensor/switch sensor common).
Refer to Illustration 157.
L. Turn the key switch to the OFF position.
M. Reconnect all wires to the original configuration.
Expected Result:
The switch status of the cruise control set/resume
switch on Cat ET behaves in the following manner:
• The switch status of the cruise control set/resume
switch changes from “OFF” to set switch “ON”
when the jumper is connected from P1-35 (cruise
control set) to P1-5 (AP sensor/switch sensor
common).
• The switch status of the cruise control set/resume
switch is “OFF” when the jumper is removed.
• The switch status of the cruise control set/resume
switch changes from “OFF” to resume switch “ON”
when the jumper is connected from P1-44 (Cruise
control resume) to P1-5 (AP sensor/switch sensor
common).
Results:
• OK – The input for the set switch and the input
for the resume switch of the ECM are functioning
correctly. The problem is in the switches of the
vehicle or the problem is in the wiring of the vehicle.
Repair: Inspect the wiring. Select one of the
following options:
• Repair the wiring or replace the wiring.
• Send the vehicle to the OEM dealer for repair.
Verify that the repair eliminates the problem.
STOP.
• Not OK – The ECM is not reading the switch
status change.
Repair: Perform the following diagnostic
procedure:
1. Temporarily connect a test ECM.
335
Troubleshooting Section
2. Ensure that the “PTO Configuration” of the test
ECM matches the “PTO Configuration” of the
suspect ECM.
3. Recheck the system for active diagnostic codes.
4. Repeat the test step.
5. If the problem is resolved with the test ECM,
reconnect the suspect ECM.
6. If the problem returns with the suspect ECM,
replace the ECM.
7. Verify that the repair eliminates the problem.
STOP.
Test Step 8. Use Cat ET to Check the
Status of the Remote PTO Set Switch and
the Remote PTO Resume Switch
g01105788
Illustration 158
Schematic of connector for breakout T
(Terminal 3) Input sensor common number 2
(Terminal 58) Input number 2 (remote PTO set)
(Terminal 60) Input number 3 (remote PTO resume)
A. Turn the ignition key switch to the OFF position.
B. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wire.
C. Disconnect vehicle harness connector P1 from
the ECM.
D. Remove the wire P1-58 (input number 2 (remote
PTO set)) from ECM connector P1.
E. Remove the wire P1-60 (input number 3 (remote
PTO resume)) from ECM connector P1.
F. Install a 140-2266 Cable As (70-PIN
BREAKOUT) to the ECM vehicle harness
connector J1/P1.
G. Verify that CatET is connected to the data link
connector.
336
Troubleshooting Section
H. Turn the ignition key switch to the ON position.
I. Access the “Remote PTO Set Switch” and
“Remote PTO Resume Switch” status on Cat ET.
J. While the status of the “Remote PTO Set Switch”
is being observed on Cat ET, install the jumper
into the breakout T in order to connect P1-58
(input number 2 (remote PTO set)) to P1-3 (iInput
sensor common 2). Also, while the switch status
is being observed on Cat ET remove the jumper
from the breakout T in order to disconnect P1-58
(input number 2 (remote PTO set)) from P1-3
(input sensor common 2).
K. While the status of the “Remote PTO Resume
Switch” is being observed on Cat ET, install the
jumper into the breakout T in order to connect
P1-60 (Input number 3 (remote PTO resume))
to P1-3 (input sensor common 2). Also, while
the switch status is being observed on Cat ET
remove the jumper from the breakout T in order to
disconnect P1-60 (input number 3 (remote PTO
resume)) from P1-3 (input sensor common 2).
Refer to Illustration 158.
L. Turn the key switch to the OFF position.
M. Reconnect all wires to the original configuration.
Expected Result:
The switch status of the “Remote PTO Set Switch” on
Cat ET behaves in the following manner:
• The switch status of the “Remote PTO Set Switch”
is “OFF” when the jumper is removed.
• The switch status of the “Remote PTO Set Switch”
changes from “OFF” to set switch “ON” when the
jumper is connected from P1-58 (input number 2
(remote PTO set)) to P1-3 (input sensor common
2).
The switch status of the “Remote PTO Resume
Switch” on Cat ET behaves in the following manner:
• The switch status of the “Remote PTO Resume
Switch” is “OFF” when the jumper is removed.
• The switch status of the “Remote PTO Resume
Switch” changes from “OFF” to resume switch
“ON” when the jumper is connected from P1-60
(input number 3 (remote PTO resume)) to P1-3
(input sensor common 2).
SENR9517-19
Results:
• OK – Input 2 (“remote PTO set switch”) and input
3 (“remote PTO resume switch”) of the ECM
are functioning correctly. The problem is in the
switches of the vehicle or the problem is in the
wiring of the vehicle.
Repair: Inspect the wiring. Select one of the
following options:
• Repair the wiring or replace the wiring.
• Send the vehicle to the OEM dealer for repair.
Verify that the repair eliminates the problem.
STOP.
• No – The ECM is not reading the switch status
change.
Repair: Perform the following diagnostic
procedure:
1. Temporarily connect a test ECM.
2. Ensure that the “PTO Configuration” of the test
ECM matches the “PTO Configuration” of the
suspect ECM.
3. Recheck the system for active diagnostic codes.
4. Repeat the test step.
5. If the problem is resolved with the test ECM,
reconnect the suspect ECM.
6. If the problem returns with the suspect ECM,
replace the ECM.
7. Verify that the repair eliminates the problem.
STOP.
i02336554
PTO Switch ON Lamp Circuit
- Test
SMCS Code: 7431-038
System Operation Description:
Use this procedure under the following situation:
Use the following information in order to determine if
the PTO switch on lamp is operating incorrectly.
Terminal 30 (Output 1)
SENR9517-19 337
Troubleshooting Section

With software that is older than OCT99, J1-30

(output 1) is dedicated for use as an output for the
PTO switch on lamp. If the “PTO Configuration” is
programmed to “Cab Switches”, “Remote Switches”,
or “Remote Throttle”, the output will turn the lamp ON
whenever the PTO switch is turned ON.

With OCT99 and newer software, J1-30 (output

1) can be used as an output for the PTO switch
on lamp or as an output for the engine coolant
level indicator lamp. The parameters should be
programmed to match the desired usage of the
terminal. If the “Engine Monitoring Lamps” parameter
is programmed to warning lamp, then output 1 is used
for the PTO switch on lamp. If the “Engine Monitoring
Lamps” parameter is programmed to Option 1and the
“Coolant Level Lamp” parameter is programmed to
“4-Pin” or “2 wire Float Sensor”, then output 1 is used
for the low coolant level warning.

Note: The “PTO Configuration” must be programmed

to “Cab Switches”, “Remote Switches”, or “Remote
Throttle” to utilize the PTO switch on lamp. Option 1
is not available for the GM truck manufacturer.

Electrical Connection of Lamps

One terminal of the lamp must be connected to

battery voltage through the vehicle wiring. The other
terminal is connected to the Engine Control Module
(ECM) at terminal J1/P1-30.

The ECM provides a path to ground in order to turn

on the lamp.

g00703413
Illustration 159
Typical circuit schematic for PTO switch on lamp

If terminal P1-30 is used for another function, a lamp

may be wired to a multiple pole PTO on/off switch.
338 SENR9517-19
Troubleshooting Section

g00834964
Illustration 160
Optional circuit for PTO switch on lamp
The return wire may be connected to P1-3, P1-5, or P1-18.

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

wires in the ECM connector that are associated
with the PTO switch on lamp.

Refer to Illustration 161.

C. Check the allen head screw on each ECM

connector for the proper torque. Refer to
Troubleshooting, “Electrical Connectors - Inspect”
for details.

D. Check the harness and wiring for abrasion and

pinch points from the battery to the ECM.

Expected Result:

All connectors, pins and sockets are completely

coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion or of pinch points.

Results:

• OK – Proceed to Test Step 2.

• Not OK
Repair: Repair the connectors or wiring and/or
replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the
connectors are completely coupled.

STOP.
g01152445
Illustration 161
Terminal locations for ECM Test Step 2. Check for Normal Operation
(30) Output #1 (PTO switch ON lamp) of the PTO Switch On Lamp

Test Step 1. Inspect the Electrical A. Use the following procedure for the output 1 (PTO
Connectors and the Wiring switch on lamp).

A. Thoroughly inspect ECM connector J1/P1, the

firewall bulkhead connector, or the PTO switch
on lamp. Refer to Troubleshooting, “Electrical
Connectors - Inspect” for details.
SENR9517-19 339
Troubleshooting Section

Connect Caterpillar Electronic Technician (ET) to
the data link connector. Access the status screen
that displays the “PTO Configuration” and the
PTO on/off switch. The “PTO Configuration” must
indicate “Cab Switches”, “Remote Switches”, or
“Remote Throttle”. The “PTO Configuration” is
not programmed to turn on the PTO switch on
lamp if the “PTO Configuration” parameter is
programmed to “OFF”.
While the PTO switch on lamp and the status
of PTO on/off switch is being monitored on the
electronic service tool, turn the PTO on/off switch
to the ON position and the OFF position. The PTO
switch on lamp should turn on when the PTO
on/off switch is in the ON position. Also, the PTO
switch on lamp should turn off when the PTO
on/off switch is in the OFF position.
Expected Result:
B. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wire.
C. Insert the jumper into P1-30 output 1.
D. Connect the other end of the jumper wire to one of
the following terminal connections:.
• P1-63 -Battery
• P1-65 -Battery
• P1-67 -Battery
• P1-69 -Battery
E. Turn the ignition key switch to the ON position.
F. While the lamp is being watched, insert the jumper
wire and remove the jumper wire.

The lamp turns on and the lamp turns off per the Refer to Illustration 162.
above description.
Expected Result:
Results:
Result 1 The PTO switch on lamp turns on while the
• Yes – The lamp appears to operating correctly at jumper is connected to both sockets. Also, the PTO
this time. STOP. switch on lamp turns off when the jumper is removed
from one of the sockets.
• No – Proceed to Test Step 3.
Result 2 The suspect lamp does not turn on while
Test Step 3. Test the Circuit for the PTO the jumper is connected to both sockets.
Switch On Lamp
Result 3 The lamp will stay on while the ECM
connector is disconnected.

Results:

• Result 1 – The circuit for the PTO switch on lamp

is functioning properly. Proceed to Test Step 4.

• Result 2 – The lamp did not turn on. The vehicle's

lamp circuit is not functioning properly. The lamp
is probably burned out or there is a problem in
the wiring from the cab to either the ECM or the
+Battery connection. Repair the lamp circuit or
send the vehicle to the OEM dealer for repairs.
STOP.
g01152452
Illustration 162 • Result 3 – The lamp stayed on.
ECM connector P1
(30) Output #1 (PTO switch onlamp) Repair: Perform the following diagnostic
(48) Unswitched +Battery procedure:
(52) Unswitched +Battery
(53) Unswitched +Battery The circuit between the ECM and the lamp is
(55) Unswitched +Battery
(63) -Battery shorted to chassis ground. Repair the circuit or
(65) -Battery send the vehicle to the OEM dealer for repairs.
(67) -Battery
(69) -Battery STOP.
A. Disconnect the J1/P1 ECM connector .
340 SENR9517-19
Troubleshooting Section

Test Step 4. Use Cat ET to Check the • “Diagnostic Test”

Operation of the ECM
• “Special Test”
H. Activate the special test for the PTO switch on
lamp. Observe the voltage test lamp. The lamp
should turn on when the test is active. Also, the
lamp should turn off when the test is inactive.

Note: Perform the same test procedure with terminals

P1-52, P1-53, and P1-55 unswitched +Batt.

Expected Result:

The test lamp turns on and the test lamp turns off
per the above description.
g01152466
Illustration 163
Results:
ECM breakout T-connector
(30) Output #1 (PTO switch on lamp) • OK – The ECM is operating correctly. There is a
(48) Unswitched +Battery problem in the vehicle wiring or the lamp. STOP.
(52) Unswitched +Battery
(53) Unswitched +Battery
(55) Unswitched +Battery • Not OK – The test lamp does not turn on and the
(63) -Battery test lamp does not turn off.
(65) -Battery
(67) -Battery Repair: Temporarily connect a test ECM. Ensure
(69) -Battery
that the “PTO Configuration” of the test ECM
matches the “PTO Configuration” of the suspect
A. Disconnect ECM connector J1/P1.
ECM. Check the ECM output for the PTO Switch
On Lamp when the test ECM is installed. If the
B. Insert a breakout T at the J1/P1 ECM connector.
problem is resolved with the test ECM, reconnect
the suspect ECM. If the problem returns with
C. Connect one probe of the voltage test lamp to
the suspect ECM, replace the ECM. Refer to
terminal 63 (-Battery). Connect the other probe of
Troubleshooting, “Replacing the ECM”.
the voltage test lamp to terminal 48 (unswitched
+Battery) of the breakout T.
STOP.
D. The test lamp should turn on. If the test lamp does
not turn on, either the test lamp is faulty or the i02336556
wiring to the ECM is faulty. Continue with this step
if the lamp turns ON. Remote PTO Accelerator
Note: Use the same procedure to check the following:
Position Sensor Circuit - Test
SMCS Code: 1439-038; 1913-038
• P1-65 and P1-52
System Operation Description:
• P1-67 and P1-53
Use this procedure under the following situation:
• P1-69 and P1-55
Use this procedure if any of the following diagnostic
E. Leave the probe of the test lamp connected to codes are indicated:
terminal 48 (unswitched +Battery).

F. Connect the other probe of the test lamp to

terminal 30 (output 1) of the breakout T.
Refer to Illustration 163.
G. Verify that Cat ET is connected. Access the
following display screens in order:
• “Diagnostics”
• 30-08 PTO Throttle signal invalid (29)
• 30-13 PTO Throttle out of calibration (29)
Also, use this procedure if the remote accelerator
position sensor is suspected of improper operation.
Remote Accelerator Position Sensor
SENR9517-19 341
Troubleshooting Section

A remote accelerator position sensor may be used
for PTO purposes. The remote accelerator position
sensor should be connected to terminal J1/P1-68
of the Engine Control Module (ECM). Before the
ECM will respond to the remote accelerator position
sensor, the ECM “PTO Configuration” must be
programmed to “Remote Throttle”, and the “PTO
On/Off Switch” must be in the ON position.
The remote accelerator position sensor must be
powered from the vehicle battery (+12 V). A +12 V
version of the accelerator position sensor must be
used for the remote accelerator position sensor, and
the +8 V version for the accelerator pedal position
sensor must be used in the cab.
This prevents the engine from experiencing
unexpected acceleration or sudden acceleration
when the PTO on/off circuit is turned on. The remote
accelerator position sensor must return to low idle
before the ECM will respond. The ECM must also
see a transition from the OFF position to the ON
position in the PTO on/off switch in order to allow the
other PTO speed control functions to operate. If the
engine is started with the PTO on/off switch in the ON
position, the accelerator will respond. The response
will occur only if the accelerator pedal is first returned
to the low idle position. The other engine speed
controls will not respond.

The ECM will not respond to the remote accelerator

position sensor while 253-02 diagnostic code is
active. Refer to Troubleshooting, “ECM Memory -
Test” if 253-02 diagnostic code is active.

The remote accelerator position sensor provides a

throttle position signal to the ECM. The output of
the remote accelerator position sensor is a constant
frequency signal with a pulse width that varies with
the position of the sensor. This output signal is
referred to as either a duty cycle or a pulse width
modulated signal (PWM).

The output signal of the remote accelerator position

sensor is expressed as a percentage between 3
and 100 percent. The accelerator position sensor
will produce a duty cycle of 10 to 22 percent at low
idle and 75 to 90 percent when the sensor is fully
actuated. The percent of duty cycle is translated in
the ECM into a throttle position of 3 to 100 percent.

If the vehicle is using the ECM dedicated PTO

functions, the accelerator position sensor will be
ignored while the engine is in “PTO Mode” and the
“PTO Configuration” is programmed to the “Remote
Throttle” option.

The ECM is in “PTO Mode” while the PTO on/off

switch is on. This can be checked through the status
screen on Caterpillar Electronic Technician (ET).

The ECM will not respond to the remote accelerator

position sensor when both of the following conditions
are met:

• The PTO on/off circuit is switched from the OFF

position to the ON position.

• The ECM reads the remote accelerator position

sensor above low idle.
342 SENR9517-19
Troubleshooting Section

g01042360
Illustration 164
Typical schematic for remote accelerator pedal position sensor
The return wire may be connected to P1-3, P1-5, or P1-18.
SENR9517-19
g01152475
Illustration 165
Pin locations on ECM connector
(P1-3) Input sensor common #2
(P1-5) AP sensor/switch sensor common
(P1-68) Input #8 (remote accelerator position sensor)
Test Step 1. Inspect the Electrical
Connectors and the Wiring
A. Connect Cat ET to the data link connector. Turn
the ignition key switch to the ON position. Verify
that the parameter for the PTO configuration is
programmed to the “Remote Throttle”.
B. Turn the ignition key switch to the OFF position.
C. Thoroughly inspect ECM vehicle harness
connector J1/P1, the firewall bulkhead connector
and the connector for the remote accelerator
position sensor. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
D. Perform a 45 N (10 lb) pull test on each of the
wires in the ECM connector that are associated
with the remote accelerator position sensor.
E. Check the allen head screw on each ECM
connector for the proper torque. Refer to
Troubleshooting, “Electrical Connectors - Inspect”
for details.
343
Troubleshooting Section
F. Check the harness and wiring for abrasion and
pinch points from the remote accelerator position
sensor to the ECM.
Expected Result:
All connectors, pins and sockets are completely
coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion or of pinch points.
Results:
• OK – Proceed to Test Step 2.
• Not OK
Repair: Perform the following diagnostic
procedure:
Repair the connectors or wiring and/or replace
the connectors or wiring. Ensure that all of the
seals are properly in place and ensure that the
connectors are completely coupled.
Verify that the repair eliminates the problem.
STOP.
Test Step 2. Check for Active Diagnostic
Codes
A. Ensure that Cat ET is connected to the data link
connector.
B. Turn the ignition key switch to the ON position.
C. Monitor the active diagnostic code screen on Cat
ET. Check and record active diagnostic codes.
Note: When the ECM automatically calibrates new
duty cycle values for the low idle throttle position
and the high idle throttle position, the ECM assumes
22 percent duty cycle at low idle and 75 percent
duty cycle at high idle. As a result, you may notice
that the status of the throttle position reaches 100
percent well before the remote accelerator position
sensor is fully actuated. This is normal. After cycling
the accelerator pedal to the high idle position, the
ECM will adjust the calibration automatically. The
ECM will adjust the calibration automatically provided
that the high idle stop position is within the 75 to 90
percent duty cycle range, and the low idle is in the
10 to 22 percent duty cycle range. During normal
operation, you may notice that more movement of
the remote accelerator position sensor is required for
the status of the throttle position to increase above
three percent. You may also observe that the status
reaches the 100 percent value prior to the limit of the
high idle position. This is done in order to ensure that
the accelerator reaches these two critical points for
engine operation.
344
Troubleshooting Section
Expected Result:
Result 1 30-08 or 30-13 are active.
Result 2 There are no active diagnostic codes that
are related to the remote accelerator position sensor
at this time, but a problem is suspected.
Results:
• Result 1 – 30-08 or 30-13 are active. Proceed to
Test Step 3.
• Result 2 – There are no active diagnostic codes at
this time. Proceed to Test Step 3.
Test Step 3. Check the Supply Voltage for
the Remote Accelerator Position Sensor
A. Verify that the ignition key switch is in the ON
position.
B. Measure the voltage between terminal “A” (+12 V)
and terminal “B” (sensor common) at J406 remote
accelerator position sensorconnector.
Expected Result:
The measured voltage is between 11.0 VDC and
13.5 VDC.
Results:
• OK – The voltage is OK. Proceed to Test Step 4.
• Not OK – The vehicle wiring or the battery is
causing the problem. Repair the wiring or the
battery. Replace the wiring or the battery. Perform
the repair that is necessary. Verify that the repair
has fixed the problem. STOP.
Test Step 4. Check the Duty Cycle of
the Remote Accelerator Pedal Position
Sensor
A. Verify that the ignition key switch is in the ON
position.
B. Monitor the duty cycle of the PTO throttle sensor
on Cat ET. Access the following display screen
in order:
• “Service”
• “Calibrations”
• “Monitor Throttle Position Sensor”
SENR9517-19
Expected Result:
The duty cycle is between 10 and 22 percent with the
accelerator pedal assembly in the low idle position,
and the duty cycle is between 75 and 90 percent
with the accelerator pedal assembly in the high idle
position.
Results:
• OK – The remote accelerator position sensor is
operating correctly. Proceed to Test Step 5.
• Not OK – The remote accelerator position sensor
is not operating correctly. Proceed to Test Step 6.
Test Step 5. Check the Status of the
Power Train Data Link on Cat ET
A. Start the engine. While the status of the “PTO
Throttle Position” is being monitored on Cat ET,
actuate the remote throttle. The throttle position
status and the engine should respond to the
change in the throttle position.
B. Go to the “System Troubleshooting Settings”
section of Cat ET and turn off the power train data
link.
C. While the status of the “PTO Throttle Position” is
being monitored on Cat ET, actuate the remote
throttle. Also, actuate the remote throttle while the
engine response is being monitored.
Expected Result:
The status of the “PTO Throttle Position” and the
engine should respond to the change in the position
of the remote throttle position sensor.
Result 1 The remote throttle position sensor is
functioning properly.
Result 2 The throttle response is limited by a
message from the power train data link .
Results:
• Result 1 – The remote accelerator position sensor
is operating correctly. Continue troubleshooting
until the original condition is resolved. STOP.
• Result 2 – If the engine responds with the power
train data link in the OFF position, but not with
the power train data link in the ON position,
a component of the power train data link is
causing the response problem of the remote
accelerator position sensor. Send the truck to the
vehicle manufacturer in order to repair the faulty
component of the power train data link. STOP.
SENR9517-19
Test Step 6. Check the Duty Cycle of the
Remote Accelerator Position Sensor at
the Sensor
A. Turn the ignition key switch to the OFF position.
B. Remove terminal J406-C (throttle position signal)
from the connector for the remote accelerator
position sensor. This is the vehicle harness side of
the connector.
C. Install a breakout T at connector J406/P406.
D. Connect the multimeter probes to terminal “C”
(throttle position signal) and terminal “B” (sensor
common) of the breakout T.
E. Turn the ignition key switch to the ON position.
F. While the duty cycle is being monitored on
the multimeter, actuate the remote accelerator
position sensor.
Expected Result:
The duty cycle is between 10 and 22 percent with
the remote accelerator position sensor in the low idle
position, and the duty cycle is between 75 and 90
percent with the remote accelerator position sensor
in the high idle position.
Results:
• OK – Return the J406/P406 to the original
configuration. The sensor is working correctly.
Proceed to Test Step 7.
• Not OK – Leave the PWM probe connected to the
breakout T. Insert wire C into the J406 connector.
The sensor or the accelerator control is faulty.
Proceed to Test Step 8.
Test Step 7. Check the Duty Cycle of the
Remote Accelerator Position Sensor at
the ECM
A. Turn the ignition key switch to the OFF position.
B. Remove terminal P1-68 (sensor signal) from the
ECM connector.
C. Connect the multimeter's probes between the wire
for the remote accelerator position sensor and the
sensor common.
D. Turn the ignition key switch to the ON position.
345
Troubleshooting Section
E. Use the multimeter in order to display the duty
cycle output of the remote accelerator position
sensor. While the duty cycle output of the remote
accelerator position sensor is being monitored
on the multimeter, actuate the remote throttle
from the low idle position to the high idle position.
Record the results.
F. Turn the ignition key switch to the OFF position.
Expected Result:
The duty cycle is between 10 and 22 percent with the
accelerator pedal assembly in the low idle position,
and the duty cycle is between 75 and 90 percent
with the accelerator pedal assembly in the high idle
position.
Results:
• OK – A good signal from the remote accelerator
position sensor is reaching the ECM. Verify that
the ECM is receiving the proper battery voltage. If
the ECM is receiving the proper battery voltage,
temporarily connect a test ECM and verify that the
problem is resolved. If the problem disappears with
the test ECM, reconnect the suspect ECM. If the
problem returns with the suspect ECM, replace the
suspect ECM. STOP.
• Not OK – There is a problem with signal wire
for the remote accelerator position sensor in the
vehicle wiring harness. Proceed to Test Step 9.
Test Step 8. Remove the Remote
Accelerator Position Sensor from the
Throttle Assembly
A. Turn the ignition key switch to the OFF position.
B. Remove the remote accelerator position sensor
from the throttle assembly. Note the orientation
of the sensor in the accelerator pedal assembly,
and the sensor pigtail routing prior to sensor
removal. Thoroughly inspect the pigtail for signs
of abrasion.
C. Measure the PWM duty cycle to terminal “C” of
the breakout T.
D. Turn the ignition key switch to the ON position.
E. Display the duty cycle output of the remote
accelerator position sensor while the sensor slot
is released. Use a screwdriver to advance the
sensor slot to the maximum position. Refer to
Illustration 166.
Note: When the sensor is removed from the
accelerator pedal assembly a 30-13diagnostic code
may be generated. The diagnostic code should
become inactive when the sensor is properly
assembled back into the accelerator pedal assembly.
346
Troubleshooting Section
Illustration 166
(1) Mounting screw holes (3) Sensor housing
(2) Sensor slot (4) Mounting surface for sensor
Expected Result:
When the sensor is removed from the accelerator
pedal assembly and the sensor slot is released, the
duty cycle is 10 percent or less. When the sensor slot
is moved to the maximum position, the duty cycle
increases to 90 percent or more.
Results:
• OK – The remote accelerator position sensor is
working correctly. Clear any diagnostic codes that
were caused by performing this test procedure.
Refer to the OEM dealer for correct replacement of
the accelerator pedal assembly. STOP.
SENR9517-19
g00642019
(5) Accelerator pedal assembly
(6) Accelerator block assembly
• Not OK – The remote accelerator position sensor
is faulty. Check the accelerator pedal assembly
in order to ensure that the accelerator pedal
assembly is not causing damage to the sensor. If
the accelerator pedal assembly is causing damage
to the sensor, refer to the OEM dealer for correct
replacement of the accelerator pedal assembly.
STOP.
Test Step 9. Route the Supply Bypass
Wires to the Remote Accelerator Pedal
Position Sensor
A. Turn the ignition key switch to the OFF position.
B. Remove P1-66 (remote accelerator position
sensor) from the ECM connector.
SENR9517-19 347
Troubleshooting Section

C. Remove terminal “C” (sensor signal) from the
connector for the remote accelerator position
sensor.
D. Route new wiring from the ECM to the remote
accelerator position sensor.
E. Turn the ignition key switch to the ON position.
F. Check the duty cycle of the remote accelerator
position sensor with Cat ET while the accelerator
pedal assembly is being moved over the full range.
This switch may not be connected to an input on
the Engine Control Module (ECM). The parameter
“Service Brake Pedal Position Switch 1” determines
the input to the ECM. If the parameter is programmed
to “J1/P1:45” a switch must be connected to terminal
45. If the parameter is programmed to one of the
J1939 options, the switch position will be transmitted
to the ECM over the J1939 data link. If a problem
is suspected with the J1939 data link, refer to
Troubleshooting, “Powertrain Data Link Circuit - Test”.

Expected Result:

The duty cycle is between 10 and 22 percent with the

accelerator pedal assembly in the low idle position,
and the duty cycle is between 75 and 90 percent
with the accelerator pedal assembly in the high idle
position.

Results:

• OK – The wiring from the ECM to the accelerator

position sensor appears faulty. Permanently install
new wiring. Verify that the repair eliminates the
problem. STOP.

• Not OK – Double check the wiring, the ECM

vehicle harness connector J1/P1 and the sensor
connector. If a problem still exists, restart the test
procedure. STOP.

i04636373

Service Brake Pedal Position

(Switch 1) Circuit - Test
SMCS Code: 1435-038-BRK

System Operation Description:

Use this procedure under the following situation:

Use this procedure to determine if the service brake

pedal position (switch 1) is operating properly.

Service Brake Pedal Position (Switch 1)

The switch for the service brake pedal position

(switch 1) is normally closed when the respective
pedal is released. Depressing the brake pedal should
open the individual circuit. This switch is OEM
supplied. The service brake pedal position (switch 1)
is typically a pressure switch.
348 SENR9517-19
Troubleshooting Section

g00864414
Illustration 167
Typical circuit schematic for the service brake pedal position (switch 1)
The return wire may be connected to P1-3, P1-5, or P1-18.

Test Step 1. Inspect Electrical Connectors Refer to Troubleshooting, “Electrical Connectors -

and Wiring. Inspect” for details.

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

wires in the ECM connector that are associated
with the switches.

Refer to Illustration 168.

C. Check the ECM connector (allen head screw)

for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.

D. Check the harness and wiring for abrasion and

pinch points from the sensor to the ECM.

Expected Result:

All connectors, pins and sockets are completely

coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion or of pinch points.

Results:

• OK – Proceed to Test Step 2.

• Not OK
Repair: Perform the following repair:

Repair the connectors or wiring and/or replace

the connectors or wiring. Ensure that all of the
seals are properly in place and ensure that the
connectors are completely coupled.
g01152482
Illustration 168
Pin locations on ECM connector Verify that the repair eliminates the problem.
(P1-5) AP sensor/switch sensor common
(P1-45) Service brake pedal position switch STOP.

A. Thoroughly inspect ECM vehicle harness

connector J1/P1, the firewall bulkhead connector
and the terminals for the following switches in the
connectors:

• Terminal 5 (AP Sensor/Switch Sensor Common

)

• Terminal 45 (Service Brake Pedal Position

(Switch 1))
SENR9517-19 349
Troubleshooting Section

Test Step 2. Check the Status of the D. Connect a breakout T to ECM connector J1 and
Service Brake Switch on Caterpillar connect P1 to the breakout T.
Electronic Technician (ET)
E. Install the jumper into terminal 45 (Service Brake
Table 170 Pedal Position Switch 1) of the breakout T.
Table for Status of the Service Brake Pedal Position Connect the other end of the jumper to P1-5 (AP
sensor/switch sensor common) of the breakout T.
Switch Position or
Status Circuit
Pedal Position F. Turn the ignition key switch to the ON position.
The service brake pedal
OFF Open G. Verify that Cat ET is connected to the cab data
is depressed.
link connector.
The service brake pedal
ON Closed
is released.
H. Access the Cat ET status screen.

A. Access the Cat ET status screen.
B. Turn the ignition key switch to the ON position.
C. Depress the service brake while the status of the
service brake pedal position (switch 1) is being
observed. Also, release the service brake while
the status of the service brake pedal position
(switch 1) is being observed.
I. While the status of the service brake pedal position
(switch 1) is being monitored on the Cat ET status
screen slowly remove the jumper from terminal 5
and slowly insert the jumper from terminal 5 (AP
sensor/switch sensor common).
Refer to Table 171.
Expected Result:

Refer to Table 170 for the status of the switch or The switch status changes per the information in
for the status of the pedal position. Table 171.

Expected Result: Results:

The switch status changes per the information in • Yes – The ECM is functioning properly. Proceed
Table 170. to Test Step 4.

Results: • No – The ECM is not functioning properly.

• Yes – The switch is operating normally. STOP. Repair: Perform the following repair:

• No – The ECM is not reading the switch status 1. Temporarily connect a test ECM.
change. Proceed to Test Step 3.
2. Remove all jumpers and replace all connectors.
Test Step 3. Check the Switch Circuit
3. Recheck the system for active diagnostic codes.
Table 171

Table for Status of Service Brake Pedal 4. Repeat the test step.
Position (Switch 1)
5. If the problem is resolved with the test ECM,
Condition of Switch reconnect the suspect ECM.
Switch Status Circuit
Circuit
Terminal 45 is open. ON Open 6. If the problem returns with the suspect ECM,
replace the ECM.
Terminal 45 connected
OFF Shorted
to terminal 5.
7. Verify that the repair eliminates the problem.

A. Turn the ignition key switch to the OFF/RESET STOP.

position.

B. Fabricate a jumper wire 100 mm (4 inch) long.

Crimp a Deutsch Pin to both ends of the wires.

C. Disconnect vehicle harness connector P1 from

the ECM.
350 SENR9517-19
Troubleshooting Section

Test Step 4. Insert a Jumper at the Test Step 5. Insert a Jumper at the
Service Brake Pedal Position (Switch 1) Bulkhead Connector
Table 172 Table 173
Table for Status of the Service Brake Pedal Table for Status of the Service Brake Pedal
Position (Switch 1) Position (Switch 1)
Condition of Switch Switch Switch Position or
Circuit Switch Status Circuit
Circuit Status Pedal Position
The wires for the The wires for the
service brake pedal service brake pedal
ON Open ON Open
position switch 1 are position switch 1 are
disconnected. disconnected.
The wires for the service The wires for the service
brake pedal position OFF Shorted brake pedal position OFF Shorted
switch 1 are connected. switch 1 are connected.

A. Turn the ignition key switch to the OFF/RESET A. Turn the ignition key switch to the OFF/RESET
position. position.

B. Ensure that ECM vehicle harness connector J1/P1 B. Fabricate a jumper wire 100 mm (4 inch) long.
is connected. Crimp a Deutsch pin to both ends of the wires.

C. Find the switch for the service brake pedal position C. Find the switch for the terminal for the service
(switch 1) in the vehicle. brake pedal position (switch 1). Also find the
terminal for the sensor common in the engine side
D. Disconnect the wires from the switch terminals. of the bulkhead connector for the vehicle harness.

E. Turn the ignition key switch to the ON position. D. Insert the jumper wire between the two terminals
in the engine side of the bulkhead connector.
F. Verify that Cat ET is connected to the cab data
link connector. E. Turn the ignition key switch to the ON position.

G. Access the Cat ET status screen.
H. While the switch status is being monitored on the
Cat ET status screen slowly connect the switch
wires and slowly disconnect the switch wires.
Refer to Table 172.
Expected Result:
The switch status changes per the information in
Table 172.
F. Verify that Cat ET is connected to the cab data
link connector.
G. Access the Cat ET status screen.
H. While the switch status is being monitored on
the Cat ET status screen alternately remove
the jumper wire between the two terminals, and
alternately insert the jumper wire between the two
terminals.
Refer to Table 173.

Results: Expected Result:

• Yes The switch status changes per the information in

Table 173.
Repair: Perform the following repair:
Results:
Replace the faulty switch.
• Yes – The problem is in the vehicle wiring between
Verify that the repair eliminates the problem. the bulkhead connector and the switch.

STOP. Repair: Perform the following repair:

• No – There is a problem in the harness between

the switch and the ECM. Proceed to Test Step 5.
SENR9517-19 351
Troubleshooting Section

Inspect the vehicle wiring and repair the vehicle

wiring, as required. If the problem still exists with
the wiring, send the vehicle to the OEM dealer.

STOP.

• No – The problem is in the vehicle wiring between

the bulkhead connector and the ECM.

Repair: Perform the following repair:

Inspect the vehicle wiring and repair the vehicle

wiring, as required. If the problem still exists with
the wiring, send the vehicle to the OEM dealer.

STOP.

i02296751

Service Brake Pedal Position

(Switch 2) Circuit - Test
SMCS Code: 1435-038-BRK

System Operation Description:

Use this procedure under the following situation:

Use this procedure to determine if the service brake

pedal position (switch 2) is operating properly.

Service Brake Pedal Position (Switch 2)

The switch for the service brake pedal position

(switch 2) is normally open when the respective pedal
is released. Depressing the brake pedal should close
the individual circuit. This switch is OEM supplied.
The service brake pedal position (switch 2) is typically
a pressure switch.

g00932431
Illustration 169
Circuit schematic for the service brake pedal position (switch 2)
352
Troubleshooting Section
Test Step 1. Inspect Electrical Connectors
and Wiring
g01152483
Illustration 170
Pin locations for the ECM connector
(P1-64) Input 13 (service brake pedal position switch 2)
A. Thoroughly inspect ECM vehicle harness
connector J1/P1, the firewall bulkhead connector
and the terminal P1-64 (service brake pedal
position (switch 2)).
Refer to Troubleshooting, “Electrical Connectors -
Inspect” for details.
B. Perform a 45 N (10 lb) pull test on each of the
wires in the ECM connector that are associated
with the switches.
Refer to Illustration 170.
C. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
D. Check the harness and wiring for abrasion and
pinch points from the sensor to the ECM.
SENR9517-19
Expected Result:
All connectors, pins and sockets are completely
coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion or of pinch points.
Results:
• OK – Proceed to Test Step 2.
• Not OK
Repair: Perform the following repair:
Repair the connectors or wiring and/or replace
the connectors or wiring. Ensure that all of the
seals are properly in place and ensure that the
connectors are completely coupled.
Verify that the repair eliminates the problem.
STOP.
Test Step 2. Check the Status of the
Service Brake Pedal Switch 2 on
Caterpillar Electronic Technician (ET)
Table 174
Table for Status of the Service Brake Pedal Position
Switch Position or
Status Circuit
Pedal Position
The service brake pedal
OFF Open
is depressed.
The service brake pedal
ON Closed
is released.
A. Access the status screen on Cat ET.
B. Turn the ignition key switch to the ON position.
C. Start the engine. Ensure that the air system is
charged if the vehicle is equipped with air brakes.
Depress the service brake while the status of the
service brake pedal position (switch 2) is being
observed. Also, release the service brake while
the status of the service brake pedal position
(switch 2) is being observed.
Refer to Table 174 for the status of the switch or
for the status of the pedal position.
Note: If the status indicates “Not Installed”, check
the programming of the “Transmission Style”. This
parameter must be programmed to “Automatic
Option 2”, “Automatic Option 3”, “AT/MT/HT Option
2”, or “AT/MT/HT Option 3”.
Expected Result:
The switch status changes per the information in
Table 174.
SENR9517-19 353
Troubleshooting Section

Results: Repair: Perform the following repair:

• Yes – The switch is operating normally. STOP. 1. Temporarily connect a test ECM.

• No – The ECM is not reading the switch status 2. Remove all jumpers and replace all connectors.
change. Proceed to Test Step 3.
3. Recheck the system for active diagnostic codes.
Test Step 3. Check the Switch Circuit
4. Repeat the test step.
Table 175
Table for Status of Service Brake Pedal 5. If the problem is resolved with the test ECM,
Position (Switch 2) reconnect the suspect ECM.
Condition of Switch Switch 6. If the problem returns with the suspect ECM,
Circuit
Circuit Status
replace the ECM.
Terminal 64 is open. ON Open
7. Verify that the repair eliminates the problem.
Terminal 64 connected
OFF Closed
to terminal 5.
STOP.

A. Turn the ignition key switch to the OFF/RESET Test Step 4. Insert a Jumper at the
position. Service Brake Pedal Position (Switch 2)
B. Fabricate a jumper wire 100 mm (4 inch) long. Table 176
Crimp a Deutsch pin to both ends of the wires. Table for Status of the Service Brake Pedal
Position (Switch 2)
C. Disconnect vehicle harness connector P1 from
the ECM. Condition of Switch Switch
Circuit
Circuit Status
D. Connect a breakout T to ECM connector J1 and The wires to the
connect P1 to the breakout T. service brake pedal
OFF Open
position switch 2 are
E. Install the jumper into terminal 64 (service brake disconnected.
pedal position switch 2) of the breakout T. Connect The wires to the service
the other end of the jumper to ECM connector brake pedal position On Shorted
P1-52 (unswitched +Battery) of the breakout T. switch 2 are connected.

F. Turn the ignition key switch to the ON position.

A. Turn the ignition key switch to the OFF/RESET
G. Verify that Cat ET is connected to the data link position.
connector.
B. Ensure that ECM vehicle harness connector J1/P1
H. Access the status screen of Cat ET. is connected.

I. While the status of the service brake pedal position
(switch 2) is being monitored on the Cat ET status
screen, slowly remove the jumper from terminal
52 (unswitched +Battery). Now, slowly insert the
jumper into the terminal 52 (unswitched +Battery).
Refer to Table 175.
Expected Result:
C. Find the switch for the service brake pedal position
(switch 2) in the vehicle.
D. Disconnect the wires from the switch terminals.
E. Turn the ignition key switch to the ON position.
F. Verify that Cat ET is connected to the data link
connector.

The switch status changes per the information in G. Access the status screen on Cat ET.
Table 175.
H. While the switch status is being monitored on the
Results: Cat ET status screen, slowly connect the switch
wires and slowly disconnect the switch wires.
• Yes – The ECM is functioning properly. Proceed Refer to Table 176.
to Test Step 4.

• No – The ECM is not functioning properly.

354 SENR9517-19
Troubleshooting Section

Expected Result: H. While the switch status is being monitored on the

status screen of Cat ET, alternately remove the
The switch status changes per the information in jumper wire between the two terminals and insert
Table 176. the jumper wire between the two terminals.

Results: Refer to Table 177.

• Yes – The switch status changes. Expected Result:

Repair: Perform the following repair:
Replace the faulty switch.
Verify that the repair eliminates the problem.
STOP.
• No – The switch status does not change. There is
a problem in the harness between the switch and
the ECM. Proceed to Test Step 5.
Test Step 5. Insert a Jumper at the
Bulkhead Connector
The switch status changes per the information in
Table 177.
Results:
• Yes – The switch status changes. The problem
is in the vehicle wiring between the bulkhead
connector and the switch.
Repair: Perform the following repair:
Inspect the vehicle wiring and repair the vehicle
wiring, as required. If the problem still exists with
the wiring, send the vehicle to the OEM dealer.

Table 177 STOP.

Table for Status of the Service Brake Pedal
Position (Switch 2) • No – The switch status does not change. The
problem is in the vehicle wiring between the
Switch Position or bulkhead connector and the ECM.
Switch Status Circuit
Pedal Position
The wires to the Repair: Perform the following repair:
service brake pedal
OFF Open
position switch 2 are Inspect the vehicle wiring and repair the vehicle
disconnected. wiring, as required. If the problem still exists with
The wires to the service the wiring, send the vehicle to the OEM dealer.
brake pedal position ON Shorted
switch 2 are connected. STOP.

A. Turn the ignition key switch to the OFF/RESET i02718369

position.
B. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wires.
C. Find the switch for the terminal for the service
brake pedal position (switch 2). Also find the
terminal for the sensor common for the +Battery
in the engine side of the bulkhead connector for
the vehicle harness.
D. Insert the jumper wire between the two terminals
in the engine side of the bulkhead connector.
E. Turn the ignition key switch to the ON position.
F. Verify that Cat ET is connected to the data link
connector.
G. Access the status screen on Cat ET.
Starting Aid Output Circuit -
Test
SMCS Code: 1456-038
System Operation Description:
Use this procedure under the following situation:
Use this procedure in order to determine if the circuit
for the starting aid output is operating properly.
The following background information is related
to this procedure:
Output 2 is available to connect a relay and/or a
solenoid in order to control a starting aid system. The
parameter “Starting Aid Output” must be programmed
to “Automatic” in order to use output 2 as a starting
aid output.
SENR9517-19 355
Troubleshooting Section

Typical starting aid systems inject ether into the inlet Test Step 1. Inspect Electrical Connectors
manifold in order to aid starting of the engine during and Wiring
cold weather operation. The output is automatically
controlled by the Engine Control Module (ECM).
The reading from the coolant temperature sensor is
used to determine if conditions require the use of the
starting aid. If a fault condition exists with the circuit
for the coolant temperature sensor, the reading
from the inlet manifold temperature sensor will be
used. The starting aid output will be enabled for a
maximum of 30 seconds while the engine is cranking
and the temperature reading is below 0 °C (32 °F).
The starting aid output will be disabled if the engine
speed rises above 500 rpm. The starting aid output
will also be disabled if a condition that prevents fuel
injection occurs.

Interaction of the Air Inlet Heater and the Starting

Aid Output (Ether)

When the keyswitch is turned to the ON position, the

air inlet heater will not be activated if the output of the
starting aid is programmed to “Automatic”, and if the
inlet air temperature is below 0 °C (32 °F). The air
inlet heater will not be activated when the starting aid
circuit is activated.

When the output of the starting aid is programmed to

“Automatic”, the air inlet heater will not be activated
until the engine is running and the starting aid output
has been turned off for five seconds.

g01152490
Illustration 172
Pin locations on ECM connector
(P1-10) Output 2 (starting aid)

A. Thoroughly inspect ECM vehicle harness

connector J1/P1, and the firewall bulkhead
connector.

Refer to Troubleshooting, “Electrical Connectors -

Inspect” for details.

B. Perform a 45 N (10 lb) pull test on terminal 10 in

the ECM connector.
g00838120
Illustration 171
Schematic for the starting aid circuit
C. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.

D. Check the harness and wiring for abrasion and for

pinch points from the sensor to the ECM.

Expected Result:

All connectors, pins and sockets are completely

coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion or of pinch points.
356
Troubleshooting Section
Results:
• OK – Proceed to Test Step 2.
• Not OK
Repair: Perform the following repair:
Repair the connectors or wiring and/or replace
the connectors or wiring. Ensure that all of the
seals are properly in place and ensure that the
connectors are completely coupled.
Verify that the repair eliminates the problem.
STOP.
Test Step 2. Use Caterpillar Electronic
Technician (ET) to Check the Relay
A. Connect Cat ET to the cab data link connector.
B. Turn the ignition keyswitch to the ON position.
C. Access the special test“Starting Aid Output” on
Cat ET. The “Starting Aid Output” test will enable
output 2 when the test is active.
D. Begin the “Starting Aid Output” test and listen for
the relay to click. You may need to be near the
engine in order to hear the click.
Expected Result:
The relay activates when the special test is enabled.
Results:
• Yes – The ECM and vehicle components are
operating correctly. STOP.
• No – Proceed to Test Step 3.
Test Step 3. Use Cat ET to Check the ECM
g01152497
Illustration 173
Pin locations on Breakout T
(10) Output 2 (starting aid)
(65) - Battery
SENR9517-19
A. Verify that Cat ET is connected to the cab data
link connector.
B. Turn the ignition keyswitch to the OFF/RESET
position.
C. Disconnect the ECM vehicle harness connector
J1/P1.
D. Connect a breakout T between ECM connectors
J1 and P1.
E. Connect a voltage test lamp to terminal 10 (output
2) and terminal 65 (-Battery) of the breakout T.
F. Turn the ignition keyswitch to the ON position.
G. Access the special test “Starting Aid Output” on
Cat ET.
H. Cycle the special test “Starting Aid Output” to
“Active” and to “Not Active” and watch the voltage
test lamp.
I. Stop the special test.
Note: A multimeter can not be used in place of the
voltage test lamp when the ECM outputs are being
tested.
Expected Result:
The voltage test lamp turns on when the test is
active. The voltage test lamp turns off when the test
is not active.
Results:
• Yes – The voltage test lamp turns on when the test
is active. The voltage test lamp turns off when the
test is not active. The ECM is OK. The problem is
in the vehicle wiring. Inspect the vehicle wiring and
then repair the vehicle wiring. Otherwise, send the
vehicle to the OEM dealer for repair. Verify that the
original condition is resolved. STOP.
• No – The voltage test lamp does not turn on when
the test is active. The voltage test lamp does not
turn off when the test is not active. Temporarily
connect a test ECM. Use the “Starting Aid Output
Special Test” on Cat ET to check the ECM. If the
problem is resolved with the test ECM, install
the suspect ECM. If the problem returns with the
suspect ECM, replace the ECM. Verify that the
repair eliminates the problem. STOP.
SENR9517-19 357
Troubleshooting Section

i02582016

Tachometer Circuit - Test

SMCS Code: 7462-038

System Operation Description:

Use this procedure when the Engine Control Module

(ECM) provides a signal to the tachometer and there
is a problem with the indication on the tachometer.

Background Information

The vehicle's tachometer is connected to terminal

P1-38 and/or terminal P1-39 of the ECM connector.
Some tachometers require only one of the signal
lines to operate while other tachometers require both
signal lines to operate. The ECM can also send the
signal to the tachometer via the SAE J1587 data link.

The ECM uses the signal from the engine

speed/timing sensor in order to determine engine
speed. The ECM converts the signal from the engine
speed/timing sensor into engine rpm. The ECM
creates an equivalent signal in pulses per revolution
that is output to the tachometer.

The ECM must have the tachometer's conversion

factor in order to develop an accurate signal for
the tachometer. The conversion factor is usually
marked on the tachometer. The conversion factor
is programmed into the “Tachometer Calibration”
parameter. The parameter is programmable from
12.0 to 500.0 pulses per revolution in 0.1 increments.

The most likely source of a tachometer circuit

problem is the vehicle wiring. The second most
likely source of a tachometer circuit problem is the
tachometer. The least likely source of a tachometer
circuit problem is the ECM.

Note: A problem with the tachometer circuit does

not indicate that there is a problem with the engine
speed/timing sensors. Any problem that is associated
with the engine speed/timing sensors will also affect
the operation of the engine. An electrical problem
with the engine speed/timing sensors will generate
a diagnostic code. If a code that is related to the
engine speed/timing sensors is present, refer to the
diagnostic functional test Troubleshooting, “Engine
Speed/Timing Sensor Circuit - Test”.
358 SENR9517-19
Troubleshooting Section

g01272867
Illustration 174
Schematic for the tachometer circuit

g01272878
Illustration 175
Schematic for the tachometer circuit
SENR9517-19 359
Troubleshooting Section

Test Step 1. Inspect the Electrical Results:

Connectors and the Wiring
• Yes – The wiring is OK. Proceed to Test Step 2.
• Not OK – The wiring is not OK.
Repair: Repair the connectors or wiring and/or
replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the
connectors are completely coupled. Verify that the
repair eliminates the problem.

STOP.

Test Step 2. Check the ECM Connection

to the Tachometer
Note: Some tachometers require only one signal
line in order to operate. Either of the ECM terminals
can be used for this type of tachometer. The other
terminal is open. If both wires are connected, and
one indicates an open circuit, repair this open wire.

Verify that the connections for the tachometer are

correct at the P1 connector.

Expected Result:

The P1 connections are correct.

Results:

• OK – The P1 connections are OK. Proceed to Test

Step 3.
g01152498
Illustration 176
Terminal locations on the P1 connector • Not OK – The P1 connections are Not OK.
(P1-38) Tachometer+
(P1-39) Tachometer- Repair: Repair the connections or replace the
connectors.
A. Thoroughly inspect ECM connector J1/P1 and
the terminals for the tachometer. Refer to the STOP.
diagnostic functional test Troubleshooting,
“Electrical Connectors - Inspect”. Test Step 3. Use Caterpillar Electronic
Technician (ET) to Check the Tachometer
B. Refer to Illustration 176. Perform a 45 N (10 lb) Signal
pull test on each of the wires in the ECM connector
that are associated with the terminals for the A. Establish communication between Cat ET and the
tachometer: ECM.

C. Check the allen head screw on each of the B. Access the tachometer special test. Access the
ECM connectors for the proper torque. Refer to following display screens in order:
the diagnostic functional test Troubleshooting,
“Electrical Connectors - Inspect”. • “Diagnostics”

D. Check the harness and wiring for abrasion and for • “Diagnostic Tests”
pinch points from the tachometer to the ECM.
• “Special Test”
Expected Result:
C. While the dash tachometer is being monitored,
All connectors, pins and sockets are completely begin the test.
coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion and of pinch points.
360
Troubleshooting Section
Expected Result:
RESULT 1 The dash tachometer indicates
approximately 1500 ± 150 rpm and the dash
tachometer is stable.
RESULT 2 The tachometer does not indicate an
engine rpm or the tachometer is erratic.
RESULT 3 The tachometer rpm is stable but the
tachometer rpm is not within 50 rpm of 1500 rpm.
Results:
• Result 1 – The ECM and the tachometer are OK.
Repair: There may be an intermittent problem in
the harness and/or in the connectors. Repair the
harness and the connectors. Verify that the original
problem has been resolved.
STOP.
• Result 2 – The engine rpm is not indicated or the
engine rpm is erratic. Proceed to Test Step 4.
• Result 3 – The engine rpm is not within 50 rpm of
1500 rpm. Proceed to Test Step 5.
Test Step 4. Check the Tachometer Signal
g01152502
Illustration 177
ECM breakout T-connector
(38) Tachometer+
(39) Tachometer-
Note: Performing certain steps within this procedure
requires the use of a multimeter that is capable of
measuring a PWM duty cycle.
A. Disconnect the P1 connector.
B. Connect a breakout T to the ECM connector P1.
C. Fabricate two jumper wires 100 mm (4 inch) long.
Crimp a Deutsch Pin to one end of each wire.
SENR9517-19
D. Refer to Illustration 177. Insert one of the jumper
wires into terminal P1-39 of the breakout T and
insert the other jumper wire into terminal P1-38
of the breakout T.
E. Access the tachometer special test. Access the
following display screens in order:
• “Diagnostics”
• “Diagnostic Tests”
• “Special Test”
F. Attach one of the multimeter leads to the jumper
wire from P1-38.
G. Attach the other multimeter lead to the jumper
wire from P1-39.
H. While the tachometer special test is being run,
observe the reading on the multimeter.
Expected Result:
The multimeter indicates a duty cycle from 30 to 70
percent from each of the terminals for the tachometer
while the engine is running.
Results:
• OK – The multimeter indicates a duty cycle from
30 to 70 percent. The ECM tachometer output is
OK. Return the wiring to the original configuration.
Proceed to Test Step 6.
• Not OK – The duty cycle is not within the
specification.
Repair: Perform the following repair:
1. Restore the wiring to the original configuration.
2. Temporarily connect a test ECM.
3. Check the system for active diagnostic codes.
4. If the problem is resolved with the test ECM,
connect the original ECM. Test the tachometer
again.
5. If the problem returns with the original ECM,
replace the ECM.
6. Verify that the repair eliminates the problem.
STOP.
Test Step 5. Check the Tachometer
Calibration
A. Determine the tachometer engine speed
calibration setting in pulses per revolution.
SENR9517-19
B. Verify that the value of the “Tachometer
Calibration” parameter matches the requirements
of the tachometer.
Expected Result:
The parameter is programmed correctly.
Results:
• OK – The parameter is programmed correctly.
Repair: Replace the tachometer. Verify that the
repair eliminates the problem.
STOP.
• Not OK – The parameter is not programmed
correctly.
Repair: Program the parameter with the correct
value. Verify that the repair eliminates the problem.
STOP.
Test Step 6. Check the ECM Connection
to the Tachometer
A. Refer to Illustration 177. Remove the appropriate
terminals from the P1 connector. Also, disconnect
the signal wires at the tachometer.
B. Check each wire for continuity.
Expected Result:
The wiring is OK.
Results:
• Yes – The wiring is OK. Restore the wiring to the
original configuration. Proceed to Test Step 7.
• No – The wiring is not OK.
Repair: Repair the wiring.
STOP.
Test Step 7. Check the Supply Voltage for
the Tachometer
Check the connections to the tachometer for the
+Battery and the −Battery. Also check the fuses and
the circuit protection.
Expected Result:
The tachometer is receiving the correct supply
voltage.
361
Troubleshooting Section
Results:
• OK – The tachometer is receiving the correct
supply voltage.
Repair: Perform the following repair:
Replace the tachometer if the tachometer does not
work.
STOP.
• Not OK – The tachometer is not receiving the
correct supply voltage.
Repair: Correct the problem. Replace parts, if
necessary. Verify that the repair eliminates the
problem.
STOP.
i02375777
Torque Limit Switch Circuit -
Test
SMCS Code: 1435-038
System Operation Description:
Use this procedure to determine if the circuit for the
torque limit switch is operating correctly. The ECM
does not monitor the condition of this circuit.
Background Information
The torque limit switch provides a way to temporarily
protect equipment from damage that is caused by
applying too much torque. Torque limiting is typically
used during PTO operation. However, torque limiting
may be activated anytime.
In order to use torque limiting, a torque limit must
be programmed into the “Torque Limit” parameter.
The “Torque Limit” parameter is located under the
“Dedicated PTO Parameters”. The default setting is
2712 N·m (2000 lb ft).
The “Torque Limit Switch” parameter must also be
programmed. If the “Torque Limit Switch” parameter
is programmed to “None” (default), this feature is
disabled. If the “Torque Limit Switch” is programmed
to J1/P1:7 or to J1/P1:23, the feature is available
and the switch circuit must be connected to the
corresponding terminal on the P1 connector.
362
Troubleshooting Section
Illustration 178
Circuit schematic for torque limit switch
The return may be connected to P1-3, to P1-5, or
to P1-18.
g01152506
Illustration 179
Pin locations on ECM connector
(P1-5) AP sensor/switch sensor common
(P1-7) Input 4
(P1-23) Input 19
Test Step 1. Inspect Electrical Connectors
and Wiring
A. Thoroughly inspect the ECM vehicle harness
connector J1/P1, the connectors, and the firewall
bulkhead connectors. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
B. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the torque limit
switch.
SENR9517-19
g00932484
C. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
D. Check the harness and the wiring for abrasion and
pinch points from the battery to the ECM. Then,
check the wiring from the ignition key switch to
the ECM.
Expected Result:
All connectors, pins, and sockets are completely
coupled and/or inserted, and the harness and wiring
are free of corrosion, of abrasion and of pinch points.
Results:
• Yes – The wiring is OK. Proceed to Test Step 2.
• Not OK – The wiring is not OK.
Repair: Repair the wiring and connectors or
replace the wiring or the connectors. Ensure that
all of the seals are properly connected. Verify that
the repair eliminates the problem.
STOP.
Test Step 2. Check the Status of the
Torque Limit Switch on Caterpillar
Electronic Technician (ET)
A. Establish communication between Cat ET and the
ECM.
Note: If the “Torque Limit Switch” status indicates
“Not Installed”, then the “Torque Limit Switch”
parameter has not been programmed.
B. View the “Torque Limit Switch” status on Cat ET.
C. Set the torque limit switch to the ON position and
to the OFF position.
Expected Result:
The status screen indicates “ON” when the switch is
turned on. The status screen indicates “OFF” when
the switch is off.
SENR9517-19
Results:
• OK – The indications are correct. The switch is
operating normally. Continue troubleshooting if the
original condition is not resolved. STOP.
• Not OK – An indication is not correct. The ECM
is not reading the input from the switch. Proceed
to Test Step 3.
Test Step 3. Check the Switch Circuit for
the ECM
Illustration 180
g01152509
Pin locations on the breakout T
(5) AP sensor/switch sensor common
(7) Input 4
A. Turn the ignition key switch to the OFF/RESET
position.
B. Install a breakout T to the ECM vehicle harness
connector J1/P1.
C. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wire.
D. Insert the jumper wire into terminal 7 of the
breakout T. Connect the other end of the jumper
wire to terminal 5 in the breakout T. Terminal 5 is
AP Sensor/Switch Common.
E. Turn the ignition key switch to the ON position.
F. Alternately remove the jumper wire and then insert
the jumper wire from terminal 5. At the same time,
monitor the status screen on Cat ET.
Expected Result:
The switch status is “ON” when the jumper wire is
installed. The switch status is “OFF” when the jumper
wire is removed.
Results:
• Yes – The indications are correct. The ECM is
working correctly. Restore the wiring to the original
configuration. Proceed to Test Step 4.
363
Troubleshooting Section
• Not OK – The ECM is not working correctly.
Repair: Perform the following repair:
1. Restore the wiring to the original configuration.
2. Temporarily connect a test ECM.
3. Check the system for proper operation.
4. If the problem is resolved with the test ECM,
connect the original ECM.
5. If the problem returns with the original ECM,
replace the ECM.
6. Verify that the repair eliminates the problem.
STOP.
Test Step 4. Insert a Jumper Wire at the
Switch
A. Turn the ignition key switch to the OFF/RESET
position.
B. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wire.
C. Insert the jumper wire between the two switch
terminals of the torque limit switch.
D. Turn the ignition key switch to the ON position.
E. Alternately remove the jumper wire and then insert
the jumper wire at the switch terminals. At the
same time, watch the status screen on Cat ET.
Expected Result:
The switch status is to “ON” when the jumper wire is
installed. The switch status is “OFF” when the jumper
wire is removed.
Results:
• Yes – The indications are correct.
Repair: Replace the torque limit switch. Verify that
the repair eliminates the problem.
STOP.
• Not OK – An indication is incorrect. There is a
problem in the wire harness between the torque
limit switch and the ECM. Proceed to Test Step 5.
Test Step 5. Insert a Jumper Wire at the
Bulkhead Connector
A. Turn the ignition key switch to the OFF/RESET
position.
364
Troubleshooting Section
B. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wire.
C. Locate the socket for the torque limit switch in the
engine side of the bulkhead connector.
D. Insert the wire jumper pin between the switch
socket and the sensor common connection. Install
the jumper wire on the engine side of the bulkhead
connector.
E. Turn the ignition key switch to the ON position.
F. Alternately connect and then disconnect the
jumper wire. At the same time, monitor the status
screen on Cat ET.
Expected Result:
The switch status is “ON” when the jumper wire is
installed. The switch status is “OFF” when the jumper
wire is removed.
Results:
• OK – The indications are correct. The problem
is in the vehicle wiring between the bulkhead
connector and the switch. Repair the vehicle
wiring. Otherwise, send the vehicle to an OEM
dealer for repair. STOP.
• Not OK – The problem is in the vehicle wiring
between the bulkhead connector and the ECM.
Repair the vehicle wiring. Otherwise, send the
vehicle to an OEM dealer for repair. STOP.
i02375781
Transmission (AT/MT/HT)
Relay Circuit - Test
SMCS Code: 4493-038-T3
System Operation Description:
Use this procedure to determine if the AT/MT/HT
transmission interface relay (output 7) is operating
correctly.
Background Information
SENR9517-19
Allison AT/MT/HT transmissions require an input
from the Engine Control Module (ECM) in order
to regulate the transmission shifting. The ECM
monitors various operating parameters in order
to determine if the transmission should use
closed throttle shift modulation or full throttle shift
modulation. Programming the “Transmission Style”
parameter to “AT/MT/HT Option1”, to “AT/MT/HT
Option2”, to “AT/MT/HT Option3”, or to “AT/MT/HT
Option4” activates ECM output 7 in order to control
a transmission interface relay that is connected
to the Allison transmission. The ECM does not
communicate with the Allison AT/MT/HT transmission
via a data link.
The “Transmission Style” parameter must be
programmed to one of the AT/MT/HT options for
output 7 to activate the AT/MT/HT transmission
interface relay.
Cruise Control or Vehicle Speed Limiting is
Inactive
Output 7 is disabled if any of the following conditions
occur:
• The engine is not running.
• The accelerator pedal position is less than 65
percent of the value of the “AT/MT/HT Part Throttle
Shift Speed” parameter. Refer to the note below.
Note: The “AT/MT/HT Part Throttle Shift Speed”
parameter provides three different settings of shift
modulation for the transmission. The “Low” setting
disables the output below 65 percent throttle, the
“Medium” setting disables the output below 55
percent throttle, and the “High” setting disables the
output below 45 percent throttle.
The transmission interface relay is enabled under
any the following conditions:
• The engine is running.
• The accelerator pedal position is greater than 80
percent of the value of the “AT/MT/HT Part Throttle
Shift Speed” parameter. Refer to the note below.
Note: The “AT/MT/HT Part Throttle Shift Speed”
parameter provides three different settings of shift
modulation for the transmission. The “Low” setting
enables the relay above 80 percent throttle, the
“Medium” setting enables the relay above 70 percent
throttle, and the “High” setting enables the relay
above 60 percent throttle.
Cruise Control or Vehicle Speed Limiting is Active
Output 7 is disabled if any of the following conditions
occur:
SENR9517-19 365
Troubleshooting Section

• The speed of the vehicle is greater than 2 km/h

(1 mph) of the cruise set speed or the vehicle
speed limit.

• The load factor is less than 75 percent.

• The engine speed is greater than 2000 rpm.
The output is enabled when the load factor is greater
than 98 percent.

g00729187
Illustration 181
Schematic for the AT/MT/HT transmission relay
366
Troubleshooting Section
g01152517
Illustration 182
Pin locations on ECM connector
(P1-20) Output 7
Test Step 1. Check Electrical Connectors
and Wiring
A. Thoroughly inspect ECM connectors J1/P1
and the firewall bulkhead connector. Refer to
Troubleshooting, “Electrical Connectors - Inspect”
for details.
B. Perform a 45 N (10 lb) pull test on the wires that
go to P1-20 and P1-12.
C. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
D. Check the harness and wiring for abrasion and for
pinch points from the sensor to the ECM.
Expected Result:
All connectors, pins and sockets are completely
coupled and/or inserted and the harness and the
wiring are free of corrosion, of abrasion and of pinch
points.
SENR9517-19
Results:
• Yes – The wiring is OK. Proceed to Test Step 2.
• No – The wiring is not OK.
Repair: Perform the following repair:
Repair the connectors or wiring and/or replace
the connectors or wiring. Ensure that all of the
seals are properly in place and ensure that the
connectors are completely coupled.
Verify that the repair eliminates the problem.
STOP.
Test Step 2. Use Caterpillar Electronic
Technician (ET) to Check the Accelerator
Pedal Position Sensor
A. Ensure that the cruise control switch is off.
B. Connect Cat ET to the data link connector.
C. Turn the ignition key switch to the ON position.
D. Use the following procedure to check the
accelerator pedal position sensor:
a. Monitor the duty cycle of the throttle sensor
on Cat ET. Access the display screens in the
following order:
• “Service”
• “Calibrations”
• “Throttle Position”
b. While the duty cycle is being monitored on
Cat ET, depress the accelerator pedal and
release the accelerator pedal. Repeat this
action several times.
Expected Result:
The duty cycle of the accelerator pedal position
sensor is between 3 percent and 100 percent.
Results:
• Yes – The duty cycle is within the acceptable
range. Proceed to Test Step 3.
• Not OK – The duty cycle is not within the
acceptable range.
Repair: Perform the following diagnostic
procedure:
SENR9517-19 367
Troubleshooting Section

Troubleshooting, “Pulse Width Modulated Sensor” Test Step 4. Use Cat ET to Check the ECM
STOP.

Test Step 3. Use Cat ET to Check the

Solenoids and the Relays
A. Verify that the ignition key switch is in the ON
position.

B. Access the “AT/MT/HT XMission Interface Test”

through the following menus:

• “Diagnostics”
• “Diagnostic Tests” Illustration 183
g01152521

• “Special Tests” Pin locations on breakout T

(20) Output 7
Note: The “Transmission Style” must be programmed (63) - Battery
(65) - Battery
to “AT/MT/HT Option 1”, “AT/MT/HT Option 2”, (67) - Battery
“AT/MT/HT Option 3”, or “AT/MT/HT Option 4” for the (69) - Battery
“AT/MT/HT XMission Interface Test” to be available.
This will allow output 7 to control the AT/MT/HT A. Turn the ignition key switch to the OFF/RESET
transmission relay. position.
C. Begin the “AT/MT/HT XMission Interface Test” B. Disconnect the P1 connector.
while you listen for the solenoids to click. You may
need to be closer to the transmission in order to C. Connect a breakout T to the ECM connector
hear the click of the relay. J1/P1.
Expected Result: D. Connect a voltage test lamp to terminal 20 (output
7) and terminal 63 (-Battery) of the breakout T.
The relay activates when the test is enabled.
E. Turn the ignition key switch to the ON position.
Results:
F. Access the “AT/MT/HT XMission Interface Test”
• Yes – The relay activates when the test is enabled. through the following menus:
The ECM is functioning properly at this time. The
circuit for the relay is OK. STOP. • “Diagnostics”
• No – The relay does not activate when the test is • “Diagnostic Tests”
enabled. The ECM is not functioning properly at
this time. Proceed to Test Step 4. • “Special Tests”
Note: The “Transmission Style” must be programmed
to “AT/MT/HT Option 1”, “AT/MT/HT Option 2”,
“AT/MT/HT Option 3”, or “AT/MT/HT Option 4” for the
“AT/MT/HT XMission Interface Test” to be available.
This will allow output 7 to control the AT/MT/HT
transmission relay.

G. While the voltage test lamp is being observed,

cycle the special test on and off.

Note: Perform the same test procedure with terminals

P1-65, P1-67, and P1-69 -Battery.

H. Stop the special test.

368
Troubleshooting Section
Expected Result:
The voltage test lamp behaves in the following
manner:
• The voltage test lamp turns on when the test is
active.
• The voltage test lamp turns off when the test is
not active.
Results:
• Yes – The voltage test lamp turns on when the
test is active. The voltage test lamp turns off when
the test is not active. The ECM is OK. There is a
problem in the harness.
Repair: Repair the engine harness or replace the
engine harness. Verify that the repair eliminates
the problem.
STOP.
• No – The voltage test lamp does not turn on when
the test is active. The voltage test lamp does not
turn off when the test is not active.
Repair: Perform the following repair:
1. Temporarily connect a test ECM.
2. Remove all jumpers and replace all connectors.
3. Check the system for active diagnostic codes.
4. Repeat the test step.
5. If the problem is resolved with the test ECM,
connect the original ECM.
6. If the problem returns with the original ECM,
replace the ECM. Refer to Troubleshooting,
“Replacing the ECM”.
7. Verify that the repair eliminates the problem.
STOP.
i02375785
Two Speed Axle Switch Circuit
- Test
SMCS Code: 7332-038-ZX
System Operation Description:
This procedure checks the circuit for the two-speed
axle switch for proper operation. The Engine Control
Module (ECM) does not provide diagnostics for the
circuit for the two-speed axle switch.
SENR9517-19
Background Information for the Two-Speed Axle
Switch
If a two-speed axle is used, the change in axle ratios
changes the accuracy of the vehicle speed signal.
The Engine Control Module (ECM) compensates
for the different ratios that are indicated by the
two-speed axle switch. This ensures that the ECM
driven speedometer and the stored information in the
ECM correctly reflect the actual vehicle speed.
A problem with the circuit for the two-speed axle
switch will cause the ECM driven speedometer to
display the wrong speed. Also, the fleet trip data that
is stored in the ECM will be incorrect.
There are two possible configurations for the ECM to
receive the status of the two-speed axle switch:
Hard Wired – In this configuration, the two-speed
axle switch is wired directly to terminal P1-6. When
the axle is in the low axle ratio, the switch is closed.
This connects the ECM input to return. The “Two
Speed Axle Switch” parameter must be set to
“J1/P1:6” in order to use this configuration.
J1939 Data Link – In this configuration, the status
of the two-speed axle switch is sent from a J1939
device to the engine ECM via the J1939 data link.
The “Two Speed Axle Switch” parameter must be
set to “J1939 - Body Controller”, to “J1939 - Cab
Controller”, or to “J1939 - Instrument Cluster” in order
to use this configuration.
The following components can cause problems with
the input from the two-speed axle switch:
• Electrical connector or wiring
• Two-speed axle switch
• J1939 device
• Engine ECM
The most likely cause of a problem is a problem
with an electrical connector or wiring. The least likely
cause is a problem with the ECM.
Diagnostics on the Caterpillar Electronic
Technician (ET)
Wiggle Test – The wiggle test allows you to monitor
the status of the “Two Speed Axle Switch” while
you wiggle the wiring. This helps to identify faulty
electrical connections.
For additional information regarding the wiggle test,
refer to the documentation that accompanies your
Cat ET software.
SENR9517-19 369
Troubleshooting Section

Test Step 1. Check the Configuration

Parameters
A. Establish communication between Cat ET and
the ECM. Refer to Troubleshooting, “Electronic
Service Tools”, if necessary.

B. Verify that the following configuration parameters

are programmed to the correct value:

• Two Speed Axle - Low Speed Range Axle Ratio

• Nominal Axle Ratio - High Speed Range Axle
Ratio
g01165076
Illustration 184
• Two Speed Axle Switch
Schematic for the circuit for the two-speed axle switch
In this configuration, the switch is wired directly to the ECM. Expected Result:

Note: The return wire for the two-speed axle The parameters are programmed correctly.
switch may be connected to P1-3, to P1-5, or to
P1-18. Results:

• The parameters are programmed correctly. –

Proceed to Test Step 2.

• One or more of the parameters is not programmed

correctly.

Repair: Program the correct values for the

parameters. Test the operation of the speedometer
on both axle ratios. If the speedometer is operating
correctly, the problem is resolved.

If the speedometer is not operating correctly and

a J1939 device is used to send the status of
the two-speed axle switch to the ECM, send the
vehicle to an OEM dealer for repair.

If the speedometer is not operating correctly and

the two-speed axle switch is wired directly to the
ECM, proceed to Test Step 2.

Test Step 2. Check for a Short Circuit

A. Set the axle to the high ratio.

B. Inspect the seal around the signal wire and the

return wire at the P1 connector. Verify that the
seals are sealing correctly. Verify that the harness
side of the ECM connector is clean and dry.
Correct any problems. Replace parts, if necessary.

C. Pull on the signal wire and on the return wire in

order to verify that the wire and the terminal are
correctly installed. Correct any problems. Replace
g01165080 parts, if necessary.
Illustration 185
Terminals on the P1 connector for the circuit for the two-speed D. Use two 7X-1710 Multimeter Probes to connect
axle switch
a voltmeter to terminal P1-6 and to the return
(5) Return terminal for the two-speed axle switch.
(6) Two-speed axle switch

E. Read the voltage on the voltmeter.

370
Troubleshooting Section
F. Check the status of the “Two Speed Axle Switch”
input on Cat ET.
Expected Result:
The voltage is approximately equal to the battery
voltage. “Two Speed Axle Switch” indicates “Off”.
Results:
• OK – There is not a short circuit. Proceed to Test
Step 3.
• Not OK – The voltage is approximately zero. “Two
Speed Axle Switch” indicates “On”. Proceed to
Test Step 4.
Test Step 3. Check for an Open Circuit
A. Set the axle to the low ratio.
B. Read the voltage on the voltmeter.
C. Check the status of the “Two Speed Axle Switch”
input on Cat ET.
Expected Result:
The voltage is approximately zero. “Two Speed Axle
Switch” indicates “On”.
Results:
• OK – The voltage is approximately zero. “Two
Speed Axle Switch” indicates “On”. The circuit is
operating correctly. However, there may be an
intermittent problem. Proceed to Test Step 6.
• Not OK – The voltage is approximately equal to
battery voltage. “Two Speed Axle Switch” indicates
“Off”. Proceed to Test Step 5.
• Not OK – The voltage is approximately zero. “Two
Speed Axle Switch” indicates “Off”. The input to
the ECM indicates an “Off” condition. However, the
ECM indicates that an “On” condition exists.
Repair: There may be a problem with the ECM.
Temporarily connect a test ECM. Refer to
Troubleshooting, “Test ECM Mode”. If the problem
is resolved with the test ECM, connect the original
ECM. If the problem is resolved with the test ECM
and the problem returns with the original ECM,
replace the original ECM.
STOP.
Test Step 4. Check for a Short Circuit
A. Remove the signal wire from P1-6.
SENR9517-19
B. Inspect the terminal for moisture and for corrosion.
Correct any problems. Replace parts, if necessary.
C. Check the status of the “Two Speed Axle Switch”
input on Cat ET.
Expected Result:
“Two Speed Axle Switch” indicates “Off”.
Results:
• OK – “Two Speed Axle Switch” indicates “Off”.
Insert the signal wire into the P1 connector. Pull on
the wire in order to verify proper installation of the
terminal. Proceed to Test Step 6.
• Not OK – “Two Speed Axle Switch” indicates “On”.
Repair: Perform the following procedure:
1. Disconnect the P1 connector. Inspect the
P1 and J1 connectors for moisture and for
corrosion. Make repairs, if necessary.
2. Connect the P1 connector.
3. Check the status of the “Two Speed Axle
Switch” input on Cat ET.
If the problem is not resolved, Temporarily connect
a test ECM. Refer to Troubleshooting, “Test ECM
Mode”. If the problem is resolved with the test
ECM, connect the original ECM. If the problem is
resolved with the test ECM and the problem returns
with the original ECM, replace the original ECM.
STOP.
Test Step 5. Check for Voltage at the
Switch
A. Inspect the seal around the signal wire and the
return wire at the connectors for the two-speed
axle switch. Verify that the seals are sealing
correctly. Correct any problems.
B. Pull on the wires in order to verify that the wires
are correctly installed. Correct any problems.
Replace parts, if necessary.
C. Connect a voltmeter to the wires at the harness
connector for the two-speed axle switch.
D. Measure the voltage at the switch terminals.
Expected Result:
The voltage is approximately zero.
SENR9517-19
Results:
• OK – The voltage is approximately zero. There
is an open circuit between the P1 connector and
the switch. Set the axle to the low ratio. Proceed
to Test Step 6.
• Not OK – The voltage is approximately equal to
the battery voltage.
Repair: Perform the following procedure:
1. Disconnect the connectors for the two-speed
axle switch.
2. Inspect the connectors and the terminals for
moisture and for corrosion. Make repairs, if
necessary.
3. Connect the connectors for the switch.
4. Measure the voltage at the switch terminals.
If the voltage is approximately equal to zero, the
problem may be resolved. Check the status of
the “Two Speed Axle Switch” on Cat ET when the
two-speed axle switch is in both positions. If the
status of the switch matches the position of the
switch, the problem is resolved. STOP
If the voltage is approximately equal to battery
voltage, replace the two-speed axle switch. Verify
that the problem is resolved.
STOP.
Test Step 6. Perform the Wiggle Test for
the Circuit for the Two-Speed Axle Switch
Carefully following this procedure is a good way to
identify the root cause of intermittent problems.
A. Configure Cat ET for the wiggle test. Select the
status group that includes the “Two Speed Axle
Switch” parameter. Start the wiggle test.
B. Slowly wiggle the wiring harness and the
connectors between the two-speed axle switch
and the P1 connector. Pay particular attention to
the wiring near each connector.
As you wiggle the wiring, observe the harness and
the connectors. Look for these problems:
• Improper routing of wiring harnesses
• Loose connectors or damaged connectors
• Damage that is caused by excessive heat
• Damage that is caused by chafing
371
Troubleshooting Section
Expected Result:
The wiring failed the wiggle test.
Results:
• Yes – The wiring failed the wiggle test.
Repair: If the location of the problem is not near
a connector, repair the wiring. Replace parts, if
necessary. Verify that the problem is resolved.
If the location of the problem is near a connector,
the connector may have a problem. Perform the
following procedure on the suspect connector:
1. Inspect the seal around each wire. Verify that
each seal is sealing correctly. Correct any
problems.
2. Pull on each wire in order to verify that the wire
and the terminal are correctly installed. Correct
any problems. Replace parts, if necessary.
3. Disconnect the connectors. Carefully inspect
each terminal for dirt, for moisture, and for
corrosion. Verify that the seals and the wedges
are properly installed. Correct any problems.
Replace parts, if necessary.
4. Connect the connectors. Perform the wiggle
test while you wiggle the connectors again.
Verify that the intermittent condition has been
corrected.
5. Stop the wiggle test. Test the operation of the
switch after the intermittent condition has been
identified and corrected. Verify that the problem
is resolved.
STOP.
• No – The wiring passed the wiggle test.
Repair: The wiring and the connectors appear to
be OK. However, there may be a problem with a
component. Perform the following procedure:
1. Disconnect the switch's electrical connector.
2. Measure the resistance across the switch's
terminals while the axle is in each ratio.
The resistance must be less than five Ohms
while the axle is in a ratio. The resistance must
be an open circuit while the axle is in the other
ratio. The resistance measurements must not
be intermittent.
If any of the conditions are not true, replace the
two-speed axle switch.
372
Troubleshooting Section
If all of the conditions are true, the switch is
OK. Temporarily connect a test ECM. Refer
to Troubleshooting, “Test ECM Mode”. If the
problem is resolved with the test ECM, connect
the original ECM. If the problem is resolved with
the test ECM and the problem returns with the
original ECM, replace the original ECM.
STOP.
i02375786
Vehicle Speed and
Speedometer Circuit - Test
SMCS Code: 7463-038
System Operation Description:
Use this procedure under the following situation:
Use this procedure to troubleshoot the system only
under the following conditions:
• There is an active diagnostic code.
• There is an easily repeated diagnostic code that is
associated with the vehicle speed circuit.
Refer to Troubleshooting, “Vehicle Speed Circuit -
Calibrate” if the vehicle speed is being calibrated
in ppm (pulses per mile) or PPKM (pulses per
kilometer).
The following background information is related
to this procedure:
The vehicle speed circuit consists of the vehicle
speed source and associated wiring. The vehicle
speed source is installed by the vehicle OEM. Usually,
a sensor reads movement of the transmission output
shaft from the teeth on a chopper wheel. The Engine
Control Module (ECM) converts the signal from the
vehicle speed source into vehicle speed for the
following functions:
• Cruise control
• Fast idle
• Idle speed control
• Progressive shift
• Speedometer
• PTO operation
• Vehicle speed limiting
• Idle shutdown
SENR9517-19
• Operation of the air inlet heater
• Secure idle theft deterrent
• Trip data
• Maintenance data
To begin troubleshooting a vehicle speed problem,
the following information must be determined:
The problem is electrical or the problem is a
calibration problem.
Electrical problems would be an erratic speed signal
or no speed signal. A calibration problem would
be a stable ECM speed that is still an inaccurate
ECM speed. Another calibration problem would be a
stable speedometer speed that is still an inaccurate
speedometer speed.
If the problem is related to vehicle speed calibration,
refer to Troubleshooting, “Vehicle Speed Circuit -
Calibration” for calibrating the vehicle speed in PPKM
(pulses per kilometer) or ppm (pulses per mile). The
ECM speedometer output signal is set to 18,600
PPKM (30,000 ppm) for most configurations. For “GM
Truck Manufacturer” configurations, the output of the
speedometer is set to 2,485 PPKM (4,000 ppm). The
ECM speedometer output signal cannot be changed.
All speedometers that are driven by the ECM output
(J1/P1 terminal 36 and terminal 37) must match the
fixed output of the ECM for proper operation.
The type of vehicle speed sensor that is installed on
the vehicle must be determined.
Both single coil magnetic sensors and dual coil
magnetic sensors are commonly used.Caterpillar
recommends single coil magnetic sensors. Some of
the vehicles may provide the vehicle speed through
the transmission ECM.
You must determine if the vehicle speedometer is
driven from the ECM.
The ECM can drive the speedometer through the
connection to ECM connector J1-36 (speedometer
positive) and/or J1-37 (speedometer negative).
Note: The ECM may also drive the speedometer
by a connection to the J1587 ATA Data Link, if the
instrument cluster is capable of interpreting the
signal.
Vehicle Speed Circuit Wiring
The vehicle speed signal is routed directly into the
ECM at ECM vehicle harness connector J1/P1-32
(vehicle speed in positive) and J1/P1-33 (vehicle
speed in negative).
Speedometer Connection
SENR9517-19 373
Troubleshooting Section

If the vehicle speedometer is driven by the ECM
output, the vehicle speedometer will be connected to
the ECM vehicle harness connector J1/P1-36 and/or
to J1/P1-37. Some speedometers require only one of
the ECM signal lines to operate. Other speedometers
may require both of the ECM signal lines to operate.
Speedometer Special Test
If the vehicle speedometer is driven by ECM
output, the speedometer circuit can be checked
by using the electronic service tool. The “55 mph
VSP/Speedometer Test” will drive the speedometer to
approximately 55 mph under the following conditions:
• The “55 mph VSP/Speedometer Test” is activated.
• The circuit is operating properly.
• The speedometer is operating properly.
Note: While the test is active, the odometer will
increment mileage.
Magnetic Sensors
A magnetic pickup will have only two wires if the
magnetic pickup is a single coil magnetic sensor.
Also, a magnetic pickup will have four wires if the
magnetic pickup is a dual coil magnetic sensor. The
magnetic pickup sensor does not require a power
connection or a ground connection.
Vehicles with Electronic Vehicle Speed Sources
When the engine is configured for the J1939 option,
the circuit for the ECM vehicle speed input (terminals
32 and 33) will be ignored. The ECM uses the
“Vehicle Speed Cal (J1939-Trans)” parameter value
in order to calculate vehicle speed. The ECM uses
the parameter value and the speed of the output
shaft that is received over the J1939 data link to
calculate the vehicle speed. The “Vehicle Speed Cal
(J1939-Trans)” parameter is based on the revolutions
per mile of the output shaft. There are several
methods that can be used to arrive at this calibration
value. Refer to Troubleshooting, “Vehicle Speed
Circuit - Calibrate” for details.
The ECM can be configured to receive vehicle speed
information from the Anti-lock Brake System (ABS)
via the J1939 data link. The ABS must be capable of
supporting the “J1939 High Resolution Wheel Speed
Broadcast Message (PGN 65, 134 Byte 5-8)”, which
provides wheel speed from the two rear wheels. The
ABS will broadcast the assumed tire revolutions per
mile.
Regardless of the source that is used to determine
vehicle speed, the ECM uses the calculated value
for the vehicle speed in the same manner to control
several features and functions. The diagnostics
for vehicle speed function similarly when either a
hard-wired signal is provided to the ECM from a
speed sensor, or a message is sent to the ECM via
the J1939 data link. If the ECM detects a loss of
vehicle speed or a value that is invalid, a fault code
will be logged in order to alert the operator or the
technician of the presence of a problem.

For these vehicles, the vehicle speed signal is

provided by an electronic source. The signal is
received over a single wire that is connected to ECM
vehicle harness connector J1/P1-32 (vehicle speed
in positive). Do not make any other connection to this
line. A speedometer is an example of a connection
that should not be made to this line. For this type of
signal, the ECM vehicle harness connector J1/P1-33
(vehicle speed in negative) must not be connected
to the ECM in order to prevent introducing electrical
noise into the circuit.

For vehicle speed problems on trucks that are

equipped with either of these vehicle speed sources,
first inspect the wiring from the electronic source to
the engine ECM for open circuits or for short circuits.

The ECM can be configured to receive vehicle speed

information from an electronic transmission control
unit via the J1939 data link. The transmission must
be capable of supporting the “J1939 ETC1 Broadcast
Message (PGN 61,442 Bytes 2 & 3)”. This message
provides the speed of the transmission output shaft.
This feature requires the hardware for the J1939 data
link to be installed in the chassis of the vehicle. This
also requires a transmission that is electronically
controlled and capable of supporting the necessary
J1939 protocol.
374 SENR9517-19
Troubleshooting Section

g00643046
Illustration 186
Schematic for a single coil speed sensor and an ECM driven speedometer

g00643048
Illustration 187
Schematic for a single coil speed sensor and a second single coil sensor for a speedometer

g00643050
Illustration 188
Schematic for a single coil speed sensor and a data link driven speedometer
SENR9517-19 375
Troubleshooting Section

g00643051
Illustration 189
Schematic for an electronic vehicle speed source and an ECM driven speedometer

g00643052
Illustration 190
Schematic for an electronic vehicle speed source and a speedometer
376
Troubleshooting Section
g01152556
Illustration 191
Pin locations on ECM connector
(P1-32) Vehicle speed positive
(P1-33) Vehicle speed negative
(P1-36) Speedometer positive
(P1-37) Speedometer negative
Test Step 1. Inspect Electrical Connectors
and Wiring
A. Thoroughly inspect ECM vehicle harness
connector J1/P1, the firewall bulkhead connector
and the terminals for vehicle speed (terminals
32 and 33) in the connectors. Refer to
Troubleshooting, “Electrical Connectors - Inspect”
for details.
B. Perform a 45 N (10 lb) pull test on each of the
wires in the ECM connector that are associated
with the vehicle speed sensor.
Refer to Illustration 191.
C. Check the ECM connector (allen head screw)
for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.
D. Check the harness and the wiring for abrasion and
for pinch points from the sensor to the ECM.
SENR9517-19
Expected Result:
All connectors, pins and sockets are completely
coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion, and of pinch points.
Results:
• OK – Proceed to Test Step 2.
• Not OK
Repair: Perform the following repair:
Repair the connectors or wiring and/or replace
the connectors or wiring. Ensure that all of the
seals are properly in place and ensure that the
connectors are completely coupled.
Verify that the repair eliminates the problem.
STOP.
Test Step 2. Determine the Type of
Vehicle Speed Problem
A. Connect Caterpillar Electronic Technician (ET) to
the data link connector.
B. Perform a dynamometer test on the vehicle or
perform a road test on the vehicle. Compare the
vehicle speed on the Cat ET status screen against
the speedometer. Also, compare the vehicle
speed on the Cat ET status screen against the
actual vehicle speed. The actual vehicle speed
can be measured on a dynamometer or the actual
vehicle speed can be measured by a stopwatch.
C. Monitor the vehicle speed status on Cat ET while
the vehicle is parked and the engine is running.
D. Operate various electrical devices in the vehicle
while the vehicle speed is being monitored. In
order to operate the various electrical devices,
cycle the electrical devices to the ON position and
the OFF position.
E. Increase the engine rpm a few times and decrease
the engine rpm a few times.
Note: If the operation of a specific electrical device
is producing a vehicle speed problem, the electrical
device may be the source of an electrical noise
problem. An electrical noise problem is also a
possibility if increasing the engine rpm on a stationary
vehicle produces a vehicle speed problem.
Expected Result:
Result 1 The speed that is displayed on the Cat
ET status screen and the speed of the ECM driven
speedometer are stable and both speeds agree with
the actual speed.
SENR9517-19
Result 2 The Cat ET status screen and speed is
stable, but incorrect.
Result 3 The Cat ET status screen agrees with the
actual speed, but the ECM driven speedometer is
incorrect or inoperable.
Result 4 The speed that is displayed on the Cat ET
status screen is not present, unstable, or erratic.
Results:
• Result 1 – The readings are correct. There is not a
vehicle speed problem at this time. There may be
an intermittent problem. Continue troubleshooting
until the condition is resolved. STOP.
• Result 2 – The Cat ET status screen and speed
is stable, but incorrect.
Repair: Calibrate the vehicle speed circuit. Refer
to Troubleshooting, “Vehicle Speed Circuit -
Calibrate”.
STOP.
• Result 3 – The Cat ET status screen agrees with
the actual speed, but the ECM driven speedometer
is incorrect or inoperable. Proceed to Test Step 3.
• Result 4 – The speed that is displayed on the
Cat ET status screen is not present, unstable, or
erratic. Proceed to Test Step 4.
Test Step 3. Use Cat ET to Check the
Speedometer
g01152565
Illustration 192
Pin locations on ECM connector
(P1-32) Vehicle speed positive
(P1-33) Vehicle speed negative
(P1-36) Speedometer positive
(P1-37) Speedometer negative
A. Inspect vehicle harness connector P1. Observe
whether connections are present at P1-36
(speedometer positive) and/or at P1-37
(speedometer negative).
377
Troubleshooting Section
If there is a connection to either of the speedometer
terminals continue with the procedure.
B. Access the “55 mph VSP/Speedometer Test” by
accessing the following display screens in order:
• “Diagnostics”
• “Diagnostic Tests”
• “Special Test menu”
C. Activate the test and observe the speedometer.
Note: Some types of speedometers only require one
ECM signal line to be connected to the speedometer.
Either of the ECM terminals can be used for these
speedometers.
Refer to Illustration 192.
Expected Result:
The speedometer indicates 80 to 96 km/h (50 to 60
mph).
Results:
• OK – The ECM is providing the signal for the
speedometer and the wiring and the speed are OK.
If an intermittent problem is suspected you may
want to send the vehicle to the OEM dealer for
repair of the speedometer. STOP.
• Not OK – Speed is outside of the range.
Repair: Perform the following diagnostic
procedure:
Troubleshooting, “Vehicle Speed Circuit - Calibrate”
STOP.
• Not OK – ECM not connected to the speedometer.
Repair: If OEM truck wiring diagrams are available,
trace the wiring to the speedometer and repair the
speedometer. You may want to send the vehicle to
the OEM dealer for repair.
STOP.
• Not OK – No speed indicated.
Repair: If OEM truck wiring diagrams are available,
trace the wiring to the speedometer and repair the
speedometer. You may want to send the vehicle to
the OEM dealer for repair.
STOP.
378
Troubleshooting Section
Test Step 4. Determine the Type of
Vehicle Speed Circuit
A. Inspect the vehicle wiring for the type of vehicle
speed circuit that is being used.
Compare the vehicle speed circuit with the
detailed circuit schematics:
Schematic 1 Refer to Illustration 186.
Schematic 2 Refer to Illustration 187.
Schematic 3 Refer to Illustration 188.
Schematic 4 Refer to Illustration 189.
Schematic 5 Refer to Illustration 190.
Select the schematic that is similar to the circuit
that is being repaired.
Expected Result:
RESULT 1 The vehicle speed circuit is similar to
schematic 1, 2, or 3.
RESULT 2 The vehicle speed circuit is similar to
schematic 4 or 5.
RESULT 3 The ECM is configured for the “J1939
Trans” option.
Results:
• Result 1 – The vehicle speed circuit is similar to
schematic 1, 2, or 3. Proceed to Test Step 5.
• Result 2 – The vehicle speed circuit is similar to
Schematic 4 or 5. Proceed to Test Step 7.
• Result 3 – The ECM is configured for the “J1939
Trans” option. Proceed to Test Step 9.
Test Step 5. Measure Vehicle Speed
Sensor Resistance at the Sensor
A. Disconnect the vehicle speed sensor from the
vehicle harness.
B. Thoroughly inspect the connector. Ensure that
the connector terminals are free of corrosion
and ensure that the connector terminals are fully
seated into the housing of the connector. Repair
the connector terminals or replace the connector
terminals, as required.
C. Measure the resistance between the two terminals
of the sensor connector. The sensor resistance
measurement should be 100 to 4500 Ohms.
SENR9517-19
D. Reverse the meter leads and measure the
resistance. Switching the probes should not
change the resistance measurement by more than
ten Ohms.
Expected Result:
The sensor resistance that is measured is between
100 and 4500 Ohms and the sensor resistance that is
measured is within ten Ohms with the meter probes
in either position.
Results:
• OK – The readings are correct. Connect the
sensor to the vehicle harness. Proceed to Test
Step 6.
• Not OK – The sensor resistance that is measured
is not between 100 and 4500 Ohms or the sensor
resistance that is measured is not within ten Ohms
with the meter probes in either position.
Repair: Replace the sensor. Send the vehicle to
the OEM dealer for repairs, if necessary.
STOP.
Test Step 6. Inspect the Passive Magnetic
Speed Sensor for Vehicle Speed
A. Remove the vehicle speed sensor from the
transmission and inspect the vehicle speed sensor
for steel shavings, debris, or damage.
Note: Shavings and debris on the sensor may occur
unless the transmission fluid is drained and replaced
according to the maintenance schedule.
B. Wipe off the sensor until the sensor is clean.
Test the sensor according to the manufacturer's
instructions. The sensor is OEM supplied.
Note: If the gap between the vehicle speed sensor
and the chopper wheel is too small, the sensor may
be damaged. Also if the gap between the vehicle
speed sensor and the chopper wheel is too small, the
sensor may create a signal due to the vibration of
the chopper wheel. This will cause a vehicle speed
signal when the vehicle is parked. If the vehicle
is parked and a vehicle speed signal is produced,
back out the sensor from the wheel until the signal
disappears. Use caution. backing out the sensor too
far may cause a loss of the vehicle speed signal.
Back out the sensor no more than one turn to one
and one quarter turns.
Expected Result:
The vehicle speed sensor is correctly installed and
undamaged.
SENR9517-19
Results:
• OK – The vehicle speed sensor is correctly
installed and undamaged. Proceed to Test Step 7.
• Not OK – There is a problem with the vehicle
speed sensor.
Repair: Install the sensor correctly, when possible.
Replace parts, if necessary. Send the vehicle to an
OEM dealer for repairs, if necessary.
STOP.
Test Step 7. Test ECM Vehicle Speed
Inputs by Using the Speedometer Special
Test on Cat ET
Illustration 193
g01152566
Jumper wire locations for breakout T
(P1-32 to P1-36) Jumper wire
(P1-33 to P1-37) Jumper wire
A. Turn the ignition key switch to the OFF/RESET
position.
B. Fabricate two jumper wires 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wires.
C. Disconnect vehicle harness connector P1 from
the ECM.
D. Connect a breakout T to ECM connector J1 and
connect P1 to the breakout T.
E. Install one jumper into the breakout T in order
to connect terminal 36 (speedometer positive)
to terminal 32 (vehicle speed in positive). Install
the other jumper into the breakout T in order to
connect terminal 37 (speedometer negative) to
terminal 33 (vehicle speed in negative).
Refer to Illustration 193.
F. Turn the ignition key switch to the ON position.
G. Access the “55 mph VSP/Speedometer Test” by
accessing the following display screens in order:
• “Diagnostics”
379
Troubleshooting Section
• “Diagnostic Tests”
• “Special Test menu”
H. Activate the test and observe the vehicle speed
on the vehicle speed status screen.
Expected Result:
Cat ET indicates a constant vehicle speed between
80 to 96 km/h (50 to 60 mph) when the jumper wires
from the speedometer circuit are connected.
Results:
• OK – The ECM is operating correctly. The source
of the problem is either the wiring or the source of
the problem is the vehicle speed sensor.
Repair: Perform the following repair:
If the sensor is damaged, replace the damaged
sensor or send the vehicle to the OEM dealer for
repairs.
Verify that any repair eliminates the problem.
STOP.
• Not OK – Recheck the connections of the jumper
wires. Leave the jumper wires installed in the
breakout T. Disconnect the breakout T. Proceed
to Test Step 8.
Test Step 8. Test the ECM Vehicle Speed
Inputs When the Test ECM is Installed
A. Connect a test ECM and reconnect the breakout T.
B. Install one jumper into the breakout T in order
to connect terminal 36 (speedometer positive)
to terminal 32 (vehicle speed in positive). Install
the other jumper into the breakout T in order to
connect terminal 37 (speedometer negative) to
terminal 33 (vehicle speed in negative).
Refer to Illustration 193.
C. Turn the ignition key switch to the ON position.
D. Verify that Cat ET is connected to the data link
connector.
E. Access the “55 mph VSP/Speedometer Test” by
accessing the following display screens in order:
• “Diagnostics”
• “Diagnostic Tests”
• “Special Test menu”
380
Troubleshooting Section
F. Activate the test and observe the vehicle speed
on the vehicle speed status screen.
Expected Result:
Cat ET indicates a constant vehicle speed between
80 to 96 km/h (50 to 60 mph) when the jumper wires
from the speedometer circuit are connected.
Results:
• Yes – The indication is correct.
Repair: Connect the original ECM. If the problem
returns with the original ECM, replace the ECM.
STOP.
• No – The indication is not correct. There may be
an intermittent problem. Recheck the connectors.
Continue troubleshooting until original condition
is resolved. STOP.
Test Step 9. Verify Correct Programming
for the “J1939 Vehicle Speed Calibration”
Parameter
A. Access the list of “Configuration Parameters” on
Cat ET and verify that the “Vehicle Speed Input”
parameter is programmed to the “J1939 Trans”
option.
B. Verify that the “Powertrain Datalink” parameter is
programmed to “J1939”.
C. Verify that the correct value is used for the
“Vehicle Speed Cal (J1939-Trans)” parameter.
Refer to Troubleshooting, “Vehicle Speed Circuit
- Calibrate” for details.
D. Verify that the J1939 data link is connected to the
ECM and that the data link is functioning properly.
Refer to Troubleshooting, “Powertrain Datalink
Circuit - Test”.
E. Compare the vehicle speed reading on the Cat
ET status screen to the vehicle speedometer and
the actual vehicle speed.
Expected Result:
The “Vehicle Speed” on the Cat ET status screen is
within 8 km/h (5 mph) of the speedometer and the
actual vehicle speed readings.
Results:
• Yes – The indication is correct. The ECM is
receiving J1939 data from the transmission ECM.
Send the vehicle to the OEM dealer for repair of the
wiring for the speedometer or for the repair of the
vehicle speed sensor for the transmission. STOP.
SENR9517-19
• No – The indication is not correct.
Repair: Connect a test ECM. Program all of the
parameters that are related to vehicle speed to
the same setting as the original ECM. Repeat
the previous test step. If the test ECM functions
properly and the original ECM does not function
properly, replace the ECM. If the test ECM does
not correct the problem, send the vehicle to an
OEM dealer for repair of one of the following
components:
• Speedometer
• Wiring
• Transmission ECU
• Transmission speed sensor
• Wiring for the J1939 data link
STOP.
i02375787
Wait To Start Lamp Circuit -
Test
SMCS Code: 7431-038
System Operation Description:
Use this procedure in order to determine if the “Wait
to Start Lamp” is operating correctly.
The “Wait To Start Lamp” parameter can be
programmed to “J1/P1:31”, to “J1939”, or to “None”.
When the parameter is programmed to “J1/P1:31”
a lamp circuit can be connected to terminal 31 in
order to indicate that the air inlet heater is on and
the engine is not running. “Fast Idle Enabled Lamp”
must be programmed to “J1/P1:21” for this feature
to be used.
Note: This feature is only available when “Truck
Manufacturer” is programmed to “Other”.
Electrical Connection of Lamps
One terminal of the lamp must be connected to
battery voltage through the vehicle wiring. The other
terminal is connected to the Engine Control Module
(ECM) at the vehicle harness connector J1/P1 at
terminal 31.
The ECM provides a path to ground in order to turn
on the lamp.
SENR9517-19 381
Troubleshooting Section

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

wires in the ECM connector that are associated
with the wait to start lamp.

Refer to Illustration 195.

C. Check the ECM connector (allen head screw)

for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.

D. Check the harness and wiring for abrasion and

pinch points from the battery to the ECM.

Expected Result:
g00770585
Illustration 194 All connectors, pins and sockets are completely
Circuit schematic for the wait to start lamp coupled and/or inserted and the harness and the
wiring is free of corrosion, of abrasion and of pinch
points.

Results:

• Yes – The wiring is OK. Proceed to Test Step 2.

• No – The wiring is not OK.
Repair: Repair the connectors or wiring and/or
replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the
connectors are completely coupled.

STOP.

Test Step 2. Check for Normal Operation

of the Wait to Start Lamp
A. Connect Caterpillar Electronic Technician (ET).
Access the configuration screen and ensure that
the “Wait to Start Lamp” parameter is programmed
to “J1/P1:31”. Also, “Fast Idle Enabled Lamp”
must be programmed to “J1/P1:21”.

B. Turn the ignition key switch to the OFF/RESET

position for ten seconds. Turn the ignition key
switch to the ON position.

Expected Result:

The “Wait To Start Lamp” illuminates for

g01152578
Illustration 195
Pin locations on ECM connector
(P1-31) Output 9
Test Step 1. Inspect Electrical Connectors
and Wiring
A. Thoroughly inspect ECM vehicle harness
connector J1/P1, the firewall bulkhead connector,
and the “Wait To Start Lamp”. Refer to
Troubleshooting, “Electrical Connectors - Inspect”
for details.
approximately two seconds when the key switch is
turned on. If conditions require the air inlet heater to
turn on, the “Wait To Start Lamp” remains illuminated
until the air inlet heater turns off or until the engine
is started.
Results:
• Yes – The “Wait To Start Lamp” appears to
operating correctly at this time. STOP.
• No – The “Wait To Start Lamp” is not operating
correctly at this time. Proceed to Test Step 3.
382
Troubleshooting Section
Test Step 3. Test the Circuit for the Wait
to Start Lamp
g01152582
Illustration 196
Pin locations on ECM connector
(P1-31) Output 9
(P1-65) -Battery
A. Disconnect ECM vehicle harness connector
J1/P1.
B. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wire.
C. Insert the jumper into P1-31.
D. Connect the other end of the jumper wire to P1-65
(−Battery).
E. Turn the ignition key switch to the ON position.
F. While the lamp is being watched, insert the jumper
wire and remove the jumper wire.
Refer to Illustration 196.
Expected Result:
The “Wait To Start Lamp” turns on while the jumper is
connected to both sockets. Also, the “Wait To Start
Lamp” turns off when the jumper is removed from
one of the sockets.
Results:
• OK – The “Wait To Start Lamp” is functioning
properly. Proceed to Test Step 4.
SENR9517-19
• Not OK – The lamp does not turn on while the
jumper is connected to both sockets. The vehicle's
lamp circuit is not functioning properly. The lamp
is probably burned out or there is a problem in
the wiring from the cab to either the ECM or to
the +Battery connection. Repair the lamp circuit
or send the vehicle to the OEM dealer for repairs.
STOP.
• Not OK – The lamp stays on while the ECM
vehicle harness connector is disconnected.
Repair: Perform the following diagnostic
procedure:
The circuit between the ECM and the lamp is
shorted to chassis ground. Repair the circuit or
send the vehicle to the OEM dealer for repairs.
STOP.
Test Step 4. Check the Operation of the
ECM Output for the Wait to Start Lamp
g01152584
Illustration 197
ECM breakout T-connector
(31) Output 9
(52) Unswitched + Battery
(65) - Battery
A. Disconnect ECM vehicle harness connector
J1/P1.
B. Insert a breakout T between ECM vehicle harness
connector J1 and ECM vehicle harness connector
P1.
C. Connect one probe of the voltage test lamp to
terminal 65 (-Battery). Connect the other probe of
the voltage test lamp to terminal 52 (unswitched
+Battery) of the breakout T. The test lamp will
illuminate.
D. Leave the probe of the test lamp connected to
terminal 52 (unswitched +Battery).
SENR9517-19
E. Remove the probe of the test lamp from terminal
65 of the breakout T. Connect the other probe
of the test lamp to terminal 31 (output 9) of the
breakout T.
Refer to Illustration 197.
F. Turn the ignition key switch to the OFF/RESET
position.
G. Connect Cat ET to the cab data link connector.
Access the configuration screen and ensure
that the “Wait To Start Lamp” parameter is
programmed to “J1/P1:31”.
H. Turn the ignition key switch to the OFF/RESET
position for ten seconds. Turn the ignition key
switch to the ON position.
Expected Result:
The “Wait To Start Lamp” illuminates for
approximately two seconds when the key switch is
turned on. If conditions require the air inlet heater
to turn on, the wait to start lamp should remain
illuminated until the air inlet heater turns off or until
the engine is started.
Results:
• Yes – The indications are correct. The ECM is
operating correctly. There is a problem in the
vehicle wiring or in the lamp. STOP.
• No – The indications are incorrect.
Repair: Temporarily connect a test ECM. Ensure
that the “Wait To Start Lamp” parameter is
programmed to “J1/P1:31”. Check the operation of
the ECM output for the“ Wait to Start Lamp” when
the test ECM is installed. If the problem is resolved
with the test ECM, connect the original ECM. If the
problem returns with the original ECM, replace the
ECM.
STOP.
i02375788
Warning Lamp Circuit - Test
SMCS Code: 7431-038
System Operation Description:
Use this procedure in order to determine if the circuit
for the warning lamp is operating correctly.
Background Information
383
Troubleshooting Section
A warning lamp is required if the “Engine Monitoring”
feature is used. The warning lamp indicates an
active problem with a monitored condition such
as high coolant temperature. A flashing warning
lamp indicates that the engine is derating power.
The warning lamp will turn on for a minimum of two
seconds after the engine has started in order to
indicate that the lamp and the circuit are OK.
Option 1 Programming the “Engine Monitoring
Lamps” parameter to “Option 1” requires three lamps.
P1-29 (Warning Lamp) is connected to the lamp for
low oil pressure. P1-30 (Output 1) is connected to
the lamp for low coolant level. P1-31 (Output 9) is
connected to the lamp for high coolant temperature.
If a coolant level sensor is not installed or the “Engine
Monitoring Lamps” parameter is programmed to
“Warning Lamp”, then J1/P1:30 will function as a
PTO switch on lamp output. The parameter for the
“Coolant Level Sensor” must be programmed to “NO”
if the sensor is not installed.
When “Option 1” is programmed the following lamps
will not be available:
• “Warning Lamp” as J1/P1-29
• “PTO Switch On Lamp” as J1/P1-30
• “Change Oil Lamp” as J1/P1-30
• “Fast Idle Enable Lamp” as J1/P1-31
• “Wait To Start Lamp” as J1/P1-31
Note: “Option 1” is not available for the “GM Truck
Manufacturer”.
An option is available for the “GM Truck Manufacturer”
configuration that allows the output for warning lamp
to be configured as an output for a warning lamp for
high coolant temperature. The “Engine Monitoring
Lamps” parameter must be programmed to the
“Warning Lamp” option for standard operation of
engine monitoring. If the “Engine Monitoring Lamps”
parameter is programmed to the “High Coolant Temp
Warning Lamp” option, the output is used as an
interface to the GM shutdown system.
Operation Of Engine Monitoring
When the Engine Control Module (ECM) detects
a condition that exceeds the acceptable limits,
the warning lamp turns on. Activation of the
lamp depends on the existing conditions and the
programming of the parameter that is associated with
the condition. The lamp will activate in one of the
following modes:
• The lamp turns on and the lamp stays on.
• The lamp will flash on and off.
384 SENR9517-19
Troubleshooting Section

If the lamp turns on continuously, the engine is in

warning mode. If the lamp begins to flash, the ECM
has begun to derate engine speed, vehicle speed,
or power.

If the parameter for engine monitoring is programmed

to “WARNING”, the lamp will not flash. The lamp
only flashes when the engine is programmed to
“DERATE” or “SHUTDOWN”.

If the customer parameter for engine monitoring

is programmed to “WARNING”, to “DERATE”, or
to “SHUTDOWN” the lamp will turn on when a
warning condition exists. The lamp will be turned on
continuously while a warning condition exists.

If the customer parameter for engine monitoring is

programmed to “DERATE” or to “SHUTDOWN”, the
lamp flashes whenever engine monitoring is derating
engine speed, vehicle speed, and power.

If the customer parameter for engine monitoring is

programmed to “SHUTDOWN”, the warning lamp
will continue flashing after the derate mode until
the engine is shut down. Refer to Troubleshooting,
“System Overview”.

Electrical Connection of Lamps

One terminal of the lamp must be connected to

battery voltage through the vehicle wiring. The other
terminal is connected to the ECM at the ECM vehicle
harness connector J1/P1 at the following terminal:

• J1/P1-29 (Warning Lamp or Low Oil Pressure

Lamp)

• J1/P1-30 (PTO Switch On Lamp or Low Coolant

Level Lamp)

• J1/P1-31 (High Coolant Temperature Lamp, Fast

Idle Enable Lamp, or Wait To Start Lamp)

The ECM provides a path to ground in order to turn

the lamp ON.
SENR9517-19 385
Troubleshooting Section

g00943243
Illustration 198
Circuit schematic for the warning lamp

Test Step 1. Inspect Electrical Connectors

and Wiring
A. Thoroughly inspect ECM vehicle harness
connector J1/P1, the firewall bulkhead connector,
and terminal 29. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.

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

wires in the ECM connector that is associated with
the suspect terminal for the lamp.

C. Check the ECM connector (allen head screw)

for the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for details.

D. Check the harness and wiring for abrasion and for

pinch points from the battery to the ECM.

Expected Result:

All connectors, pins and sockets are completely

coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion and of pinch points.

Results:

• OK – Proceed to Test Step 2.

• Not OK
Repair: Repair the connectors or wiring and/or
g01152595
Illustration 199 replace the connectors or wiring. Ensure that all of
Pin locations on ECM connector the seals are properly in place and ensure that the
(P1-29) Warning lamp, or low oil pressure lamp connectors are completely coupled.
(P1-30) Low coolant level lamp, or PTO switch ON lamp
(P1-31) High coolant temp lamp, fast idle enable lamp, or wait STOP.
to start lamp
386
Troubleshooting Section
Test Step 2. Check for Normal Operation
of the Warning Lamp(s)
A. Monitor the warning lamp. Turn the ignition key
switch to the ON position, while the engine is off.
The lamp should turn on for five seconds. Then,
the lamp should turn off.
The lamp will continue flashing if there is an active
diagnostic code. If there is an active diagnostic
code, connect Caterpillar Electronic Technician
(ET) in order to read the active diagnostic code.
Refer to Troubleshooting without a Diagnostic
Code for the appropriate troubleshooting
information.
Note: The warning lamp will not turn on until the
engine is cranked.
B. The “Engine Monitoring Lamps” parameter must
be programmed to “Option 1” in order for the
following lamps to function.
• J1/P1-29 Low Oil Pressure
• J1/P1-30 Low Coolant Level Warning
• J1/P1-31 High Coolant Temperature
The lamp for the low coolant level also requires
the “Coolant Level Sensor” parameter to be
programmed to the “4-pin” option or to the “2 wire
Float Sensor” option.
While the warning lamp is being observed, start
the engine. The warning lamp should turn on for a
minimum of two seconds after the engine starts.
Then, the warning lamp should turn off. If the lamp
remains on, immediately shut down the engine.
C. Verify that Cat ET is connected to the data link
connector. Verify that the “Engine Monitoring” has
been programmed to “WARNING”, “DERATE”, or
“SHUTDOWN”.
While the warning lamp is being observed, start
the engine. The warning lamp should turn on for a
minimum of two seconds after the engine starts.
Then, the warning lamp should turn off. If the lamp
remains off, immediately shut down the engine.
Expected Result:
The warning lamp turns on and the warning lamp
turns off per the above description.
Results:
• OK – The lamp appears to be operating correctly
at this time. STOP.
• Not OK – The lamp does not turn on. Proceed to
Test Step 3.
SENR9517-19
• Not OK – The lamp stays on.
Repair: Perform the following diagnostic
procedure:
Use Cat ET to determine if an “Engine Monitoring”
condition is causing the lamp to turn on. If an
“Engine Monitoring” condition is not present,
perform the following diagnostic procedure.
Proceed to Test Step 3.
Test Step 3. Test the Lamp Circuit
g01152605
Illustration 200
Pin locations on ECM connector
(P1-29) Warning lamp, or low oil pressure lamp
(P1-30) Low coolant level lamp, or PTO switch ON lamp
(P1-31) High coolant temp lamp, fast idle enable lamp, or wait
to start lamp
(P1-48) Unswitched +Battery
(P1-52) Unswitched +Battery
(P1-53) Unswitched +Battery
(P1-55) Unswitched +Battery
(P1-63) -Battery
(P1-65) -Battery
(P1-69) -Battery
A. Disconnect ECM vehicle harness connector
J1/P1.
B. Fabricate a jumper wire 100 mm (4 inch) long.
Crimp a Deutsch pin to both ends of the wire.
C. Insert the jumper into the terminal of the suspect
lamp of connector P1. The jumper can be inserted
into the following terminals in order to test the
appropriate lamp circuit:
• P1-31 (High Coolant Temperature Lamp, Fast
Idle Enable Lamp, or Wait To Start Lamp)
• P1-29 (Warning Lamp or Low Oil Pressure
Lamp)
• P1-30 (PTO Switch On Lamp or Low Coolant
Level Lamp)
D. Connect the other side of the jumper wire to P1-65
(-Battery).
SENR9517-19 387
Troubleshooting Section

E. Turn the ignition key switch to the ON position. Test Step 4. Check the Operation of the
ECM Output for the Warning Lamp
F. While the lamp is being watched, insert the jumper
wire and remove the jumper wire.

Refer to Illustration 200.

Expected Result:

Result 1 The warning lamp turns on while the jumper

is connected to both sockets. Also, the warning lamp
turns off when the jumper is removed from one of
the sockets.

Result 2 The lamp does not turn on while the jumper

is connected to both sockets.
g01152607
Illustration 201
Result 3 The lamp will stay on while the ECM vehicle
harness connector is disconnected. Breakout T
(29) Warning lamp, or low oil pressure lamp
Results: (30) Low coolant level lamp, or PTO switch ON lamp
(31) High coolant temp lamp, fast idle enable lamp, or wait to
start lamp
• Result 1 – The warning lamp circuit is functioning (48) Unswitched +Battery
properly. Proceed to Test Step 4. (52) Unswitched +Battery
(53) Unswitched +Battery
(55) Unswitched +Battery
• Result 2 – The lamp did not turn on. The vehicle's (63) -Battery
lamp circuit is not functioning properly. The lamp (65) -Battery
is probably burned out or there is a problem in (69) -Battery
the wiring from the cab to either the ECM or to
the +Battery connection. Repair the lamp circuit A. Disconnect ECM vehicle harness connector
or send the vehicle to the OEM dealer for repairs. J1/P1.
STOP.
B. Insert a breakout T between the ECM vehicle
• Result 3 harness connectors J1 and P1.

Repair: Perform the following diagnostic
procedure:
The circuit between the ECM and the lamp is
shorted to chassis ground. Repair the circuit or
send the vehicle to the OEM dealer for repairs.
STOP.
C. Connect a test light probe to terminal 63 (-Battery)
and connect the other probe to terminal 48
(unswitched +Battery) of the breakout T.
D. The test lamp should turn on. If the test lamp does
not turn on, either the test lamp is faulty or the
wiring to the ECM is faulty. Continue with this step
if the lamp turns on.

E. Leave the test light probe connected to one of the

following terminals:

• P1-48 unswitched +Battery

• P1-52 unswitched +Battery
• P1-53 unswitched +Battery
• P1-55 unswitched +Battery
F. Connect the other test light probe to terminal 29
on the breakout T.

Refer to Illustration 201.

388
Troubleshooting Section
G. Watch the voltage test lamp. Start the engine. The
lamp should turn on for a minimum of two seconds
after the engine starts. Then, the lamp should turn
off. Stop the engine if the lamp stays on. Use Cat
ET to determine the cause of the problem.
Expected Result:
The warning lamp turns on and the warning lamp
turns off per the above description.
Results:
• Yes – The warning lamp turns on and the warning
lamp turns off per the above description. The ECM
is operating correctly. There is a problem in the
vehicle wiring or the lamp.
Repair: Repair the vehicle wiring or the lamp, as
required. Verify that the problem is resolved.
STOP.
• No – The warning lamp does not turn on or the
warning lamp does not turn off per the above
description.
Repair: Perform the following procedure:
1. Temporarily connect a test ECM.
2. Verify that the “Engine Monitoring” parameter of
the test ECM matches the “Engine Monitoring”
parameter of the suspect ECM.
3. Check the operation of the ECM output for the
lamp when the test ECM is installed.
If the problem is resolved with the test ECM,
connect the original ECM. If the problem returns
with the original ECM, replace the ECM. Refer
to Troubleshooting, “Replacing the ECM”.
STOP.
i02431250
Wastegate Solenoid - Test
SMCS Code: 5479-038
System Operation Description:
This procedure covers the following diagnostic
codes. These diagnostic codes indicate that an
electrical problem is occurring with the wastegate
control solenoid:
• 32-05 Turbo Wastegate Solenoid current low
• 32-06 Turbo Wastegate Solenoid current high
• 32-11 Turbo Wastegate Solenoid current mismatch
SENR9517-19
If a mechanical problem occurs with the wastegate
control valve or with the wastegate valve, the
following diagnostic codes will become logged:
• 102-01 Low Boost Pressure
• 102-02 Boost Pressure signal erratic
• 102-07 Boost Pressure not responding
This engine utilizes a wastegate control valve that is
electronically controlled in order to precisely regulate
the boost pressure. The Engine Control Module
(ECM) monitors the signal from the boost pressure
sensor in order to determine the boost pressure in
the intake manifold. The ECM uses this information
and other information that is related to the current
power demand and the current engine operating
conditions in order to determine the optimum position
of the wastegate valve at the turbocharger.
The turbocharger's wastegate valve regulates the
amount of exhaust gas that is allowed to bypass the
turbine wheel of the turbocharger. This allows the
ECM to control the speed of the turbocharger and
the boost pressure.
g01218457
Illustration 202
Components for wastegate (typical right side engine view)
(1) Wastegate control solenoid
(2) Wastegate control valve
(3) Wastegate pressure line
The ECM controls the current to wastegate control
solenoid (1) in order to actuate wastegate control
valve (2). As the wastegate control solenoid is
energized, the wastegate control valve begins
to regulate the flow of boost pressure through
wastegate pressure line (3).
SENR9517-19 389
Troubleshooting Section

g01218458
Illustration 203
Components for wastegate (typical left side engine view)
(3) Wastegate pressure line
(4) Wastegate actuator
(5) Control rod assembly
(6) Drain orifice

Boost pressure from the intake manifold is diverted

through wastegate pressure line (3) to wastegate
actuator (4) that is mounted on the turbocharger.
The wastegate actuator contains a diaphragm that is
used to actuate the control rod assembly (5) for the
wastegate valve. As the pressure in the wastegate
actuator builds the control rod assembly is extended.
This causes the wastegate valve to open the bypass
passage that is internal to the turbocharger housing.
Drain orifice (6) is used to allow line pressure to
escape as the actuator's diaphragm is allowed to
relax.

Note: Attempting to defeat the wastegate could

cause the engine to be derated.

Note: The ECM exercises the wastegate control

valve during periods of extended engine idle. The
wastegate control solenoid is energized periodically
if an extended period of low engine idle is detected
by the ECM. This is normal. Do not troubleshoot the
wastegate solenoid for this reason.

g01218459
Illustration 204
Schematic of the circuit for the wastegate control solenoid

Note: An integral connector for the wastegate control
solenoid is shown in Illustration 204. Your application
may have a pigtail harness connector that is attached
to the solenoid. The solenoid with the integral
connector is the only service replacement part that
is available at this time.
Test Step 1. Check for Diagnostic Codes
A. Turn the keyswitch to the OFF position.
B. Connect Caterpillar Electronic Technician (ET) to
the data link connector.

C. Turn the keyswitch to the ON position.

390 SENR9517-19
Troubleshooting Section

Note: Wait at least 30 seconds for activation of any Test Step 2. Inspect the Electrical
diagnostic codes. Connectors and the Wiring
D. Monitor Cat ET for the following diagnostic codes
that are active and/or logged:

• 32-05
• 32-06
• 32-11
• 102-01
• 102-02
• 102-07
Record any diagnostic codes that are active
and/or logged.

E. Turn the keyswitch to the OFF position.

Expected Result: g01218460

Illustration 205

None of the above diagnostic codes are active or Location of the J2/P2 ECM connectors (typical left side engine
view)
logged.
A. Thoroughly inspect the J2/P2 ECM connector
Results:
and the J511/P511 wastegate solenoid connector.
Refer to Troubleshooting, “Electrical Connectors -
• OK – None of these diagnostic codes are active Inspect” for details.
or logged.

Repair: There does not appear to be a problem

with the wastegate control solenoid or the operation
of the wastegate valve at this time. If the engine
is experiencing low power or other power related
problems, refer to the “Troubleshooting Without a
Diagnostic Code” section of this manual.

STOP.

• 32-05, 32-06, or 32-11 are active and/or logged –

The ECM has detected an electrical problem with
the circuit for the wastegate control solenoid.
Proceed to Test Step 2.

• 102-01, 102-02, or 102-07 are logged – The ECM

may have detected a mechanical problem with the
wastegate control valve or the wastegate valve for
the turbocharger during operation of the engine.
Proceed to Test Step 7.
SENR9517-19 391
Troubleshooting Section

Expected Result:

All connectors, pins, and sockets are completely

coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion, and of pinch points.

Results:

• OK – The harness and the wiring appear to be

OK. Proceed to Test Step 3.

• Not OK – There is a problem in the connectors

and/or wiring.

Repair: Repair the connectors or wiring and/or

replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the
connectors are completely coupled.

Verify that the repair eliminates the problem.

STOP.

Test Step 3. Determine the Diagnostic

Code that is Active
A. Turn the keyswitch to the ON position. Access the
“Special Tests” under the “Diagnostics” menu on
Cat ET. Activate the “Turbo Wastegate Solenoid
Output” on Cat ET. Wait at least 15 seconds for
activation of the diagnostic codes.
g01152400
Illustration 206 B. Check for active diagnostic codes on Cat ET.
Terminal locations for the J2/P2 ECM connector
(P2-63) Wastegate control solenoid C. Determine if the problem is related to any of the
(P2-64) Solenoid return following:

• 32-05 Turbo Wastegate Solenid current low

• 32-06 Turbo Wastegate Solenid current high
• 32-11 Turbo Wastegate Solenid current
mismatch

Illustration 207
g01155187 D. Turn the keyswitch to the OFF position.
Terminal locations at the solenoid connector
Expected Result:
(Terminal 1) Wastegate control solenoid
(Terminal 2) Solenoid return
There are no active codes.
B. Perform a 45 N (10 lb) pull test on each of the
Results:
wires that are associated with the wastegate
control solenoid.
• OK – There are no active codes.
C. Check the allen head screw for each of the
Repair: The original codes may have been caused
ECM connectors for the proper torque. Refer to
by a loose connector. If an intermittent problem
Troubleshooting, “Electrical Connectors - Inspect”
is suspected, refer to Troubleshooting, “Electrical
for the correct torque value.
Connectors - Inspect”.

STOP.
392 SENR9517-19
Troubleshooting Section

• Active 32-05 – A low current diagnostic code is Test Step 4. Create a Short Circuit at the
active at this time. The ECM is detecting an open Solenoid Connector
in the circuit for the wastegate control solenoid.
Proceed to Test Step 4.

• Active 32-06 – A high current diagnostic code is

active at this time. The ECM is detecting a short
to ground in the circuit for the wastegate control
solenoid. Proceed to Test Step 5.

• Active 32-11 – The ECM detects a short circuit to

the +Battery.

Repair: The problem is probably caused by

moisture in a connector or the harness. There may
be a short to another wire in the harness. Perform
the following procedure:

1. Inspect the J2/P2 ECM connector for moisture:

a. Disconnect the J2/P2 ECM connector.

b. Inspect the J2 ECM connector and the P2

ECM connector for moisture. Illustration 208
g01230822

Location of the wastegate solenoid

2. Check for a short circuit to another wire in the
harness:
A. Disconnect the J511/P511 wastegate solenoid
connector.
a. Disconnect the harness connector at the
wastegate control solenoid.
B. Fabricate a jumper wire that is long enough to
short the terminals at the solenoid connector.
b. At the ECM connector, measure the
Crimp connector pins to each end of the jumper
resistance between terminal P2-63 and
wire.
all of the other terminals on the P2 ECM
connector.
C. Install the jumper wire between terminals 1 and 2
on the harness side of the solenoid connector.
c. Also, measure the resistance between P2-64
and all of the terminals on the P2 connector.
D. Turn the keyswitch to the ON position.
Clean each connector thoroughly. If moisture is
E. Access the “Special Tests” under the “Diagnostics”
found in a connector, locate the source of the
menu on Cat ET. Activate the “Turbo Wastegate
moisture and repair the problem.
Solenoid Output” on Cat ET.
If a short circuit to another wire in the harness is
Note: Wait at least 30 seconds for activation of the
identified, repair the harness.
diagnostic codes.
Clear the logged diagnostic codes. Factory
F. Check for active diagnostic codes on Cat ET.
passwords may be necessary to clear certain
diagnostic codes that are related to the wastegate
G. Turn the keyswitch to the OFF position.
control solenoid.
Expected Result:
Restore all wiring to the original configuration.
Verify that the repair eliminates the original
The 32-06 diagnostic code is now active.
problem.
Results:
STOP.
• OK – The 32-05 diagnostic code was active before
the jumper wire was installed. The 32-06 diagnostic
code became active after the jumper wire was
installed.
SENR9517-19
Repair: The circuit for the wastegate control
solenoid is OK. There is a problem with the coil
of the solenoid. Replace the wastegate control
solenoid.
The wastegate control solenoid can be replaced
independently of the wastegate control valve. If
the problem is with the coil of the solenoid, do not
replace the entire valve assembly. Refer to the
Parts Manual for more information.
Verify that the original problem has been resolved.
STOP.
• Not OK – The 32-05 diagnostic code remains
active after the jumper wire has been installed.
There is a problem in the circuit between the ECM
and the wastegate control solenoid. There may be
a problem with the ECM. Proceed to Test Step 6.
Test Step 5. Create an Open Circuit at the
Solenoid Connector
A. Disconnect the J511/P511 wastegate solenoid
connector in order to create an open circuit at the
connector.
B. Turn the keyswitch to the ON position.
C. Access the “Special Tests” under the “Diagnostics”
menu on Cat ET. Activate the “Turbo Wastegate
Solenoid Output” on Cat ET.
Note: Wait at least 30 seconds for activation of the
diagnostic codes.
D. Check for active diagnostic codes on Cat ET.
E. Turn the keyswitch to the OFF position.
Expected Result:
The 32-05 diagnostic code is now active.
Results:
• OK – The 32-06 diagnostic code was active
before the connector was disconnected. The 32-05
diagnostic code became active after the connector
was disconnected.
Repair: The circuit for the wastegate control
solenoid is OK. There is a problem with the coil
of the solenoid. Replace the wastegate control
solenoid.
The wastegate control solenoid can be replaced
independently of the wastegate control valve. If
the problem is with the coil of the solenoid, do not
replace the entire valve assembly. Refer to the
Parts Manual for more information.
393
Troubleshooting Section
Verify that the original problem has been resolved.
STOP.
• Not OK – The 32-06 diagnostic code remains
active after the connector has been disconnected.
There is a problem in the circuit between the ECM
and the wastegate control solenoid. There may be
a problem with the ECM. Proceed to Test Step 6.
Test Step 6. Check the Operation of the
ECM
A. Disconnect the J2/P2 ECM connectors.
B. Fabricate two jumper wires that are long enough
to create a test circuit at the ECM connector.
Crimp a connector socket to one end of each of
the jumper wires.
C. Remove the wires from terminal locations J2-63
and J2-64 at the ECM connector. Install a jumper
wire into each of these terminal locations.
D. Connect the J2/P2 ECM connectors.
E. Check the operation of the ECM by creating an
open circuit condition:
a. Turn the keyswitch to the ON position.
b. Ensure that the loose ends of the jumper wires
are not in contact with any ground source in
order to create an open circuit condition.
c. Access the “Special Tests” under the
“Diagnostics” menu on Cat ET. Activate the
“Turbo Wastegate Solenoid Output” on Cat ET.
Note: Wait at least 30 seconds for activation of the
diagnostic codes.
d. Check for active diagnostic codes on Cat ET.
A 32-05 diagnostic code is active while the
open circuit condition exists.
e. Turn the keyswitch to the OFF position.
F. Check the operation of the ECM by creating a
short condition:
a. Connect the loose ends of the jumper wires in
order to create a short circuit condition.
b. Turn the keyswitch to the ON position.
c. Access the “Special Tests” under the
“Diagnostics” menu on Cat ET. Activate the
“Turbo Wastegate Solenoid Output” on Cat ET.
Note: Wait at least 30 seconds for activation of the
diagnostic codes.
394 SENR9517-19
Troubleshooting Section

d. Check for active diagnostic codes on Cat ET.
A 32-06 diagnostic code is active while the
short circuit condition exists.
e. Turn the keyswitch to the OFF position.
Expected Result:
The 32-05 diagnostic code was active before the
jumper wires were shorted. The 32-06 diagnostic
code became active after the jumper wires were
shorted.
Results:
• OK – The 32-05 diagnostic code was active
before the jumper wires were shorted. The 32-06
diagnostic code became active after the jumper
wires were shorted.
Repair: The problem is in the harness between the
ECM and the wastegate control solenoid. Repair
the harness or replace the harness.
STOP.
• Not OK – One of the following conditions exist: The
32-05 diagnostic code was not active before the
jumper wires were shorted. The 32-06 diagnostic
code was not active after the jumper wires were
shorted.
Repair: The problem is with the ECM. Replace
the ECM. Refer to Troubleshooting, “Replacing
the ECM” for information that is related to ECM
replacement.
STOP.
B. Ensure that the turbocharger is operating correctly.
Also, check the turbocharger for damage.
C. Check the air inlet system and the exhaust system
for leaks.
Expected Result:
All of the components of the air inlet system and the
exhaust system appear to be in good repair.
Results:
• OK – All of the components of the air inlet system
and the exhaust system appear to be in good
repair. Proceed to Test Step 8.
• Not OK – A problem has been found with the air
inlet system and/or the exhaust system.
Repair: Repair any problems that have been found
with the air inlet system and/or the exhaust system.
Replace parts, if necessary.
Road test the vehicle in order to verify that the
problem has been resolved. Check for logged
diagnostic codes. Verify that the repair eliminates
the problem.
STOP.
Test Step 8. Check the Operation of the
Wastegate Valve and Wastegate Actuator
Boost pressure readings that are low or excessive
may be caused by a wastegate valve or a wastegate
actuator that is not operating correctly. A test
apparatus can be used to test the operation of the
wastegate valve and wastegate actuator.

Test Step 7. Check for Restrictions in the

Intake and Exhaust Systems
A low boost pressure or a boost pressure that is
erratic may be caused by an intake system or an
exhaust system that is plugged or damaged.

A. Check for the following problems:

• Air filter that is plugged

• Air inlet hoses that are collapsed or damaged
• Exhaust piping that is collapsed or damaged
• Catalytic converter/muffler that is plugged
Refer to the Systems Operation/Testing and
Adjusting for information that is related to testing
the inlet air and exhaust systems for proper
operation.
SENR9517-19 395
Troubleshooting Section

g01222587
Illustration 210
Turbocharger (typical example)
(4) Wastegate actuator
(5) Control rod assembly

NOTICE
Do not allow the test pressure to exceed 170 kPa
(25 psi). Damage to the wastegate actuator may
result.

D. As the pressure on the test apparatus increases,

monitor control rod assembly (5) that is part of
Illustration 209
g01218461 wastegate actuator (4) for movement. Refer
Test equipment (typical example) to Systems Operation/Testing and Adjusting,
“Turbocharger - Inspect” for specifications on the
(3) Wastegate pressure line
(7) Pressure line for regulated air pressure test pressure and the amount of rod travel for your
(8) Test pressure gauge application.
(9) Air pressure regulator

A. Install the test apparatus to the engine:

a. Disconnect wastegate pressure line (3) from

the intake manifold.

b. Install a fitting that will allow a leak free seal

between the wastegate pressure line and
pressure line for regulated air pressure (7).

Note: Ensure that the air supply is regulated to

170 kPa (25 psi) prior to connecting the air supply to
the pressure line. Damage to the wastegate could
result if the air supply is not regulated.
g01222632
Illustration 211
c. Install the test apparatus to the wastegate Drain orifice and drain line
pressure line. (6) Drain orifice

B. Slowly begin to apply pressure to the test
apparatus.
C. Monitor the pressure on test pressure gauge (8)
as you increase the pressure by using air pressure
regulator (9).
E. While the correct test pressure is applied to the
wastegate actuator, check the vent line for drain
orifice (6) for air discharge.
Expected Result:
The correct rod travel is observed at the designated
test pressure and a constant flow of air is discharged
from the vent line for the drain orifice.
396
Troubleshooting Section
Results:
• OK – The correct rod travel is observed at the
designated test pressure and a constant flow of
air is discharged from the vent line for the drain
orifice. The wastegate actuator and the wastegate
valve at the turbocharger appear to be operating
correctly. Proceed to Test Step 9.
• Not OK - Drain Orifice – A constant flow of air is not
discharged from the vent line for the drain orifice.
Repair: The drain orifice is plugged, or an air line
from the intake manifold to the vent line is blocked.
Remove the air lines and the drain orifice from the
engine. Clean the air lines and the drain orifice.
Replace parts, if necessary.
STOP.
• Not OK - Air Line – The correct rod travel is not
observed at the designated test pressure.
Repair: There may be an obstruction in the air line.
Remove the air line and clean the air line.
If the problem persists, remove the wastegate
actuator from the engine. Bench test the actuator.
Operate the wastegate valve at the turbocharger
by hand. The lever for the wastegate valve must
move freely, without binding. Repair any problems
that have been found with the actuator and the
wastegate valve at the turbocharger. Replace
parts, if necessary.
Verify that the repair resolves the original problem.
STOP.
Test Step 9. Check the Wastegate Control
Valve
g01223385
Illustration 212
Wastegate control valve
(10) O-ring seals
(11) Outlet pressure ports
SENR9517-19
A. Ensure that the keyswitch is in the OFF position.
Disconnect the connector at the wastegate control
solenoid.
B. Remove the wastegate control valve from the
engine.
C. Visually inspect the wastegate control valve:
a. Inspect O-ring seals (10) for damage.
b. Inspect the valve for damage and/or residue
buildup.
c. Inspect outlet ports (11) for plugging.
Expected Result:
The wastegate control valve is free of damage and
plugging.
Results:
• OK – The wastegate control valve is free of
damage and plugging.
Repair: The wastegate control valve appears to be
OK. Reinstall the valve and the solenoid onto the
engine. Road test the vehicle. Attempt to create
the original problem. If the diagnostic codes recur,
retest the system for the wastegate valve in order
to identify the problem.
STOP.
• Not OK – The wastegate control valve is damaged
or there is residue buildup on the wastegate control
valve.
Repair: A problem with the wastegate control
valve has been identified. Clean the valve and/or
replace the valve, if necessary. Verify that the
repair resolves the original problem.
STOP.
SENR9517-19 397
Troubleshooting Section

Calibration Procedures
i02301609

Engine Speed/Timing Sensor -

Calibrate
SMCS Code: 1439-038-VF; 1912-524

System Operation Description:

Use this procedure under any of the following

situations:

• 22-13 Engine Speed Signal Calibration Not

Performed is active or logged.

• Work has been performed on the front gear group.

• The Engine Control Module (ECM) requires
replacement and the ECM will not communicate
with the Caterpillar Electronic Technician (ET) in
order to allow the timing calibration to be copied
when the “Copy Configuration-ECM Replacement”
feature is used.

The speed/timing sensors provide engine speed

signals to the ECM. The signals are created as the
timing gear on the camshaft rotates past the pickups
of the engine speed/timing sensors. A unique pattern
on the timing gear allows the ECM to determine the
crankshaft position. This unique pattern on the gear
allows the ECM to determine the top center position
of the piston in the No. 1 cylinder. If the signal is
lost from one of the sensors, a diagnostic code is
generated. The ECM will use a special type of logic
that will allow the engine to start on only one sensor.

Timing calibration is accomplished by installing a

special magnetic pickup into the side of the engine
block. The magnetic pickup senses a special slot on
the crankshaft counterweight.

Note: The timing calibration will not increase the

available engine power. Do not expect an increase
in power due to the performance of the timing
calibration.

Replacement ECM

If a replacement ECM is required, the ECM

parameters and the timing calibration can be
transferred from the suspect ECM to the replacement
ECM. Timing calibration will not be necessary. This
feature requires Cat ET and this feature is only
possible if the existing ECM can communicate with
Cat ET.
398 SENR9517-19
Troubleshooting Section

g01121782
Illustration 213
Installation of the TC probe

Table 178
Required Tools
Part Number Description
6V-2197 Transducer
7X-1695 Cable As
7X-1171 Transducer Adapter
9S-9082 Engine Turning Tool
170-3519 Harness

Test Step 1. Install the 7X-1171

Transducer Adapter.
A. Turn the keyswitch to the OFF position.

B. Use the 9S-9082 Engine Turning Tool to put

either the No. 1 piston or the No. 6 piston at top
center. Refer to Testing and Adjusting, “Finding
Illustration 214
g01121818 the Top Center Position for the No. 1 Piston” for
additional information.
Location of the timing calibration port (typical example)
(1) Primary engine speed/timing sensor Note: Normal engine rotation is counterclockwise as
(2) Secondary engine speed/timing sensor
(3) Timing calibration port
the engine is viewed from the flywheel end. Refer to
(4) ECM Illustration 213.

C. Use the following procedure for C7 engines.

a. Rotate the engine in the direction of the normal

engine rotation by the following amount:

• 100 Degrees
b. Remove the timing calibration plug from
the engine. If the engine is viewed from the
flywheel, the timing calibration plug is located
on the left side in the No. 3 cylinder rod pocket.
SENR9517-19 399
Troubleshooting Section

D. Use the following procedure for C9 engines. • Cables for Cat ET and the communication
adapter
a. Rotate the engine in the direction of the normal
engine rotation by the following amount:

• 85 Degrees
b. Remove the timing calibration plug from
the engine. If the engine is viewed from the
flywheel, the timing calibration plug is located
on the left side in the No. 3 cylinder rod pocket.

E. Install the 7X-1171 Transducer Adapter into the

port for the plug.

Results:

• OK – Proceed to Test Step 2.

Test Step 2. Install the 6V-2197
Transducer on the Engine

NOTICE
If the crankshaft is not in the correct position when
the 6V-2197 Transducer is installed, the Magnetic
Transducer (TC Probe) may be damaged when the
engine is started.

A. Put a 2D-6392 O-Ring Seal on the end of the

transducer.

Note: A small amount of clean engine oil will allow g01152610

the seal to slide onto the transducer more easily. Illustration 215
Pin locations on ECM connector
B. Push the sensor through the adapter until the (P2-22) Positive terminal
transducer comes in contact with the outermost (P2-23) Negative terminal
portion of the crankshaft counterweight. Move the
O-ring seal downward against the adapter. Results:

C. Withdraw the transducer 1.0 mm (0.04 inch) and
hand tighten the nut on the adapter sleeve in order
to secure the transducer.
D. Check that the transducer is properly installed and
snug. The transducer should not move when the
engine is started.
E. Connect the 6V-2197 Transducer to the 7X-1695
Cable As.
F. Install the 170-3519 Harness. Connect the white
wire to J2/P2-22 Engine Timing Calibration Probe
+. Connect the yellow wire to the ECM at J2/P2-23
Engine Timing Calibration Probe -.
G. Connect the 7X-1695 Cable to the 170-3519
Harness.
H. Ensure that all of the following connections are
made correctly:
• Transducer
• OK – Proceed to Test Step 3.
Test Step 3. Start the Engine and
Allow the Coolant to Reach Operating
Temperature
A. Start the engine and run the engine at low idle until
the engine is at the correct operating temperature.
Note: The status screen on Cat ET will display
“COLD MODE” in the upper corner when cold mode
operation exists. The engine will adjust idle rpm from
cold mode idle to the programmed low idle rpm when
cold mode operation is complete.
B. Check for active diagnostic codes. Use the
procedures in this manual to troubleshoot
and repair any active diagnostic codes before
attempting a calibration check. The engine must
not have any diagnostic fault conditions that are
present during the timing calibration except the
following condition:
400
Troubleshooting Section
• 22-13 Engine Speed Signal Calibration Not
Performed
C. Once the engine is warm, set the engine speed to
1100 rpm with the cruise control switches or with
the accelerator pedal.
Note: The engine rpm must be steady within the
1050 to 1150 rpm range in order to perform a timing
calibration.
Results:
• OK – Proceed to Test Step 4.
Test Step 4. Connect Cat ET
A. Connect Cat ET to the data link connector.
B. After the engine has exited cold mode, access the
“Timing Calibration” screen on Cat ET. Access the
following display screens in order:
• “Service”
• “Calibrations”
• “Timing Calibration”
Note: To perform a timing calibration, the engine rpm
must remain as steady as possible at approximately
1100 rpm. This can be performed with the cruise
control switches or a steady foot on the accelerator
pedal. Any changes to engine rpm that are more
than 100 rpm will slow down the procedure. These
changes will also reduce the accuracy of the
procedure.
Results:
• OK – Proceed to Test Step 5.
Test Step 5. Calibrate the Speed/Timing
Sensor
A. To calibrate the timing to the correct setting,
select “Continue” on Cat ET. Wait until the Cat ET
indicates that the timing is “CALIBRATED”.
Note: If Cat ET displays “CALIBRATION
UNSUCCESSFUL”, the electronic injection timing
has not been set. Recheck the tool installation and
tool operation and try again to calibrate electronic
injection timing. If the crankshaft and camshaft gears
have been reassembled incorrectly, the engine will
not calibrate.
If the timing calibration has been successfully
completed, do not exit the timing calibration
screen on Cat ET until you have disconnected the
7X-1695 Cable for the 6V-2197 Transducer from
the 170-3519 Harness.
SENR9517-19
Expected Result:
The timing calibration procedure was completed
successfully.
Results:
• OK – The timing calibration procedure was
completed successfully. Proceed to Test Step 6.
• Not OK
Repair: Perform the following procedure:
1. Verify that the engine speed was stable during
the testing (± 50 rpm). If the engine speed
was unstable or the engine speed could not
be controlled within ± 50 rpm because of
mechanical factors or electrical factors, refer to
Troubleshooting, “Engine Misfires, Runs Rough
or Is Unstable”.
2. If all of the problems have been corrected but
the timing can not be calibrated, check the
cable of the 6V-2197 Transducer and check
that the 6V-2197 Transducer is not bent. If the
6V-2197 Transducer is not bent, restart this
procedure.
STOP.
Test Step 6. Disconnect the 7X-1695
Cable As Before Exiting the “ Timing
Calibration” Screen
A. Reduce the engine speed to low idle.
B. Disconnect the 6V-2197 Transducer from the
170-3519 Harness.
C. Exit the “Timing Calibration” screen on Cat ET.
Note: Exiting the “Timing Calibration” screen on
Cat ET will drop the engine rpm to the programmed
low idle if the cruise control switches were used
to maintain engine rpm during calibration. This is
normal.
D. Turn the keyswitch to the OFF position. Remove
the 170-3519 Harness from the P2 ECM
connector. Install the sealing plugs into the unused
cavities of the connector.
Note: The ECM will be susceptible to moisture and
contamination if the sealing plugs are not installed.
E. Remove the 6V-2197 Transducer and remove
the 7X-1171 Transducer Adapter from the timing
calibration port. Reinstall the timing calibration
plug into the left side of the cylinder block.
SENR9517-19 401
Troubleshooting Section

Expected Result: • The ECM monitors the signal from a vehicle speed
sensor in pulses per kilometer (mile). The vehicle
The magnetic transducer was disconnected before speed sensor is connected to the vehicle speed
exiting the “Timing Calibration” screen on Cat ET. input circuit (terminals 32 and 33 of the ECM). This
is the “Vehicle Speed Calibration” option.
Results:
• The ECM receives a message over the J1939
• OK – STOP. data link from the transmission ECU that indicates
revolutions per kilometer (mile) of the transmission
• Not OK – If the magnetic transducer is still installed output shaft. This is the “Vehicle Speed Cal
after exiting the “Timing Calibration” screen on Cat (J1939-Trans)” option.
ET, additional diagnostic codes may be generated.
• The ECM receives a message over the J1939 data
Repair: If additional diagnostic codes are link from the Anti-lock Brake System (ABS) that
generated, the diagnostic codes should be cleared. contains information about the wheel speed. This
is the “Vehicle Speed Cal (J1939-ABS)” option.
STOP.
Each of these methods require a specific calibration
number to be programmed into the ECM to calculate
i02375789
vehicle speed.
Vehicle Speed Circuit - For the “Vehicle Speed Calibration” option that uses
Calibrate the vehicle speed sensor, the ECM must know the
number of pulses that are produced by the vehicle
SMCS Code: 7463-524 speed sensor during each kilometer (mile) of travel
by the vehicle. In order to find the number of pulses
System Operation Description: that are produced by the sensor, multiply the tire
size by the axle ratio. Multiply the number that was
The Engine Control Module (ECM) uses vehicle obtained in the previous calculation by the number of
speed information for the following features: teeth on the output shaft that is used by the sensor
to obtain the pulses.
• Cruise control
For the “Vehicle Speed Cal (J1939-Trans)” option,
• Fast idle control the ECM must know the number of times that the
output shaft revolves per kilometer (mile) of travel
• Idle speed control by the vehicle. This can be calculated by one of the
following methods:
• PTO operation
• Divide the pulses per kilometer (mile) of the sensor
• Vehicle speed limiting on the transmission output shaft by the number of
teeth on the transmission output shaft.
• Speedometer
• Multiply the axle ratio by the number of revolutions
• Progressive shift per kilometer (mile) of the tire.

• Idle shutdown For the “Vehicle Speed Cal (J1939-ABS)” option, the
ECM must know a calibration number. The number is
• Operation of the air inlet heater calculated by dividing the actual tire revolutions per
kilometer (mile) by the tire revolutions per kilometer
• Secure idle theft deterrent (mile) that is programmed into the ABS.

• Trip data The ECM calculates vehicle speed by converting the

• Maintenance data
There are three different methods that can be used
to obtain the information for the ECM to use for
calculating vehicle speed. The ECM can calculate
vehicle speed by either of the following means:
vehicle speed signal to kilometers per hour (km/h)
or to miles per hour (mph). The conversion factor is
customer programmable and the conversion factor is
stored in pulses per km (PPKM) or pulses per mile
(PPM).
402
Troubleshooting Section
The variable for the tire revolution could be affected
by changing from bias ply tires to radial tires and
vice versa. Also, changing to radial tires that have
a low profile could affect the variable for the tire
revolution. This result may change the actual vehicle
speed which could result in performance complaints
or in complaints about fuel consumption. If the tire
configuration has been changed, determine the new
variable for the tire revolution. Enter the new value in
pulses per km (PPKM) or in pulses per mile (PPM).
The preferred method is obtaining the data from the
individual tire manufacturers for the specific tire that
is being used.
Note: The ECM speedometer signal is set to 18,600
pulses per km (PPKM) or to 30,000 pulses per mile
(PPM). For “GM Truck Manufacturer” configurations,
the output of the speedometer is set to 2,485 PPKM
(4,000 ppm). This setting cannot be changed. All
speedometers that are driven by the ECM output
(J1/P1 terminal 36 and terminal 37) must match the
fixed output of the ECM for proper operation.
Test Step 1. Use Caterpillar Electronic
Technician (ET) to Determine the
Configuration for the Vehicle Speed Input
to the ECM
A. Connect Cat ET to the cab data link connector.
B. Access the “Configuration Parameter List”. View
the “Vehicle Speed Parameters”. Determine if
the vehicle is configured to use the “Vehicle
Speed Calibration” option, the “Vehicle Speed Cal
(J1939-Trans)” option, or the “Vehicle Speed Cal
(J1939-ABS)” option.
Expected Result:
RESULT 1 The ECM is configured for the “Vehicle
Speed Calibration” option.
RESULT 2 The ECM is configured to use the “Vehicle
Speed Cal (J1939-Trans)” option.
RESULT 3 The ECM is configured to use the “Vehicle
Speed Cal (J1939-ABS)” option.
Results:
• RESULT 1 – The ECM is configured for the
“Vehicle Speed Calibration” option. Proceed to
Test Step 2.
• RESULT 2 – The ECM is configured to use the
“Vehicle Speed Cal (J1939-Trans)” option. Proceed
to Test Step 3.
• RESULT 3 – The ECM is configured to use the
“Vehicle Speed Cal (J1939-ABS)” option. Proceed
to Test Step 4.
SENR9517-19
Test Step 2. Calculating Pulses Per
Kilometer (Mile) When all the Variables
are Known.
A. Calculate pulses per kilometer (PPKM) or pulses
per mile (PPM).
PPKM = K X Ra X N.
PPM = M X Ra X N.
K – This symbol represents the tire revolutions
per kilometer. This is a constant that is divided by
the tire static loaded radius.
M – This symbol represents the tire revolutions
per mile. This is a constant that is divided by the
tire static loaded radius.
Ra – This symbol represents the rear axle ratio.
The rear axle ratio can typically be found on the
housing of the rear axle, or the rear axle ratio can
typically be found on the specification sheet for
the vehicle.
N – This symbol represents the number of
chopper teeth on the transmission drive shaft.
The magnetic pickup sensor is mounted here.
The number of chopper teeth is usually 16. Some
transmissions have 11 tooth chopper wheels.
B. Use Cat ET to enter pulses per km (PPKM) or
pulses per mile (PPM) into the ECM.
Expected Result:
This value is within the valid range of the ECM.
Results:
• OK – Once the value is entered, verify that the
ECM is accurately measuring vehicle speed.
Proceed to Test Step 5.
• Not OK – Recalculate the value and re-enter the
correct value into the ECM. STOP.
Test Step 3. Calculate the Revolutions
Per Kilometer (Mile) of the Transmission
Output Shaft
A. The correct revolutions per kilometer (mile) of
the transmission output shaft must be entered
for the “Vehicle Speed Cal J1939-Trans” setting.
If this value is unknown, either of the following
calculations can be used to obtain the correct
setting:
• Divide the pulses per kilometer (mile) of the
sensor on the transmission output shaft by the
number of teeth on the transmission output
shaft.
SENR9517-19 403
Troubleshooting Section

• Multiply the axle ratio by the number of
revolutions per kilometer (mile) of the tire.
B. Use Cat ET to enter the calculated value into the
ECM.
Expected Result:
Test Step 5. Inspect the Speedometer
Calibration.
Determine the speedometer's vehicle speed
calibration setting. You may be required to contact
the OEM dealer or you may be required to send the
vehicle to the OEM dealer for this information.

The value is within the valid range of the ECM. Expected Result:

Results: The speedometer must be calibrated to one of the

• Yes – Once the value is entered, verify that the
ECM is accurately measuring vehicle speed.
Proceed to Test Step 5.
• No – Recalculate the value and re-enter the
correct value into the ECM. STOP.
Test Step 4. Calculate Tire Revolutions
Per Kilometer (Mile) When all the
Variables are Known
A. The correct calibration number must be entered
for the “Vehicle Speed Cal J1939-ABS” setting. If
this value is unknown, the following calculation
can be used to obtain the correct setting.
Divide the actual tire revolutions per kilometer
(mile) by the tire revolutions per kilometer (mile)
that is broadcast by the ABS.
For example, the actual tire revolutions per
kilometer (mile) could equal 400 revolutions per
kilometer (mile). The tire revolutions per kilometer
(mile) that is broadcast by the ABS could equal
500 revolutions per kilometer (mile).
following values:
• For “Other Truck Manufacturer” configurations,
the value is 18,600 pulses per kilometer (30,000
pulses per mile).
• For “GM Truck Manufacturer” configurations, the
value is 2,485 pulses per kilometers (4,000 pulses
per mile).
The ECM can only provide the signal that is listed
above.
Results:
• OK – The speedometer is correctly calibrated.
STOP.
• Not OK
Repair: Perform the following diagnostic
procedure:
Send the vehicle to the OEM dealer or reprogram
the OEM speedometer to the correct setting for the
pulses per kilometer (mile).

The formula would be 400 / 500 = 0.800. STOP.

Therefore, 0.800 would be the value that would be

entered into the ECM.

B. Use Cat ET to enter the calculated value into the

ECM.

Expected Result:

This value is within the valid range of the ECM.

Results:

• OK – Once the value is entered, verify that the

ECM is accurately measuring vehicle speed.
Proceed to Test Step 5.

• Not OK – Recalculate the value and re-enter the

correct value into the ECM. STOP.
404
Index Section
Index
Numerics
0001-11 Cylinder #1 Injector current fault (72) ...... 98
0002-11 Cylinder #2 Injector current fault (72) ...... 98
0003-11 Cylinder #3 Injector current fault (73) ...... 98
0004-11 Cylinder #4 Injector current fault (73) ...... 99
0005-11 Cylinder #5 Injector current fault (74) ...... 99
0006-11 Cylinder #6 Injector current fault (74) ...... 99
0022-11 Primary to Secondary Engine Speed Signal
Calibration (42) .................................................. 100
0022-13 Engine Speed Signal Calibration Not
Performed (42)................................................... 100
0030-08 PTO Throttle signal invalid (29)............. 101
0030-13 PTO Throttle out of calibration (29) ....... 101
0032-05 Turbo Wastegate Solenoid current low.. 102
0032-06 Turbo Wastegate Solenoid current
high .................................................................... 102
0032-11 Turbo Wastegate Solenoid current
mismatch ........................................................... 102
0041-03 8 Volt Supply voltage high (21).............. 103
0041-04 8 Volt Supply voltage low (21) ............... 103
0042-11 Injection Actuation Pressure output
fault .................................................................... 103
0043-02 Key Switch Fault (71) ............................ 104
0064-02 Secondary Engine Speed loss of signal
(34) .................................................................... 104
0064-11 Secondary Engine Speed no pattern
(34) .................................................................... 105
0070-05 Inlet Air Heater current low.................... 105
0070-06 Inlet Air Heater current high .................. 105
0071-00 Idle Shutdown Override (01) ................. 106
0071-01 Idle Shutdown (47) ................................ 106
0071-14 PTO Shutdown (47)............................... 107
0084-00 Vehicle Overspeed Warning (41) .......... 107
0084-01 Vehicle Speed loss of signal (31) .......... 107
0084-02 Vehicle Speed signal invalid (36) .......... 108
0084-08 Vehicle Speed signal out of range (36).. 108
0084-10 Vehicle Speed signal rate of change
(36) .................................................................... 109
0084-14 Quick Stop Occurrence ......................... 109
0091-08 Throttle Position Invalid (32)................... 110
0091-13 Throttle Position out of calibration (28)... 110
0094-01 Low Fuel Pressure Warning (63)............ 110
0094-03 Fuel Pressure voltage high (37) ............. 112
0094-04 Fuel Pressure voltage low (37)............... 112
0094-11 Low Cranking Fuel Pressure (63)........... 112
0096-03 Fuel Level voltage high .......................... 114
0096-04 Fuel Level voltage low............................ 115
0100-01 Low Oil Pressure Warning (46) .............. 115
0100-03 Oil Pressure voltage high (24)................ 117
0100-04 Oil Pressure voltage low (24) ................. 118
0100-11 Very Low Oil Pressure (46)..................... 118
0102-01 Low Boost Pressure (25)....................... 121
0102-02 Boost Pressure signal erratic ................ 121
0102-03 Boost Pressure voltage high (25) .......... 122
0102-04 Boost Pressure voltage low (25) ........... 122
0102-07 Boost Pressure not responding ............. 122
0105-00 High Intake Manifold Air Temperature
Warning (64) ...................................................... 123
SENR9517-19
0105-03 Intake Manifold Air Temperature voltage
high (38)............................................................. 125
0105-04 Intake Manifold Air Temperature voltage low
(38) .................................................................... 125
0105-11 Very High Intake Manifold Air Temperature
(64) .................................................................... 125
0108-03 Barometric Pressure voltage high (26).. 127
0108-04 Barometric Pressure voltage low (26) ... 128
0110-00 High Coolant Temperature Warning
(61) .................................................................... 128
0110-03 Coolant Temperature voltage high (27).. 129
0110-04 Coolant Temperature voltage low (27)... 129
0110-11 Very High Coolant Temperature (61) ..... 129
0111-01 Low Coolant Level Warning (62)............ 130
0111-02 Coolant Level signal invalid (12) ............ 132
0111-03 Coolant Level voltage high (12) ............. 132
0111-04 Coolant Level voltage low (12) .............. 133
0111-11 Very Low Coolant Level (62) .................. 133
0111-14 Low Coolant Level Warning ................... 135
0128-03 Secondary Fuel Level voltage high ....... 136
0128-04 Secondary Fuel Level voltage low......... 136
0164-00 Excessive Injection Actuation Pressure
(17) .................................................................... 136
0164-02 Injection Actuation Pressure Signal Erratic
(15) .................................................................... 137
0164-03 Injection Actuation Pressure voltage high
(15) .................................................................... 137
0164-04 Injection Actuation Pressure voltage low
(15) .................................................................... 138
0164-11 Injection Actuation Pressure system fault
(39) .................................................................... 138
0168-00 Excessive ECM Battery Power (17) ...... 139
0168-01 Low ECM Battery Power (17)................ 139
0168-02 ECM Battery Power Intermittent (51) .... 140
0173-00 High Exhaust Gas Temperature Derate.. 140
0173-11 Very High Exhaust Gas Temperature
Derate ................................................................ 141
0186-04 PTO Engine Shutdown Switch voltage
low ..................................................................... 141
0186-14 PTO Engine Shutdown Switch Occurrence
(47) .................................................................... 142
0190-00 Engine Overspeed Warning (35) ........... 142
0190-02 Primary Engine Speed Loss of Signal
(34) .................................................................... 142
0190-11 Primary Engine Speed no pattern (34) .. 143
0224-11 Theft Deterrent Active (00) .................... 143
0224-14 Theft Deterrent Active with Engine Cranking
(00) .................................................................... 144
0231-02 J1939 Data Incorrect (58)...................... 144
0231-11 J1939 Data Link Fault (58) .................... 144
0231-12 J1939 Device Not Responding.............. 145
0231-14 Transmission Data Link Derate ............. 145
0232-03 5 Volt Supply voltage high (21).............. 146
0232-04 5 Volt Supply voltage low (21) ............... 147
0246-11 Brake Pedal Switch #1 Fault ................. 147
0247-11 Brake Pedal Switch #2 Fault ................. 147
0252-11 Engine Software Incorrect (59).............. 148
0253-02 Check Customer or System Parameters
(56) .................................................................... 148
SENR9517-19
0253-14 Truck Manufacturer Parameter Not
Programed ......................................................... 149
5 Volt Engine Pressure Sensor Supply Circuit -
Test .................................................................... 150
A “PTO Activates Cooling Fan” ............................. 46
Accelerator Pedal (Throttle) Position Sensor Circuit -
Test .................................................................... 154
Air Inlet Heater Circuit - Test................................ 162
ATA (SAE J1587 / J1708) Data Link Circuit -
Test .................................................................... 171
C “PTO Top Engine Limit”...................................... 44
Calibration Procedures ........................................ 397
Can Not Reach Top Engine RPM .......................... 66
Probable Causes ............................................... 66
Recommended Actions...................................... 66
Can Not Reach Vehicle Speed Limit ..................... 67
Probable Causes ............................................... 67
Recommended Repairs ..................................... 67
Change Oil Lamp Circuit - Test............................ 176
Check Engine Lamp Circuit - Test ....................... 179
Check Engine Lamp or Warning Lamp Is
Malfunctioning...................................................... 69
Check Engine Lamp........................................... 69
Cruise Control Set/Resume Switch.................... 69
Intermittent Diagnostic Codes............................ 69
Probable Causes ............................................... 69
Recommended Actions...................................... 69
Service Engine Soon Lamp (GM) ...................... 70
Short in Vehicle Harness.................................... 70
Warning Lamp.................................................... 69
Clutch Pedal Position Switch Circuit - Test.......... 183
Coolant Level Sensor Circuit - Test ..................... 186
Cooling Fan Circuit and A/C Compressor Clutch
Circuit - Test....................................................... 194
Cooling Fan Circuit and A/C High Pressure Switch
Circuit - Test....................................................... 202
Cruise Control Parameters .................................... 41
“Auto Retarder In Cruise”................................... 42
“Cruise/Idle/PTO Switch Configuration” ............. 42
“Exhaust Brake Mode” ....................................... 42
“High Cruise Control Speed Set Limit”............... 42
“Low Cruise Control Speed Set Limit”................ 41
“Soft Cruise Control” .......................................... 42
Cruise Control Switch Circuit - Test ..................... 216
Cruise Control, Idle, or PTO Can Not Be Set ........ 70
Probable Causes ............................................... 70
Recommended Actions...................................... 70
Customer Passwords ............................................ 26
Customer Specified Parameters............................ 32
Customer Parameter Lockout ............................ 32
Customer Specified Parameters Table .................. 33
Customer Specified Parameters Worksheet ......... 39
Current Totals Worksheet .................................. 41
405
Index Section
D
Data Link Parameters............................................ 43
Dedicated PTO Parameters .................................. 43
“Maximum PTO Enable Speed” ......................... 45
“Maximum PTO Vehicle Speed”......................... 46
“PTO Cab Throttle RPM Limit”........................... 45
“PTO Configuration”........................................... 43
“PTO Engine RPM Set Speed” .......................... 44
“PTO Engine RPM Set Speed A”....................... 44
“PTO Engine RPM Set Speed B”....................... 44
“PTO Kickout Vehicle Speed Limit ”................... 45
“PTO Shutdown Time” ....................................... 46
“PTO to Set Speed” ........................................... 45
“Torque Limit” ..................................................... 46
Diagnostic Codes .................................................. 95
Diagnostic Enable Switch Circuit - Test ............... 227
Diagnostic Functional Tests................................. 150
Diesel Particulate Filter Circuit - Test................... 260
Driver Questionnaire.............................................. 73
Driver Questionnaire Response ............................ 74
E
ECM Date/Time Stamped Information................... 26
Diagnostic Clock ................................................ 27
ECM Date/Time Clock ....................................... 26
Total Time .......................................................... 27
ECM Memory - Test............................................. 231
ECM Snapshot ...................................................... 27
Snapshot That is Triggered by a Diagnostic
Code................................................................. 27
Snapshot That is Triggered by a Quick Stop ..... 28
Snapshot That is Triggered by the Operator...... 27
Use of Snapshot Data........................................ 28
ECM Will Not Accept Factory Passwords.............. 75
Probable Causes ............................................... 75
Recommended Actions...................................... 75
Electrical Connectors - Inspect............................ 232
Electronic Service Tool Will Not Communicate with
ECM..................................................................... 75
Probable Causes ............................................... 75
Recommended Actions...................................... 75
Electronic Service Tools ........................................ 14
Caterpillar Electronic Technician (ET)................ 15
Optional Service Tools ....................................... 15
PL1000E Communication ECM (If Equipped).... 19
Service Tools...................................................... 14
Electronic Troubleshooting ...................................... 6
Elevated Idle.......................................................... 76
Conditions .......................................................... 76
Probable Causes ............................................... 76
Engine Cranks but Will Not Start ..................... 77, 79
Probable Causes ......................................... 77, 79
Recommended Actions................................ 77, 79
Engine Has Early Wear ......................................... 81
Probable Causes ............................................... 81
Recommended Repairs ..................................... 81
406
Index Section
Engine Misfires, Runs Rough or Is Unstable......... 81
Accelerator Pedal Position Sensor .................... 82
Fuel Supply ........................................................ 82
Injection Actuation Pressure .............................. 82
Malfunction of an Individual Cylinder ................. 81
Power Train Data Link ....................................... 82
Probable Causes ............................................... 81
Recommended Repairs ..................................... 81
Valve Lash ......................................................... 82
Engine Monitoring Parameters .............................. 49
“Coolant Level Sensor” ...................................... 50
“Engine Monitoring Lamps”................................ 50
“Engine Monitoring Mode”.................................. 49
“Engine Oil Pressure Sensor” ............................ 50
“Fuel Pressure Sensor” (if equipped)................. 51
“Oil Level Switch Installation Status”.................. 51
“Primary Fuel Tank Size”.................................... 51
“Secondary Fuel Tank Size”............................... 51
Engine Pressure Sensor Open or Short Circuit -
Test .................................................................... 237
Engine Running Output Circuit - Test .................. 243
Engine Speed/Timing Sensor - Calibrate ............ 397
Engine Speed/Timing Sensor Circuit - Test ......... 246
Engine Temperature Sensor Open or Short Circuit -
Test .................................................................... 251
Engine Vibration .................................................... 82
Probable Causes ............................................... 82
Recommended Actions...................................... 82
Engine Will Not Crank ........................................... 83
Probable Causes ............................................... 83
Recommended Actions...................................... 83
Engine/Gear Parameters....................................... 47
“AT/MT/HT Part Throttle Shift Speed”................ 49
“Gear Down Protection RPM Limit”.................... 47
“Gear Down Protection Turn On Speed”............ 47
“Governor Type”................................................. 49
“Intermediate Gears Engine RPM Limit” ............ 47
“Intermediate Gears Turn Off Speed” ................ 47
“Low Idle Engine RPM” ...................................... 47
“Lower Gears Engine RPM Limit” ...................... 47
“Lower Gears Turn Off Speed”........................... 47
“Top Engine Limit (TEL)” .................................... 47
“Transmission Style” .......................................... 48
Excessive Black Smoke ........................................ 83
Air Inlet System or Exhaust System................... 84
ECM or Personality Module ............................... 84
Electronic System .............................................. 84
Hydraulic Electronic Unit Injector ....................... 84
Probable Causes ............................................... 83
Recommended Actions...................................... 84
Valve Lash ......................................................... 84
Excessive Fuel Consumption ................................ 84
Probable Causes ............................................... 84
Recommended Actions...................................... 84
Excessive White Smoke ........................................ 85
Probable Causes ............................................... 85
Recommended Actions...................................... 85
Exhaust Brake Circuit - Test ................................ 255
Exhaust Brake Parameters.................................... 51
“Auto Retarder in Cruise” ................................... 52
“Exhaust Brake/Warm Up Enable” ..................... 51
“Warm Up Mode Idle Speed” ............................. 51
SENR9517-19
F
Factory Passwords ................................................ 28
Fast Idle Enable Circuit - Test.............................. 262
Fast Idle Lamp Circuit - Test................................ 265
Flash Programming ............................................... 29
Programming a Flash File.................................. 29
Fuel Level Sensor Circuit - Test........................... 269
I
Idle Parameters ..................................................... 52
“Fast Idle RPM 1”............................................... 52
“Fast Idle RPM 2”............................................... 53
“Idle RPM Limit” ................................................. 52
“Idle Vehicle Speed Limit” .................................. 52
“Idle/PTO Bump RPM” ....................................... 52
“Idle/PTO RPM Ramp Rate” .............................. 52
Idle Shutdown Timer - Test.................................. 273
Ignore Brake/Clutch Switch Circuit - Test ............ 276
Important Safety Information ................................... 2
Injection Actuation Pressure - Test ...................... 279
Injection Actuation Pressure Control Valve Circuit -
Test .................................................................... 290
Injection Actuation Pressure Sensor - Test.......... 294
Injector Solenoid Circuit - Test............................. 297
Injector Trim File.................................................... 29
Input Selections ..................................................... 53
“A/C Fan Request Switch” ................................. 55
“A/C High Pressure Switch” ............................... 55
“Clutch Pedal Position Switch”........................... 56
“Cruise Control On/Off Switch” .......................... 55
“Cruise Control Pause Switch”........................... 55
“Cruise Control Set/Resume Switch” ................. 55
“Diagnostic Enable”............................................ 54
“Exhaust Brake Switch”...................................... 53
“Fan Override Switch” ........................................ 56
“Ignore Brake/Clutch Switch” ............................. 53
“PTO Engine RPM Set Speed Input A”.............. 54
“PTO Engine RPM Speed Input B” .................... 54
“PTO Engine Shutdown Switch” ........................ 55
“PTO On/Off Switch” .......................................... 54
“Remote PTO Resume Switch”.......................... 54
“Remote PTO Set Switch”.................................. 54
“Service Brake Pedal Position Switch #1”.......... 56
“Torque Limit Switch” ......................................... 53
“Transmission Neutral Switch” ........................... 53
“Two-Speed Axle Switch”................................... 54
“Vehicle Speed Input”......................................... 56
Intermittent Cruise Control, Idle, or PTO Kickout .. 86
Probable Causes ............................................... 86
Recommended Actions...................................... 86
Intermittent Engine Shutdown ............................... 88
Aftermarket Engine Protection Devices ............. 89
Battery Power or Ground ................................... 88
Diagnostic Codes............................................... 88
ECM or Personality Module ............................... 89
Engine Speed/Timing Sensors .......................... 89
Fuel Supply ........................................................ 89
Low Injection Actuation Pressure....................... 89
Probable Causes ............................................... 88
Recommended Actions...................................... 88
SENR9517-19
Intermittent Low Power or Power Cutout............... 89
Probable Causes ............................................... 89
Recommended Actions...................................... 89
L Sensors and Electrical Connectors ....................... 21
Low Power/Poor or No Response to Throttle ........ 91
Probable Causes ............................................... 91
Recommended Actions...................................... 91
M Service Information Report.................................... 30
Maintenance Parameters ...................................... 57
“Maintenance Indicator Mode” ........................... 57
“PM 1 Interval (Manual Maintenance Indicator
Mode)”.............................................................. 57
“PM1 Engine Oil Capacity (Automatic Maintenance
Indicator Mode)” ............................................... 57
N Interlock Code.................................................... 65
Neutral Switch Circuit - Test ................................ 307
No Diagnostic Code Detected (55)........................ 97
O Engine Monitoring ................................................ 8
Output Selections .................................................. 57
“Change Oil Lamp”............................................. 58
“Engine Running Output” ................................... 58
“Fan Control Type” ............................................. 58
“Fast Idle Enabled Lamp”................................... 57
“PTO Active Output ”.......................................... 58
“PTO Switch On Lamp”...................................... 58
“Starting Aid Output” .......................................... 58
“Wait To Start Lamp” .......................................... 57
P Table of Contents..................................................... 3
Passwords ............................................................. 58
Customer Passwords......................................... 58
Poor Acceleration or Response............................. 93
Probable Causes ............................................... 93
Recommended Actions...................................... 94
Powertrain Data Link Circuit - Test ....................... 311
Programming Parameters ..................................... 25
PTO Engine RPM Set Speed (Input A and Input B)
Circuit - Test....................................................... 318
PTO Engine Shutdown Switch Circuit - Test ....... 322
PTO Shutdown Timer - Test ................................ 325
PTO Switch Circuit - Test..................................... 327
PTO Switch ON Lamp Circuit - Test .................... 336
R “Theft Deterrent System Control”....................... 61
Remote PTO Accelerator Position Sensor Circuit -
Test .................................................................... 340
Replacing the ECM................................................ 19
407
Index Section
S
Selected Engine Rating ......................................... 59
ECM Identification Parameters .......................... 59
“Rating Number” ................................................ 59
C7 Engines ........................................................ 23
C9 Engines ........................................................ 24
Service Brake Pedal Position (Switch 1) Circuit -
Test .................................................................... 347
Service Brake Pedal Position (Switch 2) Circuit -
Test .................................................................... 351
Recommendations ............................................. 30
Smart Idle Parameters........................................... 59
“Battery Monitor & Engine Control Voltage” ....... 59
“Battery Monitor Low Idle Engine Speed” .......... 59
Starting Aid Output Circuit - Test ......................... 354
System Configuration Parameters......................... 65
“Engine Serial Number” ..................................... 65
“Full Load Setting”.............................................. 65
“Full Torque Setting”........................................... 65
“Personality Module Release Date” ................... 65
System Overview..................................................... 6
ECM Lifetime Totals ........................................... 10
Effect of Diagnostic Codes on Engine
Performance..................................................... 10
Engine Snapshot Data ......................................... 9
Hybrid Electrical Vehicle Application (HEV) ......... 8
Other ECM Functions for Performance................ 9
Passwords ......................................................... 14
Programmable Parameters................................ 13
Self-Diagnostics ................................................... 9
System Operation ................................................ 6
Trip Data That is Stored in the ECM ................... 11
T
Tachometer Circuit - Test..................................... 357
Test ECM Mode ..................................................... 25
Timer Parameters .................................................. 59
“A/C Switch Fan-On Time” ................................. 60
“Allow Idle Shutdown Override” ......................... 59
“Exhaust Brake Configuration”........................... 60
“Fan With Engine Brake On”.............................. 60
“Idle Shutdown Time” ......................................... 59
“Warm Up Mode Idle Speed” ............................. 60
Torque Limit Switch Circuit - Test ........................ 361
Transmission (AT/MT/HT) Relay Circuit - Test .... 364
Trip Parameters ..................................................... 60
“Dash - Customer Parameters”.......................... 60
“Dash - PM 1 Reset” .......................................... 60
“Quick Stop Rate” .............................................. 61
“Theft Deterrent Password”................................ 61
Troubleshooting Section.......................................... 6
Troubleshooting with a Diagnostic Code ............... 95
Troubleshooting without a Diagnostic Code .......... 66
Truck Manufacture Parameters ............................. 62
“Truck Manufacturer” ......................................... 62
“Truck Model Type” ............................................ 62
Two Speed Axle Switch Circuit - Test .................. 368

Vehicle Speed and Speedometer Circuit - Test ... 372

Vehicle Speed Circuit - Calibrate......................... 401
Vehicle Speed Parameters .................................... 62
“High Speed Range Axle Ratio”......................... 64
“Low Speed Range Axle Ratio”.......................... 64
“Soft Vehicle Speed Limit”.................................. 63
“Tachometer Calibration”.................................... 63
“Vehicle Speed Cal (J1939 ABS)”...................... 63
“Vehicle Speed Cal (J1939-Trans)”.................... 62
“Vehicle Speed Calibration” ............................... 62
“Vehicle Speed Limit (VSL)”............................... 63
“VSL Protection”................................................. 63

Wait To Start Lamp Circuit - Test ......................... 380

Warning Lamp Circuit - Test ................................ 383
Wastegate Solenoid - Test................................... 388

©2012 Caterpillar Cat, Caterpillar, their respective logos, “Caterpillar Yellow” and the Power edge
All Rights Reserved trade dress, as well as corporate and product identity used herein, are trademarks
of Caterpillar and may not be used without permission.