SENR6413-05

September 2004

Troubleshooting
G3500 Engines
ZBA1-Up (Generator Set) 8JZ1-Up (Engine)
4WD1-Up (Engine)
5JD1-Up (Engine)
8LD1-Up (Engine)
9TG1-Up (Engine)
CPG1-Up (Generator Set)
2TJ1-Up (Engine) CFD1-UP
P
7NJ1-Up (Engine) CSC1-UP
CPJ1-Up (Generator Set) CME1-UP
4EK1-Up (Engine) CTW1-UP
CRN1-Up (Generator Set) CEY1-UP
CSP1-Up (Generator Set) 7EZ1-UP
CPS1-Up (Generator Set) ZBB1-UP
6JW1-Up (Engine) ZBC1-UP
8PW1-Up (Engine)
9AW1-Up (Engine)
CPY1-Up (Generator Set)
7SZ1-Up (Engine)
8BZ1-Up (Engine)
CSZ1-Up (Generator Set)
ZAZ1-Up (Generator Set)
CTL1-Up (Engine)
CTM1-Up (Engine)
CTN1-Up (Engine)
5ZZ1-Up (Engine)
 i01658146

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.
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. 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 be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
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. Caterpillar dealers have the most current information available.

When replacement parts are required for this

product Caterpillar recommends using Caterpil-
lar replacement parts or parts with equivalent
specifications including, but not limited to, phys-
ical dimensions, type, strength and material.

Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or
death.
SENR6413-05 3
Table of Contents

Table of Contents MID 014 - CID 0301 - FMI 05 Ignition Transformer

Primary #1 open circuit ....................................... 52
MID 014 - CID 0301 - FMI 06 Ignition Transformer
Primary #1 short .................................................. 52
Troubleshooting Section MID 014 - CID 0301 - FMI 12 Ignition Transformer
Primary #1 short to return ................................... 52
Electronic Troubleshooting
MID 014 - CID 0302 - FMI 05 Ignition Transformer
System Overview .................................................... 7
Primary #2 open circuit ....................................... 53
Self-Diagnostics ...................................................... 9
MID 014 - CID 0302 - FMI 06 Ignition Transformer
Location of Components ....................................... 10
Primary #2 short .................................................. 53
Electrical Connectors and Functions .................... 15
MID 014 - CID 0302 - FMI 12 Ignition Transformer
Electronic Service Tools ........................................ 16
Primary #2 short to return ................................... 53
Engine Monitoring System .................................... 21
MID 014 - CID 0303 - FMI 05 Ignition Transformer
Primary #3 open circuit ....................................... 54
Programming Parameters
MID 014 - CID 0303 - FMI 06 Ignition Transformer
Programming Parameters ..................................... 22
Primary #3 short .................................................. 54
Customer Parameters Worksheet ........................ 23
MID 014 - CID 0303 - FMI 12 Ignition Transformer
Replacing the ECM ............................................... 25
Primary #3 short to return ................................... 55
Replacing the EIS Control Module ........................ 26
MID 014 - CID 0304 - FMI 05 Ignition Transformer
Troubleshooting Data Sheet ................................. 27
Primary #4 open circuit ....................................... 55
MID 014 - CID 0304 - FMI 06 Ignition Transformer
Troubleshooting without a Diagnostic Code
Primary #4 short .................................................. 55
Air Starting Motor (Malfunction) ............................ 29
MID 014 - CID 0304 - FMI 12 Ignition Transformer
Alternator (Malfunction) ........................................ 30
Primary #4 short to return ................................... 56
Coolant in Engine Oil ............................................ 31
MID 014 - CID 0305 - FMI 05 Ignition Transformer
Detonation ............................................................ 32
Primary #5 open circuit ....................................... 56
Diagnostic Code Will Not Clear ............................ 33
MID 014 - CID 0305 - FMI 06 Ignition Transformer
Electronic Service Tool Displays
Primary #5 short .................................................. 56
UNDETERMINED ............................................... 33
MID 014 - CID 0305 - FMI 12 Ignition Transformer
Electronic Service Tool Will Not Communicate with
Primary #5 short to return ................................... 57
ECM .................................................................... 33
MID 014 - CID 0306 - FMI 05 Ignition Transformer
Engine Coolant Temperature (High) ..................... 34
Primary #6 open circuit ....................................... 57
Engine Coolant Temperature (Low) ...................... 35
MID 014 - CID 0306 - FMI 06 Ignition Transformer
Engine Cranks but Will Not Start .......................... 35
Primary #6 short .................................................. 58
Engine Has Early Wear ........................................ 36
MID 014 - CID 0306 - FMI 12 Ignition Transformer
Engine Misfires, Runs Rough or Is Unstable ........ 37
Primary #6 short to return ................................... 58
Engine Oil in Cooling System ............................... 38
MID 014 - CID 0307 - FMI 05 Ignition Transformer
Engine Oil Pressure (Low) .................................... 38
Primary #7 open circuit ....................................... 58
Engine Shutdown without a Diagnostic Code ....... 39
MID 014 - CID 0307 - FMI 06 Ignition Transformer
Engine Starts but Stalls Immediately .................... 40
Primary #7 short .................................................. 59
Engine Timing Does Not Match Programmed
MID 014 - CID 0307 - FMI 12 Ignition Transformer
Timing ................................................................. 40
Primary #7 short to return ................................... 59
Engine Will Not Crank ........................................... 41
MID 014 - CID 0308 - FMI 05 Ignition Transformer
Excessive Engine Oil Consumption ...................... 42
Primary #8 open circuit ....................................... 59
Exhaust Port Temperature (High) ......................... 43
MID 014 - CID 0308 - FMI 06 Ignition Transformer
Fuel Metering Valve .............................................. 44
Primary #8 short .................................................. 60
Inlet Air Temperature (High) .................................. 44
MID 014 - CID 0308 - FMI 12 Ignition Transformer
Intermittent Engine Shutdown ............................... 45
Primary #8 short to return ................................... 60
Low Power/Poor or No Response to Throttle ....... 46
MID 014 - CID 0309 - FMI 05 Ignition Transformer
Mechanical Noise (Knock) in Engine .................... 47
Primary #9 open circuit ....................................... 61
Noise Coming from Cylinder ................................. 48
MID 014 - CID 0309 - FMI 06 Ignition Transformer
Poor Fuel Consumption ........................................ 48
Primary #9 short .................................................. 61
Short Spark Plug Life ............................................ 48
MID 014 - CID 0309 - FMI 12 Ignition Transformer
Too Much Vibration ............................................... 49
Primary #9 short to return ................................... 62
MID 014 - CID 0310 - FMI 05 Ignition Transformer
Troubleshooting with a Diagnostic Code
Primary #10 open circuit ..................................... 63
Diagnostic Codes .................................................. 50
MID 014 - CID 0310 - FMI 06 Ignition Transformer
MID 014 - CID 0168 - FMI 02 System Voltage
Primary #10 short ................................................ 64
intermittent/erratic ............................................... 51
MID 014 - CID 0310 - FMI 12 Ignition Transformer
MID 014 - CID 0300 - FMI 03 Primary Return short to
Primary #10 short to return ................................. 64
+batt .................................................................... 51
MID 014 - CID 0311 - FMI 05 Ignition Transformer
MID 014 - CID 0300 - FMI 04 Primary Return short to
Primary #11 open circuit ..................................... 65
ground ................................................................. 51
4 SENR6413-05
Table of Contents
MID 014 - CID 0311 - FMI 06 Ignition Transformer
Primary #11 short ................................................ 66
MID 014 - CID 0311 - FMI 12 Ignition Transformer
Primary #11 short to return ................................. 67
MID 014 - CID 0312 - FMI 05 Ignition Transformer
Primary #12 open circuit ..................................... 67
MID 014 - CID 0312 - FMI 06 Ignition Transformer
Primary #12 short ................................................ 68
MID 014 - CID 0312 - FMI 12 Ignition Transformer
Primary #12 short to return ................................. 69
MID 014 - CID 0313 - FMI 05 Ignition Transformer
Primary #13 open circuit ..................................... 69
MID 014 - CID 0313 - FMI 06 Ignition Transformer
Primary #13 short ................................................ 70
MID 014 - CID 0313 - FMI 12 Ignition Transformer
Primary #13 short to return ................................. 71
MID 014 - CID 0314 - FMI 05 Ignition Transformer
Primary #14 open circuit ..................................... 71
MID 014 - CID 0314 - FMI 06 Ignition Transformer
Primary #14 short ................................................ 72
MID 014 - CID 0314 - FMI 12 Ignition Transformer
Primary #14 short to return ................................. 73
MID 014 - CID 0315 - FMI 05 Ignition Transformer
Primary #15 open circuit ..................................... 73
MID 014 - CID 0315 - FMI 06 Ignition Transformer
Primary #15 short ................................................ 74
MID 014 - CID 0315 - FMI 12 Ignition Transformer
Primary #15 short to return ................................. 74
MID 014 - CID 0316 - FMI 05 Ignition Transformer
Primary #16 open circuit ..................................... 75
MID 014 - CID 0316 - FMI 06 Ignition Transformer
Primary #16 short ................................................ 75
MID 014 - CID 0316 - FMI 12 Ignition Transformer
Primary #16 short to return ................................. 76
MID 014 - CID 0317 - FMI 08 Load Sensor (MAPS)
signal abnormal ................................................... 77
MID 014 - CID 0317 - FMI 11 No Inlet Manifold
Pressure signal ................................................... 77
MID 014 - CID 0318 - FMI 01 Loss of Right Bank
Detonation Sensor Signal ................................... 77
MID 014 - CID 0318 - FMI 03 Right Bank Detonation
Sensor short to +batt .......................................... 78
MID 014 - CID 0318 - FMI 05 Right Bank Detonation
Sensor open or short to ground .......................... 78
MID 014 - CID 0319 - FMI 01 Loss of Left Bank
Detonation Sensor Signal ................................... 78
MID 014 - CID 0319 - FMI 03 Left Bank Detonation
Sensor short to +batt .......................................... 79
MID 014 - CID 0319 - FMI 05 Left Bank Detonation
Sensor open or short to ground .......................... 79
MID 014 - CID 0320 - FMI 05 Timing Control Speed
Sensor open/short to +batt ................................. 79
MID 014 - CID 0320 - FMI 07 Speed/Timing Sensor
improper response .............................................. 80
MID 014 - CID 0320 - FMI 08 Engine Speed/Timing
signal abnormal ................................................... 80
MID 014 - CID 0321 - FMI 04 Diagnostic Reset
Switch short to ground ........................................ 80
MID 014 - CID 0322 - FMI 03 Shutdown Relay short
to +batt ................................................................ 81
MID 014 - CID 0322 - FMI 05 Shutdown Relay
open/short to ground ........................................... 81
MID 014 - CID 0323 - FMI 03 Shutdown Lamp short
to +batt ................................................................ 81
MID 014 - CID 0323 - FMI 05 Shutdown Lamp
open/short to ground ........................................... 82
MID 014 - CID 0324 - FMI 03 Warning Lamp short to
+batt .................................................................... 82
MID 014 - CID 0324 - FMI 05 Warning Lamp
open/short to ground ........................................... 82
MID 014 - CID 0325 - FMI 00 Excessive
Detonation ........................................................... 83
MID 014 - CID 0326 - FMI 01 Detonation Retarded
Timing ................................................................. 83
MID 014 - CID 0327 - FMI 02 Number of Detonation
Sensors mismatch .............................................. 83
MID 014 - CID 0328 - FMI 02 Number of Cylinders
mismatch ............................................................. 84
MID 014 - CID 0329 - FMI 11 Communication Fault
with CAT A/F Ratio Control ................................. 84
MID 014 - CID 0330 - FMI 11 Propane Timing Mode
requested ............................................................ 84
MID 014 - CID 0331 - FMI 11 Ignition Shutdown
requested ............................................................ 85
MID 014 - CID 0401 - FMI 00 Ignition Transformer
Secondary #1 maintenance needed ................... 85
MID 014 - CID 0401 - FMI 05 Ignition Transformer
Secondary #1 open circuit .................................. 85
MID 014 - CID 0401 - FMI 06 Ignition Transformer
Secondary #1 short to ground ............................. 86
MID 014 - CID 0401 - FMI 12 Ignition Transformer
Secondary #1 noisy component .......................... 86
MID 014 - CID 0402 - FMI 00 Ignition Transformer
Secondary #2 maintenance needed ................... 87
MID 014 - CID 0402 - FMI 05 Ignition Transformer
Secondary #2 open circuit .................................. 87
MID 014 - CID 0402 - FMI 06 Ignition Transformer
Secondary #2 short to ground ............................. 87
MID 014 - CID 0402 - FMI 12 Ignition Transformer
Secondary #2 noisy component .......................... 88
MID 014 - CID 0403 - FMI 00 Ignition Transformer
Secondary #3 maintenance needed ................... 88
MID 014 - CID 0403 - FMI 05 Ignition Transformer
Secondary #3 open circuit .................................. 89
MID 014 - CID 0403 - FMI 06 Ignition Transformer
Secondary #3 short to ground ............................. 89
MID 014 - CID 0403 - FMI 12 Ignition Transformer
Secondary #3 noisy component .......................... 89
MID 014 - CID 0404 - FMI 00 Ignition Transformer
Secondary #4 maintenance needed ................... 90
MID 014 - CID 0404 - FMI 05 Ignition Transformer
Secondary #4 open circuit .................................. 90
MID 014 - CID 0404 - FMI 06 Ignition Transformer
Secondary #4 short to ground ............................. 91
MID 014 - CID 0404 - FMI 12 Ignition Transformer
Secondary #4 noisy component .......................... 91
MID 014 - CID 0405 - FMI 00 Ignition Transformer
Secondary #5 maintenance needed ................... 91
MID 014 - CID 0405 - FMI 05 Ignition Transformer
Secondary #5 open circuit .................................. 92
SENR6413-05
MID 014 - CID 0405 - FMI 06 Ignition Transformer
Secondary #5 short to ground ............................. 92
MID 014 - CID 0405 - FMI 12 Ignition Transformer
Secondary #5 noisy component .......................... 93
MID 014 - CID 0406 - FMI 00 Ignition Transformer
Secondary #6 maintenance needed ................... 93
MID 014 - CID 0406 - FMI 05 Ignition Transformer
Secondary #6 open circuit .................................. 93
MID 014 - CID 0406 - FMI 06 Ignition Transformer
Secondary #6 short to ground ............................. 94
MID 014 - CID 0406 - FMI 12 Ignition Transformer
Secondary #6 noisy component .......................... 94
MID 014 - CID 0407 - FMI 00 Ignition Transformer
Secondary #7 maintenance needed ................... 95
MID 014 - CID 0407 - FMI 05 Ignition Transformer
Secondary #7 open circuit .................................. 95
MID 014 - CID 0407 - FMI 06 Ignition Transformer
Secondary #7 short to ground ............................. 95
MID 014 - CID 0407 - FMI 12 Ignition Transformer
Secondary #7 noisy component .......................... 96
MID 014 - CID 0408 - FMI 00 Ignition Transformer
Secondary #8 maintenance needed ................... 96
MID 014 - CID 0408 - FMI 05 Ignition Transformer
Secondary #8 open circuit .................................. 97
MID 014 - CID 0408 - FMI 06 Ignition Transformer
Secondary #8 short to ground ............................. 97
MID 014 - CID 0408 - FMI 12 Ignition Transformer
Secondary #8 noisy component .......................... 97
MID 014 - CID 0409 - FMI 00 Ignition Transformer
Secondary #9 maintenance needed ................... 98
MID 014 - CID 0409 - FMI 05 Ignition Transformer
Secondary #9 open circuit .................................. 99
MID 014 - CID 0409 - FMI 06 Ignition Transformer
Secondary #9 short to ground ........................... 100
MID 014 - CID 0409 - FMI 12 Ignition Transformer
Secondary #9 noisy component ........................ 100
MID 014 - CID 0410 - FMI 00 Ignition Transformer
Secondary #10 maintenance needed ............... 101
MID 014 - CID 0410 - FMI 05 Ignition Transformer
Secondary #10 open circuit .............................. 102
MID 014 - CID 0410 - FMI 06 Ignition Transformer
Secondary #10 short to ground ......................... 103
MID 014 - CID 0410 - FMI 12 Ignition Transformer
Secondary #10 noisy component ...................... 103
MID 014 - CID 0411 - FMI 00 Ignition Transformer
Secondary #11 maintenance needed ............... 104
MID 014 - CID 0411 - FMI 05 Ignition Transformer
Secondary #11 open circuit ............................... 105
MID 014 - CID 0411 - FMI 06 Ignition Transformer
Secondary #11 short to ground ......................... 106
MID 014 - CID 0411 - FMI 12 Ignition Transformer
Secondary #11 noisy component ...................... 106
MID 014 - CID 0412 - FMI 00 Ignition Transformer
Secondary #12 maintenance needed ............... 107
MID 014 - CID 0412 - FMI 05 Ignition Transformer
Secondary #12 open circuit .............................. 108
MID 014 - CID 0412 - FMI 06 Ignition Transformer
Secondary #12 short to ground ......................... 109
MID 014 - CID 0412 - FMI 12 Ignition Transformer
Secondary #12 noisy component ...................... 109
MID 014 - CID 0413 - FMI 00 Ignition Transformer
Secondary #13 maintenance needed ................ 110
5
Table of Contents
MID 014 - CID 0413 - FMI 05 Ignition Transformer
Secondary #13 open circuit ............................... 111
MID 014 - CID 0413 - FMI 06 Ignition Transformer
Secondary #13 short to ground .......................... 111
MID 014 - CID 0413 - FMI 12 Ignition Transformer
Secondary #13 noisy component ....................... 112
MID 014 - CID 0414 - FMI 00 Ignition Transformer
Secondary #14 maintenance needed ................ 113
MID 014 - CID 0414 - FMI 05 Ignition Transformer
Secondary #14 open circuit ............................... 113
MID 014 - CID 0414 - FMI 06 Ignition Transformer
Secondary #14 short to ground .......................... 114
MID 014 - CID 0414 - FMI 12 Ignition Transformer
Secondary #14 noisy component ....................... 114
MID 014 - CID 0415 - FMI 00 Ignition Transformer
Secondary #15 maintenance needed ................ 115
MID 014 - CID 0415 - FMI 05 Ignition Transformer
Secondary #15 open circuit ............................... 116
MID 014 - CID 0415 - FMI 06 Ignition Transformer
Secondary #15 short to ground .......................... 116
MID 014 - CID 0415 - FMI 12 Ignition Transformer
Secondary #15 noisy component ....................... 117
MID 014 - CID 0416 - FMI 00 Ignition Transformer
Secondary #16 maintenance needed ................ 118
MID 014 - CID 0416 - FMI 05 Ignition Transformer
Secondary #16 open circuit ............................... 118
MID 014 - CID 0416 - FMI 06 Ignition Transformer
Secondary #16 short to ground .......................... 119
MID 014 - CID 0416 - FMI 12 Ignition Transformer
Secondary #16 noisy component ....................... 119
MID 014 - CID 0591 - FMI 12 EEPROM checksum
fault or ECM not programmed ........................... 120
MID 018 - CID 0317 - FMI 11 No Inlet Manifold
Pressure signal ................................................. 120
MID 018 - CID 0321 - FMI 04 Diagnostic Reset
Switch short to ground ...................................... 121
MID 018 - CID 0523 - FMI 00 Engine Overspeed
**Shutdown** .................................................... 121
MID 018 - CID 0523 - FMI 02 Noisy Engine Speed
signal ................................................................. 121
MID 018 - CID 0523 - FMI 11 No A/F Ratio Engine
Speed Sensor **Shutdown** ............................. 121
MID 018 - CID 0550 - FMI 02 Noisy or Loss of
Oxygen Signal ................................................... 122
MID 018 - CID 0551 - FMI 01 Oxygen Sensor not
connected to buffer ........................................... 122
MID 018 - CID 0552 - FMI 11 Engine Speed present
during an O2 calibration .................................... 122
MID 018 - CID 0553 - FMI 11 Oxygen Signal present
when it should not have been ........................... 123
MID 018 - CID 0554 - FMI 11 Oxygen Signal missing
during O2 calibration step ................................. 123
MID 018 - CID 0555 - FMI 02 Noisy Oxygen
signal ................................................................. 124
MID 018 - CID 0556 - FMI 11 Oxygen Sensor
Calculated Gain out of range ............................ 124
MID 018 - CID 0557 - FMI 11 Oxygen Sensor
Calculated Offset out of range .......................... 125
MID 018 - CID 0560 - FMI 02 Cat Data Link
fault ................................................................... 125
MID 018 - CID 0563 - FMI 11 Loss of Desired Speed
Signal ................................................................ 125
6 SENR6413-05
Table of Contents

MID 018 - CID 0564 - FMI 02 Noisy Desired Speed

Signal ................................................................ 126
MID 018 - CID 0565 - FMI 11 Shutdown Imminent
Due To Missing Desired Speed Signal .............. 126
MID 018 - CID 0570 - FMI 11 Temperature Sensor
Reading out of range ........................................ 126
MID 018 - CID 0576 - FMI 02 Heinzmann Actuator
not controlling position ...................................... 127
MID 018 - CID 0577 - FMI 11 Heinzmann Actuator
Calculated Gain out of range ............................ 127
MID 018 - CID 0578 - FMI 11 Heinzmann Actuator
Calculated Offset out of range .......................... 127
MID 018 - CID 0590 - FMI 12 Engine Control Module
malfunction ........................................................ 128
MID 018 - CID 0591 - FMI 12 EEPROM checksum
fault or ECM not programmed ........................... 128
MID 018 - CID 0770 - FMI 09 Cat Data Link #2
communications ................................................ 129

Diagnostic Functional Tests

CAT Data Link ..................................................... 130
Control Module Self Test ..................................... 142
Desired Engine Speed Signal ............................. 148
Detonation Retard and Detonation Shutdown .... 159
Detonation Sensors ............................................ 180
Diagnostic Reset Switch ..................................... 188
Electrical Power Supply ...................................... 194
Engine Speed Sensor ......................................... 201
Engine Speed/Timing Sensor ............................. 207
Engine Speed Switch .......................................... 212
Fuel Actuator ...................................................... 215
Ignition Shutdown Circuit .................................... 220
Ignition Transformers Primary Circuit ................. 224
Ignition Transformers Secondary Circuit and Spark
Plugs ................................................................. 237
Inlet Manifold Pressure Sensor ........................... 241
Inlet Manifold Temperature Sensor ..................... 249
Inspecting Electrical Connectors ........................ 253
Oxygen Sensor Calibration Switch ..................... 257
Oxygen Sensor Signal ........................................ 260
Propane Switch ................................................... 270
Shutdown Lamp .................................................. 273
Shutdown Relay .................................................. 277
Warning Lamp Circuit - Test ................................ 280

Calibration Procedures
Engine Speed/Timing Sensor - Calibrate ............ 284
Oxygen Sensor - Calibrate ................................. 287

Index Section
Index ................................................................... 291
SENR6413-05
Troubleshooting Section
Electronic Troubleshooting
i01920931
System Overview
SMCS Code: 1900
Introduction
Electronic Ignition System (EIS)
The Caterpillar EIS provides variable ignition timing
that is sensitive to detonation. The EIS consists of
the following components:
• EIS control module
• Ignition transformers
• Speed/Timing sensor
• Manifold air pressure sensor (MAP)
• Detonation sensors
Each cylinder has an ignition transformer that is
located under the valve cover for the cylinder. To
initiate combustion, the control module sends a pulse
of approximately 190 volts to the primary coil of each
ignition transformer at the appropriate time and for
the appropriate duration. The transformers step up
the voltage in order to create a spark across the
spark plug electrode.
Detonation sensors monitor the engine for excessive
detonation. The engine has two detonation sensors.
Each sensor monitors one cylinder bank. The sensors
generate data on vibration that is processed by the
control module in order to determine detonation
levels. If detonation reaches an unacceptable level,
the control module retards the ignition timing of
the cylinders. If retarding the timing does not limit
detonation to an acceptable level, the control module
shuts down the engine.
The ignition is enabled via an input on the control
module. The input is activated by a control system
that is provided by Caterpillar or by the customer.
The control module provides extensive diagnostics
for the ignition system. The control module also
contains an input for ignition timing in order to allow
operation with alternate fuels such as propane that
require a timing offset.
7
Troubleshooting Section
Optional Electronic Systems
Optional electronic systems provide additional
capabilities and features. The systems that may be
installed depend on the application.
• Air/fuel ratio control
• Status Control Module (SCM)
• Other systems that are provided by Caterpillar or
by the customer
Air/Fuel Ratio Control
The engine may be equipped with an air/fuel ratio
control system. The system provides the following
capabilities:
• Control of exhaust emissions
• Adjustment for changes in the fuel BTU
• Engine speed governing
The system consists of the following components:
• Electronic Control Module (ECM)
• Oxygen sensor
• Oxygen buffer
• Speed sensor
• Inlet manifold pressure sensor
• Inlet manifold temperature sensor
• Fuel valve
• Throttle actuator
• Input switches
Some of the components are located in a remote
control panel that is connected to the engine via a
wiring harness.
The air/fuel ratio control consists of two subsystems:
air/fuel ratio control and engine speed governing.
Air/Fuel Ratio Control
The ECM provides control of the air/fuel mixture for
performance and efficiency at low emission levels.
The control compensates for changes in the BTU of
the fuel in order to maintain desired emission levels.
The following steps describe the basic operation:
8 SENR6413-05
Troubleshooting Section
1. The ECM determines the desired flow rates for the
air and the fuel. The flow rates are determined by
these factors:
• Desired engine speed
• Actual engine speed
• Calculated engine load
2. The ECM sends a signal to the fuel metering valve
and a signal to the governor.
3. The ECM monitors the amount of oxygen in the
exhaust gas via the oxygen sensor. The ECM
adjusts the signal for the flow of air and fuel in
order to achieve the desired level of exhaust
emissions.
This process is repeated continuously during
engine operation unless the AFR control has been
disabled. The air/fuel ratio control may be disabled
with the Digital Diagnostic Tool (DDT). This aids in
troubleshooting the system.
The air/fuel ratio control communicates with the EIS
via the Cat data link. Sensor information and control
information are passed between the two systems via
the Cat data link.
Engine Speed Governing
The ECM uses sensors, switches, and the throttle
actuator in order to govern the speed of the engine.
Desired engine speed is determined by the status of
the idle/rated switch, the desired speed input, and
programmable parameters.
The source of the desired engine speed depends
on the application. The input may be from a
potentiometer, a pressure module, or an electronic
device.
Inside the ECM, the desired engine speed is
compared to the actual engine speed. The ECM uses
gains in order to provide stable operation. The ECM
issues a throttle command to the throttle actuator.
The throttle actuator is electrically controlled and
hydraulically actuated. The throttle position is
controlled in open loop mode: there is no feedback
for the throttle position. The actual throttle position
can be viewed on a mechanical pointer that is built
into the mechanism of the throttle.
Status Control Module (SCM)
The SCM includes the following features:
• Control of starting the engine and stopping the
engine
• Basic engine protection
• A display of the status of certain parameters
• Shutdown indicators
• Diagnostic information
When the SCM receives a signal to start the engine,
the SCM activates the fuel system and the starting
motor. The SCM also sends a command to the EIS
control module in order to begin the ignition. When
the engine rpm reaches the crank termination speed,
the starting motor is disengaged.
The SCM will sequentially display the following
parameters in two second increments: service hours,
engine rpm, battery voltage, engine oil pressure, and
engine oil temperature. The SCM also monitors the
engine for faults.
The SCM protects the engine from certain faults. For
example, the SCM will shut down the engine if the oil
temperature is above the setpoint.
The SCM displays certain operating parameters. For
example, the temperature of the oil can be displayed
on the module’s indicator.
The SCM also has light emitting diodes that indicate
an engine shutdown.
The engine will operate until the SCM receives a
shutdown signal. The shutdown signal can come
from a switch or from the EIS control module. When
the SCM shuts off the fuel supply, the SCM also
sends a command to the EIS control module in order
to terminate the ignition.
Engine Monitoring and Protection
The engine may be equipped with a system that
provides additional features. The system that is
installed depends on the application. The system
may communicate with the EIS and the air/fuel ratio
control via the Cat data link. The system may provide
some of the following features or all of the following
features:
• Control of starting the engine and stopping the
engine
• Basic engine protection
• A display of the status of certain operating
parameters
• Diagnostic information
SENR6413-05
These features may be provided by these systems:
• Status Control Module
• Electronic Modular Control Panel (EMCP)
Start/Stop Control
If the system provides start/stop control of the engine,
the system sends a command to the EIS control
module. The command enables the ignition and the
command disables the ignition.
If the system does not provide start/stop control of the
engine, the starting of the engine and the stopping of
the engine is controlled by equipment that is provided
by the customer.
Basic Engine Protection
The system may provide additional protection for the
engine. The protection that is provided depends on
the system. For example, protection may be provided
for the loss of oil pressure.
Engine Operating Parameters
The system may provide indications of engine
operation. For example, the system may provide
a digital indication of the oil pressure and the oil
temperature.
Diagnostic Information
The system may provide additional diagnostic
information for the engine. For example, if the engine
was shut down for high oil temperature, the system
would provide a diagnostic code for the event.
i01995822
Self-Diagnostics
SMCS Code: 1901
Electronic Ignition System (EIS)
The EIS Control Module has the ability to detect
problems with the ignition system. When the control
module detects a problem, the module generates a
code. There are two types of codes:
• Warning
• Shutdown
9
Troubleshooting Section
Warning – The control module has detected a
problem with the ignition system. The problem does
not require the engine to be shut down. The control
module illuminates the warning lamp. The control
module also generates a diagnostic code. The code
is stored in the memory of the control module. The
code can be viewed via an electronic service tool.
Shutdown – The control module has detected
a problem with the ignition system. The problem
requires the engine to be shut down. The control
module illuminates the shutdown lamp. The control
module also generates a diagnostic code. The code
is stored in the memory of the control module. The
code can be viewed via an electronic service tool.
The control module cannot shut down the engine.
Instead, the control module activates the shutdown
output. The shutdown output can be used by another
system to shut down the engine.
Every generated code is stored in the memory of the
control module. The codes remain in the memory
of the control module even if the power is removed
from the module. The codes may be useful to help
troubleshoot intermittent problems. The codes can
also be used to review the performance of the engine
and the electronic system.
Diagnostic codes may not indicate that a repair is
needed. The problem may have been temporary.
The problem may have been resolved since the
generation of the code. For example, if the system is
powered and the warning lamp is disconnected, the
control module will detect the problem. The module
will generate a diagnostic code for the problem.
The module will store the code. When the lamp is
connected, the problem will disappear. The code will
remain in the memory of the module until the code is
cleared.
All of the codes are cleared from memory when the
diagnostic reset switch is activated.
Optional Air/Fuel Ratio Control
The Electronic Control Module (ECM) for the Air/Fuel
Ratio Control has the ability to detect problems with
the air/fuel ratio control and with the governor. When
the ECM detects a problem, the ECM generates a
code. There are two types of codes:
• Warning
• Shutdown
10 SENR6413-05
Troubleshooting Section

Warning – The ECM has detected a problem with i01996152

the air/fuel ratio control. The problem does not require
the engine to be shut down. The ECM illuminates the Location of Components
warning lamp. The ECM also generates a diagnostic
code. The code is stored in the memory of the ECM. SMCS Code: 1900
The code is displayed on the front of the ECM. The
code can also be viewed via an electronic service Electronic Ignition System (EIS)
tool.
The EIS provides control of the ignition.
Shutdown – The control module has detected a
problem with the air/fuel ratio control. The problem
requires the engine to be shut down. The control
module illuminates the shutdown lamp. The control
module also generates a diagnostic code. The code
is stored in the memory of the ECM. The code is
displayed on the front of the ECM. The code can
be viewed via an electronic service tool. The ECM
cannot shut down the engine. Instead, the ECM
sends a shutdown request to another system. The
other system may be provided by Caterpillar or by
the customer. The other system sends a shutdown
request to the EIS control module. The engine is shut
down.

Every generated code is stored in the memory of the

ECM. The codes remain in the memory of the ECM
even if the power is removed from the ECM. The
codes may be useful to help troubleshoot intermittent
problems. The codes can also be used to review the
performance of the engine and the electronic system.

A code may not indicate that a repair is needed. The

problem may have been temporary. The problem
may have been resolved since the generation of
the code. For example, if the system is powered
and the oxygen sensor is disconnected, the ECM
will detect the problem. The ECM will generate a
diagnostic code for the problem. When the sensor
is connected, the problem will disappear. The code
will remain on the display and the warning lamp will
remain illuminated until the diagnostic reset switch
is activated.

All of the codes are cleared from the ECM when the
diagnostic reset switch is activated.

Optional Status Control Module

(SCM)
The Status Control Module (SCM) has the ability to
detect problems with circuits that monitor the engine
parameters. Refer to Systems Operation, SENR6420
for information on the status control module.
SENR6413-05 11
Troubleshooting Section

g01033235
Illustration 1
Components for the EIS
(1) Inlet manifold pressure sensor (3) Detonation sensor (5) Speed/timing sensor
(2) Transformer (4) EIS control module (6) Detonation sensor

EIS Control Module Speed/Timing Sensor

Control module (4) provides the signals for the Speed/timing sensor (5) provides information to the
ignition transformers. control module about the position of the crankshaft
and the engine rpm. The control module uses the
Transformers information in order to determine the ignition timing.

There is a transformer (2) underneath the valve Distribution Panel

cover for each cylinder. The transformers deliver high
voltage to the spark plugs.

Sensors
The sensors provide signals to the control module.
The control module uses the signals in order to
provide the signals to the transformers at the
appropriate time.

Inlet Manifold Pressure Sensor

The control module uses the signal from inlet

manifold pressure sensor (1) in order to determine
the engine load.

Detonation Sensors

Detonation sensors (3) and (6) produce a voltage

signal that is proportional to the level of detonation.
The control module uses the signals from the
detonation sensors in order to determine the level Illustration 2
g01033252
of detonation. To eliminate detonation, the control Left side of the engine
module will retard the ignition timing.
(7) Distribution panel
12 SENR6413-05
Troubleshooting Section

An optional distribution panel (7) may be attached

to the control module. The distribution panel
is for Canadian Standards Association (CSA)
requirements.

Optional Air/Fuel Ratio Control

The air/fuel ratio control provides control of emissions
and engine speed governing.

Electronic Control Module (ECM)

g01033220
Illustration 3
Remote control panel
This panel is configured for CSA.
(8) Electronic Control Module (ECM)

ECM (8) is located inside an optional remote control

panel. The location of the remote control panel varies
depending on the customer’s requirements. The type
of panel that is used depends on the engine’s options.
SENR6413-05 13
Troubleshooting Section

Sensors and Actuators

g01047220
Illustration 4
Components for the air/fuel ratio control
(9) Inlet manifold temperature sensor (11) Oxygen buffer (13) Fuel actuator
(10) Oxygen sensor (12) Throttle actuator

Inlet Manifold Temperature Sensor

Inlet manifold temperature sensor (9) provides a

signal to the ECM that indicates the temperature of
the air/fuel mixture in the inlet manifold. The ECM
uses the information in order to control the air/fuel
ratio.

Oxygen Sensor and Oxygen Buffer

Oxygen sensor (10) and oxygen buffer (11) develop

a signal that is proportional to the percent of oxygen
in the exhaust manifold. The ECM uses the signal
for adjusting the air/fuel ratio in order to achieve the
level of emissions that is desired.

Throttle Actuator

Throttle actuator (12) provides precise control of the

speed of the engine. Linkage connects the throttle
actuator to the throttle plate.

Fuel Actuator

Fuel actuator (13) provides precise control of the

flow of fuel. The fuel actuator provides a position
feedback signal to the ECM.
14 SENR6413-05
Troubleshooting Section

Engine Speed Sensor Optional Status Control Module

(SCM)

g01047250
Illustration 6
Remote control panel
(15) Status control module

g01047242 SCM (15) is located in a remote control panel. The

Illustration 5 SCM may be located in the same panel as the ECM.
Rear view of the engine The location of the remote control panel varies
(14) Speed sensor for the air/fuel ratio control depending on the customer’s requirements.

Speed sensor (14) provides a signal to the ECM that Terminal Box
indicates the speed of the engine. The ECM uses the
signal in order to govern the speed of the engine.

g01047257
Illustration 7
Right side view
(16) Terminal box
SENR6413-05 15
Troubleshooting Section

A terminal box (16) may be mounted on the engine. Terminal Box

The terminal box contains terminal strips and
additional components.

i01998080

Electrical Connectors and

Functions
SMCS Code: 7553-WW

Harness Wire Identification

Caterpillar identifies different wires with eleven
different solid colors. Table 1 lists the color codes of Illustration 8
g01047291
the wiring.
Typical terminal box
Table 1 (1) Terminal box
(2) Connector for the electronic service tool
Color Codes for Wiring
Code Color A terminal box (1) may be mounted on the engine.
The terminal box contains terminal strips and
BK Black additional components.
BR Brown
BU Blue Remote Control Panels
GN Green Some engines are configured with a remote control
GY Gray panel. The location of the panel depends on the
customer’s requirements.
OR Orange
PK Pink Engine Supervisory System
PU Purple
RD Red
WH White
YL Yellow

In addition to the color, the entire length of each

wire is stamped with a specific circuit number that is
repeated on every 25 mm (1 inch) of the wire. The
actual wires are identified on the schematic.

For example, a code of J011-RD on the schematic

identifies a red wire that is stamped with the circuit
number J011. This particular wire is the engine
harness wire for the primary signal of the transformer
in the number one cylinder. For all Caterpillar engine
harnesses with electronic ignition systems, the code
of “J011-RD” identifies the wire for the primary signal
of the transformer in the number one cylinder.
g01047293
The schematic also identifies the size of the wire. Illustration 9
The size or gauge of the wire is called the American (3) Engine Supervisory System
Wire Gauge (AWG). Unless the schematic specifies
a different size, you may assume that the wire is 16 The remote control panel for the Engine Supervisory
AWG. System (3) contains the Electronic Control Module
(ECM) for the air/fuel ratio control and the Status
Control Module (SCM).
16 SENR6413-05
Troubleshooting Section

Remote Control Panel (Status) Distribution Panel

g01047294
Illustration 10
(4) Remote Control Panel (Status)

This remote control panel contains only the SCM.

Canadian Standards Assocation (CSA)

g01047298
Illustration 12
Air/Fuel Ratio Control
(10) Distribution panel
(11) Power indicator
(12) Warning lamp
(13) Emergency stop button
(14) Shutdown lamp
(15) J3 connector for the Cat data link
(16) J5 connector for the inlet manifold pressure sensor
(17) J4 connector for the customer’s equipment
(18) J1 connector for the power supply
(19) J6 connector for the sensors
(20) Flexible conduit for the ignition wiring
(21) Circuit breaker
(22) Connector for the EIS control module
(23) Diagnostic reset switch

If the engine is configured for CSA, a distribution

panel is connected to the control module for the
Electronic Ignition System (EIS).

i01998083

Electronic Service Tools

g01047296 SMCS Code: 0785
Illustration 11
(5) Air/Fuel Ratio Control (CSA) Caterpillar Electronic Service Tools are designed to
(6) J3 connector for the interconnect harness
(7) J5 connector for the Cat data link help the service technician perform the following
(8) J6 connector for the remote speed control procedures:
(9) J7 connector for electrical power
• Obtain data.
If the engine is configured for CSA, the remote control
panel contains the ECM for the air/fuel ratio control. • Diagnose problems.
SENR6413-05 17
Troubleshooting Section

• Read parameters.
• Program parameters.
• Calibrate sensors.
The tools that are listed in Table 2 are required in
order to enable a service technician to perform the
procedures.

Table 2
Service Tools
Pt. No. Description Functions
8T-8726 Adapter Cable As This breakout harness is for use between the jacks and the plugs
of the sensors.
151-6320 Wire Removal Tool This tool is used for the removal of pins and sockets from Deutsch
connectors and AMP connectors.
1U-5804 Crimp Tool This tool is used for work with CE electrical connectors.
Digital Multimeter The multimeter is used for the testing and the adjusting of electronic
circuits.
7X-1710 Multimeter Probes The probes are used with the multimeter to measure voltage in
wiring harnesses without disconnecting the harnesses.

There are two electronic service tools that can be

used on the engine. The tools are the Caterpillar
Electronic Technician (ET) and the Digital Diagnostic
Tool (DDT). The tools can be connected at various
locations. The locations depend on the application
and the optional equipment. Refer to Illustration 13
for the locations.
18 SENR6413-05
Troubleshooting Section

g01033925
Illustration 13
Locations for the connection of the electronic service tools
(1) Engine mounted terminal box (3) Remote Control Panel (Status)
(2) Engine Supervisory System (4) Air/Fuel Ratio Control (CSA)
SENR6413-05 19
Troubleshooting Section

Caterpillar Electronic Technician

(ET)
The tools that are listed in Table 3 are required in
order to use Cat ET.

Table 3
Service Tools
Pt. No. Description Functions
N/A Personal Computer (PC) The PC is required for the use of Cat ET.
“JERD2124” Software Single user license for Caterpillar Electronic Technician (ET)
Use the most recent version of the software.
“JERD2129” Software Data subscription for all engines
171-4400 (1) Communication Adapter Gp This group provides the communication between the PC and the
engine.
7X-1414 Data Link Cable As This cable connects the communication adapter to the service tool
connector.
237-7547 Adapter Cable As This cable connects to the USB port on computers that are not
equipped with a serial port.
(1) The 7X-1700 Communication Adapter Gp may also be used.

Note: For more information regarding the use of Cat 1. Set the engine control to the OFF/RESET mode.
ET and of the PC requirements for Cat ET, refer to
the documentation that accompanies your Cat ET
software.

The Caterpillar Electronic Technician (ET) is designed

to run on a personal computer. Cat ET can display
the following information:

• Parameters
• Diagnostic codes
• Event codes
• Engine configuration
• Status of the monitoring system
Cat ET can perform the following functions:

• Diagnostic tests
• Sensor calibration
• Flash downloading
• Set parameters

Connecting Cat ET with the 171-4401

Communication Adapter II
The engine’s power supply provides the
communication adapter with 24 VDC. Use the
following procedure to connect Cat ET and the
communication adapter to the engine.
20 SENR6413-05
Troubleshooting Section

7. Set the engine control to the STOP mode.

The engine should be OFF. If Cat ET and the
communication adapter do not communicate with
the ECM, refer to Troubleshooting, “Electronic
Service Tool Will Not Communicate With ECM”.

Connecting the Digital Diagnostic

Tool (DDT) to the Junction Box
Table 4
Tools Needed Quantity
7X-1400 Electronic Tool Group 1
7X-1414 Adapter Cable As 1
7X-1685 Adapter Cable As 1

g01034079
Illustration 14
Connecting Cat ET
(1) 7X-1414 Data Link Cable
(2) 207-6845 Adapter Cable
(3) 171-4401 Communication Adapter As
(4) 196-0055 Serial Cable or the 160-0141 Serial Cable
(5) PC

Note: Items (2), (3), and (4) are part of the 171-4400
Communication Adapter Gp.

2. Connect cable (4) to the RS232 serial port of PC

(5).

Note: If your PC is not equipped with a serial port,

use the 237-7547 Adapter Cable As in order to
connect to the USB port. Connect one end of the
adapter to the end of cable (4). Connect the other g01034116
end of the adapter to a USB port on the PC. Illustration 15
Connecting the DDT
3. Connect cable (4) to communication adapter (3). (1) 7X-1414 Adapter Cable As
(2) 7X-1685 Adapter Cable As
4. Connect cable (2) to communication adapter (3). (3) 7X-1400 Electronic Tool Group (DDT)

5. Connect cable (2) to cable (1). 1. Connect cable (1) to the service tool connector on
the engine mounted junction box.
6. Connect cable (1) to the service tool connector.
SENR6413-05 21
Troubleshooting Section

2. Connect cable (2) to cable (1).
3. Connect DDT (3) to cable (2).
The other connector on cable (2) is not used.
4. Set the engine control to the STOP mode.
If the DDT does not communicate with the
EIS control module, refer to Troubleshooting,
“Electronic Service Tool Will Not Communicate
With ECM”.
i01998707
2. If the engine is equipped with a Remote Control
Panel (Status), the ECM sends a request for a
shutdown to the Status Control Module (SCM).
The SCM sends a command to the EIS control
module in order to terminate the ignition. The SCM
also stops the flow of fuel.
3. If the engine is not equipped with a Remote
Control Panel (Status), the ECM sends a request
for a shutdown to the customer’s equipment. The
customer’s equipment must terminate the fuel
flow. Additionally, the customer’s equipment must
send a request to the EIS control module in order
to terminate the ignition.

Engine Monitoring System Remote Control Panel (Status)

SMCS Code: 7490
The electronic systems monitor the operating
parameters of the engine. The systems can initiate
responses if a specific parameter exceeds an
acceptable range. The systems perform the following
functions:
Electronic Ignition System (EIS)
The EIS monitors the engine for detonation. If
detonation occurs, the EIS control module will retard
the timing. If the detonation continues, the EIS control
module will request a shutdown. The system that
receives the request for a shutdown varies depending
on the engine’s configuration.
The remote control panel (status) provides protection
against the following conditions:
• Low oil pressure
• High oil temperature
• Overspeed
• Overcrank
When one of the above faults occurs, the SCM sends
a command to the gas shutoff valve in order to stop
the flow of fuel. If the engine does not shut down, the
SCM sends a command to the EIS control module in
order to terminate the ignition.

If the engine is equipped with a Remote Control
Panel (Status), the request for a shutdown is sent
to the Status Control Module (SCM). The SCM will
terminate the flow of fuel. The SCM will also send
a request to the EIS control module in order to
terminate the ignition.
When an emergency stop button is pressed, the SCM
immediately sends commands in order to terminate
the fuel flow and the ignition.
Refer to Systems Operation/Testing and Adjusting,
SEBU6496, “Electronic Control System Operation”.

If the engine is not equipped with a Remote Control

Panel (Status), the request for a shutdown is sent
to the customer’s equipment. The customer’s
equipment must terminate the fuel flow. The
customer’s equipment must also send a request to
the EIS control module in order to terminate the
ignition.

Air/Fuel Ratio Control

The air/fuel ratio control monitors the engine for an
overspeed condition. An overspeed condition occurs
when the signal from the speed sensor indicates
that the engine speed is greater than 2000 rpm. An
engine overspeed will cause the ECM to perform
these actions:

1. Activate a 523-00 diagnostic code.

22 SENR6413-05
Troubleshooting Section

Programming Parameters
i01998962

Programming Parameters
SMCS Code: 1901

Programming Parameters
The Electronic Ignition System’s control module
(EIS control module) and the Electronic Control
Module (ECM) have several parameters that can be
programmed for the individual installation. The Digital
Diagnostic Tool (DDT) or the Caterpillar Electronic
Technician (Cat ET) is necessary for programming
the parameters.

The parameters are grouped into the following

three menus on the DDT: “CUSTOMER SPECIFIED
PARAMETERS (C.S.P.)”, “TIMING”, and “O2 TEST”.
Refer to Table 5 for the names of each parameter.

Refer to Systems Operation/Testing and Adjusting,

“Electronic Control System Parameters” for the
descriptions of the parameters.
SENR6413-05 23
Troubleshooting Section

Table 5
Programmable Parameters for the Electronic Ignition System (EIS) and the Air/Fuel Ratio Control (AFRC)
DDT Cat ET
“C.S.P (CUSTOMER SPECIFIED PARAMETERS)”
AFRC “DES FULL LOAD 02” “Desired Oxygen at Full Load”
AFRC “GOV P-GAIN” “Governor Gain Factor”
AFRC “GOV STAB” “Governor Stability Factor”
AFRC “GOV COMP” “Governor Compensation Factor”
AFRC “AUX 1 GOV GAIN” “Auxiliary Proportional Governor Gain 1”
AFRC “AUX 1 GOV STAB” “Auxiliary Integral Governor Gain 1”
AFRC “AUX 1 GOV COMP” “Auxiliary Derivative Governor Gain 1”
AFRC “LOW IDLE SPEED” “Low Idle Speed”
AFRC “RATED SPEED” “Rated Engine Speed”
AFRC “SPEED RAMP RATE” “Engine Accel. Rate”
AFRC “SPEED DROOP” “Engine Speed Droop”
EIS “COMPRESSION” “Engine Compression Ratio”
EIS “DET SENSORS” “Number of Detonation Sensors”
EIS “SPEED TIMING MAP” “Rating Number”
EIS “LOAD TIMING MAP” “Engine Load Timing Map”
EIS “ENGINE TYPE” “Engine Configuration”
AFRC “APPLICATION” “Engine Operation Type”
AFRC “GOVERNOR” “Governor Type Setting”
“TIMING”
EIS “DES ENG TIMING” “Desired Engine Ignition Timing”
“O2/TEST”
AFRC “A/F RATIO P-GAIN” “Air/Fuel Proportional Gain”
AFRC “A/F RATIO I-GAIN” “Air/Fuel Integral Gain”

If a module is replaced, the appropriate parameters i02000475

must be copied from the old module. The settings
can be recorded on paper and then programmed into Customer Parameters
the new module. Alternatively, this can be done with Worksheet
the “Copy Configuration” feature of the Caterpillar
Electronic Technician (ET). SMCS Code: 0785

NOTICE The Electronic Ignition System (EIS) and the air/fuel

Changing the parameters during engine operation can
cause the engine to operate erratically. This can cause
engine damage.
Unless you are otherwise instructed, only change
the settings of the parameters when the engine is
STOPPED.
ratio control can support many different types of
engines and applications. This is achieved by
programming the values of certain parameters into
the system’s modules.
Use Illustration 16 in order to record the values of the
parameters for the EIS control module or the air/fuel
ratio control’s engine control module (ECM).

Note: If the parameters cannot be read from a

module, the parameters must be obtained from
records or from the factory.
24 SENR6413-05
Troubleshooting Section

g01035189
Illustration 16
SENR6413-05 25
Troubleshooting Section

i02000756

Replacing the ECM

SMCS Code: 1901-510

The Electronic Control Module (ECM) contains no

moving parts. Replacement of the ECM can consume
much time. Before you replace an ECM, follow the
troubleshooting procedures in this manual in order
to be sure that replacement of the ECM will correct
the problem.

Verify that the suspect ECM is the cause of the

problem. Install a test ECM in place of the suspect
ECM. Transfer the software from the suspect ECM
to the test ECM. Program all the parameters for the
test ECM in order to match the parameters of the
suspect ECM. The parameters must match. Refer
to the following test steps for details on programming
the parameters.
g01047096
Illustration 17
If the test ECM resolves the problem, reconnect the
suspect ECM. Verify that the problem recurs. If the Typical control panel for the ECM
problem recurs, replace the suspect ECM with the (1) Bolts and washers
test ECM. (2) Connectors

Note: If the parameters cannot be read from the b. Remove the electrical power from the engine.
suspect ECM, the parameters must be obtained from
records or from the factory. c. Disconnect two electrical connectors (2).

Perform the following procedure to replace the ECM. d. Remove eight bolts and eight washers (1).

Note: Before you replace an ECM, record all of the
diagnostic codes.
1. Record the values for the parameters from the
suspect ECM.
a. If you are using the Digital Diagnostic Tool
(DDT), manually copy the values for the
parameters onto the “Customer Specified
Parameters Worksheet”.
b. If you are using the Caterpillar Electronic
Technician (ET), use the “Service/Copy
Configuration/ECM Replacement” function of
the Cat ET.
Save the file. You can select “Load from ECM”.
You may also use the “Print” function in order to
obtain a paper copy of the parameter settings.
Note: Do not terminate the Cat ET.
2. Replace the ECM.
a. Set the engine control to the “OFF/RESET”
mode.
e. Remove the ECM.
3. Use the mounting hardware to install the new
ECM.
4. Restore the electrical power to the engine.
5. Set the engine control to the “STOP” mode.
6. Program the configuration parameters and
the monitoring system parameters into the
replacement ECM.
a. If you are using the DDT, manually program the
values of the parameters from the “Customer
Specified Parameters Worksheet” into the
ECM.
b. If you are using the Cat ET, select “File/Select
ECM” from the drop-down menu.
c. Select the replacement ECM and click “OK”.
d. Select “Service/Copy Configuration/ECM
Replacement” from the drop-down menu. Click
“OK” on the window.

e. Select “Program ECM” from the lower left

corner of the screen. Select the replacement
ECM and click “OK”. If the correct ECM is
shown, select “Yes”.
26 SENR6413-05
Troubleshooting Section

f. After the loading is complete, a window with Save the file. You can select “Load from ECM”.
the message “Programming Conflict Warning” You may also select the “Print” function in
will appear. Select “OK”. order to obtain a paper copy of the parameter
settings.
g. A window with the message “Program ECM
Results” will appear. Select “OK”. You may also record the values of
the parameters onto paper. Refer to
Troubleshooting, “Customer Specified
i02024487
Parameters Worksheet”.
Replacing the EIS Control 2. Replace the EIS control module.
Module
a. Set the engine control to the OFF/RESET
SMCS Code: 1901-510 mode.

The EIS control module contains no moving parts. b. Remove the electrical power from the engine.
Replacement of a control module can consume much
time. Before you replace a control module, follow the
troubleshooting procedures in this manual in order to
be sure that replacement of the module will correct
the problem.

Verify that the control module is the cause of the

problem. Install a module that is known to be good
in place of the suspect module. Program all the
parameters for the good module in order to match the
parameters of the suspect module. The parameters
must match. Refer to the following test steps for
details on programming the parameters.

If the good module resolves the problem, reconnect

the suspect control module. Verify that the problem
recurs. If the problem recurs, replace the suspect
module with the good module.

Either the Digital Diagnostic Tool (DDT) or the

Caterpillar Electronic Technician (ET) may be used
to program the parameters. Refer to Tool Operating g01045438
Illustration 18
Manual, SEHS8806 for details on using the DDT. For
Cat ET, refer to the instructions that are provided with EIS control module
the software. (1) Mounting bolt
(2) Ground strap
(3) EIS connector
Note: If the parameters cannot be read from the
suspect module, the parameters must be obtained
from records or from the factory. c. Disconnect the EIS connector (3).

Perform the following procedure to replace the
control module.
Note: Before you replace the control module, record
all of the diagnostic codes.
1. Copy the values for all of the parameters from the
suspect module.
a. Use the “Service/Copy Configuration/ECM
Replacement” function of the Caterpillar
Electronic Technician (ET).
Note: The control module will fall when the last bolt
is removed. Be sure to support the control module
before you remove the last bolt.
Note: Rubber grommets behind the control module
are held in place by the bolts. The grommets help to
reduce vibration. The grommets may fall when the
control module is removed. Be sure not to lose the
grommets.
d. Remove bolts (1).
e. Remove the control module from the engine.

3. Install the replacement control module.

SENR6413-05 27
Troubleshooting Section

a. Use the mounting hardware to install the new i02000812

ECM. Use a bolt to fasten ground strap (2) to
the control module. Then install the other three Troubleshooting Data Sheet
bolts.
SMCS Code: 0785
Check the mounting hardware and the control
module for correct installation. A correctly To help troubleshoot a gas engine, complete the
installed control module will move slightly on information in Illustration 19. Be sure to include the
the rubber grommets. If the module cannot units of measurement.
move slightly on the grommets, check that the
grommets are positioned correctly.

b. Connect EIS connector (3).

4. Program the configuration parameters into the

replacement control module. If you are using
a DDT, manually enter the values for each
parameter.

Note: All of the parameters must be reprogrammed

even if the values for the parameters appear to be
correct. If a parameter has the correct value, enter
a value that is incorrect. Then enter the correct
value. This process ensures that the control module
is programmed with the correct value for every
parameter.

If you are using Cat ET, program the parameters

by performing the following procedure:

a. Restore the electrical power to the engine.

b. Set the engine control to the “STOP” mode.

c. Select “File/Select ECM” from the drop-down

menu.

d. Select the replacement EIS control module and

click “OK”.

e. Select “Service/Copy Configuration/ECM

Replacement” from the drop-down menu. Click
“OK” on the window.

f. Select “Program ECM” from the lower left

corner of the screen. Select the replacement
ECM and click “OK”. If the correct ECM is
shown, select “Yes”.

g. A window with the message “Program ECM

Results” will appear. Select “OK”.

5. Calibrate the speed/timing sensor.

Refer to Troubleshooting, “Engine Speed/Timing

Sensor - Calibrate”.
28 SENR6413-05
Troubleshooting Section

g01049637
Illustration 19

Report the Service Information
After you have successfully repaired the engine, it
is important to provide good information about the
repair. The following topics are recommended for
your report:
Complaint – Include a description of the customer’s
complaint in the report.
Repair – Explain your repair of the problem. For
example, you may have installed a new wiring
harness. You may have replaced the ignition
transformer per instructions from the factory.
The providing of complete, accurate information will
help Caterpillar to provide better service to you and
to the customer.

Cause – Provide a specific description of the cause

of the failure. Include the method that was used in
order to diagnose the problem. If diagnostic codes
or event codes were generated, include all of the
codes and the status of the codes. Indicate your
determination of the problem. For example, if you
performed a diagnostic functional test, identify the
test procedure. For example, a visual inspection
revealed abrasion of a wire in a harness. Be specific:
dynamometer testing of the engine produced power
below specifications at 1800 rpm due to the loss of
an ignition transformer.
SENR6413-05 29
Troubleshooting Section

Troubleshooting without a Lubricator

Diagnostic Code Check the oil level in the lubricator and adjust the
lubricator according to the engine’s Operation and
Maintenance Manual.
i01994175
Inspect the fitting of the lubricator to the air line. Make
Air Starting Motor sure that the fitting is tight and free of leaks.
(Malfunction)
Disassemble the lubricator and clean the parts.
SMCS Code: 1451-035 Inspect the parts for good condition. Replace any
parts that are worn or damaged or replace the
lubricator.
Air Starting Motor Does Not
Operate Control Valve

Probable Causes Check the control valve’s solenoid for proper

operation. Replace the solenoid, if necessary.
The following conditions can prevent operation of the
starting motor: Relay Valve

• Engaged barring device
• Electrical problem
• Low supply pressure
• Problem with the lubricator
• Problem with the starting motor’s control valve
• Problem with the starting motor’s relay valve
• Worn starting motor
Recommended Repairs
Barring Device
Make sure that the barring device is fully disengaged.
Inspect the fittings and the air lines of the interlock
for leaks.
Electrical Problem
There may be a problem with the starting system’s
electrical circuit. Refer to Troubleshooting, “ECM
Output Circuit (Starting Motor)”.
Low Supply Pressure
Determine the cause of the low supply pressure.
Inspect the supply lines for leaks and/or obstructions.
Make the necessary repairs.
Check the compressor for proper operation.
If a tank is used for the supply pressure, make sure
that the size of the tank is sufficient. Check the
pressure in the tank.
After the starting motor’s pinion is engaged, the relay
valve enables a large volume of supply pressure to
enter the air starting motor. Make sure that the relay
valve is not stuck. Check for leaks. Check for debris
in the supply line to the starting motor. Make sure
that the air line is properly connected.
Worn Starting Motor
Before you remove the starting motor, turn the
crankshaft by hand. Ensure that a mechanical failure
inside the engine is not preventing the crankshaft
from turning. If the crankshaft will turn by hand, try
the starting motor again. If the starting motor does
not turn the crankshaft, remove the starting motor.
Inspect the starting motor for worn parts.
Check the starting motor for worn seals. Plug the
starting motor’s exhaust outlet and attach a source
of pressurized air to the inlet. Submerge the starting
motor in water for a minimum of 30 seconds. If
bubbles rise from the starting motor, replace the
seals.
If a vane is cracked or if the height of a vane is less
than 32 mm (1.25 inch), install new vanes.
If any of the rotor bearings are loose or rough,
replace the bearings.
If the rotor’s body is scored, try to smooth the body
with emery cloth. If the body cannot be smoothed
with emery cloth, replace the rotor.
If the end plate is scored, use emery cloth to smooth
the end plate.
If the cylinder is cracked or if the cylinder is scored
deeply, replace the cylinder.

Check the pressure regulator for proper adjustment.

30 SENR6413-05
Troubleshooting Section

Air Starter Motor Pinion Does Not Lubricator

Engage With the Flywheel Check the oil level in the lubricator and adjust the
lubricator according to the engine’s Operation and
Probable Causes Maintenance Manual.
Broken clutch jaws Inspect the fitting of the lubricator to the air line. Make
sure that the fitting is tight and free of leaks.
Recommended Repairs
Disassemble the lubricator and clean the parts.
Repair the parts, when possible. Replace parts, if Inspect the parts for good condition. Replace any
necessary. parts that are worn or damaged or replace the
lubricator.
Air Starting Motor Turns Slowly or Starting Motor
Has a Loss of Power
Inspect the starting motor for worn parts.
Probable Causes
Before you remove the starting motor, turn the
• Low air pressure crankshaft by hand. Ensure that a mechanical failure
inside the engine is not preventing the crankshaft
• Excessive load from turning. If the crankshaft will turn by hand, try
the starting motor again. If the starting motor does not
• Incorrect adjustment of the pressure regulating turn the crankshaft, remove the starting motor. Repair
valve the starting motor or replace the starting motor.

• Incorrect lubrication i01994245

• Problem with the starting motor Alternator

Recommended Repairs
(Malfunction)
SMCS Code: 1405-035
Low Supply Pressure

Determine the cause of the low supply pressure.
Inspect the supply lines for leaks and/or obstructions.
Make the necessary repairs.
Check the compressor for proper operation.
If a tank is used for the supply pressure, make sure
that the size of the tank is sufficient. Check the
pressure in the tank.
Check the pressure regulator for proper adjustment.
Excessive Load
Make sure that the load is not excessive. Reduce the
load. If necessary, disengage the driven equipment
and test the engine.
Pressure Regulating Valve
Adjust the air supply pressure according to Testing
and Adjusting, “Pressure Regulating Valve”.
Incorrect Alternator Charging
Probable Causes
• Loose drive belt or worn drive belt
• Incorrect wiring
• Problem with the alternator
Recommended Repairs
Drive Belt
Inspect the belt for good condition. Replace the belt,
if necessary.
Check the belt tension. Refer to Specifications, “Belt
Tension Chart”. Adjust the belt tension, if necessary.
If a new belt is installed, check the belt tension again
after 30 minutes of operation at the engine’s rated
load.
SENR6413-05 31
Troubleshooting Section

Wiring i01994256

Inspect the cables and the connections for the Coolant in Engine Oil
ground circuit and for the battery. Make sure that
the parts are in good condition. Make sure that the SMCS Code: 1300-035; 1350-035
connections are clean and secure.
Coolant in the Engine Oil
Alternator
Probable Causes
There may be a problem with the alternator’s voltage
regulator, with the rotor, or with the rectifier. Replace
the alternator. • Engine oil cooler core
• Cylinder head gasket and cylinder head
Noisy Alternator
• Cylinder liner
Probable Causes
• Cylinder block
• Loose drive belt or worn drive belt
Recommended Repair
• Loose pulley or worn pulley
Engine Oil Cooler
• Misalignment of the drive pulley and the alternator
If coolant is leaking into the lubrication system
• Worn bearings through the engine oil cooler, replace the engine oil
cooler.
Recommended Repairs
Cylinder Head and Gasket
Drive Belt
Inspect the condition of the cylinder head gasket and
Inspect the belt for good condition. Replace the belt, the cylinder head.
if necessary.
If there is a problem with the cylinder head gasket,
Check the belt tension. Refer to Specifications, “Belt make sure that the cylinder liner projection is correct.
Tension Chart”. Adjust the belt tension, if necessary. Install new water seals in the spacer plate and install
a new gasket.
If a new belt is installed, check the belt tension again
after 30 minutes of operation at the engine’s rated If the cylinder head is cracked, replace the cylinder
load. head. Thoroughly inspect the cooling system for
proper operation.
Pulley
Cylinder Liner
Inspect the pulley for proper installation. Make sure
that the fasteners are secure. Make sure that the If there is a problem with the seals for the cylinder
pulley is aligned correctly with the alternator. liner, replace the seals.

If the pulley is worn, replace the pulley. If a cylinder liner is cracked, replace the cylinder liner.

Bearings Cylinder Block

The alternator’s bearings or the drive pulley’s Inspect the cylinder block for cracks and/or other
bearings may be worn. Install new bearings. damage. If a problem is found, install a new cylinder
block.
32
Troubleshooting Section
i01994287
Detonation
SMCS Code: 1000-035
Probable Causes
• Excessive load
• Excessive inlet manifold air pressure
• High inlet air temperature
• Incorrect air/fuel ratio
• Incorrect base timing
• The engine speed/timing sensor is not calibrated.
• Faulty circuit for the detonation sensor(s)
• Excessive deposits in the combustion chamber
Recommended Repairs
Excessive Load
Make sure that the load is not excessive. Reduce the
load. If necessary, disengage the driven equipment
and test the engine.
Check the Inlet Manifold Air Pressure
The calculated engine load increases when the inlet
manifold air pressure increases. Measure the inlet
manifold air pressure during engine operation with
a load. For specific data on the engine, refer to the
engine Technical Marketing Information.
Check the Inlet Air Temperature
High inlet air temperature can cause detonation.
Check the inlet air temperature.
Refer to Troubleshooting, “Inlet Air Temperature
(High)”.
Air/Fuel Ratio
An air/fuel mixture that is too rich will cause
detonation. Verify that the exhaust emissions are
correct. Refer to Systems Operation/Testing and
Adjusting, “Air/Fuel Ratio Control - Adjust”.
A change in the fuel energy content will change the
air/fuel ratio. Obtain a fuel analysis.
SENR6413-05
The fuel supply pressure must be adequate and
stable.
Make sure that the fuel metering valve is operating
correctly.
Check the Base Timing
Verify that the base timing is correct. Refer to
Systems Operation/Testing and Adjusting, “Ignition
Timing - Adjust”.
Calibrate the Engine Speed/Timing
Sensor
Note: Only perform this procedure if work on the
engine may have affected the engine timing. Also,
perform this procedure if the engine speed/timing
sensor has not been calibrated.
Calibrate the engine speed/timing sensor. Refer to
Troubleshooting, “Engine Speed/Timing Sensor -
Calibrate”.
Check the Detonation Sensors
Troubleshoot the detonation sensors. Refer to
Troubleshooting, “Detonation Sensors”.
Check for Deposits in the Cylinders
Overfilling of engine oil can lead to deposits. Make
sure that the engine oil level is correct.
Note: Excessive deposits contribute to guttering of
the valves.
Use a borescope to inspect the cylinders. Look for
the following conditions:
• Deposits on the valve seats
• Deposits on the valve faces
• Deposits on the cylinder walls that are above the
upper limit of the piston stroke
• Signs of internal leaks
Signs of internal leaks include excessive consumption
of engine oil, blue smoke, and excessive detonation.
If excessive deposits and/or signs of internal leaks
are found, investigate the cause of the condition.
Make repairs, as needed.
SENR6413-05
i02031831
Diagnostic Code Will Not Clear
SMCS Code: 0785-035
Probable Causes
• The code is valid. There is a problem with the
engine.
• The circuit for the diagnostic reset switch is faulty.
• There is a problem with a module.
Recommended Repairs
The Code is Valid
Troubleshoot the diagnostic code in order to verify
that the diagnostic code should be displayed. If the
diagnostic code should not be displayed, continue
with this procedure.
Circuit for the Diagnostic Reset Switch
Troubleshoot the circuit for the diagnostic reset
switch. Refer to Troubleshooting, “Diagnostic Reset
Switch”.
Faulty Module
There may be a problem with a control module.
If the engine is equipped with the optional air/fuel ratio
control, install a new ECM. Refer to Troubleshooting,
“Replacing the ECM”. If the new ECM operates
correctly and the original ECM does not operate
correctly, replace the original ECM. Refer to
Troubleshooting, “Replacing the ECM”.
Temporarily install a new control module for
the Electronic Ignition System (EIS). Refer to
Troubleshooting, “Replacing the EIS Control Module”.
If the new EIS control module operates correctly and
the original EIS control module does not operate
correctly, replace the original EIS control module.
Refer to Troubleshooting, “Replacing the EIS Control
Module”.
33
Troubleshooting Section
i02031833
Electronic Service Tool
Displays UNDETERMINED
SMCS Code: 0785-035
Probable Cause
The “ENGINE TYPE” or “Engine Configuration”
parameter is programmed with the incorrect value.
Recommended Repair
Program the correct type of engine into the control
module for the Electronic Ignition System (EIS). Refer
to Troubleshooting, “Programming Parameters”.
i02031834
Electronic Service Tool Will
Not Communicate with ECM
SMCS Code: 0785-035
Probable Causes
• Faulty power supply to a control module
• Faulty cables for the electronic service tool
• Faulty electronic service tool
• Faulty control module
Recommended Repairs
Check the Electrical Power Supply
There could be a problem with the electrical power
supply to a control module. Refer to Troubleshooting,
“Electrical Power Supply”.
Check the Electronic Service Tool and
the Cables
Inspect the cables for the electronic service tool.
Refer to Troubleshooting, “Inspecting Electrical
Connectors”.
If you are using the Digital Diagnostic Tool (DDT),
the Service Program Module (SPM) that is inside
the DDT may have become unseated. Refer to Tool
Operating Manual, SEHS8806 for information on
installation of the Service Program Module.
Use the service tool and the cables for the service
tool on another engine. Verify that the equipment is
functioning properly.
34
Troubleshooting Section
Test the EIS Control Module
If the service tool will not communicate with
the control module for the Electronic Ignition
System (EIS), test the control module. Refer to
Troubleshooting, “Control Module Self Test”.
i02031835
Engine Coolant Temperature
(High)
SMCS Code: 1395-035
Probable Causes
• High ambient temperature and/or high inlet air
temperature
• Low coolant level and/or coolant leakage
• Insufficient flow of air or coolant through the
radiator or heat exchanger
• Faulty water temperature regulators
• Insufficient flow of coolant through the engine
• Exhaust restriction
• Excessive load
• Incorrect ignition timing
• Incorrect air/fuel ratio
Recommended Repairs
Check for High Ambient Temperature
and/or High Inlet Air Temperature
Determine if the ambient air temperature is within the
design specifications for the cooling system.
Check for high inlet air temperature. Refer to
Troubleshooting, “Inlet Air Temperature (High)”.
Determine the cause of the high air temperature.
Make corrections, when possible.
Check for a Low Coolant Level and/or
Coolant Leakage
Note: Low coolant level can be the effect of
overheating rather than the cause.
Check the coolant level.
SENR6413-05
Run the engine to operating temperature. Inspect the
cooling system for leaks.
Determine whether the leak occurs before the engine
overheats.
Add coolant, if necessary. If leaking is found, make
the necessary repairs.
Check for Insufficient Flow of Air and
Coolant Through the Radiator or Heat
Exchanger
Radiator
Check the fins of the radiator for obstructions. Check
the fan for proper operation.
If the radiator fins are obstructed, clean the fins. If the
fan does not operate properly, make the necessary
repairs.
Heat Exchanger
Check for sufficient flow and temperature of the
cooling water through the heat exchanger. If the
flow of cooling water through the heat exchanger is
insufficient, determine the location of the obstruction.
If the temperature of the cooling water is too high,
determine the cause. Make the necessary repairs.
Check the Water Temperature Regulators
Check the water temperature regulators for proper
operation. Refer to Systems Operation/Testing and
Adjusting, “Testing the Cooling System”.
Replace the water temperature regulators, if
necessary.
Check the Flow of Coolant Through the
Engine
If the flow of coolant through the engine is not
sufficient, determine the cause of the obstruction.
Make necessary repairs.
Check the Exhaust Restriction
Check the back pressure of the exhaust system.
Refer to Systems Operation/Testing and Adjusting,
“Air Inlet and Exhaust System”.
If the back pressure exceeds the specifications for
the engine, determine the cause of the excessive
back pressure. Make the necessary repairs.
SENR6413-05
Excessive Load
Make sure that the load is not excessive. Reduce the
load. If necessary, disengage the driven equipment
and test the engine.
Ignition Timing
Note: Data from a fuel analysis is required for this
procedure.
Use an electronic service tool in order to check for the
correct desired ignition timing. Compare the timing to
the recommended timing in the Engine Performance,
“Fuel Usage Guide”.
Adjust the ignition timing according to the
recommended timing in the Engine Performance,
“Fuel Usage Guide”.
Air/Fuel Ratio
An air/fuel mixture that is too rich will cause
overheating. A change in the fuel energy content will
change the air/fuel ratio. Obtain a fuel analysis.
The fuel supply pressure must be adequate and
stable.
Strike the gas pressure regulator with a soft hammer.
If the engine speed changes, inspect the internal
parts of the gas pressure regulator for wear. Inspect
the gas pressure regulator’s diaphragm for leaks.
Make sure that the valve moves freely. The valve
must seat correctly.
Ensure that the fuel metering valve is operating
correctly.
Verify that the exhaust emissions are correct.
i02031836
Engine Coolant Temperature
(Low)
SMCS Code: 1395-035
Probable Causes
• Faulty jacket water heater
• Faulty water temperature regulators
Recommended Repairs
Check the Jacket Water Heater
Determine if the jacket water heaters are functioning
properly.
35
Troubleshooting Section
If the jacket water heaters are not functioning
properly, determine the cause of the malfunction of
the heaters. Make the necessary repairs.
Check the Water Temperature Regulators
The water temperature regulators should not begin to
open until jacket water reaches opening temperature
for the regulators. Allow the engine to cool and then
start the engine. Check the hose at the outlet for
the jacket water. If the hose is warm and normal
operating temperature is not achieved yet, a regulator
may be stuck open.
If the water temperature regulators are
malfunctioning, check the water temperature
regulators according to Systems Operation/Testing
and Adjusting, “Testing the Cooling System”. Replace
the water temperature regulators, if necessary.
i01994320
Engine Cranks but Will Not
Start
SMCS Code: 1000-035; 1400-035
Probable Causes
• Fuel supply
• Electrical connectors or power supply
• No signal from the speed/timing sensor
• Ignition system
• Excessive load
Recommended Repairs
Fuel Supply
Make sure that fuel is supplied at a sufficient pressure
that is stable. Make sure that the size of the fuel line
is sufficient. Inspect the fuel system for leaks.
The following conditions can cause the engine to
malfunction:
• Low fuel pressure
• High fuel pressure
• Poor fuel quality
Make sure that the fuel pressure is correct. When
possible, interview the operator in order to determine
if fuel quality is in question. Try to determine if the
source of the fuel was changed.
36 SENR6413-05
Troubleshooting Section

Inspect the fuel system components: fuel filter, i01994326

gas pressure regulator, gas shutoff valve, and fuel
metering valve. Verify that the system’s components Engine Has Early Wear
are operating correctly.
SMCS Code: 1000-035
Replace the fuel filter, if necessary.
Premature Engine Wear
Electrical Connectors or Power Supply
Probable Causes
There may be an intermittent interruption of power.
Check the wiring harnesses and the connectors. • Incorrect engine oil
Inspect the connectors in the terminal box. Inspect
the power supply connections and the ground. • Contaminated engine oil
Inspect the wiring from the power supply to the • Contaminated inlet air
master ECM and to the slave ECM. Check the power
and ground connections. Refer to Troubleshooting, • Contaminated fuel
“Electrical Power Supply”.
• Restriction in a passage for engine oil
No Signal from the Engine Speed/Timing
Sensor Recommended Repairs
Make sure that the speed/timing sensor is installed Engine Oil
correctly. Refer to Troubleshooting, “Engine
Speed/Timing Sensor”. Use engine oil that is recommended and change the
engine oil at the interval that is recommended by the
Make sure that the timing wheel is correctly installed. engine’s Operation and Maintenance Manual.

Ignition System To determine whether the engine oil is contaminated,

obtain an analysis of the engine oil.
Inspect the ignition transformers for the following
conditions: Contaminated Inlet Air

Inspect the engine air cleaner for cleanliness and

• Loose connections good condition. Inspect the connections and the
gaskets for the air system.
• Moisture
Contaminated Fuel
• Short circuits
Inspect the fuel filter. Replace the fuel filter, if
• Open circuits necessary.
Inspect the primary wiring and the secondary
electrical connections. Contaminants in the fuel such as hydrogen sulfide,
sulfur, and chlorofluorocarbons can lead to the
Make sure that the correct transformers and spark formation of acids in the crankcase. Obtain a fuel
plugs are installed. Inspect the extenders for signs analysis.
or pin holes and arcing.
Restriction in a Passage for Engine Oil
Maintain the spark plug according to Operation and
Maintenance Manual, “Ignition System Spark Plugs - When some components of the engine show bearing
Check/Adjust/Replace”. wear in a short time, the cause can be a restriction in
a passage for engine oil.
Make sure that the ignition timing is correct.
An indicator for the engine oil pressure may indicate
sufficient pressure, but a component is worn due
Excessive Load to a lack of lubrication. In such a case, look at the
passage for the engine oil supply to the component.
Make sure that the load is not excessive. Reduce the
load. If necessary, disengage the driven equipment
and test the engine.
SENR6413-05
i01994335
Engine Misfires, Runs Rough
or Is Unstable
SMCS Code: 1000-035
Probable Causes
• Cold cylinder
• Electrical connectors or power supply
• Ignition system
• Fuel supply
• Incorrect air/fuel ratio
• Incorrect governor adjustment
• Air inlet restriction
• Exhaust restriction
• Binding of the throttle actuator
• Incorrect valve lash
• Cylinder head and related components
• Throttle
Recommended Repairs
Note: If the symptom only occurs under certain
operating conditions (high idle, full load, engine
operating temperature, etc), test the engine under
the conditions. Troubleshooting the symptom under
other conditions can give misleading results.
Cold Cylinder
Locate the misfiring cylinder. Check the following
components for failure: spark plug, extender, ignition
transformer, and primary wiring. Inspect the extender
for signs of pin holes and/or arcing.
Refer to Troubleshooting, “Ignition Transformers
Secondary Circuit and Spark Plugs”.
Electrical Connectors or Power Supply
There may be an intermittent interruption of power.
Check the wiring harnesses and the connectors.
Inspect the connectors in the terminal boxes. Inspect
the power supply connections and the ground.
Inspect the wiring from the power supply to the
control modules. Refer to Troubleshooting, “Electrical
Power Supply”.
37
Troubleshooting Section
Ignition System
Inspect the ignition transformers for the following
items: loose connections, moisture, short circuits,
and open circuits. Inspect the primary wiring and the
secondary electrical connections.
Make sure that the correct transformers and spark
plugs are installed. Inspect the extenders for signs of
pin holes and of arcing.
Maintain the spark plug according to the engine’s
Operation and Maintenance Manual.
Make sure that the ignition timing is correct.
Fuel Supply
Make sure that fuel is supplied at a sufficient pressure
that is stable. Make sure that the size of the fuel line
is sufficient. Inspect the fuel system for leaks.
The following conditions can cause the engine to
malfunction:
• Low fuel pressure
• High fuel pressure
• Poor fuel quality
Make sure that the fuel pressure is correct. When
possible, interview the operator in order to determine
if fuel quality is in question. Try to determine if the
source of the fuel was changed.
Inspect the fuel system components: fuel filter,
gas pressure regulator, gas shutoff valve, and fuel
metering valve. Verify that the system’s components
are operating correctly.
Replace the fuel filter, if necessary.
Air/Fuel Ratio
An air/fuel mixture that is too rich or too lean will have
an adverse effect on engine operation. Verify that
the exhaust emissions are correct. Refer to Systems
Operation/Testing and Adjusting, “Air/Fuel Ratio
Control - Adjust”.
A change in the fuel energy content will change the
air/fuel ratio. Obtain a fuel analysis.
The fuel supply pressure must be adequate and
stable.
38 SENR6413-05
Troubleshooting Section

Governor Adjustment i01994349

The governor’s parameters must be programmed Engine Oil in Cooling System

with the values that provide stable operation. Refer
to Systems Operation/Testing and Adjusting, “Engine SMCS Code: 1348-035; 1350-035
Governing - Adjust”.
Probable Cause
Air Inlet Restriction
Damaged engine oil cooler core
The maximum allowable air inlet restriction is
3.75 kPa (15 inches of H2O). If the indication is higher Recommended Repair
than the maximum permissible restriction, clean the
filter element or install a new filter element. Check the If engine oil is leaking into the cooling system through
restriction again. If the restriction remains too high, the engine oil cooler, replace the engine oil cooler.
inspect the air inlet piping for obstructions.

For more information, refer to Systems i01994391

Operation/Testing and Adjusting, “Restriction of Air
Inlet and Exhaust”. Engine Oil Pressure (Low)
SMCS Code: 1348-035-PX
Exhaust Restriction
Check for restriction in the exhaust system. Refer Probable Causes
to Systems Operation/Testing and Adjusting,
“Restriction of Air Inlet and Exhaust”. • Low engine oil level

Check for Binding of the Throttle • Incorrect viscosity

Actuator
Set the engine control to the OFF/RESET mode.
Switch the 35 amp circuit breaker OFF. Move the
throttle plate while you feel the motion. If the motion
is sticky and/or rough, investigate the cause of the
binding. Make the necessary repairs.
Incorrect Valve Lash
Check the valve lash. Refer to Systems Operation,
Testing And Adjusting, “Valve Lash and Valve Bridge
Adjustment”.
Cylinder Head and Related Components
Measure the cylinder compression. Refer to the
engine’s Operation and Maintenance Manual,
“Cylinder Pressure - Measure/Record”.
Inspect the components of the valve train for good
condition. Check for signs of damage and/or wear
to the valves, cylinder head gasket, etc. Inspect the
condition of the camshafts. If a camshaft is replaced,
new valve lifters must be installed.
• Contaminated engine oil
• Faulty oil pressure sensor
• Improper circulation of the engine oil
• Worn components
Recommended Repairs
Low Engine Oil Level
Check the oil level. Add oil, as needed.
Contaminated Engine Oil
Engine oil that is contaminated with another liquid
will cause low engine oil pressure. High engine oil
level can be an indication of contamination. Obtain
an analysis of the engine oil. Determine the reason
for contamination of the engine oil and make the
necessary repairs. Change the engine oil and the
engine oil filter. For the correct engine oil to use, refer
to the engine’s Operation and Maintenance Manual.

Throttle Incorrect Viscosity

Make sure that the throttle actuator is operating Make sure that the engine is supplied with the correct
properly. If the motion of the actuator is sticky and/or engine oil. For the correct engine oil to use, refer to
rough, service the actuator. the engine’s Operation and Maintenance Manual.
SENR6413-05
Faulty Engine Oil Pressure Sensor
Use the Caterpiller Electronic Technician (ET) to
compare the reading of the oil pressure sensor and
an oil pressure gauge that has been installed in the
oil system. The values of the oil pressure should be
approximately equal.
If the values are significantly different, replace the
engine oil pressure sensor.
Improper Circulation of the Engine Oil
Several factors could cause improper circulation of
the engine oil:
• The engine oil filter is clogged. Replace the engine
oil filter.
• An engine oil line or a passage for engine oil is
disconnected or broken.
• The engine oil cooler is clogged. Thoroughly clean
the engine oil cooler.
• There is a problem with a piston cooling jet.
Breakage, a restriction, or incorrect installation of a
piston cooling jet will cause seizure of the piston.
• The inlet screen of the suction tube for the engine
oil pump can have a restriction. This restriction will
cause cavitation and a loss of engine oil pressure.
Check the inlet screen on the suction tube and
remove any material that may be restricting engine
oil flow.
• The suction tube is drawing in air. Check the joints
of the tube for cracks or a damaged O-ring seal.
• There is a problem with the engine oil pump. Check
the gears of the engine oil pump for excessive
wear. Engine oil pressure is reduced by gears that
have too much wear.
• The engine oil pump’s pressure regulating valve or
a bypass valve is stuck in the open position. Clean
the valve. Replace parts, if necessary.
Worn Components
Excessive clearance at the crankshaft or camshaft
bearings will cause low engine oil pressure. Also,
inspect the clearance between the rocker arm shafts
and the rocker arms. Check the engine components
for excessive clearance.
Obtain an analysis of the engine oil. Check the
analysis for the level of wear metals in the engine oil.
39
Troubleshooting Section
i02031838
Engine Shutdown without a
Diagnostic Code
SMCS Code: 1400-035
Probable Causes
• An external shutdown or a customer shutdown
was requested.
• The electrical power to a control module is lost.
• The control module for the Electronic Ignition
System (EIS) has lost the supply voltage for the
speed/timing sensor.
• There is a problem with the fuel supply.
Recommended Repairs
External Shutdown or Customer
Shutdown
A normal shutdown may have been requested. Verify
that a normal shutdown was not requested.
There may be a problem with the wiring for the engine
control. Refer to the engine’s electrical schematic.
Battery Power to a Control Module
1. Refer to Troubleshooting, “Electrical Power
Supply”.
2. Inspect the ground strap and the battery for
connections that are loose and/or corroded.
3. Inspect the control modules for proper installation
of the connectors.
4. Check the circuit breakers in the terminal box.
Speed/Timing Sensor
A loss of supply voltage to the speed/timing sensor
will cause a shutdown. Refer to Troubleshooting,
“Engine Speed/Timing Sensor”.
Fuel Supply
• Check the fuel supply pressure.
• Inspect the fuel lines for foreign objects and for
obstructions that can block the fuel supply.
40
Troubleshooting Section
i01995005
Engine Starts but Stalls
Immediately
SMCS Code: 1250-035; 1400-035
Probable Causes
• Fuel supply
• Electrical connectors or power supply
• Engine speed/timing sensor
• Ignition system
• Excessive load
Recommended Repairs
Fuel Supply
Make sure that fuel is supplied at a sufficient pressure
that is stable. Make sure that the size of the fuel line
is sufficient. Inspect the fuel system for leaks.
The following conditions can cause the engine to
malfunction:
• Low fuel pressure
• High fuel pressure
• Poor fuel quality
Make sure that the fuel pressure is correct. When
possible, interview the operator in order to determine
if fuel quality is in question. Try to determine if the
source of the fuel was changed.
Inspect the fuel system components: fuel filter, gas
pressure regulator, gas shutoff valve, fuel metering
valve, and actuator for the throttle. Verify that the
system’s components are operating correctly.
Replace the fuel filter, if necessary.
Electrical Connectors or Power Supply
1. Inspect the power supply connections and the
ground. Check the wiring harnesses and the
connectors from the power supply to the terminal
box. Inspect the connectors in the terminal box.
Refer to Troubleshooting, “Inspecting Electrical
Connectors”.
SENR6413-05
2. Check for the 168-02 diagnostic code for “System
Voltage intermittent/erratic”. If this diagnostic code
is logged, proceed to Troubleshooting, “Electrical
Power Supply”.
Engine Speed/Timing Sensor
Make sure that the speed/timing sensor is installed
correctly. Refer to Troubleshooting, “Engine
Speed/Timing Sensor”.
Make sure that the timing wheel is correctly installed.
Ignition System
Inspect the ignition transformers for the following
items: loose connections, moisture, short circuits,
and open circuits. Inspect the primary wiring and the
secondary electrical connections.
Make sure that the correct transformers and spark
plugs are installed.
Maintain the spark plugs according to the engine’s
Operation and Maintenance Manual.
Excessive Load
Make sure that the load is not excessive. Reduce the
load. If necessary, disengage the driven equipment
and test the engine.
i01995010
Engine Timing Does Not Match
Programmed Timing
SMCS Code: 1000-035; 1400-035
Probable Causes
• The timing may be retarded due to detonation.
• The timing may be retarded due to the selection of
the map for speed or the map for load.
• The input for the selection of the base timing may
be incorrect.
Recommended Repairs
Note: If the symptom only occurs under certain
operating conditions (high idle, full load, engine
operating temperature, etc), test the engine under
the conditions. Troubleshooting the symptom under
other conditions can give misleading results.
SENR6413-05
Detonation
Use the Digital Diagnostic Tool (DDT) or the
Caterpillar Electronic Technician (ET) to look for a
326-01 “Detonation Retarded Timing” diagnostic
code.
Refer to Troubleshooting, “MID 014 - CID 326 - FMI
01 Detonation Retarded Timing”.
Map
Use the DDT or the “Service/Configuration” screen of
Cat ET in order to verify the value that is programmed
for the timing. Check the “First Desired Timing”, the
“Second Desired Timing”, and the “Desired Timing”
parameters. Refer to Troubleshooting, “Programming
Parameters”.
Timing Selection
Verify that the input for the selection of the base
timing is correct. Refer to Troubleshooting, “Propane
Switch”.
i01995025
Engine Will Not Crank
SMCS Code: 1000-035; 1400-035
Probable Causes
• Batteries and/or battery cables
• Starting circuit
• Starter motor pinion or flywheel ring gear
• Low air pressure
• Static load
• Internal mechanical problem
Recommended Repairs
Batteries and/or Battery Cables
1. Inspect the main power switch, battery posts,
and battery cables for loose connections and
corrosion. If the battery cables are corroded,
remove the battery cables and clean the battery
cables. Tighten any loose connections.
2. Inspect the batteries.
a. Charge the batteries. Refer to Special
Instruction, SEHS7633, “Battery Test
Procedure”.
41
Troubleshooting Section
b. Load test the batteries. Refer to Special
Instruction, SEHS9249, “Use of 4C-4911
Battery Load Tester for 6, 8 and 12 Volt Lead
Acid Batteries”.
Starting Circuit
Check the starting circuit. Refer to the engine’s
electrical schematic.
Starting Motor or Flywheel Ring Gear
If the pinion engages the flywheel but the flywheel
does not turn, there may be a problem with the
starting motor. If the starting motor turns but the
flywheel does not turn, inspect the gear teeth, the
clutch jaws, or other parts.
Inspect the pinion and the flywheel ring gear for
damage. If the teeth of the pinion and/or of the
flywheel ring gear are worn or broken, replace the
parts.
If the pinion does not engage correctly with the
flywheel, the pinion shaft may be stuck. Remove the
pinion. Grease the splines of the drive shaft and the
pinion.
If the pinion does not engage the flywheel, the clutch
jaws may be broken.
Before you remove the starting motor, turn the
crankshaft by hand. Ensure that a mechanical failure
inside the engine is not preventing the crankshaft
from turning. If the crankshaft will turn by hand, try
the starting motor again. If the starting motor does not
turn the crankshaft, remove the starting motor. Repair
the starting motor or replace the starting motor.
Low Air Pressure
Determine the cause of the low air pressure. Inspect
the air lines for leaks. Repair any leaks in the air lines.
Static Load
Make sure that the driven equipment is not
preventing the crankshaft from turning. Try to turn
the crankshaft by hand. If necessary, disengage the
driven equipment and test the engine.
Internal Mechanical Problem
If the crankshaft will not turn and the driven
equipment is disengaged, remove the spark plugs.
Check for fluid in the cylinders. If this is not the
problem, the engine must be disassembled in order
to investigate internal mechanical problems. Possible
internal problems include the following conditions:
• Bearing seizure
42
Troubleshooting Section
• Piston seizure
• Valve and piston contact
i01995032
Excessive Engine Oil
Consumption
SMCS Code: 1348-035
Probable Causes
• Incorrect engine oil level
• External leak
• Internal leak
• Worn components
• Extended operation at low loads
Recommended Repairs
Incorrect Engine Oil Level
Overfilling the crankcase will increase the
consumption of engine oil. Make sure that the engine
oil level is correct.
When the engine crankcase is full, engine oil will be
initially consumed at a relatively rapid rate. The rate
of consumption is reduced as the engine oil level
decreases. A crankcase that is always maintained at
the full level will have a faster rate of consumption.
If the engine has a system for automatically filling
the crankcase with engine oil, check the level for the
system. Adjust the system in order to provide engine
oil to a level that is less than the full level. Make sure
that the supply of engine oil is adequate.
Extended Operation with Low Loads
Extended operation at low idle or extended
operation at a reduced load will cause increased oil
consumption and carbon buildup in the cylinders.
This will occur if the engine is usually operated at a
torque that is significantly below the rated power.
The engine can be operated at a low load. However,
engine operation at a low load is limited. For
information on operation with a low load, refer to
the engine’s Operation and Maintenance Manual,
“Engine Operation”.
SENR6413-05
External Leak
Check for leakage at the seals at each end of the
crankshaft. Look for leakage at the gasket for the
engine oil pan and all lubrication system connections.
Look for any leaking from the crankcase breather.
This can be caused by combustion gas leakage
around the pistons. A dirty crankcase breather
will cause high pressure in the crankcase. A dirty
crankcase breather will cause the gaskets and the
seals to leak.
Measure the crankcase blowby according to the
engine’s Operation and Maintenance Manual,
“Crankcase Blowby - Measure/Record”.
Internal Leak
There are several possible ways for engine oil to leak
into the combustion chambers:
• Leakage between worn valve guides and valve
stems
• Worn components or damaged components
(pistons, piston rings, or dirty passages for engine
oil)
• Incorrect installation of the compression ring and/or
the intermediate ring
• Leakage past the seal rings in the turbocharger
• Overfilling of the crankcase
• Incorrect dipstick or guide tube
Signs of internal leaks include high consumption of
engine oil, blue smoke, and excessive detonation.
If the pistons are suspected, check the cylinder
compression. Refer to the engine’s Operation
and Maintenance Manual, “Cylinder Pressure -
Measure/Record”.
Worn Components
Excessively worn engine components and damaged
engine components can result from the following
conditions:
• Contaminated engine oil
• Incorrect fuel system settings
• Contamination from the inlet air
Inspect the suspect system. Make the necessary
repairs.
SENR6413-05 43
Troubleshooting Section

i01995036 Excessive Load

Exhaust Port Temperature Make sure that the load is not excessive. Reduce the
(High) load. If necessary, disengage the driven equipment
and test the engine.
SMCS Code: 1059-035
Check the Ignition Timing
Probable Causes Note: Data from a fuel analysis is required for this
procedure.
• High inlet air temperature
Use the Digital Diagnostic Tool (DDT) or the
• Inlet air restriction Caterpillar Electronic Technician (ET) to check the
ignition timing during engine operation with a load.
• Air/fuel ratio Compare the timing to the recommended timing in
the Engine Performance, “Fuel Usage Guide”.
• Excessive load
Adjust the ignition timing according to the
• Incorrect timing recommended timing in the Engine Performance,
“Fuel Usage Guide”.
• Exhaust restriction
• A buildup of deposits in the cylinder or internal oil Measure the Exhaust Restriction
leaks
Measure the exhaust restriction during engine
operation with a load. For data that is specific to the
Recommended Repairs engine, refer to the Technical Marketing Information.

Check the Inlet Air Temperature
High inlet air temperature can cause detonation.
Check the inlet air temperature.
Refer to Troubleshooting, “Inlet Air Temperature Is
Too High”.
Inlet Air Restriction
The maximum allowable inlet air restriction is
3.75 kPa (15 inches of H2O). If the indication is higher
than the maximum permissible restriction, clean the
filter element or install a new filter element. Check
the restriction again. If the restriction remains too
high, inspect the air inlet piping before the air cleaner
for obstructions.
Air/Fuel Ratio
An air/fuel mixture that is too rich will increase
the exhaust temperature. Verify that the exhaust
emissions are correct. Refer to Systems
Operation/Testing and Adjusting, “Air/Fuel Ratio
Control - Adjust”.
A change in the fuel energy content will change the
air/fuel ratio. Obtain a fuel analysis.
Investigate the cause of the exhaust restriction.
Perform adjustments and/or make repairs, as
needed.
Check for Deposits in the Cylinder and
Check for Internal Oil Leaks
Use a borescope to inspect the cylinders. Look for
the following conditions:
• Deposits on the valve seats
• Deposits on the valve faces
• Deposits on the cylinder walls that are above the
upper limit of the piston stroke
• Signs of internal oil leaks
Other signs of internal oil leaks include high oil
consumption and blue smoke.
Note: Excessive deposits contribute to guttering of
the valves.
If excessive deposits and/or signs of internal oil leaks
are found, investigate the cause of the condition.
Make repairs, as needed.

The fuel supply pressure must be adequate and

stable.
44 SENR6413-05
Troubleshooting Section

i01995040 • Insufficient flow of air through the aftercooler

Fuel Metering Valve
SMCS Code: 1274-035
Probable Causes
• Incorrect wiring and/or connections
• Problem with the solenoid
• Internal problem with the gas shutoff valve
Recommended Repairs
Wiring and/or Connections
Inspect the gas shutoff valve’s wiring for good
condition. Make sure that the electrical connections
are secure. Replace parts, if necessary.
Solenoid
If the electrical circuit is OK, there may be a problem
with the solenoid. Replace the solenoid.
Gas Shutoff Valve
The gas shutoff valve may have an internal problem.
Inspect the diaphragm. Make sure that the valve
does not bind. Obtain a new valve, if necessary.
Recommended Repairs
High Ambient Air Temperature
Determine if the ambient air temperature is within the
design specifications for the cooling system.
Determine the cause of the high air temperature.
Make corrections, when possible.
Coolant Temperature
Refer to Troubleshooting, “Engine Coolant
Temperature (High)”.
Check for High Inlet Air Restriction
and/or High Altitude
When inlet air pressure is low, the turbocharger works
harder in order to achieve the desired inlet manifold
pressure. This increases inlet air temperature.
Measure the inlet air pressure while the engine is
operating under load. For specific data, refer to the
Technical Marketing Information for the engine.
Inlet Air Restriction
Check for plugged air filters. Check for obstructions
to the air inlet.

Replace the air filters and/or remove the obstruction

i01995042
from the air inlet.
Inlet Air Temperature (High) High Altitude
SMCS Code: 1087-035
Make sure that the settings for the engine are correct
If the engine is equipped with the air/fuel ratio control, for the altitude.
look for a MID 018 - CID 0750 - FMI 11 diagnostic
code. Check the Temperature Sensor and/or
the Circuit
Refer to Troubleshooting, “MID 018 - CID 0750 - FMI
11 Temperature Sensor Reading out of range”. Allow the sensor to cool and remove the sensor.
Check the reading for the inlet air temperature.
Probable Causes If the sensor is OK, the reading and the ambient
temperature are approximately equal.
• High ambient air temperature
If the reading is not correct, switch the sensor with
• High coolant temperature a sensor that is known to be good. Verify that the
problem is solved.
• High inlet air restriction and/or high altitude
• Faulty inlet air temperature sensor and/or circuit
• Insufficient flow of cooling water through the
aftercooler
SENR6413-05
Check for Sufficient Flow of Cooling
Water Through the Aftercooler
Check the inlet temperature of the coolant for the
aftercooler. Compare the reading to the regulated
temperature. If the temperature is OK, check the
outlet temperature of the coolant. A high temperature
differential indicates an insufficient flow rate.
If there is a high differential between the inlet
temperature and the outlet temperature of the coolant
for the aftercooler, perform the following procedures:
• Check the water circuit of the aftercooler for
obstructions.
• Check the pump for proper operation.
• Make repairs, if necessary.
Check for Sufficient Flow of Air Through
the Aftercooler
Determine the pressure differential of the inlet air
across the aftercooler. For specific data, refer to the
Technical Marketing Information for the engine.
If the pressure differential of the air across the
aftercooler does not match the specifications, clean
the aftercooler.
i01995044
Intermittent Engine Shutdown
SMCS Code: 1400-035
Note: Use this procedure only if the engine shuts
down completely and the engine must be restarted.
Probable Causes
• Active engine shutdown
• Electrical connectors
• Engine speed/timing signal
• Fuel supply
• Spark plug
45
Troubleshooting Section
Recommended Repairs
Active Engine Shutdown
Use the Digital Diagnostic Tool (DDT) or the
Caterpillar Electronic Technician (ET) to check for
any diagnostic codes. Determine the reason for
the shutdown. After correcting the problem, set the
engine control to the OFF/RESET mode for at least
15 seconds before you try to restart the engine.
Electrical Connectors
1. Check the wiring harnesses and the connectors.
Inspect the connectors in the terminal boxes.
Inspect the power supply connections and the
ground. Refer to Troubleshooting, “Inspecting
Electrical Connectors”.
2. Use the DDT or the Cat ET to check for the 168-02
diagnostic code for “System Voltage Intermittent”.
If this diagnostic code is present, proceed to
Troubleshooting, “Electrical Power Supply”.
3. Inspect the wiring from the power supply to
the engine terminal box. Inspect the wiring
from the engine terminal box to the electronic
control modules. Check the power and ground
connections at each electronic control module.
Refer to Troubleshooting, “Electrical Power
Supply” for more information.
Engine Speed/Timing Signal
Loss of the signal from the speed/timing sensor
will cause a shutdown. Use the DDT or the Cat ET
to check for logged diagnostic codes. For more
information, refer to Troubleshooting, “Engine
Speed/Timing Sensor”.
Fuel Supply
1. Check the fuel lines for the following problems:
restrictions, obstructions, collapsed lines, and
pinched lines. If problems are found with the fuel
lines, repair the lines and/or replace the lines.
2. Check the restriction of the fuel filter. If the fuel
pressure is low, replace the fuel filter.
3. Check the fuel quality.
4. Check the fuel pressure. Refer to Systems
Operation/Testing and Adjusting, “Fuel System”
for the correct pressure values. If the fuel pressure
is still low, check the gas regulator and the fuel
metering valve.
46 SENR6413-05
Troubleshooting Section

Spark Plug Ignition Timing

An engine shutdown that is due to a faulty spark Note: Data from a fuel analysis is required for this
plug is likely to occur when the engine is operating procedure.
under a load. Refer to Troubleshooting, “Ignition
Transformers Secondary Circuit and Spark Plugs”. Use an electronic service tool to check for the correct
desired ignition timing. Compare the timing to the
recommended timing in the Engine Performance,
i01995066
“Fuel Usage Guide”.
Low Power/Poor or No Adjust the ignition timing according to the
Response to Throttle recommended timing in the Engine Performance,
“Fuel Usage Guide”.
SMCS Code: 1000-035
Fuel Supply
Probable Causes
Make sure that fuel is supplied at a sufficient pressure
• Inlet air restriction that is stable. Make sure that the size of the fuel line
is sufficient. Inspect the fuel system for leaks.
• Exhaust restriction
The following conditions can cause the engine to
• Incorrect ignition timing malfunction:

• Fuel supply • Low fuel pressure

• Governor and linkage • High fuel pressure
• Exhaust bypass • Poor fuel quality
• Incorrect valve lash Make sure that the fuel pressure is correct. When
possible, interview the operator in order to determine
• Ignition system if fuel quality is in question. Try to determine if the
source of the fuel was changed.
• Turbocharger
Inspect the fuel system components: fuel filter, gas
• Cylinder compression pressure regulator, balance line, gas shutoff valve,
fuel valve, and actuator for the fuel valve. Verify that
the system’s components are operating correctly.
Recommended Repairs
Replace the fuel filter, if necessary.
Inlet Air Restriction
Inspect the gas pressure regulator’s diaphragm for
The maximum allowable inlet air restriction is leaks. Make sure that the valve moves freely. The
3.75 kPa (15 inches of H2O). If the indication is higher valve must seat correctly.
than the maximum permissible restriction, clean the
filter element or install a new filter element. Check the Make sure that the balance line is secure. Inspect the
restriction again. If the restriction remains too high, balance line for plugging.
inspect the air inlet piping for obstructions.
Inspect the actuator and the linkage. Make sure that
Exhaust Restriction the linkage operates smoothly for the full range of
travel. The linkage must have no free play. Adjust the
The maximum allowable exhaust restriction is actuator and the linkage, if necessary.
6.7 kPa (27 inches of H2O). Check for restriction in
the exhaust system.

If the difference between the pressure at the exhaust

elbow and the atmospheric pressure exceeds
the specification, determine the cause. Make the
necessary repairs.
SENR6413-05
Governor and Linkage
Inspect the linkage between the governor and the
carburetor. Make sure that the throttle operates
smoothly for the full range of travel. The linkage
must have no free play. Lift the linkage to the upward
position and release the linkage. The linkage must
drop freely. Adjust the governor, the linkage, and the
carburetor, if necessary.
Exhaust Bypass
Make sure that the exhaust bypass valve can move
properly. Inspect the diaphragm, the exhaust lines,
and the connection to the inlet manifold for leaks.
Make sure that the breather is not plugged.
Valve Lash
Check the valve lash according to Testing And
Adjusting, “Valve Lash and Valve Bridge Adjustment”.
Ignition System
Inspect the ignition transformers for the following
conditions:
• Loose connections
• Moisture
• Short circuits
• Open circuits
Inspect the primary wiring and the secondary
electrical connections.
Make sure that the correct transformers and spark
plugs are installed. Inspect the extenders for signs
of pin holes and arcing.
Maintain the spark plug according to the engine’s
Operation and Maintenance Manual.
For troubleshooting the electronic ignition system,
refer to Troubleshooting, “Ignition Transformers
Primary Circuit” and Troubleshooting, “Ignition
Transformers Secondary Circuit and Spark Plugs” .
Turbocharger
The turbocharger may have carbon deposits or worn
bearings. Inspect the turbocharger.
Cylinder Compression
Measure the cylinder compression. Refer to the
engine’s Operation and Maintenance Manual,
“Cylinder Pressure - Measure/Record”.
47
Troubleshooting Section
i01995067
Mechanical Noise (Knock) in
Engine
SMCS Code: 1000-035
Probable Causes
• Driven equipment
• Cylinder head and related components
• Connecting rod bearing
• Gear train
• Crankshaft and related components
• Piston
Recommended Repairs
Driven Equipment
Inspect the alignment and the balance of the driven
equipment. Inspect the coupling. If necessary,
disconnect the driven equipment and test the engine.
Cylinder Head and Related Components
Inspect the components of the valve train for good
condition. Check for signs of damage and/or wear
to the valves, cylinder head gasket, etc. Inspect the
condition of the camshafts. If a camshaft is replaced,
new valve lifters must be installed.
Gear Train
Inspect the condition of the gear train.
Inspect the engine oil filters for nonferrous material.
Flaking of nonferrous material could indicate worn
gear train bearings.
Crankshaft
Inspect the crankshaft and the related components.
Inspect the connecting rod bearings and the bearing
surfaces on the crankshaft. Make sure that the
bearings are in the correct position.
Look for worn thrust plates and wear on the
crankshaft.
Check the bolts of the counterweights. Refer
to Engine News, SEBD9295, “Recommended
Procedure for Lubricating and Tightening the Bolts
that Fasten the Counterweights to the Crankshaft”.
48 SENR6413-05
Troubleshooting Section

Piston Recommended Repairs

Make sure that the piston pin is correctly installed. Fuel Leak
Inspect the condition of the pistons according Inspect the fuel system for leaks.
to Guidelines for Reusable Parts and Salvage
Operations.
Ignition Timing
i01995070 Note: Data from a fuel analysis is required for this
procedure.
Noise Coming from Cylinder
Use an electronic service tool to check for the correct
SMCS Code: 1000-035; 1290-035 desired ignition timing.

Probable Causes Adjust the ignition timing according to the

recommended timing in the Engine Performance,
• Incorrect valve lash “Fuel Usage Guide”.

• Insufficient lubrication Air/Fuel Ratio

• Cylinder head and related components
Recommended Repairs
Valve Lash
Check the valve lash according to Testing And
Adjusting, “Valve Lash and Valve Bridge Adjustment”.
Insufficient Lubrication
Inspect the valve train for sufficient lubrication.
An air/fuel mixture that is too lean will increase fuel
consumption. A change in the fuel energy content will
change the air/fuel ratio. Obtain a fuel analysis.
The fuel supply pressure must be adequate and
stable.
Strike the gas pressure regulator with a soft hammer.
If the engine speed changes, inspect the internal
parts of the gas pressure regulator for wear. Inspect
the gas pressure regulator’s diaphragm for leaks.
Make sure that the valve moves freely. The valve
must seat correctly.

Cylinder Head and Related Components Verify that the exhaust emissions are correct.

Measure the cylinder compression. Refer to the i01995075

engine’s Operation and Maintenance Manual,
“Cylinder Pressure - Measure/Record”. Short Spark Plug Life
Inspect the components of the valve train for good SMCS Code: 1555-035
condition. Check for signs of damage and/or wear
to the valves, cylinder head gasket, etc. Inspect the
condition of the camshafts. If a camshaft is replaced, Probable Causes
new valve lifters must be installed.
• Incorrect ignition timing
i01995071 • Incorrect maintenance of the spark plugs
Poor Fuel Consumption • High compression ratio
SMCS Code: 1250-035 • Excessive load
Probable Causes Recommended Repairs
• Fuel leak Ignition Timing
• Incorrect ignition timing Note: Data from a fuel analysis is required for this
procedure.
• Incorrect air/fuel ratio
SENR6413-05 49
Troubleshooting Section

Use an electronic service tool to check for the correct
desired ignition timing. Compare the timing to the
recommended timing in the Engine Performance,
“Fuel Usage Guide”.
Adjust the ignition timing according to the
recommended timing in the Engine Performance,
“Fuel Usage Guide”.
Spark Plug
Driven Equipment
Inspect the alignment and the balance of the driven
equipment. Inspect the coupling. If necessary,
disconnect the driven equipment and test the engine.
Misfire or Rough Operation
Refer to Troubleshooting, “Engine Misfires, Runs
Rough or Is Unstable”.

Maintain the spark plug according to the engine’s

Operation and Maintenance Manual.

Cylinder Compression
Deposits in the cylinder can increase the compression
ratio.

Measure the cylinder compression. Refer to the

engine’s Operation and Maintenance Manual,
“Cylinder Pressure - Measure/Record”.

Excessive Load
Higher loads reduce the service life of spark plugs.
Determine whether the engine has been operating
beyond the recommended rated load.

i01995078

Too Much Vibration

SMCS Code: 1000-035

Probable Causes
• Vibration damper or pulley
• Engine mounts
• Driven equipment
• Misfire, rough operation, or instability

Recommended Repairs
Vibration Damper or Pulley
Inspect the vibration damper for damage. Look for
evidence of overheating and leaks. Make sure that
the vibration damper is fastened securely.

Inspect the pulley for good condition and alignment.

Engine Mounts
Inspect the condition of the engine mounts. Look
for proper installation. Make sure that the bolts are
secure.
50 SENR6413-05
Troubleshooting Section

Troubleshooting with a Table 6

Diagnostic Code Failure Mode Identifiers

FMI Description of Failure
00 “Data valid but above normal operating
i02031837
range”
Diagnostic Codes 01 “Data valid but below normal operating
range”
SMCS Code: 1901-038
02 “Data erratic, intermittent or incorrect”
Diagnostic codes alert the operator that a problem in 03 “Voltage above normal or shorted high”
the electronic system has been detected. Diagnostic
codes also indicate the nature of the problem to 04 “Voltage below normal or shorted low”
the service technician. Diagnostic codes can be 05 “Current below normal or open circuit”
generated by the control module for the Electronic
Ignition System (EIS) and by the Electronic Control 06 “Current above normal or grounded
Module (ECM) for the air/fuel ratio control. Diagnostic circuit”
codes may be viewed on these electronic service 07 “Mechanical system not responding
tools: properly”
08 “Abnormal frequency, pulse, or period”
Digital Diagnostic Tool (DDT) – The DDT is a
compact device that includes a keypad and a screen. 09 “Abnormal update”

Caterpillar Electronic Technician (ET) – Cat ET 10 “Abnormal rate of change”

is a software program that is designed to run on a 11 “Failure mode not identifiable”
personal computer.
12 “Bad device or component”
If the engine is equipped with the optional air/fuel 13 “Out of calibration”
ratio control, diagnostic codes may also be viewed
on the ECM. 14 “Not used”
15 “Not used”
The Diagnostic codes consist of the module identifier
(MID), the component identifier (CID), and the failure 16 “Parameter not available”
mode identifier (FMI). 17 “Module not responding”

Module Identifier (MID) – The MID is a code with 18 “Sensor supply fault”
two or three digits that indicates the electronic module 19 “Condition not met”
which generated the diagnostic code. The MID for the
EIS control module is 14. The MID for the ECM is 18. 20 “Not used”

Component Identifier (CID) – The CID is a number
with three or four digits. The CID indicates the
component that generated the code. For example,
the CID number 0317 identifies the inlet manifold
pressure sensor.
Failure Mode Identifier (FMI) – The FMI is a two
digit code that indicates the type of failure. Table 6 is
a list of the failure mode identifiers that are adapted
from the “SAE J1587” standard.
When a diagnostic code is generated, an indicator on
the engine is activated in order to alert the operator. If
the condition that generated the code is momentary,
the code may be cleared with the “Diagnostic Reset
Switch”. If the code remains on the display, the code
is active. An active diagnostic code represents a
problem with the electronic control system. Correct
the problem as soon as possible.
SENR6413-05 51
Troubleshooting Section

i01921749 System Response:

MID 014 - CID 0168 - The warning output is activated. The diagnostic code
FMI 02 System Voltage may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
intermittent/erratic
Possible Performance Effect:
SMCS Code: 1408-038
Engine performance is affected. Engine operation
Conditions Which Generate This Code: may continue, or the engine may shut down due to
lugging.
The engine is running and one of the following
conditions has occurred: Troubleshooting:

• The control module for the Electronic Ignition Perform the following diagnostic procedure: “Ignition
System (EIS) has detected engine rpm during a Transformers Primary Circuit”
normal powerup sequence.
Results:
• There is a noisy component in a secondary circuit
of the ignition system. • OK – STOP.
System Response:
i01921836
The shutdown output is activated. The code may be
viewed on the Digital Diagnostic Tool (DDT) or on the MID 014 - CID 0300 - FMI 04
Caterpillar Electronic Technician (ET). Primary Return short to ground
Possible Performance Effect: SMCS Code: 1408-038

The engine is shut down. Conditions Which Generate This Code:

Troubleshooting: A return for an ignition transformer is shorted to the

−Battery side.
Perform the following diagnostic procedure:
“Electrical Power Supply” System Response:

Results: The warning output is activated. The diagnostic code

may be viewed on the Digital Diagnostic Tool (DDT)
• OK – STOP. or on the Caterpillar Electronic Technician (Cat ET).

• Not OK Possible Performance Effect:

Repair: Perform the following diagnostic Engine performance is affected. Engine operation
procedure: Troubleshooting, “Ignition Transformers may continue, or the engine may shut down due to
Secondary Circuit and Spark Plugs”. lugging.

STOP. Troubleshooting:

Perform the following diagnostic procedure: “Ignition

i01921815
Transformers Primary Circuit”
MID 014 - CID 0300 - FMI 03
Results:
Primary Return short to +batt
• OK – STOP.
SMCS Code: 1408-038

Conditions Which Generate This Code:

A return for an ignition transformer is shorted to the

+Battery side.
52 SENR6413-05
Troubleshooting Section

i01921844 Possible Performance Effect:

MID 014 - CID 0301 - FMI 05 The cylinder will misfire.
Ignition Transformer Primary
Troubleshooting:
#1 open circuit
One of the following conditions is the source of the
SMCS Code: 1561-038 diagnostic code:
Conditions Which Generate This Code: • A short circuit in the wiring from the control module
for the Electronic Ignition System (EIS) to the
The primary circuit of the transformer is diagnosed transformer
with an open circuit.
• A short circuit within the primary winding of the
System Response: transformer

The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
Troubleshooting:
• An internal failure of the control module for the
Electronic Ignition System (EIS)
Perform the following diagnostic procedure: “Ignition
Transformers Primary Circuit”

One of the following conditions is the source of the Results:

diagnostic code:
• OK – STOP.
• A broken circuit driver’s wire for the transformer
• A broken return wire for the transformer i01921931

• An open circuit within the primary winding of the

MID 014 - CID 0301 - FMI 12
transformer Ignition Transformer Primary
• An internal failure of the control module for the #1 short to return
Electronic Ignition System (EIS)
SMCS Code: 1561-038
Perform the following diagnostic procedure: “Ignition
Transformers Primary Circuit” Conditions Which Generate This Code:

Results: The primary circuit of the transformer is diagnosed

with a short circuit to the return for the transformer.
• OK – STOP. System Response:

i01921910 The warning output is activated. The diagnostic code

may be viewed on the Digital Diagnostic Tool (DDT)
MID 014 - CID 0301 - FMI 06 or on the Caterpillar Electronic Technician (Cat ET).
Ignition Transformer Primary Possible Performance Effect:
#1 short
The cylinder will misfire.
SMCS Code: 1561-038
Troubleshooting:
Conditions Which Generate This Code:
One of the following conditions is the source of the
The primary circuit of the transformer is diagnosed diagnostic code:
with a short circuit.
• A short circuit in the wiring from the control module
System Response: for the Electronic Ignition System (EIS) to the
transformer
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
SENR6413-05 53
Troubleshooting Section

• A short circuit within the primary winding of the i01921951

transformer
MID 014 - CID 0302 - FMI 06
• An internal failure of the control module for the Ignition Transformer Primary
Electronic Ignition System (EIS)
#2 short
Perform the following diagnostic procedure: “Ignition
Transformers Primary Circuit” SMCS Code: 1561-038

Results: Conditions Which Generate This Code:

• OK – STOP. The primary circuit of the transformer is diagnosed

with a short circuit.

i01921948 System Response:

MID 014 - CID 0302 - FMI 05 The warning output is activated. The diagnostic code
Ignition Transformer Primary may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
#2 open circuit
Possible Performance Effect:
SMCS Code: 1561-038
The cylinder will misfire.
Conditions Which Generate This Code:
Troubleshooting:
The primary circuit of the transformer is diagnosed
with an open circuit. One of the following conditions is the source of the
diagnostic code:
System Response:

The warning output is activated. The diagnostic code

• A short circuit in the wiring from the control module
for the Electronic Ignition System (EIS) to the
may be viewed on the Digital Diagnostic Tool (DDT) transformer
or on the Caterpillar Electronic Technician (Cat ET).

Troubleshooting:
• A short circuit within the primary winding of the
transformer
One of the following conditions is the source of the
diagnostic code:
• An internal failure of the control module for the
Electronic Ignition System (EIS)
• A broken circuit driver’s wire for the transformer Perform the following diagnostic procedure: “Ignition
Transformers Primary Circuit”
• A broken return wire for the transformer
Results:
• An open circuit within the primary winding of the
transformer
• OK – STOP.
• An internal failure of the control module for the
Electronic Ignition System (EIS) i01921956

Perform the following diagnostic procedure: “Ignition MID 014 - CID 0302 - FMI 12
Transformers Primary Circuit” Ignition Transformer Primary
Results: #2 short to return
• OK – STOP. SMCS Code: 1561-038

Conditions Which Generate This Code:

The primary circuit of the transformer is diagnosed

with a short circuit to the return for the transformer.
54 SENR6413-05
Troubleshooting Section

System Response: • An open circuit within the primary winding of the

transformer
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT) • An internal failure of the control module for the
or on the Caterpillar Electronic Technician (Cat ET). Electronic Ignition System (EIS)

Possible Performance Effect: Perform the following diagnostic procedure: “Ignition

Transformers Primary Circuit”
The cylinder will misfire.
Results:
Troubleshooting:
• OK – STOP.
One of the following conditions is the source of the
diagnostic code:
i01921990

• A short circuit in the wiring from the control module

for the Electronic Ignition System (EIS) to the
MID 014 - CID 0303 - FMI 06
transformer Ignition Transformer Primary
• A short circuit within the primary winding of the
#3 short
transformer
SMCS Code: 1561-038
• An internal failure of the control module for the Conditions Which Generate This Code:
Electronic Ignition System (EIS)
The primary circuit of the transformer is diagnosed
Perform the following diagnostic procedure: “Ignition with a short circuit.
Transformers Primary Circuit”
System Response:
Results:
The warning output is activated. The diagnostic code
• OK – STOP. may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
i01921973
Possible Performance Effect:
MID 014 - CID 0303 - FMI 05
Ignition Transformer Primary The cylinder will misfire.

#3 open circuit Troubleshooting:

SMCS Code: 1561-038 One of the following conditions is the source of the
diagnostic code:
Conditions Which Generate This Code:
• A short circuit in the wiring from the control module
The primary circuit of the transformer is diagnosed for the Electronic Ignition System (EIS) to the
with an open circuit. transformer

System Response: • A short circuit within the primary winding of the

transformer
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT) • An internal failure of the control module for the
or on the Caterpillar Electronic Technician (Cat ET). Electronic Ignition System (EIS)

Troubleshooting: Perform the following diagnostic procedure: “Ignition

Transformers Primary Circuit”
One of the following conditions is the source of the
diagnostic code: Results:

• A broken circuit driver’s wire for the transformer • OK – STOP.

• A broken return wire for the transformer
SENR6413-05 55
Troubleshooting Section

i01921994 System Response:

MID 014 - CID 0303 - FMI 12 The warning output is activated. The diagnostic code
Ignition Transformer Primary may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
#3 short to return
Troubleshooting:
SMCS Code: 1561-038
One of the following conditions is the source of the
Conditions Which Generate This Code: diagnostic code:

The primary circuit of the transformer is diagnosed
with a short circuit to the return for the transformer.
System Response:
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
Possible Performance Effect:
The cylinder will misfire.
• A broken circuit driver’s wire for the transformer
• A broken return wire for the transformer
• An open circuit within the primary winding of the
transformer
• An internal failure of the control module for the
Electronic Ignition System (EIS)
Perform the following diagnostic procedure: “Ignition
Transformers Primary Circuit”

Troubleshooting: Results:

One of the following conditions is the source of the • OK – STOP.

diagnostic code:

• A short circuit in the wiring from the control module i01922026

for the Electronic Ignition System (EIS) to the
transformer
MID 014 - CID 0304 - FMI 06
Ignition Transformer Primary
• A short circuit within the primary winding of the #4 short
transformer
SMCS Code: 1561-038
• An internal failure of the control module for the
Electronic Ignition System (EIS)
Conditions Which Generate This Code:
Perform the following diagnostic procedure: “Ignition
Transformers Primary Circuit” The primary circuit of the transformer is diagnosed
with a short circuit.
Results:
System Response:
• OK – STOP. The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
i01922011 or on the Caterpillar Electronic Technician (Cat ET).
MID 014 - CID 0304 - FMI 05 Possible Performance Effect:
Ignition Transformer Primary
The cylinder will misfire.
#4 open circuit
Troubleshooting:
SMCS Code: 1561-038
One of the following conditions is the source of the
Conditions Which Generate This Code: diagnostic code:

The primary circuit of the transformer is diagnosed • A short circuit in the wiring from the control module
with an open circuit. for the Electronic Ignition System (EIS) to the
transformer
56 SENR6413-05
Troubleshooting Section

• A short circuit within the primary winding of the i01922133

transformer
MID 014 - CID 0305 - FMI 05
• An internal failure of the control module for the Ignition Transformer Primary
Electronic Ignition System (EIS)
#5 open circuit
Perform the following diagnostic procedure: “Ignition
Transformers Primary Circuit” SMCS Code: 1561-038

Results: Conditions Which Generate This Code:

• OK – STOP. The primary circuit of the transformer is diagnosed

with an open circuit.

i01922052 System Response:

MID 014 - CID 0304 - FMI 12 The warning output is activated. The diagnostic code
Ignition Transformer Primary may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
#4 short to return
Troubleshooting:
SMCS Code: 1561-038
One of the following conditions is the source of the
Conditions Which Generate This Code: diagnostic code:
The primary circuit of the transformer is diagnosed
with a short circuit to the return for the transformer.
• A broken circuit driver’s wire for the transformer

System Response:
• A broken return wire for the transformer

The warning output is activated. The diagnostic code

• An open circuit within the primary winding of the
transformer
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
• An internal failure of the control module for the
Electronic Ignition System (EIS)
Possible Performance Effect:
Perform the following diagnostic procedure: “Ignition
The cylinder will misfire. Transformers Primary Circuit”
Troubleshooting: Results:
One of the following conditions is the source of the
diagnostic code:
• OK – STOP.

• A short circuit in the wiring from the control module i01922140

for the Electronic Ignition System (EIS) to the
transformer MID 014 - CID 0305 - FMI 06
Ignition Transformer Primary
• A short circuit within the primary winding of the
transformer #5 short
• An internal failure of the control module for the SMCS Code: 1561-038
Electronic Ignition System (EIS)
Conditions Which Generate This Code:
Perform the following diagnostic procedure: “Ignition
Transformers Primary Circuit” The primary circuit of the transformer is diagnosed
with a short circuit.
Results:
System Response:
• OK – STOP.
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
SENR6413-05 57
Troubleshooting Section

Possible Performance Effect: • An internal failure of the control module for the
Electronic Ignition System (EIS)
The cylinder will misfire.
Perform the following diagnostic procedure: “Ignition
Troubleshooting: Transformers Primary Circuit”

One of the following conditions is the source of the Results:

diagnostic code:
• OK – STOP.
• A short circuit in the wiring from the control module
for the Electronic Ignition System (EIS) to the
i01922150
transformer
MID 014 - CID 0306 - FMI 05
• A short circuit within the primary winding of the
transformer Ignition Transformer Primary
• An internal failure of the control module for the
#6 open circuit
Electronic Ignition System (EIS)
SMCS Code: 1561-038
Perform the following diagnostic procedure: “Ignition Conditions Which Generate This Code:
Transformers Primary Circuit”
The primary circuit of the transformer is diagnosed
Results: with an open circuit.
• OK – STOP. System Response:

i01922143 The warning output is activated. The diagnostic code

may be viewed on the Digital Diagnostic Tool (DDT)
MID 014 - CID 0305 - FMI 12 or on the Caterpillar Electronic Technician (Cat ET).
Ignition Transformer Primary Troubleshooting:
#5 short to return
One of the following conditions is the source of the
SMCS Code: 1561-038 diagnostic code:

Conditions Which Generate This Code:
The primary circuit of the transformer is diagnosed
with a short circuit to the return for the transformer.
System Response:
• A broken circuit driver’s wire for the transformer
• A broken return wire for the transformer
• An open circuit within the primary winding of the
transformer

The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
Possible Performance Effect:
• An internal failure of the control module for the
Electronic Ignition System (EIS)
Perform the following diagnostic procedure: “Ignition
Transformers Primary Circuit”

The cylinder will misfire. Results:

Troubleshooting: • OK – STOP.
One of the following conditions is the source of the
diagnostic code:

• A short circuit in the wiring from the control module

for the Electronic Ignition System (EIS) to the
transformer

• A short circuit within the primary winding of the

transformer
58 SENR6413-05
Troubleshooting Section

i01922172 System Response:

MID 014 - CID 0306 - FMI 06 The warning output is activated. The diagnostic code
Ignition Transformer Primary may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
#6 short
Possible Performance Effect:
SMCS Code: 1561-038
The cylinder will misfire.
Conditions Which Generate This Code:
Troubleshooting:
The primary circuit of the transformer is diagnosed
with a short circuit. One of the following conditions is the source of the
diagnostic code:
System Response:
• A short circuit in the wiring from the control module
The warning output is activated. The diagnostic code for the Electronic Ignition System (EIS) to the
may be viewed on the Digital Diagnostic Tool (DDT) transformer
or on the Caterpillar Electronic Technician (Cat ET).
• A short circuit within the primary winding of the
Possible Performance Effect: transformer

The cylinder will misfire. • An internal failure of the control module for the
Electronic Ignition System (EIS)
Troubleshooting:
Perform the following diagnostic procedure: “Ignition
One of the following conditions is the source of the Transformers Primary Circuit”
diagnostic code:
Results:
• A short circuit in the wiring from the control module
for the Electronic Ignition System (EIS) to the • OK – STOP.
transformer

• A short circuit within the primary winding of the i01922177

transformer
MID 014 - CID 0307 - FMI 05
• An internal failure of the control module for the Ignition Transformer Primary
Electronic Ignition System (EIS)
#7 open circuit
Perform the following diagnostic procedure: “Ignition
Transformers Primary Circuit” SMCS Code: 1561-038

Results: Conditions Which Generate This Code:

The primary circuit of the transformer is diagnosed

• OK – STOP. with an open circuit.

i01922162 System Response:

MID 014 - CID 0306 - FMI 12 The warning output is activated. The diagnostic code
Ignition Transformer Primary may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
#6 short to return
Troubleshooting:
SMCS Code: 1561-038
One of the following conditions is the source of the
Conditions Which Generate This Code: diagnostic code:

The primary circuit of the transformer is diagnosed • A broken circuit driver’s wire for the transformer
with a short circuit to the return for the transformer.
• A broken return wire for the transformer
SENR6413-05 59
Troubleshooting Section

• An open circuit within the primary winding of the i01922183

transformer
MID 014 - CID 0307 - FMI 12
• An internal failure of the control module for the Ignition Transformer Primary
Electronic Ignition System (EIS)
#7 short to return
Perform the following diagnostic procedure: “Ignition
Transformers Primary Circuit” SMCS Code: 1561-038

Results: Conditions Which Generate This Code:

• OK – STOP. The primary circuit of the transformer is diagnosed

with a short circuit to the return for the transformer.

i01922181 System Response:

MID 014 - CID 0307 - FMI 06 The warning output is activated. The diagnostic code
Ignition Transformer Primary may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
#7 short
Possible Performance Effect:
SMCS Code: 1561-038
The cylinder will misfire.
Conditions Which Generate This Code:
Troubleshooting:
The primary circuit of the transformer is diagnosed
with a short circuit. One of the following conditions is the source of the
diagnostic code:
System Response:

The warning output is activated. The diagnostic code

• A short circuit in the wiring from the control module
for the Electronic Ignition System (EIS) to the
may be viewed on the Digital Diagnostic Tool (DDT) transformer
or on the Caterpillar Electronic Technician (Cat ET).

Possible Performance Effect:

• A short circuit within the primary winding of the
transformer
The cylinder will misfire.
• An internal failure of the control module for the
Electronic Ignition System (EIS)
Troubleshooting:
Perform the following diagnostic procedure: “Ignition
One of the following conditions is the source of the Transformers Primary Circuit”
diagnostic code:
Results:
• A short circuit in the wiring from the control module
for the Electronic Ignition System (EIS) to the
transformer
• OK – STOP.

• A short circuit within the primary winding of the i01922187

transformer
MID 014 - CID 0308 - FMI 05
• An internal failure of the control module for the Ignition Transformer Primary
Electronic Ignition System (EIS)
#8 open circuit
Perform the following diagnostic procedure: “Ignition
Transformers Primary Circuit” SMCS Code: 1561-038

Results: Conditions Which Generate This Code:

• OK – STOP. The primary circuit of the transformer is diagnosed

with an open circuit.
60 SENR6413-05
Troubleshooting Section

System Response: • A short circuit within the primary winding of the

transformer
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT) • An internal failure of the control module for the
or on the Caterpillar Electronic Technician (Cat ET). Electronic Ignition System (EIS)

Troubleshooting: Perform the following diagnostic procedure: “Ignition

Transformers Primary Circuit”
One of the following conditions is the source of the
diagnostic code: Results:

• A broken circuit driver’s wire for the transformer • OK – STOP.

• A broken return wire for the transformer i01922191

• An open circuit within the primary winding of the

transformer
MID 014 - CID 0308 - FMI 12
Ignition Transformer Primary
• An internal failure of the control module for the #8 short to return
Electronic Ignition System (EIS)
SMCS Code: 1561-038
Perform the following diagnostic procedure: “Ignition
Transformers Primary Circuit” Conditions Which Generate This Code:
Results:
The primary circuit of the transformer is diagnosed
with a short circuit to the return for the transformer.
• OK – STOP.
System Response:
i01922188
The warning output is activated. The diagnostic code
MID 014 - CID 0308 - FMI 06 may be viewed on the Digital Diagnostic Tool (DDT)
Ignition Transformer Primary or on the Caterpillar Electronic Technician (Cat ET).

#8 short Possible Performance Effect:

SMCS Code: 1561-038 The cylinder will misfire.

Conditions Which Generate This Code: Troubleshooting:

The primary circuit of the transformer is diagnosed One of the following conditions is the source of the
with a short circuit. diagnostic code:

System Response:
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
Possible Performance Effect:
The cylinder will misfire.
• A short circuit in the wiring from the control module
for the Electronic Ignition System (EIS) to the
transformer
• A short circuit within the primary winding of the
transformer
• An internal failure of the control module for the
Electronic Ignition System (EIS)

Troubleshooting: Perform the following diagnostic procedure: “Ignition

Transformers Primary Circuit”
One of the following conditions is the source of the
diagnostic code: Results:

• A short circuit in the wiring from the control module • OK – STOP.

for the Electronic Ignition System (EIS) to the
transformer
SENR6413-05 61
Troubleshooting Section

i01922199 • An internal failure of the control module for the

Electronic Ignition System (EIS)
MID 014 - CID 0309 - FMI 05
Ignition Transformer Primary Perform the following diagnostic procedure: “Ignition
Transformers Primary Circuit”
#9 open circuit
Results:
SMCS Code: 1561-038
S/N: ZBA1-Up • OK – STOP.

S/N: 5JD1-Up i01922207

S/N: 8LD1-Up MID 014 - CID 0309 - FMI 06

S/N: 7NJ1-Up Ignition Transformer Primary
S/N: 4EK1-Up #9 short
S/N: 6JW1-Up SMCS Code: 1561-038
S/N: 8PW1-Up S/N: ZBA1-Up
S/N: ZAZ1-Up S/N: 5JD1-Up
S/N: CSZ1-Up; CTL1-Up S/N: 8LD1-Up
S/N: CPG1-Up; CTL1-Up S/N: 7NJ1-Up
S/N: CSP1-Up; CTM1-Up S/N: 4EK1-Up
S/N: CRN1-Up; CTM1-Up S/N: 6JW1-Up
S/N: CPS1-Up; CTN1-Up S/N: 8PW1-Up
S/N: CPJ1-Up; CTN1-Up S/N: ZAZ1-Up
S/N: CPY1-Up; CTN1-Up S/N: CSZ1-Up; CTL1-Up
S/N: 7SZ1-Up; 5ZZ1-Up S/N: CPG1-Up; CTL1-Up
S/N: 8BZ1-Up; 8JZ1-Up S/N: CSP1-Up; CTM1-Up
Conditions Which Generate This Code: S/N: CRN1-Up; CTM1-Up

The primary circuit of the transformer is diagnosed S/N: CPS1-Up; CTN1-Up

with an open circuit.
S/N: CPJ1-Up; CTN1-Up
System Response: S/N: CPY1-Up; CTN1-Up

The warning output is activated. The diagnostic code S/N: 7SZ1-Up; 5ZZ1-Up
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET). S/N: 8BZ1-Up; 8JZ1-Up

Troubleshooting: Conditions Which Generate This Code:

One of the following conditions is the source of the The primary circuit of the transformer is diagnosed
diagnostic code: with a short circuit.

• A broken circuit driver’s wire for the transformer
• A broken return wire for the transformer
• An open circuit within the primary winding of the
transformer
System Response:
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
Possible Performance Effect:

The cylinder will misfire.

62 SENR6413-05
Troubleshooting Section

Troubleshooting: i01922209

One of the following conditions is the source of the MID 014 - CID 0309 - FMI 12
diagnostic code: Ignition Transformer Primary
• A short circuit in the wiring from the control module #9 short to return
for the Electronic Ignition System (EIS) to the
transformer SMCS Code: 1561-038
S/N: ZBA1-Up
• A short circuit within the primary winding of the
transformer S/N: 5JD1-Up

• An internal failure of the control module for the S/N: 8LD1-Up

Electronic Ignition System (EIS)
S/N: 7NJ1-Up
Perform the following diagnostic procedure: “Ignition
S/N: 4EK1-Up
Transformers Primary Circuit”
S/N: 6JW1-Up
Results:
S/N: 8PW1-Up
• OK – STOP. S/N: ZAZ1-Up
S/N: CSZ1-Up; CTL1-Up
S/N: CPG1-Up; CTL1-Up
S/N: CSP1-Up; CTM1-Up
S/N: CRN1-Up; CTM1-Up
S/N: CPS1-Up; CTN1-Up
S/N: CPJ1-Up; CTN1-Up
S/N: CPY1-Up; CTN1-Up
S/N: 7SZ1-Up; 5ZZ1-Up
S/N: 8BZ1-Up; 8JZ1-Up

Conditions Which Generate This Code:

The primary circuit of the transformer is diagnosed

with a short circuit to the return for the transformer.

System Response:

The warning output is activated. The diagnostic code

may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).

Possible Performance Effect:

The cylinder will misfire.

Troubleshooting:

One of the following conditions is the source of the

diagnostic code:

• A short circuit in the wiring from the control module

for the Electronic Ignition System (EIS) to the
transformer
SENR6413-05 63
Troubleshooting Section

• A short circuit within the primary winding of the Troubleshooting:

transformer
One of the following conditions is the source of the
• An internal failure of the control module for the diagnostic code:
Electronic Ignition System (EIS)
• A broken circuit driver’s wire for the transformer
Perform the following diagnostic procedure: “Ignition
Transformers Primary Circuit” • A broken return wire for the transformer
Results: • An open circuit within the primary winding of the
transformer
• OK – STOP.
• An internal failure of the control module for the
Electronic Ignition System (EIS)
i01922211

MID 014 - CID 0310 - FMI 05 Perform the following diagnostic procedure: “Ignition
Transformers Primary Circuit”
Ignition Transformer Primary
#10 open circuit Results:

SMCS Code: 1561-038 • OK – STOP.

S/N: ZBA1-Up
S/N: 5JD1-Up
S/N: 8LD1-Up
S/N: 7NJ1-Up
S/N: 4EK1-Up
S/N: 6JW1-Up
S/N: 8PW1-Up
S/N: ZAZ1-Up
S/N: CSZ1-Up; CTL1-Up
S/N: CPG1-Up; CTL1-Up
S/N: CSP1-Up; CTM1-Up
S/N: CRN1-Up; CTM1-Up
S/N: CPS1-Up; CTN1-Up
S/N: CPJ1-Up; CTN1-Up
S/N: CPY1-Up; CTN1-Up
S/N: 7SZ1-Up; 5ZZ1-Up
S/N: 8BZ1-Up; 8JZ1-Up

Conditions Which Generate This Code:

The primary circuit of the transformer is diagnosed

with an open circuit.

System Response:

The warning output is activated. The diagnostic code

may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
64 SENR6413-05
Troubleshooting Section

i01922214 • A short circuit within the primary winding of the

transformer
MID 014 - CID 0310 - FMI 06
Ignition Transformer Primary • An internal failure of the control module for the
Electronic Ignition System (EIS)
#10 short
Perform the following diagnostic procedure: “Ignition
SMCS Code: 1561-038 Transformers Primary Circuit”
S/N: ZBA1-Up
Results:
S/N: 5JD1-Up
• OK – STOP.
S/N: 8LD1-Up
S/N: 7NJ1-Up i01922215

S/N: 4EK1-Up MID 014 - CID 0310 - FMI 12

S/N: 6JW1-Up Ignition Transformer Primary
S/N: 8PW1-Up #10 short to return
S/N: ZAZ1-Up SMCS Code: 1561-038

S/N: CSZ1-Up; CTL1-Up S/N: ZBA1-Up

S/N: CPG1-Up; CTL1-Up S/N: 5JD1-Up

S/N: CSP1-Up; CTM1-Up S/N: 8LD1-Up

S/N: CRN1-Up; CTM1-Up S/N: 7NJ1-Up

S/N: CPS1-Up; CTN1-Up S/N: 4EK1-Up

S/N: CPJ1-Up; CTN1-Up S/N: 6JW1-Up

S/N: CPY1-Up; CTN1-Up S/N: 8PW1-Up

S/N: 7SZ1-Up; 5ZZ1-Up S/N: ZAZ1-Up

S/N: 8BZ1-Up; 8JZ1-Up S/N: CSZ1-Up; CTL1-Up

S/N: CPG1-Up; CTL1-Up
Conditions Which Generate This Code:
S/N: CSP1-Up; CTM1-Up
The primary circuit of the transformer is diagnosed
with a short circuit. S/N: CRN1-Up; CTM1-Up

System Response: S/N: CPS1-Up; CTN1-Up

S/N: CPJ1-Up; CTN1-Up
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT) S/N: CPY1-Up; CTN1-Up
or on the Caterpillar Electronic Technician (Cat ET).
S/N: 7SZ1-Up; 5ZZ1-Up
Possible Performance Effect:
S/N: 8BZ1-Up; 8JZ1-Up
The cylinder will misfire.
Conditions Which Generate This Code:
Troubleshooting:
The primary circuit of the transformer is diagnosed
One of the following conditions is the source of the with a short circuit to the return for the transformer.
diagnostic code:

• A short circuit in the wiring from the control module

for the Electronic Ignition System (EIS) to the
transformer
SENR6413-05 65
Troubleshooting Section

System Response: i01922220

The warning output is activated. The diagnostic code MID 014 - CID 0311 - FMI 05
may be viewed on the Digital Diagnostic Tool (DDT) Ignition Transformer Primary
or on the Caterpillar Electronic Technician (Cat ET).
#11 open circuit
Possible Performance Effect:
SMCS Code: 1561-038
The cylinder will misfire.
S/N: ZBA1-Up
Troubleshooting: S/N: 5JD1-Up
One of the following conditions is the source of the S/N: 8LD1-Up
diagnostic code:
S/N: 7NJ1-Up
• A short circuit in the wiring from the control module S/N: 4EK1-Up
for the Electronic Ignition System (EIS) to the
transformer S/N: 6JW1-Up

• A short circuit within the primary winding of the S/N: 8PW1-Up

transformer
S/N: ZAZ1-Up
• An internal failure of the control module for the S/N: CSZ1-Up; CTL1-Up
Electronic Ignition System (EIS)
S/N: CPG1-Up; CTL1-Up
Perform the following diagnostic procedure: “Ignition
Transformers Primary Circuit” S/N: CSP1-Up; CTM1-Up
S/N: CRN1-Up; CTM1-Up
Results:
S/N: CPS1-Up; CTN1-Up
• OK – STOP.
S/N: CPJ1-Up; CTN1-Up
S/N: CPY1-Up; CTN1-Up
S/N: 7SZ1-Up; 5ZZ1-Up
S/N: 8BZ1-Up; 8JZ1-Up

Conditions Which Generate This Code:

The primary circuit of the transformer is diagnosed

with an open circuit.

System Response:

The warning output is activated. The diagnostic code

may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).

Troubleshooting:

One of the following conditions is the source of the

diagnostic code:

• A broken circuit driver’s wire for the transformer

• A broken return wire for the transformer
• An open circuit within the primary winding of the
transformer
66 SENR6413-05
Troubleshooting Section

• An internal failure of the control module for the Possible Performance Effect:
Electronic Ignition System (EIS)
The cylinder will misfire.
Perform the following diagnostic procedure: “Ignition
Transformers Primary Circuit” Troubleshooting:

Results: One of the following conditions is the source of the

diagnostic code:
• OK – STOP.
• A short circuit in the wiring from the control module
for the Electronic Ignition System (EIS) to the
i01922223
transformer
MID 014 - CID 0311 - FMI 06
• A short circuit within the primary winding of the
Ignition Transformer Primary transformer
#11 short • An internal failure of the control module for the
Electronic Ignition System (EIS)
SMCS Code: 1561-038
S/N: ZBA1-Up Perform the following diagnostic procedure: “Ignition
Transformers Primary Circuit”
S/N: 5JD1-Up
Results:
S/N: 8LD1-Up
S/N: 7NJ1-Up • OK – STOP.
S/N: 4EK1-Up
S/N: 6JW1-Up
S/N: 8PW1-Up
S/N: ZAZ1-Up
S/N: CSZ1-Up; CTL1-Up
S/N: CPG1-Up; CTL1-Up
S/N: CSP1-Up; CTM1-Up
S/N: CRN1-Up; CTM1-Up
S/N: CPS1-Up; CTN1-Up
S/N: CPJ1-Up; CTN1-Up
S/N: CPY1-Up; CTN1-Up
S/N: 7SZ1-Up; 5ZZ1-Up
S/N: 8BZ1-Up; 8JZ1-Up

Conditions Which Generate This Code:

The primary circuit of the transformer is diagnosed

with a short circuit.

System Response:

The warning output is activated. The diagnostic code

may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
SENR6413-05 67
Troubleshooting Section

i01922225 • A short circuit within the primary winding of the

transformer
MID 014 - CID 0311 - FMI 12
Ignition Transformer Primary • An internal failure of the control module for the
Electronic Ignition System (EIS)
#11 short to return
Perform the following diagnostic procedure: “Ignition
SMCS Code: 1561-038 Transformers Primary Circuit”
S/N: ZBA1-Up
Results:
S/N: 5JD1-Up
• OK – STOP.
S/N: 8LD1-Up
S/N: 7NJ1-Up i01922229

S/N: 4EK1-Up MID 014 - CID 0312 - FMI 05

S/N: 6JW1-Up Ignition Transformer Primary
S/N: 8PW1-Up #12 open circuit
S/N: ZAZ1-Up SMCS Code: 1561-038

S/N: CSZ1-Up; CTL1-Up S/N: ZBA1-Up

S/N: CPG1-Up; CTL1-Up S/N: 5JD1-Up

S/N: CSP1-Up; CTM1-Up S/N: 8LD1-Up

S/N: CRN1-Up; CTM1-Up S/N: 7NJ1-Up

S/N: CPS1-Up; CTN1-Up S/N: 4EK1-Up

S/N: CPJ1-Up; CTN1-Up S/N: 6JW1-Up

S/N: CPY1-Up; CTN1-Up S/N: 8PW1-Up

S/N: 7SZ1-Up; 5ZZ1-Up S/N: ZAZ1-Up

S/N: 8BZ1-Up; 8JZ1-Up S/N: CSZ1-Up; CTL1-Up

S/N: CPG1-Up; CTL1-Up
Conditions Which Generate This Code:
S/N: CSP1-Up; CTM1-Up
The primary circuit of the transformer is diagnosed
with a short circuit to the return for the transformer. S/N: CRN1-Up; CTM1-Up

System Response: S/N: CPS1-Up; CTN1-Up

S/N: CPJ1-Up; CTN1-Up
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT) S/N: CPY1-Up; CTN1-Up
or on the Caterpillar Electronic Technician (Cat ET).
S/N: 7SZ1-Up; 5ZZ1-Up
Possible Performance Effect:
S/N: 8BZ1-Up; 8JZ1-Up
The cylinder will misfire.
Conditions Which Generate This Code:
Troubleshooting:
The primary circuit of the transformer is diagnosed
One of the following conditions is the source of the with an open circuit.
diagnostic code:
System Response:
• A short circuit in the wiring from the control module The warning output is activated. The diagnostic code
for the Electronic Ignition System (EIS) to the
transformer may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
68 SENR6413-05
Troubleshooting Section

Troubleshooting: i01922231

One of the following conditions is the source of the MID 014 - CID 0312 - FMI 06
diagnostic code: Ignition Transformer Primary
• A broken circuit driver’s wire for the transformer #12 short
• A broken return wire for the transformer SMCS Code: 1561-038
S/N: ZBA1-Up
• An open circuit within the primary winding of the
transformer S/N: 5JD1-Up

• An internal failure of the control module for the S/N: 8LD1-Up

Electronic Ignition System (EIS)
S/N: 7NJ1-Up
Perform the following diagnostic procedure: “Ignition
S/N: 4EK1-Up
Transformers Primary Circuit”
S/N: 6JW1-Up
Results:
S/N: 8PW1-Up
• OK – STOP. S/N: ZAZ1-Up
S/N: CSZ1-Up; CTL1-Up
S/N: CPG1-Up; CTL1-Up
S/N: CSP1-Up; CTM1-Up
S/N: CRN1-Up; CTM1-Up
S/N: CPS1-Up; CTN1-Up
S/N: CPJ1-Up; CTN1-Up
S/N: CPY1-Up; CTN1-Up
S/N: 7SZ1-Up; 5ZZ1-Up
S/N: 8BZ1-Up; 8JZ1-Up

Conditions Which Generate This Code:

The primary circuit of the transformer is diagnosed

with a short circuit.

System Response:

The warning output is activated. The diagnostic code

may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).

Possible Performance Effect:

The cylinder will misfire.

Troubleshooting:

One of the following conditions is the source of the

diagnostic code:

• A short circuit in the wiring from the control module

for the Electronic Ignition System (EIS) to the
transformer
SENR6413-05 69
Troubleshooting Section

• A short circuit within the primary winding of the Possible Performance Effect:
transformer
The cylinder will misfire.
• An internal failure of the control module for the
Electronic Ignition System (EIS) Troubleshooting:

Perform the following diagnostic procedure: “Ignition One of the following conditions is the source of the
Transformers Primary Circuit” diagnostic code:

Results: • A short circuit in the wiring from the control module

for the Electronic Ignition System (EIS) to the
• OK – STOP. transformer

i01922237
• A short circuit within the primary winding of the
transformer
MID 014 - CID 0312 - FMI 12
• An internal failure of the control module for the
Ignition Transformer Primary Electronic Ignition System (EIS)
#12 short to return Perform the following diagnostic procedure: “Ignition
Transformers Primary Circuit”
SMCS Code: 1561-038
S/N: ZBA1-Up Results:

S/N: 5JD1-Up • OK – STOP.

S/N: 8LD1-Up
i01922243
S/N: 7NJ1-Up
MID 014 - CID 0313 - FMI 05
S/N: 4EK1-Up
Ignition Transformer Primary
S/N: 6JW1-Up
#13 open circuit
S/N: 8PW1-Up
SMCS Code: 1561-038
S/N: ZAZ1-Up
S/N: ZBA1-Up
S/N: CSZ1-Up; CTL1-Up
S/N: 8LD1-Up
S/N: CPG1-Up; CTL1-Up
S/N: 4EK1-Up
S/N: CSP1-Up; CTM1-Up
S/N: 8PW1-Up
S/N: CRN1-Up; CTM1-Up
S/N: ZAZ1-Up
S/N: CPS1-Up; CTN1-Up
S/N: CPG1-Up; CTL1-Up
S/N: CPJ1-Up; CTN1-Up
S/N: CSZ1-Up; CTL1-Up
S/N: CPY1-Up; CTN1-Up
S/N: CRN1-Up; CTM1-Up
S/N: 7SZ1-Up; 5ZZ1-Up
S/N: CSP1-Up; CTM1-Up
S/N: 8BZ1-Up; 8JZ1-Up
S/N: CPJ1-Up; CTN1-Up
Conditions Which Generate This Code:
S/N: CPS1-Up; CTN1-Up
The primary circuit of the transformer is diagnosed S/N: CPY1-Up; CTN1-Up
with a short circuit to the return for the transformer.
S/N: 8BZ1-Up; 8JZ1-Up
System Response:
Conditions Which Generate This Code:
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT) The primary circuit of the transformer is diagnosed
or on the Caterpillar Electronic Technician (Cat ET). with an open circuit.
70 SENR6413-05
Troubleshooting Section

System Response: i01922249

The warning output is activated. The diagnostic code MID 014 - CID 0313 - FMI 06
may be viewed on the Digital Diagnostic Tool (DDT) Ignition Transformer Primary
or on the Caterpillar Electronic Technician (Cat ET).
#13 short
Troubleshooting:
SMCS Code: 1561-038
One of the following conditions is the source of the
S/N: ZBA1-Up
diagnostic code:
S/N: 8LD1-Up
• A broken circuit driver’s wire for the transformer
S/N: 4EK1-Up
• A broken return wire for the transformer
S/N: 8PW1-Up
• An open circuit within the primary winding of the S/N: ZAZ1-Up
transformer
S/N: CPG1-Up; CTL1-Up
• An internal failure of the control module for the
Electronic Ignition System (EIS) S/N: CSZ1-Up; CTL1-Up

Perform the following diagnostic procedure: “Ignition S/N: CRN1-Up; CTM1-Up

Transformers Primary Circuit” S/N: CSP1-Up; CTM1-Up
Results: S/N: CPJ1-Up; CTN1-Up

• OK – STOP. S/N: CPS1-Up; CTN1-Up

S/N: CPY1-Up; CTN1-Up
S/N: 8BZ1-Up; 8JZ1-Up

Conditions Which Generate This Code:

The primary circuit of the transformer is diagnosed

with a short circuit.

System Response:

The warning output is activated. The diagnostic code

may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).

Possible Performance Effect:

The cylinder will misfire.

Troubleshooting:

One of the following conditions is the source of the

diagnostic code:

• A short circuit in the wiring from the control module

for the Electronic Ignition System (EIS) to the
transformer

• A short circuit within the primary winding of the

transformer
SENR6413-05 71
Troubleshooting Section

• An internal failure of the control module for the
Electronic Ignition System (EIS)
Perform the following diagnostic procedure: “Ignition
Transformers Primary Circuit”
Results:
• OK – STOP.
• A short circuit in the wiring from the control module
for the Electronic Ignition System (EIS) to the
transformer
• A short circuit within the primary winding of the
transformer
• An internal failure of the control module for the
Electronic Ignition System (EIS)

Perform the following diagnostic procedure: “Ignition

i01922255
Transformers Primary Circuit”
MID 014 - CID 0313 - FMI 12 Results:
Ignition Transformer Primary
#13 short to return • OK – STOP.

SMCS Code: 1561-038 i01922262

S/N: ZBA1-Up MID 014 - CID 0314 - FMI 05

S/N: 8LD1-Up Ignition Transformer Primary
S/N: 4EK1-Up #14 open circuit
S/N: 8PW1-Up SMCS Code: 1561-038
S/N: ZAZ1-Up S/N: ZBA1-Up
S/N: CPG1-Up; CTL1-Up S/N: 8LD1-Up
S/N: CSZ1-Up; CTL1-Up S/N: 4EK1-Up
S/N: CRN1-Up; CTM1-Up S/N: 8PW1-Up
S/N: CSP1-Up; CTM1-Up S/N: ZAZ1-Up
S/N: CPJ1-Up; CTN1-Up S/N: CPG1-Up; CTL1-Up
S/N: CPS1-Up; CTN1-Up S/N: CSZ1-Up; CTL1-Up
S/N: CPY1-Up; CTN1-Up S/N: CRN1-Up; CTM1-Up
S/N: 8BZ1-Up; 8JZ1-Up S/N: CSP1-Up; CTM1-Up

Conditions Which Generate This Code: S/N: CPJ1-Up; CTN1-Up

S/N: CPS1-Up; CTN1-Up
The primary circuit of the transformer is diagnosed
with a short circuit to the return for the transformer. S/N: CPY1-Up; CTN1-Up
System Response: S/N: 8BZ1-Up; 8JZ1-Up

The warning output is activated. The diagnostic code Conditions Which Generate This Code:
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET). The primary circuit of the transformer is diagnosed
with an open circuit.
Possible Performance Effect:
System Response:
The cylinder will misfire.
The warning output is activated. The diagnostic code
Troubleshooting: may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
One of the following conditions is the source of the
diagnostic code:
72 SENR6413-05
Troubleshooting Section

Troubleshooting: System Response:

One of the following conditions is the source of the
diagnostic code:
• A broken circuit driver’s wire for the transformer
• A broken return wire for the transformer
• An open circuit within the primary winding of the
transformer
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
Possible Performance Effect:
The cylinder will misfire.
Troubleshooting:

• An internal failure of the control module for the One of the following conditions is the source of the
Electronic Ignition System (EIS) diagnostic code:

Perform the following diagnostic procedure: “Ignition • A short circuit in the wiring from the control module
Transformers Primary Circuit” for the Electronic Ignition System (EIS) to the
transformer
Results:
• A short circuit within the primary winding of the
• OK – STOP. transformer

i01922266
• An internal failure of the control module for the
Electronic Ignition System (EIS)
MID 014 - CID 0314 - FMI 06 Perform the following diagnostic procedure: “Ignition
Ignition Transformer Primary Transformers Primary Circuit”
#14 short Results:
SMCS Code: 1561-038
• OK – STOP.
S/N: ZBA1-Up
S/N: 8LD1-Up
S/N: 4EK1-Up
S/N: 8PW1-Up
S/N: ZAZ1-Up
S/N: CPG1-Up; CTL1-Up
S/N: CSZ1-Up; CTL1-Up
S/N: CRN1-Up; CTM1-Up
S/N: CSP1-Up; CTM1-Up
S/N: CPJ1-Up; CTN1-Up
S/N: CPS1-Up; CTN1-Up
S/N: CPY1-Up; CTN1-Up
S/N: 8BZ1-Up; 8JZ1-Up

Conditions Which Generate This Code:

The primary circuit of the transformer is diagnosed

with a short circuit.
SENR6413-05 73
Troubleshooting Section

i01922274 Results:
MID 014 - CID 0314 - FMI 12 • OK – STOP.
Ignition Transformer Primary
#14 short to return i01922281

SMCS Code: 1561-038

MID 014 - CID 0315 - FMI 05
S/N: ZBA1-Up
Ignition Transformer Primary
#15 open circuit
S/N: 8LD1-Up
SMCS Code: 1561-038
S/N: 4EK1-Up
S/N: 8PW1-Up Conditions Which Generate This Code:

S/N: ZAZ1-Up The primary circuit of the transformer is diagnosed

with an open circuit.
S/N: CPG1-Up; CTL1-Up
S/N: CSZ1-Up; CTL1-Up System Response:

S/N: CRN1-Up; CTM1-Up The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
S/N: CSP1-Up; CTM1-Up or on the Caterpillar Electronic Technician (Cat ET).
S/N: CPJ1-Up; CTN1-Up Troubleshooting:
S/N: CPS1-Up; CTN1-Up
One of the following conditions is the source of the
S/N: CPY1-Up; CTN1-Up diagnostic code:

S/N: 8BZ1-Up; 8JZ1-Up • A broken circuit driver’s wire for the transformer
Conditions Which Generate This Code: • A broken return wire for the transformer
The primary circuit of the transformer is diagnosed • An open circuit within the primary winding of the
with a short circuit to the return for the transformer. transformer

System Response: • An internal failure of the control module for the

Electronic Ignition System (EIS)
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT) Perform the following diagnostic procedure: “Ignition
or on the Caterpillar Electronic Technician (Cat ET). Transformers Primary Circuit”

Possible Performance Effect: Results:

The cylinder will misfire. • OK – STOP.
Troubleshooting:

One of the following conditions is the source of the

diagnostic code:

• A short circuit in the wiring from the control module

for the Electronic Ignition System (EIS) to the
transformer

• A short circuit within the primary winding of the

transformer

• An internal failure of the control module for the

Electronic Ignition System (EIS)

Perform the following diagnostic procedure: “Ignition

Transformers Primary Circuit”
74 SENR6413-05
Troubleshooting Section

i01922285 • An internal failure of the control module for the

Electronic Ignition System (EIS)
MID 014 - CID 0315 - FMI 06
Ignition Transformer Primary Perform the following diagnostic procedure: “Ignition
Transformers Primary Circuit”
#15 short
Results:
SMCS Code: 1561-038
S/N: ZBA1-Up • OK – STOP.

S/N: 8LD1-Up i01922286

S/N: 4EK1-Up MID 014 - CID 0315 - FMI 12

S/N: 8PW1-Up Ignition Transformer Primary
S/N: ZAZ1-Up #15 short to return
S/N: CPG1-Up; CTL1-Up SMCS Code: 1561-038
S/N: CSZ1-Up; CTL1-Up S/N: ZBA1-Up
S/N: CRN1-Up; CTM1-Up S/N: 8LD1-Up
S/N: CSP1-Up; CTM1-Up S/N: 4EK1-Up
S/N: CPJ1-Up; CTN1-Up S/N: 8PW1-Up
S/N: CPS1-Up; CTN1-Up S/N: ZAZ1-Up
S/N: CPY1-Up; CTN1-Up S/N: CPG1-Up; CTL1-Up
S/N: 8BZ1-Up; 8JZ1-Up S/N: CSZ1-Up; CTL1-Up
Conditions Which Generate This Code: S/N: CRN1-Up; CTM1-Up

The primary circuit of the transformer is diagnosed S/N: CSP1-Up; CTM1-Up

with a short circuit. S/N: CPJ1-Up; CTN1-Up
System Response: S/N: CPS1-Up; CTN1-Up
The warning output is activated. The diagnostic code S/N: CPY1-Up; CTN1-Up
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET). S/N: 8BZ1-Up; 8JZ1-Up

Possible Performance Effect: Conditions Which Generate This Code:

The cylinder will misfire. The primary circuit of the transformer is diagnosed
with a short circuit to the return for the transformer.
Troubleshooting:
System Response:
One of the following conditions is the source of the
diagnostic code: The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
• A short circuit in the wiring from the control module
for the Electronic Ignition System (EIS) to the
transformer Possible Performance Effect:

The cylinder will misfire.

• A short circuit within the primary winding of the
transformer
Troubleshooting:

One of the following conditions is the source of the

diagnostic code:
SENR6413-05 75
Troubleshooting Section

• A short circuit in the wiring from the control module Troubleshooting:

for the Electronic Ignition System (EIS) to the
transformer
• A short circuit within the primary winding of the
transformer
• An internal failure of the control module for the
Electronic Ignition System (EIS)
Perform the following diagnostic procedure: “Ignition
Transformers Primary Circuit”
Results:
One of the following conditions is the source of the
diagnostic code:
• A broken circuit driver’s wire for the transformer
• A broken return wire for the transformer
• An open circuit within the primary winding of the
transformer
• An internal failure of the control module for the
Electronic Ignition System (EIS)

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

Transformers Primary Circuit”
i01922287
Results:
MID 014 - CID 0316 - FMI 05
• OK – STOP.
Ignition Transformer Primary
#16 open circuit i01922290

SMCS Code: 1561-038 MID 014 - CID 0316 - FMI 06

S/N: ZBA1-Up Ignition Transformer Primary
S/N: 8LD1-Up #16 short
S/N: 4EK1-Up SMCS Code: 1561-038

S/N: 8PW1-Up S/N: ZBA1-Up

S/N: ZAZ1-Up S/N: 8LD1-Up

S/N: CPG1-Up; CTL1-Up S/N: 4EK1-Up

S/N: CSZ1-Up; CTL1-Up S/N: 8PW1-Up

S/N: CRN1-Up; CTM1-Up S/N: ZAZ1-Up

S/N: CSP1-Up; CTM1-Up S/N: CPG1-Up; CTL1-Up

S/N: CPJ1-Up; CTN1-Up S/N: CSZ1-Up; CTL1-Up

S/N: CPS1-Up; CTN1-Up S/N: CRN1-Up; CTM1-Up

S/N: CPY1-Up; CTN1-Up S/N: CSP1-Up; CTM1-Up

S/N: 8BZ1-Up; 8JZ1-Up S/N: CPJ1-Up; CTN1-Up

Conditions Which Generate This Code: S/N: CPS1-Up; CTN1-Up

S/N: CPY1-Up; CTN1-Up
The primary circuit of the transformer is diagnosed
with an open circuit. S/N: 8BZ1-Up; 8JZ1-Up

System Response: Conditions Which Generate This Code:

The warning output is activated. The diagnostic code The primary circuit of the transformer is diagnosed
may be viewed on the Digital Diagnostic Tool (DDT) with a short circuit.
or on the Caterpillar Electronic Technician (Cat ET).
76 SENR6413-05
Troubleshooting Section

System Response: i01922293

The warning output is activated. The diagnostic code MID 014 - CID 0316 - FMI 12
may be viewed on the Digital Diagnostic Tool (DDT) Ignition Transformer Primary
or on the Caterpillar Electronic Technician (Cat ET).
#16 short to return
Possible Performance Effect:
SMCS Code: 1561-038
The cylinder will misfire.
S/N: ZBA1-Up
Troubleshooting: S/N: 8LD1-Up
One of the following conditions is the source of the S/N: 4EK1-Up
diagnostic code:
S/N: 8PW1-Up
• A short circuit in the wiring from the control module S/N: ZAZ1-Up
for the Electronic Ignition System (EIS) to the
transformer S/N: CPG1-Up; CTL1-Up

• A short circuit within the primary winding of the S/N: CSZ1-Up; CTL1-Up
transformer
S/N: CRN1-Up; CTM1-Up
• An internal failure of the control module for the S/N: CSP1-Up; CTM1-Up
Electronic Ignition System (EIS)
S/N: CPJ1-Up; CTN1-Up
Perform the following diagnostic procedure: “Ignition
Transformers Primary Circuit” S/N: CPS1-Up; CTN1-Up
S/N: CPY1-Up; CTN1-Up
Results:
S/N: 8BZ1-Up; 8JZ1-Up
• OK – STOP.
Conditions Which Generate This Code:

The primary circuit of the transformer is diagnosed

with a short circuit to the return for the transformer.

System Response:

The warning output is activated. The diagnostic code

may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).

Possible Performance Effect:

The cylinder will misfire.

Troubleshooting:

One of the following conditions is the source of the

diagnostic code:

• A short circuit in the wiring from the control module

for the Electronic Ignition System (EIS) to the
transformer

• A short circuit within the primary winding of the

transformer
SENR6413-05 77
Troubleshooting Section

• An internal failure of the control module for the System Response:

Electronic Ignition System (EIS)
The warning output is activated. The diagnostic code
Perform the following diagnostic procedure: “Ignition may be viewed on the Digital Diagnostic Tool (DDT)
Transformers Primary Circuit” or on the Caterpillar Electronic Technician (Cat ET).

Results: Possible Performance Effect:

• OK – STOP. Under normal conditions, protection from detonation

is enabled only when the manifold pressure is
greater than 60 kPa (8.7 psi). When a 317-11 code
i01922671
is activated, protection from detonation is always
MID 014 - CID 0317 - FMI 08 enabled.

Load Sensor (MAPS) signal Emissions may be affected.

abnormal Troubleshooting:
SMCS Code: 5574-038
Perform the following diagnostic procedure: “Inlet
Conditions Which Generate This Code: Manifold Pressure Sensor”

Results:
The duty cycle or the frequency for the manifold
absolute pressure sensor (MAPS) is outside of the
normal range. • OK – STOP.

System Response: i01922697

The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
Possible Performance Effect:
Under normal conditions, protection from detonation
is enabled only when the manifold pressure is
greater than 60 kPa (8.7 psi). When a 317-08 code
is activated, protection from detonation is always
enabled.
Emissions may be affected.
Troubleshooting:
Perform the following diagnostic procedure: “Inlet
Manifold Pressure Sensor”
MID 014 - CID 0318 - FMI 01
Loss of Right Bank Detonation
Sensor Signal
SMCS Code: 1559-038
Conditions Which Generate This Code:
The conditions which generate this code depend on
the software in the control module for the Electronic
Ignition System (EIS).
If the date code for the EIS software is earlier than
October 1996, the code is activated when the engine
speed is above 500 rpm and the signal from the
detonation sensor for the right cylinder bank is below
the normal range.

Results: If the date code for the EIS software is later than
September 1996, the code is activated when the
• OK – STOP. engine speed is above 900 rpm and the signal from
the detonation sensor for the right cylinder bank is
below the normal range.
i01922687

MID 014 - CID 0317 - FMI 11 No System Response:

Inlet Manifold Pressure signal
SMCS Code: 5574-038
Conditions Which Generate This Code:
The duty cycle for the manifold absolute pressure
sensor (MAPS) is greater than the maximum value.
The shutdown output is activated. The diagnostic
code may be viewed on the Digital Diagnostic Tool
(DDT) or on the Caterpillar Electronic Technician
(Cat ET).
Possible Performance Effect:
The engine is shut down.
78 SENR6413-05
Troubleshooting Section

Troubleshooting: System Response:

Perform the following diagnostic procedure: The shutdown output is activated. The diagnostic
“Detonation Sensors” code may be viewed on the Digital Diagnostic Tool
(DDT) or on the Caterpillar Electronic Technician
Results: (Cat ET).

• OK – STOP. Possible Performance Effect:

The engine is shut down.

i01922724

MID 014 - CID 0318 - FMI 03 Troubleshooting:

Right Bank Detonation Sensor Perform the following diagnostic procedure:

short to +batt “Detonation Sensors”

SMCS Code: 1559-038 Results:

Conditions Which Generate This Code: • OK – STOP.

The signal from the detonation sensor for the right i01922745
cylinder bank is above the normal range.
MID 014 - CID 0319 - FMI 01
System Response:
Loss of Left Bank Detonation
The shutdown output is activated. The diagnostic Sensor Signal
code may be viewed on the Digital Diagnostic Tool
(DDT) or on the Caterpillar Electronic Technician SMCS Code: 1559-038
(Cat ET).
Conditions Which Generate This Code:
Possible Performance Effect:
The conditions which generate this code depend on
The engine is shut down. the software in the control module for the Electronic
Ignition System (EIS).
Troubleshooting:
If the date code for the EIS software is earlier than
Perform the following diagnostic procedure: October 1996, the code is activated when the engine
“Detonation Sensors” speed is above 500 rpm and the signal from the
detonation sensor for the left cylinder bank is below
Results: the normal range.

• OK – STOP. If the date code for the EIS software is later than
September 1996, the code is activated when the
engine speed is above 900 rpm and the signal from
i01922740
the detonation sensor for the left cylinder bank is
MID 014 - CID 0318 - FMI 05 below the normal range.

Right Bank Detonation Sensor System Response:

open or short to ground The shutdown output is activated. The diagnostic
code may be viewed on the Digital Diagnostic Tool
SMCS Code: 1559-038
(DDT) or on the Caterpillar Electronic Technician
(Cat ET).
Conditions Which Generate This Code:

The signal from the detonation sensor for the right Possible Performance Effect:
cylinder bank is below the normal range.
The engine is shut down.
SENR6413-05 79
Troubleshooting Section

Troubleshooting: System Response:

Perform the following diagnostic procedure: The shutdown output is activated. The diagnostic
“Detonation Sensors” code may be viewed on the Digital Diagnostic Tool
(DDT) or on the Caterpillar Electronic Technician
Results: (Cat ET).

• OK – STOP. Possible Performance Effect:

The engine is shut down.

i01922754

MID 014 - CID 0319 - FMI 03 Troubleshooting:

Left Bank Detonation Sensor Perform the following diagnostic procedure:

short to +batt “Detonation Sensors”

SMCS Code: 1559-038 Results:

Conditions Which Generate This Code: • OK – STOP.

The signal from the detonation sensor for the left i01922947
cylinder bank is above the normal range.
MID 014 - CID 0320 - FMI 05
System Response:
Timing Control Speed Sensor
The shutdown output is activated. The diagnostic open/short to +batt
code may be viewed on the Digital Diagnostic Tool
(DDT) or on the Caterpillar Electronic Technician SMCS Code: 1912-038
(Cat ET).
Conditions Which Generate This Code:
Possible Performance Effect:
The signal from the speed/timing sensor is lost.
The engine is shut down.
System Response:
Troubleshooting:
The diagnostic code may be viewed on the Digital
Perform the following diagnostic procedure: Diagnostic Tool (DDT) or on the Caterpillar Electronic
“Detonation Sensors” Technician (Cat ET).

Results: Possible Performance Effect:

• OK – STOP. If the engine is not running, the engine will not start.

If the engine is running, ignition is terminated and

i01922757
the engine is shut down. The shutdown output is
MID 014 - CID 0319 - FMI 05 activated.

Left Bank Detonation Sensor Troubleshooting:

open or short to ground Perform the following diagnostic procedure: “Engine
Speed/Timing Sensor”
SMCS Code: 1559-038
Results:
Conditions Which Generate This Code:

The signal from the detonation sensor for the left • OK – STOP.
cylinder bank is below the normal range.
80 SENR6413-05
Troubleshooting Section

i01922961 Possible Performance Effect:

MID 014 - CID 0320 - FMI 07 If the engine is not running, the engine will not start.
Speed/Timing Sensor improper
If the engine is running, ignition is terminated and
response the engine is shut down. The shutdown output is
activated.
SMCS Code: 1912-038
Troubleshooting:
Conditions Which Generate This Code:
Perform the following diagnostic procedure: “Engine
An invalid pattern for the timing reference gear is Speed/Timing Sensor”
detected. For example, reverse rotation is detected.
Results:
System Response:
• OK – STOP.
The diagnostic code may be viewed on the Digital
Diagnostic Tool (DDT) or on the Caterpillar Electronic
Technician (Cat ET). i01922975

Possible Performance Effect:

MID 014 - CID 0321 - FMI 04
Diagnostic Reset Switch short
If the engine is not running, the engine will not start.
to ground
If the engine is running, ignition is terminated and
the engine is shut down. The shutdown output is SMCS Code: 7332-038
activated.
Conditions Which Generate This Code:
Troubleshooting:
One of the following two conditions occur:
Perform the following diagnostic procedure: “Engine
Speed/Timing Sensor” • The signal wire for the diagnostic reset switch has
a short to ground.
Results:
• The diagnostic reset switch has been held closed
for more than ten seconds.
• OK – STOP.
System Response:
i01922962
The warning output is activated. The diagnostic code
MID 014 - CID 0320 - FMI 08 may be viewed on the Digital Diagnostic Tool (DDT)
Engine Speed/Timing signal or on the Caterpillar Electronic Technician (Cat ET).

abnormal Troubleshooting:
SMCS Code: 1912-038 Perform the following diagnostic procedure:
“Diagnostic Reset Switch”
Conditions Which Generate This Code:
Results:
One of the following two conditions occur:
• OK – STOP.
• An invalid pattern for the timing reference gear is
detected.

• Electrical noise is present on the wiring for the

sensor signal or the sensor supply.

System Response:

The diagnostic code may be viewed on the Digital

Diagnostic Tool (DDT) or on the Caterpillar Electronic
Technician (Cat ET).
SENR6413-05 81
Troubleshooting Section

i01922981 Possible Performance Effect:

MID 014 - CID 0322 - FMI 03 If the signal wire for the shutdown relay output has a
Shutdown Relay short to +batt short to ground, the shutdown output is activated and
the engine is shut down.
SMCS Code: 4493-038
Troubleshooting:
Conditions Which Generate This Code:
Perform the following diagnostic procedure:
One of the following conditions occur: “Shutdown Relay”

• The signal wire for the shutdown relay output has Results:
a short to the +Battery, to the sensor supply, or to
another positive voltage source. • OK – STOP.

• The device that is connected to the shutdown relay i01923031

output has a low impedance or a short circuit.
MID 014 - CID 0323 - FMI 03
System Response:
Shutdown Lamp short to +batt
The shutdown output is activated. The diagnostic
code may be viewed on the Digital Diagnostic Tool SMCS Code: 7431-038
(DDT) or on the Caterpillar Electronic Technician
(Cat ET). Conditions Which Generate This Code:

Possible Performance Effect: One of the following conditions occur:

The ignition is terminated. The engine is shut down. • The signal wire for the shutdown lamp output has
a short to the +Battery, to the sensor supply, or to
Troubleshooting: another positive voltage source.

Perform the following diagnostic procedure: • The device that is connected to the shutdown lamp
“Shutdown Relay” output has a low impedance or a short circuit.

Results: Note: This diagnostic code can only be detected

when the Electronic Ignition System (EIS) activates
the shutdown lamp output. The shutdown lamp
• OK – STOP. output is activated for engine shutdown events.

i01923004 System Response:

MID 014 - CID 0322 - FMI 05 The diagnostic code may be viewed on the Digital
Shutdown Relay open/short to Diagnostic Tool (DDT) or on the Caterpillar Electronic
Technician (Cat ET).
ground
Possible Performance Effect:
SMCS Code: 4493-038
This diagnostic code will not shut down the engine.
Conditions Which Generate This Code: However, the engine may shut down due to the
engine shutdown event that activated this code.
One of the following conditions occur:
Troubleshooting:
• The signal wire for the shutdown relay output has
a short to ground. Perform the following diagnostic procedure:
“Shutdown Lamp”
• The device that is connected to the shutdown relay
output has an open circuit. Results:

System Response: • OK – STOP.

The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
82 SENR6413-05
Troubleshooting Section

i01923064 Note: This diagnostic code can only be detected

when the Electronic Ignition System (EIS) activates
MID 014 - CID 0323 - FMI 05 the output for the warning lamp. The output for the
Shutdown Lamp open/short to warning lamp is activated for engine warning events.

ground System Response:

SMCS Code: 7431-038 The diagnostic code may be viewed on the Digital
Diagnostic Tool (DDT) or on the Caterpillar Electronic
Conditions Which Generate This Code: Technician (Cat ET).

One of the following conditions occur: Troubleshooting:

• The signal wire for the shutdown lamp output has Perform the following diagnostic procedure: “Warning
a short to ground. Lamp Circuit - Test”

• There is an open circuit in the wiring for the Results:

shutdown lamp output.
• OK – STOP.
• The +Battery is not connected to the shutdown
lamp assembly.
i01923107
System Response:
MID 014 - CID 0324 - FMI 05
The warning output is activated. The diagnostic code Warning Lamp open/short to
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET). ground
If this diagnostic code is caused by a short to ground, SMCS Code: 7431-038
the shutdown lamp is always ON. If this diagnostic
code is caused by an open circuit, the shutdown Conditions Which Generate This Code:
lamp will not turn ON.
One of the following conditions occur:
Troubleshooting:
• The signal wire for the output for the warning lamp
Perform the following diagnostic procedure: has a short to ground.
“Shutdown Lamp”
• There is an open circuit in the wiring for the output
Results: for the warning lamp.

• OK – STOP. • The +Battery is not connected to the warning lamp

assembly.

i01923104 System Response:

MID 014 - CID 0324 - FMI 03 The diagnostic code may be viewed on the Digital
Warning Lamp short to +batt Diagnostic Tool (DDT) or on the Caterpillar Electronic
Technician (Cat ET).
SMCS Code: 7431-038
If this diagnostic code is caused by a short to ground,
Conditions Which Generate This Code: the warning lamp is always ON. If this diagnostic
code is caused by an open circuit, the warning lamp
One of the following conditions occur: will not turn ON.

• The signal wire for the output for the warning lamp Troubleshooting:
has a short to the +Battery, to the sensor supply, or
to another positive voltage source. Perform the following diagnostic procedure: “Warning
Lamp - Test”
• The device that is connected to the output for the
warning lamp has a low impedance or a short
circuit.
SENR6413-05 83
Troubleshooting Section

Results: • Mechanical noises in the engine have exceeded

normal limits.
• OK – STOP.
• The circuits for the sensing of detonation have
experienced an intermittent failure.
i01923411

MID 014 - CID 0325 - FMI 00
Excessive Detonation
SMCS Code: 1559-038
Conditions Which Generate This Code:
One of the following conditions occur:
• The level of detonation has exceeded the trip point.
Maximum retardation of the timing was unable to
control the detonation adequately.
• The secondary ignition system is generating
excessive noise.
System Response:
The warning output is activated. The warning lamp
will be continuously illuminated while the ignition
timing is retarded due to detonation. The diagnostic
code may be viewed on the Digital Diagnostic Tool
(DDT) or on the Caterpillar Electronic Technician
(Cat ET).
Troubleshooting:

• Mechanical noises in the engine have exceeded Perform the following diagnostic procedure:
normal limits. “Detonation Retard and Detonation Shutdown”

• The circuits for the sensing of detonation have Results:

experienced an intermittent failure.
• OK – STOP.
• The secondary ignition system is generating
excessive noise.
i01923466

System Response:
MID 014 - CID 0327 - FMI 02
The shutdown output is activated. The diagnostic Number of Detonation Sensors
code may be viewed on the Digital Diagnostic Tool
(DDT) or on the Caterpillar Electronic Technician
mismatch
(Cat ET).
SMCS Code: 1559-038
Possible Performance Effect:
Conditions Which Generate This Code:
The engine is shut down.
The number of detonation sensors that is
Troubleshooting: programmed into the control module for the
Electronic Ignition System (EIS) does not match the
number of detonation sensors that are connected to
Perform the following diagnostic procedure:
“Detonation Retard and Detonation Shutdown” the engine harness.

System Response:
Results:
The shutdown output is activated. The diagnostic
• OK – STOP. code may be viewed on the Digital Diagnostic Tool
(DDT) or on the Caterpillar Electronic Technician
i01923465 (Cat ET).

MID 014 - CID 0326 - FMI 01 Possible Performance Effect:

Detonation Retarded Timing If the engine is not running, the engine will not start.
SMCS Code: 1559-038 If the engine is running, the engine is shut down.

Conditions Which Generate This Code: Troubleshooting:

One of the following conditions occur: Refer to Troubleshooting, “Programming

Parameters”.
• The level of detonation has exceeded the trip point.
84 SENR6413-05
Troubleshooting Section

Results: System Response:

• OK – STOP. The shutdown output is activated. The diagnostic

code may be viewed on the Digital Diagnostic Tool
(DDT) or on the Caterpillar Electronic Technician
i01923469
(Cat ET).
MID 014 - CID 0328 - FMI 02 Possible Performance Effect:
Number of Cylinders mismatch
The engine is shut down.
SMCS Code: 1901-038
Troubleshooting:
Conditions Which Generate This Code:
Perform the following diagnostic procedure: “CAT
The number of cylinders that is programmed Data Link”
into the control module for the Electronic Ignition
System (EIS) does not match the number of ignition Results:
transformers that are connected to the engine
harness. • OK – STOP.
System Response:
i01924263

The shutdown output is activated. The diagnostic

code may be viewed on the Digital Diagnostic Tool
MID 014 - CID 0330 - FMI
(DDT) or on the Caterpillar Electronic Technician 11 Propane Timing Mode
(Cat ET).
requested
Possible Performance Effect:
SMCS Code: 7332-038
The engine will not start.
Conditions Which Generate This Code:
Troubleshooting:
The propane timing input to the control module for
the Electronic Ignition System (EIS) is at ground
Refer to Troubleshooting, “Programming
Parameters”. potential.

System Response:
Results:
The engine timing is retarded by ten degrees.
• OK – STOP. The diagnostic code may be viewed on the Digital
Diagnostic Tool (DDT) or on the Caterpillar Electronic
i01923470 Technician (Cat ET).

MID 014 - CID 0329 - FMI 11 Possible Performance Effect:

Communication Fault with CAT If the engine is not operating on propane and the
A/F Ratio Control timing is retarded, engine performance will be
affected.
SMCS Code: 1741-038
Troubleshooting:
Conditions Which Generate This Code:
Perform the following diagnostic procedure: “Propane
The control module for the Electronic Ignition System Switch”
(EIS) cannot communicate with the Electronic Control
Module (ECM) for the Air/Fuel Ratio Control. Results:

• OK – STOP.
SENR6413-05 85
Troubleshooting Section

i01924459 System Response:

MID 014 - CID 0331 - FMI 11
Ignition Shutdown requested
SMCS Code: 7332-038
Conditions Which Generate This Code:
The input for ignition shutdown to the control module
for the Electronic Ignition System (EIS) is an open
circuit. This code does not appear during a normal
engine shutdown. One of the following conditions
occur:
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
Possible Performance Effect:
The cylinder may misfire.
Troubleshooting:
One of the following conditions is the source of the
diagnostic code:

• The signal from the speed/timing sensor drops to
zero when the actual speed of the engine is above
100 rpm.
• During a normal shutdown, the signal from the
speed/timing sensor does not decrease from 100
rpm to zero rpm within five seconds.
• The spark plug gap is too wide.
• The spark plug has internal damage or an open
circuit.
• The O-ring seal inside the transformer’s extension
is installed incorrectly.

• The engine is running at normal speed and a Perform the following diagnostic procedure: “Ignition
normal shutdown is requested. The engine speed Transformers Secondary Circuit and Spark Plugs”
does not decrease by 100 rpm within five seconds.
Results:
System Response:
• OK – STOP.
The ignition is terminated. The warning output is
activated. The diagnostic code may be viewed on the i01922346
Digital Diagnostic Tool (DDT) or on the Caterpillar
Electronic Technician (Cat ET). MID 014 - CID 0401 - FMI
Possible Performance Effect: 05 Ignition Transformer
Secondary #1 open circuit
The engine is shut down. If the engine is not running,
the engine will crank but the engine will not start. SMCS Code: 1561-038

Troubleshooting: Conditions Which Generate This Code:

Perform the following diagnostic procedure: “Ignition The output voltage of the transformer’s secondary
Shutdown Circuit” circuit has reached the maximum limit.
Results: System Response:

• OK – STOP. The warning output is activated. The diagnostic code

may be viewed on the Digital Diagnostic Tool (DDT)
i01922343
or on the Caterpillar Electronic Technician (Cat ET).

MID 014 - CID 0401 - FMI Possible Performance Effect:

00 Ignition Transformer The cylinder may misfire.
Secondary #1 maintenance
Troubleshooting:
needed
One of the following conditions is the source of the
SMCS Code: 1561-038 diagnostic code:
Conditions Which Generate This Code: • The spark plug gap is too wide.
The output voltage of the transformer’s secondary
circuit has reached an abnormally high level.
86 SENR6413-05
Troubleshooting Section

• The spark plug has internal damage or an open i01922349

circuit.
MID 014 - CID 0401 - FMI
• The O-ring seal inside the transformer’s extension 12 Ignition Transformer
is installed incorrectly.
Secondary #1 noisy
Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs”
component
SMCS Code: 1561-038
Results:
Conditions Which Generate This Code:
• OK – STOP.
The transformer’s secondary circuit is generating
i01922348 excessive radiated noise. This condition is detected
by the software in the control module for the
MID 014 - CID 0401 - FMI Electronic Ignition System (EIS).
06 Ignition Transformer System Response:
Secondary #1 short to ground
The system’s response depends on the software.
SMCS Code: 1561-038 If the date code for the EIS software is earlier than
October 1994, the warning output is activated. If
Conditions Which Generate This Code: the date code for the EIS software is later than
September 1994, the shutdown output is activated.
The transformer’s secondary circuit is diagnosed with
a short circuit. The diagnostic code may be viewed on the Digital
Diagnostic Tool (DDT) or on the Caterpillar Electronic
System Response: Technician (Cat ET).

The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
Possible Performance Effect:
The cylinder may misfire.
Possible Performance Effect:
If the date code for the EIS software is earlier than
October 1994, the cylinder may misfire.
If the date code for the EIS software is later than
September 1994, the engine will be shut down.

Troubleshooting: Troubleshooting:

One of the following conditions is the source of the One of the following conditions is the source of the
diagnostic code: diagnostic code:

• A short circuit within the secondary winding of the • A faulty spark plug
transformer
• There is a problem with the electrical connection
• The spark plug is fouled. between the spark plug and the transformer.

• The spark plug gap is closed.
Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs”
Results:
• OK – STOP.
• Excessive carbon buildup on the spark plug or
inside the transformer’s extender
Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs”
Results:
• OK – STOP.
SENR6413-05 87
Troubleshooting Section

i01922386 System Response:

MID 014 - CID 0402 - FMI The warning output is activated. The diagnostic code
00 Ignition Transformer may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
Secondary #2 maintenance
needed Possible Performance Effect:

SMCS Code: 1561-038 The cylinder may misfire.

Conditions Which Generate This Code: Troubleshooting:

The output voltage of the transformer’s secondary One of the following conditions is the source of the
circuit has reached an abnormally high level. diagnostic code:

System Response: • The spark plug gap is too wide.

The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
Possible Performance Effect:
• The spark plug has internal damage or an open
circuit.
• The O-ring seal inside the transformer’s extension
is installed incorrectly.

The cylinder may misfire. Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs”
Troubleshooting:
Results:
One of the following conditions is the source of the
diagnostic code: • OK – STOP.

• The spark plug gap is too wide. i01922434

• The spark plug has internal damage or an open MID 014 - CID 0402 - FMI
circuit.
06 Ignition Transformer
• The O-ring seal inside the transformer’s extension Secondary #2 short to ground
is installed incorrectly.
SMCS Code: 1561-038
Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs” Conditions Which Generate This Code:

Results: The transformer’s secondary circuit is diagnosed with

a short circuit.
• OK – STOP.
System Response:
i01922427
The warning output is activated. The diagnostic code
MID 014 - CID 0402 - FMI may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
05 Ignition Transformer
Secondary #2 open circuit Possible Performance Effect:

SMCS Code: 1561-038 The cylinder may misfire.

Conditions Which Generate This Code: Troubleshooting:

The output voltage of the transformer’s secondary One of the following conditions is the source of the
circuit has reached the maximum limit. diagnostic code:

• A short circuit within the secondary winding of the

transformer
88 SENR6413-05
Troubleshooting Section

• The spark plug is fouled. • Excessive carbon buildup on the spark plug or
inside the transformer’s extender
• The spark plug gap is closed.
Perform the following diagnostic procedure: “Ignition
Perform the following diagnostic procedure: “Ignition Transformers Secondary Circuit and Spark Plugs”
Transformers Secondary Circuit and Spark Plugs”
Results:
Results:
• OK – STOP.
• OK – STOP.
i01922438

MID 014 - CID 0403 - FMI

i01922435

MID 014 - CID 0402 - FMI 00 Ignition Transformer

12 Ignition Transformer Secondary #3 maintenance
Secondary #2 noisy needed
component
SMCS Code: 1561-038
SMCS Code: 1561-038
Conditions Which Generate This Code:
Conditions Which Generate This Code:
The output voltage of the transformer’s secondary
The transformer’s secondary circuit is generating circuit has reached an abnormally high level.
excessive radiated noise. This condition is detected
by the software in the control module for the System Response:
Electronic Ignition System (EIS).
The warning output is activated. The diagnostic code
System Response: may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
The system’s response depends on the software.
If the date code for the EIS software is earlier than Possible Performance Effect:
October 1994, the warning output is activated. If
the date code for the EIS software is later than The cylinder may misfire.
September 1994, the shutdown output is activated.
Troubleshooting:
The diagnostic code may be viewed on the Digital
Diagnostic Tool (DDT) or on the Caterpillar Electronic One of the following conditions is the source of the
Technician (Cat ET). diagnostic code:

Possible Performance Effect: • The spark plug gap is too wide.

If the date code for the EIS software is earlier than • The spark plug has internal damage or an open
October 1994, the cylinder may misfire. circuit.

If the date code for the EIS software is later than • The O-ring seal inside the transformer’s extension
September 1994, the engine will be shut down. is installed incorrectly.

Troubleshooting: Perform the following diagnostic procedure: “Ignition

Transformers Secondary Circuit and Spark Plugs”
One of the following conditions is the source of the
diagnostic code: Results:

• A faulty spark plug • OK – STOP.

• There is a problem with the electrical connection
between the spark plug and the transformer.
SENR6413-05 89
Troubleshooting Section

i01922463 Possible Performance Effect:

MID 014 - CID 0403 - FMI The cylinder may misfire.
05 Ignition Transformer
Troubleshooting:
Secondary #3 open circuit
One of the following conditions is the source of the
SMCS Code: 1561-038 diagnostic code:
Conditions Which Generate This Code: • A short circuit within the secondary winding of the
transformer
The output voltage of the transformer’s secondary
circuit has reached the maximum limit. • The spark plug is fouled.
System Response: • The spark plug gap is closed.
The warning output is activated. The diagnostic code Perform the following diagnostic procedure: “Ignition
may be viewed on the Digital Diagnostic Tool (DDT) Transformers Secondary Circuit and Spark Plugs”
or on the Caterpillar Electronic Technician (Cat ET).
Results:
Possible Performance Effect:
• OK – STOP.
The cylinder may misfire.

Troubleshooting: i01922466

One of the following conditions is the source of the

MID 014 - CID 0403 - FMI
diagnostic code: 12 Ignition Transformer
• The spark plug gap is too wide. Secondary #3 noisy
component
• The spark plug has internal damage or an open
circuit. SMCS Code: 1561-038

• The O-ring seal inside the transformer’s extension Conditions Which Generate This Code:
is installed incorrectly.
The transformer’s secondary circuit is generating
Perform the following diagnostic procedure: “Ignition excessive radiated noise. This condition is detected
Transformers Secondary Circuit and Spark Plugs” by the software in the control module for the
Electronic Ignition System (EIS).
Results:
System Response:
• OK – STOP.
The system’s response depends on the software.
If the date code for the EIS software is earlier than
i01922465
October 1994, the warning output is activated. If
MID 014 - CID 0403 - FMI the date code for the EIS software is later than
September 1994, the shutdown output is activated.
06 Ignition Transformer
Secondary #3 short to ground The diagnostic code may be viewed on the Digital
Diagnostic Tool (DDT) or on the Caterpillar Electronic
SMCS Code: 1561-038 Technician (Cat ET).

Conditions Which Generate This Code: Possible Performance Effect:

The transformer’s secondary circuit is diagnosed with If the date code for the EIS software is earlier than
a short circuit. October 1994, the cylinder may misfire.

System Response: If the date code for the EIS software is later than
September 1994, the engine will be shut down.
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
90 SENR6413-05
Troubleshooting Section

Troubleshooting: Results:

One of the following conditions is the source of the • OK – STOP.

diagnostic code:
i01922476
• A faulty spark plug
MID 014 - CID 0404 - FMI
• There is a problem with the electrical connection
between the spark plug and the transformer. 05 Ignition Transformer
• Excessive carbon buildup on the spark plug or
Secondary #4 open circuit
inside the transformer’s extender
SMCS Code: 1561-038
Perform the following diagnostic procedure: “Ignition Conditions Which Generate This Code:
Transformers Secondary Circuit and Spark Plugs”
The output voltage of the transformer’s secondary
Results: circuit has reached the maximum limit.
• OK – STOP. System Response:

i01922470 The warning output is activated. The diagnostic code

may be viewed on the Digital Diagnostic Tool (DDT)
MID 014 - CID 0404 - FMI or on the Caterpillar Electronic Technician (Cat ET).
00 Ignition Transformer Possible Performance Effect:
Secondary #4 maintenance
The cylinder may misfire.
needed
Troubleshooting:
SMCS Code: 1561-038
One of the following conditions is the source of the
Conditions Which Generate This Code: diagnostic code:
The output voltage of the transformer’s secondary
circuit has reached an abnormally high level. • The spark plug gap is too wide.

System Response: • The spark plug has internal damage or an open

circuit.
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT) • The O-ring seal inside the transformer’s extension
is installed incorrectly.
or on the Caterpillar Electronic Technician (Cat ET).
Perform the following diagnostic procedure: “Ignition
Possible Performance Effect:
Transformers Secondary Circuit and Spark Plugs”
The cylinder may misfire.
Results:
Troubleshooting:
• OK – STOP.
One of the following conditions is the source of the
diagnostic code:

• The spark plug gap is too wide.

• The spark plug has internal damage or an open
circuit.

• The O-ring seal inside the transformer’s extension

is installed incorrectly.

Perform the following diagnostic procedure: “Ignition

Transformers Secondary Circuit and Spark Plugs”
SENR6413-05 91
Troubleshooting Section

i01922481 System Response:

MID 014 - CID 0404 - FMI The system’s response depends on the software.
06 Ignition Transformer If the date code for the EIS software is earlier than
October 1994, the warning output is activated. If
Secondary #4 short to ground the date code for the EIS software is later than
September 1994, the shutdown output is activated.
SMCS Code: 1561-038
The diagnostic code may be viewed on the Digital
Conditions Which Generate This Code: Diagnostic Tool (DDT) or on the Caterpillar Electronic
Technician (Cat ET).
The transformer’s secondary circuit is diagnosed with
a short circuit. Possible Performance Effect:

System Response:
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
If the date code for the EIS software is earlier than
October 1994, the cylinder may misfire.
If the date code for the EIS software is later than
September 1994, the engine will be shut down.

Possible Performance Effect: Troubleshooting:

The cylinder may misfire. One of the following conditions is the source of the
diagnostic code:
Troubleshooting:
• A faulty spark plug
One of the following conditions is the source of the
diagnostic code: • There is a problem with the electrical connection
between the spark plug and the transformer.
• A short circuit within the secondary winding of the
transformer • Excessive carbon buildup on the spark plug or
inside the transformer’s extender
• The spark plug is fouled.
Perform the following diagnostic procedure: “Ignition
• The spark plug gap is closed. Transformers Secondary Circuit and Spark Plugs”
Perform the following diagnostic procedure: “Ignition Results:
Transformers Secondary Circuit and Spark Plugs”
• OK – STOP.
Results:

• OK – STOP. i01922490

MID 014 - CID 0405 - FMI

i01922488
00 Ignition Transformer
MID 014 - CID 0404 - FMI Secondary #5 maintenance
12 Ignition Transformer needed
Secondary #4 noisy
SMCS Code: 1561-038
component
Conditions Which Generate This Code:
SMCS Code: 1561-038
The output voltage of the transformer’s secondary
Conditions Which Generate This Code: circuit has reached an abnormally high level.

The transformer’s secondary circuit is generating System Response:

excessive radiated noise. This condition is detected
by the software in the control module for the The warning output is activated. The diagnostic code
Electronic Ignition System (EIS). may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
92 SENR6413-05
Troubleshooting Section

Possible Performance Effect: • The O-ring seal inside the transformer’s extension
is installed incorrectly.
The cylinder may misfire.
Perform the following diagnostic procedure: “Ignition
Troubleshooting: Transformers Secondary Circuit and Spark Plugs”

One of the following conditions is the source of the Results:

diagnostic code:
• OK – STOP.
• The spark plug gap is too wide.
i01922498
• The spark plug has internal damage or an open
circuit. MID 014 - CID 0405 - FMI
• The O-ring seal inside the transformer’s extension 06 Ignition Transformer
is installed incorrectly.
Secondary #5 short to ground
Perform the following diagnostic procedure: “Ignition
SMCS Code: 1561-038
Transformers Secondary Circuit and Spark Plugs”
Conditions Which Generate This Code:
Results:
The transformer’s secondary circuit is diagnosed with
• OK – STOP. a short circuit.

i01922493 System Response:

MID 014 - CID 0405 - FMI The warning output is activated. The diagnostic code
05 Ignition Transformer may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
Secondary #5 open circuit
Possible Performance Effect:
SMCS Code: 1561-038
The cylinder may misfire.
Conditions Which Generate This Code:
Troubleshooting:
The output voltage of the transformer’s secondary
circuit has reached the maximum limit. One of the following conditions is the source of the
diagnostic code:
System Response:
• A short circuit within the secondary winding of the
The warning output is activated. The diagnostic code transformer
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET). • The spark plug is fouled.
Possible Performance Effect: • The spark plug gap is closed.
The cylinder may misfire. Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs”
Troubleshooting:
Results:
One of the following conditions is the source of the
diagnostic code: • OK – STOP.
• The spark plug gap is too wide.
• The spark plug has internal damage or an open
circuit.
SENR6413-05 93
Troubleshooting Section

i01922503 i01922508

MID 014 - CID 0405 - FMI MID 014 - CID 0406 - FMI
12 Ignition Transformer 00 Ignition Transformer
Secondary #5 noisy Secondary #6 maintenance
component needed
SMCS Code: 1561-038 SMCS Code: 1561-038

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

The transformer’s secondary circuit is generating The output voltage of the transformer’s secondary
excessive radiated noise. This condition is detected circuit has reached an abnormally high level.
by the software in the control module for the
Electronic Ignition System (EIS). System Response:

System Response: The warning output is activated. The diagnostic code

The system’s response depends on the software.
If the date code for the EIS software is earlier than
October 1994, the warning output is activated. If
the date code for the EIS software is later than
September 1994, the shutdown output is activated.
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
Possible Performance Effect:
The cylinder may misfire.

The diagnostic code may be viewed on the Digital Troubleshooting:

Diagnostic Tool (DDT) or on the Caterpillar Electronic
Technician (Cat ET). One of the following conditions is the source of the
diagnostic code:
Possible Performance Effect:
• The spark plug gap is too wide.
If the date code for the EIS software is earlier than
October 1994, the cylinder may misfire. • The spark plug has internal damage or an open
circuit.
If the date code for the EIS software is later than
September 1994, the engine will be shut down. • The O-ring seal inside the transformer’s extension
is installed incorrectly.
Troubleshooting:
Perform the following diagnostic procedure: “Ignition
One of the following conditions is the source of the Transformers Secondary Circuit and Spark Plugs”
diagnostic code:
Results:
• A faulty spark plug
• OK – STOP.
• There is a problem with the electrical connection
between the spark plug and the transformer.
i01922515

• Excessive carbon buildup on the spark plug or

inside the transformer’s extender
MID 014 - CID 0406 - FMI
05 Ignition Transformer
Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs”
Secondary #6 open circuit
SMCS Code: 1561-038
Results:
Conditions Which Generate This Code:
• OK – STOP.
The output voltage of the transformer’s secondary
circuit has reached the maximum limit.
94 SENR6413-05
Troubleshooting Section

System Response: • A short circuit within the secondary winding of the

The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
Possible Performance Effect:
The cylinder may misfire.
transformer
• The spark plug is fouled.
• The spark plug gap is closed.
Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs”

Troubleshooting: Results:

One of the following conditions is the source of the • OK – STOP.

diagnostic code:
i01922521
• The spark plug gap is too wide.
MID 014 - CID 0406 - FMI
• The spark plug has internal damage or an open
circuit. 12 Ignition Transformer
• The O-ring seal inside the transformer’s extension
Secondary #6 noisy
is installed incorrectly. component
Perform the following diagnostic procedure: “Ignition SMCS Code: 1561-038
Transformers Secondary Circuit and Spark Plugs”
Conditions Which Generate This Code:
Results:
The transformer’s secondary circuit is generating
• OK – STOP. excessive radiated noise. This condition is detected
by the software in the control module for the
Electronic Ignition System (EIS).
i01922518

MID 014 - CID 0406 - FMI System Response:

06 Ignition Transformer The system’s response depends on the software.

Secondary #6 short to ground If the date code for the EIS software is earlier than
October 1994, the warning output is activated. If
SMCS Code: 1561-038 the date code for the EIS software is later than
September 1994, the shutdown output is activated.
Conditions Which Generate This Code:
The diagnostic code may be viewed on the Digital
Diagnostic Tool (DDT) or on the Caterpillar Electronic
The transformer’s secondary circuit is diagnosed with
Technician (Cat ET).
a short circuit.
Possible Performance Effect:
System Response:

The warning output is activated. The diagnostic code If the date code for the EIS software is earlier than
October 1994, the cylinder may misfire.
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
If the date code for the EIS software is later than
September 1994, the engine will be shut down.
Possible Performance Effect:

The cylinder may misfire. Troubleshooting:

One of the following conditions is the source of the

Troubleshooting:
diagnostic code:
One of the following conditions is the source of the
diagnostic code: • A faulty spark plug
• There is a problem with the electrical connection
between the spark plug and the transformer.
SENR6413-05 95
Troubleshooting Section

• Excessive carbon buildup on the spark plug or i01922525

inside the transformer’s extender
MID 014 - CID 0407 - FMI
Perform the following diagnostic procedure: “Ignition 05 Ignition Transformer
Transformers Secondary Circuit and Spark Plugs”
Secondary #7 open circuit
Results:
SMCS Code: 1561-038
• OK – STOP.
Conditions Which Generate This Code:

i01922524 The output voltage of the transformer’s secondary

circuit has reached the maximum limit.
MID 014 - CID 0407 - FMI
00 Ignition Transformer System Response:
Secondary #7 maintenance The warning output is activated. The diagnostic code
needed may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
SMCS Code: 1561-038
Possible Performance Effect:
Conditions Which Generate This Code:
The cylinder may misfire.
The output voltage of the transformer’s secondary
circuit has reached an abnormally high level. Troubleshooting:

System Response: One of the following conditions is the source of the

diagnostic code:
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT) • The spark plug gap is too wide.
or on the Caterpillar Electronic Technician (Cat ET).
• The spark plug has internal damage or an open
Possible Performance Effect: circuit.

The cylinder may misfire. • The O-ring seal inside the transformer’s extension
is installed incorrectly.
Troubleshooting:
Perform the following diagnostic procedure: “Ignition
One of the following conditions is the source of the Transformers Secondary Circuit and Spark Plugs”
diagnostic code:
Results:
• The spark plug gap is too wide.
• OK – STOP.
• The spark plug has internal damage or an open
circuit.
i01922529

• The O-ring seal inside the transformer’s extension MID 014 - CID 0407 - FMI
is installed incorrectly.
06 Ignition Transformer
Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs”
Secondary #7 short to ground
SMCS Code: 1561-038
Results:
Conditions Which Generate This Code:
• OK – STOP.
The transformer’s secondary circuit is diagnosed with
a short circuit.

System Response:

The warning output is activated. The diagnostic code

may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
96
Troubleshooting Section
Possible Performance Effect:
The cylinder may misfire.
Troubleshooting:
One of the following conditions is the source of the
diagnostic code:
• A short circuit within the secondary winding of the
transformer
• The spark plug is fouled.
• The spark plug gap is closed.
Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs”
Results:
• OK – STOP.
i01922531
MID 014 - CID 0407 - FMI
12 Ignition Transformer
Secondary #7 noisy
component
SMCS Code: 1561-038
Conditions Which Generate This Code:
The transformer’s secondary circuit is generating
excessive radiated noise. This condition is detected
by the software in the control module for the
Electronic Ignition System (EIS).
System Response:
The system’s response depends on the software.
If the date code for the EIS software is earlier than
October 1994, the warning output is activated. If
the date code for the EIS software is later than
September 1994, the shutdown output is activated.
The diagnostic code may be viewed on the Digital
Diagnostic Tool (DDT) or on the Caterpillar Electronic
Technician (Cat ET).
Possible Performance Effect:
If the date code for the EIS software is earlier than
October 1994, the cylinder may misfire.
If the date code for the EIS software is later than
September 1994, the engine will be shut down.
SENR6413-05
Troubleshooting:
One of the following conditions is the source of the
diagnostic code:
• A faulty spark plug
• There is a problem with the electrical connection
between the spark plug and the transformer.
• Excessive carbon buildup on the spark plug or
inside the transformer’s extender
Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs”
Results:
• OK – STOP.
i01922534
MID 014 - CID 0408 - FMI
00 Ignition Transformer
Secondary #8 maintenance
needed
SMCS Code: 1561-038
Conditions Which Generate This Code:
The output voltage of the transformer’s secondary
circuit has reached an abnormally high level.
System Response:
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
Possible Performance Effect:
The cylinder may misfire.
Troubleshooting:
One of the following conditions is the source of the
diagnostic code:
• The spark plug gap is too wide.
• The spark plug has internal damage or an open
circuit.
• The O-ring seal inside the transformer’s extension
is installed incorrectly.
Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs”
SENR6413-05 97
Troubleshooting Section

Results: System Response:

• OK – STOP. The warning output is activated. The diagnostic code

may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
i01922536

MID 014 - CID 0408 - FMI Possible Performance Effect:

05 Ignition Transformer The cylinder may misfire.

Secondary #8 open circuit Troubleshooting:
SMCS Code: 1561-038
One of the following conditions is the source of the
Conditions Which Generate This Code: diagnostic code:

The output voltage of the transformer’s secondary • A short circuit within the secondary winding of the
circuit has reached the maximum limit. transformer

System Response: • The spark plug is fouled.

The warning output is activated. The diagnostic code • The spark plug gap is closed.
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET). Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs”
Possible Performance Effect:
Results:
The cylinder may misfire.
• OK – STOP.
Troubleshooting:
i01922540
One of the following conditions is the source of the
diagnostic code: MID 014 - CID 0408 - FMI
• The spark plug gap is too wide.
12 Ignition Transformer
Secondary #8 noisy
• The spark plug has internal damage or an open component
circuit.
SMCS Code: 1561-038
• The O-ring seal inside the transformer’s extension
is installed incorrectly.
Conditions Which Generate This Code:
Perform the following diagnostic procedure: “Ignition
The transformer’s secondary circuit is generating
Transformers Secondary Circuit and Spark Plugs”
excessive radiated noise. This condition is detected
by the software in the control module for the
Results:
Electronic Ignition System (EIS).
• OK – STOP. System Response:

i01922538 The system’s response depends on the software.

If the date code for the EIS software is earlier than
MID 014 - CID 0408 - FMI October 1994, the warning output is activated. If
06 Ignition Transformer the date code for the EIS software is later than
September 1994, the shutdown output is activated.
Secondary #8 short to ground
The diagnostic code may be viewed on the Digital
SMCS Code: 1561-038 Diagnostic Tool (DDT) or on the Caterpillar Electronic
Technician (Cat ET).
Conditions Which Generate This Code:
Possible Performance Effect:
The transformer’s secondary circuit is diagnosed with
a short circuit. If the date code for the EIS software is earlier than
October 1994, the cylinder may misfire.
98 SENR6413-05
Troubleshooting Section

If the date code for the EIS software is later than i01922543
September 1994, the engine will be shut down.
MID 014 - CID 0409 - FMI
Troubleshooting: 00 Ignition Transformer
One of the following conditions is the source of the Secondary #9 maintenance
diagnostic code: needed
• A faulty spark plug SMCS Code: 1561-038
• There is a problem with the electrical connection S/N: ZBA1-Up
between the spark plug and the transformer.
S/N: 5JD1-Up
• Excessive carbon buildup on the spark plug or S/N: 8LD1-Up
inside the transformer’s extender
S/N: 7NJ1-Up
Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs” S/N: 4EK1-Up

Results: S/N: 6JW1-Up

S/N: 8PW1-Up
• OK – STOP.
S/N: ZAZ1-Up
S/N: CSZ1-Up; CTL1-Up
S/N: CPG1-Up; CTL1-Up
S/N: CSP1-Up; CTM1-Up
S/N: CRN1-Up; CTM1-Up
S/N: CPS1-Up; CTN1-Up
S/N: CPJ1-Up; CTN1-Up
S/N: CPY1-Up; CTN1-Up
S/N: 7SZ1-Up; 5ZZ1-Up
S/N: 8BZ1-Up; 8JZ1-Up

Conditions Which Generate This Code:

The output voltage of the transformer’s secondary

circuit has reached an abnormally high level.

System Response:

The warning output is activated. The diagnostic code

may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).

Possible Performance Effect:

The cylinder may misfire.

Troubleshooting:

One of the following conditions is the source of the

diagnostic code:

• The spark plug gap is too wide.

SENR6413-05 99
Troubleshooting Section

• The spark plug has internal damage or an open Possible Performance Effect:
circuit.
The cylinder may misfire.
• The O-ring seal inside the transformer’s extension
is installed incorrectly. Troubleshooting:

Perform the following diagnostic procedure: “Ignition One of the following conditions is the source of the
Transformers Secondary Circuit and Spark Plugs” diagnostic code:

Results: • The spark plug gap is too wide.

• OK – STOP. • The spark plug has internal damage or an open
circuit.
i01922546
• The O-ring seal inside the transformer’s extension
MID 014 - CID 0409 - FMI is installed incorrectly.

05 Ignition Transformer Perform the following diagnostic procedure: “Ignition

Secondary #9 open circuit Transformers Secondary Circuit and Spark Plugs”

Results:
SMCS Code: 1561-038
S/N: ZBA1-Up • OK – STOP.
S/N: 5JD1-Up
S/N: 8LD1-Up
S/N: 7NJ1-Up
S/N: 4EK1-Up
S/N: 6JW1-Up
S/N: 8PW1-Up
S/N: ZAZ1-Up
S/N: CSZ1-Up; CTL1-Up
S/N: CPG1-Up; CTL1-Up
S/N: CSP1-Up; CTM1-Up
S/N: CRN1-Up; CTM1-Up
S/N: CPS1-Up; CTN1-Up
S/N: CPJ1-Up; CTN1-Up
S/N: CPY1-Up; CTN1-Up
S/N: 7SZ1-Up; 5ZZ1-Up
S/N: 8BZ1-Up; 8JZ1-Up

Conditions Which Generate This Code:

The output voltage of the transformer’s secondary

circuit has reached the maximum limit.

System Response:

The warning output is activated. The diagnostic code

may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
100 SENR6413-05
Troubleshooting Section

i01922547 • The spark plug is fouled.

MID 014 - CID 0409 - FMI • The spark plug gap is closed.
06 Ignition Transformer
Perform the following diagnostic procedure: “Ignition
Secondary #9 short to ground Transformers Secondary Circuit and Spark Plugs”

SMCS Code: 1561-038 Results:

S/N: ZBA1-Up
• OK – STOP.
S/N: 5JD1-Up
i01922549
S/N: 8LD1-Up
S/N: 7NJ1-Up MID 014 - CID 0409 - FMI
S/N: 4EK1-Up
12 Ignition Transformer
Secondary #9 noisy
S/N: 6JW1-Up
component
S/N: 8PW1-Up
SMCS Code: 1561-038
S/N: ZAZ1-Up
S/N: ZBA1-Up
S/N: CSZ1-Up; CTL1-Up
S/N: 5JD1-Up
S/N: CPG1-Up; CTL1-Up
S/N: 8LD1-Up
S/N: CSP1-Up; CTM1-Up
S/N: 7NJ1-Up
S/N: CRN1-Up; CTM1-Up
S/N: 4EK1-Up
S/N: CPS1-Up; CTN1-Up
S/N: 6JW1-Up
S/N: CPJ1-Up; CTN1-Up
S/N: 8PW1-Up
S/N: CPY1-Up; CTN1-Up
S/N: ZAZ1-Up
S/N: 7SZ1-Up; 5ZZ1-Up
S/N: CSZ1-Up; CTL1-Up
S/N: 8BZ1-Up; 8JZ1-Up
S/N: CPG1-Up; CTL1-Up
Conditions Which Generate This Code:
S/N: CSP1-Up; CTM1-Up
The transformer’s secondary circuit is diagnosed with
S/N: CRN1-Up; CTM1-Up
a short circuit.
S/N: CPS1-Up; CTN1-Up
System Response:
S/N: CPJ1-Up; CTN1-Up
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT) S/N: CPY1-Up; CTN1-Up
or on the Caterpillar Electronic Technician (Cat ET).
S/N: 7SZ1-Up; 5ZZ1-Up
Possible Performance Effect: S/N: 8BZ1-Up; 8JZ1-Up

The cylinder may misfire. Conditions Which Generate This Code:

Troubleshooting: The transformer’s secondary circuit is generating

excessive radiated noise. This condition is detected
One of the following conditions is the source of the by the software in the control module for the
diagnostic code: Electronic Ignition System (EIS).

• A short circuit within the secondary winding of the

transformer
SENR6413-05 101
Troubleshooting Section

System Response: i01922550

The system’s response depends on the software. MID 014 - CID 0410 - FMI
If the date code for the EIS software is earlier than 00 Ignition Transformer
October 1994, the warning output is activated. If
the date code for the EIS software is later than Secondary #10 maintenance
September 1994, the shutdown output is activated. needed
The diagnostic code may be viewed on the Digital SMCS Code: 1561-038
Diagnostic Tool (DDT) or on the Caterpillar Electronic
Technician (Cat ET). S/N: ZBA1-Up

Possible Performance Effect: S/N: 5JD1-Up

If the date code for the EIS software is earlier than S/N: 8LD1-Up
October 1994, the cylinder may misfire. S/N: 7NJ1-Up
If the date code for the EIS software is later than S/N: 4EK1-Up
September 1994, the engine will be shut down.
S/N: 6JW1-Up
Troubleshooting:
S/N: 8PW1-Up
One of the following conditions is the source of the S/N: ZAZ1-Up
diagnostic code:
S/N: CSZ1-Up; CTL1-Up
• A faulty spark plug S/N: CPG1-Up; CTL1-Up
• There is a problem with the electrical connection S/N: CSP1-Up; CTM1-Up
between the spark plug and the transformer.
S/N: CRN1-Up; CTM1-Up
• Excessive carbon buildup on the spark plug or
inside the transformer’s extender S/N: CPS1-Up; CTN1-Up
S/N: CPJ1-Up; CTN1-Up
Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs” S/N: CPY1-Up; CTN1-Up
Results: S/N: 7SZ1-Up; 5ZZ1-Up

• OK – STOP. S/N: 8BZ1-Up; 8JZ1-Up

Conditions Which Generate This Code:

The output voltage of the transformer’s secondary

circuit has reached an abnormally high level.

System Response:

The warning output is activated. The diagnostic code

may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).

Possible Performance Effect:

The cylinder may misfire.

Troubleshooting:

One of the following conditions is the source of the

diagnostic code:

• The spark plug gap is too wide.

102 SENR6413-05
Troubleshooting Section

• The spark plug has internal damage or an open System Response:

circuit.
The warning output is activated. The diagnostic code
• The O-ring seal inside the transformer’s extension may be viewed on the Digital Diagnostic Tool (DDT)
is installed incorrectly. or on the Caterpillar Electronic Technician (Cat ET).

Perform the following diagnostic procedure: “Ignition Possible Performance Effect:

Transformers Secondary Circuit and Spark Plugs”
The cylinder may misfire.
Results:
Troubleshooting:
• OK – STOP.
One of the following conditions is the source of the
diagnostic code:
i01922553

MID 014 - CID 0410 - FMI • The spark plug gap is too wide.
05 Ignition Transformer • The spark plug has internal damage or an open
Secondary #10 open circuit circuit.

SMCS Code: 1561-038 • The O-ring seal inside the transformer’s extension
is installed incorrectly.
S/N: ZBA1-Up
Perform the following diagnostic procedure: “Ignition
S/N: 5JD1-Up Transformers Secondary Circuit and Spark Plugs”
S/N: 8LD1-Up Results:
S/N: 7NJ1-Up
• OK – STOP.
S/N: 4EK1-Up
S/N: 6JW1-Up
S/N: 8PW1-Up
S/N: ZAZ1-Up
S/N: CSZ1-Up; CTL1-Up
S/N: CPG1-Up; CTL1-Up
S/N: CSP1-Up; CTM1-Up
S/N: CRN1-Up; CTM1-Up
S/N: CPS1-Up; CTN1-Up
S/N: CPJ1-Up; CTN1-Up
S/N: CPY1-Up; CTN1-Up
S/N: 7SZ1-Up; 5ZZ1-Up
S/N: 8BZ1-Up; 8JZ1-Up

Conditions Which Generate This Code:

The output voltage of the transformer’s secondary

circuit has reached the maximum limit.
SENR6413-05 103
Troubleshooting Section

i01922554 • The spark plug gap is closed.

MID 014 - CID 0410 - FMI Perform the following diagnostic procedure: “Ignition
06 Ignition Transformer Transformers Secondary Circuit and Spark Plugs”

Secondary #10 short to ground Results:

SMCS Code: 1561-038 • OK – STOP.

S/N: ZBA1-Up
i01922556
S/N: 5JD1-Up
S/N: 8LD1-Up
MID 014 - CID 0410 - FMI
12 Ignition Transformer
S/N: 7NJ1-Up
Secondary #10 noisy
S/N: 4EK1-Up
component
S/N: 6JW1-Up
SMCS Code: 1561-038
S/N: 8PW1-Up
S/N: ZBA1-Up
S/N: ZAZ1-Up
S/N: 5JD1-Up
S/N: CSZ1-Up; CTL1-Up
S/N: 8LD1-Up
S/N: CPG1-Up; CTL1-Up
S/N: 7NJ1-Up
S/N: CSP1-Up; CTM1-Up
S/N: 4EK1-Up
S/N: CRN1-Up; CTM1-Up
S/N: 6JW1-Up
S/N: CPS1-Up; CTN1-Up
S/N: 8PW1-Up
S/N: CPJ1-Up; CTN1-Up
S/N: ZAZ1-Up
S/N: CPY1-Up; CTN1-Up
S/N: CSZ1-Up; CTL1-Up
S/N: 7SZ1-Up; 5ZZ1-Up
S/N: CPG1-Up; CTL1-Up
S/N: 8BZ1-Up; 8JZ1-Up
S/N: CSP1-Up; CTM1-Up
Conditions Which Generate This Code:
S/N: CRN1-Up; CTM1-Up
The transformer’s secondary circuit is diagnosed with S/N: CPS1-Up; CTN1-Up
a short circuit.
S/N: CPJ1-Up; CTN1-Up
System Response:
S/N: CPY1-Up; CTN1-Up
The warning output is activated. The diagnostic code S/N: 7SZ1-Up; 5ZZ1-Up
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET). S/N: 8BZ1-Up; 8JZ1-Up
Possible Performance Effect: Conditions Which Generate This Code:

The cylinder may misfire. The transformer’s secondary circuit is generating

excessive radiated noise. This condition is detected
Troubleshooting: by the software in the control module for the
Electronic Ignition System (EIS).
One of the following conditions is the source of the
diagnostic code: System Response:

• A short circuit within the secondary winding of the The system’s response depends on the software.
transformer If the date code for the EIS software is earlier than
October 1994, the warning output is activated. If
• The spark plug is fouled. the date code for the EIS software is later than
September 1994, the shutdown output is activated.
104 SENR6413-05
Troubleshooting Section

The diagnostic code may be viewed on the Digital i01922558

Diagnostic Tool (DDT) or on the Caterpillar Electronic
Technician (Cat ET). MID 014 - CID 0411 - FMI
00 Ignition Transformer
Possible Performance Effect:
Secondary #11 maintenance
If the date code for the EIS software is earlier than
October 1994, the cylinder may misfire.
needed
SMCS Code: 1561-038
If the date code for the EIS software is later than
September 1994, the engine will be shut down. S/N: ZBA1-Up

Troubleshooting: S/N: 5JD1-Up

One of the following conditions is the source of the S/N: 8LD1-Up

diagnostic code: S/N: 7NJ1-Up

• A faulty spark plug S/N: 4EK1-Up

• There is a problem with the electrical connection S/N: 6JW1-Up

between the spark plug and the transformer.
S/N: 8PW1-Up
• Excessive carbon buildup on the spark plug or S/N: ZAZ1-Up
inside the transformer’s extender
S/N: CSZ1-Up; CTL1-Up
Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs” S/N: CPG1-Up; CTL1-Up
S/N: CSP1-Up; CTM1-Up
Results:
S/N: CRN1-Up; CTM1-Up
• OK – STOP.
S/N: CPS1-Up; CTN1-Up
S/N: CPJ1-Up; CTN1-Up
S/N: CPY1-Up; CTN1-Up
S/N: 7SZ1-Up; 5ZZ1-Up
S/N: 8BZ1-Up; 8JZ1-Up

Conditions Which Generate This Code:

The output voltage of the transformer’s secondary

circuit has reached an abnormally high level.

System Response:

The warning output is activated. The diagnostic code

may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).

Possible Performance Effect:

The cylinder may misfire.

Troubleshooting:

One of the following conditions is the source of the

diagnostic code:

• The spark plug gap is too wide.

SENR6413-05 105
Troubleshooting Section

• The spark plug has internal damage or an open Possible Performance Effect:
circuit.
The cylinder may misfire.
• The O-ring seal inside the transformer’s extension
is installed incorrectly. Troubleshooting:

Perform the following diagnostic procedure: “Ignition One of the following conditions is the source of the
Transformers Secondary Circuit and Spark Plugs” diagnostic code:

Results: • The spark plug gap is too wide.

• OK – STOP. • The spark plug has internal damage or an open
circuit.
i01922559
• The O-ring seal inside the transformer’s extension
MID 014 - CID 0411 - FMI is installed incorrectly.

05 Ignition Transformer Perform the following diagnostic procedure: “Ignition

Secondary #11 open circuit Transformers Secondary Circuit and Spark Plugs”

Results:
SMCS Code: 1561-038
S/N: ZBA1-Up • OK – STOP.
S/N: 5JD1-Up
S/N: 8LD1-Up
S/N: 7NJ1-Up
S/N: 4EK1-Up
S/N: 6JW1-Up
S/N: 8PW1-Up
S/N: ZAZ1-Up
S/N: CSZ1-Up; CTL1-Up
S/N: CPG1-Up; CTL1-Up
S/N: CSP1-Up; CTM1-Up
S/N: CRN1-Up; CTM1-Up
S/N: CPS1-Up; CTN1-Up
S/N: CPJ1-Up; CTN1-Up
S/N: CPY1-Up; CTN1-Up
S/N: 7SZ1-Up; 5ZZ1-Up
S/N: 8BZ1-Up; 8JZ1-Up

Conditions Which Generate This Code:

The output voltage of the transformer’s secondary

circuit has reached the maximum limit.

System Response:

The warning output is activated. The diagnostic code

may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
106 SENR6413-05
Troubleshooting Section

i01922563 • The spark plug is fouled.

MID 014 - CID 0411 - FMI • The spark plug gap is closed.
06 Ignition Transformer
Perform the following diagnostic procedure: “Ignition
Secondary #11 short to ground Transformers Secondary Circuit and Spark Plugs”

SMCS Code: 1561-038 Results:

S/N: ZBA1-Up
• OK – STOP.
S/N: 5JD1-Up
i01922565
S/N: 8LD1-Up
S/N: 7NJ1-Up MID 014 - CID 0411 - FMI
S/N: 4EK1-Up
12 Ignition Transformer
Secondary #11 noisy
S/N: 6JW1-Up
component
S/N: 8PW1-Up
SMCS Code: 1561-038
S/N: ZAZ1-Up
S/N: ZBA1-Up
S/N: CSZ1-Up; CTL1-Up
S/N: 5JD1-Up
S/N: CPG1-Up; CTL1-Up
S/N: 8LD1-Up
S/N: CSP1-Up; CTM1-Up
S/N: 7NJ1-Up
S/N: CRN1-Up; CTM1-Up
S/N: 4EK1-Up
S/N: CPS1-Up; CTN1-Up
S/N: 6JW1-Up
S/N: CPJ1-Up; CTN1-Up
S/N: 8PW1-Up
S/N: CPY1-Up; CTN1-Up
S/N: ZAZ1-Up
S/N: 7SZ1-Up; 5ZZ1-Up
S/N: CSZ1-Up; CTL1-Up
S/N: 8BZ1-Up; 8JZ1-Up
S/N: CPG1-Up; CTL1-Up
Conditions Which Generate This Code:
S/N: CSP1-Up; CTM1-Up
The transformer’s secondary circuit is diagnosed with
S/N: CRN1-Up; CTM1-Up
a short circuit.
S/N: CPS1-Up; CTN1-Up
System Response:
S/N: CPJ1-Up; CTN1-Up
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT) S/N: CPY1-Up; CTN1-Up
or on the Caterpillar Electronic Technician (Cat ET).
S/N: 7SZ1-Up; 5ZZ1-Up
Possible Performance Effect: S/N: 8BZ1-Up; 8JZ1-Up

The cylinder may misfire. Conditions Which Generate This Code:

Troubleshooting: The transformer’s secondary circuit is generating

excessive radiated noise. This condition is detected
One of the following conditions is the source of the by the software in the control module for the
diagnostic code: Electronic Ignition System (EIS).

• A short circuit within the secondary winding of the

transformer
SENR6413-05 107
Troubleshooting Section

System Response: i01922567

The system’s response depends on the software. MID 014 - CID 0412 - FMI
If the date code for the EIS software is earlier than 00 Ignition Transformer
October 1994, the warning output is activated. If
the date code for the EIS software is later than Secondary #12 maintenance
September 1994, the shutdown output is activated. needed
The diagnostic code may be viewed on the Digital SMCS Code: 1561-038
Diagnostic Tool (DDT) or on the Caterpillar Electronic
Technician (Cat ET). S/N: ZBA1-Up

Possible Performance Effect: S/N: 5JD1-Up

If the date code for the EIS software is earlier than S/N: 8LD1-Up
October 1994, the cylinder may misfire. S/N: 7NJ1-Up
If the date code for the EIS software is later than S/N: 4EK1-Up
September 1994, the engine will be shut down.
S/N: 6JW1-Up
Troubleshooting:
S/N: 8PW1-Up
One of the following conditions is the source of the S/N: ZAZ1-Up
diagnostic code:
S/N: CSZ1-Up; CTL1-Up
• A faulty spark plug S/N: CPG1-Up; CTL1-Up
• There is a problem with the electrical connection S/N: CSP1-Up; CTM1-Up
between the spark plug and the transformer.
S/N: CRN1-Up; CTM1-Up
• Excessive carbon buildup on the spark plug or
inside the transformer’s extender S/N: CPS1-Up; CTN1-Up
S/N: CPJ1-Up; CTN1-Up
Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs” S/N: CPY1-Up; CTN1-Up
Results: S/N: 7SZ1-Up; 5ZZ1-Up

• OK – STOP. S/N: 8BZ1-Up; 8JZ1-Up

Conditions Which Generate This Code:

The output voltage of the transformer’s secondary

circuit has reached an abnormally high level.

System Response:

The warning output is activated. The diagnostic code

may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).

Possible Performance Effect:

The cylinder may misfire.

Troubleshooting:

One of the following conditions is the source of the

diagnostic code:

• The spark plug gap is too wide.

108 SENR6413-05
Troubleshooting Section

• The spark plug has internal damage or an open System Response:

circuit.
The warning output is activated. The diagnostic code
• The O-ring seal inside the transformer’s extension may be viewed on the Digital Diagnostic Tool (DDT)
is installed incorrectly. or on the Caterpillar Electronic Technician (Cat ET).

Perform the following diagnostic procedure: “Ignition Possible Performance Effect:

Transformers Secondary Circuit and Spark Plugs”
The cylinder may misfire.
Results:
Troubleshooting:
• OK – STOP.
One of the following conditions is the source of the
diagnostic code:
i01922575

MID 014 - CID 0412 - FMI • The spark plug gap is too wide.
05 Ignition Transformer • The spark plug has internal damage or an open
Secondary #12 open circuit circuit.

SMCS Code: 1561-038 • The O-ring seal inside the transformer’s extension
is installed incorrectly.
S/N: ZBA1-Up
Perform the following diagnostic procedure: “Ignition
S/N: 5JD1-Up Transformers Secondary Circuit and Spark Plugs”
S/N: 8LD1-Up Results:
S/N: 7NJ1-Up
• OK – STOP.
S/N: 4EK1-Up
S/N: 6JW1-Up
S/N: 8PW1-Up
S/N: ZAZ1-Up
S/N: CSZ1-Up; CTL1-Up
S/N: CPG1-Up; CTL1-Up
S/N: CSP1-Up; CTM1-Up
S/N: CRN1-Up; CTM1-Up
S/N: CPS1-Up; CTN1-Up
S/N: CPJ1-Up; CTN1-Up
S/N: CPY1-Up; CTN1-Up
S/N: 7SZ1-Up; 5ZZ1-Up
S/N: 8BZ1-Up; 8JZ1-Up

Conditions Which Generate This Code:

The output voltage of the transformer’s secondary

circuit has reached the maximum limit.
SENR6413-05 109
Troubleshooting Section

i01922579 • The spark plug gap is closed.

MID 014 - CID 0412 - FMI Perform the following diagnostic procedure: “Ignition
06 Ignition Transformer Transformers Secondary Circuit and Spark Plugs”

Secondary #12 short to ground Results:

SMCS Code: 1561-038 • OK – STOP.

S/N: ZBA1-Up
i01922584
S/N: 5JD1-Up
S/N: 8LD1-Up
MID 014 - CID 0412 - FMI
12 Ignition Transformer
S/N: 7NJ1-Up
Secondary #12 noisy
S/N: 4EK1-Up
component
S/N: 6JW1-Up
SMCS Code: 1561-038
S/N: 8PW1-Up
S/N: ZBA1-Up
S/N: ZAZ1-Up
S/N: 5JD1-Up
S/N: CSZ1-Up; CTL1-Up
S/N: 8LD1-Up
S/N: CPG1-Up; CTL1-Up
S/N: 7NJ1-Up
S/N: CSP1-Up; CTM1-Up
S/N: 4EK1-Up
S/N: CRN1-Up; CTM1-Up
S/N: 6JW1-Up
S/N: CPS1-Up; CTN1-Up
S/N: 8PW1-Up
S/N: CPJ1-Up; CTN1-Up
S/N: ZAZ1-Up
S/N: CPY1-Up; CTN1-Up
S/N: CSZ1-Up; CTL1-Up
S/N: 7SZ1-Up; 5ZZ1-Up
S/N: CPG1-Up; CTL1-Up
S/N: 8BZ1-Up; 8JZ1-Up
S/N: CSP1-Up; CTM1-Up
Conditions Which Generate This Code:
S/N: CRN1-Up; CTM1-Up
The transformer’s secondary circuit is diagnosed with S/N: CPS1-Up; CTN1-Up
a short circuit.
S/N: CPJ1-Up; CTN1-Up
System Response:
S/N: CPY1-Up; CTN1-Up
The warning output is activated. The diagnostic code S/N: 7SZ1-Up; 5ZZ1-Up
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET). S/N: 8BZ1-Up; 8JZ1-Up
Possible Performance Effect: Conditions Which Generate This Code:

The cylinder may misfire. The transformer’s secondary circuit is generating

excessive radiated noise. This condition is detected
Troubleshooting: by the software in the control module for the
Electronic Ignition System (EIS).
One of the following conditions is the source of the
diagnostic code: System Response:

• A short circuit within the secondary winding of the The system’s response depends on the software.
transformer If the date code for the EIS software is earlier than
October 1994, the warning output is activated. If
• The spark plug is fouled. the date code for the EIS software is later than
September 1994, the shutdown output is activated.
110 SENR6413-05
Troubleshooting Section

The diagnostic code may be viewed on the Digital i01922632

Diagnostic Tool (DDT) or on the Caterpillar Electronic
Technician (Cat ET). MID 014 - CID 0413 - FMI
00 Ignition Transformer
Possible Performance Effect:
Secondary #13 maintenance
If the date code for the EIS software is earlier than
October 1994, the cylinder may misfire.
needed
SMCS Code: 1561-038
If the date code for the EIS software is later than
September 1994, the engine will be shut down. S/N: ZBA1-Up

Troubleshooting: S/N: 8LD1-Up

One of the following conditions is the source of the S/N: 4EK1-Up

diagnostic code: S/N: 8PW1-Up

• A faulty spark plug S/N: ZAZ1-Up

• There is a problem with the electrical connection S/N: CPG1-Up; CTL1-Up

between the spark plug and the transformer.
S/N: CSZ1-Up; CTL1-Up
• Excessive carbon buildup on the spark plug or S/N: CRN1-Up; CTM1-Up
inside the transformer’s extender
S/N: CSP1-Up; CTM1-Up
Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs” S/N: CPJ1-Up; CTN1-Up
S/N: CPS1-Up; CTN1-Up
Results:
S/N: CPY1-Up; CTN1-Up
• OK – STOP.
S/N: 8BZ1-Up; 8JZ1-Up

Conditions Which Generate This Code:

The output voltage of the transformer’s secondary

circuit has reached an abnormally high level.

System Response:

The warning output is activated. The diagnostic code

may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).

Possible Performance Effect:

The cylinder may misfire.

Troubleshooting:

One of the following conditions is the source of the

diagnostic code:

• The spark plug gap is too wide.

• The spark plug has internal damage or an open
circuit.
SENR6413-05 111
Troubleshooting Section

• The O-ring seal inside the transformer’s extension • The spark plug has internal damage or an open
is installed incorrectly. circuit.

Perform the following diagnostic procedure: “Ignition • The O-ring seal inside the transformer’s extension
Transformers Secondary Circuit and Spark Plugs” is installed incorrectly.

Results: Perform the following diagnostic procedure: “Ignition

Transformers Secondary Circuit and Spark Plugs”
• OK – STOP.
Results:
i01922633
• OK – STOP.
MID 014 - CID 0413 - FMI
05 Ignition Transformer i01922636

Secondary #13 open circuit MID 014 - CID 0413 - FMI

SMCS Code: 1561-038
06 Ignition Transformer
S/N: ZBA1-Up
Secondary #13 short to ground
SMCS Code: 1561-038
S/N: 8LD1-Up
S/N: ZBA1-Up
S/N: 4EK1-Up
S/N: 8PW1-Up S/N: 8LD1-Up
S/N: 4EK1-Up
S/N: ZAZ1-Up
S/N: 8PW1-Up
S/N: CPG1-Up; CTL1-Up
S/N: CSZ1-Up; CTL1-Up S/N: ZAZ1-Up
S/N: CPG1-Up; CTL1-Up
S/N: CRN1-Up; CTM1-Up
S/N: CSZ1-Up; CTL1-Up
S/N: CSP1-Up; CTM1-Up
S/N: CPJ1-Up; CTN1-Up S/N: CRN1-Up; CTM1-Up
S/N: CSP1-Up; CTM1-Up
S/N: CPS1-Up; CTN1-Up
S/N: CPJ1-Up; CTN1-Up
S/N: CPY1-Up; CTN1-Up
S/N: 8BZ1-Up; 8JZ1-Up S/N: CPS1-Up; CTN1-Up
S/N: CPY1-Up; CTN1-Up
Conditions Which Generate This Code:
S/N: 8BZ1-Up; 8JZ1-Up
The output voltage of the transformer’s secondary
circuit has reached the maximum limit. Conditions Which Generate This Code:

System Response: The transformer’s secondary circuit is diagnosed with

a short circuit.
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT) System Response:
or on the Caterpillar Electronic Technician (Cat ET).
The warning output is activated. The diagnostic code
Possible Performance Effect: may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
The cylinder may misfire.
Possible Performance Effect:
Troubleshooting:
The cylinder may misfire.
One of the following conditions is the source of the
diagnostic code:

• The spark plug gap is too wide.

112 SENR6413-05
Troubleshooting Section

Troubleshooting: System Response:

One of the following conditions is the source of the
diagnostic code:
• A short circuit within the secondary winding of the
transformer
The system’s response depends on the software.
If the date code for the EIS software is earlier than
October 1994, the warning output is activated. If
the date code for the EIS software is later than
September 1994, the shutdown output is activated.

• The spark plug is fouled. The diagnostic code may be viewed on the Digital
Diagnostic Tool (DDT) or on the Caterpillar Electronic
• The spark plug gap is closed. Technician (Cat ET).

Perform the following diagnostic procedure: “Ignition Possible Performance Effect:

Transformers Secondary Circuit and Spark Plugs”
If the date code for the EIS software is earlier than
Results: October 1994, the cylinder may misfire.

• OK – STOP. If the date code for the EIS software is later than
September 1994, the engine will be shut down.
i01922639
Troubleshooting:
MID 014 - CID 0413 - FMI One of the following conditions is the source of the
12 Ignition Transformer diagnostic code:
Secondary #13 noisy • A faulty spark plug
component
• There is a problem with the electrical connection
SMCS Code: 1561-038 between the spark plug and the transformer.
S/N: ZBA1-Up • Excessive carbon buildup on the spark plug or
S/N: 8LD1-Up inside the transformer’s extender

S/N: 4EK1-Up Perform the following diagnostic procedure: “Ignition

Transformers Secondary Circuit and Spark Plugs”
S/N: 8PW1-Up
Results:
S/N: ZAZ1-Up
S/N: CPG1-Up; CTL1-Up • OK – STOP.
S/N: CSZ1-Up; CTL1-Up
S/N: CRN1-Up; CTM1-Up
S/N: CSP1-Up; CTM1-Up
S/N: CPJ1-Up; CTN1-Up
S/N: CPS1-Up; CTN1-Up
S/N: CPY1-Up; CTN1-Up
S/N: 8BZ1-Up; 8JZ1-Up

Conditions Which Generate This Code:

The transformer’s secondary circuit is generating

excessive radiated noise. This condition is detected
by the software in the control module for the
Electronic Ignition System (EIS).
SENR6413-05 113
Troubleshooting Section

i01922641 Results:
MID 014 - CID 0414 - FMI • OK – STOP.
00 Ignition Transformer
Secondary #14 maintenance i01922643

needed MID 014 - CID 0414 - FMI

SMCS Code: 1561-038
05 Ignition Transformer
S/N: ZBA1-Up
Secondary #14 open circuit
S/N: 8LD1-Up SMCS Code: 1561-038

S/N: 4EK1-Up S/N: ZBA1-Up

S/N: 8PW1-Up S/N: 8LD1-Up

S/N: ZAZ1-Up S/N: 4EK1-Up

S/N: CPG1-Up; CTL1-Up S/N: 8PW1-Up

S/N: CSZ1-Up; CTL1-Up S/N: ZAZ1-Up

S/N: CRN1-Up; CTM1-Up S/N: CPG1-Up; CTL1-Up

S/N: CSP1-Up; CTM1-Up S/N: CSZ1-Up; CTL1-Up

S/N: CPJ1-Up; CTN1-Up S/N: CRN1-Up; CTM1-Up

S/N: CPS1-Up; CTN1-Up S/N: CSP1-Up; CTM1-Up

S/N: CPY1-Up; CTN1-Up S/N: CPJ1-Up; CTN1-Up

S/N: 8BZ1-Up; 8JZ1-Up S/N: CPS1-Up; CTN1-Up

S/N: CPY1-Up; CTN1-Up
Conditions Which Generate This Code:
S/N: 8BZ1-Up; 8JZ1-Up
The output voltage of the transformer’s secondary
circuit has reached an abnormally high level. Conditions Which Generate This Code:

System Response: The output voltage of the transformer’s secondary

The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
Possible Performance Effect:
The cylinder may misfire.
Troubleshooting:
One of the following conditions is the source of the
diagnostic code:
circuit has reached the maximum limit.
System Response:
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
Possible Performance Effect:
The cylinder may misfire.
Troubleshooting:

• The spark plug gap is too wide.
• The spark plug has internal damage or an open
circuit.
• The O-ring seal inside the transformer’s extension
is installed incorrectly.
One of the following conditions is the source of the
diagnostic code:
• The spark plug gap is too wide.
• The spark plug has internal damage or an open
circuit.

Perform the following diagnostic procedure: “Ignition

Transformers Secondary Circuit and Spark Plugs”
114 SENR6413-05
Troubleshooting Section

• The O-ring seal inside the transformer’s extension • A short circuit within the secondary winding of the
is installed incorrectly. transformer

Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs”
Results:
• OK – STOP.
• The spark plug is fouled.
• The spark plug gap is closed.
Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs”

Results:
i01922645

MID 014 - CID 0414 - FMI • OK – STOP.

06 Ignition Transformer
i01922647
Secondary #14 short to ground
MID 014 - CID 0414 - FMI
SMCS Code: 1561
12 Ignition Transformer
S/N: ZBA1-Up Secondary #14 noisy
S/N: 8LD1-Up component
S/N: 4EK1-Up SMCS Code: 1561-038
S/N: 8PW1-Up S/N: ZBA1-Up
S/N: ZAZ1-Up S/N: 8LD1-Up
S/N: CPG1-Up; CTL1-Up S/N: 4EK1-Up
S/N: CSZ1-Up; CTL1-Up S/N: 8PW1-Up
S/N: CRN1-Up; CTM1-Up S/N: ZAZ1-Up
S/N: CSP1-Up; CTM1-Up S/N: CPG1-Up; CTL1-Up
S/N: CPJ1-Up; CTN1-Up S/N: CSZ1-Up; CTL1-Up
S/N: CPS1-Up; CTN1-Up S/N: CRN1-Up; CTM1-Up
S/N: CPY1-Up; CTN1-Up S/N: CSP1-Up; CTM1-Up
S/N: 8BZ1-Up; 8JZ1-Up S/N: CPJ1-Up; CTN1-Up
Conditions Which Generate This Code: S/N: CPS1-Up; CTN1-Up

The transformer’s secondary circuit is diagnosed with S/N: CPY1-Up; CTN1-Up

a short circuit.
S/N: 8BZ1-Up; 8JZ1-Up
System Response:
Conditions Which Generate This Code:
The warning output is activated. The diagnostic code
The transformer’s secondary circuit is generating
may be viewed on the Digital Diagnostic Tool (DDT)
excessive radiated noise. This condition is detected
or on the Caterpillar Electronic Technician (Cat ET).
by the software in the control module for the
Electronic Ignition System (EIS).
Possible Performance Effect:

The cylinder may misfire.

Troubleshooting:

One of the following conditions is the source of the

diagnostic code:
SENR6413-05 115
Troubleshooting Section

System Response: i01922648

The system’s response depends on the software. MID 014 - CID 0415 - FMI
If the date code for the EIS software is earlier than 00 Ignition Transformer
October 1994, the warning output is activated. If
the date code for the EIS software is later than Secondary #15 maintenance
September 1994, the shutdown output is activated. needed
The diagnostic code may be viewed on the Digital SMCS Code: 1561-038
Diagnostic Tool (DDT) or on the Caterpillar Electronic
Technician (Cat ET). S/N: ZBA1-Up

Possible Performance Effect: S/N: 8LD1-Up

If the date code for the EIS software is earlier than S/N: 4EK1-Up
October 1994, the cylinder may misfire. S/N: 8PW1-Up
If the date code for the EIS software is later than S/N: ZAZ1-Up
September 1994, the engine will be shut down.
S/N: CPG1-Up; CTL1-Up
Troubleshooting:
S/N: CSZ1-Up; CTL1-Up
One of the following conditions is the source of the S/N: CRN1-Up; CTM1-Up
diagnostic code:
S/N: CSP1-Up; CTM1-Up
• A faulty spark plug S/N: CPJ1-Up; CTN1-Up
• There is a problem with the electrical connection S/N: CPS1-Up; CTN1-Up
between the spark plug and the transformer.
S/N: CPY1-Up; CTN1-Up
• Excessive carbon buildup on the spark plug or
inside the transformer’s extender S/N: 8BZ1-Up; 8JZ1-Up

Perform the following diagnostic procedure: “Ignition Conditions Which Generate This Code:
Transformers Secondary Circuit and Spark Plugs”
The output voltage of the transformer’s secondary
Results: circuit has reached an abnormally high level.

• OK – STOP. System Response:

The warning output is activated. The diagnostic code

may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).

Possible Performance Effect:

The cylinder may misfire.

Troubleshooting:

One of the following conditions is the source of the

diagnostic code:

• The spark plug gap is too wide.

• The spark plug has internal damage or an open
circuit.

• The O-ring seal inside the transformer’s extension

is installed incorrectly.

Perform the following diagnostic procedure: “Ignition

Transformers Secondary Circuit and Spark Plugs”
116 SENR6413-05
Troubleshooting Section

Results: • The O-ring seal inside the transformer’s extension

is installed incorrectly.
• OK – STOP.
Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs”
i01922651

MID 014 - CID 0415 - FMI Results:

05 Ignition Transformer • OK – STOP.

Secondary #15 open circuit
i01922654
SMCS Code: 1561-038
MID 014 - CID 0415 - FMI
S/N: ZBA1-Up
06 Ignition Transformer
S/N: 8LD1-Up
Secondary #15 short to ground
S/N: 4EK1-Up
SMCS Code: 1561-038
S/N: 8PW1-Up
S/N: ZBA1-Up
S/N: ZAZ1-Up
S/N: 8LD1-Up
S/N: CPG1-Up; CTL1-Up
S/N: 4EK1-Up
S/N: CSZ1-Up; CTL1-Up
S/N: 8PW1-Up
S/N: CRN1-Up; CTM1-Up
S/N: ZAZ1-Up
S/N: CSP1-Up; CTM1-Up
S/N: CPG1-Up; CTL1-Up
S/N: CPJ1-Up; CTN1-Up
S/N: CSZ1-Up; CTL1-Up
S/N: CPS1-Up; CTN1-Up
S/N: CRN1-Up; CTM1-Up
S/N: CPY1-Up; CTN1-Up
S/N: CSP1-Up; CTM1-Up
S/N: 8BZ1-Up; 8JZ1-Up
S/N: CPJ1-Up; CTN1-Up
Conditions Which Generate This Code:
S/N: CPS1-Up; CTN1-Up
The output voltage of the transformer’s secondary S/N: CPY1-Up; CTN1-Up
circuit has reached the maximum limit.
S/N: 8BZ1-Up; 8JZ1-Up
System Response:
Conditions Which Generate This Code:
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT) The transformer’s secondary circuit is diagnosed with
or on the Caterpillar Electronic Technician (Cat ET). a short circuit.

Possible Performance Effect: System Response:

The cylinder may misfire. The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
Troubleshooting: or on the Caterpillar Electronic Technician (Cat ET).

One of the following conditions is the source of the Possible Performance Effect:
diagnostic code:
The cylinder may misfire.
• The spark plug gap is too wide.
Troubleshooting:
• The spark plug has internal damage or an open
circuit. One of the following conditions is the source of the
diagnostic code:
SENR6413-05 117
Troubleshooting Section

• A short circuit within the secondary winding of the
transformer
• The spark plug is fouled.
• The spark plug gap is closed.
Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs”
Results:
The diagnostic code may be viewed on the Digital
Diagnostic Tool (DDT) or on the Caterpillar Electronic
Technician (Cat ET).
Possible Performance Effect:
If the date code for the EIS software is earlier than
October 1994, the cylinder may misfire.
If the date code for the EIS software is later than
September 1994, the engine will be shut down.

• OK – STOP. Troubleshooting:

One of the following conditions is the source of the

i01922658
diagnostic code:
MID 014 - CID 0415 - FMI
• A faulty spark plug
12 Ignition Transformer
Secondary #15 noisy • There is a problem with the electrical connection
between the spark plug and the transformer.
component
• Excessive carbon buildup on the spark plug or
SMCS Code: 1561-038 inside the transformer’s extender
S/N: ZBA1-Up Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs”
S/N: 8LD1-Up
S/N: 4EK1-Up Results:

S/N: 8PW1-Up • OK – STOP.

S/N: ZAZ1-Up
S/N: CPG1-Up; CTL1-Up
S/N: CSZ1-Up; CTL1-Up
S/N: CRN1-Up; CTM1-Up
S/N: CSP1-Up; CTM1-Up
S/N: CPJ1-Up; CTN1-Up
S/N: CPS1-Up; CTN1-Up
S/N: CPY1-Up; CTN1-Up
S/N: 8BZ1-Up; 8JZ1-Up

Conditions Which Generate This Code:

The transformer’s secondary circuit is generating

excessive radiated noise. This condition is detected
by the software in the control module for the
Electronic Ignition System (EIS).

System Response:

The system’s response depends on the software.

If the date code for the EIS software is earlier than
October 1994, the warning output is activated. If
the date code for the EIS software is later than
September 1994, the shutdown output is activated.
118 SENR6413-05
Troubleshooting Section

i01922662 • The O-ring seal inside the transformer’s extension

is installed incorrectly.
MID 014 - CID 0416 - FMI
00 Ignition Transformer Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs”
Secondary #16 maintenance
needed Results:

SMCS Code: 1561-038 • OK – STOP.

S/N: ZBA1-Up
i01922663
S/N: 8LD1-Up
MID 014 - CID 0416 - FMI
S/N: 4EK1-Up 05 Ignition Transformer
S/N: 8PW1-Up Secondary #16 open circuit
S/N: ZAZ1-Up
SMCS Code: 1561-038
S/N: CPG1-Up; CTL1-Up S/N: ZBA1-Up
S/N: CSZ1-Up; CTL1-Up
S/N: 8LD1-Up
S/N: CRN1-Up; CTM1-Up
S/N: 4EK1-Up
S/N: CSP1-Up; CTM1-Up S/N: 8PW1-Up
S/N: CPJ1-Up; CTN1-Up
S/N: ZAZ1-Up
S/N: CPS1-Up; CTN1-Up
S/N: CPG1-Up; CTL1-Up
S/N: CPY1-Up; CTN1-Up S/N: CSZ1-Up; CTL1-Up
S/N: 8BZ1-Up; 8JZ1-Up
S/N: CRN1-Up; CTM1-Up
Conditions Which Generate This Code: S/N: CSP1-Up; CTM1-Up

The output voltage of the transformer’s secondary S/N: CPJ1-Up; CTN1-Up

circuit has reached an abnormally high level.
S/N: CPS1-Up; CTN1-Up
System Response: S/N: CPY1-Up; CTN1-Up
The warning output is activated. The diagnostic code S/N: 8BZ1-Up; 8JZ1-Up
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET). Conditions Which Generate This Code:

Possible Performance Effect: The output voltage of the transformer’s secondary

circuit has reached the maximum limit.
The cylinder may misfire.
System Response:
Troubleshooting:
The warning output is activated. The diagnostic code
One of the following conditions is the source of the may be viewed on the Digital Diagnostic Tool (DDT)
diagnostic code: or on the Caterpillar Electronic Technician (Cat ET).

• The spark plug gap is too wide. Possible Performance Effect:

• The spark plug has internal damage or an open The cylinder may misfire.
circuit.
Troubleshooting:

One of the following conditions is the source of the

diagnostic code:
SENR6413-05 119
Troubleshooting Section

• The spark plug gap is too wide. Troubleshooting:

• The spark plug has internal damage or an open One of the following conditions is the source of the
circuit. diagnostic code:

• The O-ring seal inside the transformer’s extension • A short circuit within the secondary winding of the
is installed incorrectly. transformer

Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs”
Results:
• OK – STOP.
• The spark plug is fouled.
• The spark plug gap is closed.
Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs”

Results:
i01922665

MID 014 - CID 0416 - FMI • OK – STOP.

06 Ignition Transformer
i01922667
Secondary #16 short to ground
MID 014 - CID 0416 - FMI
SMCS Code: 1561-038
12 Ignition Transformer
S/N: ZBA1-Up Secondary #16 noisy
S/N: 8LD1-Up component
S/N: 4EK1-Up SMCS Code: 1561-038
S/N: 8PW1-Up S/N: ZBA1-Up
S/N: ZAZ1-Up S/N: 8LD1-Up
S/N: CPG1-Up; CTL1-Up S/N: 4EK1-Up
S/N: CSZ1-Up; CTL1-Up S/N: 8PW1-Up
S/N: CRN1-Up; CTM1-Up S/N: ZAZ1-Up
S/N: CSP1-Up; CTM1-Up S/N: CPG1-Up; CTL1-Up
S/N: CPJ1-Up; CTN1-Up S/N: CSZ1-Up; CTL1-Up
S/N: CPS1-Up; CTN1-Up S/N: CRN1-Up; CTM1-Up
S/N: CPY1-Up; CTN1-Up S/N: CSP1-Up; CTM1-Up
S/N: 8BZ1-Up; 8JZ1-Up S/N: CPJ1-Up; CTN1-Up
Conditions Which Generate This Code: S/N: CPS1-Up; CTN1-Up

The transformer’s secondary circuit is diagnosed with S/N: CPY1-Up; CTN1-Up

a short circuit.
System Response:
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
Possible Performance Effect:
S/N: 8BZ1-Up; 8JZ1-Up
Conditions Which Generate This Code:
The transformer’s secondary circuit is generating
excessive radiated noise. This condition is detected
by the software in the control module for the
Electronic Ignition System (EIS).

The cylinder may misfire.

120
Troubleshooting Section
System Response:
The system’s response depends on the software.
If the date code for the EIS software is earlier than
October 1994, the warning output is activated. If
the date code for the EIS software is later than
September 1994, the shutdown output is activated.
The diagnostic code may be viewed on the Digital
Diagnostic Tool (DDT) or on the Caterpillar Electronic
Technician (Cat ET).
Possible Performance Effect:
If the date code for the EIS software is earlier than
October 1994, the cylinder may misfire.
If the date code for the EIS software is later than
September 1994, the engine will be shut down.
Troubleshooting:
One of the following conditions is the source of the
diagnostic code:
• A faulty spark plug
• There is a problem with the electrical connection
between the spark plug and the transformer.
• Excessive carbon buildup on the spark plug or
inside the transformer’s extender
Perform the following diagnostic procedure: “Ignition
Transformers Secondary Circuit and Spark Plugs”
Results:
• OK – STOP.
i01924502
MID 014 - CID 0591 - FMI 12
EEPROM checksum fault or
ECM not programmed
SMCS Code: 1901-038
Conditions Which Generate This Code:
The memory circuits inside the control module for the
Electronic Ignition System (EIS) have failed or the
memory has become corrupted.
System Response:
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
SENR6413-05
Possible Performance Effect:
If the engine is not running, the engine may start. If
the engine is running, the engine may continue to
run. The engine’s operation may be erratic.
Troubleshooting:
Follow the instructions in Troubleshooting, “Replacing
the EIS Control Module”.
Results:
• OK – STOP.
i01925272
MID 018 - CID 0317 - FMI 11 No
Inlet Manifold Pressure signal
SMCS Code: 5574-038
Conditions Which Generate This Code:
The duty cycle for the manifold absolute pressure
sensor (MAPS) is greater than the maximum value.
System Response:
The governor gains are disabled.
The warning output is activated. The diagnostic code
may be viewed on the Digital Diagnostic Tool (DDT)
or on the Caterpillar Electronic Technician (Cat ET).
If a valid signal returns, normal operation will resume.
The warning output will remain activated and the
diagnostic code will continue to be displayed until
the code is cleared.
Possible Performance Effect:
The response and the stability of the governor will be
degraded. Emissions will be affected.
Under normal conditions, protection from detonation
is enabled only when the manifold pressure is
greater than 60 kPa (8.7 psi). When a 317-11 code
is activated, protection from detonation is always
enabled.
If a valid signal returns, normal operation will resume.
Troubleshooting:
Perform the following diagnostic procedure: “Inlet
Manifold Pressure Sensor”
SENR6413-05 121
Troubleshooting Section

Results: Troubleshooting:

• OK – STOP. A. Refer to Troubleshooting, “Engine Overspeed”.

Results:
i01925383

MID 018 - CID 0321 - FMI 04 • OK – STOP.

Diagnostic Reset Switch short
i01925478
to ground
MID 018 - CID 0523 - FMI 02
SMCS Code: 7332-038
Noisy Engine Speed signal
Conditions Which Generate This Code:
SMCS Code: 1907-038
One of the following two conditions occur: Conditions Which Generate This Code:
• The signal wire for the diagnostic reset switch has The following two conditions exist:
a short to ground.
• The engine speed is greater than 400 rpm.
• The diagnostic reset switch has been held closed
for at least fifteen seconds.
• The signal from the air/fuel ratio control’s speed
sensor is noisy.
System Response:
System Response:
The diagnostic code may be viewed on the Digital
Diagnostic Tool (DDT) or on the Caterpillar Electronic
The diagnostic code may be viewed on the Digital
Technician (Cat ET). Diagnostic Tool (DDT), on the Engine Control Module
(ECM), or on the Caterpillar Electronic Technician
Troubleshooting:
(Cat ET).
Perform the following diagnostic procedure:
Possible Performance Effect:
“Diagnostic Reset Switch”
The engine will continue to run, but the engine’s
Results:
response to changes in load or speed will be
degraded.
• OK – STOP.
Troubleshooting:
i01925409
Perform the following diagnostic procedure: “Engine
MID 018 - CID 0523 - FMI Speed Sensor”
00 Engine Overspeed Results:
**Shutdown**
• OK – STOP.
SMCS Code: 1907-038
i01929450
Conditions Which Generate This Code:

The engine speed that is measured by the engine

MID 018 - CID 0523 - FMI 11
speed sensor is greater than 2000 rpm. No A/F Ratio Engine Speed
System Response:
Sensor **Shutdown**
SMCS Code: 1912-038
The shutdown output is activated. The diagnostic
code may be viewed on the Digital Diagnostic Tool
Conditions Which Generate This Code:
(DDT) or on the Caterpillar Electronic Technician
(Cat ET).
The Engine Control Module (ECM) measures a
speed of less than 75 rpm. The control module for
Possible Performance Effect: the Electronic Ignition System measures a speed that
is greater than 100 rpm.
The engine is shut down.
122 SENR6413-05
Troubleshooting Section

System Response: i01929837

The shutdown output is activated. The diagnostic MID 018 - CID 0551 - FMI 01
code may be viewed on the Digital Diagnostic Tool Oxygen Sensor not connected
(DDT), on the ECM, or on the Caterpillar Electronic
Technician (Cat ET). to buffer
Possible Performance Effect: SMCS Code: 1096-038

The engine is shut down. Conditions Which Generate This Code:

Troubleshooting: The engine is running or the oxygen sensor is being

calibrated. There is a problem with the circuit for the
A. Refer to Troubleshooting, “Engine Speed Sensor”. oxygen sensor.

Results: System Response:

• OK – STOP. If the engine is running, the fuel actuator will move

to a default position. If the oxygen sensor is being
calibrated, the calibration will be terminated.
i01929362
The diagnostic code may be viewed on the Digital
MID 018 - CID 0550 - FMI 02 Diagnostic Tool (DDT), on the Engine Control Module
Noisy or Loss of Oxygen (ECM), or on the Caterpillar Electronic Technician
(Cat ET).
Signal
Possible Performance Effect:
SMCS Code: 1096-038
Engine performance and emissions will be affected.
Conditions Which Generate This Code:
Troubleshooting:
The engine is running or the oxygen sensor is being
calibrated. There is a problem with the signal from Perform the following diagnostic procedure: “Oxygen
the oxygen buffer. Sensor Signal”
System Response: Results:
If the engine is running, the fuel actuator will move
to a default position. If the oxygen sensor is being
• OK – STOP.
calibrated, the calibration will be terminated.
i01929868
The diagnostic code may be viewed on the Digital
Diagnostic Tool (DDT), on the Engine Control Module MID 018 - CID 0552 - FMI 11
(ECM), or on the Caterpillar Electronic Technician
(Cat ET).
Engine Speed present during
an O2 calibration
Possible Performance Effect:
SMCS Code: 1096-038
Engine performance and emissions will be affected.
Conditions Which Generate This Code:
Troubleshooting:
One of the following conditions occur:
Perform the following diagnostic procedure: “Oxygen
Sensor Signal” • The engine was running and an oxygen calibration
was requested.
Results:
• The engine was cranked while an oxygen
• OK – STOP. calibration was in progress.

• Electrical noise is present on the signal wire for the

speed sensor during an oxygen calibration.
SENR6413-05
• There is a problem with the circuit for the speed
sensor.
• There is a problem with the circuit for the oxygen
calibration switch.
System Response:
If the oxygen sensor is being calibrated, the
calibration will be terminated. No changes will be
made to the existing calibration values.
The diagnostic code may be viewed on the Digital
Diagnostic Tool (DDT), on the Engine Control Module
(ECM), or on the Caterpillar Electronic Technician
(Cat ET).
Possible Performance Effect:
Engine performance and emissions will be affected
if an oxygen calibration that is required is not
accomplished.
Troubleshooting:
Perform the following diagnostic procedure: “Oxygen
Sensor Signal”
Results:
• OK – STOP.
i02000820
MID 018 - CID 0553 - FMI 11
Oxygen Signal present when it
should not have been
SMCS Code: 1096-038
Conditions Which Generate This Code:
An oxygen signal was detected during the second
step of the oxygen calibration. One of the following
conditions has occurred:
• The normally open contacts of the oxygen relay
are shorted.
• The signal wire from the electronic control module
(ECM) to the oxygen relay is shorted to the
+Battery.
• The supply wire to the oxygen buffer is shorted to
the +Battery.
• The signal wire from the oxygen sensor is shorted
to a positive voltage source.
• The ECM has failed.
123
Troubleshooting Section
System Response:
If the oxygen sensor is being calibrated, the
calibration will be terminated. No changes will be
made to the existing calibration values.
The diagnostic code may be viewed on the Digital
Diagnostic Tool (DDT), on the Engine Control Module
(ECM), or on the Caterpillar Electronic Technician
(Cat ET).
Possible Performance Effect:
Engine performance and emissions will be affected
if an oxygen calibration that is required is not
accomplished.
Troubleshooting:
Perform the following diagnostic procedure: “Oxygen
Sensor Signal”
Results:
• OK – STOP.
i02000871
MID 018 - CID 0554 - FMI 11
Oxygen Signal missing during
O2 calibration step
SMCS Code: 1096-038
Conditions Which Generate This Code:
An oxygen signal was not detected during the oxygen
calibration. One of the following conditions has
occurred:
• The oxygen relay has failed.
• The signal wire from the electronic control module
(ECM) to the oxygen relay is open or shorted to
the −Battery.
• There is a problem with the wiring from the oxygen
buffer to the electronic control module.
• There is a problem with the signal wire from the
oxygen sensor.
• The oxygen buffer has failed.
• The oxygen sensor has failed.
• The ECM has failed.
124
Troubleshooting Section
System Response:
The oxygen calibration will be terminated. No
changes will be made to the existing calibration
values.
The diagnostic code may be viewed on the Digital
Diagnostic Tool (DDT), on the Engine Control Module
(ECM), or on the Caterpillar Electronic Technician
(Cat ET).
Possible Performance Effect:
Engine performance and emissions will be affected
if an oxygen calibration that is required is not
accomplished.
Troubleshooting:
Perform the following diagnostic procedure: “Oxygen
Sensor Signal”
Results:
• OK – STOP.
i02000963
MID 018 - CID 0555 - FMI 02
Noisy Oxygen signal
SMCS Code: 1096-038
Conditions Which Generate This Code:
An oxygen calibration is in progress or the engine is
running. One of the following conditions exists:
• The oxygen relay is intermittently energizing and
de-energizing.
• There is an intermittent problem with the wiring
from the oxygen buffer to the electronic control
module.
• There is an intermittent problem with the wiring
from the oxygen sensor to the oxygen buffer.
• The oxygen buffer has failed.
• The oxygen sensor has failed.
• The ECM has failed.
System Response:
If an oxygen calibration is in progress, the oxygen
calibration will be terminated. No changes will be
made to the existing calibration values.
SENR6413-05
If the engine is running, emissions may be adversely
affected.
The diagnostic code may be viewed on the Digital
Diagnostic Tool (DDT), on the Engine Control Module
(ECM), or on the Caterpillar Electronic Technician
(Cat ET).
Possible Performance Effect:
Engine performance and emissions will be affected
if an oxygen calibration that is required is not
accomplished.
Troubleshooting:
Perform the following diagnostic procedure: “Oxygen
Sensor Signal”
Results:
• OK – STOP.
i02000964
MID 018 - CID 0556 - FMI 11
Oxygen Sensor Calculated
Gain out of range
SMCS Code: 1096-038
Conditions Which Generate This Code:
The results of the oxygen calibration were out
of tolerance. One of the following conditions has
occurred:
• The oxygen calibration was performed while the
oxygen sensor was installed in the exhaust stack.
• The oxygen calibration was performed while the
oxygen sensor was in contaminated air.
• The oxygen relay is intermittently energizing and
de-energizing.
• The oxygen buffer has failed.
• The oxygen sensor has failed.
• The ECM has failed.
System Response:
The oxygen calibration will be terminated. No
changes will be made to the existing calibration
values.
SENR6413-05 125
Troubleshooting Section

The diagnostic code may be viewed on the Digital Possible Performance Effect:
Diagnostic Tool (DDT), on the Engine Control Module
(ECM), or on the Caterpillar Electronic Technician Engine performance and emissions will be affected
(Cat ET). if an oxygen calibration that is required is not
accomplished.
Possible Performance Effect:
Troubleshooting:
Engine performance and emissions will be affected
if an oxygen calibration that is required is not Perform the following diagnostic procedure: “Oxygen
accomplished. Sensor Signal”

Troubleshooting: Results:

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

Sensor Signal”
i02000968
Results:
MID 018 - CID 0560 - FMI 02 Cat
• OK – STOP.
Data Link fault
i02000965 SMCS Code: 1901-038
MID 018 - CID 0557 - FMI 11 Conditions Which Generate This Code:
Oxygen Sensor Calculated
The electronic control module cannot communicate
Offset out of range with the control module via the Cat data link.
SMCS Code: 1096-038 System Response:
Conditions Which Generate This Code:
The Digital Diagnostic Tool may display an error
code. There may be a flashing warning light.
The results of the oxygen calibration were out
of tolerance. One of the following conditions has
Possible Performance Effect:
occurred:
The engine will continue to operate. Engine
• The oxygen calibration was performed while the performance may be adversely affected.
oxygen sensor was installed in the exhaust stack.
Troubleshooting:
• The oxygen calibration was performed while the
oxygen sensor was in contaminated air. Perform the following diagnostic procedure: “CAT
Data Link”
• The oxygen relay is intermittently energizing and
de-energizing. Results:
• The oxygen buffer has failed. • OK – STOP.
• The oxygen sensor has failed.
i02000970
• The ECM has failed.
MID 018 - CID 0563 - FMI 11
System Response: Loss of Desired Speed Signal
The oxygen calibration will be terminated. No SMCS Code: 1901-038
changes will be made to the existing calibration
values. Conditions Which Generate This Code:
The diagnostic code may be viewed on the Digital All of the following conditions occur:
Diagnostic Tool (DDT), on the Engine Control Module
(ECM), or on the Caterpillar Electronic Technician
(Cat ET).
• The engine speed is above 700 rpm.
• The intake manifold pressure is above 120 kPa
(17 psi).
126 SENR6413-05
Troubleshooting Section

• The desired engine speed signal is missing. i02000976

System Response: MID 018 - CID 0565 - FMI 11

The electronic control module will use a default
desired engine speed signal. The warning output is
activated. The diagnostic code may be viewed on the
Digital Diagnostic Tool (DDT) or on the Caterpillar
Electronic Technician (Cat ET).
Possible Performance Effect:
The engine will continue to operate. Engine
performance may be adversely affected.
Troubleshooting:
Perform the following diagnostic procedure: “Desired
Engine Speed Signal”
Results:
• OK – STOP.
i02000972
MID 018 - CID 0564 - FMI 02
Noisy Desired Speed Signal
Shutdown Imminent Due To
Missing Desired Speed Signal
SMCS Code: 1901-038
Conditions Which Generate This Code:
All of the following conditions occur:
• The engine is running.
• The intake manifold pressure is below 120 kPa
(17 psi).
• The “IDLE/RATED” switch is in the “RATED”
position.
• The desired engine speed signal is missing.
System Response:
The electronic control module will use a default
desired engine speed signal. The diagnostic code will
be displayed on the electronic control module and
on the service tool.

SMCS Code: 1901-038 Possible Performance Effect:

Conditions Which Generate This Code: The engine will continue to operate. Engine
performance may be adversely affected.
The desired engine speed signal is intermittent.
Troubleshooting:
System Response:
Perform the following diagnostic procedure: “Desired
The electronic control module will use a default Engine Speed Signal”
desired engine speed signal. The warning output is
activated. The diagnostic code may be viewed on the Results:
Digital Diagnostic Tool (DDT) or on the Caterpillar
Electronic Technician (Cat ET). • OK – STOP.
Possible Performance Effect:
i02001018

The engine will continue to operate. Engine MID 018 - CID 0570 - FMI 11
performance may be adversely affected.
Temperature Sensor Reading
Troubleshooting: out of range
Perform the following diagnostic procedure: “Desired SMCS Code: 1058-038-NS
Engine Speed Signal”
Conditions Which Generate This Code:
Results:
The engine speed is greater than 400 rpm and the
• OK – STOP. inlet manifold temperature sensor’s signal is not
within the acceptable range.
SENR6413-05 127
Troubleshooting Section

System Response: i02001038

The air/fuel ratio control will use a default value of MID 018 - CID 0577 - FMI
58 °C (136 °F) in order to control emissions. 11 Heinzmann Actuator
The diagnostic code may be viewed on the Digital Calculated Gain out of range
Diagnostic Tool (DDT), on the Engine Control Module
(ECM), or on the Caterpillar Electronic Technician SMCS Code: 1716-038
(Cat ET).
Conditions Which Generate This Code:
Possible Performance Effect:
The actuator’s range of travel is above the specified
Emissions will be adversely affected. limits or below the specified limits.

Troubleshooting: System Response:

Perform the following diagnostic procedure: “Inlet The diagnostic code may be viewed on the Digital
Manifold Temperature Sensor” Diagnostic Tool (DDT), on the Engine Control Module
(ECM), or on the Caterpillar Electronic Technician
Results: (Cat ET).

• OK – STOP. Possible Performance Effect:

Emissions may be adversely affected.

i02001029
Troubleshooting:
MID 018 - CID 0576 - FMI
02 Heinzmann Actuator not Perform the following diagnostic procedure: “Fuel
Actuator”
controlling position
Results:
SMCS Code: 1716-038

Conditions Which Generate This Code:

• OK – STOP.

The engine speed is greater than 700 rpm. The i02001053

difference between the actual actuator position and
the desired actuator position is greater than 15 MID 018 - CID 0578 - FMI
percent of the maximum actuator travel. 11 Heinzmann Actuator
System Response: Calculated Offset out of range
The diagnostic code may be viewed on the Digital SMCS Code: 1716-038
Diagnostic Tool (DDT), on the Engine Control Module
(ECM), or on the Caterpillar Electronic Technician Conditions Which Generate This Code:
(Cat ET).
The actuator’s minimum position is above the
Possible Performance Effect: specified limits or below the specified limits.

Emissions will be adversely affected. System Response:

Troubleshooting: The diagnostic code may be viewed on the Digital

Diagnostic Tool (DDT), on the Engine Control Module
Perform the following diagnostic procedure: “Fuel (ECM), or on the Caterpillar Electronic Technician
Actuator” (Cat ET).

Results: Possible Performance Effect:

• OK – STOP. Emissions may be adversely affected.

Troubleshooting:

Perform the following diagnostic procedure: “Fuel

Actuator”
128 SENR6413-05
Troubleshooting Section

Results: System Response:

• OK – STOP. The diagnostic code may be viewed on the Digital

Diagnostic Tool (DDT), on the Engine Control Module
(ECM), or on the Caterpillar Electronic Technician
i02001070
(Cat ET).
MID 018 - CID 0590 - FMI Possible Performance Effect:
12 Engine Control Module
malfunction The engine speed governing and air/fuel ratio control
are inoperative.
SMCS Code: 1901-038
Troubleshooting:
Conditions Which Generate This Code:
The following conditions may activate this fault code
even though the EEPROM is working properly:
The electronic control module (ECM) has failed.

System Response: • A new ECM is installed.

The diagnostic code may be viewed on the Digital • A new personality module is installed and changes
have been made to the programmable parameters.
Diagnostic Tool (DDT), on the Engine Control Module
(ECM), or on the Caterpillar Electronic Technician
(Cat ET). If either of these conditions apply, the problem may
be resolved by successfully performing all of the
following procedures:
Possible Performance Effect:
Note: The ECM must be replaced if any of these
The engine speed governing and air/fuel ratio control
steps cannot be performed successfully.
are inoperative.

Troubleshooting:
Test Step 1. Program the ECM

Perform the following diagnostic procedure: A. Program all of the values for the programmable
parameters into the ECM. Refer to
“Replacing the ECM”
Troubleshooting, “Replacing the ECM”.
Results:
Expected Result:
• OK – STOP. The values are successfully programmed into the
ECM.
i02001087
Results:
MID 018 - CID 0591 - FMI 12
EEPROM checksum fault or • OK – The values for the programmable parameters
were successfully programmed into the ECM.
ECM not programmed Proceed to Test Step 2.

SMCS Code: 1901-038 • Not OK – The values for the programmable

parameters were not successfully programmed
Conditions Which Generate This Code: into the ECM.

The electrically erasable programmable read only Repair: Replace the ECM. Refer to
memory (EEPROM) in the electronic control module Troubleshooting, “Replacing the ECM”.
(ECM) may be faulty. The EEPROM remembers the
programmable parameters when electrical power is STOP.
not applied to the ECM.
Test Step 2. Calibrate the Oxygen Sensor
A. Calibrate the oxygen sensor. Refer to
Troubleshooting, “Oxygen Sensor - Calibrate”.
SENR6413-05 129
Troubleshooting Section

Expected Result: i02052620

The oxygen sensor was successfully calibrated. MID 018 - CID 0770 - FMI 09 Cat
Data Link #2 communications
Results:
SMCS Code: 1901-038
• OK – The oxygen sensor was successfully
calibrated. Proceed to Test Step 3. S/N: 7SZ1-Up

• Not OK – The oxygen sensor was not successfully S/N: 8BZ1-Up

calibrated.
Conditions Which Generate This Code:
Repair: Refer to Troubleshooting, “Oxygen Sensor
Signal”. The electronic control modules cannot communicate
via the Cat data link. One of the following conditions
STOP. has occurred:

Test Step 3. Calibrate the Fuel Actuator
A. Remove electrical power to the engine.
B. Restore electrical power to the engine. When
power is restored, the control module will
automatically perform a calibration of the fuel
actuator. Look for these diagnostic codes:
• The wiring for the Cat data link between the
electronic control modules has an open circuit.
• The communication link is noisy.
• An ECM is faulty.
System Response:

• 576-02 Heinzmann Actuator not controlling If the engine is not running, the engine will not start.
position If the engine is running, the engine will shut down.

• 577-11 Heinzmann Actuator Calculated Gain Troubleshooting:

out of range
Perform the following diagnostic procedure: “CAT
• 578-11 Heinzmann Actuator Calculated Offset Data Link”
out of range
Results:
Expected Result:
• OK – STOP.
When the power was restored, the control module
automatically performed a calibration of the fuel
actuator. There were no diagnostic codes for the
actuator.

Results:

• OK – When electrical power was restored,

the control module automatically performed a
calibration of the fuel actuator. There were no
diagnostic codes for the actuator.

Repair: Clear all of the diagnostic codes. If the

591-12 diagnostic code does not return, the
problem is resolved. Resume normal operation.

STOP.

• Not OK – When electrical power was restored,

the control module automatically performed a
calibration of the fuel actuator. There was at least
one diagnostic code for the actuator.

Repair: Refer to Troubleshooting, “Fuel Actuator”.

STOP.
130 SENR6413-05
Troubleshooting Section

Diagnostic Functional As you follow this procedure, refer to the schematic

diagram that is appropriate for your engine’s
Tests configuration.

Gas Tandem Genset

i02062045

CAT Data Link Some gas tandem gensets are configured with a
second CAT data link. The second data link is used
to communicate the following engine operating
SMCS Code: 1901-038
conditions from the master ECM to the slave ECM:
System Operation Description:
• Engine speed
The CAT data link is used to share information
between the following components: • Inlet manifold pressure

• Control module for the Electronic Ignition System • Throttle command

(EIS)
The slave ECM uses this information in order to
perform load balancing.
• Electronic control module (ECM) for the air/fuel
ratio control (if equipped)
If there is a problem with the data link, a 770-09
diagnostic code will be activated by the master
• Optional Generator Set Control (GSC) for the ECM. The engine will shut down. If the engine is not
Electronic Modular Control Panel (EMCP II+)
running, the engine will not start.
• Optional Customer Communication Module (CCM) Diagnostics for the Digital Diagnostic Tool (DDT)
• Customer installed components The DDT provides indications for the following
conditions: incompatible software, internal failures,
• Electronic service tool and programming errors. Troubleshooting steps for
Each component communicates with the service tool these faults are included in this procedure.
via the CAT data link. The CAT data link consists
of two wires that are twisted together. One wire is
designated as “+”. The other wire is designated as
“−”. The signals on the data link wires are a square
wave type signal. The signals operate at a very high
frequency. The signals cannot be measured with
common service tools. Therefore, only continuity
measurements can be made on the wires for the
CAT data link.

The most likely cause of a diagnostic code for the

CAT data link are an open circuit or a short circuit.
Connector terminals that are not fully seated in the
connector body can create an open circuit condition.
Be careful not to interchange the “+” wire and the “−”
wire in a connector. The CAT data link will not operate
if the “+” wire and the “−” wire are interchanged in
a connector.

The CAT data link can fail if a module is not receiving

power. This can happen if there is a problem with the
wiring that provides power to the module.

The CAT data link can fail if a module is programmed

incorrectly. Verify that all modules have been
programmed correctly.
SENR6413-05 131
Troubleshooting Section

g01042427
Illustration 20
Schematic diagram of the CAT data link
The engine is not equipped with a remote control panel.
132 SENR6413-05
Troubleshooting Section

g01042420
Illustration 21
Schematic diagram of the CAT data link
The engine is equipped with a remote control panel that only includes a status control module.
SENR6413-05 133
Troubleshooting Section

g01036169
Illustration 22
Schematic diagram of the CAT data link
The engine is equipped with a remote control panel that includes a status control module and air/fuel ratio control.
134 SENR6413-05
Troubleshooting Section

g01042439
Illustration 23
Schematic diagram of the CAT data link
The engine is configured for Canadian Standards Association (CSA). The engine is equipped with an optional remote control panel with
air/fuel ratio control.
SENR6413-05 135
Troubleshooting Section

Test Step 1. Determine the Fault Code

A. Connect an electronic service tool to the service
tool connector.

B. Look for the following diagnostic codes:

• 329-11 Communication Fault with CAT A/F

Ratio Control

• 560-02 Cat Data Link fault

• 770-09 Cat Data Link #2 communications
Results:

• 329-11 Code – Proceed to Test Step 2.

• 560-02 Code – Proceed to Test Step 2.
• 770-09 Code – Proceed to Test Step 14.
g01042478
Illustration 24
Test Step 2. Inspect the Electrical Harness side of the EIS connector
Connectors and Wiring
(EISC-A) +Battery
(EISC-B) -Battery
A. Set the engine control to the OFF/RESET mode. (EISC-G) CAT data link +
Remove the electrical power from the engine. (EISC-K) CAT data link −

Note: For the following steps, refer to

Troubleshooting, “Inspecting Electrical Connectors”.

B. Thoroughly inspect each of the following

connectors:

• Connectors for the EIS control module

• Connectors on the ECM (if equipped)
• The service tool connectors
• The connectors on the harnesses for the service
tool
136 SENR6413-05
Troubleshooting Section

Expected Result:

The connectors, pins, and sockets are connected

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

Results:

• OK – The components are in good condition with

proper connections. If you are using the DDT,
proceed to Test Step 3. If you are using the Cat ET,
proceed to Test Step 5.

• Not OK – The components are not in good

condition and/or at least one connection is
improper.

Repair: Perform the necessary repairs and/or

replace parts, if necessary.

STOP.

Test Step 3. Check the Software Program

Module (SPM) for the DDT
A. Verify that the SPM that is installed in the DDT is
correct for the application. Refer to Tool Operating
Manual, SEHS8806 for the correct procedure.

Expected Result:

The SPM is correct for the application.

Results:

• OK – The SPM is correct for the application.

Proceed to Test Step 4.

• Not OK – The SPM is not correct for the

application.
g01045155
Illustration 25
Harness side of the P2 and P1 connectors for the ECM Repair: Install the correct SPM into the DDT. Verify
(P2-4) -Battery that the problem is resolved.
(P2-6) -Battery
(P2-14) +Battery STOP.
(P2-15) +Battery
(P1-4) CAT data link −
(P1-19) CAT data link +
Test Step 4. Check the DDT for a
Diagnostic Fault
a. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the circuit for the Note: The DDT provides indications for the following
CAT data link. conditions: incompatible software, internal failures,
and programming errors. These faults are displayed
b. Check the terminal strips for corrosion and for on the DDT.
mechanical failure.
A. Connect the DDT to a service tool connector.
c. Check the harnesses and the wiring for
abrasion and for pinch points. B. Restore electrical power to the engine.
SENR6413-05
C. Look for the diagnostic faults that are listed in
Table 7. The code for the fault will be displayed
on the DDT.
Table 7
Diagnostic Faults for the DDT
Code on the Conditions Which Generate
DDT The Code
Blank Display The electrical supply for the DDT
is incorrect or missing.
The DDT has an internal failure.
EO or E1 The DDT has an internal failure.
E2 or E6 The DDT has an internal failure.
E4 The operator tried to change
the value of a parameter while
the engine was running. This
fault will only occur for certain
parameters.
Expected Result:
The DDT does not display a diagnostic fault.
Results:
• OK – The DDT does not display a diagnostic fault.
Proceed to Test Step 5.
• Not OK – The DDT displays a diagnostic fault.
Repair: Perform the action that is listed in the
“Possible Corrective Actions” column of Table 7.
STOP.
Test Step 5. Check the CAT Data Link
A. Verify that the engine control is in the OFF/RESET
mode. Verify that the electrical power is removed
from the engine.
B. Connect an electronic service tool to a service
tool connector.
C. Restore the electrical power to the engine. Set the
engine control to the STOP mode.
137
Troubleshooting Section
System Response Possible Corrective Actions
The engine will continue to Continue with this procedure.
operate. The DDT will not display
engine status or diagnostic codes.
The operator will be unable
to change the values for the
programmable parameters.
The engine will continue to The DDT must be serviced.
operate. The DDT will not display Refer to Tool Operating Manual,
engine status or diagnostic codes. SEHS8806.
The operator will be unable
to change the values for the
programmable parameters.
The engine will continue to The DDT must be serviced.
operate. The DDT will not display Refer to Tool Operating Manual,
engine status or diagnostic codes. SEHS8806.
The operator will be unable
to change the values for the
programmable parameters.
The engine will continue to Press the “CLEAR” button on the
operate. The parameter DDT in order to return the DDT to
will remain at the previously normal operation.
programmed value.
Refer to Troubleshooting,
“Programming Parameters”.
D. Verify that all of the modules are displayed on the
service tool.
Verify that the following diagnostic codes are not
activated.
• 329-11 Communication Fault with CAT A/F
Ratio Control
• 560-02 Cat Data Link fault
Expected Result:
All of the modules are displayed on the service tool.
There are no diagnostic codes for the CAT data link.
Results:
• OK – All of the modules are displayed on the
service tool. There are no diagnostic codes for the
CAT data link. The problem seems to be resolved.
Repair: If any of the above codes are intermittent
and the engine is not running properly, refer to
Troubleshooting, “Troubleshooting Without a
Diagnostic Code”.
STOP.
138
Troubleshooting Section
• Not OK – At least one of the modules is not
displayed on the service tool. There may be a
diagnostic code for the CAT data link. Proceed to
Test Step 6.
Test Step 6. Check the Wiring for the CAT
Data Link for an Open Circuit
A. Set the engine control to the OFF/RESET mode.
Remove the electrical power from the engine.
B. Disconnect the harnesses for the service tool from
the service tool connector.
C. Disconnect the following connectors:
• EISC connector from the EIS control module
• J1 connector from the ECM (if equipped)
D. Disconnect the wiring for the CAT data link from
the following components.
• Generator set control (if equipped)
• Customer communication module (if equipped)
• Optional equipment for the customer
E. Measure the resistance between the points that
are listed in Table 8. During each measurement,
wiggle the wires in the harness in order to check
for an intermittent problem. Be sure to wiggle the
wires near each of the connectors.
Table 8
Resistance Measurements for the CAT Data Link
Connector and Terminal Connector and Terminal
EISC-G (CAT data link +) J1-19 (CAT data link +)
Terminal D on each STC
connector (CAT data link +)
EISC-K (CAT data link −) J1-4 (CAT data link −)
Terminal E on each STC
connector (CAT data link −)
Expected Result:
Each check of the resistance is less than 5 Ohms.
Results:
• OK – Each check of the resistance is less than 5
Ohms. Proceed to Test Step 7.
• Not OK – At least one check of the resistance for
the CAT data link is greater than 5 Ohms. There is
an open circuit in the wiring for the CAT data link.
SENR6413-05
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the problem is resolved.
STOP.
Test Step 7. Check the Wiring for the CAT
Data Link for a Short Circuit
A. Measure the resistance between the points that
are listed in Table 9. During each measurement,
wiggle the wires in the harness in order to check
for an intermittent problem. Be sure to wiggle the
wires near each of the connectors.
Table 9
Resistance Measurements for the CAT Data Link
Connector and Terminal Connector and Terminal
EISC-G (CAT data link +) All of the other terminals
on the EIS connector
EISC-K (CAT data link −) All of the other terminals
on the EIS connector
Expected Result:
Each check of the resistance is greater than 5 Ohms.
Results:
• OK – Each check of the resistance is greater than
5 Ohms. Proceed to Test Step 8.
• Not OK – At least one check of the resistance for
the CAT data link is less than 5 Ohms. There is a
short circuit in the wiring for the CAT data link.
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the problem is resolved.
STOP.
Test Step 8. Check the +Battery Voltage
at the Connectors
A. Disconnect the J2 connector from the ECM (if
equipped).
B. Restore the electrical power to the engine.
C. Set the engine control to the STOP mode.
D. Measure the voltage between the points that are
listed in Table 10. During each measurement,
verify that the polarity of the voltage is correct.
Also, wiggle the wires in the harness in order
to check for an intermittent problem. Be sure to
wiggle the wires near each of the connectors.
SENR6413-05 139
Troubleshooting Section

Table 10 Test Step 10. Check the CAT Data Link

Voltage Measurements
A. Remove the electrical power from the engine.
Connector and Terminal Connector and Terminal
+Battery -Battery B. Reconnect the connectors for the EIS control
EISC-A (+Battery) EISC-B (−Battery) module and for the ECM (if equipped).

J2-15 (+Battery) J2-6 (−Battery) C. Connect the electronic service tool to the engine.
J2-14 (+Battery) J2-4 (−Battery)
D. Verify that all of the modules are displayed on the
Terminal A on each service Terminal B on each service service tool.
tool connector (+Battery) tool connector (−Battery)
Look for the following diagnostic codes:
Expected Result:
• 329-11 Communication Fault with CAT A/F
+Battery voltage is present at each connector. The Ratio Control
polarity of the voltage is correct.
• 560-02 Cat Data Link fault
Results:
Expected Result:
• OK – +Battery voltage is present at each
connector. The polarity of the voltage is correct. All of the modules are displayed on the service tool.
Proceed to Test Step 9. There are no diagnostic codes for the CAT data link.

• Not OK – At least one connector has incorrect Results:

+battery voltage.
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the problem is resolved.
STOP.
Test Step 9. Verify That the Electronic
Service Tool is Operating Correctly
A. Connect the electronic service tool to a piece of
equipment that is known to be operating correctly.
Verify that the service tool operates correctly.
• OK – All of the modules are displayed on the
service tool. There are no diagnostic codes for
the CAT data link. If no optional equipment is
connected to the CAT data link, return the engine
to service. Otherwise, proceed to Test Step 13.
• Not OK – At least one of the modules is not
displayed on the service tool. There may be a
diagnostic code for the CAT data link. Proceed to
Test Step 11.
Test Step 11. Check the EIS Control
Module

Expected Result: A. Temporarily install a new EIS control module.

Refer to Troubleshooting, “Replacing the EIS
The electronic service tool operates correctly. Control Module”.

Results: B. Restore the electrical power to the engine. Set the

• OK – The electronic service tool operates correctly
when the service tool is connected to a piece of
equipment that is known to be operating correctly.
Proceed to Test Step 10.
• Not OK – The electronic service tool does
not operate correctly when the service tool is
connected to a piece of equipment that is known
to be operating correctly. There may be a problem
with an adapter harness or with a connector.
engine control to the STOP mode.
C. Verify that all of the modules are displayed on the
service tool.
Look for the following diagnostic codes:
• 329-11 Communication Fault with CAT A/F
Ratio Control
• 560-02 Cat Data Link fault

Repair: Repair the service tool or the adapter Expected Result:

harness, when possible. Replace parts, if
necessary. Verify that the problem is resolved. All of the modules are displayed on the service tool.
There are no diagnostic codes for the CAT data link.
STOP.
140
Troubleshooting Section
Results:
• OK – All of the modules are displayed on the
service tool. There are no diagnostic codes for the
CAT data link. Replacing the EIS control module
solved the problem. Proceed to Test Step 13.
• Not OK – All of the modules are not displayed on
the service tool. There may be a diagnostic code
for the CAT data link. Replacing the EIS control
module did not solve the problem.
Repair: If the engine is not equipped with the
air/fuel ratio control, reinstall the original EIS
control module.
Refer to Troubleshooting, “Inspecting Electrical
Connectors”.
If the engine is equipped with the air/fuel ratio
control, proceed to Test Step 12.
Test Step 12. Check the ECM
A. Temporarily install a new ECM. Refer to
Troubleshooting, “Replacing the ECM”.
B. Restore the electrical power to the engine. Set the
engine control to the STOP mode.
C. Verify that all of the modules are displayed on the
service tool.
Look for the following diagnostic codes:
• 329-11 Communication Fault with CAT A/F
Ratio Control
• 560-02 Cat Data Link fault
Expected Result:
All of the modules are displayed on the service tool.
There are no diagnostic codes for the CAT data link.
Results:
• OK – All of the modules are displayed on the
service tool. There are no diagnostic codes for
the CAT data link. Replacing the ECM solved the
problem. Proceed to Test Step 13.
• Not OK – At least one of the modules is not
displayed on the service tool. There may be a
diagnostic code for the CAT data link. Replacing
the ECM did not solve the problem.
SENR6413-05
Repair: Reinstall the original ECM. Refer
to Troubleshooting, “Inspecting Electrical
Connectors”.
STOP.
Test Step 13. Reconnect the Optional
Equipment and Check the CAT Data Link
A. Reconnect the CAT data link to the following
components one at a time. Be sure to connect
each wire to the correct terminal.
• Generator set control (if equipped)
• Customer communication module (if equipped)
• Optional equipment for the customer
B. After each component is connected, verify that the
component is receiving electrical power.
C. After each component is connected, verify that the
CAT data link operates correctly. Verify that there
are no diagnostic codes for the CAT data link.
Expected Result:
After each component is connected, the CAT data
link operates correctly. When all of the components
are connected, the CAT data link operates correctly.
There are no diagnostic codes for the CAT data link.
Results:
• OK – After each component is connected, the
CAT data link operates correctly. When all of the
components are connected, the CAT data link
operates correctly. There are no diagnostic codes
for the CAT data link. The CAT data link seems
to be operating correctly at this time. The original
problem seems to be resolved.
Repair: The original problem was probably caused
by a poor electrical connection.
If there is an intermittent problem with the CAT
data link, refer to Troubleshooting, “Inspecting
Electrical Connectors”.
STOP.
• Not OK – When a particular component is
connected, the CAT data link does not operate
correctly. There may be a diagnostic code for the
CAT data link.
SENR6413-05
Repair: Repair the faulty component according to
the appropriate service literature. Replace parts,
if necessary. Verify that the original problem is
resolved.
STOP.
Test Step 14. Inspect the Electrical
Connectors and Wiring
A. Set the engine control to the OFF/RESET mode.
Remove the electrical power from the engine.
Note: For the following steps, refer to
Troubleshooting, “Inspecting Electrical Connectors”.
g01052878
Illustration 26
Schematic diagram of the CAT data link #2
B. Thoroughly inspect the following connectors:
• J1 connectors on each ECM
• Terminals 296 and 297 inside each control panel
141
Troubleshooting Section
g01052877
Illustration 27
Harness side of the P1 connectors for each ECM
(P1-20) CAT data link #2 −
(P1-21) CAT data link #2 +
a. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the circuit for the
CAT data link #2.
b. Check the terminal strips for corrosion and for
mechanical failure.
c. Check the harnesses and the wiring for
abrasion and for pinch points between the
control panels.
Expected Result:
The connectors, pins, and sockets are connected
properly. The terminal strips do not have corrosion or
mechanical failure. The connectors and the wiring do
not have corrosion, abrasion, or pinch points.
Results:
• OK – The components are in good condition with
proper connections. Proceed to Test Step 15.
• Not OK – The components are not in good
condition and/or at least one connection is
improper.
Repair: Perform the necessary repairs and/or
replace parts, if necessary.
STOP.
Test Step 15. Check the Wiring for an
Open Circuit
A. Disconnect the J1 connector from each ECM.
142 SENR6413-05
Troubleshooting Section

B. Measure the resistance between the points that Results:

are listed in Table 11. During each measurement,
wiggle the wires in the harness in order to check • OK – Each check of the resistance is greater than
for an intermittent problem. Be sure to wiggle the 5 Ohms.
wires near each of the connectors.
Repair: Perform the following procedure:
Table 11

Resistance Measurements for the CAT Data Link #2 1. Reconnect all of the electrical connectors.
Connector and Terminal Connector and Terminal 2. Restore the electrical power to the engine.
for the Master ECM for the Slave ECM
J1-20 (CAT data link #2 −) J1-20 (CAT data link #2 −) 3. Check for a 770-09 diagnostic code.
J1-21 (CAT data link #2 +) J1-21 (CAT data link #2 +) If there is no diagnostic code, the original
problem seems to be resolved. The original
Expected Result: diagnostic code was probably caused by a poor
electrical connection.
Each check of the resistance is less than 5 Ohms.
If there is an intermittent problem with the
Results: CAT data link #2, refer to Troubleshooting,
“Inspecting Electrical Connectors”.
• OK – Each check of the resistance is less than 5
Ohms. Proceed to Test Step 16. STOP.

• Not OK – At least one check of the resistance is • Not OK – At least one check of the resistance is
greater than 5 Ohms. There is an open circuit in less than 5 Ohms. There is a short circuit in the
the wiring for the CAT data link #2. wiring for the Cat data link #2.

Repair: Repair the connection and/or the wire, Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify when possible. Replace parts, if necessary. Verify
that the problem is resolved. that the problem is resolved.

STOP. STOP.

Test Step 16. Check the Wiring for an i02024134

Short Circuit
Control Module Self Test
A. Measure the resistance between the points that
are listed in Table 12. During each measurement, SMCS Code: 1901-038
wiggle the wires in the harness in order to check
for an intermittent problem. Be sure to wiggle the System Operation Description:
wires near each of the connectors.
The control module for the Electronic Ignition System
Table 12
(EIS) has the ability to perform a self test. An
Resistance Measurements for the CAT Data Link #2 electronic service tool and a 7X-1713 Test Harness
Master ECM P1 Connector are required in order to perform the self test.
Connector and Terminal Connector and Terminal
The test harness must be well maintained. The
P1-20 (CAT data link #2 −) All of the other terminals connectors on the test harness must be clean and
on the P1 connector dry. There may be a problem with the test harness if
P1-21 (CAT data link #2 +) All of the other terminals both of these conditions are true:
on the P1 connector
• The self test fails repeatedly.
Expected Result: • More than one control module fails the self test.
Each check of the resistance is greater than 5 Ohms. The test harness is connected to the EIS control
module. The test harness electrically connects the
outputs from the control module to the inputs of the
control module.
SENR6413-05 143
Troubleshooting Section

An electronic service tool is also connected to the

test harness. The electronic service tool initiates the
tests. The electronic service tool also displays the
results of the tests.

The self test consists of two parts. The parts of the

test are test A and test B. Both of the tests must be
performed in order to completely check the control
module.

Either the Digital Diagnostic Tool (DDT) or the

Caterpillar Electronic Technician (ET) may be used
to perform the self test. In either case, the electronic
service tool provides the following information:

• Steps that must be performed by the operator

• The progress of the self test
• Faults that occur during the self test
Test Step 1. Inspect the Test Harness
Inspect the 7X-1713 Test Harness. Check for
loose wires. Check the connectors for moisture, for
contamination, and for damage.

Expected Result:

The test harness is in good condition.

Results:

• OK – The test harness is in good condition.

Proceed to Test Step 2.

• Not OK – The test harness is not in good condition.

Repair: Repair the harness or replace the harness.

STOP.

Test Step 2. Configure the Engine for the

Self Test
A. Remove the electrical power from the engine.

B. Disconnect the EIS connectors.

144 SENR6413-05
Troubleshooting Section

g01045366
Illustration 28
Configurations of the harnesses for self test
(A) DDT (B) Cat ET

C. Refer to Illustration 28. Connect the harnesses Results:

according to the configuration that is appropriate
for the electronic service tool. • OK – The electronic service tool is communicating
with the EIS control module. Proceed to Test Step
Note: Leave connector “C” disconnected. 3.

D. Restore the electrical power to the engine.
E. Set the engine control to the “STOP” mode.
F. Verify that the service tool is communicating with
the EIS control module.
Note: Disregard any diagnostic codes. Clear the
codes after you complete this entire procedure.
Expected Result:
• Not OK – The electronic service tool is not
communication with the EIS control module.
Repair: Perform the following procedure:
1. Verify that the harnesses are configured
correctly.
2. Verify that the electronic service tool is receiving
electrical power. Refer to Troubleshooting,
“Electrical Power Supply”.

The electronic service tool is communicating with the

EIS control module.
SENR6413-05
3. If the problem persists, connect the harnesses
to a different engine. Verify that the harnesses
are not the source of the problem. Refer to
Troubleshooting, “Electronic Service Tool Will
Not Communicate with ECM”, if necessary.
STOP.
Test Step 3. Perform Test A
A. Prepare the electronic service tool for the self test.
• For the DDT, scroll to menu 49. The screen on
the DDT will display “PRESS <ALT 1> KEY”.
• For Cat ET, click on the “Diagnostics” menu.
Then select “Diagnostic Tests” from the
drop-down menu. Then select “ECM Self Test”.
Cat ET will display the conditions that are
required in order to begin the test.
B. Connect connector “A” to connector “C”.
C. Initiate test A by performing the action that is
appropriate for the electronic service tool.
• For the DDT, press the “ALT1” key.
• For Cat ET, click on the “Start” button.
Expected Result:
The electronic service tool indicates that test A is in
progress. When test A is complete, the electronic
service tool will display a prompt.
Results:
• OK – The control module successfully completes
test A. Proceed to Test Step 4.
• Not OK – The control module fails test A. The
electronic service tool indicates the failure. Proceed
to Test Step 5.
Test Step 4. Perform Test B
Note: Connector “B” must be connected to connector
“C” within five minutes or the self test will fail. If this
occurs, restart the self test from “Test Step 3. Perform
Test A”.
A. Disconnect connector “A” from connector “C”.
Note: Wait for three seconds after connector “B”
is connected to connector “C”. Test B will begin
automatically.
B. Connect connector “B” to connector “C”.
145
Troubleshooting Section
Expected Result:
The electronic service tool indicates that test B is in
progress. When test B is complete, the electronic
service tool indicates that the self test was successful.
Results:
• OK – The EIS control module successfully
completes test B.
Repair: Perform the following procedure:
1. Set the engine control to the “OFF/RESET”
mode.
2. Remove the electrical power from the engine.
3. Disconnect the test harness from the EIS
control module.
4. Connect the engine harness to the EIS control
module.
5. Restore the electrical power to the engine.
6. Clear any diagnostic codes. If a different test
procedure directed you to perform this self test,
return to that procedure.
STOP.
• Not OK – The EIS control module fails the test.
The electronic service tool indicates the failure.
Proceed to Test Step 5.
Test Step 5. Identify the Fault for the EIS
Control Module
A. Identify the fault that is displayed on the electronic
service tool.
B. Refer to Table 13. Perform the corrective action
that applies to the code.
146 SENR6413-05
Troubleshooting Section

Table 13
Diagnostic Codes for the Self Test
Code The Internal Circuit that Failed Corrective Action
1 Sensor inputs Replace the EIS control module.
Output for the warning lamp
Shutdown relay output
Sensor supply
2 Connector B was connected during test A. Refer to “Results:” for this procedure.
Switch inputs
Output for the shutdown lamp
3 Switch inputs Replace the EIS control module.
Output for the shutdown lamp
4 Switch inputs
Output drivers for the ignition transformers
5 Switch inputs
Output for the warning lamp
6 Sensor inputs
Sensor supply
Output for the warning lamp
Shutdown relay output
7 Switch inputs
Output for the shutdown lamp
8 Switch inputs
9 Output for the shutdown lamp
10 Input for the timing calibration
Shutdown relay output
Sensor supply
11 Internal failure of the EIS control module
12 Inputs for the detonation sensors
13 Internal failure of the EIS control module
14 Inputs for the detonation sensors
15 Inputs for the detonation sensors
Output drivers for the ignition transformers
16 Internal failure of the EIS control module
17 Internal failure of the EIS control module
18 Internal failure of the EIS control module
19 Input for the right detonation sensor
Output drivers for the ignition transformers
20 Input for the right detonation sensor
(continued)
SENR6413-05 147
Troubleshooting Section

(Table 13, contd)

Diagnostic Codes for the Self Test
Code The Internal Circuit that Failed Corrective Action
21 Input for the left detonation sensor Replace the EIS control module.
22 Input for the left detonation sensor
23 Sensor inputs
Output for the warning lamp
Shutdown relay output
Sensor supply
Returns for the ignition transformers
24 Switch inputs
Output for the shutdown lamp
25 Switch inputs
Output for the shutdown lamp
26 Switch inputs
27 Output drivers for the ignition transformers
Returns for the ignition transformers
28 Output drivers for the ignition transformers
Returns for the ignition transformers
29 Inputs for the detonation sensors
Output drivers for the ignition transformers
30 Output drivers for the ignition transformers
Returns for the ignition transformers
31 Sensor supply
Output for the warning lamp
32 Internal failure of the EIS control module
33 Sensor supply
Inputs for the detonation sensors
34 Internal failure of the EIS control module
35 Sensor supply
36 Sensor supply
Output for the warning lamp
37 Returns for the ignition transformers
Shutdown relay output
38 Returns for the ignition transformers
Shutdown relay output
39 Output drivers for the ignition transformers
Returns for the ignition transformers
41 Output drivers for the ignition transformers
Returns for the ignition transformers
42 The values of the programmable parameters are faulty. Refer to “Results:” for this procedure.
Internal failure of the EIS control module
50 Connector B was not connected within five minutes of the
completion of test A.
Sensor grounds

C. If the corrective action is “Replace the EIS Control Results:

Module”, refer to Troubleshooting, “Replacing the
EIS Control Module”. • Code 2 – The self test failed.
148 SENR6413-05
Troubleshooting Section

Repair: Connector “B” may have been connected
during test A. Alternatively, the EIS control module
may have an internal failure.
Perform the self test again. If the code 2
persists, replace the EIS control module. Refer
to Troubleshooting, “Replacing the EIS Control
Module”. Verify that the original problem is
resolved.
STOP.
• Code 42 – The self test failed. Reprogramming the
parameters may resolve the problem.
Repair: Perform the following procedure:
The air/fuel ratio control has an input for the desired
speed. The Electronic Control Module (ECM) can
only accept a pulse width modulated signal (PWM)
for the desired speed. The PWM signal is provided
by a PWM converter.
The PWM converter accepts an input signal that is a
variable DC current. The input signal can be from a
potentiometer, from a pressure transducer, or from
equipment that is provided by the customer. The
input is selected via a jumper wire on a terminal strip
inside the remote control panel.
The ECM uses the desired speed input only when
the “IDLE/RATED” switch is in the “RATED” position.

1. Program the EIS control module. Refer to

Troubleshooting, “Replacing the EIS Control
Module”.

2. Perform the self test again. If the EIS control

module will not pass the self test after
reprogramming, replace the EIS control module.
Refer to Troubleshooting, “Replacing the EIS
Control Module”.

STOP.

• Code 50 – The self test failed.

Repair: The fault may have been caused by a
delay in connecting connector “B” to connector “C”.
Alternatively, the EIS control module may have an
internal failure.

Perform the self test again. If the code 50 g01037608

Illustration 29
persists, replace the EIS control module. Refer
to Troubleshooting, “Replacing the EIS Control Optional remote control panel with status control module and
air/fuel ratio control
Module”. Verify that the original problem is
resolved. (1) Desired speed potentiometer
(2) “IDLE/RATED” switch

STOP.
The ECM diagnoses a fault for the desired speed
input only when the “IDLE/RATED” switch is in
i02005254 the “RATED” position. The ECM will generate a
diagnostic code if the desired speed input is missing
Desired Engine Speed Signal or noisy. During a fault condition, the ECM will
set the desired speed according to the value of
SMCS Code: 1901-038 the “APPLICATION” or “Engine Operation Type”
parameter.
System Operation Description:
• If the parameter is set to “Industrial”, the desired
Note: The desired speed input only applies to speed is set to 100 rpm less than the value of the
engines that are equipped with the air/fuel ratio “RATED SPEED” parameter.
control.
• If the parameter is set to “Generator”, the desired
speed is set to the value of the “RATED SPEED”
parameter.
SENR6413-05 149
Troubleshooting Section

Optional Configuration for Canadian Standards
Association (CSA)
The configuration for CSA may include a remote
control panel that includes air/fuel ratio control. This
panel has a Remote Speed Control (RSC).
“REMOTE” – The RSC is operating in the remote
mode. The desired speed signal is being provided by
the customer’s equipment.
“LOCAL LOW” – The local speed is greater than
2.5 percent below the remote speed. The RSC will
not switch modes.

“LOCAL HIGH” – The local speed is greater than

2.5 percent above the remote speed. The RSC will
not switch modes.

g01037616
Illustration 30
Optional remote control panel with air/fuel ratio control
(3) “LOCAL HIGH” indicator
(4) Desired speed potentiometer
(5) “LOCAL LOW” indicator
(6) “LOCAL” indicator
(7) “REMOTE/LOCAL” switch
(8) “REMOTE” indicator
(9) P6 connector for the remote desired speed signal

The RSC allows the operator to select a local speed

signal or a remote speed signal. The speed signals
must be within 2.5 percent of each other in order for
the RSC to switch inputs.

The RSC accepts three inputs:

• A local speed signal that is provided by a 1000

Ohm potentiometer

• A remote speed signal that is provided by the

customer

• A “REMOTE/LOCAL” switch
Note: The customer’s equipment must provide a 4 to
20 mA signal.

During operation, the RSC illuminates these

indicators:

“LOCAL” – The RSC is operating in the local mode.

The desired speed signal is being provided by the
potentiometer.
150 SENR6413-05
Troubleshooting Section

g01037242
Illustration 31
Typical schematic for the desired speed signal
In this example, the desired speed signal is provided by potentiometers.
SENR6413-05 151
Troubleshooting Section

g01037594
Illustration 32
Schematic of the optional remote control panel for CSA
The “REMOTE/LOCAL” switch is shown in the local position.

When the “REMOTE/LOCAL” switch is in the

“LOCAL” position, the switch creates an open
circuit for the input on the RSC. When the
“REMOTE/LOCAL” switch is in the “REMOTE”
position, the switch connects the input to the −Battery.

Test Step 1. Inspect the Electrical

Connectors and Wiring
A. Set the engine control to the OFF/RESET mode.
Remove the electrical power from the engine.

Note: For the following steps, refer to

Troubleshooting, “Inspecting Electrical Connectors”.
152 SENR6413-05
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g01037662
Illustration 33
Internal view of the optional remote control panel with status
control module and air/fuel ratio control
(10) Terminal strips
(11) J2/P2 connectors for the ECM
(12) PWM converter
(13) J4/P4 connectors for the PWM converter
(14) J1/P1 connectors for the ECM

g01037673
Illustration 35
Harness side of the P2 and P1 connectors
g01042901 (P2-3) +20 VDC for the desired speed potentiometer
Illustration 34
(P2-6) −Battery
Internal view of the optional remote control panel with air/fuel ratio (P2-14) +Battery
control (P2-15) +Battery
(15) Remote speed control (P1-18) Desired speed signal (PWM)

B. Thoroughly inspect each of the following
connectors:
• J1/P1 and J2/P2 connectors on the ECM
• J4/P4 connectors for the PWM converter
a. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the circuit for the
desired speed signal.
b. Check the terminal strips for corrosion and for
mechanical failure.

• The connections for the potentiometer, for the

pressure transducer, or for the customer’s
equipment
SENR6413-05
c. If the engine is equipped for CSA, check the
harnesses and the wiring for abrasion and for
pinch points between the device that provides
the desired speed signal and the remote speed
control. Otherwise, check the harnesses and
the wiring for abrasion and for pinch points
between the device that provides the desired
speed signal and the PWM converter.
d. If the engine is equipped for CSA, check the
harnesses and the wiring for abrasion and for
pinch points between the remote speed control
and the ECM. Otherwise, check the harnesses
and the wiring for abrasion and for pinch points
between the PWM converter and the ECM.
Expected Result:
The connectors, pins, and sockets are connected
properly. The terminal strips do not have corrosion or
mechanical failure. The connectors and the wiring do
not have corrosion, abrasion, or pinch points.
Results:
• OK – The components are in good condition with
proper connections. If the engine is configured for
CSA, proceed to Test Step 8. Otherwise, proceed
to Test Step 2.
• Not OK – The components are not in good
condition and/or at least one connection is
improper.
Repair: Perform the necessary repairs and/or
replace parts, if necessary.
STOP.
Test Step 2. Check for a Diagnostic Code
A. Connect an electronic service tool to a service
tool connector.
B. Verify that the “IDLE/RATED” switch is in the
“IDLE” position.
C. Restore the electrical power to the engine.
D. Start the engine.
E. Set the “IDLE/RATED” switch to the “RATED”
position.
F. Adjust the input for the desired speed from the
minimum speed to the maximum speed. Look for
the codes that are listed in Table 14.
153
Troubleshooting Section
Table 14
Diagnostic Codes for the Desired Speed Signal
563-11 Loss of Desired Speed Signal
564-02 Noisy Desired Speed Signal
565-11 Shutdown Imminent Due to MIssing Desired
Speed Signal
Expected Result:
As the desired speed input is adjusted, there are no
diagnostic codes for the desired speed signal.
Results:
• No Codes – As the desired speed input is
adjusted, there are no diagnostic codes for the
desired speed signal.
Repair: If the engine is running properly at this
time, there may be an intermittent problem in
a harness that is causing the code to become
activated. Refer to Troubleshooting, “Inspecting
Electrical Connectors”.
STOP.
• Code – As the desired speed input is adjusted,
there is at least one diagnostic codes for the
desired speed signal. Proceed to Test Step 3.
Test Step 3. Check the Wiring Between
the PWM Converter and the ECM for an
Open Circuit
A. Remove the electrical power from the engine.
B. Disconnect the following connectors:
• P1/J1
• P2/J2
• P4/J4
C. Use a multimeter to check the resistance between
the points that are listed in Table 15. During each
measurement, wiggle the wires in the harness in
order to check for an intermittent problem. Be sure
to wiggle the wires near each of the connectors.
154 SENR6413-05
Troubleshooting Section

Table 15 Results:
Resistance Measurements for the PWM Signal
• OK – Each check of the resistance is greater than
Connector and Terminal Connector and Terminal 5 Ohms. There is no short circuit. Proceed to Test
P1-18 (Desired speed P4-C (Desired speed
Step 5.
signal) signal)
• Not OK – At least one check of the resistance for
P2-15 (+Battery) P4-A (+Battery) the PWM signal is less than 5 Ohms. There is a
P2-18 (−Battery) P4-B (−Battery) short circuit in the wiring for the PWM signal.

Repair: Repair the connection and/or the wire,

Expected Result:
Each check of the resistance is less than 5 Ohms.
Results:
• OK – Each check of the resistance is less than 5
Ohms. There is no open circuit. Proceed to Test
Step 4.
• Not OK – At least one check of the resistance for
the PWM signal is greater than 5 Ohms. There is
an open circuit.
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the problem is resolved.
STOP.
Test Step 4. Check the Wiring Between
the PWM Converter and the ECM for a
Short Circuit
A. Use a multimeter to check the resistance between
the points that are listed in Table 16. During each
measurement, wiggle the wires in the harness in
order to check for an intermittent problem. Be sure
to wiggle the wires near each of the connectors.
Table 16
Resistance Measurements for the PWM Signal
Connector and Terminal Connector and Terminal
P1-18 (Desired speed P2-3 (+20 VDC)
signal)
P4-A (+Battery)
P4-B (−Battery)
B. Measure the resistance between terminal P1-18
and all of the other terminals in the P1 connector.
when possible. Replace parts, if necessary. Verify
that the problem is resolved.
STOP.
Test Step 5. Check the Wiring Between
the Input Device and the PWM Converter
for an Open Circuit
A. Disconnect the signal wire at the device that
provides the signal to the PWM converter. This
will remove the input device from the circuit.
B. Verify that the P4 connector is disconnected.
C. Measure the resistance between the points that
are listed in Table 17. During each measurement,
wiggle the wires in the harnesses in order to check
for an intermittent problem. Be sure to wiggle the
wires near each of the connectors.
Table 17
Resistance Measurements for the Wiring Between
the Input Device and the PWM Converter
Point Point
The signal wire at the input Terminal strip connection
device 333
Terminal strip connection P4-D (Input to the PWM
333 converter)
Expected Result:
Each check of the resistance is less than 5 Ohms.
Results:
• OK – Each check of the resistance is greater than
5 Ohms. There is no short circuit. Proceed to Test
Step 5.

Expected Result:
• Not OK – At least one check of the resistance is
less than 5 Ohms. There is a short circuit in the
wiring between the input device and the PWM
Each check of the resistance is greater than 5 Ohms. converter.
SENR6413-05
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the original problem is resolved.
STOP.
Test Step 6. Check the Wiring Between
the Input Device and the PWM Converter
for a Short Circuit
A. Measure the resistance between the points that
are listed in Table 18. During each measurement,
wiggle the wires in the harnesses in order to check
for an intermittent problem. Be sure to wiggle the
wires near each of the connectors.
Table 18
Resistance Measurements for the Wiring Between
the Input Device and the PWM Converter
Connector and Terminal Connector and Terminal
P4-D (Input to the PWM P4-C (Desired speed
converter) signal)
P4-A (+Battery)
P4-B (−Battery)
P2-3 (+20 VDC)
Expected Result:
Each check of the resistance is greater than 5 Ohms.
Results:
• OK – Each check of the resistance is less than 5
Ohms. Proceed to Test Step 7.
• Not OK – At least one check of the resistance is
greater than 5 Ohms. There is a short circuit in
the wiring between the input device and the PWM
converter.
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the original problem is resolved.
STOP.
Test Step 7. Check the PWM Converter
A. Temporarily install a new PWM converter.
B. Restore the electrical power to the engine.
C. Start the engine.
D. Place the “IDLE/RATED” switch in the “RATED”
position.
E. Adjust the input for the desired speed between the
minimum speed and the maximum speed. Look
for the codes that are listed in Table 14.
155
Troubleshooting Section
Table 19
Diagnostic Codes for the Desired Speed Signal
563-11 Loss of Desired Speed Signal
564-02 Noisy Desired Speed Signal
565-11 Shutdown Imminent Due to MIssing Desired
Speed Signal
Expected Result:
As the desired speed input is adjusted, there are no
diagnostic codes for the desired speed signal.
Results:
• No Codes – As the desired speed input is
adjusted, there are no diagnostic codes for the
desired speed signal.
Repair: Reinstall the original PWM converter and
verify that the problem returns. If the new PWM
converter works correctly and the original PWM
converter does not work correctly, replace the
original PWM converter.
STOP.
• Code – As the desired speed input is adjusted,
there is at least one diagnostic codes for the
desired speed signal.
Repair: Perform the following procedure.
1. Replace the input device for the desired speed
and check for a diagnostic code.
2. If the diagnostic code is still activated, replace
the ECM. Verify that the original problem is
resolved.
STOP.
Test Step 8. Check for a Diagnostic Code
A. Connect an electronic service tool to a service
tool connector.
B. Verify that the “REMOTE/LOCAL” switch is in the
“LOCAL” position.
C. Verify that the “IDLE/RATED” switch is in the
“IDLE” position.
D. Restore the electrical power to the engine.
E. Start the engine.
F. Verify that the “LOCAL” indicator is illuminated.
G. Place the “IDLE/RATED” switch in the “RATED”
position.
156
Troubleshooting Section
H. Adjust the desired speed potentiometer from the
minimum speed to the maximum speed. Look for
the codes that are listed in Table 20.
Table 20
Diagnostic Codes for the Desired Speed Signal
563-11 Loss of Desired Speed Signal
564-02 Noisy Desired Speed Signal
565-11 Shutdown Imminent Due to MIssing Desired
Speed Signal
Expected Result:
As the desired speed input is adjusted, there are no
diagnostic codes for the desired speed signal.
Results:
• No Codes – As the desired speed input is
adjusted, there are no diagnostic codes for the
desired speed signal. If the engine is equipped
with a remote input for the desired speed, proceed
to Test Step 9. Otherwise, the problem appears to
be resolved. STOP.
• Code – As the desired speed input is adjusted,
there is at least one diagnostic codes for the
desired speed signal. Proceed to Test Step 10.
Test Step 9. Adjust the Remote Input
for the Desired Speed and Check for a
Diagnostic Code
A. Adjust the desired speed potentiometer until the
“LOCAL HIGH” indicator and the “LOCAL LOW”
indicator are not illuminated.
B. Set the “REMOTE/LOCAL” switch to the
“REMOTE” position.
C. Verify that the “REMOTE” indicator is illuminated.
D. Adjust the remote input for the desired speed from
the minimum speed to the maximum speed. Look
for the codes that are listed in Table 21.
Table 21
Diagnostic Codes for the Desired Speed Signal
563-11 Loss of Desired Speed Signal
564-02 Noisy Desired Speed Signal
565-11 Shutdown Imminent Due to MIssing Desired
Speed Signal
Expected Result:
There are no diagnostic codes for the desired speed
signal.
SENR6413-05
Results:
• No codes – There are no diagnostic codes for the
desired speed signal. The problem appears to be
resolved.
Repair: If the engine is operating correctly at this
time, the original code may have been caused
by an intermittent problem in a harness or in a
connector. Refer to Troubleshooting, “Inspecting
Electrical Connectors”, if necessary.
STOP.
• Activated code – There is a code for the desired
speed input. The circuit for the remote input for the
desired speed is causing the code to be activated.
Repair: Carefully inspect the J6/P6 connectors
on the remote control panel. Verify that the
components are in good condition.
Repair the circuit for the remote input for the
desired speed. Verify that the original problem is
resolved.
STOP.
Test Step 10. Check the Wiring Between
the Remote Speed Control and the ECM
for an Open Circuit.
A. Remove the electrical power from the engine.
B. Disconnect the P1 connector.
C. Disconnect the “M731-RD” wire from the “OUT”
terminal on the remote speed control.
D. Measure the resistance between the end of the
“M731-RD” wire and terminal P1-18.
Expected Result:
The resistance measurement is less than 5 Ohms.
Results:
• OK – The resistance measurement is less than 5
Ohms. Proceed to Test Step 11.
• Not OK – The resistance measurement is greater
than 5 Ohms. There is a problem with the wire
between the remote speed control and the ECM.
Repair: Repair the connection or the wire, when
possible. Replace parts, if necessary. Verify that
the problem is resolved.
STOP.
SENR6413-05 157
Troubleshooting Section

Test Step 11. Check the Wiring Between • Not OK – The resistance is greater than 5 Ohms.
the Remote Speed Control and the ECM There is a problem with the “SPP2-WH” wire
for a Short Circuit between the desired speed potentiometer and the
remote speed control.
A. Disconnect the P2 connector.
Repair: Repair the wire, when possible. Replace
B. Measure the resistance between the points that parts, if necessary. Verify that the original problem
are listed in Table 22. During each measurement, is resolved.
wiggle the wires in the harness in order to check
for an intermittent problem. Be sure to wiggle the STOP.
wires near each connector.
Test Step 13. Check the Wiring Between
Table 22 the Desired Speed Potentiometer and the
Resistance Measurements for the PWM Signal Remote Speed Control for a Short Circuit
Connector and Terminal Connector and Terminal A. Disconnect the three wires from the desired speed
P1-18 (Desired speed P4-D (Input to the PWM potentiometer. As each wire is removed, label the
signal) converter) wire with the number of the terminal.
P4-A (+Battery) B. Measure the resistance between the terminals that
P4-B (−Battery) are listed in Table 23. During each measurement,
be sure to wiggle the wires between the desired
speed potentiometer and the remote speed
C. Measure the resistance between terminal P1-18 control.
and all of the other terminals in the P1 connector.

Expected Result:

Each check of the resistance is greater than 5 Ohms.

Results:

• OK – Each check of the resistance is greater than

5 Ohms. Proceed to Test Step 12.

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

less than 5 Ohms. There is a problem in the wiring
between the remote speed control and the ECM.

Repair: Repair the connection and/or the wire,

when possible. Replace parts, if necessary. Verify
that the problem is resolved.

STOP.

Test Step 12. Check the Wiring Between

the Desired Speed Potentiometer and
the Remote Speed Control for an Open
Circuit
A. Measure the resistance between the “LOCAL
SIG” terminal on the remote speed control
and the center terminal on the desired speed
potentiometer.

Expected Result:

The resistance is less than 5 Ohms.

Results:

• OK – The resistance is less than 5 Ohms. Proceed

to Test Step 13.
158 SENR6413-05
Troubleshooting Section

Table 23 D. Start the engine.

Resistance Measurements for the Wire
for the Input Signal E. Verify that the “LOCAL” indicator is illuminated.

Terminal Terminal F. Place the “IDLE/RATED” switch in the “RATED”

“LOCAL SIG” terminal on “LOCAL +” terminal on the position.
the remote speed control remote speed control
G. Adjust the desired speed potentiometer from the
“LOCAL -” terminal on the minimum speed to the maximum speed. Look for
remote speed control the codes that are listed in Table 24.
“- BAT” terminal on the
remote speed control Table 24

“+ BAT” terminal on the Diagnostic Codes for the Desired Speed Signal
remote speed control 563-11 Loss of Desired Speed Signal
“LOCAL +” terminal on the “LOCAL -” terminal on the 564-02 Noisy Desired Speed Signal
remote speed control remote speed control
565-11 Shutdown Imminent Due to MIssing Desired
“- BAT” terminal on the Speed Signal
remote speed control
“+ BAT” terminal on the Expected Result:
remote speed control
“LOCAL -” terminal on the “- BAT” terminal on the As the desired speed input is adjusted, there are no
remote speed control remote speed control diagnostic codes for the desired speed signal.
“+ BAT” terminal on the
Results:
remote speed control
• No Codes – As the desired speed input is
Expected Result: adjusted, there are no diagnostic codes for the
desired speed signal. The problem appears to be
Each check of the resistance is greater than 5 Ohms. resolved.

Results: Repair: If you are troubleshooting an intermittent

• OK – Each check of the resistance is greater than
5 Ohms. Reconnect the wires to the desired speed
potentiometer. Be sure to connect each wire to the
correct terminal on the potentiometer. Proceed to
Test Step 14.
• Not OK – At least one check of the resistance is
less than 5 Ohms. There is a problem with the
wiring between the desired speed potentiometer
and the remote speed control.
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the original problem is resolved.
STOP.
problem, refer to Troubleshooting, “Inspecting
Electrical Connectors”.
STOP.
• Code – As the desired speed input is adjusted,
there is at least one diagnostic codes for the
desired speed signal.
Repair: Perform the following procedure.
1. Replace the input device for the desired speed
and check for a diagnostic code.
2. If the diagnostic code is still activated, replace
the ECM. Verify that the original problem is
resolved.

Test Step 14. Check for a Diagnostic STOP.

Code
A. Verify that the “REMOTE/LOCAL” switch is in the
“LOCAL” position.

B. Verify that the “IDLE/RATED” switch is in the

“IDLE” position.

C. Restore the electrical power to the engine.

SENR6413-05 159
Troubleshooting Section

i02022845 As the detonation level decreases, the control module

will begin to advance the timing out of the detonation
Detonation Retard and retarded timing. A proportional strategy is used to
Detonation Shutdown advance the timing. The rate of advance depends on
the severity of the detonation. If the detonation level
SMCS Code: 1559-038 is low, the advance rate is faster. The fastest rate
of timing advance out of detonation is two degrees
System Operation Description: per minute.

The EIS Control Module will take action in order
to help protect the engine from detonation. The
control module will attempt to stop the detonation
by retarding the ignition timing. If this effort is
unsuccessful and the detonation continues at severe
levels, the control module will signal for an engine
shutdown.
The detonation sensors provide an electrical signal
of the mechanical engine vibrations to the control
module. The control module monitors the detonation
sensors in order to determine the severity of the
detonation.
If the ignition timing is fully retarded and severe
detonation continues, the control module will perform
these actions.
• Continuously illuminate the “SHUTDOWN” lamp.
• Activate a 325-01 diagnostic code.
• Activate the “Shutdown Relay Output”.
Detonation can be caused by many different factors.
Therefore, this procedure has many test steps.
Usually, the root cause of detonation is identified
early in the procedure.

g00664930
Illustration 36
Typical display of the level of detonation on the Digital Diagnostic
Tool (DDT)
Three bars of detonation are shown.

If detonation occurs, the control module will perform

the following actions:

• Continuously illuminate the “WARNING” lamp.

• Activate a 326-01 diagnostic code.
• Retard the ignition timing.
The control module can retard the timing by as little
as 0.1 degree for light detonation. The control module
can retard the timing by a maximum of 6 degrees for
severe detonation. If the date of the control module’s
software is earlier than October 1994, the control
module can retard the timing by a maximum of 25
degrees for severe detonation. Illustration 37
g01043894

Schematic diagram of the detonation sensors

160 SENR6413-05
Troubleshooting Section

g01043896
Illustration 38
Schematic diagram of the detonation sensors
The engine is configured for Canadian Standards Association (CSA).

Test Step 1. Check the Timing Test Step 2. Check the Air/Fuel Ratio
Note: The desired timing will vary for different engine Note: The air/fuel ratio will vary for different engine
applications. applications. The inlet manifold air temperature will
affect the air/fuel ratio.
Use an electronic service tool to check the engine
timing. For the correct desired timing for the A. Verify that the engine is operating with the correct
engine application, refer to the appropriate Engine air/fuel ratio.
Performance, “Fuel Usage Guide”.
Expected Result:
Expected Result:
The engine is operating with the correct air/fuel ratio.
The desired timing is correct.
Results:
Results:
• OK – The air/fuel ratio is correct. Proceed to Test
• OK – The timing is correct for the engine Step 3.
application. Proceed to Test Step 2.
• Not OK – The detonation is caused by an incorrect
• Not OK – Detonation occurs because the timing is air/fuel ratio.
not correct for the engine application.
Repair: Correct the air/fuel ratio. Verify that the
Repair: Use an electronic service tool to set the original problem is resolved.
proper timing. Verify that the original problem is
resolved. STOP.

STOP.
SENR6413-05
Test Step 3. Check the Inlet Manifold Air
Temperature
Note: The inlet manifold air temperature will affect
the air/fuel ratio. The inlet manifold air temperature
will vary for different ratings of water temperature
regulators (aftercooler).
A. Verify that the engine is operating with the correct
inlet manifold air temperature.
Expected Result:
The inlet manifold air temperature is acceptable for
the engine.
Results:
• OK – Proceed to Test Step 4.
• Not OK – The detonation is caused by an incorrect
inlet manifold air temperature.
Repair: Correct the inlet manifold air temperature.
Verify that the original problem is resolved.
STOP.
Test Step 4. Check the Detonation
Sensors
g01044294
Illustration 39
Detonation sensor
(1) Buffer module
(2) Accelerometer
(3) Wiring
A. Verify that each accelerometer (2) is mounted
properly onto the engine block. Refer to
Specifications, “Detonation Sensor” for the correct
torque for installing the accelerometer.
B. Inspect each wire (3) between accelerometer (2)
and buffer module (1) for corrosion and damage.
Expected Result:
The accelerometers are mounted properly. The wiring
is free of corrosion and damage.
161
Troubleshooting Section
Results:
• OK – The accelerometers are mounted correctly.
The wiring is free of corrosion and damage.
Proceed to Test Step 5.
• Not OK – The accelerometer is not mounted
correctly or there is a problem in the wiring.
Repair: If an accelerometer or a buffer module is
damaged, replace the detonation sensor. Refer to
Specifications, “Detonation Sensor” for the correct
torque for installing the accelerometer. Verify that
the original problem is resolved.
STOP.
Test Step 5. Check the Wires for the
Accelerometers
A. Start the engine. Use an electronic service tool in
order to monitor the level of detonation.
B. Wiggle the wires for the accelerometers while you
monitor the level of detonation.
Expected Result:
The level of detonation does not change.
Results:
• OK – The wires for the accelerometers are in good
condition. Proceed to Test Step 6.
• Not OK – The wiring for the accelerometers is
damaged.
Repair: Replace the detonation sensor. Verify that
the original problem is resolved.
STOP.
Test Step 6. Check the Engine Harness
Wires
A. Start the engine. Use an electronic service tool in
order to monitor the level of detonation.
B. Monitor the level of detonation while you wiggle
the wires for the detonation sensors at the ends
of the engine harness. When possible, wiggle the
wires for the detonation sensors throughout the
engine harness.
Expected Result:
The level of detonation does not change.
162 SENR6413-05
Troubleshooting Section

Results: Table 25
Resistance Measurements for the Harness for
• OK – The wires for the detonation sensors are in the Left Detonation Sensor
good condition throughout the engine harness.
Proceed to Test Step 10. Terminals on the EIS Connector
H (Left Detonation Sensor A (+Battery)
• Not OK – There is a problem with the wiring for the Signal)
detonation sensors in the engine harness. Proceed B (−Battery)
to Test Step 7. D (Output for the shutdown
lamp)
Test Step 7. Check the EIS Connectors
for Damage E (Right detonation sensor
signal)
A. Remove the electrical power from the engine. J (13 VDC for the
speed/timing sensor)
B. Inspect the EIS connectors. Look for corrosion and
for damage. Refer to Troubleshooting, “Inspecting L (Input for the shutdown
switch)
Electrical Connectors”.
M (13 VDC for the right
Expected Result: detonation sensor)
P (13 VDC for the left
The connectors are in good condition. The detonation sensor)
connections are secure.
V (13 VDC for the inlet
Results: manifold pressure sensor)

• OK – Proceed to Test Step 8. Table 26

Resistance Measurements for the Harness for
• Not OK – The connectors are corroded and/or the Right Detonation Sensor
damaged. The connections are not secure.
Terminals on the EIS Connector
Repair: Perform the necessary repairs and/or
E (Right Detonation A (+Battery)
replace parts, if necessary. Verify that the original Sensor Signal)
problem is resolved. B (−Battery)
D (Output for the shutdown
STOP. lamp)
Test Step 8. Check the Engine Harness H (Left detonation sensor
for a Short Circuit signal)
J (13 VDC for the
A. Disconnect the EIS control module and the speed/timing sensor)
detonation sensors from the engine harness.
L (Input for the shutdown
B. Measure the resistance at the EIS connector switch)
between the points that are listed in Table 25 M (13 VDC for the right
and Table 26. During each measurement, wiggle detonation sensor)
the wires in the harness in order to check for an
intermittent problem. Be sure to wiggle the wires P (13 VDC for the left
detonation sensor)
near each connector.
V (13 VDC for the inlet
manifold pressure sensor)

Expected Result:

All of the readings are greater than 5 Ohms.

SENR6413-05 163
Troubleshooting Section

Results: Results:

• OK – No shorts were found to the −Battery, to the • OK – The engine harness does not have an
+Battery, to a sensor ground, or to adjacent pins. open circuit. The cause of the detonation is
Proceed to Test Step 9. undetermined or the problem is intermittent.

• Not OK – There is a problem in the wiring harness. Repair: Reset the system and troubleshoot any
There is a short to the −Battery, to the +Battery, to active diagnostic codes.
a sensor ground, or to an adjacent pin.
STOP.
Repair: Perform the necessary repairs and/or
replace parts, if necessary. • Not OK – The harness has an open circuit.
STOP. Repair: Perform the necessary repairs and/or
replace parts, if necessary.
Test Step 9. Check the Engine Harness
for an Open Circuit STOP.

A. Measure the resistance between the points that
are listed in Table 27 and Table 28. During each
measurement, wiggle the wires in the harness in
order to check for an intermittent problem. Be sure
to wiggle the wires near each connector.
Test Step 10. Adjust the Timing
A. Operate the engine at full load or under the
conditions that cause the detonation. Note the
level of detonation.

Table 27 B. Note the original ignition timing. Then retard the

Resistance Measurements for the Harness for ignition timing by three to six degrees. Check for a
the Left Detonation Sensor change in the level of detonation.
Terminal on the EIS Terminal on the Connector Expected Result:
Connector for the Left Detonation
Sensor
The level of detonation decreases.
P (13 VDC for the left A (13 VDC for the detonation
detonation sensor) sensor) Results:

• OK – Retarding the timing causes the level of

detonation to decrease. Proceed to Test Step 11.
Y (Ground for the left B (Ground for the detonation
detonation sensor) sensor)
• Not OK – Retarding the timing does not change
H (Left detonation sensor C (Left detonation sensor the level of detonation. Proceed to Test Step 15.
signal) signal)
• Not OK – Retarding the timing causes the level of
Table 28 detonation to increase. Proceed to Test Step 14.
Resistance Measurements for the Harness for
the Right Detonation Sensor
Test Step 11. Richen the Air/Fuel Mixture
Terminal on the Terminal on the Connector
NOTICE
EISConnector for the Right Detonation
Sensor If the air/fuel mixture is too rich, detonation will occur.
To help prevent damage to the engine, do not richen
M (13 VDC for the right A (13 VDC for the detonation the air/fuel mixture by a large amount. Do not allow
detonation sensor) sensor) the engine to detonate excessively.

A. Adjust the ignition timing to the original setting.

d (Ground for the left B (Ground for the detonation
detonation sensor) sensor) B. Use an electronic service tool in order to monitor
E (Left detonation sensor C (Left detonation sensor the level of detonation. Slightly richen the air/fuel
signal) signal) mixture.

Expected Result:
Expected Result:
When the air/fuel mixture is slightly richened, the
All of the readings are less than 5 Ohms. level of detonation increases.
164
Troubleshooting Section
Results:
• Yes – Richening the air/fuel mixture increases the
level of detonation. The cause is actual detonation.
Proceed to Test Step 12.
• No – Richening the air/fuel mixture does not affect
the level of detonation, or there is slightly less
detonation.
Repair: The cause of the detonation is
undetermined. Reset the system and troubleshoot
any active diagnostic codes.
STOP.
Test Step 12. Measure the Cylinder
Pressure
Note: An accumulation of deposits can cause
detonation. Applications that use landfill gas are
more prone to deposits.
Measure the cylinder pressure. For typical cylinder
pressures, refer to Operation and Maintenance
Manual, SEBU6711, “Cylinder Pressure -
Measure/Record”.
Expected Result:
The cylinder pressure is within the normal range.
Results:
• OK – The cylinder pressure is acceptable. The
detonation is not due to deposits. Proceed to Test
Step 13.
• Not OK – The cylinder pressure has risen by one
or more compression ratios.
Repair: The engine needs a top end overhaul in
order to remove the deposits. For information,
refer to Operation and Maintenance Manual,
SEBU6711, “Overhaul (Top End)”.
STOP.
Test Step 13. Check the Methane Number
of the Fuel
A. Obtain a fuel analysis of the gas.
B. Enter the data from the fuel analysis into the
Caterpillar Software Program, LEKQ6378,
“Methane Number Program”.
The software calculates the fuel’s methane
number.
SENR6413-05
C. Compare the methane number to the
recommendation from the appropriate Engine
Performance, “Fuel Usage Guide”.
For generator set engines, refer to Engine
Performance, LEBQ6169.
For industrial engines, refer to Engine
Performance, LEBQ6117.
Expected Result:
The methane number of the fuel is compatible with
the engine.
Results:
• OK – The cause of detonation is undetermined.
Reset the system and troubleshoot any active
diagnostic codes.
• Not OK – The methane number of the fuel is
incorrect for the engine.
Repair: Obtain the proper fuel or adjust the
settings of the engine in order to accommodate the
methane number of the fuel that is being used.
STOP.
Test Step 14. Richen the Air/Fuel Mixture
NOTICE
If the air/fuel mixture is too rich, detonation will occur.
To help prevent damage to the engine, do not richen
the air/fuel mixture by a large amount. Do not allow
the engine to detonate excessively.
A. Adjust the ignition timing to the original setting.
B. Use an electronic service tool in order to monitor
the level of detonation. Slightly richen the air/fuel
mixture.
Expected Result:
When the air/fuel mixture is slightly richened, the
level of detonation decreases.
Results:
• YES – Richening the air/fuel mixture decreases
the level of detonation. The cause is related to
ignition system noise. Proceed to Test Step 23.
• NO – Richening the air/fuel mixture does not affect
the level of detonation, or there is slightly more
detonation.
SENR6413-05
Repair: The cause of the detonation is
undetermined. Reset the system and troubleshoot
any active diagnostic codes.
STOP.
Test Step 15. Reduce the Load
Use an electronic service tool in order to monitor the
level of detonation. Slowly reduce the load until there
is no load on the engine.
Expected Result:
When the load is removed, the level of detonation
decreases.
Results:
• OK – Reducing the load decreases the level of
detonation. Proceed to Test Step 16.
• Not OK – Reducing the load does not affect the
level of detonation. Proceed to Test Step 17.
Test Step 16. Check for Pre-Ignition
A hot spot in the combustion chamber is usually the
cause of pre-ignition. The following circumstances
are possible sources of pre-ignition:
• A spark plug is incorrect for the application.
• Improper installation of spark plugs. For example,
the torque might be incorrect.
• A foreign object is attached to a piston, the head, a
valve, a spark plug, etc.
A. Check for a possible source of pre-ignition.
Expected Result:
No source of pre-ignition is found.
Results:
• OK – The detonation is not caused by a condition
of pre-ignition. Proceed to Test Step 17.
• Not OK – A source of pre-ignition is found.
Repair: Correct the cause of the pre-ignition. Verify
that the original problem is resolved.
STOP.
Test Step 17. Isolate the Detonation
Sensors
A. Stop the engine. Set the engine control to the
“OFF/RESET” mode.
165
Troubleshooting Section
B. Remove the electrical power from the engine.
NOTICE
Disconnecting the shutdown output of the Timing Con-
trol Module (TCM) will disable the detonation shut-
down protection. Do not allow the engine to detonate
excessively.
C. Disconnect the wire for the shutdown relay output.
On engines that are configured for CSA, this can
be accomplished by disconnecting the wire from
terminal A of the J4 connector on the distribution
panel.
On engines that include an engine terminal box,
disconnect wire J420-BK from terminal 256 on the
terminal strip.
D. Remove the buffer modules for the detonation
sensors from the engine block. This will
help to prevent twisting of the wires for the
accelerometers. Remove the accelerometers from
the engine block.
E. Reinstall the buffer modules onto the engine block.
F. Reconnect the detonation sensors to the engine
harness. Allow the accelerometers to hang so
that the accelerometers do not contact the engine
block.
G. Restore the electrical power to the engine.
H. Start the engine. Use an electronic service tool in
order to check for detonation. Operate the engine
at full load. Observe the electronic service tool for
a change in the level of detonation. Do not allow
the engine to detonate excessively.
Expected Result:
The level of detonation decreases.
Results:
• OK – The isolation of the detonation sensors
reduces the level of detonation. Proceed to Test
Step 18.
• Not OK – The isolation of the detonation sensors
does not change the level of detonation or an
increase occurs. The problem is due to electrical
noise in the engine harness. Proceed to Test Step
57.
166
Troubleshooting Section
Test Step 18. Wire Each Accelerometer
to the Engine Block.
NOTICE
During this test, there is no protection from detonation.
Do not allow the engine to detonate excessively.
A. Stop the engine. Use wiring to connect one of the
accelerometers to the engine block.
Use wiring with a length of approximately 0.3 m
(1 ft). Use wiring with lug connectors at both
ends. Use a bolt to attach one end of the wire
to the engine block in the threaded hole for the
accelerometer. Use a nut to attach the other end
of the wire to the stud of the accelerometer.
B. Start the engine. Use an electronic service tool in
order to check for detonation. Operate the engine
at full load. Observe the electronic service tool
for a change in the level of detonation. Do not
allow the engine to detonate excessively. Stop the
engine.
C. Disconnect the wire from the engine block and
from the accelerometer. Attach the wire to the
other accelerometer and to the engine block.
D. Start the engine. Use an electronic service tool in
order to check for detonation. Operate the engine
at full load. Observe the electronic service tool
for a change in the level of detonation. Do not
allow the engine to detonate excessively. Stop the
engine.
Expected Result:
The level of detonation does not change or the level
is reduced.
Results:
• OK – The level of detonation did not change or
the level decreased. The problem is caused by
mechanical noise. Proceed to Test Step 19.
• Not OK – The level of detonation increases for
either sensor. The problem is caused by general
electrical noise in the engine block. Proceed to
Test Step 37.
• Not OK – The level of detonation increases with
only one of the sensors. Proceed to Test Step 20.
SENR6413-05
Test Step 19. Install Each Sensor
Separately
NOTICE
During this test, there is no protection from detonation.
Do not allow the engine to detonate excessively.
A. Stop the engine. Install only the right
accelerometer. Allow the left accelerometer to
hang so that the accelerometer does not contact
the engine block.
B. Start the engine. Use an electronic service tool in
order to check for detonation. Operate the engine
at full load. Observe the electronic service tool
for a change in the level of detonation. Do not
allow the engine to detonate excessively. Stop the
engine.
C. Remove the right accelerometer from the engine
block. Install the left accelerometer. Allow the right
accelerometer to hang so that the accelerometer
does not contact the engine block.
D. Start the engine. Use an electronic service tool in
order to check for detonation. Operate the engine
at full load. Observe the electronic service tool
for a change in the level of detonation. Do not
allow the engine to detonate excessively. Stop the
engine.
Expected Result:
The level of detonation increases for only one of the
sensors.
Results:
• OK – The level of detonation increases for only
the right sensor or the left sensor. Proceed to Test
Step 20.
• Not OK – The level of detonation increases for
either sensor. The problem is general mechanical
noise. Proceed to Test Step 22.
Test Step 20. Exchange the Detonation
Sensors
NOTICE
During this test, there is no protection from detonation.
Do not allow the engine to detonate excessively.
SENR6413-05
A. Stop the engine. Install the right detonation
sensor into the position for the left detonation
sensor. Install the left detonation sensor into the
position for the right detonation sensor. However,
allow the left accelerometer to hang so that the
accelerometer does not contact the engine block.
Attach both sensors to the engine harness.
B. Start the engine. Use an electronic service tool
in order to monitor the operation for detonation.
Operate the engine at full load. Observe the
electronic service tool for a change in the level of
detonation. Do not allow the engine to detonate
excessively. Stop the engine.
C. Remove the right accelerometer from the engine
block. Allow the right accelerometer to hang
so that the accelerometer does not contact the
engine block. Install the left accelerometer.
D. Start the engine. Use an electronic service tool
in order to monitor the operation for detonation.
Operate the engine at full load. Observe the
electronic service tool for a change in the level of
detonation. Do not allow the engine to detonate
excessively. Stop the engine.
Expected Result:
The level of detonation increases for only one of the
sensors when the sensor is installed in either bank.
Results:
• Yes – The level of detonation increases for a
particular sensor regardless of the bank. The
sensor has failed.
Repair: Replace the faulty sensor.
STOP.
• No – The level of detonation increases for both
of the sensors when either sensor is installed in
a particular bank. If Test Step 19 was performed,
proceed to Test Step 21. If Test Step 19 was not
performed, proceed to Test Step 46.
Test Step 21. Investigate the Mechanical
Vibrations for One Bank
The mechanical vibrations may be caused by one of
the following conditions. However, other conditions
and components may also be the cause of the noise.
• The valve lash is incorrect.
• The valve bridge requires adjustment.
• The valves do not close properly.
• The camshaft lobes and/or camshaft followers
have nicks and/or scratches.
167
Troubleshooting Section
• Components such as lines and brackets are not
securely fastened.
• Excessive piston slap
Investigate the source of the mechanical vibrations.
Expected Result:
The source of the mechanical vibrations is
determined.
Results:
• OK – A reason for the vibrations is found.
Repair: Correct the cause of the mechanical
vibrations. Verify that the original problem is
resolved.
STOP.
Test Step 22. Investigate General
Mechanical Vibrations
The mechanical vibrations may be caused by one of
the following conditions. However, other conditions
and components may also be the cause of the noise.
• The drive coupling is worn.
• The valve lash is incorrect.
• The valve bridge requires adjustment.
• Components such as lines and brackets are not
securely fastened.
• The engine mounts or the mounts for the driven
equipment are loose.
• The engine and the driven equipment are not
aligned properly.
• The bearings of the engine and/or the driven
equipment are worn.
• Excessive piston slap
Investigate the source of the mechanical vibrations.
Expected Result:
The source of the mechanical vibrations is
determined.
Results:
• OK – A reason for the vibrations is found.
168
Troubleshooting Section
Repair: Correct the cause of the mechanical
vibrations. Verify that the original problem is
resolved.
STOP.
Test Step 23. Check the Ground
Connections for the Ignition
Transformers
Measure the resistance between the flange of each
ignition transformer and the engine block.
Expected Result:
The resistance for each ignition transformer is less
than two Ohms.
Results:
• OK – The ground connections for the ignition
transformers are good. Proceed to Test Step 24.
• Not OK – The ground connection for a ignition
transformer and the engine block is poor.
Repair: Clean the transformer and/or the valve
cover. Replace the components, if necessary.
Proceed to Test Step 24.
Test Step 24. Check the Secondary
Connections for the Ignition
Transformers and Check the Extensions
A. Remove the ignition transformers and the
extensions.
B. Inspect the secondary connections of the ignition
transformers for corrosion and buildup of deposits.
C. Measure the resistance of each extension.
D. Inspect the connections of the extensions for
corrosion and for buildup of deposits. Look for pin
holes that are caused by arcing.
Expected Result:
The resistance of each extension is less than 2 Ohms.
The secondary connections of the transformers and
the extensions are in good, clean condition.
Results:
• OK – The connections and the components are
good. Proceed to Test Step 25.
• Not OK – The secondary connections of the
transformers and/or the extensions are dirty,
corroded, or damaged.
SENR6413-05
Repair: Clean the components that are affected or
replace the components, if necessary.
Proceed to Test Step 25.
Test Step 25. Check the Spark Plugs
A. Remove the spark plugs.
B. Measure the resistance from the terminal of the
spark plug to the center electrode. To ensure
an accurate measurement, clean off deposits, if
necessary.
Note: For inspection of spark plugs, see the engine’s
Operation and Maintenance Manual.
C. Verify that the ground electrode is not shorted to
the center electrode. Verify that the spark plug
gap is correct. Visually inspect the insulator of the
spark plug for cracks.
Expected Result:
The resistance of each spark plug is less than 20,000
Ohms. The spark plug gaps are within specifications.
The spark plugs are in good, clean condition.
Results:
• OK – The spark plugs are good. Proceed to Test
Step 26.
• Not OK – The resistance of the spark plugs is too
high. The spark plugs are dirty and/or damaged.
The spark plug gap is incorrect.
Repair: Clean the spark plugs or replace the spark
plugs, if necessary. Set the spark plug gap to the
correct specification.
Proceed to Test Step 26.
Test Step 26. Check for Detonation
A. Install the spark plugs, the extensions, and the
ignition transformers.
B. Operate the engine under the conditions that
caused detonation. Check for detonation.
Expected Result:
Detonation no longer occurs.
Results:
• OK – The engine is operating normally. STOP.
• Not OK – Detonation still occurs. Proceed to Test
Step 27.
SENR6413-05
Test Step 27. Check the Engine’s
Ground Strap and Check the Battery
Connections.
A. Verify that the following conditions exist for the
engine’s ground strap:
• The connections are secure.
• The connections are not corroded.
• The mating surfaces of the ground are free of
paint.
B. Verify that the battery wiring is properly sized.
Ensure that the strands of the wiring are not
frayed or broken. Ensure that the connections for
the battery are clean and secure.
Expected Result:
The engine’s ground strap and the battery
connections are secure, clean, and properly sized.
The connections make good contact. The wiring is in
good condition.
Results:
• OK – The components are in good condition.
Proceed to Test Step 28.
• Not OK – The engine’s ground strap and/or the
battery connections are not in proper condition.
Repair: Repair the ground strap and/or the battery
connections. Replace parts, if necessary.
Proceed to Test Step 28.
Test Step 28. Check the Earth Ground
A. Verify that the wiring for the earth ground is
properly sized and free of corrosion. Ensure that
the strands of the wiring are not frayed or broken.
Ensure that the connections are free of paint,
clean, and secure.
B. Measure the resistance between the engine block
and the earth ground. An independent earth
ground is preferred.
Expected Result:
The resistance is less than 2 Ohms. The ground is
secure, clean, and properly sized. The connections
make good contact. The wiring is in good condition.
Results:
• OK – The ground is good. Proceed to Test Step 29.
• Not OK – The ground is not in proper condition.
169
Troubleshooting Section
Repair: Repair the ground. Replace parts, if
necessary.
Proceed to Test Step 29.
Test Step 29. Check for Detonation
Operate the engine under the conditions that caused
detonation. Check for detonation.
Expected Result:
Detonation no longer occurs.
Results:
• OK – The engine is operating normally. STOP.
• Not OK – Detonation still occurs. Proceed to Test
Step 30.
Test Step 30. Check the Primary
Connections of the Ignition System
Inspect the following connections for damage and/or
corrosion: connections of the ignition transformers,
connector for the ignition harness to the magneto,
and all connectors for the ignition harness. Refer to
Troubleshooting, “Inspecting Electrical Connectors”.
Expected Result:
All of the primary connections for the ignition system
are in good condition.
Results:
• OK – The connections are good. Proceed to Test
Step 31.
• Not OK – Parts of the primary connections for the
ignition system are damaged and/or corroded.
Repair: Repair the connections or replace parts, if
necessary.
STOP.
Test Step 31. Check the Ignition Harness
for Short Circuits
A. Disconnect the EIS connector. Disconnect all
of the harness connectors from the ignition
transformers. Refer to the engine’s wiring diagram
for the configuration of the wiring.
B. Measure the resistance between the points that
are listed in Table 29.
170 SENR6413-05
Troubleshooting Section

Table 29 Results:
Resistance Measurements for the Ignition Harness
• OK – The ignition harness is free of open circuits.
Terminal on the EIS Other Points Proceed to Test Step 33.
Harness Connector
The terminal for the +Battery • Not OK – The ignition harness has at least one
driver for each ignition open circuit.
transformer
Repair: Repair the wiring for the ignition harness
and/or the connectors. Replace parts, if necessary.
−Battery
Engine block surface STOP.

All of the other terminals on Test Step 33. Substitute the Ignition
the EIS harness connector Transformers

Expected Result: Note: This test step can be performed for one bank
at a time.
Each measurement is greater than 5 Ohms.
A. Remove the original ignition transformers. Note
Results: the cylinder for each transformer.

• OK – The ignition harness is free of short circuits. B. Install different ignition transformers that are
Proceed to Test Step 32. known to be good.

• Not OK – The ignition harness has at least one C. Operate the engine at full load or under the
short circuit. conditions that cause the problem. Note the level
of detonation.
Repair: Repair the wiring for the ignition harness
and/or the connector. Replace parts, if necessary. Expected Result:
Verify that the original problem is resolved.
Detonation no longer occurs.
STOP.
Results:
Test Step 32. Check the Ignition Harness
for Open Circuits • OK – The engine operation is normal. Proceed to
Test Step 34.
A. Measure the resistance between the points that
are listed in Table 30. • Not OK – Detonation still occurs after both banks
of transformers are substituted. Reinstall the
Table 30 original transformers. Proceed to Test Step 35.
Resistance Measurements for the Ignition Harness
Test Step 34. Install the Original Ignition
Terminal on the EIS Other Points Transformers One At A Time
Harness Connector
The terminal for the The corresponding 1
A. Install one of the original ignition transformers.
driver for each ignition terminal at the connector for
transformer each ignition transformer B. Operate the engine at full load or under the
conditions that cause the detonation. Note the
level of detonation.

Expected Result:

Detonation does not occur.

Expected Result: Results:

Each check of the resistance is less than 5 Ohms. • OK – Detonation does not occur after installation
of the original transformer. Repeat this test step
until all of the original transformers are reinstalled.
SENR6413-05
Repair: If detonation does not occur after
installation of the original transformers, one of
the following conditions may have caused the
detonation:
• The detonation is intermittent. The original
transformers are in good condition.
• A poor primary connection or a poor secondary
connection to a transformer was disturbed. This
caused the detonation to cease.
• One or more of the original transformers fails
intermittently.
Investigate these potential sources of the
detonation. Correct the situation, if necessary.
STOP.
• Not OK – Detonation recurs after the original
transformer is installed. The transformer is faulty.
Repair: Replace the faulty transformer. Reinstall
the original transformers one at a time. After each
transformer is installed, operate the engine and
monitor the operation for detonation. Replace any
other transformers that are faulty.
STOP.
Test Step 35. Substitute the EIS Control
Module
A. Remove the original EIS control module. Install a
control module that is known to be good.
B. Operate the engine at full load or under the
conditions that cause the detonation. Note the
level of detonation.
Expected Result:
Detonation does not recur.
Results:
• OK – Detonation does not recur after the EIS
control module has been substituted. Proceed to
Test Step 36.
• Not OK – Detonation recurs after the EIS control
module has been substituted. The source of the
detonation is undetermined.
Repair: Reinstall the original EIS control module.
Reset the system and troubleshoot any active
diagnostic codes.
STOP.
171
Troubleshooting Section
Test Step 36. Install the Original Timing
Control Module
A. Reinstall the original EIS Control Module.
B. Operate the engine at full load or under the
conditions that cause the detonation. Note the
level of detonation.
Expected Result:
The detonation recurs.
Results:
• Yes – Detonation recurs after the original EIS
control module is installed.
Repair: Replace the original EIS control module
with a good EIS control module. Refer to
Troubleshooting, “Replacing the EIS Control
Module”.
STOP.
• No – Detonation does not recur after the original
EIS control module is installed.
Repair: The detonation may be due to one of the
following conditions:
• The detonation is intermittent. The original EIS
control module is good.
• The original EIS control module fails
intermittently.
Investigate these potential sources of the
detonation. Correct the situation, if necessary.
STOP.
Test Step 37. Check the Engine’s Ground
Strap and Check the Battery Connections
A. Verify that the following conditions exist for the
engine’s ground strap:
• The connections are secure.
• The connections are not corroded.
• The mating surfaces of the ground are free of
paint.
B. Verify that the battery wiring is properly sized.
Ensure that the strands of the wiring are not
frayed or broken. Ensure that the connections for
the battery are clean and secure.
172
Troubleshooting Section
Expected Result:
The engine’s ground strap and the battery
connections are secure, clean, and properly sized.
The connections make good contact. The wiring is in
good condition.
Results:
• OK – The components are in good condition.
Proceed to Test Step 38.
• Not OK – The engine’s ground strap and/or the
battery connections are not in proper condition.
Repair: Repair the ground strap and/or the battery
connections. Replace parts, if necessary.
Proceed to Test Step 38.
Test Step 38. Check the Earth Ground
A. Verify that the wiring for the earth ground is
properly sized and free of corrosion. Ensure that
the strands of the wiring are not frayed or broken.
Ensure that the connections are free of paint,
clean, and secure.
B. Measure the resistance between the engine block
surface and the earth ground. An independent
earth ground is preferred.
Expected Result:
The resistance is less than 2 Ohms. The ground is
secure, clean, and properly sized. The connections
make good contact. The wiring is in good condition.
Results:
• OK – The earth ground is in good condition.
Proceed to Test Step 39.
• Not OK – The ground is not in proper condition.
Repair: Repair the ground. Replace parts, if
necessary.
Proceed to Test Step 39.
Test Step 39. Check for Detonation
Operate the engine under the conditions that caused
detonation. Check for detonation.
Expected Result:
Detonation no longer occurs.
SENR6413-05
Results:
• OK – The engine is operating normally. STOP.
• Not OK – Detonation still occurs. Proceed to Test
Step 40.
Test Step 40. Check the Ground
Connections for the Ignition
Transformers
Measure the resistance between the flange of each
ignition transformer and the engine block.
Expected Result:
The resistance for each ignition transformer is less
than 2 Ohms.
Results:
• OK – The ground connections for the ignition
transformers are good. Proceed to Test Step 41.
• Not OK – The ground connection for the ignition
transformer and the engine block is poor.
Repair: Clean the transformer and/or the valve
cover. Replace the components, if necessary.
Proceed to Test Step 41.
Test Step 41. Check the Secondary
Connections for the Ignition
Transformers and Check the Extensions
A. Remove the ignition transformers and the
extensions.
B. Inspect the secondary connections of the ignition
transformers for corrosion and buildup of deposits.
C. Measure the resistance of each extension.
D. Inspect the connections of the extensions for
corrosion and buildup of deposits. Look for pin
holes that are caused by arcing.
Expected Result:
The resistance of each extension is less than 2 Ohms.
The secondary connections of the transformers and
the extensions are in good, clean condition.
Results:
• OK – The connections and the components are
good. Proceed to Test Step 42.
SENR6413-05
• Not OK – The secondary connections of the
transformers and/or the extensions are dirty,
corroded, or damaged.
Repair: Clean the components that are affected or
replace the components, if necessary.
Proceed to Test Step 42.
Test Step 42. Check the Spark Plugs
A. Remove the spark plugs.
B. Measure the resistance from the terminal of the
spark plug to the center electrode. To ensure
an accurate measurement, clean off deposits, if
necessary.
Note: For inspection of spark plugs, see the engine’s
Operation and Maintenance Manual.
C. Verify that the ground electrode is not shorted to
the center electrode. Verify that the spark plug
gap is correct. Visually inspect the insulator of the
spark plugs for cracks.
Expected Result:
The resistance of each spark plug is less than 20,000
Ohms. The spark plug gaps are within specifications.
The spark plugs are in good, clean condition.
Results:
• OK – Proceed to Test Step 43.
• Not OK – The resistance of the spark plugs is too
high. The spark plugs are dirty and/or damaged.
The spark plug gap is incorrect.
Repair: Clean the spark plugs or replace the spark
plugs, if necessary. Set the spark plug gap to the
correct specification.
Proceed to Test Step 43.
Test Step 43. Check for Detonation
A. Install the spark plugs, the extensions, and the
ignition transformers.
B. Operate the engine under the conditions that
caused detonation. Check for detonation.
Expected Result:
Detonation no longer occurs.
Results:
• OK – The engine is operating normally. STOP.
173
Troubleshooting Section
• Not OK – Detonation still occurs. Proceed to Test
Step 44.
Test Step 44. Check the Primary
Connections of the Ignition System
Inspect the following connections for damage and/or
corrosion: connectors for the ignition transformers,
connector for the ignition harness to the magneto,
and all of the connectors for the ignition harness.
Refer to Troubleshooting, “Inspecting Electrical
Connectors”.
Expected Result:
All of the primary connections for the ignition system
are in good condition.
Results:
• OK – The connections are good. Proceed to Test
Step 45.
• Not OK – Parts of the primary connections for the
ignition system are damaged and/or corroded.
Repair: Repair the connections or replace parts, if
necessary.
STOP.
Test Step 45. Check the Ignition Harness
for Short Circuits
A. Disconnect the EIS connector. Disconnect all
of the harness connectors from the ignition
transformers. Refer to the engine’s wiring diagram
for the configuration of the wiring.
B. Measure the resistance between the points that
are listed in Table 31.
174 SENR6413-05
Troubleshooting Section

Table 31 Results:
Resistance Measurements for the Ignition Harness
• OK – The ignition harness is free of open circuits.
Terminal on the EIS Other Points Proceed to Test Step 33.
Harness Connector
The terminal for the +Battery • Not OK – The ignition harness has at least one
driver for each ignition open circuit.
transformer
Repair: Repair the wiring for the ignition harness
and/or the connectors. Replace parts, if necessary.
−Battery
Engine block surface STOP.

All of the other terminals on Test Step 47. Check the Ground
the EIS harness connector Connections for the Ignition
Transformers
Expected Result:
Measure the resistance between the flange of each
The resistance between the points is greater than ignition transformer and the engine block.
5 Ohms.
Expected Result:
Results:
The resistance for each ignition transformer is less
• OK – The ignition harness is free of short circuits. than 2 Ohms.
Proceed to Test Step 46.
Results:
• Not OK – The ignition harness has at least one
short circuit. • OK – The ground connections for the ignition
transformers are good. Proceed to Test Step 48.
Repair: Repair the wiring for the ignition harness
and/or the connector. Replace parts, if necessary. • Not OK – The ground connection for the ignition
transformer and the engine block is poor.
STOP.
Repair: Clean the transformer and/or the valve
Test Step 46. Check the Ignition Harness cover. Replace the components, if necessary.
for Open Circuits
Proceed to Test Step 48.
A. Measure the resistance between the points that
are listed in Table 32. Test Step 48. Check the Secondary
Connections for the Ignition
Table 32 Transformers and Check the Extensions
Resistance Measurements for the Ignition Harness
A. Remove the ignition transformers and the
Terminal on the EIS Other Points extensions.
Harness Connector
The terminal for the The corresponding 1 B. Inspect the secondary connections of the ignition
driver for each ignition terminal at the connector for transformers for corrosion and buildup of deposits.
transformer each ignition transformer
C. Measure the resistance of each extension.

D. Inspect the connections of the extensions for

corrosion and buildup of deposits. Look for pin
holes that are caused by arcing.

Expected Result:
The resistance to each pin is less than 5 Ohms.
Expected Result:
The resistance of each extension is less than 2 Ohms.
The secondary connections of the transformers and
the extensions are in good, clean condition.
SENR6413-05 175
Troubleshooting Section

Results: Results:

• OK – The connections and the components are
good. Proceed to Test Step 49.
• Not OK – The secondary connections of the
transformers and/or the extensions are dirty,
corroded, or damaged.
Repair: Clean the components that are affected or
replace the components, if necessary.
Proceed to Test Step 49.
Test Step 49. Check the Spark Plugs
A. Remove the spark plugs.
B. Measure the resistance from the terminal of the
spark plug to the center electrode. To ensure
an accurate measurement, clean off deposits, if
necessary.
Note: For inspection of spark plugs, refer to the
engine’s Operation and Maintenance Manual.
C. Verify that the ground electrode is not shorted to
the center electrode. Verify that the spark plug
gap is correct. Visually inspect the insulator of the
spark plug for cracks.
Expected Result:
The resistance of each spark plug is less than 20,000
Ohms. The spark plug gaps are within specifications.
The spark plugs are in good, clean condition.
Results:
• OK – The spark plugs are good. Proceed to Test
Step 50.
• OK – The engine is operating normally. STOP.
• Not OK – Detonation still occurs. Proceed to Test
Step 51.
Test Step 51. Check the Primary
Connections for the Ignition System.
Inspect the following connections for damage and/or
corrosion: connectors for the ignition transformers,
connector for the EIS control module to the ignition
harness, and all of the connectors for the ignition
harness. Refer to Troubleshooting, “Inspecting
Electrical Connectors”.
Expected Result:
All of the primary connections for the ignition system
are in good condition.
Results:
• OK – Proceed to Test Step 52.
• Not OK – Parts of the primary connections for the
ignition system are damaged and/or corroded.
Repair: Repair the connections or replace parts, if
necessary.
STOP.
Test Step 52. Check the Ignition Harness
for Short Circuits
A. Disconnect the EIS connector. Disconnect all
of the harness connectors from the ignition
transformers. Refer to the engine’s wiring diagram
for the configuration of the wiring.

• Not OK – The resistance of the spark plugs is too B. Measure the resistance between the points that
high. The spark plugs are dirty and/or damaged. are listed in Table 33.
The spark plug gap is incorrect.

Repair: Clean the spark plugs or replace the spark

plugs, if necessary. Set the spark plug gap to the
correct specification.

Proceed to Test Step 50.

Test Step 50. Check for Detonation

A. Install the spark plugs, the extensions, and the
ignition transformers.

B. Operate the engine under the conditions that

caused detonation. Check for detonation.

Expected Result:

Detonation no longer occurs.

176 SENR6413-05
Troubleshooting Section

Table 33 Results:
Resistance Measurements for the Ignition Harness
• OK – The ignition harness is free of open circuits.
Terminal on the EIS Other Points Proceed to Test Step 54.
Harness Connector
The terminal for the +Battery • Not OK – The ignition harness has at least one
driver for each ignition open circuit.
transformer
Repair: Repair the wiring for the ignition harness
and/or the connectors. Replace parts, if necessary.
−Battery
Engine block surface STOP.

All of the other terminals on Test Step 54. Check the Engine’s Ground
the EIS harness connector Strap and Check the Battery Connections

Expected Result:
The resistance is greater than 5 Ohms.
Results:
• OK – The ignition harness is free of short circuits.
Proceed to Test Step 53.
• Not OK – The ignition harness has at least one
short circuit.
Repair: Repair the wiring for the ignition harness
and/or the connector. Replace parts, if necessary.
A. Verify that the following conditions exist for the
engine’s ground strap:
• The connections are secure.
• The connections are not corroded.
• The mating surfaces of the ground are free of
paint.
B. Verify that the battery wiring is properly sized.
Ensure that the strands of the wiring are not
frayed or broken. Ensure that the connections for
the battery are clean and secure.

STOP. Expected Result:

Test Step 53. Check the Ignition Harness The engine’s ground strap and the battery
for Open Circuits connections are secure, clean, and properly sized.
The connections make good contact. The wiring is in
A. Measure the resistance between the points that good condition.
are listed in Table 34.
Results:
Table 34
Resistance Measurements for the Ignition Harness • OK – The components are in good condition.
Proceed to Test Step 55.
Terminal on the EIS Other Points
Harness Connector • Not OK – The engine’s ground strap and/or the
The terminal for the The corresponding 1
battery connections are not in proper condition.
driver for each ignition terminal at the connector for
transformer each ignition transformer Repair: Repair the ground strap and/or the battery
connections. Replace parts, if necessary.

Proceed to Test Step 55.

Test Step 55. Check the Earth Ground

A. Verify that the wiring for the earth ground is
Expected Result: properly sized and free of corrosion. Ensure that
the strands of the wiring are not frayed or broken.
The resistance to each terminal is less than 5 Ohms. Ensure that the connections are free of paint,
clean, and secure.
SENR6413-05
B. Measure the resistance between the engine block
surface and the earth ground. An independent
earth ground is preferred.
Expected Result:
The resistance is less than 2 Ohms. The ground is
secure, clean, and properly sized. The connections
make good contact. The wiring is in good condition.
Results:
• OK – Proceed to Test Step 56.
• Not OK – The ground is not in proper condition.
Repair: Repair the ground. Replace parts, if
necessary.
Proceed to Test Step 56.
Test Step 56. Check for Detonation
Operate the engine under the conditions that caused
detonation. Check for detonation.
Expected Result:
Detonation no longer occurs.
Results:
• OK – The engine is operating normally. STOP.
• Not OK – Detonation still occurs. Proceed to Test
Step 33.
Test Step 57. Verify the Operating
Conditions.
Note: This test step is not necessary if the ignition
timing, the air/fuel ratio, and the inlet manifold air
temperature have already been checked.
Note: The desired timing will vary for different engine
applications.
A. Check the ignition timing.
Use an electronic service tool in order to check
the engine timing.
Note: The air/fuel ratio will vary for different engine
applications. The inlet manifold air temperature will
affect the air/fuel ratio.
B. Check the air/fuel ratio.
Note: The inlet manifold air temperature will affect
the air/fuel ratio. The inlet manifold air temperature
will vary for different ratings of water temperature
regulators (aftercooler).
177
Troubleshooting Section
C. Check the inlet manifold air temperature.
Verify that the engine is operating with the correct
inlet air temperature.
Expected Result:
The desired timing, the air/fuel ratio, and the inlet
manifold air temperature are acceptable.
Results:
• OK – The operating conditions are normal.
Proceed to Test Step 58.
Test Step 58. Check the Engine’s
Ground Strap and Check the Battery
Connections.
A. Verify that the following conditions exist for the
engine’s ground strap:
• The connections are secure.
• The connections are not corroded.
• The mating surfaces of the ground are free of
paint.
B. Verify that the battery wiring is properly sized.
Ensure that the strands of the wiring are not
frayed or broken. Ensure that the connections for
the battery are clean and secure.
Expected Result:
The engine’s ground strap and the battery
connections are secure, clean, and properly sized.
The connections make good contact. The wiring is in
good condition.
Results:
• OK – The components are in good condition.
Proceed to Test Step 59.
• Not OK – The engine’s ground strap and/or the
battery connections are not in proper condition.
Repair: Repair the ground strap and/or the battery
connections. Replace parts, if necessary.
Proceed to Test Step 59.
Test Step 59. Check the Earth Ground
A. Verify that the wiring for the earth ground is
properly sized and free of corrosion. Ensure that
the strands of the wiring are not frayed or broken.
Ensure that the connections are free of paint,
clean, and secure.
178 SENR6413-05
Troubleshooting Section

B. Measure the resistance between the engine block Repair: Repair the connections or replace parts, if
surface and the earth ground. An independent necessary.
earth ground is preferred.
STOP.
Expected Result:
Test Step 62. Check the Ignition Harness
The resistance is less than 2 Ohms. The ground is for Short Circuits
secure, clean, and properly sized. The connections
make good contact. The wiring is in good condition. A. Disconnect the EIS connector. Disconnect all
of the harness connectors from the ignition
Results: transformers. Refer to the engine’s wiring diagram
for the configuration of the wiring.
• OK – The ground is in good condition. Proceed to
Test Step 60. B. Measure the resistance between the points that
are listed in Table 35.
• Not OK – The ground is not in proper condition.
Table 35
Repair: Repair the ground. Replace parts, if Resistance Measurements for the Ignition Harness
necessary.
Terminal on the EIS Other Points
Proceed to test Step 60. Harness Connector
The terminal for the +Battery
Test Step 60. Check for Detonation driver for each ignition
transformer
Operate the engine under the conditions that caused
detonation. Check for detonation.
−Battery
Expected Result: Engine block surface

Detonation no longer occurs. All of the other terminals on

the EIS harness connector
Results:
Expected Result:
• OK – The engine is operating normally. STOP.
The resistance is greater than 5 Ohms.
• Not OK – Detonation still occurs. Proceed to Test
Step 61. Results:

Test Step 61. Check the Primary • OK – The ignition harness is free of short circuits.
Connections of the Ignition System Proceed to Test Step 63.

Inspect the following connections for damage and/or
corrosion: connections for the ignition transformers,
connector on the magneto for the ignition harness,
and all connectors for the ignition harness. Refer to
Troubleshooting, “Inspecting Electrical Connectors”.
• Not OK – The ignition harness has at least one
short circuit.
Repair: Repair the wiring for the ignition harness
and/or the connector. Replace parts, if necessary.

Expected Result: STOP.

All of the primary connections for the ignition system Test Step 63. Check the Ignition Harness
are in good condition. for Open Circuits
Results: A. Measure the resistance between the points that
are listed in Table 36.
• OK – The connections are good. Proceed to Test
Step 62.

• Not OK – Parts of the primary connections for the

ignition system are damaged and/or corroded.
SENR6413-05 179
Troubleshooting Section

Table 36 B. Inspect the secondary connections of the ignition

Resistance Measurements for the Ignition Harness
transformers for corrosion and buildup of deposits.

Terminal on the EIS Other Points C. Measure the resistance of each extension.
Harness Connector
The terminal for the The corresponding 1 D. Inspect the connections of the extensions for
driver for each ignition terminal at the connector for corrosion and buildup of deposits. Look for pin
transformer each ignition transformer holes that are caused by arcing.

Expected Result:

The resistance of each extension is less than 2 Ohms.

The secondary connections of the transformers and
the extensions are in good, clean condition.

Expected Result: Results:

The resistance for each pin is less than 5 Ohms.
Results:
• OK – The ignition harness is free of open circuits.
Proceed to Test Step 64.
• OK – The connections and the components are
good. Proceed to Test Step 66.
• Not OK – The secondary connections of the
transformers and/or the extensions are dirty,
corroded, or damaged.

• Not OK – The ignition harness has at least one Repair: Clean the components that are affected or
open circuit. replace the components, if necessary.

Repair: Repair the wiring for the ignition harness
and/or the connectors. Replace parts, if necessary.
STOP.
Test Step 64. Check the Ground
Connections for the Ignition
Transformers
Measure the resistance between the flange of each
ignition transformer and the engine block.
Expected Result:
Proceed to Test Step 66.
Test Step 66. Check the Spark Plugs
A. Remove the spark plugs.
B. Measure the resistance from the terminal of the
spark plug to the center electrode. To ensure
an accurate measurement, clean off deposits, if
necessary.
Note: For inspection of spark plugs, refer to the
engine’s Operation and Maintenance Manual.

The resistance for each ignition transformer is less C. Verify that the ground electrode is not shorted to
than 2 Ohms. the center electrode. Verify that the spark plug
gap is correct. Visually inspect the insulator of the
Results: spark plug for cracks.

• OK – The ground connections for the ignition Expected Result:

transformers are good. Proceed to Test Step 65.
The resistance of each spark plug is less than 20,000
• Not OK – The ground connection for the ignition Ohms. The spark plug gaps are within specifications.
transformer and the engine block is poor. The spark plugs are in good, clean condition.

Repair: Clean the transformer and/or the valve Results:

cover. Replace the components, if necessary.
• OK – The spark plugs are good. Proceed to Test
Proceed to Test Step 65. Step 67.

Test Step 65. Check the Secondary • Not OK – The resistance of the spark plugs is too
Connections for the Ignition high. The spark plugs are dirty and/or damaged.
Transformers and Check the Extensions The spark plug gap is incorrect.

A. Remove the ignition transformers and the

extensions.
180
Troubleshooting Section
Repair: Clean the spark plugs or replace the spark
plugs, if necessary. Set the spark plug gap to the
correct specification.
Proceed to test step 67.
Test Step 67. Check for Detonation
A. Install the spark plugs, the extensions, and the
ignition transformers.
B. Operate the engine under the conditions that
caused detonation. Check for detonation.
Expected Result:
Detonation no longer occurs.
Results:
• OK – The engine is operating normally. STOP.
• Not OK – Detonation still occurs. Proceed to Test
Step 33.
i02021163
Detonation Sensors
SMCS Code: 1559-038
System Operation Description:
The detonation sensors are powered by +13 VDC
from the EIS control module. This voltage is also
provided to these sensors:
• Speed/timing sensor
• Inlet manifold pressure sensor
Each detonation sensor creates a signal that is
equivalent to the engine’s mechanical vibrations. The
frequency of the signal is equal to the frequency
of the vibrations. The amplitude of the signal is
proportional to the intensity of the vibrations. The EIS
control module evaluates the signal for the proper
characteristics.
Low Signal Strength – The control module will
generate a -01 diagnostic code for the appropriate
sensor.
High Signal Strength – Detonation is occurring.
The control module will generate a 326-01 diagnostic
code. If detonation becomes excessive, the control
module will generate a 325-01 diagnostic code.
SENR6413-05
Short to a Positive Voltage Source – The signal
wire is shorted to a positive voltage source. The
control module will generate a -03 diagnostic code
for the appropriate sensor.
Short to Ground or Open Circuit – The signal wire
has an open circuit or a short to ground. The control
module will generate a -05 diagnostic code for the
appropriate sensor.
Detonation Retarded Timing
If detonation occurs, the control module will retard the
timing in order to stop detonation from occurring. The
control module can retard the timing by as little as
0.1 degree for light detonation. The control module
can retard the timing by a maximum of 6 degrees for
severe detonation. If the date of the control module’s
software is earlier than October 1994, the control
module can retard the timing by a maximum of 25
degrees for severe detonation.
A proportional strategy is used to advance the
timing out of detonation retard. The rate of advance
depends on the severity of the detonation. If the
detonation level is low, the advance rate is faster.
The fastest rate of timing advance out of detonation
is two degrees per minute.
If detonation occurs, the control module will perform
the following actions:
• Continuously illuminate the “WARNING” lamp.
• Activate a 326-01 diagnostic code.
• Retard the ignition timing.
If the ignition timing is fully retarded and severe
detonation continues, the control module will perform
these actions.
• Continuously illuminate the “SHUTDOWN” lamp.
• Activate a 325-01 diagnostic code.
• Activate the “Shutdown Relay Output”.
SENR6413-05 181
Troubleshooting Section

g01043894
Illustration 40
Schematic diagram of the detonation sensors
182 SENR6413-05
Troubleshooting Section

g01043896
Illustration 41
Schematic diagram of the detonation sensors
The engine is configured for Canadian Standards Association (CSA).

Test Step 1. Inspect the Electrical

Connectors and Wiring
A. Set the engine control to the OFF/RESET mode.
Remove the electrical power from the engine.

Note: For the following steps, refer to

Troubleshooting, “Inspecting Electrical Connectors”.

B. Thoroughly inspect each of the following

connectors:

• Connectors for the EIS control module

• Connectors for each detonation sensor
• J6/P6 connectors on the junction box (if
equipped)

g01044156
Illustration 42
Harness side of the EISC connector
(EISC-E) Signal from the right detonation sensor
(EISC-H) Signal from the left detonation sensor
(EISC-M) 13 VDC for the right detonation sensor
(EISC-P) 13 VDC for the left detonation sensor
(EISC-Y) Ground for the left detonation sensor
(EISC-d) Ground for the right detonation sensor
SENR6413-05
a. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the circuit for the
detonation sensors.
g01044294
Illustration 43
Detonation sensor
(1) Buffer module
(2) Accelerometer
(3) Wiring
b. Check the wiring (3) between each
accelerometer (1) and each buffer module (2)
for corrosion, for abrasion, and for pinch points.
c. Check the harnesses and the wiring for
abrasion and for pinch points from each buffer
module to the EIS control module.
Expected Result:
The connectors, pins, and sockets are connected
properly. The connectors and the wiring do not have
corrosion, abrasion, or pinch points.
Results:
• OK – The components are in good condition with
proper connections. Proceed to Test Step 2.
• Not OK – The components are not in good
condition and/or at least one connection is
improper.
Repair: Perform the necessary repairs and/or
replace parts, if necessary.
STOP.
Test Step 2. Check for Diagnostic Codes
A. Connect an electronic service tool to a service
tool connector.
B. Restore the electrical power to the engine.
C. Clear any diagnostic codes.
183
Troubleshooting Section
D. Operate the engine under the conditions that
caused the problem. Look for the diagnostic codes
that are listed in Table 37.
Table 37
Diagnostic Codes for the Detonation Sensors
318-01 Loss of Right Bank Detonation Sensor
Signal
318-03 Right Bank Detonation Sensor short to +batt
318-05 Right Bank Detonation Sensor open or
short to ground
319-01 Loss of Left Bank Detonation Sensor Signal
319-03 Left Bank Detonation Sensor short to +batt
319-05 Left Bank Detonation Sensor open or short
to ground
Expected Result:
There are no diagnostic codes for the detonation
sensors.
Results:
• OK – There are no diagnostic codes for the
detonation sensors. The original problem seems
to be resolved.
Repair: If the engine is running properly at this
time, there may be an intermittent problem in
a harness that is causing the code to become
activated. Refer to Troubleshooting, “Inspecting
Electrical Connectors”.
STOP.
• Not OK (Active -01 Code) – The EIS control
module has detected a low signal from a detonation
sensor. Proceed to Test Step 3.
• Not OK (Active -03 Code) – There is a -03
diagnostic code for a detonation sensor. Proceed
to Test Step 7.
• Not OK (Active -05 Code) – There is a -05
diagnostic code for a detonation sensor. Proceed
to Test Step 11.
Test Step 3. Check the Installation of the
Detonation Sensor
A. Verify that the accelerometer is installed to
the correct torque. Refer to Specifications,
“Detonation Sensor”.
Expected Result:
The accelerometer is installed correctly.
184
Troubleshooting Section
Results:
• OK – The accelerometer is installed correctly.
Proceed to Test Step 4.
• Not OK – The detonation sensor is installed
incorrectly.
Repair: Reinstall the detonation sensor. Verify that
the original problem is resolved.
STOP.
Test Step 4. Perform a Self Test of the EIS
Control Module
A. Perform a self test of the EIS control module.
Refer to Troubleshooting, “Control Module Self
Test”.
Expected Result:
The self test was successful.
Results:
• OK – The self test was successful. Proceed to
Test Step 5.
• Not OK – The self test was not successful.
Repair: Perform the corrective action according to
Troubleshooting, “Control Module Self Test”. Verify
that the original problem is resolved.
STOP.
Test Step 5. Check for a Diagnostic Code
A. Operate the engine under the conditions that
caused the original problem.
Expected Result:
There are no diagnostic codes.
Results:
• OK – There are no diagnostic codes. The problem
appears to be resolved. The original problem was
probably caused by a poor electrical connection.
Repair: If the engine is running properly at this
time, there may be an intermittent problem in
a harness that is causing the code to become
activated. Refer to Troubleshooting, “Inspecting
Electrical Connectors”.
STOP.
SENR6413-05
• Not OK – The diagnostic code is still present.
Proceed to Test Step 6.
Test Step 6. Exchange the Detonation
Sensors
A. Install the right detonation sensor into the position
for the left detonation sensor. Install the left
detonation sensor into the position for the right
detonation sensor. Make sure that the detonation
sensors are installed to the correct torque.
B. Clear any diagnostic codes.
C. Operate the engine under the conditions that
caused the original problem.
Expected Result:
The original diagnostic code has moved to the
opposite bank.
Results:
• Yes – When the sensors were exchanged, the
diagnostic code moved to the opposite bank.
Repair: Replace the faulty detonation sensor.
Verify that the original problem is resolved.
STOP.
• No – When the sensors were exchanged, the
diagnostic code remained on the same bank.
There is a problem with the signal wire for the
detonation sensor.
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the problem is resolved.
STOP.
Test Step 7. Disconnect the Suspect
Detonation Sensor
Note: Disconnecting the detonation sensor will
generate a -05 diagnostic code. Clear the code when
this procedure is complete.
A. Disconnect the suspect detonation sensor.
B. Look for a -03 diagnostic code.
Expected Result:
When the suspect detonation sensor is disconnected,
the -03 diagnostic code returns.
SENR6413-05 185
Troubleshooting Section

Results: b. For the right detonation sensor, measure the

resistance between the points that are listed in
• OK – When the suspect detonation sensor is Table 39. During each measurement, wiggle
disconnected, the -03 diagnostic code returns. the wires in the harness in order to check for
The detonation sensor is not causing the problem. an intermittent problem. Be sure to wiggle the
Reconnect the detonation sensor. Proceed to Test wires near each of the connectors.
Step 8.
Table 39
• Not OK – When the suspect detonation sensor is Resistance Measurements for the Harness for
disconnected, the -03 diagnostic code does not the Right Detonation Sensor
return.
Terminals on the EIS Connector
Repair: Replace the faulty detonation sensor. EISC-E (Right Detonation EISC-A (+Battery)
Verify that the original problem is resolved. Sensor Signal)
EISC-B (−Battery)
STOP. EISC-D (Output for the
shutdown lamp)
Test Step 8. Check for a Short Circuit
EISC-H (Left detonation
sensor signal)
A. Remove the electrical power from the engine.
EISC-J (13 VDC for the
B. Disconnect the EIS connector. speed/timing sensor)
EISC-L (Ignition shutdown)
C. Disconnect the connectors for the detonation
sensors. EISC-M (13 VDC for the
right detonation sensor)
D. At the EIS connector, measure the resistance of EISC-P (13 VDC for the left
the harness for the detonation sensor. detonation sensor)

a. For the left detonation sensor, measure the
resistance between the points that are listed in
Table 38. During each measurement, wiggle
the wires in the harness in order to check for
an intermittent problem. Be sure to wiggle the
wires near each of the connectors.
Table 38
Resistance Measurements for the Harness for
the Left Detonation Sensor
Terminals on the EIS Connector
EISC-H (Left Detonation EISC-A (+Battery)
Sensor Signal)
EISC-B (−Battery)
EISC-D (Output for the
shutdown lamp)
EISC-E (Right detonation
sensor signal)
EISC-J (13 VDC for the
speed/timing sensor)
EISC-L (Ignition shutdown)
EISC-M (13 VDC for the
right detonation sensor)
EISC-P (13 VDC for the left
detonation sensor)
EISC-V (13 VDC for the inlet
manifold pressure sensor)
EISC-V (13 VDC for the inlet
manifold pressure sensor)
Expected Result:
Each check of the resistance is greater than 5 Ohms.
Results:
• OK – Each check of the resistance is greater than
5 Ohms. The signal wire does not have a short
circuit. Reconnect the detonation sensors. Proceed
to Test Step 9.
• Not OK – At least one check of the resistance is
less than 5 Ohms. The signal wire has a short
circuit.
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the problem is resolved.
STOP.
Test Step 9. Perform a Self Test of the EIS
Control Module
A. Perform a self test of the EIS control module.
Refer to Troubleshooting, “Control Module Self
Test”.
Expected Result:

The self test was successful.

186 SENR6413-05
Troubleshooting Section

Results: Table 40
Resistance Measurements for the Harness for
• OK – The self test was successful. the Left Detonation Sensor

Repair: Operate the engine under the conditions Terminals on the EISConnector
that caused the original problem. If the problem EISC-H (Left Detonation EISC-A (+Battery)
persists, refer to Troubleshooting, “Inspecting Sensor Signal)
Electrical Connectors”. EISC-B (−Battery)
EISC-D (Output for the
STOP. shutdown lamp)

• Not OK – The self test was not successful. EISC-E (Right detonation
sensor signal)
Repair: Perform the corrective action that is EISC-J (13 VDC for the
appropriate for the fault. Refer to Troubleshooting, speed/timing sensor)
“Control Module Self Test”. Verify that the original
problem is resolved. EISC-L (Ignition shutdown)
EISC-M (13 VDC for the
STOP. right detonation sensor)

Test Step 10. Check for a Short Circuit EISC-P (13 VDC for the left
detonation sensor)
A. Remove the electrical power from the engine. EISC-V (13 VDC for the inlet
manifold pressure sensor)
B. Disconnect the EIS connector. EISC-Y (Ground for the left
detonation sensor)
C. Disconnect the connectors for the detonation
sensors. EISC-Z (Ground for the
speed/timing sensor)
D. At the EIS connector, measure the resistance of EISC-d (Ground for the right
the harness for the detonation sensor. detonation sensor)

a. For the left detonation sensor, measure the

resistance between the points that are listed in
Table 40. During each measurement, wiggle
the wires in the harness in order to check for
an intermittent problem. Be sure to wiggle the
wires near each of the connectors.
b. For the right detonation sensor, measure the
resistance between the points that are listed in
Table 41. During each measurement, wiggle
the wires in the harness in order to check for
an intermittent problem. Be sure to wiggle the
wires near each of the connectors.
SENR6413-05 187
Troubleshooting Section

Table 41 a. For the left detonation sensor, measure the

Measurements for the Resistance of the Harness
resistance between the points that are listed in
for the Right Detonation Sensor Table 42. During each measurement, wiggle
the wires in the harness in order to check for
Terminals on the EISConnector an intermittent problem. Be sure to wiggle the
EISC-E (Right Detonation EISC-A (+Battery) wires near each of the connectors.
Sensor Signal)
EISC-B (−Battery) Table 42

EISC-D (Output for the Resistance Measurements for the Harness for
shutdown lamp) the Left Detonation Sensor

EISC-H (Left detonation Terminal on the EIS Terminal on the Connector

sensor signal) Connector for the Left Detonation
Sensor
EISC-J (13 VDC for the
speed/timing sensor) EISC-P (13 VDC for the A (13 VDC for the detonation
left detonation sensor) sensor)
EISC-L (Ignition shutdown)
EISC-M (13 VDC for the
right detonation sensor)
EISC-Y (Ground for the B (Ground for the detonation
EISC-P (13 VDC for the left left detonation sensor) sensor)
detonation sensor)
EISC-H (Left detonation C (Left detonation sensor
EISC-V (13 VDC for the inlet sensor signal) signal)
manifold pressure sensor)
EISC-Y (Ground for the left b. For the right detonation sensor, measure the
detonation sensor) resistance between the points that are listed in
Table 43. During each measurement, wiggle
EISC-Z (Ground for the
the wires in the harness in order to check for
speed/timing sensor)
an intermittent problem. Be sure to wiggle the
EISC-d (Ground for the right wires near each of the connectors.
detonation sensor)
Table 43

Expected Result: Resistance Measurements for the Harness for

the Right Detonation Sensor
Each check of the resistance is greater than 5 Ohms. Terminal on the Terminal on the Connector
EISConnector for the Right Detonation
Results: Sensor
EISC-M (13 VDC for the A (13 VDC for the detonation
• OK – Each check of the resistance is greater than right detonation sensor) sensor)
5 Ohms. The signal wire does not have a short
circuit. Proceed to Test Step 11.

• Not OK – At least one check of the resistance is EISC-d (Ground for the B (Ground for the detonation
less than 5 Ohms. The signal wire has a short left detonation sensor) sensor)
circuit.
EISC-E (Left detonation C (Left detonation sensor
sensor signal) signal)
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the original problem is resolved. Expected Result:

STOP. Each check of the resistance is less than 5 Ohms.

Test Step 11. Check for an Open Circuit Results:

A. Measure the resistance of the harness for the • OK – Each check of the resistance is less than 5
detonation sensor. Ohms. The wiring does not have an open circuit.
Reconnect the detonation sensors. Proceed to
Test Step 12.

• Not OK – At least one check of the resistance

is greater than 5 Ohms. There is an open in the
wiring for a detonation sensor.
188 SENR6413-05
Troubleshooting Section

Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the problem is resolved.
STOP.
Test Step 12. Perform a Self Test of the
EIS Control Module
A. Perform a self test of the EIS control module.
Refer to Troubleshooting, “Control Module Self
Test”.
If the engine is not equipped with the optional air/fuel
ratio control, the EIS control module clears the codes.
The codes are cleared when terminal “h” of the EIS
connector is connected to ground.
If the engine is equipped with the optional air/fuel
ratio control, the Electronic Control Module (ECM)
clears the codes. The codes in the ECM are cleared
when terminal P1-37 is connected to ground. The
ECM sends a command to the EIS control module
via the CAT data link. This causes the codes in the
EIS control module to be cleared.

Expected Result: If the input for clearing the codes is connected

to ground for more than ten seconds, a 321-04
The self test was successful. diagnostic code will be activated.

Results:

• OK – The self test was successful.

Repair: Operate the engine under the conditions
that caused the original problem. If the problem
persists, refer to Troubleshooting, “Inspecting
Electrical Connectors”.

STOP.

• Not OK – The self test was not successful.

Repair: Perform the corrective action that is
appropriate for the fault. Refer to Troubleshooting,
“Control Module Self Test”. Verify that the original
problem is resolved.

STOP.

i02023650

Diagnostic Reset Switch

SMCS Code: 7332-038

System Operation Description:

Every generated code is stored in the memory of

the module that detected the problem. The codes
remain in the memory of the module even if power is
removed from the module.

The diagnostic reset switch allows the operator to

clear the diagnostic codes. Diagnostic codes cannot
be individually cleared. Toggling the switch clears all
of the diagnostic codes in all of the modules.

Note: Do not clear the diagnostic codes until all of

the codes have been addressed.
SENR6413-05 189
Troubleshooting Section

g01044807
Illustration 44
Schematic diagram of the diagnostic reset switch
The engine is not equipped with a remote control panel.

g01044814
Illustration 45
Schematic diagram of the diagnostic reset switch
The engine is equipped with a remote control panel that only includes a status control module.
190 SENR6413-05
Troubleshooting Section

g01044815
Illustration 46
Schematic diagram of the diagnostic reset switch
The engine is equipped with a remote control panel that includes a status control module and air/fuel ratio control.

g01044816
Illustration 47
Schematic diagram of the diagnostic reset switch
The engine is configured for Canadian Standards Association (CSA). The left schematic is for engines that are not equipped with the
optional air/fuel ratio control.

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

A. Set the engine control to the OFF/RESET mode. • EIS connectors

Remove the electrical power from the engine.
• J1/P1 connectors for the ECM
Note: For the following steps, refer to
Troubleshooting, “Inspecting Electrical Connectors”. • The appropriate terminals on the terminal strips
SENR6413-05 191
Troubleshooting Section

• The electrical connections for the diagnostic b. Check the wiring for corrosion, for abrasion,
reset switch and for pinch points.

• The electrical connections for the idle/rated Expected Result:

switch
The components and the wiring are connected
• The electrical connections for the oxygen properly. The connectors and the wiring do not have
calibration switch corrosion, abrasion, or pinch points.

Results:

• OK – The components are in good condition with

proper connections. If you are troubleshooting a
321-04 diagnostic code, proceed to Test Step 2.
If toggling the switch does not clear the codes,
proceed to Test Step 5.

• Not OK – The components are not in good

condition and/or at least one connection is
improper.

Repair: Perform the necessary repairs and/or

replace parts, if necessary.

STOP.

Test Step 2. Determine the Engine’s

Configuration

Illustration 48
g01044800 Determine if the engine is equipped with the optional
air/fuel ratio control.
Harness side of the EIS connector
(EISC-B) −Battery
Expected Result:
(EISC-h) Diagnostic reset

The engine is not equipped with the air/fuel ratio

control.

Results:

• No – The engine is not equipped with the air/fuel

ratio control. Proceed to Test Step 3.

• Yes – The engine is equipped with the air/fuel ratio

control. Proceed to Test Step 4.

Test Step 3. Check for a Short Circuit

A. Disconnect the EIS connector.

B. Measure the resistance between the points that

are listed in Table 45.

g01044801
Illustration 49
Harness side of the P1 connector
(P1-3) Sensor ground
(P1-37) Diagnostic reset

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

wires that are associated with the circuit for the
diagnostic reset.
192 SENR6413-05
Troubleshooting Section

Table 44
Resistance Measurements for the Harness for
the Diagnostic Reset Switch
Terminals on the EIS Connector
EISC-h (Input for the EISC-B (−Battery)
diagnostic reset)
EISC-L (Ignition shutdown)
EISC-Y (Ground for the left
detonation sensor)
EISC-Z (Ground for the
speed/timing sensor)
EISC-c (Return for the
ignition transformer for
cylinder 13)
EISC-d (Ground for the right
detonation sensor)
EISC-n (Return for the
ignition transformer for
cylinder 1)
EISC-p (Return for the
ignition transformer for
cylinder 3)
Shell for the EIS connector
Table 45
Resistance Measurements for the Harness for
the Diagnostic Reset Switch
Terminals on the Connectors for the ECM
P1-37 (Input for the P1-3 (Sensor ground)
diagnostic reset)
P2-4 (−Battery)
P2-1 (Ground for the
position sensor for the fuel
actuator)
P2-6 (−Battery)
Expected Result:
Each check of the resistance is greater than 5 Ohms.
Results:
• OK – Each check of the resistance is greater than
5 Ohms. The input for the diagnostic reset is not
shorted to ground. Proceed to Test Step 9.
• Not OK – At least one check of the resistance is
less than 5 Ohms. There is a short circuit between
ground and the input for the diagnostic reset.

Expected Result: Repair: Repair the connection and/or the wire,

when possible. Replace parts, if necessary. Verify
Each check of the resistance is greater than 5 Ohms. that the problem is resolved.

Results: STOP.

• OK – Each check of the resistance is greater than
5 Ohms. The input for the diagnostic reset is not
shorted to ground. Proceed to Test Step 9.
• Not OK – At least one check of the resistance is
less than 5 Ohms. There is a short circuit between
ground and the input for the diagnostic reset.
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the problem is resolved.
STOP.
Test Step 4. Check for a Short Circuit
A. Disconnect the P1 connector and the P2
connector.
B. Measure the resistance between the points that
are listed in Table 45.
Test Step 5. Verify that all of the Problems
are Repaired
A. If toggling the switch does not clear the codes,
the codes may still be active. Verify that every
problem has been completely repaired.
Expected Result:
Every problem has been repaired.
Results:
• OK – All of the problems have been repaired.
However, the diagnostic reset switch will not clear
the codes. Proceed to Test Step 6.
• Not OK – All of the problems have not been
repaired.
Repair: Correct the faults that are causing the
codes. Return to this procedure, if necessary.

STOP.
SENR6413-05
Test Step 6. Determine the Engine’s
Configuration
Determine if the engine is equipped with the optional
air/fuel ratio control.
Expected Result:
The engine is not equipped with the air/fuel ratio
control.
Results:
• No – The engine is not equipped with the air/fuel
ratio control. Proceed to Test Step 7.
• Yes – The engine is equipped with the air/fuel ratio
control. Proceed to Test Step 8.
Test Step 7. Check the Continuity of the
Wiring for the Diagnostic Reset Switch
Note: Refer to the appropriate schematic diagram as
you perform these steps:
A. Measure the resistance between terminal P1-37
and the appropriate terminal of the diagnostic
reset switch. The expected resistance value is
less than 5 Ohms.
B. Measure the resistance between terminal P1-3
and the appropriate terminal of the diagnostic
reset switch. The expected resistance value is
less than 5 Ohms.
Expected Result:
The resistance values are correct.
Results:
• OK – The resistance values are correct. The
wiring for the diagnostic reset switch has continuity.
Proceed to Test Step 9.
• Not OK – At least one of the resistance values is
incorrect. The wiring for the diagnostic reset switch
has an open circuit.
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the original problem is resolved.
STOP.
Test Step 8. Check for an Open Circuit
Note: Refer to the appropriate schematic diagram as
you perform these steps:
193
Troubleshooting Section
A. Measure the resistance between terminal h of the
EIS connector and the appropriate terminal of the
diagnostic reset switch. The expected resistance
value is less than 5 Ohms.
B. Measure the resistance between terminal B of the
EIS connector and the appropriate terminal of the
diagnostic reset switch. The expected resistance
value is less than 5 Ohms.
Expected Result:
The resistance values are correct.
Results:
• OK – The resistance values are correct. The
wiring for the diagnostic reset switch has continuity.
Proceed to Test Step 9.
• Not OK – At least one of the resistance values is
incorrect. The wiring for the diagnostic reset switch
has an open circuit.
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the original problem is resolved.
STOP.
Test Step 9. Check the Diagnostic Reset
Switch
Measure the resistance between the terminals of
the diagnostic reset switch. Measure the resistance
while the switch is not activated and while the switch
is activated.
Expected Result:
When the switch is not activated, the switch is
an open circuit. When the switch is activated, the
resistance is less than 5 Ohms.
Results:
• OK – The readings are correct. The switch is
operating correctly. Proceed to Test Step 10.
• Not OK – The readings are not correct.
Repair: Replace the diagnostic reset switch.
STOP.
Test Step 10. Perform a Self Test of the
EIS Control Module
A. Perform the self test for the EIS control module.
Refer to Troubleshooting, “Control Module Self
Test”.
194
Troubleshooting Section
Expected Result:
The self test was successful.
Results:
• OK – The self test was successful.
Repair: If the problem persists, refer to
Troubleshooting, “Inspecting Electrical
Connectors”.
STOP.
• Not OK – The self test was not successful.
Repair: Perform the corrective action that is
appropriate for the fault. Refer to Troubleshooting,
“Control Module Self Test”. Verify that the original
problem is resolved.
STOP.
i02024513
Electrical Power Supply
SMCS Code: 1408-038
System Operation Description:
Electrical power is supplied to the control module for
the Electronic Ignition System (EIS). Electrical power
is also supplied to these optional components:
• Status Control Module (SCM)
• Electronic Control Module (ECM) for the air/fuel
ratio control
• PWM Converter
• Oxygen buffer
• Electronic service tool
The EIS control module does not diagnose the power
supply. Therefore, the module will not generate a
diagnostic code if the power supply is faulty.
The SCM will generate a 06 dIAG code if the power
supply to the SCM is low or unstable. Refer to
Systems Operation, SENR6420 for the procedure for
troubleshooting this code.
The ECM will generate a 168-02 System Voltage
intermittent/erratic if there is a problem with the
power supply. The code can be caused by any of
these conditions:
SENR6413-05
• The ECM has detected engine rpm during the
normal powerup sequence. This will occur if the
engine is running and the electrical power is cycled.
• The power supply to the ECM is intermittent.
• There is a noisy component in the secondary
ignition system.
The ECM will send a shutdown command to the EIS
control module if a 168-02 code is generated. The
ignition and the fuel will be shut down.
Grounding Practices
Proper grounding is necessary for optimum engine
performance and reliability. Improper grounding will
result in uncontrolled electrical circuit paths and
in unreliable electrical circuit paths. Refer to the
engine’s Operation and Maintenance Manual for
additional information on proper grounding practices.
Requirements for the Power Supply
The 24 VDC power supply for the engine can be
provided by a battery or by an electrical power supply.
The power supply must be capable of providing
sufficient current and sufficient voltage in order to
start the engine.
The batteries and the battery cables must be the
correct size in order to minimize voltage drops. This
is particularly important during cranking. The supply
voltage at the EIS control module must remain above
18 VDC during cranking. Otherwise, the engine
may not start. Random diagnostic codes may be
generated by the control module.
The control module requires an instantaneous
current flow of at least 16 amperes at a minimum
voltage of 18 VDC in order to power up. The control
module requires a continuous current flow of at least
3 amperes at a minimum voltage of 18 VDC for
continuous operation.
The ECM requires an instantaneous current flow of
at least 16 amperes at a minimum voltage of 18 VDC
in order to power up. The control module requires a
continuous current flow of at least 10 amperes at a
minimum voltage of 18 VDC for continuous operation.
The wiring from the power supply to the modules
must provide a maximum voltage drop of 1.0 VDC.
SENR6413-05 195
Troubleshooting Section

g01045468
Illustration 50
Schematic diagram of the electrical power supply
The engine is not equipped with a remote control panel.
196 SENR6413-05
Troubleshooting Section

g01045535
Illustration 51
Schematic diagram of the electrical power supply
The engine is equipped with a remote control panel that only includes a status control module.
SENR6413-05 197
Troubleshooting Section

g01045536
Illustration 52
Schematic diagram of the electrical power supply
The engine is equipped with a remote control panel that includes a status control module and air/fuel ratio control.
198 SENR6413-05
Troubleshooting Section

g01045538
Illustration 53
Schematic diagram of the electrical power supply
The engine is configured for Canadian Standards Association (CSA). The engine is equipped with an optional remote control panel with
air/fuel ratio control.

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

A. Set the engine control to the OFF/RESET mode. • EIS connectors on the control module
Remove the electrical power from the engine.
• ECM J2/P2 connectors
Note: For the following steps, refer to
Troubleshooting, “Inspecting Electrical Connectors”. • Connectors for the 24 VDC power supply
SENR6413-05 199
Troubleshooting Section

• Connectors for the engine control
a. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the electrical
power supply.
b. Check the harness and wiring for abrasion and
for pinch points from the power supply to each
module.
Expected Result:
• P1 and P2 connectors for the ECM
• P4 connector for the PWM converter
• The “+” and “−” connections for the status
control module
B. Disconnect the electronic service tool.
C. Verify that the engine control is in the OFF/RESET
mode.

The connectors, pins, and sockets are connected
properly. The connectors and the wiring do not have
corrosion, abrasion, or pinch points.
Results:
D. Measure the resistance between the following
terminal strip connections:
Table 46
Resistance Measurements for the Power Supply

• OK – The components are in good condition with Terminal Strip Terminal Strip
proper connections. Proceed to Test Step 2. Connection Connection
5 (−Battery) 1 (+Battery)
• Not OK – The components are not in good
condition and/or at least one connection is 2 (+Battery)
improper. 102-107 (Keyswitch)

Repair: Perform the necessary repairs and/or
replace parts, if necessary. Ensure that all of the
seals are properly installed. Make sure that the
connectors are properly fastened. Verify that the
repair has eliminated the problem.
285 (+Battery for the
oxygen buffer)
E. Measure the resistance between terminal strip
connection 5 and the engine block surface.

STOP. Expected Result:

Test Step 2. Check the Circuit Breakers Each check of the resistance is greater than 5 Ohms.
for Continuity
Results:
A. Measure the resistance across each of the circuit
breakers. • OK – Each check of the resistance is greater than
5 Ohms. The wiring for the power supply does not
Expected Result: have a short circuit. Proceed to Test Step 4.

The resistance is less than 2 Ohms.
Results:
• OK – The resistance is less than 2 Ohms. The
circuit breakers do not have a short circuit. Proceed
to Test Step 3.
• Not OK – The resistance of a circuit breaker is
greater less than 2 Ohms. A circuit breaker is faulty.
Repair: Repair the circuit breaker or replace the
circuit breaker. Verify that the original problem is
resolved.
STOP.
• Not OK – At least one check of the resistance is
less than 5 Ohms.
Repair: Repair the wiring, when possible. Replace
parts, if necessary. Verify that the original problem
is resolved.
STOP.
Test Step 4. Check the EIS Control
Module for a Short Circuit
A. Connect the EIS connectors.
B. Measure the resistance between terminal strip
connections 5 and 103.

Test Step 3. Check for a Short Circuit Expected Result:

A. Disconnect the following connectors: The resistance is greater than 5 Ohms.

• EIS connectors
200
Troubleshooting Section
Results:
• OK – The resistance is greater than 5 Ohms. The
EIS control module does not have a short circuit. If
the engine is equipped with an ECM, proceed to
Test Step 5. If the engine is equipped with a status
control module, proceed to Test Step 7.
• Not OK – The resistance is less than 5 Ohms. The
EIS control module has a short circuit.
Repair: Replace the EIS control module. Refer
to Troubleshooting, “Replacing the EIS Control
Module”.
STOP.
Test Step 5. Check the ECM for a Short
Circuit
A. Connect the P1 and P2 connectors.
B. Measure the resistance between terminal strip
connections 5 and 103.
Expected Result:
The resistance is greater than 5 Ohms.
Results:
• OK – The resistance is greater than 5 Ohms. The
ECM does not have a short circuit. Proceed to Test
Step 6.
• Not OK – The resistance is less than 5 Ohms. The
ECM has a short circuit.
Repair: Replace the ECM. Refer to
Troubleshooting, “Replacing the ECM”.
STOP.
Test Step 6. Check the PWM Converter
for a Short Circuit
A. Measure the resistance between J4-A and J4-B.
Expected Result:
The resistance is greater than 5 Ohms.
Results:
• OK – The resistance is greater than 5 Ohms.
The PWM converter does not have a short circuit.
Connect the J4/P4 connectors. If the engine is
equipped with a status control module, proceed to
Test Step 7. If the engine is not equipped with a
status control module, proceed to Test Step 8.
SENR6413-05
• Not OK – The resistance is less than 5 Ohms. The
PWM converter has a short circuit.
Repair: Replace the PWM converter. Verify that
the original problem is resolved.
STOP.
Test Step 7. Check the Status Control
Module for a Short Circuit
A. Connect the “+” and “−” connections to the status
control module.
B. Measure the resistance between terminal strip
connections 5 and 1.
Expected Result:
The resistance is greater than 5 Ohms.
Results:
• OK – The resistance is greater than 5 Ohms. The
status control module does not have a short circuit.
Proceed to Test Step 8.
• Not OK – The resistance is less than 5 Ohms. The
status control module has a short circuit.
Repair: Replace the status control module. Verify
that the original problem is resolved.
STOP.
Test Step 8. Check the Harnesses for the
Electronic Service Tool for a Short Circuit
A. Connect the harnesses for the electronic service
tool to a service tool connector.
B. Measure the resistance between terminal strip
connections 104 and 153.
Expected Result:
The resistance is greater than 5 Ohms.
Results:
• OK – The resistance is greater than 5 Ohms. The
harnesses for the electronic service tool do not
have a short circuit. Proceed to Test Step 9.
• Not OK – The resistance is less than 5 Ohms. At
least one harness for the electronic service tool
has a short circuit.
SENR6413-05
Repair: Repair the harness for the electronic
service tool. Replace parts, if necessary. Verify that
the original problem is resolved.
STOP.
Test Step 9. Check the Electronic Service
Tool for a Short Circuit
A. Connect the DDT or a communications adapter to
a service tool connector.
B. Measure the resistance between terminal strip
connections 104 and 153.
Expected Result:
The resistance is greater than 5 Ohms.
Results:
• OK – The resistance is greater than 5 Ohms. The
DDT or the communications adapter does not have
a short circuit. Proceed to Test Step 9.
• Not OK – The resistance is less than 5 Ohms.
The DDT or the communications adapter has a
short circuit.
Repair: Replace the faulty component. Verify that
the original problem is resolved.
STOP.
Test Step 10. Check for a Voltage Drop
A. Verify that all of the connectors are connected.
B. Restore the electrical power to the engine.
C. Set the engine control to the STOP mode.
D. Measure the voltage across the power supply.
Record the measurement.
E. Measure the voltage between terminals EISC-A
and EISC-B. Record the measurement.
F. Measure the voltage between terminals J2-6 and
J2-14. Record the measurement.
G. Measure the voltage between the + terminal and
the − terminal of the status control module. Record
the measurement.
H. Measure the voltage between terminals A and B
for the harness for the electronic service tool.
201
Troubleshooting Section
Expected Result:
The voltage measurement at the power supply is at
least 18 VDC. The voltage that is measured at each
location is within two volts of the voltage that was
measured at the power supply.
Results:
• OK – The power supply voltage is correct.
The voltage drop across the wiring is within
the specifications. The problem appears to be
resolved.
Repair: The initial problem was probably
caused by a poor electrical connection. If you
are troubleshooting an intermittent problem,
refer to Troubleshooting, “Inspecting Electrical
Connectors”.
STOP.
• Not OK – The power supply voltage is incorrect or
there is excessive voltage drop in the wiring.
Repair: Identify the source of the low voltage.
Repair the faulty component or replace parts, if
necessary.
STOP.
i02024594
Engine Speed Sensor
SMCS Code: 1907-038
System Operation Description:
The engine speed sensor provides information about
the engine speed to the Electronic Control Module
(ECM). The sensor is mounted on the flywheel
housing. The ECM uses the signal from the sensor in
order to govern the speed of the engine.
g01045708
Illustration 54
Engine speed sensor for the ECM
202 SENR6413-05
Troubleshooting Section

The engine speed sensor is a powered type of

sensor. The sensor receives 10 VDC from the
ECM. This voltage is shared with the inlet manifold
temperature sensor.

The signal from the engine speed sensor varies in

voltage and in frequency. The level of the signal
varies between 0 VDC and 14 VDC. The frequency
of the signal can be measured with the following test
equipment:

• Oscilloscope
• An AC voltmeter that measures the frequency of
the signal

The ECM monitors the signal from the engine speed

sensor for these faults:

523-00 Engine Overspeed – The engine speed

is greater than 2000 rpm. The ECM will send a
shutdown command to the EIS control module via
the Cat data link.

523-02 Noisy Engine Speed Signal – The engine

rpm is greater than 400 rpm and the ECM has
measured an acceleration rate that is greater than 2.5
rpm per millisecond. The engine will continue to run.
However, operation of the engine may be degraded.

523-11 No Engine Speed Signal – The EIS control

measures an engine speed that is greater than 100
rpm. The ECM measures an engine speed that is
less than 75 rpm. The ECM will send a shutdown
command to the EIS control module via the Cat data
link.

g01045516
Illustration 55
Schematic diagram of the engine speed sensor
The engine is equipped with a remote control panel that includes a status control module and air/fuel ratio control.
SENR6413-05 203
Troubleshooting Section

g01045514
Illustration 56
Schematic diagram of the engine speed sensor
The engine is configured for Canadian Standards Association (CSA). The engine is equipped with an optional remote control panel with
air/fuel ratio control.

Test Step 1. Inspect the Electrical

Connectors and the Wiring
A. Set the engine control to the OFF/RESET mode.
Remove the electrical power from the engine.

Note: For the following steps, refer to

Troubleshooting, “Inspecting Electrical Connectors”.

B. Thoroughly inspect each of the following

connectors:

• Connectors for the EIS control module

• Connectors for the engine speed sensor

g01045730
Illustration 57
Harness side of the P1 connector
(P1-2) 10 VDC for the engine speed sensor
(P1-3) Ground for the sensors
(P1-31) Engine speed signal

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

wires that are associated with the circuit for the
engine speed sensor.
204 SENR6413-05
Troubleshooting Section

b. Check the harnesses and the wiring for Results:

abrasion and for pinch points from the engine
speed sensor to the ECM. • OK – Each check of the resistance is less than 5
Ohms. The wiring does not have an open circuit.
Expected Result: Proceed to Test Step 3.

The connectors, pins, and sockets are connected • Not OK – At least one check of the resistance
properly. The connectors and the wiring do not have is greater than 5 Ohms. There is an open in the
corrosion, abrasion, or pinch points. wiring for the engine speed sensor.

Results: Repair: Repair the connection and/or the wire,

• OK – The components are in good condition with
proper connections. Proceed to Test Step 2.
• Not OK – The components are not in good
condition and/or at least one connection is
improper.
Repair: Perform the necessary repairs and/or
replace parts, if necessary.
STOP.
Test Step 2. Check for an Open Circuit
when possible. Replace parts, if necessary. Verify
that the problem is resolved.
STOP.
Test Step 3. Check for a Short Circuit
A. Disconnect the P2 connector.
B. Measure the resistance between the points that
are listed in Table 48. During each measurement,
wiggle the wires in the harness in order to check
for an intermittent problem. Be sure to wiggle the
wires near each of the connectors.

A. Disconnect the following connectors:

• J1 connectors for the ECM

• Connector for the engine speed sensor
B. Measure the resistance between the points that
are listed in Table 47. During each measurement,
wiggle the wires in the harness in order to check
for an intermittent problem. Be sure to wiggle the
wires near each of the connectors.

Table 47
Resistance Measurements for the Harness
for the Engine Speed Sensor
Terminal on the P1 Terminal on the Connector
Connector for the Engine Speed
Sensor
P1-3 (Ground for the B (Ground)
sensors)

P1-2 (10 VDC for the A (10 VDC for the engine
engine speed sensor) speed sensor)
P1-31 (Engine speed C (Engine speed signal)
signal)

Expected Result:

Each check of the resistance is less than 5 Ohms.

SENR6413-05 205
Troubleshooting Section

Table 48 Expected Result:

Resistance Measurements for the Engine
Speed Sensor
Terminals on the P1 Connector
P1-2 (10 VDC for the All of the remaining
engine speed sensor) terminals on the P1
connector
The housing for the P1
connector
All of the terminals on the
P2 connector
The housing for the P2
connector
P1-31 (Engine speed All of the remaining
signal) terminals on the P1
connector
The housing for the P1
connector
All of the terminals on the
P2 connector
The housing for the P2
connector
At least one half of a turn is required in order for the
sensor to contact a tooth of the flywheel. No more
than three quarters of a turn are required in order for
the sensor to contact a tooth of the flywheel.
Results:
• OK – The gap for the sensor was correct. Proceed
to Test Step 5.
• Not OK – The gap for the sensor was not correct.
Proceed to Test Step 5.
Test Step 5. Inspect the Engine Speed
Sensor
A. Remove the engine speed sensor from the
flywheel housing.
B. Inspect the engine speed sensor for damage and
for corrosion. Look for metal particles that may be
attached to the head of the sensor.
Expected Result:

The sensor is free of damage. There are no metal

Expected Result:
particles on the head of the sensor.
Each check of the resistance is greater than 5 Ohms.
Results:
Results:
• OK – The sensor is free of damage. There are no
metal particles on the head of the sensor.
• OK – Each check of the resistance is greater than
5 Ohms. The wiring does not have a short circuit.
Repair: Reinstall the sensor. Refer to the
Proceed to Test Step 4.
engine’s Specifications for the sensor’s installation
procedure.
• Not OK – At least one check of the resistance is
less than 5 Ohms. The wiring for the engine speed
Proceed to Test Step 6.
sensor has a short circuit.

Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the original problem is resolved.
STOP.
Test Step 4. Check the Installation of the
Engine Speed Sensor
A. Mark the installation of the engine speed sensor.
• Not OK – The sensor is damaged or the sensor
has metal particles that are attached to the head
of the sensor.
Repair: Clean the sensor, when possible.
Replace the sensor, if necessary. Refer to the
engine’s Specifications for the sensor’s installation
procedure.
Proceed to Test Step 6.

B. Loosen the locknut for the sensor.

Test Step 6. Check the Sensor’s Power
Supply
C. Rotate the sensor clockwise until the sensor
A. Connect all of the electrical connectors.
contacts a tooth of the flywheel. Note the number
of turns that are required in order for the sensor
B. Restore the electrical power to the engine.
to contact the teeth of the tooth.
C. Disconnect the connector for the inlet manifold
temperature sensor.

D. Set the engine control to the “STOP” mode.

206 SENR6413-05
Troubleshooting Section

E. At the connector for the engine speed sensor,

measure the voltage between terminals A and B.

Expected Result:

The voltage is between 9.0 VDC and 11.0 VDC.

Results:

• OK – The sensor is receiving the correct voltage

from the ECM.

Repair: Perform the following steps:

1. Reconnect the connectors for the inlet manifold

temperature sensor.

2. At the connector for the engine speed sensor,

measure the voltage between terminals A and
B. The expected voltage is between 9.0 VDC
and 11.0 VDC. If the voltage is incorrect, there
is a problem with the inlet manifold temperature
sensor. Replace the inlet manifold temperature
sensor and perform this procedure again. Verify
that the problem is resolved.

3. If the voltage is correct, verify that the original

problem is resolved.

STOP.

• Not OK – The sensor is not receiving the correct

voltage from the ECM.

Repair: Replace the ECM. Refer to

Troubleshooting, “Replacing the ECM”.
Verify that the original problem is resolved.

STOP.
SENR6413-05 207
Troubleshooting Section

i02024600

Engine Speed/Timing Sensor

SMCS Code: 1912-038

System Operation Description:

g01045750
Illustration 58
Typical example of a speed/timing sensor and timing ring

The speed/timing sensor provides information about
engine speed and the position of the crankshaft to
the control module for the Electronic Ignition System
(EIS). The sensor is powered by a sensor supply (13
VDC) from the control module. A magnetic pickup
is located in the plastic sliphead of the sensor. The
timing ring is mounted on the rear of the left camshaft.
As the teeth of the ring rotate past the sliphead of the
sensor, the sensor generates a signal that matches
the pattern of the teeth.
The timing ring has a special tooth pattern that
indicates the position of the camshaft and the
direction of rotation. When the engine rotates in the
normal direction, the slots pass the speed/timing
sensor in a particular order.
If there is a problem with the engine speed/timing
sensor’s signal during start-up but no diagnostic code
is generated, the control module will not initiate the
ignition. The engine will not start. The corresponding
diagnostic code is not generated.
The most likely causes of the diagnostic code are a
poor electrical connection or a problem in a wiring
harness. The next likely cause is a problem with the
engine speed/timing sensor. The least likely cause is
a problem with the EIS control module.

With the information from the engine speed/timing

sensor, the EIS control module is able to calculate
the positions of the pistons in the cylinders. The
control module determines the desired ignition timing
according to the engine speed and load. If detonation
is detected, the control module retards the timing of
the affected bank of cylinders. The control module
sends voltage pulses to the ignition transformers for
firing the spark plugs according to the desired timing.

During engine operation, the control module will shut

down the engine if the module detects a problem with
the signal from the speed/timing sensor. The control
module will also generate a diagnostic code.
208 SENR6413-05
Troubleshooting Section

g01045525
Illustration 59
Schematic diagram for the speed/timing sensor

g01045523
Illustration 60
Schematic diagram for the speed/timing sensor
The engine is configured for Canadian Standards Association (CSA).

Test Step 1. Inspect the Electrical Note: For the following steps, refer to
Connectors and Wiring. Troubleshooting, “Inspecting Electrical Connectors”.

A. Set the engine control to the OFF/RESET mode. B. Thoroughly inspect the following connections:
Remove the electrical power from the engine.
SENR6413-05
• EIS connector
• Connectors for the speed/timing sensor
g00309907
Illustration 61
Speed/timing sensor
a. Check the harness and wiring for abrasion and
for pinch points from the speed/timing sensor
to the control module.
b. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the circuit for the
speed/timing sensor.
Expected Result:
The connectors, pins, and sockets are connected
properly. The connectors and the wiring do not have
corrosion, abrasion, or pinch points.
Results:
• OK – The components are in good condition with
proper connections. Proceed to Test Step 2.
• Not OK – The components are not in good
condition and/or at least one connection is
improper.
Repair: Perform the necessary repairs and/or
replace parts, if necessary.
STOP.
Test Step 2. Check for a Diagnostic Code
A. Restore the electrical power to the engine.
B. Connect an electronic service tool to a service
tool connector.
C. Clear any diagnostic codes.
D. Configure the service tool to view the engine rpm.
E. Observe the engine rpm and set the engine
control to the “START” mode. Crank the engine.
209
Troubleshooting Section
F. Continue to observe the engine rpm and allow the
engine rpm to stabilize at the normal cranking
speed.
G. Set the engine control to the “STOP” mode.
Expected Result:
Before the engine is cranked, the engine speed is
“0”. The engine speed increases until the speed
stabilizes at the normal cranking speed. When the
engine is stopped, the speed decreases back to
“0”. There are no diagnostic code for the engine
speed/timing sensor.
Results:
• OK – The engine started and the engine ran
properly. There are no diagnostic code for the
speed/timing sensor. The speed/timing sensor is
operating properly. STOP.
• Not OK – The engine cranked. However, the
electronic service tool did not display the correct
engine speed or a diagnostic code was activated.
If the engine speed is incorrect and there is no
diagnostic code, proceed to Test Step 5. If a
320-05 diagnostic code or a 320-08 diagnostic
code is activated, proceed to Test Step 3. If a
320-07 diagnostic code is activated, proceed to
Test Step 7.
Test Step 3. Check for an Open Circuit
A. Disconnect the following connectors:
• EIS connector
• Connector for the speed/timing sensor
B. Measure the resistance between the points that
are listed in Table 49. During each measurement,
wiggle the wires in the harness in order to check
for an intermittent problem. Be sure to wiggle the
wires near each of the connectors.
210 SENR6413-05
Troubleshooting Section

Table 49 Table 50
Resistance Measurements for the Harness Resistance Measurements for the Speed/Timing
for the Speed/Timing Sensor Sensor
Terminal on the EIS Terminal on the Connector Terminals on the EIS Connector
Connector for the Speed/Timing
Sensor EIS-Z (Ground for the All of the remaining
speed/timing sensor) terminals on the EIS
EISC-Z (Ground for the B (Ground) connector
speed/timing sensor)
The housing for the EIS
connector
EISC-J (13 VDC for the All of the remaining
EISC-J (13 VDC for the A (13 VDC for the engine speed/timing sensor) terminals on the EIS
speed/timing sensor) speed/timing sensor) connector
EISC-O (Engine C (Engine speed/timing The housing for the EIS
speed/timing signal) signal) connector
EISC-O (Engine All of the remaining
Expected Result: speed/timing signal) terminals on the EIS
connector
Each check of the resistance is less than 5 Ohms.
The housing for the EIS
Results: connector

• OK – Each check of the resistance is less than 5 Expected Result:

Ohms. The wiring does not have an open circuit.
Proceed to Test Step 4. Each check of the resistance is greater than 5 Ohms.

• Not OK – At least one check of the resistance Results:

is greater than 5 Ohms. There is an open in the
wiring for the speed/timing sensor.
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the problem is resolved.
STOP.
• OK – Each check of the resistance is greater than
5 Ohms. The wiring does not have a short circuit.
Proceed to Test Step 5.
• Not OK – At least one check of the resistance is
less than 5 Ohms. The wiring for the speed/timing
sensor has a short circuit.

Test Step 4. Check for a Short Circuit
A. Measure the resistance between the points that
are listed in Table 50. During each measurement,
wiggle the wires in the harness in order to check
for an intermittent problem. Be sure to wiggle the
wires near each of the connectors.
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the original problem is resolved.
STOP.
Test Step 5. Check the Sensor
A. Remove the speed/timing sensor.

g00931748
Illustration 62
Plastic sliphead for the speed/timing sensor

B. Inspect the condition of the plastic sliphead. Look

for signs of wear and for contaminants. Clean any
debris from the plastic sliphead.
SENR6413-05
C. Check the tension of the plastic sliphead. Gently
extend the plastic sliphead for a minimum of 4 mm
(0.16 inch). Then push back the plastic sliphead.
Expected Result:
The sensor is in good condition. At least 22 N (5 lb)
of force is required to push in the plastic sliphead
from the extended position.
Results:
• OK – The sensor is not damaged. The tension of
the plastic sliphead is correct.
Repair: Install the sensor.
NOTICE
The plastic sliphead must be fully extended when the
speed/timing sensor is installed so that the sensor
maintains the correct clearance with the timing ring.
If the correct clearance is not maintained, the signal
from the sensor will not be generated.
Do not install the sensor’s plastic sliphead between
the teeth of the timing ring. Damage to the plasic slip-
head will result. Before installing the sensor, ensure
that a tooth of the ring is visible in the mounting hole
for the sensor.
1. Use the following steps to install the
speed/timing sensor:
a. Ensure that a tooth on the timing ring is
visible in the mounting hole for the sensor.
b. Fully extend the sliphead.
Note: The plastic sliphead is designed to contact
the tooth of the timing ring during installation. As
the timing ring begins to turn, the radial runout of
the timing ring will push the plastic sliphead into
the sensor body slightly. This provides the plastic
sliphead’s air gap with a self-adjusting function. The
maximum allowable clearance between the sliphead
and a tooth on the timing ring is 0.5 mm (0.02 inch).
c. Coat the threads of the sensor with 4C-5597
Anti-Seize Compound.
d. Install the sensor. Tighten the sensor to
40 ± 5 N·m (30 ± 4 lb ft).
STOP.
• Not OK – The plastic sliphead is damaged and/or
the tension of the sliphead is insufficient.
211
Troubleshooting Section
Repair: Install a new sensor. Calibrate the sensor.
Refer to Troubleshooting, “Engine Speed/Timing
Sensor - Calibrate”.
If the condition is not resolved, proceed to Test
Step 6.
Test Step 6. Perform a Self Test of the EIS
Control Module
A. Perform the self test for the EIS control module.
Refer to Troubleshooting, “Control Module Self
Test”.
Expected Result:
The self test was successful.
Results:
• OK – The self test was successful.
Repair: If the problem persists, refer to
Troubleshooting, “Inspecting Electrical
Connectors”.
STOP.
• Not OK – The self test was not successful.
Repair: Perform the corrective action that is
appropriate for the fault. Refer to Troubleshooting,
“Control Module Self Test”. Verify that the original
problem is resolved.
STOP.
Test Step 7. Check the Pattern of the
Slots on the Timing Gear
A. Remove the camshaft housing cover.
B. Manually rotate the engine in the direction of
normal rotation until a wide slot is located beneath
the plastic sliphead of the speed/timing sensor.
Note: The timing ring has 24 slots in the outer
diameter. Twenty-one of the slots are narrow. Three
of the slots are about 2.5 times wider than the rest
of the slots.
212 SENR6413-05
Troubleshooting Section

g00893441
Illustration 63
Speed/timing sensor and timing ring

C. Manually rotate the engine in the direction of
normal rotation. Observe the pattern of the slots
that pass beneath the speed/timing sensor. The
slots must be in the following order:
• 1 wide slot
• 3 narrow slots
• 2 wide slots
• 18 narrow slots
Expected Result:
The pattern of the slots is correct.
Results:
• OK – The pattern of the slots is correct. The timing
ring is installed correctly.
Repair: The 320-07 diagnostic code was caused
by one of the following conditions:
• The engine was cranking in the reverse direction.
• The engine was running in the reverse direction.
Check the driven equipment and make repairs.
Verify that the original problem is resolved.
Repair: Install the timing ring correctly. Refer to the
engine’s Disassembly and Assembly manual for
the correct procedure for installation of timing ring.
STOP.
i02024603
Engine Speed Switch
SMCS Code: 7332-038-VF
System Operation Description:
Note: The idle/rated switch only applies to engines
that are equipped with the air/fuel ratio control.
The air/fuel ratio control has an input for the desired
speed. The Electronic Control Module (ECM) uses
the desired speed input only when the idle/rated
switch is in the “RATED” position.
There are no diagnostics for the idle/rated switch.
Perform this procedure if the engine does not
respond to a change in the position of the switch.
When the switch is in the “IDLE” position, the circuit
is open. When the switch is in the “RATED” position,
a ground is supplied to the J1-36 input of the ECM.

STOP.

• Not OK – The pattern of the slots is incorrect. The

timing ring is installed incorrectly.
SENR6413-05
g01045566
Illustration 64
Schematic diagram of the idle/rated switch
The engine is equipped with a remote control panel that includes
a status control module and air/fuel ratio control. The idle/rated
switch is shown in the “IDLE” position.
g01045567
Illustration 65
Schematic diagram of the idle/rated switch
The engine is configured for Canadian Standards Association
(CSA). The engine is equipped with an optional remote control
panel with air/fuel ratio control. The idle/rated switch is shown in
the “IDLE” position.
Test Step 1. Inspect the Electrical
Connectors and the Wiring
A. Set the engine control to the OFF/RESET mode.
Remove the electrical power from the engine.
Note: For the following steps, refer to
Troubleshooting, “Inspecting Electrical Connectors”.
B. Thoroughly inspect each of the following
connectors:
• J1/P1 connectors on the ECM
• Connections for the idle/rated switch
213
Troubleshooting Section
g01045829
Illustration 66
Harness side of the P1 connector
(P1-3) Ground for the sensors
(P1-36) Input for idle/rated switch
a. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the circuit for the
idle/rated switch.
b. Check the terminal strips for corrosion and for
mechanical failure.
c. If the engine is equipped for CSA, check the
harnesses and the wiring for abrasion and for
pinch points between the idle/rated switch and
the ECM.
Expected Result:
The connectors, pins, and sockets are connected
properly. The terminal strips do not have corrosion or
mechanical failure. The connectors and the wiring do
not have corrosion, abrasion, or pinch points.
Results:
• OK – The components are in good condition with
proper connections. Proceed to Test Step 2.
• Not OK – The components are not in good
condition and/or at least one connection is
improper.
Repair: Perform the necessary repairs and/or
replace parts, if necessary.
STOP.
214 SENR6413-05
Troubleshooting Section

Test Step 2. Check the Wiring for an Open Results:

Circuit
• OK – Each check of the resistance is greater than
A. Remove the electrical power from the engine. 5 Ohms. The wiring does not have a short circuit.
Proceed to Test Step 4.
B. Disconnect the P1/J1 connectors.
• Not OK – At least one check of the resistance is
C. Use a multimeter to check for an open circuit less than 5 Ohms. The wiring has a short circuit.
between the points that are listed in Table 51.
During each measurement, wiggle the wires in Repair: Repair the connection and/or the wire,
the harness in order to check for an intermittent when possible. Replace parts, if necessary. Verify
problem. Be sure to wiggle the wires near each that the problem is resolved.
of the connectors.
STOP.
Table 51

Resistance Measurements for the Wiring Test Step 4. Check the Idle/Rated Switch
for the Idle/Rated Switch
A. Set the idle/rated switch to the “IDLE” position.
Connector and Terminal Terminal on the
Idle/Rated Switch
B. Measure the resistance between the terminals of
P1-3 (Ground for the The terminal that is the switch. Record the measurement.
sensors) connected to the C271-BK
wire or the C270-BK wire C. Set the idle/rated switch to the “RATED” position.
P1-36 (Input for the The terminal that is
idle/rated switch) connected to the C273-WH D. Measure the resistance between the terminals of
wire the switch. Record the measurement.

Expected Result:
Expected Result:
When the switch was in the “IDLE” position, the
Each check of the resistance is less than 5 Ohms. measurement was an open circuit. When the switch
was in the “RATED” position, the measurement was
Results: a short circuit.

• OK – Each check of the resistance is less than 5 Results:

Ohms. Proceed to Test Step 3.
• OK – The switch is operating correctly.
• Not OK – At least one check of the resistance is
greater than 5 Ohms.
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the problem is resolved.
STOP.
Test Step 3. Check the Wiring for a Short
Circuit
A. Disconnect the wiring from the idle/rated switch.
B. Measure the resistance between terminal J1-36
and all of the other terminals on the J1 connector.
Expected Result:
Each check of the resistance is greater than 5 Ohms.
Repair: Perform the following procedure:
1. Reconnect all of the connectors and the wiring.
2. Run the engine and check the operation of the
switch.
3. If the engine does not respond to a change in
the position of the switch, replace the ECM.
Refer to Troubleshooting, “Replacing the ECM”.
Verify that the original problem is resolved.
4. If the engine responds to a change in the
position of the switch, the problem is resolved.
If you are troubleshooting an intermittent
problem, refer to Troubleshooting, “Inspecting
Electrical Connectors”.
STOP.
SENR6413-05 215
Troubleshooting Section

i02024605 578-11 Offset Fault – The calibration of the actuator

Fuel Actuator
SMCS Code: 1716-038
System Operation Description:
The air/fuel ratio control includes a fuel actuator. The
fuel actuator is controlled by the ECM. Mechanical
linkage connects the fuel actuator to the fuel valve.
The ECM controls the position of the actuator in order
to adjust the amount of fuel that enters the carburetor.
Varying the flow of the fuel affects the air/fuel ratio.
The ECM varies the current flow through the
actuator’s armature in order to position the actuator.
The ECM sends the current in pulses. The current
flow of the pulses is limited to a maximum of four
amperes. The frequency of the pulses is determined
by the load on the actuator.
has been completed. The minimum position of the
actuator is not within the specifications.
The ECM will not shut down the engine when a fault
for the fuel actuator is detected. The engine will run.
However, engine performance or emissions may be
degraded.
The most likely cause of a diagnostic code is a
problem with the linkage. The next likely cause is a
problem with the wiring. The next likely cause is a
problem with the actuator. The least likely cause is
a problem with the ECM.

The ECM calibrates the fuel actuator during the

power up sequence. When power is first applied
to the ECM, the calibration runs for approximately
fifteen seconds. The ECM performs these steps in
order to calibrate the fuel actuator.

• The ECM drives the actuator to the closed position

for approximately three seconds.

• The ECM smoothly drives the actuator to the fully

open position.

• The ECM holds the actuator at the full open

position for approximately three seconds.

• The ECM removes the command signal from the

actuator. A spring that is inside the actuator returns
the actuator to the closed position.

The actuator provides a position feedback signal to

the ECM. The ECM monitors the position feedback
signal. If the position feedback signal does not equal
the value that is expected by the ECM, a diagnostic
code is generated.

The ECM applies 5.7 VDC to the actuator for the

position feedback signal.

The ECM can generate the following diagnostic

codes for the fuel actuator:

576-02 Position Control Failure – The engine

speed is greater than 700 rpm. The difference
between the actual position of the actuator and the
desired position of the actuator is greater than 15
percent of the actuator’s maximum travel.

577-11 Gain Fault – The calibration of the actuator

has been completed. The full range of the actuator’s
travel is not within the specifications.
216 SENR6413-05
Troubleshooting Section

g01045586
Illustration 67
Schematic diagram of the fuel actuator
The engine is equipped with a remote control panel that includes a status control module and air/fuel ratio control.

g01045585
Illustration 68
Schematic diagram of the fuel actuator
The engine is configured for Canadian Standards Association (CSA). The engine is equipped with an optional remote control panel with
air/fuel ratio control.

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

A. Set the engine control to the OFF/RESET mode. • Connectors for the ECM
Remove the electrical power from the engine.
• Connectors for the fuel actuator
Note: For the following steps, refer to
Troubleshooting, “Inspecting Electrical Connectors”.
SENR6413-05
g01045969
Illustration 69
Harness side of the P2 connector
(P2-1) Ground for the position sensor
(P2-2) 5.7 VDC for the position sensor
(P2-5) +Signal for the fuel actuator
(P2-13) −Signal for the fuel actuator
(P2-16) Position feedback signal
a. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the circuit for the
fuel actuator.
b. Check the harnesses and the wiring for
abrasion and for pinch points from the fuel
actuator to the ECM.
Expected Result:
The connectors, pins, and sockets are connected
properly. The connectors and the wiring do not have
corrosion, abrasion, or pinch points.
Results:
• OK – The components are in good condition with
proper connections. Proceed to Test Step 2.
• Not OK – The components are not in good
condition and/or at least one connection is
improper.
Repair: Perform the necessary repairs and/or
replace parts, if necessary.
STOP.
Test Step 2. Check the Operation of the
Fuel Actuator
A. If the engine is running, stop the engine.
B. Remove the electrical power from the engine.
217
Troubleshooting Section
C. Observe the fuel actuator. Restore the electrical
power to the engine. Check the pointer of the
actuator during the self test.
Expected Result:
The pointer is at zero percent for approximately
three seconds. Then, the pointer smoothly moves
to 100 percent. The pointer remains at 100 percent
for approximately three seconds. Then, the pointer
moves to zero percent.
Results:
• OK – The actuator correctly performs the self test.
Repair: Start the engine and run the engine.
Operate the engine at various speeds and loads.
Verify that there are no diagnostic codes for the
fuel actuator. If there are no codes for the fuel
actuator, the problem is resolved. STOP.
If there are diagnostic codes for the fuel actuator,
proceed to Test Step 3.
• Not OK – The pointer for the actuator does not
move or the pointer’s movement is erratic. Proceed
to Test Step 3.
• Not OK – The pointer immediately moves to 100
percent. The pointer remains at 100 percent for
several seconds. Then, the pointer moves to zero
percent.
Repair: The signal wires for the fuel actuator are
reversed.
Identify the location of the faulty connections.
Connect the wires correctly. Verify that the original
problem is resolved.
STOP.
Test Step 3. Check the Linkage Between
the Fuel Actuator and the Fuel Valve
A. Remove the electrical power from the engine.
B. Inspect the linkage between the fuel actuator and
the fuel valve. Move the linkage throughout the
entire range. Check the linkage for binding. Verify
that the pointer moves smoothly from zero percent
to 100 percent.
Expected Result:
The linkage does not bind. The pointer moves
smoothly throughout the entire range.
218 SENR6413-05
Troubleshooting Section

Results: • Not OK – At least one check of the resistance

• OK – The linkage does not bind. The pointer
moves smoothly throughout the entire range.
Proceed to Test Step 4.
• Not OK – There is binding in the linkage. The
linkage does not move smoothly throughout the
entire range.
is greater than 5 Ohms. There is an open in the
wiring for the fuel actuator.
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the problem is resolved.
STOP.

Repair: Repair the linkage. Refer to the engine’s Test Step 5. Check for a Short Circuit
Disassembly and Assembly manual.
A. Disconnect the P1 connector.

B. Measure the resistance between the points that

STOP.
Test Step 4. Check for an Open Circuit
A. Disconnect the following connectors:
are listed in Table 53. During each measurement,
wiggle the wires in the harness in order to check
for an intermittent problem. Be sure to wiggle the
wires near each of the connectors.

• P2 connector
• Connector for the fuel actuator
B. Measure the resistance between the points that
are listed in Table 52. During each measurement,
wiggle the wires in the harness in order to check
for an intermittent problem. Be sure to wiggle the
wires near each of the connectors.

Table 52
Resistance Measurements for the Harness
for the Fuel Actuator
Terminal on the P2 Terminal on the Connector
Connector for the Fuel Actuator
P2-1 (Ground for the A (Ground for the position
position sensor) sensor)

P2-2 (5.7 VDC for the
position sensor)
P2-5 (+Signal for the fuel
actuator)
P2-13 (−Signal for the fuel
actuator)
P2-16 (Position feedback
signal)
D (5.7 VDC for the position
sensor)
C (+Signal for the fuel
actuator)
B (−Signal for the fuel
actuator)
E (Position feedback signal)

Expected Result:

Each check of the resistance is less than 5 Ohms.

Results:

• OK – Each check of the resistance is less than 5

Ohms. The wiring does not have an open circuit.
Proceed to Test Step 5.
SENR6413-05
Table 53
Resistance Measurements for the Harness
for the Fuel Actuator
Terminals on the Connectors for the ECM
P2-1 (Ground for the
position sensor)
P2-2 (5.7 VDC for the
position sensor)
P2-5 (+Signal for the fuel
actuator)
P2-13 (−Signal for the fuel
actuator)
P2-16 (Position feedback
signal)
Expected Result:
Each check of the resistance is greater than 5 Ohms.
All of the remaining
terminals on the P2
connector
The housing for the P2
connector
All of the terminals on the
P1 connector
The housing for the P1
connector
All of the remaining
terminals on the P2
connector
The housing for the P2
connector
All of the terminals on the
P1 connector
The housing for the P1
connector
All of the remaining
terminals on the P2
connector
The housing for the P2
connector
All of the terminals on the
P1 connector
The housing for the P1
connector
All of the remaining
terminals on the P2
connector
The housing for the P2
connector
All of the terminals on the
P1 connector
The housing for the P1
connector
All of the remaining
terminals on the P2
connector
The housing for the P2
connector
All of the terminals on the
P1 connector
The housing for the P1
connector
219
Troubleshooting Section
Results:
• OK – Each check of the resistance is greater than
5 Ohms. The wiring does not have a short circuit.
Reconnect all of the electrical connectors. Proceed
to Test Step 6.
• Not OK – At least one check of the resistance is
less than 5 Ohms. The wiring for the engine speed
sensor has a short circuit.
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the original problem is resolved.
STOP.
Test Step 6. Check the Operation of the
Fuel Actuator
A. Observe the fuel actuator. Restore the electrical
power to the engine. Check the pointer of the
actuator during the self test. Verify that the
operation of the actuator is correct during the self
test.
B. Start the engine and run the engine. Operate the
engine at various speeds and loads. Verify that
there are no diagnostic codes for the fuel actuator.
Expected Result:
The fuel actuator operates correctly during the self
test. The fuel actuator operates correctly during
engine operation at various speeds and loads.
Results:
• OK – The fuel actuator operates correctly. The
problem seems to be resolved.
Repair: The original problem was probably
caused by a poor electrical connection. If you
are troubleshooting an intermittent problem,
refer to Troubleshooting, “Inspecting Electrical
Connectors”.
STOP.
• Not OK – The fuel actuator does not operate
correctly.
Repair: Perform the following procedure:
1. Temporarily install a new fuel actuator. Refer
to the engine’s Disassembly and Assembly
manual for the removal procedure and the
installation procedure.
2. Perform a calibration of the new fuel actuator.
Start the engine and run the engine. Operate
the engine at various speeds and loads. Verify
that the problem is resolved.
220 SENR6413-05
Troubleshooting Section

3. If the problem is not resolved, reinstall the The circuit for ignition shutdown includes the
original fuel actuator. Replace the ECM. Refer emergency stop button. Pressing the emergency
to Troubleshooting, “Replacing the ECM”. stop button opens the circuit for ignition shutdown.
The ignition is immediately terminated.
4. Perform a calibration of the new fuel actuator.
Start the engine and run the engine. Operate
the engine at various speeds and loads. Verify
that the problem is resolved.

STOP.

i02024607

Ignition Shutdown Circuit

SMCS Code: 1901-038

System Operation Description:

The control module for the Electronic Ignition System

(EIS) has an input for terminating the ignition. When
the input is an open circuit, ignition is terminated.
When the input is connected to ground, ignition will
occur, if necessary.

There are no diagnostics for the input for ignition

shutdown. However, the control module will generate
a 331-11 diagnostic code for these conditions:

• A normal shutdown is initiated and the actual rpm

does not decrease by 100 rpm within five seconds.

• More than five seconds are required for the engine

speed to decrease from 100 rpm to zero rpm.

There is an additional diagnostic feature if the engine

is equipped with the optional Status Control Module
(SCM). The SCM monitors an engine speed sensor.
A 331-11 diagnostic code will be generated when
both of the following conditions are true:

• The SCM detects an engine speed of zero rpm.

• The EIS control module detects an engine speed
that is above 100 rpm.

When both of these conditions are true, the following

events occur:

• The SCM terminates the flow of fuel.

• The SCM opens the circuit for ignition shutdown.
• The EIS control module terminates the ignition.
• The EIS control module generates a 331-11
diagnostic code.

This situation can be caused when too many devices

are connected to the speed sensor for the SCM.
SENR6413-05 221
Troubleshooting Section

g01045587
Illustration 70
Schematic diagram of the circuit for ignition shutdown
The engine is not equipped with a remote control panel.

g01045588
Illustration 71
Schematic diagram of the circuit for ignition shutdown
The engine is equipped with a remote control panel that includes a status control module.
222 SENR6413-05
Troubleshooting Section

g01045589
Illustration 72
Schematic diagram of the circuit for ignition shutdown
The engine is configured for Canadian Standards Association (CSA).

Test Step 1. Inspect the Electrical

Connectors and the Wiring
A. Set the engine control to the OFF/RESET mode.
Remove the electrical power from the engine.

Note: For the following steps, refer to

Troubleshooting, “Inspecting Electrical Connectors”.

B. Thoroughly inspect each of the following

connectors:

• EIS connectors for the EIS control module

• Connections for each emergency stop switch
• Connections on the back of the SCM (if
equipped)

• Shutdown relays and/or switches that are

provided by the customer
g01045997
Illustration 73
Harness side of the EIS connector
(EISC-B) −Battery
(EISC-L) Input for ignition shutdown

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

wires that are associated with the circuit for the
ignition shutdown.

b. Check the terminal strips for corrosion and for

mechanical failure.
SENR6413-05
c. If the engine is equipped for CSA, check the
harnesses and the wiring for abrasion and for
pinch points between the device that requests
ignition shutdown and the EIS control module.
Expected Result:
The connectors, pins, and sockets are connected
properly. The terminal strips do not have corrosion or
mechanical failure. The connectors and the wiring do
not have corrosion, abrasion, or pinch points.
Results:
• OK – The components are in good condition with
proper connections. Proceed to Test Step 2.
• Not OK – The components are not in good
condition and/or at least one connection is
improper.
Repair: Perform the necessary repairs and/or
replace parts, if necessary.
STOP.
Test Step 2. Check the Wiring for an Open
Circuit
A. Disconnect the EIS connectors.
B. Verify that all of the emergency stop buttons are
set for normal operation.
C. If the engine is equipped with a SCM, measure
the resistance between EISC-L and terminal 24
on the SCM. Otherwise, measure the resistance
between EISC-L and the device that opens the
circuit for terminating the ignition.
Expected Result:
Each check of the resistance is less than 5 Ohms.
Results:
• OK – Each check of the resistance is less than 5
Ohms. The wiring does not have an open circuit.
Proceed to Test Step 3.
• Not OK – At least one check of the resistance
is greater than 5 Ohms. The wiring has an open
circuit.
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the problem is resolved.
STOP.
223
Troubleshooting Section
Test Step 3. Check the Wiring for a Short
Circuit
A. Disconnect wire M200-BK from terminal 24 on
the SCM (if equipped). Otherwise, disconnect the
wire from the device that opens the circuit for
terminating the ignition.
B. Measure the resistance between terminals EISC-L
and EISC-B.
Expected Result:
The resistance is greater than 5 Ohms.
Results:
• OK – The resistance is greater than 5 Ohms. The
wiring does not have a short circuit. Proceed to
Test Step 4.
• Not OK – The resistance is less than 5 Ohms. The
wiring has a short circuit.
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the problem is resolved.
STOP.
Test Step 4. Check the Operation of the
Circuit for Ignition Shutdown
A. Reconnect all of connectors and the wiring.
B. Restore the electrical power to the engine.
C. Start the engine.
D. Set the engine control to the “OFF/RESET” mode.
Expected Result:
The engine shuts down. A 331-11 code is not
generated.
Results:
• OK – The engine shut down. A 331-11 code is not
generated. STOP.
• Not OK – The engine did not shut down properly
or there is a 331-11 diagnostic code.
Repair: If the engine is equipped with the optional
SCM, check the operation of the SCM. Refer to
Testing and Adjusting, SENR6420.
224
Troubleshooting Section
If the command for the ignition shutdown is
provided by the customer’s equipment, test the
equipment according to the appropriate literature.
Verify that the customer’s equipment is operating
correctly.
If the problem is not resolved, proceed to Test
Step 5.
Test Step 5. Perform a Self Test of the EIS
Control Module
A. Perform the self test for the EIS control module.
Refer to Troubleshooting, “Control Module Self
Test”.
Expected Result:
The self test was successful.
Results:
• OK – The self test was successful.
Repair: If the problem persists, refer to
Troubleshooting, “Inspecting Electrical
Connectors”.
STOP.
• Not OK – The self test was not successful.
Repair: Perform the corrective action that is
appropriate for the fault. Refer to Troubleshooting,
“Control Module Self Test”. Verify that the original
problem is resolved.
STOP.
i02024613
Ignition Transformers Primary
Circuit
SMCS Code: 1561-038
System Operation Description:
The control module for the Electronic Ignition System
(EIS) has internal circuit drivers for the ignition
transformers. Each circuit driver creates a signal
of approximately 190 volts. The signal goes to
the high side of the primary circuits of the ignition
transformers. The transformers deliver high voltage
(8000 to 32,000 volts) to the spark plugs.
SENR6413-05
The wiring for the primary ignition circuits is contained
in two harnesses. One harness runs between the EIS
control module and a bulkhead connector. Another
harness runs between the bulkhead connector and
each ignition transformer. This harness is adjacent to
each camshaft on the inside of the engine.
If the engine is configured for Canadian Standards
Association (CSA), the wiring for the primary ignition
circuits is routed through a distribution panel and
a length of conduit in order to connect the control
module to the bulkhead connector.
The wiring for each transformer consists of a high
side wire and a low side wire.
The control module monitors the wiring and the
transformers. The module checks the circuits for
these faults:
• A short circuit between a high side wire and
+Battery
• A short circuit between a high side wire and
−Battery
• A short circuit between a low side wire and +Battery
• A short circuit between a low side wire and −Battery
• A short circuit between a high side wire and a low
side wire
• An open circuit
All of the low side wires are connected together
inside the control module. A short circuit on one of
the low side wires will affect all of the low side wires.
Table 54 lists the diagnostic codes that apply to the
primary ignition circuits. In the table, XXX indicates
the number of the particular cylinder.
SENR6413-05 225
Troubleshooting Section

Table 54
Diagnostic Codes for the Primary Ignition Circuits
Code Conditions Which Can Cause the Code
300-03 A low side wire is shorted to a positive
voltage source.
The control module cannot determine
the cylinder because all of the low side
wires are connected together. You must
determine the particular low side wire that
has the short circuit.
300-04 A low side wire is shorted to ground or
−Battery.
The control module cannot determine
the cylinder because all of the low side
wires are connected together. You must
determine the particular low side wire that
has the short circuit.
XXX-05 There is an open in the primary ignition
circuit. The open circuit could be in a
wire, in a transformer, or inside the control
module.
XXX-06 A high side wire is shorted to positive
voltage source or to ground. Alternatively,
the control module may be faulty.
XXX-12 A high side wire is shorted to a low side
wire.
The transformer may have a short circuit.
Alternatively, the control module may be
faulty.

The control module will not shut down the engine for
a faulty ignition circuit. The engine will continue to
run. However, these conditions may lead to misfire
which can cause lugging of the engine. Lugging of
the engine can cause a shutdown.

The most likely causes of the diagnostic code are a

poor electrical connection or a problem in a wiring
harness. The next likely cause is a problem with
an ignition transformer. The least likely cause is a
problem with the EIS control module.
226 SENR6413-05
Troubleshooting Section

g01046134
Illustration 74
Schematic diagram for the primary ignition for the 8 cylinder engine
SENR6413-05 227
Troubleshooting Section

g01046135
Illustration 75
Schematic diagram for the primary ignition for the 12 cylinder engine
228 SENR6413-05
Troubleshooting Section

g01045593
Illustration 76
Schematic diagram for the primary ignition for the 16 cylinder engine
SENR6413-05 229
Troubleshooting Section

Test Step 1. Inspect the Electrical
Connectors and the Wiring
A. Set the engine control to the OFF/RESET mode.
Remove the electrical power from the engine.
Note: For the following steps, refer to
Troubleshooting, “Inspecting Electrical Connectors”.
• 301-12 Ignition Transformer Primary #17 short
to return through 316-12 Ignition Transformer
Primary #16 short to return
Note: If a diagnostic code for the primary circuit
is not currently activated, attempt to repeat the
condition that activated the code. Run the engine to
full operating temperature.

B. Thoroughly inspect each of the following Expected Result:

connectors:
None of the above diagnostic codes are activated.
• EIS connectors for the EIS control module
Results:
• Bulkhead connector
• No Code – The primary ignition is working
C. Perform a 45 N (10 lb) pull test on each of the properly. STOP.
wires that are associated with the circuit for the
primary ignition circuits. • -03 Code or a -04 Code – A low side wire has a
short circuit. Proceed to Test Step 3.
Expected Result:
• -05 Code – There is an open circuit. Proceed to
The connectors, pins, and sockets are connected Test Step 5.
properly. The connectors and the wiring do not have
corrosion, abrasion, or pinch points. • -06 Code or a -12 Code – A high side wire has a
short circuit. Proceed to Test Step 7.
Results:
Test Step 3. Check the Low Side Wires
• OK – The components are in good condition with for a Short Circuit
proper connections. Proceed to Test Step 2.
A. Set the engine control to the OFF/RESET mode.
• Not OK – The components are not in good
condition and/or at least one connection is B. Remove the electrical power from the engine.
improper.
C. Disconnect the EIS connector.
Repair: Perform the necessary repairs and/or
replace parts, if necessary. D. Table 55 lists the terminations for the low side
wires at the EIS connector. The table can be used
STOP. to identify the particular wire that has a short
circuit.
Test Step 2. Check for Diagnostic Codes
for the Primary Circuits
A. Connect an electronic service tool to a service
tool connector.

B. Restore the electrical power to the engine.

C. Attempt to start the engine. Use the service tool

in order to determine if the following codes are
activated:

• 300-03 Primary Return short to +batt

• 300-04 Primary Return short to ground
• 301-05 Ignition Transformer Primary #1 open
circuit through 316-05 Ignition Transformer
Primary #16 open circuit

• 301-06 Ignition Transformer Primary #1 short

through 316-06 Ignition Transformer Primary
#16 short
230 SENR6413-05
Troubleshooting Section

Table 55 Note: The terminals for all of the low side wires must
Terminals for the Low Side Wires at the EIS Connector
be checked, even if the engine has less than 16
cylinders. All of the terminals are connected together
Number of Cylinders inside the control module. A short circuit on an
8 12 16
unused terminal can cause the code to be activated.
Cylinder
1 n n n During each measurement, wiggle the wires in
the harness in order to check for an intermittent
2 t y t problem. Be sure to wiggle the wires near each
3 z q p of the connectors.
4 p z x
• EISC-A (+Battery)
5 x p w
6 v k z • EISC-B (−Battery)
7 w e m • EISC-T (Timing Calibration)
8 y x s
• EISC-Y (Ground for the Left Detonation Sensor)
9 w v
u y
• EISC-Z (Ground for the Speed/Timing Sensor)
10
11 v e • EISC-d (Ground for the Right Detonation
Sensor)
12 t k
13 c • EISC-h (Diagnostic Reset)
14 g
• EISC-j (Input for the selection of timing for
15 q propane)
16 u
• The housing for the EIS connector
• Engine block surface
Expected Result:

Each check of the resistance is greater than 5 Ohms.

Results:

• OK – The low side wires do not have a short

circuit. The EIS control module may be faulty.

Repair: Perform the following procedure:

1. Reconnect the EIS connector.

2. Restore the electrical power to the engine.

3. Start the engine. Attempt to repeat the condition

that activated the code. Run the engine to full
operating temperature.
g01046315
Illustration 77
4. If the diagnostic code does not recur, the
Terminals on the EIS connector that is attached to the engine problem was probably caused by a poor
harness
electrical connection. STOP.
E. Measure the resistance between each terminal
If the diagnostic code returns, proceed to Test Step
that is listed in the “16 Cylinder” column of Table
10.
55 and the following terminals.
SENR6413-05 231
Troubleshooting Section

• Not OK – At least one check of the resistance is Table 56

less than 5 Ohms. Make a note of the wire that Terminals for the Low Side Wires at the
failed the resistance check. The harness that is Bulkhead Connector
inside the engine may have a problem. Proceed
to Test Step 4. Terminal on the Bulkhead Connector
Cylinder
Test Step 4. Check the Internal Harness 1 B
for a Short Circuit
2 W
A. Disconnect the bulkhead connectors. 3 D
4 Z
5 F
6 d
7 H
8 f
9 R
10 j
11 P
12 m

13 M
14 p

15 K
16 s

Illustration 78
g01046318 Expected Result:
Terminals on the bulkhead connector that is attached to the engine
block face. Each check of the resistance is greater than 5 Ohms.

B. Refer to Table 56. Measure the resistance Results:

between all of the terminals that are listed and the
engine block surface. • OK – The resistance checks of the low side wires
inside the internal harness are good. The external
harness has a short circuit in a low side wire.

Repair: The low side wire that has a short circuit

was identified in the previous test step. Repair
the connection and/or the wire, when possible.
Replace parts, if necessary. Verify that the problem
is resolved.

STOP.

• Not OK – At least one check of the resistance for

the internal harness was less than 5 Ohms. The
internal harness has a short circuit in a low side
wire.

Repair: Repair the connection and/or the wire,

when possible. Replace parts, if necessary. Verify
that the problem is resolved.

STOP.

Test Step 5. Check for an Open Circuit

A. Set the engine control to the OFF/RESET mode.
232 SENR6413-05
Troubleshooting Section

B. Remove the electrical power from the engine. F. Refer to Table 57. Identify the terminals for the
high side wire and the low side wire for the suspect
C. Disconnect the EIS connector. cylinder.

g01046322
Illustration 79
Side view of the transformer and the connector
(1) Valve cover
(2) 2-pin connector for the transformer

D. Remove valve cover (1) for the suspect cylinder.

Inspect the harness and connector (2) for the
transformer. Check for corrosion, for abrasion,
and for pinch points.

E. Disconnect the connector for the ignition

transformer.

g01046315
Illustration 80
Terminals on the EIS connector that is attached to the engine
harness
SENR6413-05 233
Troubleshooting Section

Table 57 Expected Result:

Terminals for the Ignition Wires at the EIS Connector
Both of the resistance checks are less than 5 Ohms.
Number of Cylinders
8 12 16
Results:
Cylinder Wire
1 High AA AA AA • OK – The two wires between the EIS connector
and the harness connector for the transformer
Low n n n
have continuity. Proceed to Test Step 9.
2 High AB r AB
Low t y t
• Not OK – At least one of the wires between the
EIS connector and the harness connector for the
3 High AD f AE transformer has an open circuit. The harness that
is inside the engine may have a problem. Make a
Low z q p
note of the wire that failed the resistance check.
4 High AE AD AF Proceed to Test Step 6.
Low p z x
Test Step 6. Check the Internal Harness
5 High AF AE AC for an Open Circuit
Low x p w
A. Disconnect the bulkhead connector.
6 High AG R AD
Low v k z

7 High AC W X
Low w e m

8 High r AF b
Low y x s

9 High AC AG
Low w v

10 High a r

Low u y

11 High AG W
Low v e

12 High AB R
Low t k
g01046318
13 High N Illustration 81

Low c Terminals on the bulkhead connector that is attached to the engine

block face.
14 High S
g
B. Refer to Table 58. Identify the terminals for the
Low
high side wire and the low side wire for the suspect
15 High F cylinder.
Low q

16 High A
Low u

G. Measure the resistance of the high side wire and

the low side wire for the suspect cylinder. Take
the measurements between the EIS connector
and the harness connector for the transformer.
The high side wire is connected to terminal “1” on
the harness connector for the transformer. The
low side wire is connected to terminal “2” on the
harness connector for the transformer.
234 SENR6413-05
Troubleshooting Section

Table 58 C. Measure the resistance of the high side wire and

Terminals for the Wiring at the Bulkhead Connector
the low side wire for the suspect cylinder. Take the
measurements between the bulkhead connector
Cylinder Wire Terminals on and the harness connector for the transformer.
the Bulkhead The high side wire is connected to terminal “1” on
Connector the harness connector for the transformer. The
1 High B low side wire is connected to terminal “2” on the
harness connector for the transformer.
Low A
2 High W Expected Result:
Low V Both of the resistance checks are less than 5 Ohms.
3 High D
Results:
Low C
4 High Z • OK – The two wires between the bulkhead
connector and the connector for the transformer
Low X have continuity. The wiring for the suspect cylinder
5 High F between the EIS connector and the bulkhead
connector has an open circuit.
Low E
6 High d Repair: The wire that has the open circuit was
identified in the previous test step. Repair the
Low c connection and/or the wire, when possible.
7 High H Replace parts, if necessary. Verify that the problem
is resolved.
Low G
8 High f STOP.

Low e • Not OK – There is an open circuit in the wiring

9 High R between the bulkhead connector and the harness
connector for the transformer.
Low J
10 High j Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
Low h that the problem is resolved.
11 High P
STOP.
Low N
12 High m Test Step 7. Check the High Side Wire in
the External Harness for a Short Circuit
Low k to the +Battery or the −Battery
13 High M
A. Set the engine control to the OFF/RESET mode.
Low L
14 High p B. Remove the electrical power from the engine.

Low n C. Disconnect the EIS connector.

15 High K
D. Disconnect the bulkhead connector.
Low S
s E. Table 59 lists the terminations for the high side
16 High
wires at the EIS connector.
Low r
SENR6413-05 235
Troubleshooting Section

Table 59 F. Refer to Table 59. Measure the continuity of the

Terminals for the High Side Wires at
high side wire for the suspect cylinder. Take the
the EIS Connector measurement between the appropriate terminal
on the EIS connector and all of the remaining
Number of Cylinders terminals on the EIS connector. During each
8 12 16 measurement, wiggle the wires in the harness in
Cylinder
order to check for an intermittent problem. Be sure
1 AA AA AA to wiggle the wires near each of the connectors.
2 AB r AB
Expected Result:
3 AD f AE
Each check of the resistance is greater than 5 Ohms.
4 AE AD AF
5 AF AE AC Results:
6 AG R AD
• OK – Each check of the resistance is greater than
7 AC W X 5 Ohms. The high side wire in the external harness
does not have a short circuit. Proceed to Test Step
8 r AF b 8.
9 AC AG
10 a r • Not OK – At least one check of the resistance
is less than 5 Ohms. The high side wire in the
11 AG W external harness has a short circuit.
12 AB R Repair: Repair the connection and/or the wire,
13 N when possible. Replace parts, if necessary. Verify
that the problem is resolved.
14 S
15 F STOP.
16 A Test Step 8. Check the High Side Wire for
a Short to a Return Wire

g01046315
Illustration 82
g01046318
Terminals on the EIS connector that is attached to the engine Illustration 83
harness Terminals on the bulkhead connector that is attached to the engine
block face.

A. Refer to Table 60. At the bulkhead connector,

measure the resistance between the terminal for
the high side wire for the suspect cylinder and the
terminals for every low side wire.
236 SENR6413-05
Troubleshooting Section

Table 60 Results:
Terminals for the Wiring at the Bulkhead Connector
• OK – Each check of the resistance is greater
Cylinder Wire Terminals on than 5 Ohms. The high side wire for the suspect
the Bulkhead cylinder does not have a short circuit. Proceed to
Connector Test Step 9.
1 High B
• Not OK – At least one check of the resistance
Low A is less than 5 Ohms. The high side wire for the
2 High W suspect cylinder has a short circuit. The internal
harness has a problem. The problem may be with
Low V a connector.
3 High D
Repair: Repair the connection and/or the wire,
Low C when possible. Replace parts, if necessary. Verify
4 High Z that the problem is resolved.

Low X STOP.
5 High F
Test Step 9. Check the Transformer
Low E
6 High d A. Temporarily install a new transformer for the
suspect cylinder. Refer to Disassembly and
Low c Assembly, SENR6419, “Valve Cover and Spark
7 High H Plug - Remove and Install”.

Low G B. Restore the electrical power to the engine.

8 High f
C. Start the engine. Attempt to duplicate the
Low e conditions that generated the code. Run the
9 High R engine to full operating temperature.

Low J Expected Result:

10 High j
There are no diagnostic codes for the primary ignition.
Low h
11 High P
Results:

Low N • OK – There are no diagnostic codes for the

12 High m primary ignition. The problem is resolved.

Low k Repair: Reinstall the original transformer. Refer to

13 High M
Disassembly and Assembly, SENR6419, “Valve
Cover and Spark Plug - Remove and Install”.
Low L
p STOP.
14 High
Low n • Not OK – The diagnostic code for the cylinder is
still activated. Proceed to Test Step 10.
15 High K
Low S Test Step 10. Perform a Self Test of the
16 High s EIS Control Module
Low r A. Perform the self test for the EIS control module.
Refer to Troubleshooting, “Control Module Self
Test”.
Expected Result:
Expected Result:
Each check of the resistance is greater than 5 Ohms.
The self test was successful.
SENR6413-05 237
Troubleshooting Section

Results:

• OK – The EIS control module passed the self test.

Repair: If the problem persists, refer to
Troubleshooting, “Inspecting Electrical
Connectors”.

STOP.

• Not OK – The EIS control module failed the self

test.

Repair: Perform the corrective action that is

appropriate for the fault. Refer to Troubleshooting,
“Control Module Self Test”. Verify that the original
problem is resolved.

STOP.

i02024629

Ignition Transformers
Secondary Circuit and Spark
Plugs
SMCS Code: 1555-038; 1561-038

System Operation Description:

The ignition transformers initiate combustion by

providing high voltage to the spark plugs. The
positive output from the secondary circuit of the
g01046429
transformer is at the connection for the terminal of Illustration 84
the transformer and the terminal of the spark plug. Ignition transformer and spark plug
The transformers are located underneath the valve (1) Ground spring
covers. Each transformer is grounded to a valve (2) 2-pin connector
cover via a ground spring. (3) Secondary spark plug terminal
(4) Extension
(5) O-ring seal
(6) Spark plug

The secondary circuit of the transformer provides an

initial 8,000 to 32,000 volts to the spark plug. This
voltage ionizes the spark plug gap. This voltage is
then reduced to about 1000 volts. The total duration
of the spark is approximately 400 microseconds.

The control module checks the secondary circuit for

these faults:

• The voltage in the secondary circuit is abnormally

low.

• The voltage in the secondary circuit is abnormally

high.

• The voltage in the secondary circuit has reached

the maximum limit.

• Excessive ignition system noise

238 SENR6413-05
Troubleshooting Section

Abnormal voltages in a secondary circuit will not
directly shut down the engine. However, these
conditions may lead to misfire which can cause
lugging of the engine. Lugging of the engine can
cause a shutdown.
If there is excessive ignition system noise and the
date of the EIS control module’s software is earlier
than October 1994, the control module will not shut
down the engine. If there is excessive ignition system
noise and the date of the EIS control module’s
software is October 1994 or later than October 1994,
the control module will shut down the engine.
Test Step 1. Check for Diagnostic Codes
for the Secondary Circuits
Test Step 2. Inspect the Transformer
Ignition systems can cause electrical shocks.
Avoid contacting the ignition system components
and wiring.
Do not attempt to remove the valve covers when
the engine is operating. The transformers are
grounded to the valve covers. Personal injury or
death may result and the ignition system will be
damaged if the valve covers are removed during
engine operation. The engine will not operate
without the valve covers.

A. Connect an electronic service tool to a service A. Set the engine control to the OFF/RESET mode.
tool connector. Remove the electrical power from the engine.

B. Attempt to start the engine. Use the service tool

in order to determine if the following codes are
activated:

• 401-00 Ignition Transformer Secondary #1

maintenance needed through 416-00 Ignition
Transformer Secondary #16 maintenance
needed

• 401-05 Ignition Transformer Secondary #1 open

circuit through 416-05 Ignition Transformer
Secondary #16 open circuit

• 401-06 Ignition Transformer Secondary #1 short

to ground through 416-06 Ignition Transformer
Secondary #16 short to ground

• 401-12 Ignition Transformer Secondary #1 noisy

component through 416-12 Ignition Transformer
Secondary #16 noisy component
g00893893
Illustration 85
Note: If a diagnostic code for the secondary circuit
is not currently activated, attempt to repeat the (1) Valve cover
(2) 2-pin connector
condition that activated the code. Run the engine to
full operating temperature.
B. Remove valve cover (1) from the suspect cylinder.
Expected Result:
NOTICE
None of the above diagnostic codes are activated. Pulling on the wiring harness may break the wires. Do
not pull on the wiring harness.
Results:
C. Disconnect connector (2). Remove the transformer
• No Code – The secondary ignition is working
properly. STOP. from the engine.

• Code – The secondary ignition is not working

properly. Proceed to Test Step 2.
SENR6413-05 239
Troubleshooting Section

Expected Result:

The transformer is in good condition.

Results:

• OK – The transformer appears to be in good

condition. Proceed to Test Step 3.

• Not OK – An inspection found a problem with the

transformer.

Repair: Repair the transformer, when possible.

Replace the transformer, if necessary. Be sure to
use the correct transformer for the Electronic
Ignition System.

Verify that the original problem is resolved.

STOP.

Test Step 3. Check the Resistance of the

Transformer’s Secondary Winding

g01046474
Illustration 86
(3) Screw
(4) Ground spring
(5) Spacer
(6) Secondary terminal
(7) Extension
(8) O-ring seal

D. Inspect the body of the transformer and ground

spring 4 for corrosion and/or damage. Verify that
the screws (3) for the ground spring are secure.

E. Inspect the secondary terminal (6) for the spark

plug inside the extension for corrosion and/or
damage.

F. Inspect the O-ring seal (8)inside the extension for

damage. Illustration 87
g00898121

Schematic for the primary circuit and the secondary circuit

G. Check for a secure connection between the
transformer and the spark plug. (1) 2-pin connector for the transformer
(2) + Terminal
(3) - Terminal
Note: Punch through is caused by misfire in the (4) Flyback diode
engine that does not generate a diagnostic code. (5) Blocking diode
(6) Primary winding of the transformer
H. Check the extension near the spacer for signs of (7) Secondary winding of the transformer
(8) Spark plug’s resistor
punch through (pin holes) and/or arcing. (9) Spark plug gap

NOTICE
The extension can be scratched and damaged with a
wire brush. Do not use a wire brush on the extension.

I. Clean any deposits from the inside of the

extension. Use a 6V-7093 Brush with isopropyl
alcohol.
240
Troubleshooting Section
Illustration 88
g01046443
(10) Screw
(11) Connector for the spark plug
A. Measure the resistance between the screw for
the ground spring (10) and the connector for the
spark plug (11).
Expected Result:
The resistance is between 8000 and 25,000 Ohms.
Results:
• OK – The resistance of the transformer’s
secondary winding is correct. Proceed to Test Step
4.
• Not OK – The resistance of the transformer’s
secondary winding is not correct.
Repair: Verify that the electrical power is removed
from the engine. Replace the ignition transformer.
Make sure that you use the correct transformer
for the Electronic Ignition System.
STOP.
Test Step 4. Check the Spark Plug
A. Perform the following procedures according to
the instructions in the engine’s Operation and
Maintenance Manual.
a. Remove the spark plug from the cylinder head.
b. Inspect the spark plug.
c. Clean the spark plug.
SENR6413-05
d. Measure the resistance of the spark plug.
Expected Result:
The spark plug is in good condition.
Results:
• OK – The spark plug is in good condition. Proceed
to Test Step 5.
• Not OK – The spark plug is not in good condition.
Repair: Discard the spark plug. Install a new spark
plug according to the instructions in the engine’s
Operation and Maintenance Manual.
Verify that the original problem is resolved.
STOP.
Test Step 5. Operate the Engine
A. Install the spark plug according to the instructions
in the engine’s Operation and Maintenance
Manual.
B. Install the transformer and the valve cover.
C. Clear any diagnostic codes.
D. Start the engine and operate the engine in order
to generate the diagnostic code again.
Expected Result:
A diagnostic code is not generated.
Results:
• OK – A diagnostic code is not generated. Proceed
with normal operation. STOP.
• Not OK – A diagnostic code is generated. Proceed
to Test Step 6.
Test Step 6. Isolate the Spark Plug and
the Transformer
A. Switch the suspect transformer with a transformer
from a different cylinder that is known to be good.
Install the transformers. Install the valve covers.
B. Reset the control system. Clear any diagnostic
codes.
C. Start the engine and operate the engine in order
to generate the diagnostic code again.
SENR6413-05 241
Troubleshooting Section

Expected Result:
The diagnostic code is generated for the suspect
transformer.
Results:
• Yes – The diagnostic code is generated for the
suspect transformer.
Repair: Verify that the electrical power is removed
from the engine. Replace the faulty transformer.
Make sure that you use the correct transformer
for the Electronic Ignition System.
STOP.
The signal for the inlet manifold pressure sensor is
checked for these faults:
• Short to a positive voltage source
• Short to ground
• Noise
The value of the inlet manifold pressure can be
viewed on an electronic service tool. The value is
displayed in kPa. When the engine is not running,
the value of the inlet manifold pressure should
be between 95 and 105 kPa. Table 61 lists the
approximate conversion factors for other units of
measurement.

• No – The diagnostic code is generated for the Table 61

original cylinder. Approximate Conversion Factors

Repair: Set the engine control to the OFF/RESET (kPa − 100) X 0.145 PSI
mode. Remove the electrical power from the (kPa −100) x 4 Inches of Water
engine. Install a new spark plug according to
the instructions in Operation and Maintenance (kPa −100) x 3 Inches of Mercury
Manual, “Ignition System Spark Plugs -
Check/Adjust/Replace”. The most likely cause of a diagnostic code is a
problem with the wiring. The next likely cause is a
Verify that the original problem is resolved. problem with the sensor. The least likely cause is a
problem with a control module.
STOP.

i02024635

Inlet Manifold Pressure Sensor

SMCS Code: 1058-038-PXS

System Operation Description:

If the engine is not equipped with the optional air/fuel

ratio control, the inlet manifold pressure sensor is
connected to the control module for the Electronic
Ignition System (EIS).

If the engine is equipped with the air/fuel ratio control,

the sensor is connected to the Electronic Control
Module (ECM). The ECM sends the value of the inlet
manifold pressure to the EIS control module via the
CAT data link.

The EIS control module uses the value of the inlet

manifold pressure to adjust the ignition timing. The
ECM uses the value to enhance these functions:

• Emission control
• Engine speed governing
A problem with the circuit for the inlet manifold
pressure sensor will not shut down the engine.
However, emissions and engine performance may
be degraded.
242 SENR6413-05
Troubleshooting Section

g01045596
Illustration 89
Schematic diagram for the inlet manifold pressure sensor
The engine is equipped with a remote control panel that includes
a status control module.
SENR6413-05 243
Troubleshooting Section

g01045597
Illustration 90
Schematic diagram for the inlet manifold pressure sensor
The engine is equipped with a remote control panel that includes a status control module and air/fuel ratio control.
244 SENR6413-05
Troubleshooting Section

g01045599
Illustration 91
Schematic diagram for the inlet manifold pressure sensor
The engine is configured for Canadian Standards Association
(CSA). The engine is not equipped with a remote control panel.
SENR6413-05 245
Troubleshooting Section

g01045600
Illustration 92
Schematic diagram for the inlet manifold pressure sensor
The engine is configured for Canadian Standards Association (CSA). The engine is equipped with an optional remote control panel with
air/fuel ratio control.

Test Step 1. Inspect the Electrical

Connectors and the Wiring
A. Set the engine control to the OFF/RESET mode.
Remove the electrical power from the engine.

Note: For the following steps, refer to

Troubleshooting, “Inspecting Electrical Connectors”.

B. Thoroughly inspect each of the following

connectors:

• Connectors for the EIS control module

• J1/P1 connectors
• Connectors for the inlet manifold pressure
sensor

g01046528
Illustration 93
Harness side of the EIS connector
(EISC-V) +13 VDC
(EISC-U) Signal for the inlet manifold pressure
(EISC-Z) Ground
246 SENR6413-05
Troubleshooting Section

• J1/P1 connectors
• EIS connector
C. Measure the resistance of each wire that runs
between the inlet manifold pressure sensor and
the control module.

a. If the engine is equipped with the air/fuel ratio

control, measure the resistance between the
points that are listed in Table 62. During each
measurement, wiggle the wires in the harness
in order to check for an intermittent problem.
Be sure to wiggle the wires near each of the
connectors.

Table 62
Resistance Measurements for the Harness for
the Inlet Manifold Pressure Sensor
Terminal on the Terminal on the P1
g01046532
Connector for the Inlet Connector
Illustration 94 Manifold Pressure
Harness side of the P1 connector Sensor
(P1-1) +20 VDC for the inlet manifold pressure sensor A (+20 VDC) P1-1 (+20 VDC)
(P1-3) Ground for the sensors
(P1-17) Signal for the inlet manifold pressure B (Ground) P1-3 (Ground)

a. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the circuit for the
engine speed sensor.
b. Check the harnesses and the wiring for
abrasion and for pinch points from the inlet
manifold pressure sensor to the control module.
Expected Result:
The connectors, pins, and sockets are connected
properly. The connectors and the wiring do not have
corrosion, abrasion, or pinch points.
C (Signal for the inlet P1-17 (Signal for the inlet
manifold pressure) manifold pressure)
b. If the engine is not equipped with the air/fuel
ratio control, measure the resistance between
the points that are listed in Table 63. During
each measurement, wiggle the wires in the
harness in order to check for an intermittent
problem. Be sure to wiggle the wires near each
of the connectors.

Results:

• OK – The components are in good condition with

proper connections. Proceed to Test Step 2.

• Not OK – The components are not in good

condition and/or at least one connection is
improper.

Repair: Perform the necessary repairs and/or

replace parts, if necessary.

STOP.

Test Step 2. Check for an Open Circuit

A. Disconnect the connectors for the inlet manifold
pressure sensor.

B. Disconnect the following connectors:

SENR6413-05 247
Troubleshooting Section

Table 63 Table 64
Resistance Measurements for the Harness for Measurements for a Short Circuit in the Wiring
the Inlet Manifold Pressure Sensor for the Inlet Manifold Pressure Sensor
Terminal on the Terminal on the EIS Terminals on the Connectors for the ECM
Connector for the Inlet Connector
Manifold Pressure P1-1 (+20 VDC) All of the remaining
Sensor terminals on the P1
connector
A (+13 VDC) EISC-V (+13 VDC)
The housing on the P1
B (Ground) EISC-Z (Ground) connector
C (Signal for the inlet EISC-U (Signal for the inlet All of the terminals on the
manifold pressure) manifold pressure) P2 connector
The housing on the P2
Expected Result: connector
P1-3 (Ground for the All of the remaining
Each check of the resistance is less than 5 ohms. sensors) terminals on the P1
connector
Results:
The housing on the P1
• OK – Each check of the resistance is less than 5 connector
ohms. The wiring does not have an open circuit. All of the terminals on the
Proceed to Test Step 3. P2 connector
The housing on the P2
• Not OK – At least one check of the resistance is connector
greater than 5 ohms. There is an open circuit in the
wiring for the inlet manifold pressure sensor. P1-17 (Signal for the inlet All of the remaining
manifold pressure) terminals on the P1
Repair: Repair the connection and/or the wire, connector
when possible. Replace parts, if necessary. Verify The housing on the P1
that the problem is resolved. connector

STOP. All of the terminals on the

P2 connector
Test Step 3. Check for a Short Circuit The housing on the P2
connector
A. Disconnect the P2 connector.

B. Check for a short circuit.
a. If the engine is equipped with the air/fuel ratio
control, measure the resistance between the
points that are listed in Table 64. During each
measurement, wiggle the wires in the harness
in order to check for an intermittent problem.
Be sure to wiggle the wires near each of the
connectors.
b. If the engine is not equipped with the air/fuel
ratio control, measure the resistance between
the points that are listed in Table 65. During
each measurement, wiggle the wires in the
harness in order to check for an intermittent
problem. Be sure to wiggle the wires near each
of the connectors.
248 SENR6413-05
Troubleshooting Section

Table 65 Results:
Measurements for a Short Circuit in the Wiring
for the Inlet Manifold Pressure Sensor • OK – There are no codes for the inlet manifold
pressure sensor. The problem is resolved. STOP.
Terminals on the Connectors for the EIS
Control Module • Not OK – The code remains. Replacing the
EISC-V (+13 VDC) All of the remaining inlet manifold pressure sensor did not solve the
terminals on the EIS problem.
connector
Repair: Reinstall the original inlet manifold
The housing on the EIS pressure sensor.
connector
EISC-U (Signal for the inlet All of the remaining If the engine is equipped with the air/fuel ratio
manifold pressure) terminals on the EIS control, Proceed to Test Step 5. Otherwise,
connector proceed to Test Step 6.
The housing on the EIS
connector Test Step 5. Check the ECM
EISC-Z (Ground) All of the remaining A. Temporarily install a new ECM. Refer to
terminals on the EIS Troubleshooting, “Replacing the ECM”.
connector
The housing on the EIS B. Check for diagnostic codes for the inlet manifold
connector pressure sensor.

Expected Result:
Expected Result:
There are no diagnostic codes for the inlet manifold
Each check of the resistance is greater than 5 ohms.
pressure sensor.
Results:
Results:
• OK – Each check of the resistance is greater than • OK – There are no diagnostic codes for the inlet
5 ohms. The wiring does not have a short circuit.
manifold pressure sensor.
Proceed to Test Step 4.
Repair: Perform the following procedure:
• Not OK – At least one check of the resistance is
less than 5 ohms. The wiring for the inlet manifold
1. Reinstall the original ECM. Verify that the
pressure sensor has a short circuit.
problem returns. If the original ECM causes the
problem and the new ECM does not cause the
Repair: Repair the connection and/or the wire,
problem, replace the original ECM.
when possible. Replace parts, if necessary. Verify
that the original problem is resolved.
STOP.
STOP.
• Not OK – There is at least one diagnostic code
for the inlet manifold pressure sensor. Proceed to
Test Step 4. Check the Inlet Manifold Test Step 6.
Pressure Sensor
A. Temporarily install a new inlet manifold pressure
Test Step 6. Perform a Self Test of the EIS
sensor.
Control Module
A. Perform the self test for the EIS control module.
B. Start the engine. Attempt to duplicate the
Refer to Troubleshooting, “Control Module Self
conditions that activated the code. Run the engine
Test”.
to full operating temperature.
Expected Result:
Expected Result:
The self test was successful.
There are no diagnostic codes for the inlet manifold
pressure sensor.
Results:

• OK – The EIS control module passed the self test.

SENR6413-05 249
Troubleshooting Section

Repair: If the problem persists, refer to • The signal wire is shorted to a positive voltage
Troubleshooting, “Inspecting Electrical source.
Connectors”.
• The signal wire is shorted to ground.
STOP.
• The operating voltage to the sensor is missing or
• Not OK – The EIS control module failed the self incorrect.
test.
The ECM will not signal for an engine shutdown if
Repair: Perform the corrective action that is a 570-11 code is activated. Instead, the ECM will
appropriate for the fault. Refer to Troubleshooting, ignore the signal from the sensor. The ECM will use
“Control Module Self Test”. Verify that the original a default temperature of 58 °C (136 °F) in order
problem is resolved. to adjust the desired oxygen. Therefore, control of
emissions may not be optimal. If the voltage on the
STOP. signal wire returns to the acceptable range, normal
operation will resume.
i02024638
The most likely cause of a 570-11 diagnostic code is
Inlet Manifold Temperature a problem with the wiring. The next likely cause is
a problem with the sensor. The least likely cause is
Sensor a problem with the ECM.

SMCS Code: 1058-038-NS

System Operation Description:

The Electronic Control Module (ECM) uses the value

of the inlet manifold temperature in order to optimize
emissions. The ECM adjusts the desired oxygen
according to these conditions:

• The desired oxygen is increased by 0.015 percent

per degree celsius when the inlet manifold
temperature is above 45 °C (113 °F).

• The desired oxygen is decreased by 0.015

percent per degree celsius when the inlet manifold
temperature is below 45 °C (113 °F).

The maximum adjustment to the desired oxygen is

0.7 percent in either direction.

The voltage supply for the inlet manifold temperature

sensor is shared with the engine speed sensor for
the ECM.

The signal from the inlet manifold temperature

sensor is a DC voltage. The voltage varies as the
temperature changes. The valid voltage range is
between 0.6 VDC and 5.1 VDC. These values are
approximate.

The engine speed must be greater than 400 rpm in

order for the ECM to generate the diagnostic code for
the sensor. The ECM will generate a 570-11 code
if the voltage on the signal wire is equivalent to a
temperature that is below −31 °C (−24 °F) or above
90 °C (194 °F). An incorrect voltage on the signal
wire can be caused by these problems:

• The signal wire is open.

250 SENR6413-05
Troubleshooting Section

g01045605
Illustration 95
Schematic diagram for the inlet manifold temperature sensor
The engine is equipped with a remote control panel that includes a status control module and air/fuel ratio control.

g01045606
Illustration 96
Schematic diagram for the inlet manifold temperature sensor
The engine is configured for Canadian Standards Association (CSA). The engine is equipped with an optional remote control panel with
air/fuel ratio control.
SENR6413-05 251
Troubleshooting Section

Test Step 1. Inspect the Electrical
Connectors and the Wiring
A. Set the engine control to the OFF/RESET mode.
Remove the electrical power from the engine.
Note: For the following steps, refer to
Troubleshooting, “Inspecting Electrical Connectors”.
• Not OK – The components are not in good
condition and/or at least one connection is
improper.
Repair: Perform the necessary repairs and/or
replace parts, if necessary.
STOP.

B. Thoroughly inspect each of the following Test Step 2. Check for an Open Circuit
connectors:
A. Disconnect the connectors for the inlet manifold
• J1/P1 connectors temperature sensor.

• Connectors for the inlet manifold temperature

sensor

g01045708
Illustration 98
Engine speed sensor for the ECM

B. Disconnect the connectors for the engine speed

sensor for the ECM.

C. Disconnect the J1/P1 connectors.

D. Measure the resistance between the points that

Illustration 97
g01046623 are listed in Table 66. During each measurement,
Harness side of the P1 connector
wiggle the wires in the harness in order to check
for an intermittent problem. Be sure to wiggle the
(P1-2) +10 VDC
(P1-3) Ground for the sensors
wires near each of the connectors.
(P1-27) Signal for the inlet manifold temperature

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

wires that are associated with the circuit for the
inlet manifold temperature sensor.

b. Check the harnesses and the wiring for

abrasion and for pinch points from the inlet
manifold temperature sensor to the ECM.

Expected Result:

The connectors, pins, and sockets are connected

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

Results:

• OK – The components are in good condition with

proper connections. Proceed to Test Step 2.
252 SENR6413-05
Troubleshooting Section

Table 66 Table 67
Resistance Measurements for the Harness for Measurements for a Short Circuit in the Wiring for
the Inlet Manifold Temperature Sensor the Inlet Manifold Temperature Sensor
Terminal on the Terminal on the P1 Terminals on the Connectors for the ECM
Connector for the Inlet Connector
Manifold Temperature P1-2 (+10 VDC) All of the remaining
Sensor terminals on the P1
connector
A (+10 VDC) P1-2 (+10 VDC)
The housing on the P1
B (Ground) P1-3 (Ground for the connector
sensors)
All of the terminals on the
C (Signal for the inlet P1-27 (Signal for the inlet P2 connector
manifold temperature) manifold temperature)
The housing on the P2
connector
Expected Result:
P1-27 (Signal for the inlet All of the remaining
manifold temperature) terminals on the P1
Each check of the resistance is less than 5 Ohms. connector
Results: The housing on the P1
connector
• OK – Each check of the resistance is less than 5 All of the terminals on the
Ohms. The wiring does not have an open circuit. P2 connector
Proceed to Test Step 3.
The housing on the P2
connector
• Not OK – At least one check of the resistance is
greater than 5 Ohms. There is an open circuit in
the wiring for the inlet manifold temperature sensor. Expected Result:

Repair: Reconnect the connector for the engine
speed sensor for the ECM. Repair the connection
and/or the wire, when possible. Replace parts, if
necessary. Verify that the problem is resolved.
STOP.
Test Step 3. Check for a Short Circuit
A. Disconnect the P2 connector.
B. Measure the resistance between the points that
are listed in Table 67. During each measurement,
wiggle the wires in the harness in order to check
for an intermittent problem. Be sure to wiggle the
wires near each of the connectors.
Each check of the resistance is greater than 5 Ohms.
Results:
• OK – Each check of the resistance is greater than
5 Ohms. The wiring does not have a short circuit.
Proceed to Test Step 4.
• Not OK – At least one check of the resistance is
less than 5 Ohms. The wiring for the inlet manifold
temperature sensor has a short circuit.
Repair: Reconnect the connector for the engine
speed sensor for the ECM. Repair the connection
and/or the wire, when possible. Replace parts,
if necessary. Verify that the original problem is
resolved.

STOP.

Test Step 4. Check the Inlet Manifold

Temperature Sensor
A. Temporarily install a new inlet manifold
temperature sensor.

B. Start the engine. Attempt to duplicate the

conditions that generated the code. Run the
engine to full operating temperature.
SENR6413-05 253
Troubleshooting Section

Expected Result: i02024645

There are no diagnostic codes for the inlet manifold Inspecting Electrical
temperature sensor. Connectors
Results: SMCS Code: 7553-040-WW

• OK – There are no codes for the inlet manifold
temperature sensor. The problem is resolved.
STOP.
• Not OK – The code remains. Replacing the inlet
manifold temperature sensor did not solve the
problem.
Repair: Reinstall the original inlet manifold
temperature sensor.
Proceed to Test Step 5.
Test Step 5. Perform a Self Test of the EIS
Control Module
A. Perform the self test for the EIS control module.
Refer to Troubleshooting, “Control Module Self
Test”.
Expected Result:
The self test was successful.
Results:
• OK – The EIS control module passed the self test.
Repair: If the problem persists, refer to
Troubleshooting, “Inspecting Electrical
Connectors”.
System Operation Description:
Many of the troubleshooting procedures direct you
to a specific electrical connector. Use the following
test steps to help determine whether the connector
is the cause of the problem. If a problem is found in
a connector, repair the connector and verify that the
problem is corrected.
Intermittent electrical problems are often caused
by poor connections. Always check for an active
diagnostic code before you open any connection.
Immediately after you reconnect the connector, check
for codes again. Sometimes, simply disconnecting
a connector and then reconnecting the connector
can solve a problem. If this occurs, the following
conditions are likely causes:
• Loose terminals
• Bent terminals
• Improperly crimped terminals
• Improperly mated connectors
• Moisture
• Corrosion

STOP.

• Not OK – The EIS control module failed the self

test.

Repair: Perform the corrective action that is

appropriate for the fault. Refer to Troubleshooting,
“Control Module Self Test”. Verify that the original
problem is resolved.

STOP.
g00700045
Illustration 99

The MS connectors have a metal housing. The pins

and the sockets are soldered to the electrical wires.
The solder connections are usually protected by a
chemical potting which prevents access to the solder
point.
254
Troubleshooting Section
Illustration 100
g00700064
Deutsch connectors have a plastic housing. The pins
and the sockets are crimped onto the electrical wires.
The connector has a locking mechanism in order to
hold the pins and the sockets. These connectors are
repairable without cutting the wires.
Use the following test steps in order to thoroughly
inspect the connectors and determine if the
connectors are the cause of the problem.
Test Step 1. Check the Connectors.
A. Always set the engine control to the OFF/RESET
mode before you inspect electrical conductors.
Remove the electrical power from the engine.
B. For the MS connectors, make sure that the
receptacle is turned fully in the clockwise direction.
Check that the threading is properly aligned and
securely mated.
C. For the Deutsch HD connectors, make sure that
the plug and the receptacle are aligned properly
with the index markings. Make sure that the
receptacle is turned fully in the clockwise direction.
Verify that the receptacle is clicked into the locked
position. Make sure that the two halves cannot
be pulled apart.
D. For the Deutsch DT style, make sure that the
orange wedge is used in order to lock the pins.
Check that the receptacle has clicked into the
locked position. Make sure that the two halves
cannot be pulled apart.
SENR6413-05
Expected Result:
All connectors are properly mated and free of
damage.
Results:
• OK – Proceed to Test Step 2.
• Not OK
Repair: Repair the connectors and/or replace the
connectors. Reconnect all of the connectors.
STOP.
Test Step 2. Perform a Pull Test on Each
Wire Connection.
A. Each terminal and each connector should easily
withstand 45 N (10 lb) of pull and each wire should
remain in the connector body. This test checks
whether the wire was properly crimped in the
terminal and whether the terminal was properly
inserted into the connector.
B. The DT connectors use an orange wedge to lock
the terminals in place. Ensure that the orange
wedge is not missing and that the orange wedge
is installed properly on the DT connectors.
Note: Terminals should ALWAYS be crimped onto
the wires with a crimp tool. Do not solder terminals.
Use the 1U-5804 Crimp Tool.
Expected Result:
Each terminal and each connector easily withstands
45 N (10 lb) of pull and each wire remains in the
connector body.
Results:
• OK – Proceed to Test Step 3.
• Not OK
Repair: Repair the circuit.
Verify that the repair eliminates the problem.
STOP.
SENR6413-05
Test Step 3. Monitor the Electronic
Service Tool While the Wiring and the
Connectors Are Being Pulled.
There is a strong electrical shock hazard when
the crankshaft is rotating. Do not touch wires that
are associated with the ignition transformer cir-
cuit when the engine is cranking or running.
A. If there is an active diagnostic code that pertains
to the circuit, perform the following steps:
a. Set the engine control to the OFF/RESET
mode. Remove the electrical power from the
engine.
b. Connect an electronic service tool to the
engine.
c. Restore the electrical power to the engine. Set
the engine control to the STOP mode. Then
start the engine. Run the engine under normal
operating conditions.
d. Monitor the electronic service tool while you
pull on all harnesses and connectors for the
circuit with the active code.
If the harness is being pulled and the diagnostic
code disappears, there is a problem in the
wiring or the connector.
B. If there are no diagnostic codes that pertain to the
circuit, perform the following test:
a. Run the engine under normal operating
conditions.
b. Monitor the electronic service tool while you
pull on all harnesses and connectors for the
circuit.
If the harness is being pulled and the reading
changes erratically, there is a problem in the
wiring or the connector.
C. If there are no diagnostic codes and there are
complaints about intermittent changes in speed or
power cutouts, perform the following test:
a. Run the engine under normal operating
conditions.
b. Listen for speed burps or power cutouts while
the wiring and/or the connectors are pulled.
If the harness is being pulled and the engine
has a speed burp or a power cutout, there could
be a problem in the wiring or the connector.
255
Troubleshooting Section
Expected Result:
The problem appears to be external to the harnesses
and connectors. Pulling on the harness and on the
connectors does not affect the active diagnostic
code, component status, or engine performance.
Results:
• OK – Proceed to Test Step 4.
• Not OK
Repair: Set the engine control to the OFF/RESET
mode. Remove the electrical power from the
engine. Repair the circuit.
Verify that the repair eliminates the problem.
STOP.
Test Step 4. Check Wires for Nicks or
Abrasion in the Insulation.
A. Set the engine control to the STOP mode. Allow
the engine to coast to a stop.
B. Set the engine control to the OFF/RESET mode.
Remove the electrical power from the engine.
C. Carefully inspect each wire for signs of abrasion,
of nicks, or of cuts.
The following areas are likely locations:
• Places with exposed insulation
• Points with wiring that rubs against the engine
• Places with wiring that rubs against a sharp
point
D. Check all of the hold down clamps for the harness
in order to verify that the harness is properly
clamped. Also, check all of the hold down
clamps in order to verify that the harness is not
compressed by the clamps. Pull back the harness
sleeves in order to check for flattening of the wires
by the clamps.
Expected Result:
The wires do not have abrasion, nicks, or cuts and
the harness is properly clamped.
Results:
• OK – Proceed to Test Step 5.
• Not OK
Repair: Repair the wires or replace the wires, as
required.
256 SENR6413-05
Troubleshooting Section

Verify that the repair eliminates the problem.
STOP.
Test Step 5. Check the Connectors for
Moisture or Corrosion.
B. Check all of the wiring harnesses in order to verify
that the harness does not make a sharp bend
out of a connector. This will deform the connector
seal and this will create a path for the entrance
of moisture.
Thoroughly inspect each ECM connector for
evidence of moisture entry.

If moisture or corrosion is evident in the connector,

the source of the moisture entry must be found and
the source of the moisture entry must be repaired. If
the repair is not made, the problem will recur. Simply
drying the connector will not fix the problem. The
following list includes likely paths for the entrance
of moisture:

• Missing seals or plugs

Illustration 101
g00690571
A. Ensure that the connector seals and the white
sealing plugs are in place. If any of the seals
or plugs are missing, replace the seal or plug. If
necessary, replace the connector.
• Improperly installed seals or plugs
• Nicks in exposed insulation
• Improperly mated connectors
Moisture can also wick from one connector through
the inside of a wire to an ECM connector. If moisture
is found in an ECM connector, thoroughly check all
connectors and wires on the harness that connects to
the ECM. The ECM is not the source of the moisture.
Do not replace an ECM if moisture is found in either
ECM connector.
Note: If corrosion is evident on the pins, sockets or
the connector, use only denatured alcohol to remove
the corrosion. Use a cotton swab or a soft brush
to remove the corrosion. Do not use any cleaners
that contain 1,1,1 trichloro-ethylene because 1,1,1
trichloro-ethylene may damage the connector.

Expected Result:

All of the connectors are completely coupled and all

of the seals are completely inserted. The harness
and the wiring does not have corrosion, abrasion,
or pinch points.

Results:

• OK – Proceed to Test Step 6.

• Not OK
Repair: Repair the circuit. Ensure that all of the
seals are properly in place and ensure that the
g00690568
Illustration 102 connectors are completely coupled.
SENR6413-05
Verify that the repair eliminates the problem by
running the engine for several minutes and by
checking again for moisture. If moisture reappears,
the moisture is wicking into the connector. Even
if the moisture entry path is repaired, it may
be necessary to replace the wires that have
moisture. These wires may have moisture that is
trapped inside the insulation. Verify that the repair
eliminates the problem.
STOP.
Test Step 6. Inspect the Connector
Terminals.
Verify that the terminals are not damaged. Verify that
the terminals are properly aligned in the connector
and verify that the terminals are properly located in
the connector.
Expected Result:
The terminals are properly aligned and the terminals
appear undamaged.
Results:
• OK – Proceed to Test Step 6.
• Not OK
Repair: Repair the terminals and/or replace the
terminals, as required.
Verify that the repair eliminates the problem.
STOP.
Test Step 7. Check the Individual
Retention of the Pins and Sockets.
g00690572
Illustration 103
257
Troubleshooting Section
Note: This is especially important for intermittent
problems.
A. One at a time, insert a new pin into each socket.
Make sure that the pin is properly gripped by the
socket.
B. One at a time, insert a new socket onto each pin.
Make sure that the pin is properly gripped by the
socket. Verify that the socket holds the pin when
the connector hangs freely.
Expected Result:
Each socket firmly grips each pin.
Results:
• OK – The pins and sockets mate properly. STOP.
• Not OK – The pins and sockets do not mate
properly.
Repair: Repair any bad pins and sockets. Replace
the connectors, if necessary. Replace the wiring, if
necessary.
Verify that the repair eliminates the problem.
STOP.
i02024647
Oxygen Sensor Calibration
Switch
SMCS Code: 7332-038
System Operation Description:
The switch for oxygen calibration allows the operator
to initiate a calibration of the oxygen sensor. The
switch has three positions. Normally, the switch is in
the center position. This position creates an open
circuit.
Moving the switch to either the upper position or the
lower position closes the circuit. A ground is supplied
to the J1-28 input of the ECM.
When you release the switch, a spring returns
the switch to the center position. The circuit is
opened. Replace the switch if the switch does not
automatically return to the center position.
If the engine speed is zero rpm, an oxygen calibration
will begin when the switch returns to the center
position. The ECM will display “O2 CALIB”.
258 SENR6413-05
Troubleshooting Section

If the engine speed is greater than zero rpm and

the switch returns to the center position, a 552-01
diagnostic code is generated. An oxygen calibration
will not occur.

An oxygen calibration runs for approximately 12

minutes. The calibration will restart if you activate the
switch during a calibration.

There are no diagnostics for the circuit that initiates

an oxygen calibration. If you manipulate the switch
and the system does not respond correctly, the circuit
is faulty.

The most likely cause of a faulty circuit is the switch.

The next likely cause is a problem with the wiring.
The least likely cause is a problem with the ECM.

g01045617
Illustration 104
Schematic diagram of the switch for oxygen calibration
The engine is equipped with a remote control panel that includes a status control module and air/fuel ratio control.
SENR6413-05
g01045618
Illustration 105
Schematic diagram of the switch for oxygen calibration
The engine is configured for Canadian Standards Association
(CSA). The engine is equipped with an optional remote control
panel with air/fuel ratio control.
Test Step 1. Check the Switch for Proper
Mechanical Operation
A. Set the engine control to the “OFF/RESET” mode.
B. Remove the electrical power from the engine.
C. Verify that the switch for oxygen calibration is in
the center position.
D. Move the switch to the upper position. Then
release the switch. The switch should return to
the center position.
E. Move the switch to the lower position. Then
release the switch. The switch should return to
the center position.
Expected Result:
The switch has proper mechanical operation.
Results:
• OK – The switch has proper mechanical operation.
Proceed to Test Step 2.
• Not OK – The switch does not return to the center
position.
Repair: Replace the switch. Verify that the original
problem is resolved.
STOP.
259
Troubleshooting Section
Test Step 2. Inspect the Electrical
Connectors and the Wiring
Note: For the following steps, refer to
Troubleshooting, “Inspecting Electrical Connectors”.
A. Thoroughly inspect each of the following
connectors:
• J1/P1 connectors on the ECM
• Connections for the switch for oxygen calibration
g01046658
Illustration 106
Harness side of the P1 connector
(P1-3) Ground for the sensors
(P1-28) Switch input for oxygen calibration
a. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the circuit for the
switch for oxygen calibration.
b. Check the terminal strips for corrosion and for
mechanical failure.
c. Check the harnesses and the wiring for
abrasion and for pinch points between the
switch for oxygen calibration and the ECM.
Expected Result:
The connectors, pins, and sockets are connected
properly. The terminal strips do not have corrosion or
mechanical failure. The connectors and the wiring do
not have corrosion, abrasion, or pinch points.
Results:
• OK – The components are in good condition with
proper connections. Proceed to Test Step 3.
260
Troubleshooting Section
• Not OK – The components are not in good
condition and/or at least one connection is
improper.
Repair: Perform the necessary repairs and/or
replace parts, if necessary.
STOP.
Test Step 3. Check the Signal Wire for a
Short Circuit
A. Disconnect the P1 connector.
B. Verify that the switch for oxygen calibration is in
the center position.
C. Measure the resistance between terminals J1-3
and J1-28.
Results:
• OK – The resistance is greater than 5 Ohms. The
signal wire does not have a short circuit. Proceed
to Test Step 4.
• Not OK – The resistance is less than 5 Ohms. The
signal wire has a short circuit.
Repair: The problem could be with a wire or
with the switch. Repair the wire, when possible.
Replace parts, if necessary. Verify that the problem
is resolved.
STOP.
Test Step 4. Check the Wiring for an Open
Circuit
Measure the resistance between terminals J1-3 and
J1-28. Perform the following procedure:
A. Raise the switch for oxygen calibration to the
upper position. The expected resistance value is
less than 5 Ohms.
B. Release the switch. The expected resistance
value is greater than 5 Ohms.
C. Lower the switch for oxygen calibration to the
lower position. The expected resistance value is
less than 5 Ohms.
D. Release the switch. The expected resistance
value is greater than 5 Ohms.
Results:
• OK – All of the resistance readings are correct.
The wiring does not have an open circuit and the
switch is operating correctly.
SENR6413-05
Repair: Reconnect the P1 connector. Attempt
to duplicate the original problem. If you cannot
duplicate the original problem, the problem is
resolved. The original problem was probably
caused by a poor electrical connection.
If the original problem is not resolved, proceed to
Test Step 5.
• Not OK – At least one of the resistance readings
is incorrect. The wiring has an open circuit or the
switch is faulty.
Repair: Repair the wire, when possible. Replace
parts, if necessary. Verify that the problem is
resolved.
STOP.
Test Step 5. Check the ECM
A. Temporarily install a new ECM. Refer to
Troubleshooting, “Replacing the ECM”.
B. Attempt to duplicate the original problem.
Expected Result:
The problem is resolved.
Results:
• OK – The original problem is resolved. Replacing
the ECM solved the problem. STOP.
• Not OK – The original problem remains. Replacing
the ECM did not resolve the problem.
Repair: Reinstall the original ECM. Refer to
Troubleshooting, “Replacing the ECM”.
Refer to Troubleshooting, “Inspecting Electrical
Connectors”.
STOP.
i02024649
Oxygen Sensor Signal
SMCS Code: 1096-038
System Operation Description:
The air/fuel ratio control contains two components
that work together in order to develop a signal that
represents the amount of oxygen in the exhaust.
SENR6413-05 261
Troubleshooting Section

Oxygen Sensor – The oxygen sensor contains a
heating element and a sensor. The heating element
raises the temperature of the sensor to approximately
700 °C (1292 °F). The electrical resistance of the
sensor varies according to the amount of oxygen in
the exhaust.
Oxygen Buffer – The oxygen buffer performs two
functions. The buffer provides electrical power to
the oxygen sensor’s heating element. The buffer
converts the sensor’s variable resistance into a
variable PWM signal.
Three pairs of wires run between the buffer and the
sensor.
The buffer is equipped with a diagnostic circuit that
monitors the current flow through the heater via the
VH wires. If this current is too low, the buffer assumes
that the sensor is disconnected from the buffer or that
the sensor has failed. When this occurs, the buffer
sets the PWM signal to a duty cycle of approximately
15 percent. The ECM interprets this condition as
a diagnostic condition. The ECM will generate a
diagnostic code.
Electrical power for the buffer is routed through the
contacts of a relay. The ECM energizes the relay
when the engine is running. The relay may also be
energized when the engine is not running by using
the Digital Diagnostic Tool (DDT).

VH Wires – The buffer creates a voltage of
approximately 11 VDC across the VH wires. This
voltage is for the sensor’s heating element.
VS Wires – The buffer tries to keep the voltage that
is across the VS wires at a constant value. The buffer
keeps the voltage constant by adjusting the current
flow through the IP wires.
If an incorrect PWM signal is detected by the ECM,
a diagnostic code is generated. Problems with
the oxygen sensing system must be repaired as
soon as possible because of the effects on engine
performance and on emissions.

IP Wires – The amount of current that flows through

the IP wires depends on the variable resistance of
the sensor. The current will vary from 0 mA at 0
percent of oxygen to approximately 8.7 mA at 21
percent of oxygen.

The buffer converts the variable flow of current into a

variable PWM signal. The PWM signal that is created
by the buffer has a nominal frequency of 500 Hz.
The duty cycle of the PWM signal has a range of
30 to 65 percent. The 30 percent corresponds to 0
percent of oxygen and the 65 percent corresponds
to 21 percent of oxygen. These values vary slightly
between different buffers and sensors. Every new
buffer must be calibrated. Calibration is also required
according to the engine’s Operation and Maintenance
Manual, “Maintenance Interval Schedule”. Some
applications may require more frequent calibration or
less frequent calibration.

The PWM signal is supplied to the ECM. The ECM

uses the signal to maintain the desired emissions
levels.

The sensor and the buffer provide a wet reading

that is slightly lower than a dry reading. The ECM
multiplies the wet reading by a conversion factor of
approximately 1.25 in order to obtain the reading
that is displayed on the electronic service tool. This
allows oxygen readings from the service tool to be
directly compared to dry readings from an emissions
analyzer.
262 SENR6413-05
Troubleshooting Section

g01045620
Illustration 107
Schematic diagram for the oxygen sensor
The engine is equipped with a remote control panel that includes a status control module and air/fuel ratio control.
SENR6413-05 263
Troubleshooting Section

g01045621
Illustration 108
Schematic diagram for the oxygen sensor
The engine is configured for Canadian Standards Association (CSA). The engine is equipped with an optional remote control panel with
air/fuel ratio control.

Test Step 1. Inspect the Electrical • Connections for the oxygen relay
Connectors and the Wiring
A. Set the engine control to the OFF/RESET mode.
Remove the electrical power from the engine.

Note: For the following steps, refer to

Troubleshooting, “Inspecting Electrical Connectors”.

B. Thoroughly inspect each of the following

connectors:

• Connectors for the oxygen sensor

• Connectors for the oxygen buffer
• J1/P1 connectors
264
Troubleshooting Section
g01046823
Illustration 109
Harness side of the P2 and P1 connectors
(P2-20) “Relay Driver” output
(P1-5) Oxygen signal
a. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the circuit for the
oxygen sensing system.
b. Check the harnesses and the wiring between
the components for abrasion and for pinch
points. Check the harnesses and the wiring
for abrasion and for pinch points between the
oxygen buffer and the ECM.
Expected Result:
The connectors, pins, and sockets are connected
properly. The connectors and the wiring do not have
corrosion, abrasion, or pinch points.
SENR6413-05
Results:
• OK – The components are in good condition with
proper connections. Proceed to Test Step 2.
• Not OK – The components are not in good
condition and/or at least one connection is
improper.
Repair: Perform the necessary repairs and/or
replace parts, if necessary.
STOP.
Test Step 2. Check for a Diagnostic Code
A. Connect an electronic service tool to a service
tool connector.
B. Restore the electrical power to the engine. Set the
engine control to the STOP mode.
C. Clear any diagnostic codes.
D. If the original code was generated during an
oxygen calibration, start the oxygen calibration
again.
E. If the original code was generated during engine
operation, start the engine. Attempt to repeat the
condition that generated the code. Run the engine
to full operating temperature, if necessary.
F. Look for the following diagnostic codes:
• 550-02 Noisy or Loss of Oxygen Signal
• 551-01 Oxygen Sensor not connected to buffer
• 554-11 Oxygen Signal missing during O2
calibration step
• 555-02 Noisy Oxygen signal
Expected Result:
None of the above codes are activated.
Results:
• No codes – There are no codes for the oxygen
sensing system.
Repair: The problem was probably caused by a
poor electrical connection.
STOP.
• 550-02 Code – Proceed to Test Step 3.
• 551-01 Code – Proceed to Test Step 13.
SENR6413-05
• 554-11 Code – Proceed to Test Step 3.
• 555-02 Code – Proceed to Test Step 3.
Test Step 3. Check for a PWM Signal at
the ECM
A. Use a multimeter that is capable of measuring
the duty cycle of a signal. Connect the negative
lead of the multimeter to ground. Use a 7X-1710
Multimeter Probe in order to connect the positive
lead to terminal P1-5.
B. Turn on the oxygen sensing system by one of the
following methods.
a. If you are using the DDT, press the “MODE” key
until the “O2/TEST MENU” is displayed. Press
the “FUNC” key until “OXYGEN POWER” is
displayed. Press the “ALT1” key. Then press
the “ENTER” key.
b. If you are not using a DDT, start the engine.
C. Measure the duty cycle of the oxygen signal.
Expected Result:
The duty cycle is between 30 and 80 percent.
Results:
• OK – The duty cycle of the signal is within the
specified range. However, there is a diagnostic
code for the oxygen sensing system.
Repair: Replace the ECM. Refer to
Troubleshooting, “Replacing the ECM”.
STOP.
• Not OK – The duty cycle is between 10 and 20
percent.
Repair: Verify that the oxygen sensor is connected
to the oxygen buffer.
Proceed to Test Step 13 if the problem is not
resolved.
• Not OK – The duty cycle is zero.
Repair: If you are using a DDT in order to turn
on the oxygen sensing system, do not turn off the
oxygen sensing system. If the engine is running,
do not shut off the engine.
Proceed to Test Step 4.
265
Troubleshooting Section
Test Step 4. Check the Operating Voltage
at the Buffer’s Electrical Connector
Note: This Test Step may generate additional
diagnostic codes. Ignore the additional codes and
clear the codes when this procedure is complete.
A. Disconnect the 3-pin connector for the oxygen
buffer.
B. Measure the voltage between terminals A and B
on the harness connector for the buffer.
Expected Result:
The voltage is approximately equal to the battery
voltage.
Results:
• OK – The operating voltage at the buffer’s
electrical connector is correct. Reconnect the
buffer’s 3-pin connector.
Repair: Turn off the oxygen sensing system by
the appropriate method.
If you are using a DDT, press the “MODE” key
until the “O2/TEST MENU” is displayed. Press the
“FUNC” key until “OXYGEN POWER” is displayed.
Press the “ALT1” key. Then press the “ENTER” key.
If the engine is running, shut down the engine.
Proceed to Test Step 5.
• Not OK – The operating voltage at the buffer’s
electrical connector is incorrect.
Repair: Reconnect the buffer’s 3-pin connector.
If you are using a DDT in order to turn on the
oxygen sensing system, do not turn off the oxygen
sensing system. If the engine is running, do not
shut down the engine.
Proceed to Test Step 7.
Test Step 5. Check the Signal Wire for an
Open Circuit
A. Set the engine control to the “OFF/RESET” mode.
Remove the electrical power from the engine.
B. Disconnect the P1 connector.
C. Disconnect the buffer’s 3-pin connector.
D. Measure the resistance between terminal C of
the harness connector for the buffer and terminal
P1-5.
266 SENR6413-05
Troubleshooting Section

Expected Result: Test Step 7. Check for Voltage at the

“Relay Driver Output” of the ECM
The resistance is less than 5 Ohms.
Use a voltmeter and a 7X-1710 Multimeter Probe
Results: in order to measure the voltage between terminal
P2-20 and ground.
• OK – The signal wire has continuity. Proceed to
Test Step 6. Expected Result:

• Not OK – The resistance is greater than 5 Ohms.
The signal wire has an open circuit.
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the problem is resolved.
STOP.
Test Step 6. Check the Signal Wire for a
Short Circuit
The voltage is greater than 10 VDC.
Results:
• OK – When the oxygen sensing system is turned
on, the voltage on terminal P2-20 is greater than
10 VDC. Proceed to Test Step 8.
• Not OK – When the oxygen sensing system is
turned on, the voltage on terminal P2-20 is less
than 10 VDC. Proceed to Test Step 11.

A. Disconnect the P2 connector. Test Step 8. Check for Voltage at the

Relay’s Coil
B. Measure the resistance between terminal P1-5
and all of the remaining terminals in the P1
connector.

C. Measure the resistance between terminal P1-5

and all of the terminals in the P2 connector.

Expected Result:

All of the resistance measurements are greater than

5 Ohms.

Results:

• OK – The signal wire does not have a short circuit.

Repair: Reconnect the P1 and P2 connectors.
Reconnect the buffer’s 3-pin connector.

Start the engine. Check for a diagnostic code for

the oxygen sensing system. If there are no codes,
the problem is resolved. The original problem was
probably caused by a poor electrical connection.

If the problem is not resolved, proceed to Test Step

13.

• Not OK – The signal wire has a short circuit.

g01046982
Illustration 110
Repair: Repair the connection and/or the wire, Relays
when possible. Replace parts, if necessary. Verify
(A) Relay for Canadian Standards Association
that the problem is resolved. (B) Typical relay
(X) Terminals for the relay’s coil
STOP. (Y) Terminals for the relay’s switch contacts
(LED) Indicator

A. Measure the voltage across the terminals for the

relay’s coil.
SENR6413-05 267
Troubleshooting Section

Expected Result: B. Connect the multimeter’s positive lead to a

terminal for a switch contact. Select the terminal
The voltage is greater than 10 VDC. that is connected to the end of the wire that
provides +Battery to the relay’s switch contact.
Results: For CSA, the wire is labelled “P44A-RD”. For all
other engines, the wire is labelled “S512-RD”.
• OK – The voltage at the relay’s coil is correct.
Proceed to Test Step 9. C. Measure the voltage at the terminal.

• Not OK – The voltage at the relay’s coil is not Expected Result:

correct.
The voltage is approximately equal to the battery
Repair: There is a problem with the wiring for the voltage.
relay’s coil. The problem could be with the wiring
on either side of the coil. Results:

Refer to the appropriate electrical schematic.
Repair the connection and/or the wire, when
possible. Replace parts, if necessary. Verify that
the problem is resolved.
STOP.
Test Step 9. Check for +Battery at the
Relay’s Switch Contact
A. Connect the multimeter’s negative lead to ground.
• OK – +Battery voltage is at the relay terminal.
Proceed to Test Step 10.
• Not OK – +Battery voltage is not at the relay
terminal. There is an open circuit in wiring between
the +Battery and the terminal for the relay’s switch
contact.
Repair: Refer to the appropriate electrical
schematic. Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the problem is resolved.

STOP.

Test Step 10. Check the Output of the

Relay
A. Connect the multimeter’s negative lead to ground.

g01046982
Illustration 111
Relays
(A) Relay for Canadian Standards Association
(B) Typical relay
(X) Terminals for the relay’s coil
(Y) Terminals for the relay’s switch contacts
(LED) Indicator
268 SENR6413-05
Troubleshooting Section

• Not OK – +Battery voltage is not at the relay

terminal. There is +Battery voltage at only one
switch contact for the relay. There is a problem
with the relay.

Repair: Replace the relay. Verify that the problem

is resolved.

STOP.

Test Step 11. Check the Relay’s Coil

A. Verify that the electrical power is removed from
the engine.

g01046982
Illustration 112
Relays
(A) Relay for Canadian Standards Association
(B) Typical relay
(X) Terminals for the relay’s coil
(Y) Terminals for the relay’s switch contacts
(LED) Indicator

B. Connect the multimeter’s positive lead to a

terminal for a switch contact. Select the terminal
that is connected to the end of the wire that
provides +Battery to the oxygen buffer. For CSA,
the wire is labelled “S510-RD”. For all other
engines, the wire is labelled “S511-RD”.
g01046982
Illustration 113
C. Measure the voltage at the terminal.
Relays
Results: (A) Relay for Canadian Standards Association
(B) Typical relay
(X) Terminals for the relay’s coil
• OK – +Battery voltage is at the relay terminal. (Y) Terminals for the relay’s switch contacts
There is +Battery voltage at both of the switch (LED) Indicator
contacts for the relay. The relay’s switch contacts
have continuity. B. Disconnect the wires from each of the terminals
for the relay’s coil.
Repair: There is a problem with the +Battery wiring
between the relay and the buffer. C. Measure the resistance of the relay’s coil.
Refer to the appropriate electrical schematic. Expected Result:
Repair the connection and/or the wire, when
possible. Replace parts, if necessary. Verify that The resistance of the coil is not a short circuit. The
the problem is resolved. resistance of the coil is not an open circuit.
STOP.
SENR6413-05
Results:
• OK – The relay’s coil is not a short circuit. The
relay’s coil is not an open circuit. Proceed to Test
Step 12.
• Not OK – The relay’s resistance is incorrect.
Repair: Replace the relay. Verify that the problem
is resolved.
STOP.
Test Step 12. Check the Continuity of the
Wiring Between the ECM and the Relay
A. Disconnect the P2 connector.
B. Identify the wire that provides the “Relay Driver”
command to the relay. For CSA, the wire is
labelled “M380-RD”. For all other configurations,
the wire is labelled “M380-RD”.
C. Measure the resistance between terminal P2-20
and the end of the wire.
Expected Result:
The resistance is less than 5 Ohms.
Results:
• OK – The wiring between the ECM and the relay
has continuity.
Repair: Perform the following procedure:
1. Reconnect the wires to the appropriate
terminals on the relay.
2. Reconnect the P2 connector.
3. Attempt to repeat the condition that generated
the code. Run the engine to full operating
temperature, if necessary.
If the problem is resolved, the problem was
probably caused by a poor electrical connection.
STOP
4. If the problem is not resolved, replace the ECM.
Refer to Troubleshooting, “Replacing the ECM”.
STOP.
• Not OK – The wiring between the ECM and the
relay has an open circuit.
269
Troubleshooting Section
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary.
Reconnect all of the wiring to the appropriate
terminals. Verify that the problem is resolved.
STOP.
Test Step 13. Check the Oxygen Sensor
During operation, the oxygen sensor may reach
temperatures that exceed 700 °C (1292 °F). Severe
personal injury and property damage will result
from contact with a hot oxygen sensor.
Do not touch the sensor during engine operation,
calibration, or testing. Allow the sensor to cool
before moving the sensor. Wear gloves that resist
heat. Do not place the sensor on or near any
flammable material or any surface that can be
damaged by high temperatures.
A. Temporarily install an oxygen sensor that is known
to be good.
B. Verify that the problem is resolved with the new
sensor.
Results:
• OK – The problem is resolved with the new sensor.
Repair: Calibrate the oxygen sensor. Refer to
Troubleshooting, “Oxygen Sensor - Calibrate”.
STOP.
• Not OK – The problem is not resolved with the
new sensor.
Repair: Reinstall the original sensor.
Proceed to Test Step 14.
Test Step 14. Check the Oxygen Buffer
A. Temporarily install a new oxygen buffer.
B. Calibrate the oxygen sensor. Refer to
Troubleshooting, “Oxygen Sensor - Calibrate”.
C. Verify that the problem is resolved.
Expected Result:
The problem is resolved.
Results:
• OK – Replacing the oxygen buffer solved the
problem. STOP.
270 SENR6413-05
Troubleshooting Section

• Not OK – Replacing the oxygen buffer did not

solve the problem. There is a problem with the
wiring.

Repair: Refer to Troubleshooting, “Inspecting

Electrical Connectors.”.

STOP.

i02024652

Propane Switch
SMCS Code: 7332-038

System Operation Description:

The control module for the Electronic Ignition System

has an input that provides different ignition timing.
The control module retards the timing by 10 degrees
when the input is connected to ground. This allows
the engine to operate on a different fuel, such as
propane, that requires a different timing.

When this input is connected to ground, a 330-11

diagnostic code is activated.

g01045624
Illustration 114
Schematic diagram for the propane input switch
SENR6413-05 271
Troubleshooting Section

g01045625
Illustration 115
Schematic diagram for the propane input switch
The engine is configured for Canadian Standards Association (CSA).

Test Step 1. Inspect the Electrical

Connectors and the Wiring
A. Set the engine control to the OFF/RESET mode.
Remove the electrical power from the engine.

Note: For the following steps, refer to

Troubleshooting, “Inspecting Electrical Connectors”.

B. Thoroughly inspect each of the following

connectors:

• EIS connectors for the control module

• Connections for the equipment that provides
the input for retarding the timing

g01047023
Illustration 116
Harness side of the EIS connector
(EISC-B) −Battery
(EISC-j) Input for retarding the timing

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

wires that are associated with the circuit for
retarding the timing.

b. Check the terminal strips for corrosion and for

mechanical failure.
272
Troubleshooting Section
c. If the engine is equipped for CSA, check the
harnesses and the wiring for abrasion and
for pinch points between the equipment that
provides the input for retarding the timing and
the control module.
Expected Result:
The connectors, pins, and sockets are connected
properly. The terminal strips do not have corrosion or
mechanical failure. The connectors and the wiring do
not have corrosion, abrasion, or pinch points.
Results:
• OK – The components are in good condition with
proper connections. If the timing is not retarded
and the timing should be retarded, proceed to Test
Step 2. If the timing is retarded and the timing
should not be retarded, proceed to Test Step 3.
• Not OK – The components are not in good
condition and/or at least one connection is
improper.
Repair: Perform the necessary repairs and/or
replace parts, if necessary.
STOP.
Test Step 2. Check for an Open Circuit
A. Verify that the equipment that provides a ground
for the retarding of the timing is activated. The
equipment could be a switch, a relay, or a jumper
wire.
B. Disconnect the EIS connector.
C. Check for continuity between terminals EISC-B
and EISC-j.
Expected Result:
The circuit has continuity.
Results:
• OK – The circuit has continuity. Proceed to Test
Step 4.
• Not OK – The circuit is open.
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary.
STOP.
SENR6413-05
Test Step 3. Check for a Short Circuit
A. Verify that the equipment that provides a ground
for the retarding of the timing is not activated. The
equipment could be a switch, a relay, or a jumper
wire.
B. Disconnect the EIS connector.
C. Check for continuity between terminals EISC-B
and EISC-j.
Expected Result:
The circuit is open.
Results:
• OK – The circuit is open. Proceed to Test Step 4.
• Not OK – There is a short circuit.
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary.
STOP.
Test Step 4. Perform a Self Test of the EIS
Control Module
A. Perform the self test for the EIS control module.
Refer to Troubleshooting, “Control Module Self
Test”.
Expected Result:
The self test was successful.
Results:
• OK – The self test was successful.
Repair: If the problem persists, refer to
Troubleshooting, “Inspecting Electrical
Connectors”.
STOP.
• Not OK – The self test was not successful.
Repair: Perform the corrective action that is
appropriate for the fault. Refer to Troubleshooting,
“Control Module Self Test”. Verify that the original
problem is resolved.
STOP.
SENR6413-05 273
Troubleshooting Section

i02024655

Shutdown Lamp
SMCS Code: 7431-038

System Operation Description:

The output for the shutdown lamp indicates that the

control module for the Electronic Ignition System
(EIS) has terminated the ignition due to a problem
with the engine.

The control module can sink a maximum of 200

mA of current through this output. A flyback diode
is included in the internal circuit. The diode protects
the module from voltage spikes that can occur when
a relay is activated.

The device that is connected to the output can be

the coil of a relay, an indicator lamp, or an LED. The
other side of the output device must be connected
to the +Battery.

The output is protected against a short circuit to the

+Battery and to the −Battery. If the output circuit has
a fault, the engine will continue to run. The control
module monitors the output for these faults:

An Open Circuit – The control module detects this

fault when the engine is running and when the engine
is not running. The output device will not activate. A
323-05 diagnostic code will be generated. The output
for the warning lamp will also be activated.

Short to −Battery – The control module detects this

fault when the engine is running and when the engine
is not running. The output device is always activated.
A 323-05 diagnostic code will be generated. The
output for the warning lamp will also be activated.

Short to +Battery – The control module detects this

fault only when the engine is running. The current
flow through the circuit will be limited to 200 mA. The
output device will not activate. A 323-03 diagnostic
code will be generated. The output for the warning
lamp will not be activated.

The most likely cause of a faulty circuit is a problem

with the wiring. The next likely cause is a problem
with the output device. The least likely cause is a
problem with the EIS control module.
274 SENR6413-05
Troubleshooting Section

g01045635
Illustration 117
Schematic diagram of the output for the shutdown lamp
The engine is equipped with a remote control panel that includes a status control module and air/fuel ratio control.
SENR6413-05
g01045636
Illustration 118
Schematic diagram of the output for the shutdown lamp
The engine is configured for Canadian Standards Association
(CSA).
Test Step 1. Inspect the Electrical
Connectors and the Wiring
A. Set the engine control to the OFF/RESET mode.
Remove the electrical power from the engine.
Note: For the following steps, refer to
Troubleshooting, “Inspecting Electrical Connectors”.
B. Thoroughly inspect each of the following
connectors:
• EIS connectors on the control module
• Connections for the equipment that is connected
to the output for the shutdown lamp
275
Troubleshooting Section
g01047029
Illustration 119
Harness side of the EIS connector
(EISC-D) Output for the shutdown lamp
a. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the output for the
shutdown lamp.
b. Check the terminal strips for corrosion and for
mechanical failure.
c. If the engine is equipped for CSA, check the
harnesses and the wiring for abrasion and
for pinch points between the device that is
connected to the output and the control module.
Expected Result:
The connectors, pins, and sockets are connected
properly. The terminal strips do not have corrosion or
mechanical failure. The connectors and the wiring do
not have corrosion, abrasion, or pinch points.
Results:
• OK – The components are in good condition with
proper connections.
• Not OK – The components are not in good
condition and/or at least one connection is
improper.
Repair: Perform the necessary repairs and/or
replace parts, if necessary.
STOP.
Test Step 2. Check for an Open Circuit
A. Disconnect the EIS connector.
276
Troubleshooting Section
B. At the output device, identify the wire that runs to
the EIS control module. Disconnect the end of the
wire from the device. This will isolate the wire.
C. Check the continuity of the wiring between
terminal EISC-D and the end of the wire that was
removed from the output device.
Expected Result:
The wiring has continuity.
Results:
• OK – The wiring has continuity.
Repair: Perform the following procedure:
1. Check the continuity of the output device. If the
output device does not have continuity, replace
the output device. STOP.
2. Check the continuity of the wiring between the
output device and +Battery. If the wiring does
not have continuity, repair the wiring or replace
the wiring. STOP.
3. Reconnect the end of the wire to the output
device. Restore electrical power to the engine
and check the operation of the output for the
shutdown lamp. If the output operates correctly,
the problem is resolved. STOP.
If the output does not operate correctly, proceed
to Test Step 3.
• Not OK – The wiring does not have continuity.
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the problem is resolved.
STOP.
Test Step 3. Check for a Short Circuit
A. Verify that electrical power is removed from the
engine.
B. Verify that the EIS connector is disconnected.
C. At the output device, identify the wire that runs to
the EIS control module. Disconnect the end of the
wire from the device. This will isolate the wire.
D. Measure the resistance between terminal EISC-D
and all of the other terminals on the EIS connector.
Expected Result:
All of the measurements indicate an open circuit.
SENR6413-05
Results:
• OK – All of the measurements indicate an open
circuit.
Repair: Perform the following procedure:
1. Check the output device for a short circuit. If the
output device has a short circuit, replace the
output device. STOP.
2. If the output device does not have a short circuit,
reconnect all of the wiring and the connectors.
3. Restore the electrical power to the engine.
Determine if the problem is resolved. If the
problem is resolved, STOP.
If the problem is not resolved, proceed to Test
Step 4.
Test Step 4. Perform a Self Test of the EIS
Control Module
A. Perform the self test for the EIS control module.
Refer to Troubleshooting, “Control Module Self
Test”.
Expected Result:
The self test was successful.
Results:
• OK – The self test was successful.
Repair: If the problem persists, refer to
Troubleshooting, “Inspecting Electrical
Connectors”.
STOP.
• Not OK – The self test was not successful.
Repair: Perform the corrective action that is
appropriate for the fault. Refer to Troubleshooting,
“Control Module Self Test”. Verify that the original
problem is resolved.
STOP.
SENR6413-05 277
Troubleshooting Section

i02024657

Shutdown Relay
SMCS Code: 4493-038

System Operation Description:

The control module for the Electronic Ignition System

(EIS) activates the output for the shutdown relay
when the engine must be shut down due to an
undesirable condition.

The control module can sink a maximum of 200 mA

through this output. A flyback diode is included in
the internal circuit. The diode protects the module
from voltage spikes that can occur when a relay is
activated.

The device that is connected to the output can be a

relay or another module. If the engine is equipped
with a Status Control Module (SCM), this output is
connected to an input on the SCM. The SCM will stop
the flow of fuel when this output is activated.

If this output is connected to the coil of a relay,

the other side of the coil must be connected to the
+Battery.

The control module monitors the output for these

faults:

An Open Circuit – The control module detects this

fault when the engine is running and when the engine
is not running. If the engine is not running, the engine
will not start. If the engine is running, the control
module will signal for a shutdown, but the engine
will not shut down. A 322-05 diagnostic code will be
generated. The output for the warning lamp will also
be activated.

Short to −Battery – The control module detects this

fault when the engine is running and when the engine
is not running. The control module will signal for a
shutdown and the engine will shut down. A 322-05
diagnostic code will be generated. The output for the
warning lamp will also be activated.

Short to +Battery – The control module detects this

fault only when the engine is running. The control
module will terminate the ignition and the engine
will shut down. A 322-03 diagnostic code will be
generated. The output for the warning lamp will not
be activated.

The most likely cause of a faulty circuit is a problem

with the wiring. The next likely cause is a problem
with the output device. The least likely cause is a
problem with the EIS control module.
278 SENR6413-05
Troubleshooting Section

g01045640
Illustration 120
Schematic diagram of the output for the shutdown relay
The engine is equipped with a remote control panel that includes a status control module.

g01045641
Illustration 121
Schematic diagram of the output for the shutdown relay
The engine is configured for Canadian Standards Association (CSA).

Test Step 1. Inspect the Electrical • EIS connectors on the control module
Connectors and the Wiring
• Connections for the equipment that is connected
A. Set the engine control to the OFF/RESET mode. to the output for the shutdown relay
Remove the electrical power from the engine.

Note: For the following steps, refer to

Troubleshooting, “Inspecting Electrical Connectors”.

B. Thoroughly inspect each of the following

connectors:
SENR6413-05 279
Troubleshooting Section

B. At the output device, identify the wire that runs to

the EIS control module. If the engine is equipped
with a SCM, the wire is connected to terminal 15
on the back of the SCM. Disconnect the end of the
wire from the device. This will isolate the wire.

C. Check the continuity of the wiring between

terminal EISC-F and the end of the wire that was
disconnected from the output device.

Expected Result:

The wiring has continuity.

Results:

• OK – The wiring has continuity. Proceed to Test

Step 4.

• Not OK – The wiring does not have continuity.

Illustration 122
g01047042 Repair: Repair the connection and/or the wire,
Harness side of the EIS connector
when possible. Replace parts, if necessary. Verify
that the problem is resolved.
(EISC-F) Output for the shutdown relay
STOP.
a. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the output for the Test Step 3. Check the Wiring from the
shutdown relay. Output Device to the +Battery for an
Open Circuit
b. Check the terminal strips for corrosion and for
mechanical failure. A. Check the wiring that runs between the output
device and the +Battery for an open circuit.
c. If the engine is equipped for CSA, check the
harnesses and the wiring for abrasion and Expected Result:
for pinch points between the device that is
connected to the output and the control module. The wiring has continuity.
Expected Result: Results:
The connectors, pins, and sockets are connected
properly. The terminal strips do not have corrosion or
• OK – The wiring has continuity. Proceed to Test
Step 4.
mechanical failure. The connectors and the wiring do
not have corrosion, abrasion, or pinch points.
• Not OK – The wiring is an open circuit.
Results: Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
• OK – The components are in good condition with that the problem is resolved.
proper connections.
STOP.
• Not OK – The components are not in good
condition and/or at least one connection is Test Step 4. Check for a Short Circuit
improper.
A. Measure the resistance between terminal EISC-F
Repair: Perform the necessary repairs and/or and all of the other terminals on the EIS connector.
replace parts, if necessary.
Expected Result:
STOP.
All of the measurements indicate an open circuit.
Test Step 2. Check for an Open Circuit
A. Disconnect the EIS connector.
280
Troubleshooting Section
Results:
• OK – All of the measurements indicate an open
circuit.
Repair: Perform the following procedure:
1. Temporarily install a new output device. The
output device may be a relay or a SCM.
2. Restore the electrical power to the engine.
Determine if the problem is resolved. If the
problem is resolved, STOP.
If the problem is not resolved, reinstall the original
output device. Proceed to Test Step 5.
Test Step 5. Perform a Self Test of the EIS
Control Module
A. Perform the self test for the EIS control module.
Refer to Troubleshooting, “Control Module Self
Test”.
Expected Result:
The self test was successful.
Results:
• OK – The self test was successful.
Repair: If the problem persists, refer to
Troubleshooting, “Inspecting Electrical
Connectors”.
STOP.
• Not OK – The self test was not successful.
Repair: Perform the corrective action that is
appropriate for the fault. Refer to Troubleshooting,
“Control Module Self Test”. Verify that the original
problem is resolved.
STOP.
i02024659
Warning Lamp Circuit - Test
SMCS Code: 7431-038
System Operation Description:
The output for the warning lamp indicates that the
control module for the Electronic Ignition System
(EIS) has detected a condition that requires the
notification of the operator. Typically, this output is
connected to a yellow lamp.
SENR6413-05
When the control module is retarding the timing due
to detonation, the control module activates this output
continuously. When the control module detects a
warning condition, this output is pulsed.
The control module can sink a maximum of 200
mA of current through this output. A flyback diode
is included in the internal circuit. The diode protects
the module from voltage spikes that can occur when
a relay is activated.
The device that is connected to this output can be an
indicator lamp or the coil of a relay. The other side of
the output device must be connected to the +Battery.
The output is protected against a short circuit to the
+Battery and to the −Battery. If the output circuit has
a fault, the engine will continue to run. The control
module monitors the output for these faults:
An Open Circuit – The control module detects this
fault when the engine is running and when the engine
is not running. The output device will not activate. A
324-05 diagnostic code will be generated.
Short to −Battery – The control module detects this
fault when the engine is running and when the engine
is not running. The output device is always activated.
A 324-05 diagnostic code will be generated.
Short to +Battery – The control module detects this
fault only when the module activates the output. The
current flow through the circuit will be limited to 200
mA. The output device will not activate. A 324-03
diagnostic code will be generated.
The most likely cause of a faulty circuit is a problem
with the wiring. The next likely cause is a problem
with the output device. The least likely cause is a
problem with the EIS control module.
SENR6413-05 281
Troubleshooting Section

g01045652
Illustration 123
Schematic diagram of the output for the warning lamp
The engine is equipped with a remote control panel that includes a status control module.
282
Troubleshooting Section
g01045653
Illustration 124
Schematic diagram of the output for the warning lamp
The engine is configured for Canadian Standards Association
(CSA).
Test Step 1. Inspect the Electrical
Connectors and the Wiring
A. Set the engine control to the OFF/RESET mode.
Remove the electrical power from the engine.
Note: For the following steps, refer to
Troubleshooting, “Inspecting Electrical Connectors”.
B. Thoroughly inspect each of the following
connectors:
• EIS connectors on the control module
• Connections for the equipment that is connected
to the output for the warning lamp
SENR6413-05
g01047061
Illustration 125
Harness side of the EIS connector
(EISC-C) Output for the warning lamp
a. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the output for
the warning lamp.
b. Check the terminal strips for corrosion and for
mechanical failure.
c. If the engine is equipped for CSA, check the
harnesses and the wiring for abrasion and
for pinch points between the device that is
connected to the output and the control module.
Expected Result:
The connectors, pins, and sockets are connected
properly. The terminal strips do not have corrosion or
mechanical failure. The connectors and the wiring do
not have corrosion, abrasion, or pinch points.
Results:
• OK – The components are in good condition with
proper connections.
• Not OK – The components are not in good
condition and/or at least one connection is
improper.
Repair: Perform the necessary repairs and/or
replace parts, if necessary.
STOP.
SENR6413-05
Test Step 2. Check for an Open Circuit
A. Disconnect the EIS connector.
B. At the output device, identify the wire that runs to
the EIS control module. Disconnect the end of the
wire from the device. This will isolate the wire.
C. Check the continuity of the wiring between
terminal EISC-C and the end of the wire that was
removed from the output device.
Expected Result:
The wiring has continuity.
Results:
• OK – The wiring has continuity.
Repair: Perform the following procedure:
1. Check the continuity of the output device. If the
output device does not have continuity, replace
the output device. STOP.
2. Check the continuity of the wiring between the
output device and +Battery. If the wiring does
not have continuity, repair the wiring or replace
the wiring. STOP.
3. Reconnect the end of the wire to the output
device. Restore electrical power to the engine
and check the operation of the output for the
warning lamp. If the output operates correctly,
the problem is resolved. STOP.
If the output does not operate correctly, proceed
to Test Step 3.
• Not OK – The wiring does not have continuity.
Repair: Repair the connection and/or the wire,
when possible. Replace parts, if necessary. Verify
that the problem is resolved.
STOP.
Test Step 3. Check for a Short Circuit
A. Verify that electrical power is removed from the
engine.
B. Verify that the EIS connector is disconnected.
C. At the output device, identify the wire that runs to
the EIS control module. Disconnect the end of the
wire from the device. This will isolate the wire.
D. Measure the resistance between terminal EISC-C
and all of the other terminals on the EIS connector.
283
Troubleshooting Section
Expected Result:
All of the measurements indicate an open circuit.
Results:
• OK – All of the measurements indicate an open
circuit.
Repair: Perform the following procedure:
1. Check the output device for a short circuit. If the
output device has a short circuit, replace the
output device. STOP.
2. If the output device does not have a short circuit,
reconnect all of the wiring and the connectors.
3. Restore the electrical power to the engine.
Determine if the problem is resolved. If the
problem is resolved, STOP.
If the problem is not resolved, proceed to Test
Step 4.
Test Step 4. Perform a Self Test of the EIS
Control Module
A. Perform the self test for the EIS control module.
Refer to Troubleshooting, “Control Module Self
Test”.
Expected Result:
The self test was successful.
Results:
• OK – The self test was successful.
Repair: If the problem persists, refer to
Troubleshooting, “Inspecting Electrical
Connectors”.
STOP.
• Not OK – The self test was not successful.
Repair: Perform the corrective action that is
appropriate for the fault. Refer to Troubleshooting,
“Control Module Self Test”. Verify that the original
problem is resolved.
STOP.
284 SENR6413-05
Troubleshooting Section

Calibration Procedures D. Make sure that the hole in the flywheel housing
for the transducer is not aligned with the timing
hole in the flywheel. Remove the protective end
i02024503 cap from the 6V-2197 Magnetic Transducer.
Insert the transducer into the adapter until the
Engine Speed/Timing Sensor - transducer contacts the surface of the flywheel.
Calibrate Tighten the nut on the adapter in order to secure
the transducer in place. Rotate the entire adapter
SMCS Code: 1912-524 between one quarter turn and one half turn
counterclockwise. This will move the transducer
System Operation Description: away from the surface of the flywheel by a small
amount.
The EIS control module has the ability to calibrate
the mechanical differences between the Top Center
(TC) of the flywheel and the TC of the timing gear on
the left rear camshaft gear. A magnetic transducer
signals the TC of the flywheel to the control module
when the TC hole on the flywheel passes beneath the
transducer. The engine speed/timing sensor signals
the TC of the timing gear to the control module. Any
offset between the TC of the flywheel and the TC of
the timing gear is stored into memory.

Calibration of the timing is required only after the

following circumstances:

• The EIS control module has been replaced.

• The timing gear and/or the rear gear train have
been adjusted.

• The timing gear and/or the rear gear train have

been replaced.

The calibration procedure is initiated with an

electronic service tool. Either the Digital Diagnostic
Tool (DDT) or the Caterpillar Electronic Technician
(ET) may be used to perform the calibration.

Test Step 1. Install the Transducer and

the Harnesses
A. Set the engine control to the OFF mode.

B. Remove the electrical power from the engine.

C. Remove the timing calibration plug from the right

side of the flywheel housing. Install the 6V-3093
Transducer Adapter into the hole.

NOTICE
The timing hole in the flywheel must not be aligned
with the hole for the transducer. The transducer will
be damaged on engine start-up if the transducer is
installed through both holes. Rotate the flywheel for
more than 10 degrees before or after the TC position
in order to move the flywheel hole away from the hole
for the transducer. Always confirm that the holes are
not aligned.
SENR6413-05
Illustration 126
Configuration of the harnesses for calibrating the timing
(A) DDT (B) Cat ET
E. Refer to Illustration 126. Perform the following
steps in order to connect the harnesses:
a. Connect one end of the 7X-1695 Cable to the
transducer.
b. Connect the other end of the 7X-1695 Cable
to the 7X-1395 Cable Adapter.
c. Connect the other end of the 7X-1395 Cable
Adapter to the harness for the service tool.
d. Connect the harness for the service tool to the
engine mounted terminal box or to the service
tool connector on the engine harness.
Note: Do not connect the harness for the service
tool to the remote control panel. The calibration
will fail if the harness for the service tool is connected
to the remote control panel. The remote control panel
does not contain the wiring for the signal from the
transducer.
285
Troubleshooting Section
g01045459
F. Connect an electronic service tool to the harness
for the service tool.
Expected Result:
The harnesses are connected properly.
Results:
• OK – The harnesses are connected properly. If
you are using the DDT, proceed to Test Step 2. If
you are using Cat ET, proceed to Test Step 3.
• Not OK – The harnesses are not connected
properly.
Repair: Connect the harnesses properly. Then,
continue with this procedure.
If you are using the DDT, proceed to Test Step 2. If
you are using Cat ET, proceed to Test Step 3.
286
Troubleshooting Section
Test Step 2. Perform the Calibration with
the DDT
Note: A two-step process is used to calibrate
the signal for the speed/timing sensor. The new
timing reference is calculated first. The reference is
based on the signals from the transducer and the
speed/timing sensor. Next, the new timing reference
is programmed into the memory of the EIS control
module.
A. Restore the electrical power to the engine.
B. Set the engine control to the “STOP” mode.
C. Verify that the DDT is communicating with the EIS
control module.
D. Start the engine. Operate the engine at a constant
speed between 900 and 1200 rpm. Place the
engine under minimal load.
E. Press the “MODE” key until “TIMING MENU” is
displayed.
F. Press the “FUNC” key until “CAL/TIMING PRESS
ALT1 KEY” is displayed.
Note: The “WARNING” lamp and the “SHUTDOWN”
lamp will be continuously illuminated during the
calibration. The engine will not shut down.
G. Press the “ALT1” key in order to start the
calibration.
Expected Result:
The DDT displays “OK”. The calibration was
successful.
Results:
• OK – The calibration was successful.
Repair: Perform the following steps:
1. Shut down the engine.
2. Clear any diagnostic codes.
3. Remove the electrical power from the engine.
4. Disconnect the harnesses. Store the harnesses
in a clean, dry environment.
Note: The timing probe may be warm.
5. Loosen the locknut on the 6V-3093 Transducer
Adapter. Carefully slide the probe out of the
adapter. Install the protective cap onto the end
of the probe.
SENR6413-05
Note: Do not leave the probe in the flywheel housing.
The heat will damage the probe.
6. Replace the timing calibration plug.
STOP.
• Not OK – The calibration was not successful.
Repair: Perform the following steps:
1. Verify that the engine rpm was stable during the
calibration (± 50 rpm). Verify that there are no
active diagnostic codes which can prevent the
calibration. Repeat the calibration procedure.
2. If the calibration is still unsuccessful, check the
installation of the tools and check the operation
of the tools. Check the 7X-1695 Cable for
continuity. Verify that the transducer is not
bent, open, or shorted internally. Repeat the
calibration procedure.
3. If the calibration was still unsuccessful, inspect
the flywheel. Turn the flywheel and inspect the
flywheel for nicks and for scratches. Be sure
to check the path of the flywheel beneath the
calibration hole. Repair any damage and repeat
the calibration procedure.
4. Excessive backlash in the gear train will cause
inconsistent timing. Refer to Disassembly and
Assembly for identifying and repairing a gear
train problem. Repeat the calibration procedure.
5. Perform a self test of the EIS control module.
Refer to Troubleshooting, “Control Module
Self Test”. Replace the control module if the
module fails the self test. Repeat the calibration
procedure.
STOP.
Test Step 3. Perform the Calibration with
Cat ET
Note: A two-step process is used to calibrate
the signal for the speed/timing sensor. The new
timing reference is calculated first. The reference is
based on the signals from the transducer and the
speed/timing sensor. Next, the new timing reference
is programmed into the memory of the EIS control
module.
A. Restore the electrical power to the engine.
B. Set the engine control to the “STOP” mode.
C. Verify that Cat ET is communicating with the EIS
control module.
SENR6413-05
D. Start the engine. Operate the engine at a constant
speed between 900 and 1200 rpm. Place the
engine under minimal load.
E. Select “Service” from the main menu on Cat ET.
Select “Calibrations” from the drop-down menu.
Select “Timing Calibration”.
F. Use either of the following methods in order to
initiate the calculation of the new timing reference:
• Press the space bar on the keyboard of the PC.
• Click the left mouse button on the “Continue”
button in the lower left corner of the Cat ET
screen.
Cat ET will indicate “Please wait...Calculating the
new Timing Reference”. After a few moments,
Cat ET will display “The ECM has calculated the
Timing Reference” and “Choose the Continue
button to program the Timing Reference”.
G. Use either of the following methods in order to
program the new timing reference:
• Press the space bar on the keyboard of the PC.
• Click the left mouse button on the “Continue”
button in the lower left corner of the Cat ET
screen.
Expected Result:
After a few moments, Cat ET will display
“CALIBRATION SUCCESSFUL”.
Results:
• OK – The calibration was successful.
Repair: Perform the following steps:
1. Shut down the engine.
2. Clear any diagnostic codes.
3. Remove the electrical power from the engine.
4. Disconnect the harnesses. Store the harnesses
in a clean, dry environment.
Note: The timing probe may be warm.
5. Loosen the locknut on the 6V-3093 Transducer
Adapter. Carefully slide the probe out of the
adapter. Install the protective cap onto the end
of the probe.
Note: Do not leave the probe in the flywheel housing.
The heat will damage the probe.
287
Troubleshooting Section
6. Replace the timing calibration plug.
STOP.
• Not OK – Cat ET displayed “COULD NOT
CALIBRATE”. The calibration was unsuccessful.
Repair: Perform the following steps:
1. Verify that the engine rpm was stable during the
calibration (± 50 rpm). Verify that there are no
active diagnostic codes which can prevent the
calibration. Repeat the calibration procedure.
2. If the calibration is still unsuccessful, check the
installation of the tools and check the operation
of the tools. Check the 7X-1695 Cable for
continuity. Verify that the transducer is not
bent, open, or shorted internally. Repeat the
calibration procedure.
3. If the calibration was still unsuccessful, inspect
the flywheel. Turn the flywheel and inspect the
flywheel for nicks and for scratches. Be sure
to check the path of the flywheel beneath the
calibration hole. Repair any damage and repeat
the calibration procedure.
4. Excessive backlash in the gear train will cause
inconsistent timing. Refer to Disassembly and
Assembly for identifying and repairing a gear
train problem. Repeat the calibration procedure.
5. Perform a self test of the EIS control module.
Refer to Troubleshooting, “Control Module
Self Test”. Replace the control module if the
module fails the self test. Repeat the calibration
procedure.
STOP.
i02024660
Oxygen Sensor - Calibrate
SMCS Code: 1096-524
System Operation Description:
Periodic calibration of the oxygen sensor is required
in order to ensure accurate readings and optimum
engine performance. Refer to the Operation And
Maintenance Manual for the maintenance interval
schedule. The engine must be stopped and the
sensor must be removed. The sensor must be placed
in uncontaminated air in order to calibrate the sensor.
The air must be free of exhaust.
288 SENR6413-05
Troubleshooting Section

During the calibration, the Electronic Control Module
(ECM) first establishes the reference for zero percent
of oxygen by reading the sensor after the sensor
has cooled for two minutes. The ECM energizes the
heater in the sensor for five minutes. Last, the ECM
reads the percent of oxygen in the surrounding air.
The surrounding air is assumed to be clean with
approximately 20.95 percent oxygen. The calibration
offset and the calibration range are determined from
these two points.
Repair: Perform the necessary repairs and/or
replace parts, if necessary.
STOP.
Test Step 2. Check the Atmospheric
Conditions
A. Determine the ambient temperature, relative
humidity, and barometric pressure.

Test Step 1. Inspect the Electrical B. Use Table 68 to determine whether your relative
Connectors and the Wiring humidity is within the permissible range for
calibration of the oxygen sensor.

a. Find the row for your ambient temperature.

During operation, the oxygen sensor may reach
temperatures that exceed 700 °C (1292 °F). Severe
personal injury and property damage will result
from contact with a hot oxygen sensor.
Do not touch the sensor during engine operation,
calibration, or testing. Allow the sensor to cool
before moving the sensor. Wear gloves that resist
heat. Do not place the sensor on or near any
flammable material or any surface that can be
damaged by high temperatures.
A. Set the engine control to the OFF/RESET mode.
Remove the electrical power from the engine.
B. Thoroughly inspect the following connectors:
• Connectors for the ECM
If the temperature is less than 12 °C (54 °F),
use the 12 °C (54 °F) row.
If the temperature is more than 38 °C
(100 °F), do not calibrate the sensor.
b. Find the column for your barometric pressure.
c. Find the relative humidity in the cell that
intersects your column and your row.
If your relative humidity is equal to the
humidity or greater than the humidity that
is listed in the Table, do not calibrate the
sensor.
If the humidity is 90 percent or more, do not
calibrate the sensor.

• Connectors for the oxygen sensor and the

oxygen buffer

C. Check the harness and wiring for abrasion and

pinch points from the oxygen sensor to the ECM.

Expected Result:

All of the connectors, pins, and sockets are connected

properly. The connectors and the wiring are free of
corrosion, abrasion, and pinch points.

Results:

• OK – The components are in good condition with

proper connections. Proceed to Test Step 2.

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

or sockets are not connected properly. At least
one of the connectors or the wiring has corrosion,
abrasion, and/or pinch points.
SENR6413-05 289
Troubleshooting Section

Table 68
Ambient Temperature, Barometric Pressure, and Relative Humidity for Calibration of the Oxygen Sensor
Ambient Barometric Pressure
Temperature
96 kPa 97 99 101 102 104 105 107 109 110 112 113
(13.9 kPa kPa kPa kPa kPa kPa kPa kPa kPa kPa kPa
psi) (14.7 (14.4 (14.6 (14.8 (15 (15.2 (15.5 (15.8 (16 (16.2 (16.4
psi) psi) psi) psi) psi) psi) psi) psi) psi) psi) psi)
Relative Humidity
12 °C (54 °F) 90 90 90 90 90 90 90 90 90 90 90 90
14 °C (57 °F) 85 85 85 85 90 90 90 90 90 90 90 90
16 °C (61 °F) 75 75 75 75 80 80 80 80 85 85 85 85
18 °C (64 °F) 65 65 65 70 70 70 70 75 75 75 75 75
20 °C (68 °F) 60 60 60 60 60 65 65 65 65 65 65 70
22 °C (72 °F) 50 50 55 55 55 55 55 60 60 60 60 60
24 °C (75 °F) 45 45 45 50 50 50 50 50 50 55 55 55
26 °C (79 °F) 40 40 40 45 45 45 45 45 45 45 50 50
28 °C (82 °F) 35 35 40 40 40 40 40 40 40 40 45 45
30 °C (86 °F) 35 35 35 35 35 35 35 35 35 40 40 40
32 °C (90 °F) 30 30 30 30 30 30 35 35 35 35 35 35
34 °C (93 °F) 25 25 30 30 30 30 30 30 30 30 30 30
36 °C (97 °F) 25 25 25 25 25 25 25 25 25 30 30 30
38 °C (100 °F) 20 25 25 25 25 25 25 25 25 25 25 25

Expected Result: • 555-02 Noisy Oxygen signal

The temperature is less than 38 °C (100 °F). The Expected Result:
ambient relative humidity is within the permissible
range for calibration of the oxygen sensor. None of the above diagnostic codes are activated.

Results: Results:

• OK – The ambient conditions are acceptable. • No Codes – The circuit for the oxygen sensor is
Proceed to Test Step 3. OK. Proceed to test Step 4.

• Not OK – The humidity is not acceptable. • Codes – There is at least one diagnostic code for
the oxygen sensing system.
Repair: Do not calibrate the sensor until the
humidity is acceptable. Repair: Refer to Troubleshooting, “Oxygen Sensor
Signal”.
STOP.
STOP.
Test Step 3. Check for Diagnostic Codes
Test Step 4. Calibrate the Oxygen Sensor
A. Restore the electrical power to the engine. Set the
engine control to the STOP mode. A. Set the engine control to the OFF/RESET mode.
Remove the electrical power from the engine.
B. Use an electronic service tool in order to check
for the following codes. If the following codes are
activated, clear the codes:

• 550-02 Noisy or Loss of Oxygen Signal

• 551-01 Oxygen Sensor not connected to buffer
290
Troubleshooting Section
During operation, the oxygen sensor may reach
temperatures that exceed 700 °C (1292 °F). Severe
personal injury and property damage will result
from contact with a hot oxygen sensor.
Do not touch the sensor during engine operation,
calibration, or testing. Allow the sensor to cool
before moving the sensor. Wear gloves that resist
heat. Do not place the sensor on or near any
flammable material or any surface that can be
damaged by high temperatures.
B. Disconnect the oxygen sensor from the oxygen
buffer.
C. Allow the sensor to cool sufficiently for removal.
Then remove the sensor from the exhaust system.
D. Connect the oxygen sensor to the oxygen buffer.
Suspend the sensor in uncontaminated air.
E. Restore the electrical power to the engine. Set the
engine control to the STOP mode.
F. Activate the switch for oxygen calibration.
Approximately 12 minutes are required for the
calibration.
During the calibration, the ECM will display “O2
CALIB”.
Expected Result:
Successful calibration is indicated by the electronic
service tool.
Results:
• OK – Successful calibration is indicated by the
electronic service tool. Proceed to Test Step 5.
• Not OK – The calibration was not successful. The
electronic service tool will display a diagnostic
code.
Repair: Troubleshoot the diagnostic code. Check
the connectors for the oxygen sensor and the
oxygen buffer. Repeat the calibration procedure.
If the procedure is not successful after three
attempts, obtain a new oxygen sensor and repeat
the calibration procedure.
STOP.
SENR6413-05
Test Step 5. Verify the Calibration of the
Sensor
Use the electronic service tool in order to verify the
calibration of the oxygen sensor.
A. For the Digital Diagnostic Tool (DDT), perform the
following procedure:
a. Use the “MODE” key in order to scroll to the
“O2/TEST” screen. Then use the “FUNC” key
in order to scroll to the “OXYGEN POWER”
screen. Press the “ALT1” key in order to turn
ON the oxygen sensing system.
b. Use the “MODE” key in order to scroll to the
“STATUS” menu. Use the “FUNC” key in order
to scroll to the “ACT/DES O2” screen. Wait for
the value of the actual oxygen to stabilize.
B. For the Caterpillar Electronic Technician (ET),
perform the following procedure:
a. Access the “Diagnostic Override” screen.
Select “Diagnostics/Diagnostic Tests/Override
Parameters”.
b. Turn ON the “Oxygen Sensor Override”
parameter.
Expected Result:
The “Actual Oxygen” reading stabilizes to
approximately 20.95 percent in about 30 seconds.
Results:
• OK – The “Actual Oxygen” reading stabilizes to
approximately 20.95 percent in about 30 seconds.
The calibration of the oxygen sensor is verified.
Allow the oxygen sensor to cool before you install
the sensor. STOP.
• Not OK – The “Actual Oxygen” reading does not
stabilize to approximately 20.95 percent in about
30 seconds. The calibration of the oxygen sensor
was not successful.
Repair: Calibrate the oxygen sensor again.
Then verify the calibration. Repeat the calibration
procedure. If the procedure is not successful after
three attempts, obtain a new oxygen sensor and
repeat the calibration procedure.
STOP.
SENR6413-05
Index
A Engine Coolant Temperature (High) ...................... 34
Air Starting Motor (Malfunction)............................. 29
Air Starter Motor Pinion Does Not Engage With the
Flywheel ........................................................... 30
Air Starting Motor Does Not Operate ................. 29
Air Starting Motor Turns Slowly or Has a Loss of
Power ............................................................... 30
Alternator (Malfunction) ......................................... 30
Incorrect Alternator Charging............................. 30
Noisy Alternator ................................................. 31
C Recommended Repairs ..................................... 37
Calibration Procedures ........................................ 284
CAT Data Link ..................................................... 130
Control Module Self Test ..................................... 142
Coolant in Engine Oil............................................. 31
Coolant in the Engine Oil ................................... 31
Customer Parameters Worksheet ......................... 23
D Recommended Repairs ..................................... 38
Desired Engine Speed Signal.............................. 148
Detonation ............................................................. 32
Probable Causes ............................................... 32
Recommended Repairs ..................................... 32
Detonation Retard and Detonation Shutdown ..... 159
Detonation Sensors ............................................. 180
Diagnostic Code Will Not Clear ............................. 33
Probable Causes ............................................... 33
Recommended Repairs ..................................... 33
Diagnostic Codes .................................................. 50
Diagnostic Functional Tests................................. 130
Diagnostic Reset Switch...................................... 188
E Probable Causes ............................................... 41
Electrical Connectors and Functions ..................... 15
Distribution Panel............................................... 16
Harness Wire Identification ................................ 15
Remote Control Panels...................................... 15
Terminal Box ...................................................... 15
Electrical Power Supply....................................... 194
Electronic Service Tool Displays
UNDETERMINED................................................ 33
Probable Cause ................................................. 33
Recommended Repair ....................................... 33
Electronic Service Tool Will Not Communicate with
ECM..................................................................... 33
Probable Causes ............................................... 33
Recommended Repairs ..................................... 33
Electronic Service Tools ........................................ 16
Caterpillar Electronic Technician (ET)................ 19
Connecting the Digital Diagnostic Tool (DDT) to the
Junction Box..................................................... 20
Electronic Troubleshooting ...................................... 7
291
Index Section
Probable Causes ............................................... 34
Recommended Repairs ..................................... 34
Engine Coolant Temperature (Low)....................... 35
Probable Causes ............................................... 35
Recommended Repairs ..................................... 35
Engine Cranks but Will Not Start ........................... 35
Probable Causes ............................................... 35
Recommended Repairs ..................................... 35
Engine Has Early Wear ......................................... 36
Premature Engine Wear .................................... 36
Engine Misfires, Runs Rough or Is Unstable......... 37
Probable Causes ............................................... 37
Engine Monitoring System..................................... 21
Air/Fuel Ratio Control......................................... 21
Electronic Ignition System (EIS) ........................ 21
Remote Control Panel (Status) .......................... 21
Engine Oil in Cooling System ................................ 38
Probable Cause ................................................. 38
Recommended Repair ....................................... 38
Engine Oil Pressure (Low)..................................... 38
Probable Causes ............................................... 38
Engine Shutdown without a Diagnostic Code........ 39
Probable Causes ............................................... 39
Recommended Repairs ..................................... 39
Engine Speed Sensor.......................................... 201
Engine Speed Switch .......................................... 212
Engine Speed/Timing Sensor .............................. 207
Engine Speed/Timing Sensor - Calibrate ............ 284
Engine Starts but Stalls Immediately..................... 40
Probable Causes ............................................... 40
Recommended Repairs ..................................... 40
Engine Timing Does Not Match Programmed
Timing .................................................................. 40
Probable Causes ............................................... 40
Recommended Repairs ..................................... 40
Engine Will Not Crank ........................................... 41
Recommended Repairs ..................................... 41
Excessive Engine Oil Consumption....................... 42
Probable Causes ............................................... 42
Recommended Repairs ..................................... 42
Exhaust Port Temperature (High) .......................... 43
Probable Causes ............................................... 43
Recommended Repairs ..................................... 43
F
Fuel Actuator ....................................................... 215
Fuel Metering Valve............................................... 44
Probable Causes ............................................... 44
Recommended Repairs ..................................... 44
I
Ignition Shutdown Circuit..................................... 220
292
Index Section
Ignition Transformers Primary Circuit .................. 224
Ignition Transformers Secondary Circuit and Spark
Plugs.................................................................. 237
Important Safety Information ................................... 2
Inlet Air Temperature (High) .................................. 44
Probable Causes ............................................... 44
Recommended Repairs ..................................... 44
Inlet Manifold Pressure Sensor ........................... 241
Inlet Manifold Temperature Sensor...................... 249
Inspecting Electrical Connectors ......................... 253
Intermittent Engine Shutdown ............................... 45
Probable Causes ............................................... 45
Recommended Repairs ..................................... 45
L Primary #7 open circuit ........................................ 58
Location of Components........................................ 10
Electronic Ignition System (EIS) ........................ 10
Optional Air/Fuel Ratio Control .......................... 12
Optional Status Control Module (SCM).............. 14
Terminal Box ...................................................... 14
Low Power/Poor or No Response to Throttle ........ 46
Probable Causes ............................................... 46
Recommended Repairs ..................................... 46
M Primary #9 open circuit ........................................ 61
Mechanical Noise (Knock) in Engine..................... 47
Probable Causes ............................................... 47
Recommended Repairs ..................................... 47
MID 014 - CID 0168 - FMI 02 System Voltage
intermittent/erratic ................................................ 51
MID 014 - CID 0300 - FMI 03 Primary Return short to
+batt..................................................................... 51
MID 014 - CID 0300 - FMI 04 Primary Return short to
ground.................................................................. 51
MID 014 - CID 0301 - FMI 05 Ignition Transformer
Primary #1 open circuit ........................................ 52
MID 014 - CID 0301 - FMI 06 Ignition Transformer
Primary #1 short .................................................. 52
MID 014 - CID 0301 - FMI 12 Ignition Transformer
Primary #1 short to return .................................... 52
MID 014 - CID 0302 - FMI 05 Ignition Transformer
Primary #2 open circuit ........................................ 53
MID 014 - CID 0302 - FMI 06 Ignition Transformer
Primary #2 short .................................................. 53
MID 014 - CID 0302 - FMI 12 Ignition Transformer
Primary #2 short to return .................................... 53
MID 014 - CID 0303 - FMI 05 Ignition Transformer
Primary #3 open circuit ........................................ 54
MID 014 - CID 0303 - FMI 06 Ignition Transformer
Primary #3 short .................................................. 54
MID 014 - CID 0303 - FMI 12 Ignition Transformer
Primary #3 short to return .................................... 55
MID 014 - CID 0304 - FMI 05 Ignition Transformer
Primary #4 open circuit ........................................ 55
MID 014 - CID 0304 - FMI 06 Ignition Transformer
Primary #4 short .................................................. 55
SENR6413-05
MID 014 - CID 0304 - FMI 12 Ignition Transformer
Primary #4 short to return .................................... 56
MID 014 - CID 0305 - FMI 05 Ignition Transformer
Primary #5 open circuit ........................................ 56
MID 014 - CID 0305 - FMI 06 Ignition Transformer
Primary #5 short .................................................. 56
MID 014 - CID 0305 - FMI 12 Ignition Transformer
Primary #5 short to return .................................... 57
MID 014 - CID 0306 - FMI 05 Ignition Transformer
Primary #6 open circuit ........................................ 57
MID 014 - CID 0306 - FMI 06 Ignition Transformer
Primary #6 short .................................................. 58
MID 014 - CID 0306 - FMI 12 Ignition Transformer
Primary #6 short to return .................................... 58
MID 014 - CID 0307 - FMI 05 Ignition Transformer
MID 014 - CID 0307 - FMI 06 Ignition Transformer
Primary #7 short .................................................. 59
MID 014 - CID 0307 - FMI 12 Ignition Transformer
Primary #7 short to return .................................... 59
MID 014 - CID 0308 - FMI 05 Ignition Transformer
Primary #8 open circuit ........................................ 59
MID 014 - CID 0308 - FMI 06 Ignition Transformer
Primary #8 short .................................................. 60
MID 014 - CID 0308 - FMI 12 Ignition Transformer
Primary #8 short to return .................................... 60
MID 014 - CID 0309 - FMI 05 Ignition Transformer
MID 014 - CID 0309 - FMI 06 Ignition Transformer
Primary #9 short .................................................. 61
MID 014 - CID 0309 - FMI 12 Ignition Transformer
Primary #9 short to return .................................... 62
MID 014 - CID 0310 - FMI 05 Ignition Transformer
Primary #10 open circuit ...................................... 63
MID 014 - CID 0310 - FMI 06 Ignition Transformer
Primary #10 short ................................................ 64
MID 014 - CID 0310 - FMI 12 Ignition Transformer
Primary #10 short to return .................................. 64
MID 014 - CID 0311 - FMI 05 Ignition Transformer
Primary #11 open circuit ...................................... 65
MID 014 - CID 0311 - FMI 06 Ignition Transformer
Primary #11 short................................................. 66
MID 014 - CID 0311 - FMI 12 Ignition Transformer
Primary #11 short to return .................................. 67
MID 014 - CID 0312 - FMI 05 Ignition Transformer
Primary #12 open circuit ...................................... 67
MID 014 - CID 0312 - FMI 06 Ignition Transformer
Primary #12 short ................................................ 68
MID 014 - CID 0312 - FMI 12 Ignition Transformer
Primary #12 short to return .................................. 69
MID 014 - CID 0313 - FMI 05 Ignition Transformer
Primary #13 open circuit ...................................... 69
MID 014 - CID 0313 - FMI 06 Ignition Transformer
Primary #13 short ................................................ 70
MID 014 - CID 0313 - FMI 12 Ignition Transformer
Primary #13 short to return .................................. 71
MID 014 - CID 0314 - FMI 05 Ignition Transformer
Primary #14 open circuit ...................................... 71
MID 014 - CID 0314 - FMI 06 Ignition Transformer
Primary #14 short ................................................ 72
SENR6413-05
MID 014 - CID 0314 - FMI 12 Ignition Transformer
Primary #14 short to return .................................. 73
MID 014 - CID 0315 - FMI 05 Ignition Transformer
Primary #15 open circuit ...................................... 73
MID 014 - CID 0315 - FMI 06 Ignition Transformer
Primary #15 short ................................................ 74
MID 014 - CID 0315 - FMI 12 Ignition Transformer
Primary #15 short to return .................................. 74
MID 014 - CID 0316 - FMI 05 Ignition Transformer
Primary #16 open circuit ...................................... 75
MID 014 - CID 0316 - FMI 06 Ignition Transformer
Primary #16 short ................................................ 75
MID 014 - CID 0316 - FMI 12 Ignition Transformer
Primary #16 short to return .................................. 76
MID 014 - CID 0317 - FMI 08 Load Sensor (MAPS)
signal abnormal ................................................... 77
MID 014 - CID 0317 - FMI 11 No Inlet Manifold
Pressure signal .................................................... 77
MID 014 - CID 0318 - FMI 01 Loss of Right Bank
Detonation Sensor Signal .................................... 77
MID 014 - CID 0318 - FMI 03 Right Bank Detonation
Sensor short to +batt ........................................... 78
MID 014 - CID 0318 - FMI 05 Right Bank Detonation
Sensor open or short to ground ........................... 78
MID 014 - CID 0319 - FMI 01 Loss of Left Bank
Detonation Sensor Signal .................................... 78
MID 014 - CID 0319 - FMI 03 Left Bank Detonation
Sensor short to +batt ........................................... 79
MID 014 - CID 0319 - FMI 05 Left Bank Detonation
Sensor open or short to ground ........................... 79
MID 014 - CID 0320 - FMI 05 Timing Control Speed
Sensor open/short to +batt .................................. 79
MID 014 - CID 0320 - FMI 07 Speed/Timing Sensor
improper response............................................... 80
MID 014 - CID 0320 - FMI 08 Engine Speed/Timing
signal abnormal ................................................... 80
MID 014 - CID 0321 - FMI 04 Diagnostic Reset
Switch short to ground ......................................... 80
MID 014 - CID 0322 - FMI 03 Shutdown Relay short
to +batt................................................................. 81
MID 014 - CID 0322 - FMI 05 Shutdown Relay
open/short to ground............................................ 81
MID 014 - CID 0323 - FMI 03 Shutdown Lamp short
to +batt................................................................. 81
MID 014 - CID 0323 - FMI 05 Shutdown Lamp
open/short to ground............................................ 82
MID 014 - CID 0324 - FMI 03 Warning Lamp short to
+batt..................................................................... 82
MID 014 - CID 0324 - FMI 05 Warning Lamp
open/short to ground............................................ 82
MID 014 - CID 0325 - FMI 00 Excessive
Detonation ........................................................... 83
MID 014 - CID 0326 - FMI 01 Detonation Retarded
Timing .................................................................. 83
MID 014 - CID 0327 - FMI 02 Number of Detonation
Sensors mismatch ............................................... 83
MID 014 - CID 0328 - FMI 02 Number of Cylinders
mismatch ............................................................. 84
MID 014 - CID 0329 - FMI 11 Communication Fault
with CAT A/F Ratio Control.................................. 84
MID 014 - CID 0330 - FMI 11 Propane Timing Mode
requested............................................................. 84
293
Index Section
MID 014 - CID 0331 - FMI 11 Ignition Shutdown
requested............................................................. 85
MID 014 - CID 0401 - FMI 00 Ignition Transformer
Secondary #1 maintenance needed .................... 85
MID 014 - CID 0401 - FMI 05 Ignition Transformer
Secondary #1 open circuit ................................... 85
MID 014 - CID 0401 - FMI 06 Ignition Transformer
Secondary #1 short to ground ............................. 86
MID 014 - CID 0401 - FMI 12 Ignition Transformer
Secondary #1 noisy component .......................... 86
MID 014 - CID 0402 - FMI 00 Ignition Transformer
Secondary #2 maintenance needed .................... 87
MID 014 - CID 0402 - FMI 05 Ignition Transformer
Secondary #2 open circuit ................................... 87
MID 014 - CID 0402 - FMI 06 Ignition Transformer
Secondary #2 short to ground ............................. 87
MID 014 - CID 0402 - FMI 12 Ignition Transformer
Secondary #2 noisy component .......................... 88
MID 014 - CID 0403 - FMI 00 Ignition Transformer
Secondary #3 maintenance needed .................... 88
MID 014 - CID 0403 - FMI 05 Ignition Transformer
Secondary #3 open circuit ................................... 89
MID 014 - CID 0403 - FMI 06 Ignition Transformer
Secondary #3 short to ground ............................. 89
MID 014 - CID 0403 - FMI 12 Ignition Transformer
Secondary #3 noisy component .......................... 89
MID 014 - CID 0404 - FMI 00 Ignition Transformer
Secondary #4 maintenance needed .................... 90
MID 014 - CID 0404 - FMI 05 Ignition Transformer
Secondary #4 open circuit ................................... 90
MID 014 - CID 0404 - FMI 06 Ignition Transformer
Secondary #4 short to ground ............................. 91
MID 014 - CID 0404 - FMI 12 Ignition Transformer
Secondary #4 noisy component .......................... 91
MID 014 - CID 0405 - FMI 00 Ignition Transformer
Secondary #5 maintenance needed .................... 91
MID 014 - CID 0405 - FMI 05 Ignition Transformer
Secondary #5 open circuit ................................... 92
MID 014 - CID 0405 - FMI 06 Ignition Transformer
Secondary #5 short to ground ............................. 92
MID 014 - CID 0405 - FMI 12 Ignition Transformer
Secondary #5 noisy component .......................... 93
MID 014 - CID 0406 - FMI 00 Ignition Transformer
Secondary #6 maintenance needed .................... 93
MID 014 - CID 0406 - FMI 05 Ignition Transformer
Secondary #6 open circuit ................................... 93
MID 014 - CID 0406 - FMI 06 Ignition Transformer
Secondary #6 short to ground ............................. 94
MID 014 - CID 0406 - FMI 12 Ignition Transformer
Secondary #6 noisy component .......................... 94
MID 014 - CID 0407 - FMI 00 Ignition Transformer
Secondary #7 maintenance needed .................... 95
MID 014 - CID 0407 - FMI 05 Ignition Transformer
Secondary #7 open circuit ................................... 95
MID 014 - CID 0407 - FMI 06 Ignition Transformer
Secondary #7 short to ground ............................. 95
MID 014 - CID 0407 - FMI 12 Ignition Transformer
Secondary #7 noisy component .......................... 96
MID 014 - CID 0408 - FMI 00 Ignition Transformer
Secondary #8 maintenance needed .................... 96
MID 014 - CID 0408 - FMI 05 Ignition Transformer
Secondary #8 open circuit ................................... 97
294
Index Section
MID 014 - CID 0408 - FMI 06 Ignition Transformer
Secondary #8 short to ground ............................. 97
MID 014 - CID 0408 - FMI 12 Ignition Transformer
Secondary #8 noisy component .......................... 97
MID 014 - CID 0409 - FMI 00 Ignition Transformer
Secondary #9 maintenance needed .................... 98
MID 014 - CID 0409 - FMI 05 Ignition Transformer
Secondary #9 open circuit ................................... 99
MID 014 - CID 0409 - FMI 06 Ignition Transformer
Secondary #9 short to ground ........................... 100
MID 014 - CID 0409 - FMI 12 Ignition Transformer
Secondary #9 noisy component ........................ 100
MID 014 - CID 0410 - FMI 00 Ignition Transformer
Secondary #10 maintenance needed ................ 101
MID 014 - CID 0410 - FMI 05 Ignition Transformer
Secondary #10 open circuit ............................... 102
MID 014 - CID 0410 - FMI 06 Ignition Transformer
Secondary #10 short to ground ......................... 103
MID 014 - CID 0410 - FMI 12 Ignition Transformer
Secondary #10 noisy component ...................... 103
MID 014 - CID 0411 - FMI 00 Ignition Transformer
Secondary #11 maintenance needed ................ 104
MID 014 - CID 0411 - FMI 05 Ignition Transformer
Secondary #11 open circuit ............................... 105
MID 014 - CID 0411 - FMI 06 Ignition Transformer
Secondary #11 short to ground.......................... 106
MID 014 - CID 0411 - FMI 12 Ignition Transformer
Secondary #11 noisy component....................... 106
MID 014 - CID 0412 - FMI 00 Ignition Transformer
Secondary #12 maintenance needed ................ 107
MID 014 - CID 0412 - FMI 05 Ignition Transformer
Secondary #12 open circuit ............................... 108
MID 014 - CID 0412 - FMI 06 Ignition Transformer
Secondary #12 short to ground ......................... 109
MID 014 - CID 0412 - FMI 12 Ignition Transformer
Secondary #12 noisy component ...................... 109
MID 014 - CID 0413 - FMI 00 Ignition Transformer
Secondary #13 maintenance needed ................. 110
MID 014 - CID 0413 - FMI 05 Ignition Transformer
Secondary #13 open circuit ................................ 111
MID 014 - CID 0413 - FMI 06 Ignition Transformer
Secondary #13 short to ground .......................... 111
MID 014 - CID 0413 - FMI 12 Ignition Transformer
Secondary #13 noisy component ....................... 112
MID 014 - CID 0414 - FMI 00 Ignition Transformer
Secondary #14 maintenance needed ................. 113
MID 014 - CID 0414 - FMI 05 Ignition Transformer
Secondary #14 open circuit ................................ 113
MID 014 - CID 0414 - FMI 06 Ignition Transformer
Secondary #14 short to ground .......................... 114
MID 014 - CID 0414 - FMI 12 Ignition Transformer
Secondary #14 noisy component ....................... 114
MID 014 - CID 0415 - FMI 00 Ignition Transformer
Secondary #15 maintenance needed ................. 115
MID 014 - CID 0415 - FMI 05 Ignition Transformer
Secondary #15 open circuit ................................ 116
MID 014 - CID 0415 - FMI 06 Ignition Transformer
Secondary #15 short to ground .......................... 116
MID 014 - CID 0415 - FMI 12 Ignition Transformer
Secondary #15 noisy component ....................... 117
SENR6413-05
MID 014 - CID 0416 - FMI 00 Ignition Transformer
Secondary #16 maintenance needed ................. 118
MID 014 - CID 0416 - FMI 05 Ignition Transformer
Secondary #16 open circuit ................................ 118
MID 014 - CID 0416 - FMI 06 Ignition Transformer
Secondary #16 short to ground .......................... 119
MID 014 - CID 0416 - FMI 12 Ignition Transformer
Secondary #16 noisy component ....................... 119
MID 014 - CID 0591 - FMI 12 EEPROM checksum
fault or ECM not programmed ........................... 120
MID 018 - CID 0317 - FMI 11 No Inlet Manifold
Pressure signal .................................................. 120
MID 018 - CID 0321 - FMI 04 Diagnostic Reset
Switch short to ground ....................................... 121
MID 018 - CID 0523 - FMI 00 Engine Overspeed
**Shutdown** ..................................................... 121
MID 018 - CID 0523 - FMI 02 Noisy Engine Speed
signal ................................................................. 121
MID 018 - CID 0523 - FMI 11 No A/F Ratio Engine
Speed Sensor **Shutdown** ............................. 121
MID 018 - CID 0550 - FMI 02 Noisy or Loss of
Oxygen Signal ................................................... 122
MID 018 - CID 0551 - FMI 01 Oxygen Sensor not
connected to buffer ............................................ 122
MID 018 - CID 0552 - FMI 11 Engine Speed present
during an O2 calibration..................................... 122
MID 018 - CID 0553 - FMI 11 Oxygen Signal present
when it should not have been ............................ 123
MID 018 - CID 0554 - FMI 11 Oxygen Signal missing
during O2 calibration step.................................. 123
MID 018 - CID 0555 - FMI 02 Noisy Oxygen
signal ................................................................. 124
MID 018 - CID 0556 - FMI 11 Oxygen Sensor
Calculated Gain out of range ............................. 124
MID 018 - CID 0557 - FMI 11 Oxygen Sensor
Calculated Offset out of range ........................... 125
MID 018 - CID 0560 - FMI 02 Cat Data Link fault.. 125
MID 018 - CID 0563 - FMI 11 Loss of Desired Speed
Signal................................................................. 125
MID 018 - CID 0564 - FMI 02 Noisy Desired Speed
Signal................................................................. 126
MID 018 - CID 0565 - FMI 11 Shutdown Imminent
Due To Missing Desired Speed Signal .............. 126
MID 018 - CID 0570 - FMI 11 Temperature Sensor
Reading out of range ......................................... 126
MID 018 - CID 0576 - FMI 02 Heinzmann Actuator
not controlling position ....................................... 127
MID 018 - CID 0577 - FMI 11 Heinzmann Actuator
Calculated Gain out of range ............................. 127
MID 018 - CID 0578 - FMI 11 Heinzmann Actuator
Calculated Offset out of range ........................... 127
MID 018 - CID 0590 - FMI 12 Engine Control Module
malfunction ........................................................ 128
MID 018 - CID 0591 - FMI 12 EEPROM checksum
fault or ECM not programmed ........................... 128
MID 018 - CID 0770 - FMI 09 Cat Data Link #2
communications................................................. 129
SENR6413-05 295
Index Section

Noise Coming from Cylinder.................................. 48

Probable Causes ............................................... 48
Recommended Repairs ..................................... 48

Oxygen Sensor - Calibrate .................................. 287

Oxygen Sensor Calibration Switch ...................... 257
Oxygen Sensor Signal......................................... 260

Poor Fuel Consumption......................................... 48

Probable Causes ............................................... 48
Recommended Repairs ..................................... 48
Programming Parameters ..................................... 22
Programming Parameters.................................. 22
Propane Switch ................................................... 270

Replacing the ECM................................................ 25

Replacing the EIS Control Module ........................ 26

Self-Diagnostics....................................................... 9
Electronic Ignition System (EIS) .......................... 9
Optional Air/Fuel Ratio Control ............................ 9
Optional Status Control Module (SCM).............. 10
Short Spark Plug Life............................................. 48
Probable Causes ............................................... 48
Recommended Repairs ..................................... 48
Shutdown Lamp................................................... 273
Shutdown Relay .................................................. 277
System Overview..................................................... 7
Introduction .......................................................... 7

Table of Contents..................................................... 3
Too Much Vibration................................................ 49
Probable Causes ............................................... 49
Recommended Repairs ..................................... 49
Troubleshooting Data Sheet.................................. 27
Report the Service Information .......................... 28
Troubleshooting Section.......................................... 7
Troubleshooting with a Diagnostic Code ............... 50
Troubleshooting without a Diagnostic Code .......... 29

Warning Lamp Circuit - Test ................................ 280

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