KENR6908-00

May 2008

Troubleshooting
2206-E13 Industrial Engine
TGB (Engine)
TGD (Engine)
TGF (Engine)

This document has been printed from SPI². Not for Resale
 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.
Perkins 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 Perkins 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. Perkins dealers or Perkins distributors have the most current information available.

When replacement parts are required for this

product Perkins recommends using Perkins
replacement parts.
Failure to heed this warning can lead to prema-
ture failures, product damage, personal injury or
death.

This document has been printed from SPI². Not for Resale
KENR6908
Table of Contents
Troubleshooting Section
Electronic Troubleshooting
System Overview .................................................... 5
Glossary .................................................................. 7
Electronic Service Tools ........................................ 10
Replacing the ECM ............................................... 12
Self-Diagnostics .................................................... 13
Sensors and Electrical Connectors ....................... 14
Engine Wiring Information .................................... 18
Programming Parameters
Programming Parameters .....................................
Factory Passwords ...............................................
Flash Programming ..............................................
Injector Trim File ...................................................
System Configuration Parameters
System Configuration Parameters ........................ 24
Troubleshooting without a Diagnostic Code
Alternator Noise .................................................... 31
Alternator Will Not Charge .................................... 31
Battery .................................................................. 31
Can Not Reach Top Engine RPM ......................... 32
Coolant in Engine Oil ............................................ 33
Coolant Temperature Is Too High ......................... 34
ECM Will Not Accept Factory Passwords ............. 34
ECM Will Not Communicate with Other Systems or
Display Modules .................................................. 34
Electronic Service Tool Will Not Communicate with
ECM .................................................................... 35
Engine Cranks but Will Not Start .......................... 36
Engine Has Early Wear ........................................ 37
Engine Misfires, Runs Rough or Is Unstable ........ 38
Engine Oil in Cooling System ............................... 39
Engine Vibration ................................................... 39
Engine Will Not Crank ........................................... 40
Excessive Black Smoke ........................................ 40
Excessive Engine Oil Consumption ...................... 41
Excessive Fuel Consumption ............................... 42
Excessive Valve Lash ........................................... 43
Excessive White Smoke ....................................... 43
Fuel Dilution of Engine Oil .................................... 44
Intermittent Engine Shutdown ............................... 45
Low Engine Oil Pressure ...................................... 46
Low Power ............................................................ 46
Mechanical Noise (Knock) in Engine .................... 47
Noise Coming from Cylinder ................................. 48
Poor Acceleration or Response ............................ 49
Valve Rotator or Spring Lock Is Free .................... 50
Troubleshooting with a Diagnostic Code
Diagnostic Codes ..................................................
Diagnostic Code Cross Reference .......................
CID 0001 FMI 11 ...................................................
CID 0002 FMI 11 ...................................................
CID 0003 FMI 11 ...................................................
CID 0004 FMI 11 ...................................................
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3
Table of Contents
CID 0005 FMI 11 ...................................................
CID 0006 FMI 11 ...................................................
55
56
CID 0041 FMI 03 .................................................. 56
CID 0041 FMI 04 .................................................. 56
CID 0091 FMI 08 .................................................. 57
CID 0100 FMI 03 .................................................. 57
CID 0100 FMI 04 .................................................. 57
CID 0110 FMI 03 ................................................... 57
CID 0110 FMI 04 ................................................... 58
CID 0168 FMI 02 .................................................. 58
CID 0172 FMI 03 .................................................. 58
CID 0172 FMI 04 .................................................. 59
CID 0174 FMI 03 .................................................. 59
CID 0174 FMI 04 .................................................. 59
CID 0190 FMI 02 .................................................. 59
CID 0190 FMI 09 .................................................. 60
21
CID 0190 FMI 11 ................................................... 60
21
CID 0190 FMI 12 .................................................. 60
21
CID 0247 FMI 09 .................................................. 61
22
CID 0248 FMI 09 .................................................. 61
CID 0253 FMI 02 .................................................. 61
CID 0254 FMI 12 .................................................. 62
CID 0261 FMI 13 .................................................. 62
CID 0262 FMI 03 .................................................. 62
CID 0262 FMI 04 .................................................. 62
CID 0268 FMI 02 .................................................. 63
CID 0273 FMI 03 .................................................. 63
CID 0273 FMI 04 .................................................. 63
CID 0274 FMI 03 .................................................. 63
CID 0274 FMI 04 .................................................. 64
CID 0342 FMI 02 .................................................. 64
CID 0342 FMI 11 ................................................... 64
CID 0342 FMI 12 .................................................. 65
CID 0799 FMI 12 .................................................. 65
CID 1690 FMI 08 .................................................. 65
Troubleshooting with an Event Code
Event Codes ........................................................ 67
E162 High Boost Pressure ................................... 69
E360 Low Engine Oil Pressure ............................. 70
E361 High Engine Coolant Temperature .............. 71
E362 Engine Overspeed ....................................... 72
E363 High Fuel Supply Temperature .................... 72
E368 High Intake Manifold Air Temperature ......... 73
Diagnostic Functional Tests
5 Volt Engine Pressure Sensor Supply Circuit -
Test ..................................................................... 75
CAN Data Link Circuit - Test ................................. 81
Data Link Circuit - Test .......................................... 85
ECM Memory - Test .............................................. 88
Electrical Connectors - Inspect ............................. 90
Electrical Power Supply Circuit - Test ................... 94
Engine Pressure Sensor Open or Short Circuit -
Test ..................................................................... 97
Engine Speed/Timing Sensor Circuit - Test ........ 103
Engine Temperature Sensor Open or Short Circuit -
51
Test .................................................................... 110
52
Indicator Lamp Circuit - Test ................................ 115
54
Injector Solenoid Circuit - Test ............................. 119
54
Speed Control (Analog) - Test ............................ 126
55
Speed Control (PWM) - Test ............................... 129
55
Switch Circuits - Test .......................................... 134
4 KENR6908
Table of Contents

Calibration Procedures
Engine Speed/Timing Sensor - Calibrate ............ 138

Index Section
Index ................................................................... 140

This document has been printed from SPI². Not for Resale
KENR6908 5
Troubleshooting Section

Troubleshooting Section

Electronic Troubleshooting
i02547521

System Overview

System Operation

Illustration 1
Block diagram for the 2506-15 engine
(1) 12 Pin Connector
(2) Electronic Control Module (ECM)
(3) Electronic Unit Injectors
(4) Crankshaft Position Sensor
(5) 36 - 1 Tooth Gear
(6) 120 Pin Connector
(7) 36 + 1 Tooth Gear (13)
(8) Camshaft Position Sensor (14)
(9) Timing Calibration Probe (15)
(10) Timing Calibration Probe Connector (16)
(11) Atmospheric Pressure Sensor
(12) Inlet Manifold Temperature Sensor
g01277565
Inlet Manifold Pressure Sensor
Coolant Temperature Sensor
Engine Oil Pressure Sensor
Fuel Temperature Sensor

This engine is electronically controlled. Each cylinder

has an electronic unit injector. The Electronic Control
Module (ECM) sends a signal to each injector
solenoid in order to control the operation of the fuel
injection system.

This document has been printed from SPI². Not for Resale
6 KENR6908
Troubleshooting Section
Electronic Controls
The electronic system consists of the following
components: the ECM, the Mechanically Actuated
Electronically Controlled Unit Injectors (MEUI), the
wiring harness, the switches, and the sensors. The
ECM is the computer. The flash file is the software
for the computer. The flash file contains the operating
maps. The operating maps define the following
characteristics of the engine:
• Horsepower
• Torque curves
The ECM determines the timing and the amount of
fuel that is delivered to the cylinders. These decisions
are based on the actual conditions and/or on the
desired conditions at any given time.
The ECM compares the desired engine speed to
the actual engine speed. The actual engine speed is
determined through the engine speed/timing sensor.
The desired engine speed is determined with the
following factors:
• Throttle signal
• Other input signals from sensors
• Certain diagnostic codes
If the desired engine speed is greater than the actual
engine speed, the ECM injects more fuel in order to
increase the actual engine speed.
Fuel Injection
The ECM controls the amount of fuel that is injected
by varying the signals to the injectors. The injector will
pump fuel only if the injector solenoid is energized.
The ECM sends a high voltage signal to the solenoid.
This high voltage signal energizes the solenoid. By
controlling the timing and the duration of the high
voltage signal, the ECM can control injection timing
and the ECM can control the amount of fuel that is
injected.
The ECM limits engine power during cold mode
operation and the ECM modifies injection timing
during cold mode operation. Cold mode operation
provides the following benefits:
• Increased cold weather starting capability
• Reduced warm-up time
• Reduced white smoke
This document has been printed from SPI². Not for Resale
Cold mode is activated whenever the engine
temperature falls below a predetermined value. Cold
mode remains active until the engine temperature
rises above a predetermined value or until a time
limit is exceeded.
The flash file inside the ECM sets certain limits on
the amount of fuel that can be injected. The “FRC
Fuel Limit” is used to control the air/fuel ratio for
control of emissions. The “FRC Fuel Limit” is a limit
that is based on the turbocharger outlet pressure.
A higher turbocharger outlet pressure indicates that
there is more air in the cylinder. When the ECM
senses a higher turbocharger outlet pressure, the
ECM increases the “FRC Fuel Limit”. When the ECM
increases the “FRC Fuel Limit”, the ECM allows
more fuel into the cylinder. The “FRC Fuel Limit” is
programmed into the ECM at the factory. The “FRC
Fuel Limit” cannot be changed.
The “Rated Fuel Limit” is a limit that is based on the
power rating of the engine and on engine rpm. The
“Rated Fuel Limit” is similar to the rack stops and to
the torque spring on a mechanically governed engine.
The “Rated Fuel Limit” provides the power curves
and the torque curves for a specific engine family and
for a specific engine rating. The “Rated Fuel Limit” is
programmed into the ECM at the factory. The “Rated
Fuel Limit” cannot be changed.
Once the ECM determines the amount of fuel that
is required, the ECM must determine the timing of
the fuel injection. The ECM uses the signal from the
camshaft position sensor to calculate the top center
position of each cylinder . The ECM decides when
fuel injection should occur relative to the top center
position and the ECM provides the signal to the
injector at the desired time. The ECM adjusts timing
for optimum engine performance, for optimum fuel
economy, and for optimum control of white smoke.
Programmable Parameters
Certain parameters that affect the engine operation
may be changed with the Perkins Electronic
Service Tool (EST). The parameters are stored
in the ECM, and some parameters are protected
from unauthorized changes by passwords. These
passwords are called factory passwords.
Passwords
Several system configuration parameters and most
logged events are protected by factory passwords.
Factory passwords are available only to Perkins
dealers and distributors. Refer to Troubleshooting,
“Factory Passwords” for additional information.
KENR6908
i03034602
Glossary
Active Diagnostic Code – An active diagnostic
code alerts the operator or the service technician that
an electronic system malfunction is currently present.
Refer to the term “Diagnostic Code” in this glossary.
Adaptive Trim – This is a software process that is
performed in the Electronic Control Module (ECM)
that optimizes engine performance.
Alternating Current (AC) – Alternating current is an
electric current that reverses direction at a regular
interval that is reoccurring.
Before Top Center (BTC) – BTC is the 180 degrees
of crankshaft rotation before the piston reaches the
top dead center position in the normal direction of
rotation.
Breakout Harness – A breakout harness is a
test harness that is designed to connect into the
engine harness. This connection allows a normal
circuit operation and the connection simultaneously
provides a Breakout T in order to measure the
signals.
Bypass Circuit – A bypass circuit is a circuit that is
used as a substitute circuit for an existing circuit. A
bypass circuit is typically used as a test circuit.
Camshaft Position Sensor – This sensor
determines the position of the camshaft during
engine operation. If the camshaft position sensor
fails during engine operation, the crankshaft position
sensor is used to provide the signal.
CAN Data Link (see also J1939 CAN Data Link) –
The CAN Data Link is a communication link that is
used for communication with other microprocessor
based devices.
Code – Refer to “Diagnostic Code” or “Event Code”.
Communication Adapter – The communication
adapter provides a communication link between the
ECM and the electronic service tool.
Component Identifier (CID) – The CID is a number
that identifies the specific component of the electronic
control system that has experienced a diagnostic
code.
Coolant Temperature Sensor – The coolant
temperature sensor detects the engine coolant
temperature for all normal operating conditions and
for engine monitoring.
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7
Troubleshooting Section
Crankshaft Position Sensor – This sensor
determines the position of the crankshaft during
engine operation. If the crankshaft position sensor
fails during engine operation, the camshaft position
sensor is used to provide the signal.
Data Link – The Data Link is a serial communication
link that is used for communication with other devices
such as the electronic service tool.
Derate – Certain engine conditions will generate
event codes. Also, engine derates may be applied.
The map for the engine derate is programmed into
the ECM software. The derate can be one or more
of three types: reduction of rated power, reduction of
rated engine speed, and reduction of rated machine
speed for OEM products.
Desired Engine Speed – The desired engine speed
is input to the electronic governor within the ECM.
In order to determine the desired engine speed, the
electronic governor uses a digital signal, an analog
signal, a PWM signal or a J1939 signal.
Diagnostic Code – A diagnostic code is sometimes
referred to as a fault code. These codes indicate an
electronic system malfunction.
Diagnostic Lamp – A diagnostic lamp is sometimes
called the check engine light. The diagnostic lamp
is used to warn the operator of the presence of
an active diagnostic code. The lamp may not be
included in all applications.
Digital Sensor Return – The common line (ground)
for the digital sensor is provided by the ECM.
Digital Sensors – Digital sensors produce a pulse
width modulated signal. Digital sensors are supplied
with power from the ECM.
Digital Sensor Supply – The power supply for the
digital sensors is provided by the ECM.
Direct Current (DC) – Direct current is the type of
current that flows consistently in only one direction.
DT, DT Connector, or Deutsch DT – This is a type
of connector that is used on Perkins engines. The
connectors are manufactured by Deutsch.
Duty Cycle – Refer to “Pulse Width Modulation”.
Electronic Engine Control – The electronic
engine control is a complete electronic system.
The electronic engine control monitors the engine
operation under all conditions. The electronic engine
control also controls the engine operation under all
conditions.
8 KENR6908
Troubleshooting Section
Electronic Control Module (ECM) – The ECM
is the control computer of the engine. The ECM
provides power to the electronics. The ECM monitors
data that is input from the sensors of the engine. The
ECM acts as a governor in order to control the speed
and the power of the engine.
Electronic Service Tool – The electronic service
tool allows a computer (PC) to communicate with the
ECM.
Engine Monitoring – Engine Monitoring is the part
of the electronic engine control that monitors the
sensors. This also warns the operator of detected
faults.
Engine Oil Pressure Sensor – The engine oil
pressure sensor measures engine oil pressure. The
sensor sends a signal to the ECM that is dependent
on the engine oil pressure.
Engine Position Sensor – An engine position
sensor is a hall effect switch that provides a digital
signal to the ECM. The ECM interprets this signal as
the crankshaft position and the engine speed. Two
sensors are used to provide the speed and timing
signals to the ECM. The crankshaft position sensor
is associated with the crankshaft and the camshaft
position sensor is associated with the camshaft.
Event Code – An event code may be activated
in order to indicate an abnormal engine operating
condition. These codes usually indicate a mechanical
fault instead of an electrical system fault.
Failure Mode Identifier (FMI) – This identifier
indicates the type of failure that is associated with the
component. The FMI has been adopted from SAE
J1587 diagnostics. The FMI follows the component
identifier (CID) in the descriptions of the fault code.
The descriptions of the FMIs are in the following list:
0 – The data is valid but the data is above the normal
operational range.
1 – The data is valid but the data is below the normal
operational range.
2 – The data is erratic, intermittent, or incorrect.
3 – The voltage is above normal or the voltage is
shorted high.
4 – The voltage is below normal or the voltage is
shorted low.
5 – The current is below normal or the circuit is open.
6 – The current is above normal or the circuit is
grounded.
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7 – The mechanical system is not responding
properly.
8 – There is an abnormal frequency, an abnormal
pulse width, or an abnormal time period.
9 – There has been an abnormal update.
10 – There is an abnormal rate of change.
11 – The failure mode is not identifiable.
12 – The device or the component is damaged.
Flash File – This file is software that is inside
the ECM. The file contains all the instructions
(software) for the ECM and the file contains the
performance maps for a specific engine. The file may
be reprogrammed through flash programming.
Flash Programming – Flash programming is the
method of programming or updating an ECM with
an electronic service tool over the data link instead
of replacing components.
Fuel Injector E-Trim – Fuel injector E-trim is a
software process that allows precise control of fuel
injectors by parameters that are programmed into
the ECM for each fuel injector. With the use of the
electronic service tool, the service technician can
read the status information for the E-Trim. Data
forE-Trim can also be programmed.
FRC – See “Fuel Ratio Control”.
Fuel Ratio Control (FRC) – The FRC is a limit that
is based on the control of the ratio of the fuel to air.
The FRC is used for purposes of emission control.
When the ECM senses a higher intake manifold
air pressure (more air into the cylinder), the FRC
increases the FRC Limit (more fuel into the cylinder).
Full Load Setting (FLS) – The FLS is the parameter
that represents the fuel system adjustment. This
adjustment is made at the factory in order to fine tune
the fuel system. The correct value for this parameter
is stamped on the engine information ratings plate.
This parameter must be programmed.
Full Torque Setting (FTS) – The FTS is the
parameter that represents the adjustment for the
engine torque. This adjustment is made at the factory
in order to fine tune the fuel system. This adjustment
is made in conjunction with the FLS. This parameter
must be programmed.
Harness – The harness is the collection of wiring
(loom) that connects all components of the electronic
system.
KENR6908
Hertz (Hz) – Hertz is the measure of electrical
frequency in cycles per second.
Injector Codes – The injector codes or the trim
codes for the injectors are numeric codes or
alphanumeric codes that are etched or stamped on
individual electronic unit injectors. These codes are
used to fine tune the fuel delivery.
Intake Manifold Air Temperature Sensor – The
intake manifold air temperature sensor detects the
air temperature in the intake manifold. The ECM
monitors the air temperature and other data in the
intake manifold in order to adjust injection timing and
other performance functions.
Intake Manifold Pressure Sensor – The intake
manifold pressure sensor measures the pressure
in the intake manifold. The pressure in the intake
manifold may be different to the pressure outside
the engine (atmospheric pressure). The difference
in pressure may be caused by an increase in air
pressure by a turbocharger (if equipped).
J1939 CAN Data Link – This data link is an SAE
standard that is used to communicate between the
ECM and the electronic devices.
Logged Diagnostic Codes – Logged diagnostic
codes are codes which are stored in the memory.
These codes are meant to be an indicator of
possible causes for intermittent faults. Refer to the
term “Diagnostic Code” in this glossary for more
information.
OEM – OEM is an abbreviation for the Original
Equipment Manufacturer. This is the manufacturer of
the machine or the vehicle that uses the engine.
Open Circuit – An open circuit is a condition that is
caused by an open switch, or by an electrical wire
or a connection that is broken. When this condition
exists, the signal or the supply voltage can no longer
reach the intended destination.
Parameter – A parameter has a value or a limit that
may be programmable. This helps determine specific
characteristics or behaviors of the engine.
Password – A password is a group of numeric
characters or a group of alphanumeric characters
that is designed to restrict access to parameters. The
electronic system requires correct passwords in order
to change some parameters (Factory Passwords).
Refer to Troubleshooting, “Factory Passwords” for
more information.
Personality Module – See “Flash File”.
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9
Troubleshooting Section
Power Cycling – Power cycling happens when
power to the ECM is cycled: ON, OFF, and ON.
Power cycling refers to the action of cycling the
keyswitch from the START/RUN position to the OFF
position and to the START/RUN position.
Pulse Width Modulation (PWM) – The PWM is a
signal that consists of pulses that are of variable
width. These pulses occur at fixed intervals. The ratio
of “TIME ON” versus total “TIME OFF” can be varied.
This ratio is also referred to as a duty cycle.
g00284479
Illustration 2
PWM signals of varying duty cycles (typical example)
Rated Fuel Limit – This is a limit that is based on
the power rating of the engine and on the engine rpm.
The rated fuel limit enables the engine power and
torque outputs to conform to the power and torque
curves of a specific engine model. These limits are in
the flash file and these limits cannot be changed.
Reference Voltage – Reference voltage is a
regulated voltage and a steady voltage that is
supplied by the ECM to a sensor. The reference
voltage is used by the sensor to generate a signal
voltage.
Relay – A relay is an electromechanical switch. A
flow of electricity in one circuit is used to control the
flow of electricity in another circuit. A small current or
voltage is applied to a relay in order to switch a much
larger current or voltage.
Sensor – A sensor is a device that is used to
detect the current value of pressure or temperature,
or mechanical movement. The information that is
detected is converted into an electrical signal.
Short Circuit – A short circuit is a condition that has
an electrical circuit that is inadvertently connected to
an undesirable point. An example of a short circuit
is a wire which rubs against a vehicle frame and
this rubbing eventually wears off the wire insulation.
Electrical contact with the frame is made and a short
circuit results.
10 KENR6908
Troubleshooting Section

Signal – The signal is a voltage or a waveform that • Read parameters.

is used in order to transmit information typically from
a sensor to the ECM. • Program parameters.
Supply Voltage – The supply voltage is a continuous • Calibrate sensors.
voltage that is supplied to a component in order to
provide the electrical power that is required for the
component to operate. The power may be generated
Required Service Tools
by the ECM or the power may be battery voltage that
The tools that are listed in Table 1 are required in
is supplied by the engine wiring.
order to enable a service technician to perform the
procedures.
System Configuration Parameters – System
configuration parameters are parameters that affect Table 1
emissions and/or operating characteristics of the
engine. Required Service Tools
Part Description
Tattletale – Certain parameters that affect the Number
operation of the engine are stored in the ECM.
These parameters can be changed by use of the N/A 4 mm Allen Wrench
electronic service tool. The tattletale logs the number GE50038 Transducer
of changes that have been made to the parameter.
The tattletale is stored in the ECM. GE50039 Transducer Adapter
GE50040 Cable Assembly
Timing Calibration – The timing calibration is the
- Digital Multimeter
adjustment of an electrical signal. This adjustment is
made in order to correct the timing error between the GE50042 Multimeter Probes
camshaft and the engine speed/timing sensors or
between the crankshaft and the engine speed/timing Adapter Cable Assembly (70-PIN
GE50037
BREAKOUT)
sensors.
GE50036 Harness (SERVICE TOOL ADAPTER)
Top Center Position – The top center position refers
CH11155 Crimp Tool (12 AWG TO 18 AWG)
to the crankshaft position when the engine piston
position is at the highest point of travel. The engine Connector Harness Repair Kit
U5MK8195
must be turned in the normal direction of rotation in (DEUTSCH DT)
order to reach this point.
Connector Harness Repair Kit
U5MK1110
(AMPSEAL)
Total Tattletale – The total tattletale is the total
number of changes to all the parameters that are
stored in the ECM. Two short jumper wires are needed to check the
continuity of some wiring harness circuits by shorting
Trim Files – Trim files for the injector are downloaded two adjacent terminals together in a connector. A
from a disk to the ECM. The Trim files compensate long extension wire may also be needed to check the
for variances in manufacturing of the electronic unit continuity of some wiring harness circuits.
injector and for the life of the electronic unit injector.
The serial number for the electronic unit injector must Perkins Electronic Service Tool
be obtained in order to retrieve the correct trim file.
(EST)
i02822902 The Perkins EST can display the following
information:
Electronic Service Tools
• Parameters

Perkins Electronic Service Tools are designed to help

• Event codes
the service technician:
• Diagnostic codes
• Obtain data. • Engine configuration
• Diagnose faults. The Perkins EST can be used by the technician to
perform the following functions:

This document has been printed from SPI². Not for Resale
KENR6908 11
Troubleshooting Section

• Diagnostic tests Connecting the Electronic Service Tool

and the Communication Adapter
• Sensor calibration
• Flash programming
• Set parameters
Table 2 lists the service tools that are required in
order to use Perkins EST.

Table 2
Service Tools for the Use of Perkins EST
Part Description
Number

-(1) Personal Computer (PC)

-(1) Single user license for Perkins EST

27610251(2) Compact Communication Adapter

27610164(3) TIPSS Communication Adapter
(1) Refer to the Perkins Engine Company Limited.
(2) The 27610251 Compact Communication Adapter is suitable
for use on a serial port and a USB port only.
(3) The 27610164 TIPSS Communication Adapter is suitable for
use on a serial port and a parallel port only.

Note: For more information regarding the use of

PerkinsEST and the PC requirements for Perkins
g01115382
EST, refer to the documentation that accompanies Illustration 3
your Perkins EST. (1) Personal computer (PC)
(2) Adapter Cable
(3) Communication Adapter
(4) Adapter Cable

Use the following procedure in order to connect the

electronic service tool to the communication adapter.

1. Turn the keyswitch to the OFF position. If the

keyswitch is not in the OFF position, the engine
may start.

2. Connect cable (2) between the “COMPUTER” end

of communication adapter (3) and the applicable
port on PC (1).

3. Connect adapter cable (4) between the “DATA

LINK” end of communication adapter (3) and the
diagnostic connector.

4. Move the keyswitch to the ON position. If the

electronic service tool and the communication
adapter do not communicate with the Electronic
Control Module (ECM), refer to Troubleshooting,
“Electronic Service Tool Will Not Communicate
With ECM”.

This document has been printed from SPI². Not for Resale
12
Troubleshooting Section
i02822887
Replacing the ECM
NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened
component life.
The Electronic Control Module (ECM) contains no
moving parts. Replacement of the ECM can be
costly. Replacement can also be a time consuming
task. Follow the troubleshooting procedures in this
manual in order to ensure that replacing the ECM will
correct the fault. Verify that the suspect ECM is the
cause of the fault.
Note: Ensure that the ECM is receiving power and
that the ECM is properly wired to the negative battery
circuit before a replacement of the ECM is attempted.
Refer to Troubleshooting, “Electrical Power Supply
Circuit - Test”.
A test ECM can be used to determine if the ECM is
faulty. Install a test ECM in place of the suspect ECM.
Flash program the correct flash file into the test ECM.
Program the parameters for normal operation of the
engine. The parameters must match the parameters
in the suspect ECM. Refer to the following test steps
for details. If the test ECM resolves the fault, connect
the suspect ECM. Verify that the fault returns. If the
fault returns, replace the suspect ECM.
Note: When a new ECM is not available, you may
need to remove an ECM from an engine that is not
in service. The interlock code for the replacement
ECM must match the interlock code for the suspect
ECM. Be sure to record the parameters from the
replacement ECM on the “Parameters Worksheet”.
Use the “Copy Configuration/ECM Replacement”
feature that is found under the “Service” menu on
the electronic service tool.
NOTICE
If the flash file and engine application are not matched,
engine damage may result.
Perform the following procedure in order to replace
the ECM:
1. Record the configuration data:
a. Connect the electronic service tool to the
diagnostic connector. Refer to Troubleshooting,
“Electronic Service Tools”.
This document has been printed from SPI². Not for Resale
KENR6908
b. Print the parameters from the “Configuration”
screen on the electronic service tool. If a printer
is unavailable, record all of the parameters.
Make a note of any logged diagnostic codes
and logged event codes for your records.
c. Use the “Copy Configuration/ECM
Replacement” feature that is found under the
“Service” menu on the electronic service tool.
Select “Load from ECM” in order to copy the
configuration data from the suspect ECM.
Note: If the “Copy Configuration” process fails and
the parameters were not obtained in Step 1.b, the
parameters must be obtained elsewhere. Some of the
parameters are stamped on the engine information
plate. Most of the parameters must be obtained from
the factory.
2. Remove the ECM:
a. Turn the keyswitch to the OFF position.
b. Disconnect the P1 and P2 connectors from the
ECM.
c. Disconnect the ECM ground strap.
d. Remove the mounting bolts from the ECM.
3. Install the replacement ECM:
a. Use the old mounting hardware to install the
replacement ECM.
b. Connect the ECM ground strap.
c. Connect the P1 and P2 connectors. Tighten
the ECM connector (allen head screw) to
the proper torque. Refer to Troubleshooting,
“Electrical Connectors - Inspect” for the correct
torque value.
4. Configure the replacement ECM:
a. Flash program the flash file into the ECM. Refer
to Troubleshooting, “Flash Programming” for
the correct procedure.
b. Use the electronic service tool to match the
engine application and the interlock code if
the replacement ECM was used for a different
application.
c. If the “Copy Configuration” process from
Step 1.c was successful, return to the “Copy
Configuration/ECM Replacement” screen on
the electronic service tool and select “Program
ECM”.
KENR6908 13
Troubleshooting Section

d. If the “Copy Configuration” process from Step
1.c was unsuccessful, manually program the
ECM parameters. The parameters must match
the parameters from Step 1.b.
Program the engine monitoring system, if
necessary.
Load the injector trim files for the injectors.
Refer to Troubleshooting, “Injector Trim File”.
Calibrate the engine speed/timing. Refer
to Troubleshooting, “Engine Speed/Timing
Sensor - Calibrate”.
i02548823
Self-Diagnostics
Logged codes may not indicate that a repair is
needed. The fault may have been temporary. The
fault may have been resolved since the logging of
the code. If the system is powered, it is possible
to generate an active diagnostic code whenever a
component is disconnected. When the component is
reconnected, the code is no longer active. Logged
codes may be useful to help troubleshoot intermittent
faults. Logged codes can also be used to review
the performance of the engine and of the electronic
system.
Event Code
An event code is generated by the detection of an
abnormal engine operating condition. For example,
an event code will be generated if the oil pressure is
too low. In this case, the event code indicates the
symptom of a fault.

The Electronic Control Module (ECM) has the ability

to detect faults with the electronic system and with
engine operation. When a fault is detected, a code is
generated. An alarm may also be generated. There
are two types of codes:

• Diagnostic
• Event
Diagnostic Code – When a fault with the electronic
system is detected, the ECM generates a diagnostic
code. This indicates the specific fault with the
circuitry.

Diagnostic codes can have two different states:

• Active
• Logged
Active Code

An active diagnostic code indicates that an active

fault has been detected. Active codes require
immediate attention. Always service active codes
prior to servicing logged codes.

Logged Code

Every generated code is stored in the permanent

memory of the ECM. The codes are logged.

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14 KENR6908
Troubleshooting Section

i03034640

Sensors and Electrical

Connectors

Table 3
Connector Function
J1/P1 ECM Connector (70-Pin Machine
Harness)
J2/P2 ECM Connector (120-Pin Engine
Harness)
J61/P61 Optional Customer Connector
(40-Pin Connector)
J63/P63 Diagnostic Connector (9-Pin
Connector)
J100/P100 Coolant Temperature Sensor (2-Pin
Connector)
J103/P103 Inlet Manifold Temperature Sensor
(2-Pin Connector)
J105/P105 Fuel Temperature Sensor (2-Pin
Connector)
J200/P200 Inlet Manifold Pressure Sensor
(3-Pin Connector)
J201/P201 Engine Oil Pressure Sensor (3-Pin
Connector)
J203/P203 Atmospheric Pressure Sensor (3-Pin
Connector)
J300/P300 Injector Solenoid Harness (12-Pin
Connector)
J400/P400 Engine Timing Calibration Probe
(2-Pin Connector)
J401/P401 Crankshaft Position Sensor (2-Pin
Connector)
J402/P402 Camshaft Position Sensor (2-Pin
Connector)

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KENR6908 15
Troubleshooting Section

g01407090
Illustration 4
Block diagram for the 2206-13 engine components
(1) 12-Pin Connector (7) 36 + 1 Tooth gear (13) Inlet manifold pressure sensor
(2) Electronic Control Module (ECM) (8) Camshaft position sensor (14) Coolant temperature sensor
(3) Electronic unit Injectors (9) Timing calibration probe (15) Engine oil pressure sensor
(4) Crankshaft position sensor (10) Timing calibration probe connector (16) Fuel temperature sensor
(5) 36 - 1 Tooth gear (11) Atmospheric pressure sensor
(6) 120-Pin Connector (12) Inlet manifold temperature sensor

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16 KENR6908
Troubleshooting Section

Illustration 5
Locations of the sensors on the 2206-13 engine
(17) Coolant temperature sensor
(18) Camshaft position sensor
(19) Atmospheric pressure sensor
g01433340
(20) Fuel temperature sensor (23) Inlet manifold temperature sensor
(21) Engine oil pressure sensor (24) Crankshaft position sensor
(22) Inlet manifold pressure sensor

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KENR6908 17
Troubleshooting Section

g01278305
Illustration 6
Block diagram for the machine components

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18 KENR6908
Troubleshooting Section

i02835325 1. Stop the engine. Turn the keyswitch to the OFF

position.
Engine Wiring Information
2. Disconnect the negative battery cable from the
battery. If a battery disconnect switch is installed,
open the switch.
The wiring schematics are revised periodically.
The wiring schematics will change as updates are
made to the machine harness. For the most current
information, always check the revision number of the
schematic. Use the schematic with the latest revision
number.

Harness Wire Identification

Perkins identifies all wires with eleven solid colors.
The circuit number is stamped on the wire at a 25 mm
(1 inch) spacing. Table 4 lists the wire colors and the
color codes.

Table 4

Color Codes for the Harness Wire

Color Code Color Color Code Color
BK Black GN Green
BR Brown BU Blue
RD Red PU Purple g01143634
Illustration 7

OR Orange GY Gray Service welding guide (typical diagram)

YL Yellow WH White 3. Connect the welding ground cable as close

PK Pink as possible to the area that will be welded.
Components which may be damaged by welding
include bearings, hydraulic components, and
Welding on a Machine that is Equipped electrical/electronic components.
with an Electronic Control System (ECM)
4. Protect the wiring harness from welding debris
Proper welding procedures are necessary in order and from spatter.
to avoid damage to the engine’s electronic control
module, sensors, and associated components. The 5. Weld the materials by using standard welding
component that requires welding should be removed. methods.
When welding on a machine that is equipped with an
ECM and removal of the component is not possible,
the following procedure must be followed. This
procedure provides the minimum amount of risk to
the electronic components.

NOTICE
Do not ground the welder to electrical components
such as the ECM or sensors. Improper grounding can
cause damage to the drive train bearings, hydraulic
components, electrical components, and other com-
ponents.

Clamp the ground cable from the welder to the com-

ponent that will be welded. Place the clamp as close
as possible to the weld. This will help reduce the pos-
sibility of damage.

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KENR6908 19
Troubleshooting Section

g01413839
Illustration 8
Schematic diagram for a machine with an OEM connector

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20 KENR6908
Troubleshooting Section

g01413856
Illustration 9
Schematic diagram for a machine without an OEM connector

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KENR6908
Programming Parameters
i02549443
Programming Parameters
The Perkins Electronic Service Tool (EST) can be
used to view certain parameters that can affect
the operation of the engine. The Perkins EST can
also be used to change certain parameters. The
parameters are stored in the Electronic Control
Module (ECM). Some of the parameters are
protected from unauthorized changes by passwords.
Parameters that can be changed have a tattletale
number. The tattletale number shows if a parameter
has been changed.
i02549444
Factory Passwords
NOTICE
Operating the engine with a flash file not designed for
that engine will damage the engine. Be sure the flash
file is correct for your engine.
Note: Factory passwords are provided only to
Perkins dealers and distributors.
Factory passwords are required to perform each of
the following functions:
• Program a new Electronic Control Module (ECM).
When an ECM is replaced, the system
configuration parameters must be programmed
into the new ECM. A new ECM will allow these
parameters to be programmed once without factory
passwords. After the initial programming, some
parameters are protected by factory passwords.
• Clear event codes.
Most event codes require the use of factory
passwords to clear the code once the code has
been logged. Clear these codes only when you are
certain that the fault has been corrected.
• Unlock parameters.
Factory passwords are required in order to unlock
certain system configuration parameters. Refer
to Troubleshooting, “System Configuration
Parameters”.
This document has been printed from SPI². Not for Resale
21
Troubleshooting Section
Since factory passwords contain alphabetic
characters, the Perkins Electronic Service Tool
(EST) must be used to perform these functions. In
order to obtain factory passwords, proceed as if you
already have the password. If factory passwords are
needed, the Perkins EST will request the factory
passwords and the Perkins EST will display the
information that is required to obtain the passwords.
For the worksheet that is used for acquiring factory
passwords, refer to programming parameters
Troubleshooting, “Factory Passwords Worksheet”.
i02825047
Flash Programming
Flash Programming – A method of loading a flash
file into the Electronic Control Module (ECM)
The electronic service tool can be utilized to
flash program a flash file into the ECM. The flash
programming transfers the flash file from the PC to
the ECM.
Flash Programming a Flash File
1. Obtain the part number for the new flash file.
Note: If you do not have the part number for the flash
file, use Perkins Technical Marketing Information
(PTMI) on the Perkins Intranet.
Note: You must have the engine serial number in
order to search for the part number for the flash file.
2. Connect the electronic service tool to the service
tool connector.
3. Turn the keyswitch to the ON position. Do not start
the engine.
4. Select “WinFlash” from the “Utilities” menu on the
electronic service tool.
Note: If “WinFlash” will not communicate with the
ECM, refer to Troubleshooting, “Electronic Service
Tool Will Not Communicate with ECM”.
5. Flash program the flash file into the ECM.
a. Select the engine ECM under the “Detected
ECMs”.
b. Press the “Browse” button in order to select
the part number of the flash file that will be
programmed into the ECM.
c. When the correct flash file is selected, press
the “Open” button.
22
Troubleshooting Section
d. Verify that the “File Values” match the
application. If the “File Values” do not match
the application, search for the correct flash file.
e. When the correct flash file is selected, press
the “Begin Flash” button.
f. The electronic service tool will indicate when
flash programming has been successfully
completed.
6. Start the engine and check for proper operation.
a. If a diagnostic code 0268-02 is generated,
program any parameters that were not in the
old flash file.
b. Access the “Configuration” screen under the
“Service” menu in order to determine the
parameters that require programming.
“WinFlash” Error Messages
If you receive any error messages during flash
programming, click on the “Cancel” button in order
to stop the process. Access the information about
the “ECM Summary” under the “Information” menu.
Ensure that you are programming the correct flash
file for your engine.
i02825049
Injector Trim File
The electronic service tool is used to load the injector
trim files into the Electronic Control Module (ECM).
The injector trim files must be loaded into the ECM if
any of the following conditions occur:
• An injector is replaced.
• The ECM is replaced.
• Diagnostic code 0253-02 is active.
• Injectors are exchanged between cylinders.
Exchanging Electronic Unit Injectors
This document has been printed from SPI². Not for Resale
KENR6908
Exchanging injectors can help determine if a fault is
in the injector or in the cylinder. If two injectors that
are currently installed in the engine are exchanged
between cylinders, the injector trim files can also
be exchanged. Press the “Exchange” button at the
bottom of the “Injector Trim Calibration” screen on
the electronic service tool. Select the two injectors
that will be exchanged and press the “OK” button.
The tattletale for the injectors that were exchanged
will increase by one.
Note: The serial number for the injector and the
confirmation code number for the injector are located
on the injector.
1. Record the serial number and the confirmation
code number for each injector.
2. Obtain the injector trim file by one of the following
methods:
• Use PTMI to select the injector trim file.
• Use the compact disc that is included with a
replacement injector.
3. Enter the serial number for the injector in the
search field.
4. Download the injector trim file to the PC. Repeat
this procedure for each injector, as required.
5. Connect the electronic service tool to the
service tool connector. Refer to Troubleshooting,
“Electronic Service Tools”.
6. Turn the keyswitch to the ON position.
7. Select the following menu options on the electronic
service tool:
• Service
• Calibrations
• Injector Trim Calibration
8. Select the appropriate cylinder.
9. Click on the “Change” button.
10. Select the appropriate injector trim file from the
PC.
11. Click on the “Open” button.
12. If you are prompted by the electronic service
tool, enter the confirmation code number for the
injector into the field.
13. Click on the “OK” button.
KENR6908 23
Troubleshooting Section

The injector trim file is loaded into the ECM.

14. Repeat the procedure for each cylinder, as

required.

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24 KENR6908
Troubleshooting Section

System Configuration ECM Serial Number

Parameters
i03034663
System Configuration
Parameters
System configuration parameters affect the emissions
of the engine or the power of the engine. System
configuration parameters are programmed at the
factory. Normally, system configuration parameters
would never need to be changed through the life of
the engine. System configuration parameters must
be reprogrammed if an Electronic Control Module
(ECM) is replaced. System configuration parameters
do not need to be reprogrammed if the ECM software
is changed. The correct values for these parameters
are stamped on the engine information ratings plate.
Factory passwords are required to change these
parameters. The following information is a description
of the system configuration parameters.
Full Load Setting (FLS)
The full load setting is a number that represents
the adjustment to the fuel system that was made
at the factory in order to fine tune the fuel system.
The correct value for this parameter is stamped on
the engine information ratings plate. If the ECM is
replaced, the full load setting must be reprogrammed
in order to prevent a 0268-02 diagnostic code from
becoming active.
This is a read only parameter that displays the serial
number of the ECM.
ECM Software Release Date
This parameter is defined by the ECM software
and this parameter is not programmable. The ECM
software release date is used to provide the version
of the software. The customer parameters and the
software change levels can be monitored by this
date. The date that is provided is the month, which
is followed by the year “AUG06”. “AUG” is the month
(August) and “06” is the year (2006).
Critical Override Switch
If equipped, the critical override switch allows the
engine to continue running even if engine oil pressure
or coolant temperature have reached the shutdown
limit for the engine. If the engine is run in this
condition, the engine warranty is cancelled and any
events that occur are stored in the ECM with the time
and the date. Implementation of this facility requires
a factory password.
Total Tattletale
This parameter displays the total number of changes
that have been made to the configuration parameters.

Full Torque Setting (FTS)

Full torque setting is similar to full load setting. If
the ECM is replaced, the full torque setting must
be reprogrammed in order to prevent a 0268-02
diagnostic code from becoming active.

Software Part number

This is the part number of the software that is flashed
into the ECM.

Engine Serial Number

When a new ECM is delivered, the engine serial
number in the ECM is not programmed. The engine
serial number should be programmed to match the
engine serial number that is stamped on the engine
information plate.

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KENR6908 25
Troubleshooting Section

Configuration Parameters
Table 5

Screen Order Configuration Parameter Description Read/Write

Security(1)
1 ECM Identification Parameters
2 Equipment ID RW2
3 Engine Serial Number RW3
4 ECM Serial Number R
5 ECM Software Part Number R
6 ECM Software Release Date R
7 ECM Software Description R
8 Selected Engine Rating
9 Rating Number RW2
10 Rated Frequency R
11 Rated Genset Speed R
12 Rated Real Genset Power R
13 Rated Apparent Genset Power R
14 Engine Rating Application Type R
15 External Speed Selection Switch Installed RW2
16 Engine/Gear Parameters
17 Engine Acceleration Rate RW2
18 Droop/Isochronous Switch Installed RW2
19 Droop/Isochronous Selection RW2
20 Engine Speed Droop RW2
21 Digital Speed Control Installed RW2
22 Speed Control Minimum Speed RW2
23 Speed Control Maximum Speed RW2
24 Digital Speed Control Ramp Rate RW2
25 Crank Terminate RPM RW1
26 I/O Configuration Parameters
27 Desired Speed Input Arrangement RW2
28 Fuel Enable Input Configuration RW1
29 Critical Override Switch Installed RW3
30 Emergency Shutdown Override Input Configuration RW1
31 System Settings
32 Governor Gain Factor RW1
33 Governor Minimum Stability Factor RW1
34 Governor Maximum Stability Factor RW1
35 Full Load Setting (FLS) RW3
36 Full Torque Setting (FTS) RW3
37 Passwords
(continued)

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26 KENR6908
Troubleshooting Section

(Table 5, contd)
38 Customer Password 1 RW2
39 Customer Password 2 RW2
40 Security Access Parameters
41 Total Tattletale R
(1) R is Read only. RW1 is Read/write without a password. RW2 is Read/write with a customer password. RW3 is Read/write with a factory
password.

Customer Specified Parameters Rating Configuration

Customer specified parameters allow the engine to
be configured to the exact needs of the application.
Customer parameters may be changed repeatedly as
a customer’s operation changes.
The following information is a brief description of the
customer specified parameters.
Rating Duty Selection
This parameter enables selection of the engine rating
from a series of maps within the ECM. Changing the
rating requires a customer password. The available
ratings within the ECM will vary with the type of
engine and the specification of the engine.
Rated Frequency
This parameter displays the rated frequency of the
genset. This is determined by the rating selection
and the status of the external speed selection switch.
This parameter is read only.
Rated Speed
This parameter displays the rated speed of the
engine. This is determined by the rating selection
and the status of the external speed selection switch.
This parameter is read only.
Rated Real Genset Power
This parameter displays the maximum power in kW
of the currently selected rating. This parameter is
read only.
Rated Apparent Genset Power
This parameter displays the maximum power in kVA
of the currently selected rating. This parameter is
read only.
This parameter displays the configuration of the
currently selected rating. The following list gives the
possible configurations:
• Standby power
• Limited time prime power
• Prime power
• Continuous or baseload power
For definitions of these ratings, refer to ISO8528.
This parameter is read only.
Note: Not all of the above rating configurations will
be available in the software files of every ECM.
External Speed Selection Switch Enable
For dual speed applications with an external
speed selection switch, this parameter enables the
functionality of the speed selection switch within
the software. Changing this parameter requires a
customer password.
Engine Startup Acceleration Rate
This parameter enables the acceleration rate of
the engine in RPM per second to be programmed.
The parameter can be programmed from idle speed
to rated speed. Control of this parameter enables
any overshoot in speed on start-up to be limited.
Changing this parameter requires a customer
password.
Droop/Isochronous Switch Enable
This parameter determines whether the external
droop/isochronous switch is enabled or disabled.
Changing this parameter requires a customer
password.

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KENR6908
Droop/Isochronous Selection
The engine will normally be run in isochronous mode.
This means that the engine speed will not change,
regardless of the load. If the engine needs to operate
in parallel with another genset or the engine needs
to operate in parallel with the grid, it is necessary to
operate the engine in droop mode in order to ensure
the stability of the system. This parameter enables
droop/isochronous mode selection. Changing this
parameter requires a customer password.
Note: If an external droop/isochronous switch is
enabled, the position of this switch will override the
“Droop/Isochronous” selection.
Engine Speed Droop
If droop operation is selected, this parameter
allows the setting of percentage droop. This is the
percentage of speed reduction with an increase in
load. This parameter has no effect when the engine
is running in isochronous mode. Changing this
parameter requires a customer password.
Digital Speed Control Installed
This parameter determines whether input from the
raise/lower switch controls the speed of the engine.
If digital speed control is not installed, the speed of
the engine is controlled by inputs from the analog
throttle or the PWM throttle. This depends on the
input that is selected in the desired speed input
configuration. Changing this parameter requires a
customer password.
Digital Speed Control Minimum Speed
This setting determines the minimum speed range of
both the raise/lower control and the analog control.
For example, if this is set to 100 RPM and the
nominal engine speed is selected to 1500 RPM, the
minimum speed setting is 1400 RPM. This parameter
does not affect the range of the PWM speed control
as this control has a fixed minimum limit and a fixed
maximum limit. Changing this parameter requires a
customer password.
Digital Speed Control Maximum Speed
This setting determines the maximum speed range of
both the raise/lower control and the analog control. If
this is set to 100 RPM and the nominal engine speed
is selected to 1500 RPM, the maximum speed setting
is 1600 RPM. This setting does not affect the range
of the PWM speed control as this control has a fixed
minimum limit and a fixed maximum limit. Changing
this parameter requires a customer password.
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27
Troubleshooting Section
Digital Speed Control Ramp Rate
This setting determines the rate of change of engine
speed in RPM when the raise/lower switch inputs are
closed. Changing this parameter requires a customer
password.
Crank Terminate Speed
This parameter is used to set the engine speed that
is required before the output from the crank terminate
relay is switched. Changing this parameter requires a
customer password.
Desired Speed Input Arrangement
If a digital speed control is not installed, this
parameter enables selection of either an analog
throttle, a PWM throttle or an external CAN Bus
speed control. The inputs from the analog throttle,
the PWM throttle or the CAN Bus speed control
are normally used with genset load sharing and
synchronizing controllers. Changing this parameter
requires a customer password.
Note: If a PWM throttle, an analog throttle or a CAN
Bus speed control is selected but there are no inputs
to the terminals for the selected speed control, the
engine will default to running at 1100 RPM.
If a PWM throttle, an analog throttle or a CAN Bus
speed control is not used, the digital speed control
should be selected.
Fuel Enable Input Configuration
This parameter enables the selection of switch to
battery positive or CAN input for the control of the
injector On and injector Off.
Governor Gain Parameters
The following items are the adjustable parameters for
governor gain:
• Governor Gain Factor
• Governor Minimum Stability Factor
• Governor Maximum Stability
Note: No engineering units are associated with these
numbers.
Note: The programmable range is wide for flexibility.
Values of 1 to 40000 are valid. The full range of this
parameter may not be used on any system. Do not
expect to use the whole range.
28
Troubleshooting Section
Gain Explanations
Governor Gain Factor
The governor gain factor is multiplied to the difference
between desired speed and actual speed.
• If the value of the governor gain factor is too
large, the engine speed can overshoot the desired
speed. The overshoot is caused by an excessive
correction or an instability of a steady state.
• If the governor gain factor is too small, the response
that is necessary to accelerate the engine to the
desired speed must be obtained by increasing the
stability terms to a higher value. As this process is
slow, the response of the engine speed is slow.
Governor Minimum/Maximum Stability
Factor
The stability factor terms work in order to eliminate a
steady state speed error. There are two gain terms
that are used for stability. If the error is greater than
20 RPM and if the error is increasing, the maximum
stability gain is functioning. If the error is less than
20 RPM, the minimum stability gain is used. This
function allows the use of a high gain that would
otherwise cause the engine to be unstable when the
engine is operating near the desired speed.
• If either the minimum stability gain or the maximum
stability gain is set too high, the governor will
provide more fuel than the amount that is
necessary to bring the error to zero. The additional
fuel will cause the engine speed to overshoot and
the engine to produce excessive combustion noise.
• If the minimum stability gain or the maximum
stability gain is set too low, excessive time is taken
in order to stabilize the engine speed.
Tuning Procedure
1. Turn the keyswitch to the OFF/RESET position.
Before the tuning procedure is started, connect
the electronic service tool and then check that
engine overspeed protection is enabled. Engine
overspeed is configured on the “Service\Monitoring
System” screen on the electronic service tool.
NOTICE
Performing engine governor tuning without engine
overspeed protection could result in serious engine
damage. Ensure that this parameter is ON while
performing this procedure.
This document has been printed from SPI². Not for Resale
KENR6908
2. Start the engine. On the engine mounted genset
control panel, check that the engine has reached
rated speed. This panel will serve as the reference
point for the speed during this procedure.
3. Enter the “Configuration Parameters” screen on
the electronic service tool.
4. Determine the desired scenario in order to tune
the engine. For example, check if the engine has
poor response during specific load assignments
or specific load dumps.
5. Perform the desired load change that is detailed
in step 4. Check the response of the engine by
viewing the following parameters.
• The engine speed on the control panel on the
genset
• The frequency response of the system bus to
the load change
• Listening to the response of the engine
6. Use the listed suggestions in order to determine
the gains that require adjustment.
7. Repeat steps 5, 6 and 7 until a desired engine
response can be met. Use large adjustments
(10% of original gain) initially to generally tune the
engine in the proper manner. As the response
gets closer to the desired value, increase the
gains in smaller increments (1% of total gain).
Customer Password 1, Customer
Password 2
Customer passwords are the programmable
parameters that can be used to protect certain
configuration parameters from any unauthorized
changes.
Engine Monitoring
Perkins provides an engine monitoring system that
is installed at the factory. The system monitors the
following parameters:
• Engine oil pressure
• Coolant temperature
• Intake manifold air temperature
• Engine speed
• Boost pressure
• Fuel temperature
KENR6908
The monitoring system has three levels of operation.
The levels are described below.
Warning Operation (level 1)
In the Warning condition, the ECM causes the
warning lamp to come ON. The warning lamp
indicates that a fault has been detected by the engine
monitoring system. No further action by the ECM or
the engine occurs.
Action Alert Operation (level 2)
In the Action Alert condition, the ECM causes the
action alert lamp to come on. The Action Alert lamp
indicates that a fault has been detected by the engine
monitoring system. This condition is normally wired
in order to cause a shutdown and the shutdown is
controlled by the control panel on the machine.
Shutdown Operation (level 3)
If the fault reaches the Shutdown condition, the ECM
causes the shutdown lamp to come on. Unless the
engine is in a Critical Override condition, the engine
will shut down.
Monitoring the Fuel Temperature
The fuel temperature sensor monitors the fuel
temperature. The signal from the sensor allows
the ECM to compensate for changes in the fuel
temperature by adjusting the fuel rate for constant
power.
The sensor is also used to warn the operator of
excessive fuel temperature with a diagnostic event
code. Excessive fuel temperatures can adversely
affect engine performance.
Self-Diagnostics
The electronic system has the ability to diagnose
faults. When a fault is detected, a diagnostic code
is generated and the diagnostic code is stored
in permanent memory (logged) in the ECM. The
diagnostic lamp is also activated.
When diagnostic codes occur, the diagnostic codes
are referred to as Active diagnostic codes. Active
diagnostic codes indicate that a fault of some kind
currently exists.
Diagnostic codes that are stored in memory are
called Logged diagnostic codes. The fault may have
been temporary or the fault may have been repaired
since the fault was logged. For this reason, logged
codes do not necessarily mean that something needs
to be repaired. Logged diagnostic codes are meant
to be an indication of probable causes for intermittent
faults.
This document has been printed from SPI². Not for Resale
29
Troubleshooting Section
Diagnostic codes that identify operating conditions
outside the normal operating range are called Events.
Event codes are not typically an indication of a fault
with the electronic system.
Note: Some of the diagnostic codes require
passwords to clear the code.
Effect of Diagnostic Codes on
Engine Performance
The diagnostic lamp comes on when a specific
condition exists. When the ECM detects an engine
fault, the ECM generates an active diagnostic code
and the diagnostic code is logged. The diagnostic
code is logged in order to record the following
information:
• Number of occurrences
• Engine hours at the first occurrence and the last
occurrence
The two types of codes are Diagnostic codes and
Event codes.
Diagnostic Codes
Fault codes are provided in order to indicate that
an electrical fault or an electronic fault has been
detected by the ECM. In some cases, the engine
performance can be affected by the condition that is
causing the code. More frequently, there is no effect
on engine performance.
Event Codes
Event codes are used to indicate that some
operational fault has been detected in the engine by
the ECM. This does not usually indicate an electronic
malfunction.
The ECM also provides a clock in order to add the
date and the time to the following critical event codes:
• 360-3 Low oil pressure shutdown
• 361-3 High coolant temperature shutdown
Refer to the Troubleshooting Guide, “Diagnostic
Code Cross Reference” for a list of all the diagnostic
fault codes.
30 KENR6908
Troubleshooting Section

Settings for the Monitoring System

Table 6
Parameter State Trip Point Delay Time
Low Engine Oil Pressure (E360)
Warn Operator (1) On 200 kPa 60 seconds
(29.0 psi)
Action Alert (2) Always On 150 kPa 2 seconds
(21.8 psi)
Engine Shutdown (3) Always On 110 kPa 2 seconds
(16.0 psi)
High Engine Coolant Temperature (E361)
Warn Operator (1) On 104 °C (2190 °F) 60 seconds
Action Alert (2) Always On 105 °C (221 °F) 10 seconds
Engine Shutdown (3) Always On 108 °C (226 °F) 10 seconds
Engine Overspeed (E362)
Warn Operator (1) On 2000 RPM 1 second
Action Alert (2) Always On 2050 RPM 0 second
Engine Shutdown (3) Always On 2140 RPM 0 second
High Intake Manifold Air Temperature (E368)
Warn Operator (1) On 75 °C (167 °F) 60 seconds
Action Alert (2) Always On 78 °C (172 °F) 10 seconds
High Fuel Supply Temperature (E363)
Warn Operator (1) On 60 °C (140 °F) 60 seconds
Action Alert (2) Always On 68 °C (154 °F) 60 seconds
High Boost Pressure (E162)
Warn Operator (1) On 300 kPa 60 seconds
(43.5 psi)
Action Alert (2) Always On Map 5 seconds

This document has been printed from SPI². Not for Resale
KENR6908 31
Troubleshooting Section

Troubleshooting without a i02556542

Diagnostic Code Alternator Will Not Charge

i02556541
Note: This is not an electronic system fault.
Alternator Noise
Probable Causes
Note: This is not an electronic system fault. • Alternator drive belt

Refer to Testing and Adjusting for information on • Charging circuit

possible electrical causes of this condition.
Probable Causes
• Alternator drive belt
• Alternator mounting bracket
• Alternator drive pulley
• Alternator bearings
Recommended Actions
Alternator Drive Belt
Inspect the condition of the alternator drive belt. If
the alternator drive belt is worn or damaged, check
that the drive belt for the alternator and the pulley are
correctly aligned. If the alignment is correct, replace
the drive belt. Refer to Disassembly and Assembly,
“Alternator Belt - Remove and Install”.
Alternator Mounting Bracket
Inspect the alternator mounting bracket for cracks
and wear. Repair the mounting bracket or replace
the mounting bracket in order to ensure that the
alternator drive belt and the alternator drive pulley
are in alignment.
• Alternator
Recommended Actions
Alternator Drive Belt
Inspect the condition of the alternator drive belt. If
the alternator drive belt is worn or damaged, check
that the drive belt for the alternator and the pulley are
correctly aligned. If the alignment is correct, replace
the drive belt. Refer to Systems Operation, Testing
and Adjusting, “Belt Tension Chart”.
Charging Circuit
Inspect the battery cables, wiring, and connections in
the charging circuit. Clean all connections and tighten
all connections. Replace any faulty parts.
Alternator
Verify that the alternator is operating correctly.
Refer to Systems Operation, Testing and Adjusting,
“Charging System - Test”. The alternator is not a
serviceable item. The alternator must be replaced
if the alternator is not operating correctly. Refer to
Disassembly and Assembly, “Alternator - Remove
and Install”.
i02556551

Alternator Drive Pulley Battery

Remove the nut for the alternator drive pulley and
then inspect the nut and the drive shaft. If no damage
is found, install the nut and tighten the nut to the
Note: This is not an electronic system fault.
correct torque. Refer to Specifications, “Alternator
and Regulator” for the correct torque.
Probable Causes
Alternator Bearings
• Charging circuit
Check for excessive play of the shaft in the alternator.
Check for wear in the alternator bearings. The • Battery
alternator is a nonserviceable item. The alternator
must be replaced if the bearings are worn. Refer to • Auxiliary device
Disassembly and Assembly, “Alternator - Remove”
and Disassembly and Assembly , “Alternator - Install”.

This document has been printed from SPI². Not for Resale
32
Troubleshooting Section
Recommended Actions
Charging Circuit
If a fault in the battery charging circuit is suspected,
refer to Troubleshooting, “Alternator Will Not Charge”.
Battery
1. Check that the battery is able to maintain a charge.
Refer to Testing and Adjusting, “Battery - Test”.
2. If the battery does not maintain a charge,
replace the battery. Refer to the Operation and
Maintenance Manual, “Battery - Replace”.
Auxiliary Device
1. Check that an auxiliary device has drained the
battery by being left in the ON position.
2. Charge the battery.
3. Verify that the battery is able to maintain a charge
when all auxiliary devices are switched off.
i02556559
Can Not Reach Top Engine
RPM
Note: If this fault occurs only under load, refer to
the Troubleshooting Guide, “Low Power/Poor or No
Response to Throttle”.
The connection of any electrical equipment and
the disconnection of any electrical equipment may
cause an explosion hazard which may result in in-
jury or death. Do not connect any electrical equip-
ment or disconnect any electrical equipment in an
explosive atmosphere.
Probable Causes
• Diagnostic codes
• Event codes
• Programmable parameters
• Cold mode
• Throttle signal
This document has been printed from SPI². Not for Resale
KENR6908
• Rated fuel position and/or FRC fuel position
• Inlet manifold pressure sensor
• Fuel supply
• Air inlet and exhaust system
• Accessory equipment
Recommended Actions
Diagnostic Codes and Event Codes
Certain diagnostic codes and/or event codes may
cause poor performance. Connect the electronic
service tool and then check for active codes and
logged codes. Troubleshoot any codes that are
present before continuing with this procedure.
Programmable Parameters
Check the following parameters on the electronic
service tool:
• “Desired Engine Speed”
• “Desired Speed Input Configuration”
Determine the type of speed control that is used in
the application. Program the parameters to match
the type of speed control that is used. Refer to the
Troubleshooting Guide, “Speed Control Circuit - Test”
for more information.
Note: The engine will have poor performance if the
parameters are not programmed correctly.
Cold Mode
Use the electronic service tool to verify that the
engine has exited cold mode. A status flag will
appear if the engine is operating in cold mode. This
may limit engine speed.
Throttle Signal
Connect the electronic service tool to the diagnostic
connector. View the status for the “Desired Engine
Speed” on the status screen. Operate the speed
control from the Low Speed position to the High
Speed position. If the status cannot operate in the full
range, refer to the Troubleshooting Guide, “Speed
control - Calibrate”.
KENR6908
Diagnostic codes that are related to the J1939 data
link will prevent correct operation of the throttle if the
throttle position is transmitted over the data link. If
there is a fault in the data link, the engine will remain
at low idle until the data link is repaired.
Inlet Manifold Pressure Sensor, Rated
Fuel Position and/or FRC Fuel Position
1. With the engine at full load, monitor “Fuel Position”
and “Rated Fuel Limit” on the status screen. If
“Fuel Position” does not equal “Rated Fuel Limit”
then check air inlet manifold pressure.
2. Verify that there are no active diagnostic codes
that are associated with the inlet manifold pressure
sensor or with the atmospheric pressure sensor.
3. Monitor the inlet manifold pressure and the
atmospheric pressure on the status screen for
normal operation.
Fuel Supply
1. Check the fuel lines for the following faults:
restrictions, collapsed lines, and pinched lines. If
faults are found with the fuel lines, repair the lines
and/or replace the lines.
2. Check the fuel tank for foreign objects which may
block the fuel supply.
3. Prime the fuel system if any of the following
procedures have been performed:
• Replacement of the fuel filters
• Service on the low pressure fuel supply circuit
• Replacement of electronic unit injectors
Note: A sight glass in the low pressure supply line is
helpful in diagnosing air in the fuel. Refer to Systems
Operation, Testing and Adjusting.
4. Cold weather adversely affects the characteristics
of the fuel. Refer to the Operation and
Maintenance Manual for information on improving
the characteristics of the fuel during cold weather
operation.
5. Check the fuel pressure during engine cranking.
Check the fuel pressure on the outlet side of
the fuel filter. Refer to Specifications for correct
pressure values. If the fuel pressure is low,
replace the fuel filters. If the fuel pressure is still
low, check the following items: fuel transfer pump,
fuel transfer pump coupling, and fuel pressure
regulating valve.
This document has been printed from SPI². Not for Resale
33
Troubleshooting Section
Air Inlet and Exhaust System
1. Clean plugged air filters or replace plugged air
filters. Refer to the Operation and Maintenance
Manual.
2. Check the air inlet and exhaust system for
restrictions and/or leaks. Refer to Systems
Operation, Testing and Adjusting, “Air Inlet and
Exhaust System”.
Accessory Equipment
Check all accessory equipment for faults that may
create excessive load on the engine. Repair any
damaged components or replace any damaged
components.
i02556728
Coolant in Engine Oil
Probable Causes
• Engine oil cooler core
• Cylinder head gasket
• Cylinder head
• Cylinder liner
• Cylinder block
Recommended Actions
Engine Oil Cooler Core
1. Check for leaks in the oil cooler core. If a leak is
found, install a new oil cooler core. Refer to the
Disassembly and Assembly manual.
2. Drain the crankcase and refill the crankcase with
clean engine oil. Install new engine oil filters.
Refer to the Operation and Maintenance Manual.
Cylinder Head Gasket
1. Remove the cylinder head. Refer to the
Disassembly and Assembly manual.
2. Check the cylinder liner projection. Refer to the
Systems Operation, Testing and Adjusting manual.
3. Install a new cylinder head gasket and new water
seals in the spacer plate. Refer to the Disassembly
and Assembly manual.
34 KENR6908
Troubleshooting Section

Cylinder Head 2. Verify that the electronic service tool is on the

“Factory Password” screen.
Check for cracks in the cylinder head. If a crack
is found, repair the cylinder head and/or replace 3. Use the electronic service tool to verify that the
the cylinder head. Refer to the Disassembly and following information has been entered correctly:
Assembly manual.
• Engine serial number
Cylinder Liner
• Serial number for the electronic control module
Check for cracked cylinder liners. Replace any
cracked cylinder liners. Refer to the Disassembly and • Serial number for the electronic service tool
Assembly manual.
• Total tattletale
Cylinder Block
• Reason code
Inspect the cylinder block for cracks. If a crack is
found, repair the cylinder block or replace the cylinder i02556747
block.
ECM Will Not Communicate
i02556737 with Other Systems or Display
Coolant Temperature Is Too Modules
High
Probable Causes
Refer to Systems Operation, Testing and Adjusting,
“Cooling System - Check” for information on • Wiring and/or electrical connectors
determining the cause of this condition.
• Data Link
i02556740 • CAN data link (if equipped)
ECM Will Not Accept Factory • Electronic Control Module (ECM)
Passwords
Recommended Actions
1. Check for correct installation of the J1/P1 and
J2/P2 connectors for the Electronic Control
Probable Causes Module (ECM) . Refer to the Troubleshooting
Guide, “Electrical Connectors - Inspect”.
One of the following items may not be recorded
correctly on the electronic service tool:
2. Connect the electronic service tool to the
diagnostic connector. If the ECM does not
• Passwords communicate with the electronic service tool, refer
to the Troubleshooting Guide, “Electronic Service
• Serial numbers Tool Will Not Communicate with ECM”.
• Total tattletale 3. Troubleshoot the data link for possible faults.
Refer to the Troubleshooting Guide, “Data Link
• Reason code Circuit - Test”.

Recommended Actions 4. Troubleshoot the CAN data link (if equipped)

for possible faults. Refer to the Troubleshooting
1. Verify that the correct passwords were entered. Guide, “CAN Data Link Circuit - Test”.
Check every character in each password. Remove
the electrical power from the engine for 30
seconds and then retry.

This document has been printed from SPI². Not for Resale
KENR6908
i02825052
Electronic Service Tool Will
Not Communicate with ECM
Probable Causes
• Configuration for the communications adapter
• Electrical connectors
• Communication adapter and/or cables
• Electrical power supply to the diagnostic connector
• Electronic service tool and related hardware
• Electrical power supply to the Electronic Control
Module (ECM)
• Flash file
• Data Link
Recommended Actions
Start the engine. If the engine starts, but the ECM
will not communicate with the electronic service tool,
continue with this procedure. If the engine will not
start, refer to the Troubleshooting Manual, “Engine
Cranks but Will Not Start”. If the engine will not crank,
refer to the Troubleshooting Guide, “Engine Will Not
Crank”.
Configuration for the Communications
Adapter
1. Access “Preferences” under the “Utilities” menu
on the electronic service tool.
2. Verify that the correct “Communications Interface
Device” is selected.
3. Verify that the correct port is selected for use by
the communication adapter.
Note: The most commonly used port is “COM 1”.
4. Check for any hardware that is utilizing the
same port as the communications adapter. If any
devices are configured to use the same port, exit
or close the software programs for that device.
Electrical Connectors
Check for correct installation of the J1/P1 and J2/P2
ECM connectors and of the diagnostic connector.
Refer to the Troubleshooting Guide, “Electrical
Connectors - Inspect”.
This document has been printed from SPI². Not for Resale
35
Troubleshooting Section
Communication Adapter and/or Cables
1. If you are using a Communication Adapter,
ensure that the firmware and driver files for the
communication adapter are the most current files
that are available. If the firmware and driver files
do not match, the communication adapter will not
communicate with the electronic service tool.
2. Disconnect the communication adapter and the
cables from the diagnostic connector. Reconnect
the communication adapter to the service tool
connector.
3. Verify that the correct cable is being used between
the communication adapter and the diagnostic
connector. Refer to the Troubleshooting Guide,
“Electronic Service Tools”.
Electrical Power Supply to the Service
Tool Connector
Verify that battery voltage is present between
terminals “A” and “B” of the diagnostic connector. If
the communication adapter is not receiving power,
the display on the communication adapter will be
blank.
Electronic Service Tool and Related
Hardware
In order to eliminate the electronic service tool
and the related hardware as the fault, connect the
electronic service tool to a different engine. If the
same fault occurs on a different engine, check the
electronic service tool and the related hardware in
order to determine the cause of the fault.
Electrical Power Supply to the Electronic
Control Module (ECM)
Check power to the ECM. Refer to the
Troubleshooting Guide, “Electrical Power Supply
Circuit - Test”.
Note: If the ECM is not receiving battery voltage, the
ECM will not communicate.
Flash File
Ensure that the correct flash file is properly installed
in the ECM.
Note: A new ECM is not programmed to any specific
engine until a flash file has been installed. The engine
will not start and the engine will not communicate
with the electronic service tool until the flash file
has been downloaded. Refer to the Troubleshooting
Guide, “Flash Programming”.
36
Troubleshooting Section
Data Link
Troubleshoot the data link for possible faults. Refer to
the Troubleshooting Guide, “Data Link Circuit - Test”.
i02557749
Engine Cranks but Will Not
Start
Probable Causes
• Fuel supply
• Diagnostic codes and event codes
• Electrical power to the Electronic Control Module
(ECM)
• Flash file
• Remote shutdown switch
• Starting motor, solenoid, or starting circuit
• Position sensors
• Electronic unit injector
• Combustion
Recommended Actions
Fuel Supply
1. Visually check the fuel level. Do not rely on the fuel
gauge only. If necessary, add fuel. If the engine
has been run out of fuel, it will be necessary to
purge the air from the fuel system. Refer to the
Operation and Maintenance Manual, “Fuel System
- Prime” for the correct procedure.
2. Check the fuel lines for the following faults:
restrictions, collapsed lines, and pinched lines. If
faults are found with the fuel lines, repair the lines
and/or replace the lines.
3. Check the fuel tank for foreign objects which may
block the fuel supply.
4. Prime the fuel system if any of the following
procedures have been performed:
• Replacement of the fuel filters
• Service on the low pressure fuel supply circuit
This document has been printed from SPI². Not for Resale
KENR6908
• Replacement of electronic unit injectors
Note: A sight glass in the low pressure supply line
is helpful in diagnosing air in the fuel. Refer to
Systems Operation, Testing and Adjusting for more
information.
5. Check the fuel filters.
6. Cold weather adversely affects the characteristics
of the fuel. Refer to the Operation and
Maintenance Manual for information on improving
the characteristics of the fuel during cold weather
operation.
7. Check the fuel pressure during engine cranking.
Check the fuel pressure after the fuel filter. Refer
to Systems Operation/Testing and Adjusting, “Fuel
System” for the correct pressure values. If the fuel
pressure is low, replace the fuel filters. If the fuel
pressure is still low, check the following items: fuel
transfer pump, fuel transfer pump coupling, and
fuel pressure regulating valve.
Diagnostic Codes and Event Codes
Certain diagnostic codes and/or event codes may
prevent the engine from starting. Connect the
electronic service tool and check for active codes
and/or for logged codes. Troubleshoot any codes that
are present before continuing with this procedure.
Electrical Power Supply to the ECM
If the ECM is not receiving battery voltage, the ECM
will not operate. Refer to the Troubleshooting Guide,
“Electrical Power Supply Circuit - Test”.
Starting Motor, Solenoid, or Starting
Circuit
Remove the starting motor and visually inspect the
pinion of the starting motor and the flywheel ring gear
for damage.
Test the operation of the starting motor solenoid.
Check the condition of the engine wiring for the
starting motor solenoid. Test the operation of the
starting motor.
If necessary, repair the starting motor or the starting
circuit.
KENR6908
Position Sensors
1. Crank the engine and observe the engine speed
on the status screen of the electronic service
tool. If the electronic service tool indicates zero
rpm, refer to the Troubleshooting Guide, “Engine
Position Sensor Circuit - Test”.
Note: Upon initial cranking, the status for engine
speed may indicate that the engine speed signal is
abnormal. This message will be replaced with an
engine speed once the ECM is able to calculate a
speed from the signal.
2. If an engine speed is present, check the sensor
installation. If the sensor is not properly installed,
the ECM may read engine speed, but the ECM
cannot determine the tooth pattern. The ability for
the ECM to read the tooth pattern is necessary
to determine the cylinder position. Engine speed
is present when engine speed is greater than 50
rpm. Refer to the Troubleshooting Guide, “Engine
Position Sensor Circuit - Test”.
Electronic Unit Injector
1. Ensure that the valve cover connectors for the
injector harnesses are fully connected and free of
corrosion.
2. Perform the “Injector Solenoid Test” on the
electronic service tool in order to determine if all
of the injector solenoids are being energized by
the ECM. Refer to the Troubleshooting Guide,
“Injector Solenoid Circuit - Test” for additional
information.
Combustion
Check the engine for faults in the combustion system.
i02557751
Engine Has Early Wear
Probable Causes
• Incorrect engine oil
• Contaminated engine oil
• Contaminated air
• Contaminated fuel
• Low oil pressure
This document has been printed from SPI². Not for Resale
37
Troubleshooting Section
Recommended Actions
Incorrect Engine Oil
Use engine oil that is recommended and change the
engine oil at the interval that is recommended by the
Operation and Maintenance Manual.
Contaminated Engine Oil
Drain the crankcase and refill the crankcase with
clean engine oil. Install new engine oil filters. Refer to
the Operation and Maintenance Manual.
If the oil filter bypass valve is open, the oil will not
be filtered. Check the oil filter bypass valve for a
weak spring or for a broken spring. If the spring is
broken, replace the spring. Refer to the Disassembly
and Assembly manual. Make sure that the oil bypass
valve is operating correctly.
Contaminated Air
Inspect the air inlet system for leaks. Inspect all of
the gaskets and the connections. Repair any leaks.
Inspect the air filter. Replace the air filter, if necessary.
Contaminated Fuel
Inspect the fuel filter. Replace the fuel filter, if
necessary.
Contaminants in the fuel such as hydrogen sulfide
and sulfur can lead to the formation of acids in the
crankcase. Obtain a fuel analysis.
Low Oil Pressure
When some components of the engine show bearing
wear in a short time, the cause can be a restriction in
a passage for engine oil.
An indicator for the engine oil pressure may indicate
sufficient pressure, but a component is worn due to a
lack of lubrication. In such a case, look at the passage
for the engine oil supply to the component. Refer
to the Systems Operation, Testing and Adjusting
manual.
38
Troubleshooting Section
i02557754
Engine Misfires, Runs Rough
or Is Unstable
Note: If the symptom is intermittent and the symptom
cannot be repeated, refer to Troubleshooting,
“Intermittent Low Power or Power Cutout”. If the
symptom is consistent and the symptom can be
repeated, continue with this procedure.
Probable Causes
• Diagnostic codes
• Programmable parameters
• Electrical connectors
• Cold mode
• Speed control
• Electronic unit injectors
• Fuel supply
• Air inlet and exhaust system
Recommended Actions
Note: If the symptom only occurs under certain
operating conditions (full load, engine operating
temperature, etc), test the engine under those
conditions. Troubleshooting the symptom under other
conditions can give misleading results.
Diagnostic Codes
Check for active diagnostic codes on the electronic
service tool. Troubleshoot any active codes before
continuing with this procedure.
Programmable Parameters
Check the “Desired speed input configuration” on the
electronic service tool.
Note: The engine will have poor performance if the
parameter is not programmed correctly.
This document has been printed from SPI². Not for Resale
KENR6908
Electrical Connectors
Check the connectors for the Electronic Control
Module (ECM) and the connectors for the unit
injectors for correct installation. Refer to the
Troubleshooting Guide, “Electrical Connectors -
Inspect”.
Cold Mode
Use the electronic service tool to verify that the
engine has exited cold mode. Cold mode operation
may cause the engine to run rough and the engine
power may be limited.
Speed Control
Monitor the signal from the speed control on the
electronic service tool. Verify that the signal from the
speed control is stable from the low speed position to
the high speed position.
Electronic Unit Injectors
1. Use the electronic service tool to determine if
there are any active diagnostic codes for the
electronic unit injectors.
2. Perform the injector solenoid test on the electronic
service tool in order to determine if all of the
injector solenoids are being energized by the
ECM. Refer to the Troubleshooting Guide,
“Injector Solenoid Circuit - Test” for the proper
procedure.
3. Perform the cylinder cutout test on the electronic
service tool in order to identify any electronic
unit injectors that might be misfiring. Refer to the
Troubleshooting Guide , “Injector Solenoid Circuit
- Test” for the proper procedure.
Fuel Supply
1. Check the fuel lines for the following faults:
restrictions, collapsed lines, and pinched lines. If
faults are found with the fuel lines, repair the lines
and/or replace the lines.
2. Check the fuel tank for foreign objects which may
block the fuel supply.
3. Prime the fuel system if any of the following
procedures have been performed:
• Replacement of the fuel filters
• Service on the low pressure fuel supply circuit
• Replacement of unit injectors
KENR6908 39
Troubleshooting Section

Note: A sight glass in the low pressure supply line is Cylinder Head Gasket
helpful in diagnosing air in the fuel.
1. Remove the cylinder head. Refer to Disassembly
4. Cold weather adversely affects the characteristics and Assembly, “Cylinder Head - Remove” for the
of the fuel. Refer to the Operation and correct procedure.
Maintenance Manual for information on improving
the characteristics of the fuel during cold weather 2. Check the cylinder liner projection. Refer to
operation. Systems Operation, Testing and Adjusting for the
correct procedure.
5. Check the fuel pressure during engine cranking.
Check the fuel pressure after the fuel filter. Refer 3. Install a new cylinder head gasket and new water
to Systems Operation, Testing and Adjusting, seals in the spacer plate. Refer to Disassembly
“Fuel System” for the correct pressure values. If and Assembly, “Cylinder Head - Install” for the
the fuel pressure is low, replace the fuel filters. If correct procedure.
the fuel pressure is still low, check the following
items: fuel transfer pump, fuel transfer pump
i02557773
coupling, and fuel pressure regulating valve.
Engine Vibration
Air Inlet and Exhaust System
1. Check for an air filter restriction. Clean plugged air
filters or replace plugged air filters. Refer to the
Operation and Maintenance Manual for additional
Probable Causes
information.
• Vibration damper
2. Check the air inlet and exhaust system for
restrictions and/or for leaks. Refer to Systems • Engine supports
Operation, Testing and Adjusting, “Air Inlet and
Exhaust System”. • Driven equipment
• Engine misfiring or running rough
i02557763

Engine Oil in Cooling System Recommended Actions

Probable Causes
• Engine oil cooler core
• Cylinder head gasket
Recommended Actions
Engine Oil Cooler Core
1. Inspect the engine oil cooler core for leaks. If a
leak is found, replace the oil cooler core. Refer to
Disassembly and Assembly, “Engine Oil Cooler
- Remove” and Disassembly and Assembly,
“Engine Oil Cooler - Install”.
2. Drain the crankcase and refill the crankcase with
clean engine oil. Install new engine oil filters.
Refer to the Operation and Maintenance Manual
for more information.
Vibration Damper
Check the vibration damper for damage. Install a
new vibration damper, if necessary. Inspect the
mounting bolts for damage and/or for wear. Replace
any damaged bolts. Refer to the Disassembly and
Assembly manual.
Engine Supports
Inspect the mounts and the brackets while you run
the engine through the speed range. Look for mounts
and brackets that are loose and/or broken. Tighten
all of the mounting bolts. Install new components, if
necessary.
Driven Equipment
Check the alignment and the balance of the driven
equipment.
Engine Misfiring or Running Rough
Refer to the Troubleshooting Guide, “Engine Misfires,
Runs Rough or Is Unstable”.

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40 KENR6908
Troubleshooting Section

i02557776 Hydraulic Cylinder Lock

Engine Will Not Crank Check for fluid in the cylinders (hydraulic cylinder
lock) by removing the individual electronic unit
injectors.

Probable Causes Note: Drain the fuel from the cylinder head. Fuel will
flow from the cylinder head into the cylinders when
• Batteries the electronic unit injector is removed.

• Battery cables Internal Engine Fault

• Starting circuit Disassemble the engine. Refer to the Disassembly
and Assembly manual. Inspect the internal
• Starting motor solenoid components for the following conditions:

• Starting motor • Seizure

• Flywheel ring gear • Broken components
• Hydraulic cylinder lock • Bent components
• Internal engine fault
i02557812

Recommended Actions Excessive Black Smoke

Batteries and/or Battery Cables
1. Inspect the main power switch, battery posts, Probable Causes
and battery cables for loose connections and
for corrosion. If the battery cables are corroded, • Flash file
remove the battery cables and clean the battery
cables. Tighten any loose connections. • Position sensors
2. Inspect the batteries. • Atmospheric pressure sensor
a. Charge the batteries. Refer to local operating • Inlet manifold pressure sensor
procedures.
• “Fuel Position” and/or “FRC Fuel Limit”
b. Load test the batteries. Refer to local operating
procedures. • Fuel quality
Starting Motor Solenoid or Starting • Valve adjustment
Circuit
• Air inlet or exhaust system
1. Test the operation of the starting motor solenoid.
Recommended Actions
2. Check the wiring to the starting motor solenoid.
Flash File
Starting Motor or Flywheel Ring Gear
Verify that the correct flash file is installed. Refer to
1. Test the operation of the starting motor. the Troubleshooting Guide, “Flash Programming” for
information.
2. Inspect the pinion on the starting motor pinion and
the flywheel ring gear for damage. Position Sensors
1. Check the calibration of the position sensors.
Refer to Troubleshooting, “Engine Position
Sensors - Calibrate”.

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KENR6908 41
Troubleshooting Section

2. Verify that the crankshaft and the camshaft drive
gears are set with the proper orientation. Refer to
the Disassembly and Assembly manual.
Atmospheric Pressure Sensor
a. Check for an air filter restriction.
b. Perform a visual inspection of the system for
restrictions and/or for leaks in the air inlet
piping .

1. Remove the sensor. 2. Ensure that the turbocharger is in good repair.

2. Remove debris, moisture, or ice from the sensor. 3. Check the exhaust system for restrictions.

3. Install the sensor. 4. Repair any leaks that were found. Remove
any restrictions that were found. Replace any
4. Check the electronic service tool for active damaged components that were found.
diagnostic codes on the sensor. If no active
diagnostic code exists, the sensor may be used. i02558234
The correct reading for the atmospheric pressure
is between 50 kPa (7.25 psi) and 100 kPa Excessive Engine Oil
(14.5 psi).
Consumption
Inlet Manifold Pressure Sensor, “Fuel
Position”, and/or “FRC Fuel Limit”
1. Monitor the status of “Fuel Position” and “Rated Probable Causes
Fuel Limit” while the engine is operating under full
load. If “Fuel Position” equals “Rated Fuel Limit” • Oil leaks
and “Fuel Position” is less than “FRC Fuel Limit”,
the Electronic Control Module (ECM) is providing • Oil level
the correct control. Otherwise, proceed to the next
Step. • Engine oil cooler

2. Verify that there are no active diagnostic codes for • Turbocharger

the inlet manifold pressure sensor.
• Valve guides
3. Monitor the status of “Boost Pressure” and
“Atmospheric Pressure” on the electronic service • Piston rings
tool. When the engine is not running, “Boost
Pressure” should be 0 kPa (0 psi). • Incorrect installation of the compression ring and/or
the intermediate ring
Note: A fault with the “FRC Fuel Limit” will only cause
black smoke during acceleration. A fault with the Recommended Actions
“FRC Fuel Limit” will not cause black smoke during
steady state operation. Oil Leaks
Fuel Quality Locate all oil leaks. Repair the oil leaks. Check for a
dirty crankcase breather.
Cold weather adversely affects the characteristics
of the fuel. Refer to the Operation and Maintenance Oil Level
Manual for information on improving the
characteristics of the fuel during cold weather Inspect the engine oil level. Remove any extra oil
operation. from the engine. Recheck all fluid levels.

Valve Adjustment Engine Oil Cooler

Check the valve adjustment. Refer to Systems Check for leaks in the engine oil cooler. Check for oil
Operation, Testing and Adjusting for information on in the engine coolant. If necessary, repair the engine
valve adjustments. oil cooler.

Air Inlet or Exhaust System

1. Check the air inlet system for restrictions and/or
for leaks.

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42 KENR6908
Troubleshooting Section

Turbocharger Fuel Leaks

Check the air inlet manifold for oil. Check for oil
leakage past the seal rings in the impeller end of
the turbocharger shaft. If necessary, repair the
turbocharger.
Valve Guides
If the valve guides are worn, repair the cylinder head.
Refer to Disassembly and Assembly, “Inlet and
Exhaust Valve Guides - Remove and Install”.
Check the fuel pressure during engine cranking.
Check the fuel pressure after the fuel filter. Refer to
Systems Operation, Testing and Adjusting for the
correct pressure values. If the fuel pressure is low,
replace the fuel filters. If the fuel pressure is still low,
check the following items: fuel transfer pump, fuel
transfer pump coupling, and fuel pressure regulating
valve.
Fuel Quality

Piston Rings or Incorrect Installation
of the Compression Ring and/or the
Intermediate Ring
Inspect the internal engine components. Replace any
worn components.
Cold weather adversely affects the characteristics
of the fuel. Refer to the Operation and Maintenance
Manual for information on improving the
characteristics of the fuel during cold weather
operation.
Engine Speed/Timing

i02558236 Perform a calibration of the position sensor. Refer to

the Troubleshooting Guide, “Engine Position Sensor
Excessive Fuel Consumption - Calibrate”.

Electronic Unit Injectors

Probable Causes 1. Check for correct installation of the J1/P1
and J2/P2 Electronic Control Module (ECM)
• Engine operation connectors and the electronic unit injector
connectors. Refer to the Troubleshooting Guide,
• Fuel leaks “Electrical Connectors - Inspect”.

• Fuel quality 2. Perform the “Injector Solenoid Test” on the

electronic service tool in order to determine if all
• Engine speed/timing of the injector solenoids are being energized by
the ECM.
• Electronic unit injectors
3. Perform the “Cylinder Cutout Test” on the
• Air inlet and exhaust system electronic service tool in order to identify any
injectors that might be misfiring. Refer to the
• Accessory equipment Troubleshooting Guide, “Injector Solenoid Circuit -
Test”.
Recommended Actions
Air Inlet and Exhaust System
Engine Operation 1. Inspect the air filter for a restriction. If the air filter
shows signs of being plugged, clean the air filter
Use the electronic service tool to check the “Current or replace the air filter.
Totals” for a high load factor which would be indicative
of poor operating habits. 2. Check the air inlet and exhaust system for
restrictions and/or for leaks. Refer to Systems
Note: Engine operation may also be affected by
Operation, Testing and Adjusting.
environmental conditions such as wind and snow.

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KENR6908 43
Troubleshooting Section

Accessory Equipment Note: If the camshaft is replaced, the valve lifters

Check all accessory equipment for faults that may
create excessive load on the engine. Repair any
damaged components or replace any damaged
components.
must also be replaced.
3. Adjust the engine valve lash. Refer to Systems
Operation, Testing and Adjusting, “Engine Valve
Lash - Inspect/Adjust”.

i02558239 i03035145

Excessive Valve Lash Excessive White Smoke

Probable Causes Note: Some white smoke may be present during

cold start-up conditions when the engine is operating
normally. If the white smoke persists, there may be a
• Lubrication fault.
• Valve lash
Probable Causes
• Valve train components
• Diagnostic codes
Recommended Actions
• Flash file
Lubrication • Starting aids
1. Remove the valve mechanism cover. Refer to • Water temperature regulators
Disassembly and Assembly, “Valve Mechanism
Cover - Remove and Install”. • Electronic unit injectors
2. Check the lubrication in the valve compartment. • Fuel supply
Ensure that there is adequate engine oil flow in
the valve compartment. The passages for the • Cooling system
engine oil must be clean.
• Component wear
Valve Lash
Adjust the engine valve lash. Refer to Systems
Recommended Actions
Operation, Testing and Adjusting, “Engine Valve Lash
- Inspect/Adjust”. Diagnostic Codes
Use the electronic service tool to check for active
Valve Train Components diagnostic codes. Troubleshoot any active diagnostic
codes before continuing with this procedure.
1. Inspect the following components of the valve
train:
Flash File
• Rocker arms
Verify that the correct flash file is installed in the
• Pushrods Engine Control Module (ECM). The flash file that
is installed in the ECM can be displayed on the
• Valve lifters “Summary” screen on the electronic service tool.

• Camshaft Starting Aids

• Valve stems Block Heater (If Equipped)

• Rocker shafts Ensure that the block heater is functioning correctly.

2. Check the components for the following conditions:

abnormal wear, excessive wear, straightness, and
cleanliness. Replace parts, if necessary.

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44
Troubleshooting Section
Water Temperature Regulators
Check the water temperature regulators for correct
operation. Refer to Systems Operation, Testing and
Adjusting, “Water Temperature Regulator - Test” for
the proper procedure.
Electronic Unit Injectors
Use the electronic service tool to perform the cylinder
cutout test. Try to simulate the conditions for the test
that were experienced during operation. Cut out each
cylinder individually for approximately one minute in
order to isolate any misfiring cylinders. If the misfire
can be isolated to a specific cylinder, proceed to
Troubleshooting, “Injector Solenoid Circuit - Test”.
Fuel Supply
1. Monitor the exhaust for smoke while the engine
is being cranked.
If no smoke is present, there may be a fault with
the fuel quality or there may be a fault in the fuel
supply.
2. Check the fuel pressure. Refer to Systems
Operation, Testing and Adjusting, “Fuel System
Pressure - Test”.
3. Ensure that the fuel system has been primed.
Refer to the Operation and Maintenance Manual,
“Fuel System - Prime” for the correct procedure.
4. Check for fuel supply lines that are restricted.
5. Cold weather adversely affects the characteristics
of the fuel. Refer to the Operation and
Maintenance Manual for information on improving
the characteristics of the fuel during cold weather
operation.
Cooling System
Check for an internal coolant leak. Check for coolant
in the engine oil, coolant in the cylinders, and coolant
in the exhaust system. Refer to Systems Operation,
Testing and Adjusting, “Cooling System - Test”.
Component Wear
Check the following components for excessive wear:
• Valves
• Pistons
• Rings
• Cylinder liners
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KENR6908
i02558246
Fuel Dilution of Engine Oil
Probable Causes
• Seals on the case of the electronic unit injector or
on the barrel of the electronic unit injector
• Seals on the fuel line adapter for the cylinder head
• Electronic unit injector
• Fuel supply manifold
• Fuel transfer pump seal
Recommended Actions
Seals on the Case of the Electronic Unit
Injector or on the Barrel of the Electronic
Unit Injector
Look for signs of damage to the seals for the
electronic unit injectors. Replace any seals that are
leaking.
Seals on the Fuel Line Adapter for the
Cylinder Head
Look for signs of damage to the seals on the fuel line
adapter for the cylinder head. Repair any leaking fuel
lines or components and/or replace any leaking fuel
lines or components.
Electronic Unit Injector
Look for signs of damage to the electronic unit
injectors. If necessary, repair the electronic unit
injectors or replace the electronic unit injectors.
Fuel Supply Manifold
Look for signs of damage to the fuel supply manifold.
Fuel Transfer Pump Seal
Ensure that the weep hole is not plugged. If
necessary, repair the fuel transfer pump or replace
the fuel transfer pump.
KENR6908
i02558247
Intermittent Engine Shutdown
Note: Use this procedure only if the engine shut
down completely and it was necessary to restart the
engine.
Probable Causes
• Diagnostic codes or event codes
• Operating conditions
• Electrical connections
• Remote shutdown
• Circuit breakers and fuses
• Fuel supply
Note: If the fault only occurs under certain conditions
such as high engine speed, full load or engine
operating temperature, then perform the test under
those operating conditions.
Recommended Actions
Diagnostic Codes or Event Codes
Certain diagnostic codes and/or event codes may
cause the engine to shutdown. Connect the electronic
service tool and check for active codes and/or for
logged codes. Troubleshoot any codes that are
present before continuing with this procedure.
Operating Conditions
The engine may be shut down due to low pressure
levels or other factors. Connect the electronic service
tool and check for active shutdowns or diagnostic
codes.
If a shutdown is active, “Injection Disabled” will
appear in the third box of any status screen on the
electronic service tool.
An engine shutdown event will appear on a J1939
device if the device is capable of displaying diagnostic
codes.
Electrical Connections
1. Check the following connectors for proper
installation:
• J1/P1 and J2/P2 connectors for the Electronic
Control Module (ECM)
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45
Troubleshooting Section
• J61/P61 Customer connectors
• J300/P300 Connectors for the injector solenoid
harness
• J401/P401 and J402/P402 Engine position
sensor connectors
2. Check the associated wiring for the following
conditions: damage, abrasion, corrosion, and
incorrect attachment.
Refer to the Troubleshooting Guide, “Electrical
Connectors - Inspect”.
Note: Aftermarket engine protection devices usually
interrupt power to the ECM. Check for correct
installation and for operation of aftermarket engine
protection devices. It may be necessary to bypass
the aftermarket devices in order to continue testing.
Remote Shutdown
1. Access the status screen that displays the remote
shutdown switch status. The remote shutdown
switch status on the electronic service tool is
called “Injection Disable”.
2. Refer to Table 7 and measure the voltage between
each terminal that is listed and the engine ground.
Table 7
Measured Voltage at
“User Shutdown” Status
J1-62
Injection Enabled 24 VDC
Injection Disabled 0.9 VDC
3. If the voltage is not in the proper range, refer to
Troubleshooting, “Switch Circuits - Test”.
Circuit Breakers and Fuses
Check the circuit breakers and fuses. The circuit
breakers may exceed the trip point due to
overheating. Reset the circuit breakers if the circuit
breakers are tripped. Replace any blown fuses.
Fuel Supply
Check for a fault in the fuel supply. Verify that the
fuel pressure is correct. Refer to Systems Operation,
Testing and Adjusting, “Fuel System Pressure - Test”
for additional information.
46 KENR6908
Troubleshooting Section

i02558254 Oil Cooler

Low Engine Oil Pressure Check the oil cooler for plugging or blockage. Clean
the oil cooler core. If necessary, replace the engine
oil cooler. Refer to Disassembly and Assembly, “Oil
Cooler - Remove” and Disassembly and Assembly,
NOTICE “Oil Cooler - Install”.
Do not operate engine with low oil pressure. Engine
damage will result. If measured engine oil pressure Fuel Dilution
is low, discontinue engine operation until the fault is
corrected. Check for presence of fuel in lubricating oil. Refer to
the Troubleshooting Guide, “Fuel Dilution of Engine
Oil”.
Probable Causes
• Engine oil level Engine Wear

• Engine oil filters and oil filter bypass valve Inspect the camshaft and/or camshaft bearings
for excessive wear. Inspect the crankshaft and/or
• Engine oil pump crankshaft bearings. Excessive wear to discrete
components may be an indication of a blocked oil
• Engine oil cooler passage. Use an oil pressure gauge to check the
oil pressure at the main oil gallery. This will help
• Fuel dilution determine if the excessive wear is from low system
pressure or from passages that are blocked.
• Engine wear
i02558264
Recommended Actions Low Power
Engine Oil Level
Inspect the engine oil level. If engine oil is low add
engine oil. Refer to the Operation and Maintenance Probable Causes
Manual.
• Diagnostic codes
Engine Oil Filters and Oil Filter Bypass
• Event codes
Valve
• Engine rating
Check the service records of the engine for
information that is related to the last oil change. If • Programmable parameters
necessary, perform an oil change on the engine and
replace the engine oil filters. • Cold mode
Check the operation of oil filter bypass valve. Clean • Electrical connectors
the bypass valve and the housing. If necessary,
install new parts. • Circuit for electronic unit injectors
Engine Oil Pump • Fuel supply
Check for blockage of the inlet screen for the engine • Inlet manifold pressure sensor, rated fuel position
oil pump. Check the components of the engine oil and/or FRC fuel position
pump for excessive wear. If necessary, repair the oil
pump or replace the oil pump. • Air inlet and exhaust system

This document has been printed from SPI². Not for Resale
KENR6908
Recommended Actions
Note: If the fault only occurs under certain conditions,
test the engine under those conditions. Examples
of certain conditions are high rpm, full load and
engine operating temperature. Troubleshooting
the symptoms under other conditions can give
misleading results.
Diagnostic Codes and Event Codes
Certain diagnostic codes and/or event codes may
cause poor performance. Connect the electronic
service tool and check for active codes and for logged
codes. Troubleshoot any codes that are present
before continuing with this procedure.
Engine Rating
Verify that the correct engine rating is being used for
the application.
Programmable Parameters
Check the following parameter on the electronic
service tool:
• Desired speed input
Verify that the injector trim files are programmed.
Cold Mode
Monitor the status screen on the electronic service
tool in order to verify that the engine has exited cold
mode. Observe the reading for coolant temperature
on the electronic service tool. The engine should
exit cold mode whenever the coolant temperature is
above 18 °C (64 °F).
Electrical Connectors
Check the associated wiring for damage, abrasion,
corrosion or incorrect attachment on the following
connectors. J1/P1 and J2/P2 ECM connectors,
J61/P61 customer connector (optional), and
J403/P403 throttle position sensor connector. Refer
to the Troubleshooting Guide, “Electrical Connectors
- Inspect” for additional information.
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47
Troubleshooting Section
Circuit for the Electronic Unit Injector
Inspect the J2/P2 ECM connector and the J300/P300
electronic unit injector connector for proper
connections. Refer to the Troubleshooting Guide,
“ Electrical Connectors - Inspect”. Cut out each
cylinder in order to isolate a misfiring cylinder or
cylinders. If the results are inconclusive, shut off half
of the cylinders and repeat the cylinder cutout test
on the active cylinders that are remaining in order to
locate those cylinders that are missing. Refer to the
Troubleshooting Guide, “Injector Solenoid Circuit -
Test”.
Fuel Supply
Check for a fault in the fuel supply and verify the fuel
pressure. For further information, refer to Systems
Operation, Testing and Adjusting, “Fuel System
Pressure - Test”.
Inlet Manifold Pressure Sensor, Rated
Fuel Position and/or FRC Fuel Position
1. With the engine at full load, monitor “Fuel Position”
and “Rated Fuel Limit” on the status screen. If
“Fuel Position” does not equal “Rated Fuel Limit”,
then check air inlet manifold pressure.
2. Verify that there are no active diagnostic codes
that are associated with the inlet manifold pressure
sensor or with the atmospheric pressure sensor.
3. Monitor air inlet manifold pressure and
atmospheric pressure for normal operation on the
status screen.
Air Inlet and Exhaust System
Check the air inlet and exhaust systems for
restrictions and for leaks. Refer to Systems
Operation, Testing and Adjusting, “Air Inlet and
Exhaust System”. Look for an indication of the
warning lamp or restriction indicators that are tripped
if the filters are equipped with these devices. These
indicators are associated with plugged filters. Replace
the plugged air filters or clean the plugged air filters.
Refer to the Operation and Maintenance Manual.
Repair any leaks that are found in the system.
i02558272
Mechanical Noise (Knock) in
Engine
Probable Causes
• Driven equipment
48
Troubleshooting Section
• Gear train
• Cylinder head and related components
• Crankshaft and related components
• Pistons
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.
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.
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.
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 counterweight bolts.
Pistons
Make sure that the piston pins are correctly installed.
Inspect the pistons for wear or damage.
This document has been printed from SPI². Not for Resale
KENR6908
i02558282
Noise Coming from Cylinder
Probable Causes
• Diagnostic codes
• Fuel quality
• Electronic unit injectors
• Valve lash
Recommended Actions
Diagnostic Codes
Check for active diagnostic codes on the electronic
service tool. Troubleshoot any active diagnostic
codes before continuing with this procedure.
Fuel Quality
Refer to the Operation and Maintenance Manual for
information on the characteristics of the fuel.
Electronic Unit Injectors
1. Check the connectors on the Electronic Control
Module (ECM). Check for correct installation of
the J1/P1 and J2/P2 ECM connectors. Inspect the
unit injector wiring harness from the ECM to the
J300/P300 valve cover entry connector. Refer to
the Troubleshooting Guide, “Electrical Connectors
- Inspect”.
2. Perform the “Injector Solenoid Test” on the
electronic service tool in order to determine if all
of the injector solenoids are being energized by
the ECM. Refer to the Troubleshooting Guide,
“Injector Solenoid Circuit - Test”.
3. Perform the “Cylinder Cutout Test” on the
electronic service tool in order to identify any
injectors that may be misfiring.
Valve Lash
Check the engine valve lash settings. Inspect the
valve train for sufficient lubrication. Check damage to
valve train components which may cause excessive
valve lash. Repair any faults that are found. Refer to
the Troubleshooting Guide, “Excessive Valve Lash”.
KENR6908
i02558285
Poor Acceleration or Response
Probable Causes
• Cold mode operation
• Flash file
• Electrical connectors
• Electronic unit injectors
• Fuel Position, Rated Fuel Limit, and FRC Fuel
Position
• Air inlet and exhaust system
• Fuel supply
Recommended Actions
Cold Mode Operation
Monitor the status screen on the electronic service
tool in order to verify that the engine has exited cold
mode. Observe the reading for coolant temperature
on the electronic service tool. The engine should
exit cold mode whenever the coolant temperature is
above 18 °C (64 °F).
Flash File
Verify that the correct flash file is installed.
Electrical Connectors
Check for correct installation of the J1/P1 and J2/P2
connectors for the Electronic Control Module (ECM).
Check for correct installation of the JH300/P300
electronic unit injector connectors. Refer to the
Troubleshooting Guide, “Electrical Connectors -
Inspect”.
Electronic Unit Injectors
1. Use the electronic service tool to determine if
there are any active diagnostic codes for the
electronic unit injectors.
2. Perform the injector solenoid test on the electronic
service tool in order to determine if all of the
injector solenoids are being energized by the
ECM. Refer to Troubleshooting, “Injector Solenoid
Circuit - Test” for the proper procedure.
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49
Troubleshooting Section
3. Perform the cylinder cutout test on the electronic
service tool in order to identify any injectors that
might be misfiring. Refer to Troubleshooting,
“Injector Solenoid Circuit - Test” for the proper
procedure.
Fuel Position, Rated Fuel Limit, and FRC
Fuel Position
1. Monitor the status of “Fuel Position” and “Rated
Fuel Limit” while the engine is operating under full
load. If “Fuel Position” equals “Rated Fuel Limit”
and “Fuel Position” is less than “FRC Fuel Limit”,
the electronics are operating correctly. Otherwise,
proceed to the next Step.
2. Verify that there are no active diagnostic codes for
the inlet manifold pressure sensor.
3. Monitor the “Intake Manifold Pressure” and
“Atmospheric Pressure” for normal operation.
When the engine is not running, “Boost Pressure”
should be 0 kPa (0 psi).
Air Inlet and Exhaust System
1. Check for an air filter restriction indicator. Clean
plugged air filters or replace plugged air filters.
Refer to the Operation and Maintenance Manual.
2. Check the air inlet and exhaust system for
restrictions and/or leaks. Refer to Systems
Operation, Testing and Adjusting, “Air Inlet and
Exhaust System”.
Fuel Supply
1. Check the fuel lines for the following faults:
restrictions, collapsed lines, and pinched lines. If
faults are found with the fuel lines, repair the lines
and/or replace the lines.
2. Check the fuel tank for foreign objects which may
block the fuel supply.
NOTICE
Do not crank the engine continuously for more than
30 seconds. Allow the starting motor to cool for two
minutes before cranking the engine again.
3. Prime the fuel system if any of the following
procedures have been performed:
• Replacement of the fuel filters
• Service on the low pressure fuel supply circuit
• Replacement of electronic unit injectors
50 KENR6908
Troubleshooting Section

Note: A sight glass in the low pressure supply line is

helpful in diagnosing air in the fuel. Refer to Systems
Operation, Testing and Adjusting, “Air in Fuel - Test”
for more information.

4. Cold weather adversely affects the characteristics

of the fuel. Refer to the Operation and
Maintenance Manual for information on improving
the characteristics of the fuel during cold weather
operation.

5. Check the fuel pressure after the fuel filter while

the engine is being cranked. Refer to Systems
Operation, Testing and Adjusting for the correct
pressure values. If the fuel pressure is low,
replace the fuel filters. If the fuel pressure is
still low, check the following items: fuel transfer
pump, fuel transfer pump coupling, and fuel
pressure regulating valve. Refer to Systems
Operation/Testing and Adjusting for more
information.

i02558323

Valve Rotator or Spring Lock

Is Free

Probable Causes
• Valve rotator
• Spring locks
• Valve springs
• Valves

Recommended Actions
1. Determine the cause of an engine overspeed that
would crack the valve rotator. Repair the condition.

2. Inspect the following components for damage:

• Valve rotators
• Spring locks
• Valve springs
• Valves
Note: Ensure that the valve has not contacted the
piston. If the valve has contacted the piston, check
the exhaust system for debris.

3. Replace any damaged components.

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KENR6908 51
Troubleshooting Section

Troubleshooting with a
Diagnostic Code
i02820445

Diagnostic Codes

Diagnostic Codes
Diagnostic codes alert the operator that a fault in
the electronic system has been detected. Diagnostic
codes also indicate the nature of the fault to the
service technician. The electronic service tool is
a software program that is designed to run on a
personal computer. Diagnostic codes may be viewed
on a personal computer that has the electronic
service tool software. Diagnostic codes consist of
the component identifier (CID) and the failure mode
identifier (FMI).

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 0001 identifies the fuel injector for
the number one cylinder.

Failure Mode Identifier (FMI) – The FMI is a two

digit code that indicates the type of failure.

Refer to the Troubleshooting Guide, “Diagnostic

Code Cross Reference” for the complete list of the
diagnostic codes and a description of each code.
There is a troubleshooting procedure for every
diagnostic code. Refer to the Troubleshooting Guide,
“Troubleshooting With A Diagnostic Code”.
When a diagnostic code is activated, the Electronic
Control Module (ECM) transmits information about
the code over the J1939 CAN data link. Some J1939
devices may display the code. However, the code will
be displayed with a J1939 Diagnostic Code. Refer to
the Troubleshooting Guide, “Diagnostic Code Cross
Reference” for a cross-reference between J1939
diagnostic codes and CID/FMI diagnostic codes.
Do not confuse diagnostic codes with event codes.
Event codes alert the operator that an abnormal
operating condition such as low oil pressure or high
coolant temperature has been detected. Refer to
Troubleshooting, “Troubleshooting with an Event
Code” for additional information on event codes.
Illustration 10
g01413769
Example of the typical operating range of a sensor
Active Diagnostic Codes
An active diagnostic code represents a fault in the
electronic control system. Correct the fault as soon
as possible.
When the ECM generates an active diagnostic code,
the “Active Alarm” indicator (“Engine Control Alarm
Status” on the electronic service tool) is activated
in order to alert the operator. If the condition that
generated the code is momentary, the message
disappears from the list of active diagnostic codes.
The diagnostic code becomes logged.
Logged Diagnostic Codes
When the ECM generates a diagnostic code, the
ECM logs the code in permanent memory. The
ECM has an internal diagnostic clock. Each ECM
will record the following information when a code is
generated:

• The hour of the first occurrence of the code

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• The hour of the last occurrence of the code

• The number of occurrences of the code
This information is a valuable indicator for
troubleshooting intermittent faults.

A code is cleared from memory when one of the

following conditions occur:

• The service technician manually clears the code.

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

Some diagnostic codes may be easily triggered.

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

Note: Always clear logged diagnostic codes after

investigating and correcting the fault which generated
the code.

i02820480

Diagnostic Code Cross

Reference

Faults in the electronic control system are reported

via CID/FMI diagnostic codes, and J1939 diagnostic
codes.

For information on the diagnostic codes, refer to

Troubleshooting, “Diagnostic Codes”.

Use Table 8 as a cross-reference between the

different codes.

Table 8
Cross Reference for Diagnostic Codes
J1939 Diagnostic
CID(1)/FMI(2) Code Description of Diagnostic Code
Code
0001-11 J0651-11 Cylinder #1 Injector other failure mode
0002-11 J0652-11 Cylinder #2 Injector other failure mode
0003-11 J0653-11 Cylinder #3 Injector other failure mode
0004-11 J0654-11 Cylinder #4 Injector other failure mode
(continued)

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(Table 8, contd)
Cross Reference for Diagnostic Codes
J1939 Diagnostic
CID(1)/FMI(2) Code Description of Diagnostic Code
Code
0005-11 J0655-11 Cylinder #5 Injector other failure mode
0006-11 J0656-11 Cylinder #6 Injector other failure mode
0041-03 J0678-3 8 Volt DC Supply voltage above normal
0041-04 J0678-4 8 Volt DC Supply voltage below normal
0091-08 J0091-8 Throttle Position Sensor abnormal frequency, pulse width, or period
0100-03 J0100-3 Engine Oil Pressure Sensor voltage above normal
0100-04 J0100-4 Engine Oil Pressure Sensor voltage below normal
0110-03 J0110-3 Engine Coolant Temperature Sensor voltage above normal
0110-04 J0110-4 Engine Coolant Temperature Sensor voltage below normal
0168-02 J0168-2 Electrical System Voltage erratic, intermittent, or incorrect
0172-03 J0172-3 Intake Manifold Air Temperature Sensor voltage above normal
0172-04 J0172-4 Intake Manifold Air Temperature Sensor voltage belowe normal
0174-03 J0174-3 Fuel Temperature Sensor voltage above normal
0174-04 J0174-4 Fuel Temperature Sensor voltage below normal
0190-02 J0190-2 Engine Speed Sensor erratic, intermittent, or incorrect
0190-09 J0190-9 Engine Speed Sensor abnormal update rate
0190-11 J0190-11 Engine Speed Sensor mechanical failure
0190-12 J0190-12 Engine Speed Sensor failure
0247-09 J0639-09 SAE J1939 Data Link abnormal update rate
0248-09 - Perkins Data Link not communicating
0253-02 - Personality Module erratic, intermittent, or incorrect
0254-12 - Electronic Control Module Error
0261-13 J0637-13 Engine Timing Calibration calibration required
0262-03 J0620-03 5 Volt Sensor DC Power Supply voltage above normal
0262-04 J0620-04 5 Volt Sensor DC Power Supply voltage below normal
0268-02 J0630-02 Programmed Parameter Fault erratic, intermittent, or incorrect
0273-03 J0102-03 Turbocharger Outlet Pressure Sensor voltage above normal
0273-04 J0102-04 Turbocharger Outlet Pressure Sensor voltage below normal
0274-03 J0108-03 Atmospheric Pressure Sensor voltage above normal
0274-04 J0108-04 Atmospheric Pressure Sensor voltage below normal
0342-02 J0723-2 Secondary Engine Speed Sensor erratic, intermittent, or incorrect
0342-11 J0723-11 Secondary Engine Speed Sensor other failure mode
0342-12 J0723-12 Secondary Engine Speed Sensor failure
0799-12 - Need Service tool update
1690-08 - Throttle #2 Position Sensor abnormal frequency, pulse width, or period
(1) Component Identifier
(2) Failure Mode Identifier

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Table 9
Cross Reference for Event Codes
Event Code J1939 Event Code Description of Event Code
E085 - Engine Shutdown Overridden
E162-1 J0102-15 High Boost Pressure (Warning)
E162-2 J0102-16 High Boost Pressure (Alert)
E255-1 - Diagnostic Reset
E360-1 J0100-17 Low Engine Oil Pressure (Warning)
E360-2 J0100-18 Low Engine Oil Pressure (Alert)
E360-3 J0100-01 Low Engine Oil Pressure (Shutdown)
E361-1 J0110-15 High Engine Coolant Temperature (Warning)
E361-2 J0110-16 High Engine Coolant Temperature (Alert)
E361-3 J0110-00 High Engine Coolant Temperature (Shutdown)
E362-1 J0190-15 Engine Overspeed (Warning)
E362-2 J0190-16 Engine Overspeed (Alert)
E362-3 J0190-00 Engine Overspeed (Shutdown)
E363-1 J0174-15 High Fuel Supply Temperature (Warning)
E363-2 J0174-16 High Fuel Supply Temperature (Alert)
E368-1 J0172-15 High Intake Manifold Air Temperature (Warning)
E368-2 J0172-16 High Intake Manifold Air Temperature (Alert)

i02559726 • Low power

CID 0001 FMI 11 Perform the following diagnostic procedure: “Injector
Solenoid Circuit - Test”

Results:
Conditions Which Generate This Code:
• OK – STOP.
The Electronic Control Module (ECM) is attempting to
operate the electronic unit injector. The ECM detects
an open circuit or a short circuit in the circuit for the i02559727
electronic unit injector.
CID 0002 FMI 11
If the cause of the diagnostic code is a fault in the
common wire, two cylinders will be affected because
of the shared common wire for the electronic unit
injectors. Conditions Which Generate This Code:

System Response: The Electronic Control Module (ECM) is attempting

The ECM will log the diagnostic code. The ECM will
continue to attempt to operate the electronic unit
injector after the code has been logged.
The electronic unit injector may not operate while the
condition exists.
to operate the injector. The ECM detects an open
circuit or a short circuit in the circuit for the injector.
If the cause of the diagnostic code is a fault in the
common wire, two cylinders will be affected because
of the shared common wire for the injectors.

Possible Performance Effect:

• Engine misfires

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System Response: i02559729

The ECM will log the diagnostic code. The ECM will CID 0004 FMI 11
continue to attempt to operate the injector after the
code has been logged.

The injector may not operate while the condition Conditions Which Generate This Code:
exists.
The Electronic Control Module (ECM) is attempting to
Possible Performance Effect: operate the electronic unit injector. The ECM detects
an open circuit or a short circuit in the circuit for the
• Engine misfires electronic unit injector.

• Low power If the cause of the diagnostic code is a fault in the

common wire, two cylinders will be affected because
Perform the following diagnostic procedure: “Injector of the shared common wire for the electronic unit
Solenoid Circuit - Test” injectors.

Results: System Response:

• OK – STOP. The ECM will log the diagnostic code. The ECM will
continue to attempt to operate the electronic unit
injector after the code has been logged.
i02559728
The electronic unit injector may not operate while the
CID 0003 FMI 11 condition exists.

Possible Performance Effect:

Conditions Which Generate This Code:
• Engine misfires
The Electronic Control Module (ECM) is attempting
to operate the injector. The ECM detects an open
• Low power
circuit or a short circuit in the circuit for the injector. Perform the following diagnostic procedure: “Injector
Solenoid Circuit - Test”
If the cause of the diagnostic code is a fault in the
common wire, two cylinders will be affected because Results:
of the shared common wire for the injectors.

System Response:
• OK – STOP.

The ECM will log the diagnostic code. The ECM will i02561040
continue to attempt to operate the injector after the
code has been logged. CID 0005 FMI 11
The injector may not operate while the condition
exists.
Conditions Which Generate This Code:
Possible Performance Effect:
The Electronic Control Module (ECM) is attempting to
• Engine misfires operate the electronic unit injector. The ECM detects
an open circuit or a short circuit in the circuit for the
• Low power electronic unit injector.

Perform the following diagnostic procedure: “Injector If the cause of the diagnostic code is a fault in the
Solenoid Circuit - Test” common wire, two cylinders will be affected because
of the shared common wire for the electronic unit
Results: injectors.

• OK – STOP. System Response:

The ECM will log the diagnostic code. The ECM will
continue to attempt to operate the electronic unit
injector after the code has been logged.

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The electronic unit injector may not operate while the i02881148
condition exists.
CID 0041 FMI 03
Possible Performance Effect:

• Engine misfires
Conditions Which Generate This Code:
• Low power
The voltage level of the 8 volt supply is above normal.
Perform the following diagnostic procedure: “Injector
Solenoid Circuit - Test” System Response:

Results: The Electronic Control Module (ECM) will log the

diagnostic code. The diagnostic code can be viewed
• OK – STOP. on a display module or on the electronic service tool.
The ECM flags all 8 volt sensors as invalid data and
all 8 volt sensors are set to the respective default
i02561042 values.
CID 0006 FMI 11 Possible Performance Effect:

• The engine may experience low power.

Conditions Which Generate This Code: Troubleshooting:
The Electronic Control Module (ECM) is attempting to Perform the following diagnostic procedure: “Speed
operate the electronic unit injector. The ECM detects Control (PWM) - Test”
an open circuit or a short circuit in the circuit for the
electronic unit injector. Results:
If the cause of the diagnostic code is a fault in the
common wire, two cylinders will be affected because
• OK – STOP.
of the shared common wire for the electronic unit
injectors. i02873577

System Response: CID 0041 FMI 04

The ECM will log the diagnostic code. The ECM will
continue to attempt to operate the electronic unit
injector after the code has been logged. Conditions Which Generate This Code:

The electronic unit injector may not operate while the The output voltage of the 8 volt supply falls below 7.5
condition exists. VDC for at least two seconds.

Possible Performance Effect: System Response:

• Engine misfires The Electronic Control Module (ECM) will log the
diagnostic code. The diagnostic code can be viewed
• Low power on a display module or on the electronic service tool.
The ECM flags all 8 volt sensors as invalid data and
Perform the following diagnostic procedure: “Injector all 8 volt sensors are set to the respective default
Solenoid Circuit - Test” values.

Results: Possible Performance Effect:

• OK – STOP. • Low power

Troubleshooting:

Perform the following diagnostic procedure: “Speed

Control (PWM) - Test”

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Results: Results:

• OK – STOP. • OK – STOP.

i02561043 i02561052

CID 0091 FMI 08 CID 0100 FMI 04

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

The Electronic Control Module (ECM) detects an The Electronic Control Module (ECM) detects a
incorrect frequency on the throttle signal. signal voltage that is below normal.

System Response: System Response:

The code is logged. The ECM flags the throttle
position as invalid data and a default value of zero
percent is used.
Possible Performance Effect:
• The engine speed changes to the default selected
speed of 1500 rpm or 1800 rpm.
The code is logged. The ECM flags oil pressure as
invalid data and a default value is used.
Possible Performance Effect:
• There are no performance effects.
Troubleshooting:

Troubleshooting: Perform the following diagnostic procedure: “Engine

Pressure Sensor Open or Short Circuit - Test”
Perform the following diagnostic procedure: “Throttle
Position Sensor Circuit - Test” Results:

Results: • OK – STOP.
• OK – STOP. i02561114

i02561050 CID 0110 FMI 03

CID 0100 FMI 03
Conditions Which Generate This Code:

Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects a
signal voltage that is above normal.
System Response:
The code is logged. The ECM flags oil pressure as
invalid data and a default value is used.
The Electronic Control Module (ECM) detects the
following conditions:
• The engine has been running for more than seven
minutes.
• The signal voltage from the engine coolant
temperature sensor is greater than 4.95 VDC for
more than eight seconds.

Possible Performance Effect: System Response:

• There are no performance effects. The ECM will log the diagnostic code if the engine
has been running for more than seven minutes. The
Troubleshooting: check engine lamp will illuminate after a delay.

Perform the following diagnostic procedure: “Engine The ECM will set the value of the coolant temperature
Pressure Sensor Open or Short Circuit - Test” to a default value.

The engine will not go into cold mode while this

diagnostic code is active.

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The ECM will activate the cooling fan after this code i02561134
has been active for more than eight seconds.
CID 0168 FMI 02
Possible Performance Effect:

None
Conditions Which Generate This Code:
Troubleshooting:
While the engine is running, the battery voltage drops
Perform the following diagnostic procedure: “Engine below 9 VDC intermittently, or the battery voltage
Temperature Sensor Open or Short Circuit - Test” drops below 9 VDC three times in a seven second
period.
Results:
System Response:
• OK – STOP.
The Electronic Control Module (ECM) will log the
diagnostic code.
i02561126
Possible Performance Effect:
CID 0110 FMI 04
• The engine may misfire and/or shutdown
Troubleshooting:
Conditions Which Generate This Code:
Perform the following diagnostic procedure:
The Electronic Control Module (ECM) detects the “Electrical Power Supply Circuit - Test”
following conditions:
Results:
The engine has been running for more than seven
minutes.
• OK – STOP.
The signal voltage from the engine coolant
temperature sensor is less than 0.2 VDC for more i02562200
than eight seconds.
CID 0172 FMI 03
System Response:

The ECM will log the diagnostic code. The check

engine lamp will illuminate after a delay. Conditions Which Generate This Code:

The ECM will set the value of the coolant temperature
to a default value.
The engine will not go into cold mode while the
diagnostic code is active.
The ECM will activate the cooling fan after this code
has been active for more than eight seconds.
Troubleshooting:
Perform the following diagnostic procedure: “Engine
Temperature Sensor Open or Short Circuit - Test”
The engine coolant temperature is above −10 °C
(14 °F). The signal voltage from the inlet manifold
air temperature sensor is greater than 4.95 VDC for
more than eight seconds.
System Response:
The Electronic Control Module (ECM) will log the
diagnostic code. The ECM flags the inlet manifold
air temperature as invalid data and a default value
of 40 °C (104 °F) is used.
Possible Performance Effect:

Results: None

• OK – STOP. Troubleshooting:

Perform the following diagnostic procedure: “Engine

Temperature Sensor Open or Short Circuit - Test”

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Results: Results:

• OK – STOP. • OK – STOP.

i02562201 i02562207

CID 0172 FMI 04 CID 0174 FMI 04

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

The signal voltage from the inlet manifold temperature
sensor is less than 0.2 VDC for more than eight
seconds.
System Response:
The code is logged. The ECM will flag the inlet
manifold temperature as invalid data and the inlet
manifold temperature is set to a default value of
40 °C (104 °F).
The Electronic Control Module (ECM) detects a
signal voltage that is below normal.
System Response:
The code is logged. The ECM flags the fuel
temperature as invalid data and a default value of
50 °C (122 °F) is used.
Possible Performance Effect:

Possible Performance Effect: • Low power

None Troubleshooting:

Troubleshooting: Perform the following diagnostic procedure: “Engine

Temperature Sensor Open or Short Circuit - Test”
Perform the following diagnostic procedure: “Engine
Temperature Sensor Open or Short Circuit - Test” Results:

Results: • OK – STOP.
• OK – STOP. i02562214

i02562205 CID 0190 FMI 02

CID 0174 FMI 03
Conditions Which Generate This Code:

Conditions Which Generate This Code: • The engine speed is greater than 120 rpm.
The Electronic Control Module (ECM) detects a • The pattern for the timing ring is erratic, intermittent
signal voltage that is above normal. or incorrect for five seconds.

System Response: System Response:

The code is logged. The ECM flags the fuel The Electronic Control Module (ECM) will log the
temperature as invalid data and a default value of diagnostic code. If a valid signal is not received from
50 °C (122 °F) is used. the crankshaft position sensor, the ECM will default
to the camshaft position sensor.
Possible Performance Effect:
Possible Performance Effect:
• Low power
• Engine misfires
Troubleshooting:
• Engine shutdown
Perform the following diagnostic procedure: “Engine
Temperature Sensor Open or Short Circuit - Test”

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60
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Note: The engine will shut down only if the signals
from both the crankshaft position sensor and the
camshaft position sensor are abnormal.
Troubleshooting:
Perform the following diagnostic procedure: “Engine
Speed/Timing Sensor Circuit - Test”
Results:
• OK – STOP.
i02562216
CID 0190 FMI 09
Conditions Which Generate This Code:
• The engine speed is greater than 120 rpm.
• The pattern for the timing ring is abnormal for five
seconds.
System Response:
The Electronic Control Module (ECM) will log the
diagnostic code. If a valid signal is not received from
the crankshaft position sensor, the ECM will default
to the camshaft position sensor.
Possible Performance Effect:
• Engine misfires
• Engine shutdown
Note: The engine will shut down only if the signals
from both the crankshaft position sensor and the
camshaft position sensor are abnormal.
Troubleshooting:
Perform the following diagnostic procedure: “Engine
Speed/Timing Sensor Circuit - Test”
Results:
• OK – STOP.
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KENR6908
i02562217
CID 0190 FMI 11
Conditions Which Generate This Code:
• The engine speed is greater than 120 rpm.
• The signal from one of the position sensors is
missing for five seconds.
System Response:
The Electronic Control Module (ECM) will log the
diagnostic code. If a valid signal is not received from
the crankshaft position sensor, the ECM will default
to the camshaft position sensor.
Possible Performance Effect:
• Engine misfires
• Engine shutdown
Note: The engine will shut down only if the signals
from both the crankshaft position sensor and the
camshaft position sensor are abnormal.
Troubleshooting:
Perform the following diagnostic procedure: “Engine
Speed/Timing Sensor Circuit - Test”
Results:
• OK – STOP.
i02562218
CID 0190 FMI 12
Conditions Which Generate This Code:
• The engine speed is greater than 120 rpm.
• The timing ring is damaged or one of the position
sensors is damaged.
System Response:
The Electronic Control Module (ECM) will log the
diagnostic code. If a valid signal is not received from
the crankshaft position sensor, the ECM will default
to the camshaft position sensor.
KENR6908 61
Troubleshooting Section

Possible Performance Effect: System Response:

• Engine misfires The Electronic Control Module (ECM) will log the
diagnostic code.
• Engine shutdown
Possible Performance Effect:
Note: The engine will shut down only if the signals
from both the crankshaft position sensor and the None
camshaft position sensor are abnormal.
Troubleshooting:
Troubleshooting:
Perform the following diagnostic procedure: “Data
Perform the following diagnostic procedure: “Engine Link Circuit - Test”
Speed/Timing Sensor Circuit - Test”
Results:
Results:
• OK – STOP.
• OK – STOP.
i02562259

CID 0253 FMI 02

i02562250

CID 0247 FMI 09

Conditions Which Generate This Code:

Conditions Which Generate This Code:
The flash file that is used for replacement is for
The Electronic Control Module (ECM) has detected a a different engine family or for a different engine
loss of communications with the J1939 data link. application.

Ensure that all flash files in the control system are System Response:
current.
The electronic service tool will not be able to clear
System Response: the code.

The ECM will log the diagnostic code. Possible Performance Effect:

Possible Performance Effect: • The fuel injection system is disabled and the
engine will not start.
• The engine may not operate correctly and/or the
equipment may not have engine speed control. Troubleshooting:

Troubleshooting: Check the Part Number of the Flash File

Perform the following diagnostic procedure: “CAN A. Restore the electrical power to the Electronic
Data Link Circuit - Test” Control Module (ECM).

Results: B. Verify that the part number for the flash file agrees
with the latest update that is available on PTMI.
• OK – STOP.
Expected Result:
i02562252
The correct flash file is installed in the ECM.
CID 0248 FMI 09 Results:

• OK – The correct flash file is installed in the ECM.

Conditions Which Generate This Code:
Repair: The engine will not start until the 0253-02
The signal from the data link is noisy or intermittent. diagnostic code is cleared. Clearing this code
requires factory passwords.

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Acquire factory passwords. Clear the 0253-02 Possible Performance Effect:

diagnostic code. Return the engine to service.
• Engine misfires
STOP.
• Low power
• Not OK – The correct flash file is not installed in
the ECM. • Reduced engine speed
Repair: Flash program the ECM with the correct • White exhaust smoke
flash file. Refer to the Troubleshooting Guide,
“Flash Programming”. Verify that the fault has been • Increased exhaust emissions
eliminated.
Troubleshooting:
STOP.
Perform the following diagnostic procedure: “Engine
Speed/Timing Sensor - Calibrate”
i02562261

CID 0254 FMI 12 Results:

• OK – STOP.

Conditions Which Generate This Code: i02562312

There is an internal fault in the Electronic Control CID 0262 FMI 03

Module (ECM).

System Response:
Conditions Which Generate This Code:
The ECM will log the diagnostic code.
The voltage level of the 5 volt supply is greater than
Possible Performance Effect: 5.16 VDC for more than one second.

The engine may not operate correctly. System Response:

Troubleshooting: The code is logged. The ECM sets all of the pressure
sensors to the respective default values.
Refer to the Troubleshooting Guide, “Replacing the
ECM”. Possible Performance Effect:

Results: Engine power is reduced.

• OK – STOP. Troubleshooting:

Perform the following diagnostic procedure: “5 Volt

i02562306
Engine Pressure Sensor Supply Circuit - Test”
CID 0261 FMI 13 Results:

• OK – STOP.
Conditions Which Generate This Code:
i02562342
The timing has not been calibrated since the
Electronic Control Module (ECM) was installed or the CID 0262 FMI 04
calibration is incorrect.

System Response:
Conditions Which Generate This Code:
The ECM will log the diagnostic code.
The voltage level of the 5 volt supply is less than 4.84
The ECM uses default timing. VDC for more than one second.

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System Response: System Response:

The code is logged. The ECM sets all of the pressure The Electronic Control Module (ECM) will log the
sensors to the respective default values. diagnostic code. The ECM will flag the inlet manifold
pressure as invalid data and a default value is used.
Possible Performance Effect:
Possible Performance Effect:
Engine power is reduced.
• The engine may experience low power.
Troubleshooting:
Troubleshooting:
Perform the following diagnostic procedure: “5 Volt
Engine Pressure Sensor Supply Circuit - Test” Perform the following diagnostic procedure: “Engine
Pressure Sensor Open or Short Circuit - Test”
Results:
Results:
• OK – STOP.
• OK – STOP.
i02562385

CID 0268 FMI 02

i02561110

CID 0273 FMI 04

Conditions Which Generate This Code:

Conditions Which Generate This Code:
One or more of the programmable parameters have
not been programmed. The signal voltage from the inlet manifold pressure
sensor is below normal.
System Response:
System Response:
The Electronic Control Module (ECM) will activate
the diagnostic code. The Electronic Control Module (ECM) will log the
diagnostic code. The ECM will flag the inlet manifold
Possible Performance Effect: pressure as invalid data and a default value is used.

Engine performance may be affected by the Possible Performance Effect:

unprogrammed parameters. The ECM may use a
default torque map or the ECM may limit the engine • The engine may experience low power.
to low idle.
Troubleshooting:
Troubleshooting:
Perform the following diagnostic procedure: “Engine
Program the system configuration parameters. Refer Pressure Sensor Open or Short Circuit - Test”
to the Troubleshooting Guide, “System Configuration
Parameters” for additional information. Results:

Results: • OK – STOP.
• OK – STOP. i02562416

i02561079 CID 0274 FMI 03

CID 0273 FMI 03
Conditions Which Generate This Code:

Conditions Which Generate This Code: The signal voltage from the atmospheric pressure
sensor is above 4.8 VDC for at least eight seconds.
The signal voltage from the inlet manifold pressure
sensor is above normal.

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System Response: i02563042

The Electronic Control Module (ECM) will log CID 0342 FMI 02
the diagnostic code. The ECM flags atmospheric
pressure as invalid data and a default value of
100 kPa (15 psi) is used.
Conditions Which Generate This Code:
Possible Performance Effect:
The Electronic Control Module (ECM) detects the
Low power following conditions:

Troubleshooting: • The engine speed is greater than 120 rpm.

Perform the following diagnostic procedure: “Engine • The pattern for the timing ring is erratic, intermittent
Pressure Sensor Open or Short Circuit - Test” or incorrect for five seconds.

Results: System Response:

• OK – STOP. The ECM will log the diagnostic code. The ECM
flags the signal from the camshaft position sensor as
invalid data and a default value of zero rpm is used.
i02562429
Possible Performance Effect:
CID 0274 FMI 04
• Engine misfires

Conditions Which Generate This Code:

• Engine shutdown
Note: The engine will shut down only if signals from
The signal voltage from the atmospheric pressure both the crankshaft position sensor and the camshaft
sensor is below 0.2 VDC for at least eight seconds. position sensor are abnormal.
System Response: Troubleshooting:
The Electronic Control Module (ECM) will log Perform the following diagnostic procedure: “Engine
the diagnostic code. The ECM flags atmospheric Speed/Timing Sensor Circuit - Test”
pressure as invalid data and a default value of
100 kPa (14.5 psi) is used. Results:
Possible Performance Effect:
• OK – STOP.
• Low power
i02563070
Troubleshooting:
CID 0342 FMI 11
Perform the following diagnostic procedure: “Engine
Pressure Sensor Open or Short Circuit - Test”

Results: Conditions Which Generate This Code:

• OK – STOP. The Electronic Control Module (ECM) detects the

following conditions:

• The engine speed is greater than 120 rpm.

• The signal from the camshaft position sensor is
missing for five seconds.

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KENR6908 65
Troubleshooting Section

System Response: Results:

The ECM will log the diagnostic code. The ECM • OK – STOP.
flags the signal from the camshaft position sensor as
invalid data and a default value of zero rpm is used.
i02563588

Possible Performance Effect: CID 0799 FMI 12

• Engine misfires
• Engine shutdown
Note: The engine will shut down only if the signals
from both the crankshaft position sensor and the
camshaft position sensor are abnormal.
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects the
following condition:

Troubleshooting:
• The software for the electronic service tool is too
old.
Perform the following diagnostic procedure: “Engine System Response:
Speed/Timing Sensor Circuit - Test”
The electronic service tool will not display every
Results: diagnostic code or every event code.
• OK – STOP. Possible Performance Effect:

i02563585 None

CID 0342 FMI 12 Troubleshooting:

Obtain the current version of the software for the

electronic service tool. Contact Perkins Engine
Conditions Which Generate This Code: Company Limited for further information.

The Electronic Control Module (ECM) detects the Results:

following conditions:
• OK – STOP.
• The engine speed is greater than 120 rpm.
i02563586
• The timing ring or the camshaft position sensor is
damaged. CID 1690 FMI 08
System Response:

The ECM will log the diagnostic code. The ECM
flags the signal from the camshaft position sensor as
invalid data and a default value of zero rpm is used.
Possible Performance Effect:
• Engine misfires
• Engine shutdown
Note: The engine will shut down only if the signals
from both the crankshaft position sensor and the
camshaft position sensor are abnormal.
Troubleshooting:
Perform the following diagnostic procedure: “Engine
Speed/Timing Sensor Circuit - Test”
Conditions Which Generate This Code:
Although the signal from the analog throttle is within
the normal range of 0.5 Volts to 4.5 Volts, the signal
has an abnormal frequency, an abnormal pulse width
or an abnormal time period.
System Response:
The Electronic Control Module (ECM) will log the
diagnostic code.
Possible Performance Effect:
The engine speed changes to the default selected
speed of 1500 rpm or 1800 rpm.

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66 KENR6908
Troubleshooting Section

Troubleshooting:

Perform the following diagnostic procedure: “Analog

Throttle Circuit - Test”

Results:

• OK – STOP.

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KENR6908 67
Troubleshooting Section

Troubleshooting with an
Event Code
i02820539

Event Codes

Event codes alert the operator that an abnormal

engine operating condition such as low oil pressure or
high coolant temperature has been detected. When
the event code is generated, the event is active.

Active Event Codes

An active event code represents a fault with engine
operation. Correct the fault as soon as possible.

Active event codes are listed in ascending numerical

order. The code with the lowest number is listed first.

Illustration 11 is an example of the operating range of

a temperature sensor. Do not use the illustration to
troubleshoot temperature sensors.

g01413769
Illustration 11
Example of the typical operating range of a sensor
(1) This area represents the normal operating range of the engine
parameter.
(2) In these areas, the engine is operating in an unsafe operating
range of the monitored parameter. An event code will be
generated for the monitored parameter. The sensor circuit does
not have an electronic problem.
(3) In these areas, the signal from the sensor is outside of the
operating range of the sensor. The sensor circuit has an
electronic problem. A diagnostic code will be generated for the
sensor circuit. Refer to Troubleshooting, “Self Diagnostics” for
additional information on diagnostic codes.

Events are represented in two formats. In the first

format, the “E” means that the code is an event
code. The “XXX” represents a numeric identifier for
the event code. This is followed by a description of
the code. If a warning, a derate, or a shutdown is
applicable, the numeric identifiers are different. Refer
to the following example:

• E004 Engine Overspeed Shutdown

In the second format, the “E” means that the
code is an event code. The “XXX-X” represents a
numeric identifier for the event code. The fourth “X”
identifies the event as a warning, an action alert, or
a shutdown. This is followed by a description of the
code. Refer to the following example:

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68
Troubleshooting Section
• E360-1 Low Oil Pressure Warning
• E360-2 Low Oil Pressure Action Alert
• E360-3 Low Oil Pressure Shutdown
The definition for a warning, an action alert and a
shutdown are defined below:
Warning – This condition represents a serious fault
with engine operation. However, this condition does
not require an action alert or a shutdown.
Action Alert – For this condition, the OEM control
panel may shut down the engine.
Shutdown – For this condition, the ECM should shut
down the engine.
Logged Event Codes
When the ECM generates an event code, the ECM
logs the code in permanent memory. The ECM has
an internal diagnostic clock. The ECM will record
the following information when an event code is
generated:
• The hour of the first occurrence of the code
• The hour of the last occurrence of the code
• The number of occurrences of the code
Logged events are listed in chronological order. The
most recent event code is listed first.
This information can be helpful for troubleshooting
intermittent faults. Logged codes can also be used to
review the performance of the engine.
Clearing Event Codes
A code is cleared from memory when one of the
following conditions occur:
• The code does not recur for 100 hours.
• A new code is logged and there are already ten
codes in memory. In this case, the oldest code is
cleared.
• The service technician manually clears the code.
Always clear logged event codes after investigating
and correcting the fault which generated the code.
This document has been printed from SPI². Not for Resale
KENR6908
Troubleshooting
For basic troubleshooting of the engine, perform the
following steps in order to diagnose a fault:
1. Obtain the following information about the fault:
• The event and the time of the event
• Determine the conditions for the event. The
conditions will include the engine rpm and the
load.
• Determine if there are any systems that were
installed by the dealer or by the customer that
could cause the event.
• Determine whether any additional events
occurred.
2. Verify that the fault is not due to normal engine
operation. Verify that the fault is not due to error
of the operator.
3. Narrow the probable cause. Consider the operator
information, the conditions of operation, and the
history of the engine.
4. Perform a visual inspection. Inspect the following
items:
• Fuel supply
• Oil level
• Oil supply
• Wiring
• Connectors
Be sure to check the connectors. This is very
important for faults that are intermittent. Refer to
Troubleshooting, “Electrical Connectors - Inspect”.
If these steps do not resolve the fault, identify the
procedures in this manual that best describe the
event. Check each probable cause according to the
tests that are recommended.
Trip Points for the Monitoring
System
The monitoring system determines the level of action
that is taken by the ECM in response to a condition
that can damage the engine. When any of these
conditions occur, the appropriate event code will trip.
KENR6908 69
Troubleshooting Section

Table 10 contains the conditions that are monitored

and the default trip points for each condition.
Each condition has an associated parameter. The
settings for each parameter can be viewed with the
electronic service tool. The trip points for some of
the parameters may be adjustable with the electronic
service tool.

Table 10
Event Code Parameter State Trip Point Delay Time
E162 High Boost Pressure
-1 Warn Operator (1) On 300 kPa (43.5 psi) 60 seconds
-2 Action Alert (2) Always On Map 5 seconds
E360 Low Engine Oil Pressure
-1 Warn Operator (1) On 200 kPa (29.0 psi) 60 seconds
-2 Action Alert (2) Always On 150 kPa (21.8 psi) 2 seconds
-3 Engine Shutdown (3) Always On 110 kPa (16.0 psi) 2 seconds
E361 High Engine Coolant Temperature
-1 Warn Operator (1) On 104 °C (2190 °F) 60 seconds
-2 Action Alert (2) Always On 105 °C (221 °F) 10 seconds
-3 Engine Shutdown (3) Always On 108 °C (226 °F) 10 seconds
E362 Engine Overspeed
-1 Warn Operator (1) On 2000 RPM 1 second
-2 Action Alert (2) Always On 2050 RPM 0 second
-3 Engine Shutdown (3) Always On 2140 RPM 0 second
E363 High Fuel Supply Temperature
-1 Warn Operator (1) On 60 °C (140 °F) 60 seconds
-2 Action Alert (2) Always On 68 °C (154 °F) 60 seconds
E368 High Engine Intake Manifold Air Temperature
-1 Warn Operator (1) On 75 °C (167 °F) 60 seconds
-2 Action Alert (2) Always On 78 °C (172 °F) 10 seconds

i02564844 Possible Performance Effect:

E162 High Boost Pressure E162-1 (Warning)

None
Conditions Which Generate This Code: E162-2 (Action Alert)
The Electronic Control Module (ECM) detects one of The engine may be shut down by the OEM control
the following conditions: panel.
• Engine overload Troubleshooting:
System Response: The engine may be overloaded.
The event code will be logged. Reduce the load on the engine.

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70 KENR6908
Troubleshooting Section

Results: b. Oil pump gears that have too much wear will
cause a reduction in oil pressure. Repair the
• OK – STOP. engine oil pump.

C. The inlet screen of the oil suction tube for the

i02564766
engine oil pump can have a restriction. This
E360 Low Engine Oil Pressure restriction will cause cavitation and a loss of
engine oil pressure. Check the inlet screen on
the oil pickup tube and remove any material that
may be restricting engine oil flow. Low engine oil
Conditions Which Generate This Code: pressure may also be the result of the oil pickup
tube that is drawing in air. Check the joints of the
The Electronic Control Module (ECM) detects a fault oil pickup tube for cracks or a damaged O-ring
with the engine oil pressure. Information on default seal.
settings and ranges for this event can be found in
Troubleshooting, “Event Codes”. D. If the engine oil bypass valves are held in the
open position, a reduction in the oil pressure can
System Response: be the result. This may be due to debris in the
engine oil. If the engine oil bypass valves are
The event code will be logged. stuck in the open position, remove each engine
oil bypass valve and clean each bypass valve in
Possible Performance Effect: order to correct this fault. You must also clean
each bypass valve bore.
E360-1 (Warning)
E. Engine oil that is contaminated with fuel or coolant
None will cause low engine oil pressure. High engine
oil level in the crankcase can be an indication of
E360-2 (Action Alert) contamination.

The engine may be shut down by the OEM control F. Excessive clearance at engine bearings will
panel. cause low engine oil pressure. Check the engine
components for excessive bearing clearance.
E360-3 (Shutdown)
G. An oil line that is open, broken, or disconnected
The engine will shut down. will cause low engine oil pressure.

Troubleshooting: Expected Result:

There may be a fault in the lubrication system for An inspection of the lubrication system for the engine
the engine. indicated a fault.

Check the Engine’s Lubrication System Results:

A. Check the engine oil level. If the oil level is below • OK – There is a fault in the lubrication system for
the supply tube for the oil pump, the oil pump will the engine.
not have the ability to supply enough lubrication to
the engine components. If the engine oil level is Repair: Repair the fault. Ensure that the repair
low, add engine oil in order to obtain the correct eliminates the fault.
engine oil level.
STOP.
B. Check the following faults that may occur to the
engine oil pump:

a. Air leakage in the supply side of the oil pump

will also cause cavitation and loss of oil
pressure. Check the supply side of the oil pump
and make necessary repairs.

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KENR6908
i02564767
E361 High Engine Coolant
Temperature
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects a fault
in the engine cooling system. Information on default
settings and ranges for this event can be found in
Troubleshooting, “Event Codes”.
System Response:
The event code will be logged.
Possible Performance Effect:
E361-1 (Warning)
• There are no performance effects.
E361-2 (Action Alert)
• The engine may be shut down by the OEM control
panel.
E361-3 (Shutdown)
• The engine will be shut down.
Troubleshooting:
There may be a fault in the engine cooling system.
Check the Engine’s Cooling System
A. Verify that the cooling system is filled to the proper
level. If the coolant level is too low, air will get into
the cooling system. Air in the cooling system will
cause a reduction in coolant flow.
B. Check the radiator or the heat exchanger for a
restriction to coolant flow.
a. Check for debris or damage between the fins
of the radiator core. Debris between the fins of
the radiator core restricts air flow through the
radiator core.
b. Check internally for debris, dirt, or deposits on
the radiator core. Debris, dirt, or deposits will
restrict the flow of coolant through the radiator.
C. Check the concentration of the Extended Life
Coolant (ELC). Make sure that the coolant
mixture meets recommendations. Refer to the
Operation and Maintenance Manual, “Fluid
Recommendations”.
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71
Troubleshooting Section
D. Check the water temperature regulator. A water
temperature regulator that does not open, or a
water temperature regulator that only opens part
of the way can cause overheating.
E. Check the water pump. A water pump with a
damaged impeller does not pump enough coolant.
Remove the water pump and check for damage
to the impeller.
F. If the cooling system for this application is
equipped with a fan, check the operation of the
fan. A fan that is not turning at the correct speed
can cause improper air speed across the radiator
core. The lack of proper air flow across the
radiator core can cause the coolant not to cool to
the proper temperature differential.
G. Check for air in the cooling system. Air can enter
the cooling system in different ways. The most
common causes of air in the cooling system are
the incorrect filling of the cooling system and
combustion gas leakage into the cooling system.
Combustion gas can get into the system through
inside cracks, a damaged cylinder head, or a
damaged cylinder head gasket.
H. Check the cooling system hoses and clamps.
Damaged hoses with leaks can normally be seen.
Hoses that have no visual leaks can soften during
operation. The soft areas of the hose can become
kinked or crushed during operation. These areas
of the hose can restrict the coolant flow. Hoses
become soft and/or get cracks after a period of
time. The inside of a hose can deteriorate, and the
loose particles of the hose can restrict the coolant
flow.
I. If the cooling system for this application is
equipped with an expansion tank, check the shunt
line for the expansion tank. The shunt line must be
submerged in the expansion tank. A restriction of
the shunt line from the expansion tank to the inlet
of the jacket water pump will cause a reduction in
water pump efficiency. A reduction in water pump
efficiency will result in low coolant flow.
J. If the cooling system for this application
is equipped with an aftercooler, check the
aftercooler. A restriction of air flow through the air
to air aftercooler can cause overheating. Check
for debris or deposits which would prevent the free
flow of air through the aftercooler.
K. Check for a restriction in the air inlet system. A
restriction of the air that is coming into the engine
can cause high cylinder temperatures. High
cylinder temperatures cause higher than normal
temperatures in the cooling system.
L. Check for a restriction in the exhaust system.
A restriction of the air that is coming out of the
engine can cause high cylinder temperatures.
72 KENR6908
Troubleshooting Section

M. Consider high ambient temperatures. When The engine may be shut down by the OEM control
ambient temperatures are too high for the rating panel.
of the cooling system, there is not enough of a
temperature difference between the ambient air E362-3 (Shutdown)
and coolant temperatures.
The engine will be shut down.
N. Consider high altitude operation. The cooling
capability of the cooling system is reduced at Troubleshooting:
higher altitudes. A pressurized cooling system that
is large enough to keep the coolant from boiling The operator may be operating the machine
must be used. incorrectly.

O. The engine may be running in the lug condition. The governor gain may be set incorrectly.
When the load that is applied to the engine is
too large, the engine will run in the lug condition. Talk to the Operator
When the engine is running in the lug condition,
engine rpm does not increase with an increase of Determine the events that caused the overspeed of
fuel. This lower engine rpm causes a reduction in the engine.
coolant flow through the system.
If necessary, adjust the gains on the governor.
Expected Result:
Results:
A thorough inspection of the cooling system revealed
a fault. • OK – STOP.
Results:
i02564853

• OK – There is a fault in the cooling system. E363 High Fuel Supply

Repair: Repair the fault. Ensure that the repair Temperature
eliminates the fault.

STOP.
Conditions Which Generate This Code:
i02564769 The temperature of the fuel has exceeded the trip
E362 Engine Overspeed point. Information on default settings and ranges for
this event code can be found in the Troubleshooting
Guide, “Event Codes”.

System Response:
Conditions Which Generate This Code:

The Electronic Control Module (ECM) detects an The event code is logged.
overspeed condition. Information on default settings
Possible Performance Effect:
and ranges for this event can be found in the
Troubleshooting Guide, “Event Codes”.
E363-1 (Warning)
System Response:
None
The event code will be logged.
E363-2 (Action Alert)
Possible Performance Effect:
The OEM control panel may shut down the engine.
E362-1 (Warning)
Troubleshooting:
None
Check the Fuel System
E362-2 (Action Alert)
Check the fuel system. If equipped, check the fuel
cooler.

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KENR6908 73
Troubleshooting Section

Expected Result: a. Verify that the cooling system is filled to the

proper level. If the coolant level is too low,
A thorough inspection of the fuel system revealed a air will get into the cooling system. Air in the
fault. cooling system may cause cavitation. This will
cause a reduction in coolant flow which can
Results: damage a cooling system.

• OK – There is a fault in the fuel system. b. Check the quality of the coolant. Follow
the recommendations in the Operation and
Repair: Make the necessary repairs. Verify that Maintenance Manual.
the repair eliminates the fault.
c. Check for adequate coolant flow through
STOP. the radiator. Check the inlet temperature of
the coolant at the radiator inlet. Compare
the reading to the regulated temperature.
i02565203
If the temperature is OK, check the outlet
E368 High Intake Manifold Air temperature of the coolant at the radiator
outlet. A high temperature differential indicates
Temperature an insufficient flow rate.

d. Check for air in the cooling system. Air can

Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects a fault
in the inlet manifold air temperature. Information on
default settings and ranges for this event can be
found in the Troubleshooting Guide, “Event Codes”.
System Response:
enter the cooling system in different ways.
The most common causes of air in the cooling
system are the incorrect filling of the cooling
system and combustion gas leakage into
the cooling system. Combustion gas can get
into the system through a cracked cylinder
liner, damaged cylinder liner seals, a cracked
cylinder head, or a damaged cylinder head
gasket.

The event code will be logged. e. Check the cooling system hoses and clamps.
Damaged hoses with leaks can normally be
Possible Performance Effect: seen. Hoses that have no visual leaks can
soften during operation. The soft areas of the
E368-1 (Warning) hose can become kinked during operation.
These areas can also collapse during
None operation. These areas of the hose can restrict
the coolant flow. Hoses become soft and/or get
E368-2 (Action Alert) cracks after a period of time. The inside of a
hose can deteriorate, and the loose particles of
The OEM control panel may shut down the engine. the hose can restrict the coolant flow.

Troubleshooting: f. Check the water pump. A water pump with

a damaged impeller does not pump enough
Inlet manifold air temperature can be high for the coolant. Remove the water pump and check for
following reasons: damage to the impeller.

• Engine cooling system g. Check the water temperature regulator. A water

• High ambient air temperature
• High inlet air restriction and/or high altitude
h. If the cooling system is equipped with an
• Restriction in the exhaust system
• Faulty inlet manifold temperature sensor and/or
circuit
Perform the following Inspections
A. Check for Cooling System Faults
temperature regulator that does not open, or a
water temperature regulator that only opens
part of the way can cause overheating.
aftercooler, check the aftercooler. A restriction
of air flow through the air to air aftercooler can
cause overheating of the engine. Check for
debris or deposits which would prevent the free
flow of air through the aftercooler.

This document has been printed from SPI². Not for Resale
74 KENR6908
Troubleshooting Section

i. The engine may be running excessively in the Expected Result:

lug condition. When the load that is applied to
the engine is too large, the engine will run in
the lug condition. When the engine is running in
the lug condition, engine rpm does not increase
with an increase of fuel. This lower engine rpm
causes a reduction in coolant flow through the
system. The lug condition causes excess heat
from the increase in fuel consumption.
B. Check for High Ambient Air Temperature
A fault has been found in the cooling system and/or
the related engine systems.
Results:
• OK – A thorough inspection revealed a fault.
Repair: Repair the fault. Ensure that the repair
eliminates the fault.

a. Determine if the ambient air temperature STOP.

is within the design specifications for the
cooling system. When ambient temperatures
are too high for the rating of the cooling
system, there is not enough of a temperature
difference between the ambient air and coolant
temperatures.

b. Determine the cause of the high air

temperature. Correct the situation, when
possible.

C. Check for High Inlet Air Restriction and/or

High Altitude Operation

a. When inlet air pressure is low, the turbocharger

works harder in order to achieve the desired
inlet manifold pressure. This increases inlet air
temperature.

b. Measure the inlet air pressure while the engine

is operating under load. For specific data, refer
to the Technical Data Sheets for the engine.

c. Check for plugged air filters. Check for

obstructions to the air inlet. A restriction of
the air that enters the engine can cause
high cylinder temperatures. High cylinder
temperatures cause higher than normal
temperatures in the cooling system.

d. Replace the air filters and/or remove the

obstruction from the air inlet.

e. Consider high altitude operation. The cooling

capability of the cooling system is reduced
at higher altitudes. A pressurized cooling
system that has been designed for the higher
altitudes must be used. Ensure that the engine
is configured for high altitude operation.

D. Check for Exhaust System Restriction

Check for a restriction in the exhaust system.

A restriction of the air that is coming out of the
engine can cause high cylinder temperatures.

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KENR6908 75
Troubleshooting Section

Diagnostic Functional
Tests
i02820595

5 Volt Engine Pressure Sensor

Supply Circuit - Test

System Operation Description:

The Electronic Control Module (ECM) creates a

regulated voltage of 5.0 ± 0.2 VDC that is supplied
to terminal 1 of the harness connectors for these
sensors:

• Inlet manifold pressure sensor

• Atmospheric pressure sensor
• Engine oil pressure sensor
This procedure covers the following diagnostic codes:

• 262-03 5 Volt Sensor DC Power Supply voltage

above normal

• 262-04 5 Volt Sensor DC Power Supply voltage

below normal

A +5 V diagnostic code is probably caused by a short

circuit to ground or a short circuit to another voltage
source in the harness. The next likely cause is a faulty
sensor. The least likely cause is a fault in the ECM.

This document has been printed from SPI². Not for Resale
76 KENR6908
Troubleshooting Section

g01284368
Illustration 12
Schematic for the 5 volt supply

Test Step 1. Inspect the Electrical

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

This document has been printed from SPI². Not for Resale
KENR6908 77
Troubleshooting Section

Illustration 13
Left side view
(1) Atmospheric pressure sensor
(2) Inlet manifold pressure sensor
g01407899
(3) Engine oil pressure sensor (5) J1/P1 connector
(4) J2/P2 connector

B. Thoroughly inspect connectors (2) and (3).

Thoroughly inspect the connectors for each
pressure sensor. Refer to Troubleshooting,
“Electrical Connectors - Inspect”.

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78 KENR6908
Troubleshooting Section

g01284861
Illustration 15
Connector for the pressure sensors
(1) Supply
(2) Return
(3) Signal

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

wires that are associated with the pressure sensor
supply.

D. Check the allen head screw on each ECM

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

E. Check the allen head screw on the customer

connector for the proper torque. Refer to the
Troubleshooting Guide, “Electrical Connectors -
Inspect” for the correct torque value.

F. Check the harness and the wiring for abrasion

and for pinch points from each sensor back to the
ECM.

Expected Result:

All of the connectors, pins and sockets are completely

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

Results:

g01284898
• OK – The harness and connectors appear to be
Illustration 14 OK. Proceed to Test Step 2.
P2 terminals that are associated with the 5 volt supply for the
pressure sensors • Not OK – The connectors and/or wiring are not
(P2-17) Return OK.
(P2-72) +5 VDC
Repair: Repair the wiring and/or the connectors.
Replace parts, if necessary. Ensure that all of the
seals are properly in place and ensure that the
connectors are completely coupled. Verify that the
repair eliminates the fault.

STOP.

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KENR6908
Test Step 2. Check for Active Diagnostic
Codes
A. Connect the electronic service tool to the
diagnostic connector. Refer to the Troubleshooting
Guide, “Electronic Service Tools”.
B. Turn the keyswitch to the ON position.
C. Observe the “Active Diagnostic” screen on the
electronic service tool. Wait at least 15 seconds
so that any codes may become active. Look for
the following codes:
• 262-03
• 262-04
Expected Result:
One of the above codes is active.
Results:
• Active 03 code – An 03 diagnostic code is active.
Proceed to Test Step 3.
• Active 04 code – An 04 diagnostic code is active.
Proceed to Test Step 4.
• No active codes – None of the above codes are
active.
Repair: If any of the above codes are logged and
the engine is not running properly, refer to the
Troubleshooting Guide, “Troubleshooting Without
a Diagnostic Code”.
If the engine is running properly at this time, there
may be an intermittent fault in a harness that
is causing the codes to be logged. Refer to the
Troubleshooting Guide, “Electrical Connectors -
Inspect”.
STOP.
Test Step 3. Check the Voltage on the +5
V Supply Wire
A. Turn the keyswitch to the OFF position.
B. Disconnect the harness connectors for the
following sensors:
• Inlet manifold pressure sensor J200/P200
• Atmospheric pressure sensor J203/P203
• Engine oil pressure sensor J201/P201
C. Turn the keyswitch to the ON position.
This document has been printed from SPI². Not for Resale
79
Troubleshooting Section
Note: Be sure to wiggle the harness during the
following measurements in order to reveal an
intermittent fault.
D. Measure the voltage between terminals 1 and 2 at
each sensor connector on the engine harness.
Expected Result:
Each voltage measurement is 5.0 ± 0.2 VDC.
Results:
• OK – Each voltage measurement is 5.0 ± 0.2 VDC.
Repair: Connect all of the sensor connectors.
Clear all diagnostic codes. Check for active
diagnostic codes. If the fault is intermittent, refer to
the Troubleshooting Guide, “Electrical Connectors
- Inspect”.
STOP.
• Not OK – At least one voltage measurement is not
5.0 ± 0.2 VDC. There is a fault in the wiring or in
the ECM. Proceed to Test Step 5.
Test Step 4. Disconnect the +5 V Pressure
Sensors and Check for Active Diagnostic
Codes
A. Disconnect the following sensors one at a time:
• Inlet manifold pressure sensor J200/P200
• Atmospheric pressure sensor J203/P203
• Engine oil pressure sensor J201/P201
B. Wait for 15 seconds after you disconnect each
sensor. Check that the active 262-04 code is
deactivated.
Expected Result:
The 262-04 diagnostic code deactivates when a
particular sensor is disconnected.
Results:
• OK – The 262-04 diagnostic code deactivates
when a particular sensor is disconnected.
Repair: Connect the suspect sensor. If the code
returns, replace the sensor.
Connect all of the connectors. Verify that the fault
is cleared.
STOP.
80
Troubleshooting Section
• Not OK – The 262-04 diagnostic code remains
after all of the sensors are disconnected. Leave
the sensors disconnected. Proceed to Test Step 5.
Test Step 5. Check the +5 V Supply Wire
for a Short to Engine Ground or a Short
Circuit
A. Turn the keyswitch to the OFF position.
B. Disconnect the P2 ECM connector. Disconnect
the P1 ECM connector.
C. Verify that all of the pressure sensors are
disconnected.
D. Measure the resistance between terminal P2-72
(+5 V Supply) and all of the other terminals on the
P2 connector.
E. Measure the resistance between terminal P2-72
and the engine ground.
F. Measure the resistance between terminal P1-2
(+5 V Supply) and all of the remaining terminals
on the P1 connector.
a. Measure the resistance between terminal P1-2
and the engine ground.
Expected Result:
Each resistance measurement indicates an open
circuit.
Results:
• OK – Each resistance measurement indicates an
open circuit. Proceed to Test Step 6.
• Not OK – At least one of the resistance
measurements does not indicate an open circuit.
A +5 V supply wire has a fault. There may be a
fault in a connector.
Repair: Repair the wire and/or the connector,
when possible. Replace parts, if necessary. Verify
that the fault is eliminated.
STOP.
Test Step 6. Check the +5 V Supply and
the Sensor Common for an Open Circuit
A. Install a wire jumper between terminals P2-72 (+5
V Supply) and P2-17 (Sensor Return).
B. Install a wire jumper between terminals P1-2 (+5
V Supply) and P1-3 (Sensor Return).
This document has been printed from SPI². Not for Resale
KENR6908
Note: Wiggle the harness during the following
measurements in order to reveal any intermittent
short condition.
C. Measure the resistance between terminals 1 and
2 at the harness connector for each pressure
sensor.
Expected Result:
Each resistance measurement is less than ten Ohms.
Results:
• OK – Each measurement is less than ten Ohms.
Proceed to Test Step 7.
• Not OK – At least one resistance measurement is
greater than ten Ohms. The +5 V supply wire or
the return wire has excessive resistance. There
may be a fault in a connector.
Repair: Repair the wire and/or the connector,
when possible. Replace parts, if necessary. Verify
that the fault is eliminated.
STOP.
Test Step 7. Check the +5 V Supply at the
ECM
A. Remove terminal 72 (+5 V Supply) from the
P2 connector. Install a wire jumper with socket
terminals on both ends into P2-72.
B. Connect ECM connectors J2/P2.
C. Remove terminal 2 (+5 V Supply) from the P1
connector. Install a wire jumper with socket
terminals on both ends into P1-2.
D. Connect ECM connectors J1/P1.
E. Turn the keyswitch to the ON position.
F. Measure the voltage between the wire jumper in
P1-2 and the engine ground.
G. Measure the voltage between the wire jumper in
P2-2 and the engine ground.
H. Turn the keyswitch to the OFF position.
I. Restore both wires to the original configuration.
Expected Result:
Both voltage measurements are 5.0 ± 0.2 VDC.
KENR6908 81
Troubleshooting Section

Results:

• OK – Both voltage measurements are 5.0 ± 0.2

VDC.

Repair: Clear all diagnostic codes. Check for

active diagnostic codes. If the fault is intermittent,
refer to the Troubleshooting Guide, “Electrical
Connectors - Inspect”.

STOP.

• Not OK – At least one voltage measurement is not

5.0 ± 0.2 VDC.

Repair: Replace the ECM. Refer to the

Troubleshooting Guide, “Replacing the ECM”.

STOP.

i02566204

CAN Data Link Circuit - Test

System Operation Description:

The CAN data link is used to communicate

information between the Electronic Control Module
(ECM) and other modules. Use this procedure to
troubleshoot any suspected faults with the CAN data
link.

This procedure covers diagnostic code 0247-09.

This procedure identifies the following faults:

• Faulty connectors
• Missing termination resistors
• Short circuits
• Open circuits
• Faulty J1939 display

This document has been printed from SPI². Not for Resale
82 KENR6908
Troubleshooting Section

g01285212
Illustration 16
Schematic for the CAN data link

Test Step 1. Inspect the Electrical

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

g01285222
Illustration 17
Engine view (typical example)
(1) P1 ECM connector
(2) Diagnostic connector
(3) OEM connector

This document has been printed from SPI². Not for Resale
KENR6908 83
Troubleshooting Section

B. Thoroughly inspect connectors (1), (2), and (3).

Thoroughly inspect the connectors for each
module that is connected to the CAN data link.
Refer to the Troubleshooting Guide, “Electrical
Connectors - Inspect”.

g01285362
Illustration 19
OEM connector terminals that are associated with the CAN data
link
(11) CAN shield
(31) CAN data link +
(32) CAN data link −

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

wires that are associated with the CAN data link.

D. Check the allen head screw on each ECM

connector for the proper torque. Refer to the
g01215698
Illustration 18 Troubleshooting Guide, “Electrical Connectors -
P1 terminals that are associated with the CAN data link Inspect” for the correct torque values.
(P1-34) CAN data link −
(P1-42) CAN shield E. Check the allen head screw on the customer
(P1-50) CAN data link + connector for the proper torque. Refer to the
Troubleshooting Guide, “Electrical Connectors -
Inspect” for the correct torque value.

F. Check the wiring harnesses for abrasion, for

corrosion and for pinch points.

Expected Result:

All connectors, pins and sockets are completely

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

Results:

• OK – The harness and the wiring appear to be

OK. Proceed to Test Step 2.

• Not OK – There is a fault in the wiring harness.

This document has been printed from SPI². Not for Resale
84
Troubleshooting Section
Repair: Repair the connectors and/or the wiring.
Replace parts, if necessary. Ensure that all of the
seals are properly in place and ensure that the
connectors are completely coupled. Verify that the
fault is eliminated.
STOP.
Test Step 2. Check for Active Diagnostic
Codes
A. Connect the electronic service tool to the
diagnostic connector. Refer to the Troubleshooting
Guide, “Electronic Service Tools”.
B. Turn the keyswitch to the ON position.
C. Observe the active diagnostic code screen on the
electronic service tool. Wait at least 15 seconds
so that any diagnostic codes may become active.
Check for a 247-09 diagnostic code.
Expected Result:
No diagnostic codes are active.
Results:
• OK – No codes are active.
Repair: The fault may be intermittent. If the fault
is intermittent, refer to the Troubleshooting Guide,
“Electrical Connectors - Inspect”.
STOP.
• Not OK – Diagnostic code 247-09 is active.
Proceed to Test Step 3.
Test Step 3. Verify the Proper Installation
of the CAN Data Link
A. Disconnect the J1939 display or the J1939 device.
B. Disconnect the P1 connector and measure the
resistance between terminals P1-50 (CAN data
link +) and P1-34 (CAN data link -).
Expected Result:
The resistance is between 57 and 63 Ohms.
Results:
• OK – The resistance is between 57 and 63 Ohms.
Proceed to Test Step 6.
• Not OK – The resistance is between 114 Ohms
and 126 Ohms. A terminating resistor is missing.
This document has been printed from SPI². Not for Resale
KENR6908
Repair: Verify that two terminating resistors exist
on the data link. One resistor must be located on
each end of the data link. If the optional harness is
ordered with the engine, the engine is shipped with
one terminating resistor that is installed between
the ECM and the customer connector.
Refer to the appropriate electrical schematic in
order to determine the missing resistor. Replace the
missing resistor. Verify that the fault is eliminated.
STOP.
• Not OK – The resistance is less than 57 Ohms.
Proceed to Test Step 4.
• Not OK – The resistance is greater than 126
Ohms. Proceed to Test Step 5.
Test Step 4. Check for a Short Circuit
A. Disconnect the P1 ECM connector.
B. Remove the terminating resistors from the CAN
data link.
C. If a J1939 display is installed, disconnect the
display.
D. Measure the resistance between the points that
are listed in Table 11. Be sure to wiggle the wires
in the harnesses as you make each resistance
measurement.
Table 11
Resistance Measurements for the CAN Data Link
Connector and Terminal
Terminal
P1-50 (CAN data link +) All of the other terminals on
the P1 connector
Engine ground
P1-34 (CAN data link -) All of the other terminals on
the P1 connector
Engine ground
Expected Result:
Each check of the resistance indicates an open
circuit.
Results:
• OK – Each check of the resistance indicates an
open circuit. Proceed to Test Step 5.
• Not OK – At least one check of the resistance does
not indicate an open circuit. There is a short circuit
in a harness. There may be a fault in a connector.
KENR6908
Repair: Repair the wiring and/or the connector.
Replace part, if necessary. Verify that the fault is
eliminated.
STOP.
Test Step 5. Check for an Open Circuit
A. Verify that all of the connections are disconnected.
B. Fabricate a jumper wire. Use the jumper wire in
order to create a short circuit between terminals G
and F on the diagnostic connector.
C. Measure the resistance between terminals P1-50
(CAN data link +) and P1-34 (CAN data link -).
D. Remove the jumper wire from the diagnostic
connector.
Expected Result:
The resistance is less than ten Ohms.
Results:
• OK – The resistance is less than ten Ohms. There
is not an open circuit. Proceed to Test Step 6.
• Not OK – The resistance is more than ten Ohms.
There is an open circuit or excessive resistance in
the circuit. There may be a fault in a connector.
Repair: Repair the wiring and/or the connector.
Replace part, if necessary. Verify that the fault is
eliminated.
STOP.
Test Step 6. Check the J1939 Display
A. Connect the J1939 display to another engine.
B. Operate the engine and monitor the J1939 display.
Expected Result:
The J1939 display operates properly.
Results:
• OK – The J1939 display operates properly on
another engine.
Repair: Connect the display to the original engine.
If the display operates correctly, there may be
a fault in an electrical connector. Refer to the
Troubleshooting Guide, “Electrical Connectors -
Inspect”.
If the display does not operate correctly on the
original engine, there may be a fault in the ECM.
This document has been printed from SPI². Not for Resale
85
Troubleshooting Section
It is unlikely that the ECM has failed. Perform this
entire procedure again. Replace the ECM if the
display does not operate correctly. Refer to the
Troubleshooting Guide, “Replacing the ECM”.
STOP.
• Not OK – The J1939 display does not operate
properly on another engine.
Repair: Replace the J1939 display. Verify that the
fault is eliminated.
STOP.
i02835412
Data Link Circuit - Test
System Operation Description:
Note: This procedure checks for an open circuit
or for a short circuit in the Data Link. If you are
experiencing faults in communications between the
electronic service tool and the Electronic Control
Module (ECM), refer to the Troubleshooting Guide,
“Electronic Service Tool Will Not Communicate with
ECM” before this procedure is used.
The Data Link is the standard data link that is used by
the ECM to communicate with the electronic service
tool. The ECM communicates with the electronic
service tool in order to share status information and
diagnostic information. The electronic service tool can
also be used to configure the ECM parameters. This
information will not be available if communication fails
between the ECM and the electronic service tool.
g01413889
Illustration 20
Schematic for the Data Link
Test Step 1. Inspect the Electrical
Connectors and the Wiring
A. Remove the electrical power from the ECM.
86 KENR6908
Troubleshooting Section

g01285222
Illustration 21
Typical engine view
(1) P1 ECM connector
(2) Diagnostic connector
(3) OEM connector

B. Thoroughly inspect connectors (1), (2), and (3). g01202018

Illustration 22
Refer to the Troubleshooting Guide, “Electrical
Connectors - Inspect”. P1 terminals that are associated with the Data Link
(P1-8) Data Link +
(P1-9) Data Link −

This document has been printed from SPI². Not for Resale
KENR6908 87
Troubleshooting Section

Repair: Repair the connectors and/or the wiring.

Replace parts, if necessary. Ensure that all of the
seals are properly in place and ensure that the
connectors are completely coupled. Verify that the
original fault is eliminated.

STOP.

Test Step 2. Check for a Short Circuit

A. Disconnect the J1 connector.

B. Disconnect the electronic service tool from the

diagnostic connector.

C. Measure the resistance between the points that

are listed in Table 12. Be sure to wiggle the wires
in the harnesses as you make each resistance
measurement.

Table 12
Resistance Measurements for the Data Link
Connector and Terminal
Terminal
P1-8 (Data Link +) All of the other terminals on
the P1 connector

Illustration 23
g01285663 Ground stud
OEM connector terminals that are associated with the Data Link P1-9 (Data Link -) All of the other terminals on
(6) Data Link − the P1 connector
(7) Data Link +
Ground stud
C. Perform a 45 N (10 lb) pull test on each of the
wires that are associated with the Data Link. Expected Result:

D. Check the allen head screw on each ECM
connector for the proper torque. Also, check the
allen head screw on the customer connector for
the proper torque. Refer to the Troubleshooting
Guide, “Electrical Connectors - Inspect” for the
correct torque values.
Expected Result:
All connectors, pins, and sockets are completely
inserted and coupled. The harness and wiring are
free of corrosion, of abrasion, and of pinch points.
Results:
• OK – The harness and the connectors appear to
be OK. Proceed to Test Step 2.
Each check of the resistance indicates an open
circuit.
Results:
• OK – Each check of the resistance indicates an
open circuit. Proceed to Test Step 3.
• Not OK – At least one check of the resistance
does not indicate an open circuit. There is a short
circuit in the harness or in a connector.
Repair: Repair the connectors and/or the wiring.
Replace parts, if necessary. Verify that the original
fault is eliminated.
STOP.

• Not OK – The connectors and/or the wiring are Test Step 3. Check for an Open Circuit
not OK.
A. Fabricate a jumper wire. Use the jumper wire in
order to create a short circuit in the diagnostic
connector between terminals J63-D (Data Link +)
and J63-E (Data Link −).

B. Measure the resistance between P1-8 (Data Link

+) and P1-9 (Data Link −).

This document has been printed from SPI². Not for Resale
88 KENR6908
Troubleshooting Section

Expected Result: • 0253-02 Personality Module erratic, intermittent

or incorrect
Check that each of the resistances is less than 10
Ohms. • 0268-02 Programmable Parameters erratic,
intermittent or incorrect
Results:
Test Step 1. Inspect the Electrical
• OK – Each of the resistances is less than 10 Connectors and the Wiring
Ohms.
A. Remove the electrical power from the ECM.
Repair: Perform the following procedure:

1. Connect the J1/P1 connectors. Connect

the electronic service tool to the diagnostic
connector.

2. Check the Data Link for proper operation. If the

Data Link does not operate correctly, there may
be a fault in the ECM.

Temporarily install a new ECM. Check the Data

Link again. If the new ECM eliminates the fault,
install the original ECM and verify that the
original fault returns. If the new ECM operates
correctly and the original ECM does not operate
correctly, replace the original ECM. Verify that
the fault is eliminated.

STOP.

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

greater than 10 Ohms. There is an open circuit or
excessive resistance in the harness. There may
be a fault in a connector.

Repair: Repair the wiring and/or the connectors.

Replace parts, if necessary. Verify that the original
fault is eliminated.
g01286402
Illustration 24
STOP. ECM connectors
(1) J2/P2 connectors
(2) J1/P1 connectors
i02568143

ECM Memory - Test B. Thoroughly inspect connectors (1) and (2).

Inspect the battery connections. Refer to the
Troubleshooting Guide, “Electrical Connectors
- Inspect”.
System Operation Description:
C. Check the allen head screw on each ECM
The Electronic Control Module (ECM) is the computer connector for the proper torque. Refer to the
that controls the engine. The flash file contains the Troubleshooting Guide, “Electrical Connectors
software that controls the operation of the ECM. - Inspect”.

The flash file is the instructions that are used by the D. Check the harnesses and the wiring for abrasion
ECM to control the engine. For this reason, updating and for pinch points.
the flash file to a different version may affect some
engine functions. Expected Result:

This procedure covers the following diagnostic codes: All connectors, pins and sockets are completely
coupled and/or inserted and the harnesses and wiring
are free of corrosion, of abrasion or of pinch points.

This document has been printed from SPI². Not for Resale
KENR6908
Results:
• OK – The harnesses and the connectors appear
to be OK. Proceed to Test Step 2.
• Not OK – The wiring and/or a connector are not
OK.
Repair: Repair the wiring and/or the connectors.
Replace parts, if necessary. Ensure that all of the
seals are properly in place and ensure that the
connectors are completely coupled.
Verify that the repair eliminates the fault.
STOP.
Test Step 2. Check For Diagnostic Codes
A. Connect the electronic service tool to the
diagnostic connector. Refer to the Troubleshooting
Guide, “Electronic Service Tools”.
B. Restore the electrical power to the ECM.
C. Observe the “Active Diagnostic” screen on the
electronic service tool. Wait at least 30 seconds
so that any codes may become active. Look for
these codes:
• 253-02
• 268-02
Expected Result:
The 253-02 or 268-02 codes are not active.
Results:
• Active 253-02 code – Diagnostic code 253-02 is
active. Proceed to Test Step 3.
• Active 268-02 code – Diagnostic code 268-02 is
active. Proceed to Test Step 4.
Test Step 3. Check the Part Number of
the Flash File
A. Verify that the flash file agrees with the original
engine arrangement.
Expected Result:
The correct flash file is installed in the ECM.
Results:
• OK – The correct flash file is installed in the ECM.
Repair: The engine will not start until the 253-02
diagnostic code is cleared. Clearing this code
requires factory passwords.
This document has been printed from SPI². Not for Resale
89
Troubleshooting Section
Acquire factory passwords. Clear the 253-02
diagnostic code. Return the engine to service.
STOP.
• Not OK – The correct flash file is not installed in
the ECM.
Repair: Program the correct flash file into the
ECM. Refer to the Troubleshooting Guide, “Flash
Programming”. Verify that the fault is eliminated.
STOP.
Test Step 4. Determine the Parameters
that Require Programming
A. Verify that the configuration parameters are
correct for the engine application. Refer to the
Troubleshooting Guide, “System Configuration
Parameters ”.
B. Verify that the injector trim files are correct for the
engine application. Refer to the Troubleshooting
Guide, “Injector Trim File”.
Expected Result:
The configuration parameters and the injector trim
files are correct.
Results:
• OK – The configuration parameters and the
injector trim files are correct.
Repair: Clear the diagnostic code and return the
engine to service.
STOP.
• Not OK – The configuration parameters and/or the
injector trim files are not correct.
Repair: The 268-02 diagnostic code cannot be
cleared until all of the parameters and/or all of the
injector trim files are programmed with the correct
values. The engine may use a default torque map
or the ECM may limit the engine to low idle until
this diagnostic code is cleared.
Try to program the configuration parameters
and/or try to program the injector trim files. Refer
to the Troubleshooting, “System Configuration
Parameters” and/or refer to the Troubleshooting
Guide, “Injector Trim File”.
If the programming is successful, clear the code
and return the engine to service.
90 KENR6908
Troubleshooting Section

If the parameters cannot be programmed, replace Test Step 1. Check Connectors for
the ECM. Refer to the Troubleshooting Guide, Moisture and Corrosion
“Replacing the ECM”. Clear the diagnostic code
and return the engine to service.

STOP.

i02856167

Electrical Connectors - Inspect

System Operation Description:

Most electrical faults are caused by poor connections.

The following procedure will assist in detecting faults
in connectors and in wiring. If a fault is found, correct
the condition and verify that the fault is eliminated.

Intermittent electrical faults are sometimes eliminated

by disconnecting and reconnecting connectors.
It is very important to check for diagnostic codes
immediately before disconnecting a connector.
Also check for diagnostic codes after reconnecting
the connector. If the status of a diagnostic code is
changed due to disconnecting and reconnecting a
connector, there are several possible reasons. The
likely reasons are loose terminals, improperly crimped
terminals, moisture, corrosion, and inadequate
mating of a connection.
Follow these guidelines:
g01131211
Illustration 25
Leaky seal at the connector (typical example)
A. Inspect all wiring harnesses. Ensure that the
routing of the wiring harness allows the wires to
enter the face of each connector at a perpendicular
angle. Otherwise, the wire will deform the seal
bore. Refer to Illustration 25. This will create a
path for the entrance of moisture. Verify that the
seals for the wires are sealing correctly.

• Always use a CH11155 Crimp Tool to service

Deutsch HD, Deutsch DT and AMPSEAL
connectors. Never solder the terminals onto the
wires.

• Always use a 28170079 Removal Tool to remove

wedges from DT and AMPSEAL connectors. Never
use a screwdriver to pry a wedge from a connector.

• Always use a breakout harness for a voltmeter

probe or a test light. Never break the insulation
of a wire in order to access to a circuit for
measurements.

• If a wire is cut, always install a new terminal for

the repair.

The connection of any electrical equipment and

g01131276
the disconnection of any electrical equipment may Illustration 26
cause an explosion hazard which may result in in- Diagram for the installation of a connector plug (typical example)
jury or death. Do not connect any electrical equip- (1) Electronic Control Module (ECM) connector
ment or disconnect any electrical equipment in an (2) Correctly inserted plug
explosive atmosphere. (3) Incorrectly inserted plug

This document has been printed from SPI². Not for Resale
KENR6908 91
Troubleshooting Section

B. Ensure that the sealing plugs are in place. If
any of the plugs are missing, replace the plug.
Ensure that the plugs are inserted correctly into
the connector. Refer to Illustration 26.
If moisture or corrosion is evident in the connector,
the source of the moisture entry must be found
and the source of the moisture entry must be
repaired. If the source of the moisture entry is not
repaired, the fault will recur. Simply drying the
connector will not fix the fault. Check the following
items for the possible moisture entry path:

• Missing seals
• Improperly installed seals
• Nicks in exposed insulation
• Improperly mated connectors
Moisture can also travel to a connector through
the inside of a wire. If moisture is found in a
g01131019
connector, thoroughly check the connector’s
Illustration 27 harness for damage. Also check other connectors
Seal for a three-pin connector (typical example) that share the harness for moisture.

Note: The ECM is a sealed unit. If moisture is found

in an ECM connector, the ECM is not the source of
the moisture. Do not replace the ECM.

Expected Result:

The harness wiring, connectors, and seals are in

good condition. There is no evidence of moisture in
the connectors.

Results:

• OK – The harness wiring, connectors, and seals

are in good condition. Proceed to Test Step 2.

• Not OK – A fault has been found in the harness

or the connectors.

Repair: Repair the connectors or the wiring, as

required. Ensure that all of the seals are properly
Illustration 28
g01131165 in place. Ensure that the connectors have been
reattached.
Seal for ECM connector (typical example)

If corrosion is evident on the pins, sockets or the

C. Disconnect the suspect connector and inspect the
connector seal. Ensure that the seals are in good
condition. If necessary, replace the connector.
D. Thoroughly inspect the connectors for evidence
of moisture entry.
Note: It is normal to see some minor seal abrasion
on connector seals. Minor seal abrasion will not allow
the entry of moisture.
connector, use only denatured alcohol to remove
the corrosion. Use a cotton swab or a soft brush
to remove the corrosion.
If moisture was found in the connectors, run the
engine for several minutes and check again for
moisture. If moisture reappears, the moisture is
wicking into the connector. Even if the moisture
entry path is repaired, it may be necessary to
replace the wires.

Verify that the repair eliminates the fault.

STOP.

This document has been printed from SPI². Not for Resale
92
Troubleshooting Section
Test Step 2. Check the Wires for Damage
to the Insulation
A. Carefully inspect each wire for signs of abrasion,
of nicks, and of cuts.
Inspect the wires for the following conditions:
• Exposed insulation
• Rubbing of a wire against the engine
• Rubbing of a wire against a sharp point
B. Check all of the wiring harness fasteners in order
to verify that the harness is properly secured. Also
check all of the fasteners in order to verify that the
harness is not compressed. Pull back the harness
sleeves in order to check for a flattened portion
of wire. A fastener that has been overtightened
flattens the harness. This damages the wires that
are inside the harness.
Expected Result:
The wires are free of abrasion, of nicks, and of cuts
and the harness is properly clamped.
Results:
• OK – The harness is OK. Proceed to Test Step 3.
• Not OK – There is damage to the harness.
Repair: Repair the wires or replace the wires, as
required. Verify that the repair eliminates the fault.
STOP.
Test Step 3. Inspect the Connector
Terminals
A. Visually inspect each terminal in the connector.
Verify that the terminals are not damaged.
Verify that the terminals are properly aligned in
the connector and verify that the terminals are
properly located in the connector.
Expected Result:
The terminals are properly aligned and the terminals
appear undamaged.
Results:
• OK – The terminals are OK. Proceed to Test Step
4.
• Not OK – The terminals of the connector are
damaged.
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KENR6908
Repair: Repair the terminals and/or replace the
terminals, as required.
Verify that the repair eliminates the fault.
STOP.
Test Step 4. Perform a Pull Test on Each
Wire Terminal Connection
Perform the 45 N (10 lb) pull test on each wire. Each
terminal and each connector should easily withstand
45 N (10 lb) of tension and each wire should remain in
the connector body. This test checks whether the wire
was properly crimped in the terminal and whether the
terminal was properly inserted into the connector.
Expected Result:
Each terminal and each connector easily withstands
45 N (10 lb) of pull and each wire remains in the
connector body.
Results:
• OK – All terminals pass the pull test. Proceed to
Test Step 5.
• Not OK – A wire has been pulled from a terminal
or a terminal has been pulled from the connector.
Repair: Use the CH11155 Crimp Tool to replace
the terminal. Replace damaged connectors, as
required. Verify that the repair eliminates the fault.
STOP.
Test Step 5. Check Individual Pin
Retention into the Socket
g01131604
Illustration 29
Diagram for testing pin retention (typical example)
A. Verify that the sockets provide good retention for
the pins. Insert a new pin into each socket one
at a time in order to check for a good grip on the
pin by the socket.
KENR6908 93
Troubleshooting Section

Expected Result: Test Step 7. Check the Allen Head Screws

on the Connectors
The sockets provide good retention for the new pin.

Results:

• OK – The terminals are OK. Proceed to Test Step

6.

• Not OK – Terminals are damaged.

Repair: Use the CH11155 Crimp Tool to replace
the damaged terminals. Verify that the repair
eliminates the fault.

STOP.
g01132827
Test Step 6. Check the Locking Illustration 30
Mechanism of the Connectors Allen head screw for the 120-pin connector (typical example)

A. Ensure that the connectors lock properly. After

locking the connectors, ensure that the two halves
cannot be pulled apart.

B. Verify that the latch tab of the connector is

properly latched. Also verify that the latch tab of
the connector returns to the locked position.

Expected Result:

The connector will securely lock. The connector and

the locking mechanism are without cracks or breaks.

Results: g01132849
Illustration 31
• OK – The connectors are in good repair. Proceed Allen head screw for the 70-pin connector (typical example)
to Test Step 7.

• Not OK – The locking mechanism for the connector

is damaged or missing.

Repair: Repair the connector or replace the

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

STOP.

g01133047
Illustration 32
Allen head screw for the 40-pin customer connector and the 70-pin
customer connector (typical example)

Visually inspect the allen head screws for the ECM

connectors and the customer connector. Ensure
that the threads on each allen head screw are not
damaged.

A. Connect the ECM connectors.

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94
Troubleshooting Section
a. Torque the allen head bolt for the 120-pin
connector to 7.0 ± 0.5 N·m (60 ± 4 lb in).
b. Torque the allen head screw for the
70-pin connector to 6.0 + 1.5 - 0.5 N·m
(55 + 13 - 4 lb in).
B. Connect the customer connector. Torque the allen
head screw for the 40-pin customer connector and
the 70-pin customer connector to 2.25 ± 0.25 N·m
(20 ± 2 lb in).
Expected Result:
The ECM connector is secure and the allen head
screws are properly torqued.
Results:
• OK – The ECM connectors and the customer
connector is properly connected. Proceed to Test
Step 8.
• Not OK – The allen head screws for the ECM
connector or the customer connector is damaged.
Repair: Repair the connector or replace the
connector, as required. Verify that the repair
eliminates the fault.
STOP.
Test Step 8. Perform the “Wiggle Test”
on the Electronic Service Tool
A. Select the “Wiggle Test” from the diagnostic tests
on the electronic service tool.
B. Choose the appropriate group of parameters to
monitor.
C. Press the “Start” button. Wiggle the wiring harness
in order to reproduce intermittent faults.
If an intermittent fault exists, the status will be
highlighted and an audible beep will be heard.
Expected Result:
No intermittent faults were indicated during the
“Wiggle Test”.
Results:
• OK – No intermittent faults were found. The
harness and connectors appear to be OK. If you
were sent from another procedure, return to the
procedure and continue testing. If this test has
resolved the fault, return the engine to service.
STOP.
This document has been printed from SPI². Not for Resale
KENR6908
• Not OK – At least one intermittent fault was
indicated.
Repair: Repair the harness or the connector. Verify
that the repair eliminates the fault.
STOP.
i02822226
Electrical Power Supply Circuit
- Test
System Operation Description:
Use this procedure to troubleshoot any suspected
faults with the electrical power supply.
This procedure covers the following diagnostic codes:
• 0168-02 Electrical System Voltage erratic,
intermittent, or incorrect
This procedure tests whether proper voltage is being
supplied to the Electronic Control Module (ECM).
Unswitched battery voltage is supplied through the
customer connector to the ECM at P1-48, P1-52, and
P1-53. The negative battery is supplied to the ECM
at P1-61, P1-63, and P1-65. The ECM receives the
input from the keyswitch at P1-70 when the keyswitch
is in the ON position or the START position. When
the ECM detects battery voltage at this input, the
ECM will power up. When battery voltage is removed
from this input, the ECM will power down.
The cause of an intermittent power supply to the ECM
can occur on either the positive side or the negative
side of the battery circuit. Both sides are routed from
the ECM to the battery. The three connections for
the unswitched +Battery should be routed through a
dedicated protective device (circuit breaker).
The engine ECM requires the keyswitch to be in the
ON position in order to maintain communications with
the electronic service tool.
KENR6908 95
Troubleshooting Section

g01408062
Illustration 33
Schematic diagram for the electrical power supply

Test Step 1. Inspect the Electrical

Connectors and the Wiring
A. Check all circuit breakers.

B. Check the battery.

C. Turn the keyswitch to the OFF position.

g01286858
Illustration 34
Left side view
(1) J1/P1 ECM connectors
(2) P61 customer connector

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96 KENR6908
Troubleshooting Section

D. Thoroughly inspect connectors (1) and (2).

Inspect the connections for the battery and
the connections to the keyswitch. Refer to the
Troubleshooting Guide, “Electrical Connectors -
Inspect” for details.

g01216338
Illustration 36
J61 and P61 terminals that are associated with the electrical
power supply
(1) +Battery
(26) Keyswitch
(27) Shutdown
(31) +Battery
(32) +Battery

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

wires that are associated with the electrical power
supply.
g01104383
Illustration 35
F. Check the allen head screw on each ECM
P1 terminals that are associated with the electrical power supply
connector for the proper torque. Refer to the
(P1-44) Shutdown Troubleshooting Guide, “Electrical Connectors -
(P1-48) +Battery
(P1-52) +Battery Inspect” for the correct torque values.
(P1-53) +Battery
(P1-61) −Battery G. Check the harness and the wiring for abrasions
(P1-63) −Battery and for pinch points from the battery to the
(P1-65) −Battery
(P1-70) Keyswitch
ECM. Also, check the harness and the wiring for
abrasions and for pinch points from the keyswitch
to the ECM.

Expected Result:

All connectors, pins, and sockets are completely

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

Results:

• OK – The connectors and wiring are OK. Proceed

to Test Step 2.

This document has been printed from SPI². Not for Resale
KENR6908 97
Troubleshooting Section

• Not OK – There is a fault in the connectors or B. Load test the batteries.

wiring.
Repair: Repair the connectors or wiring and/or
replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the
connectors are completely coupled.
Expected Result:
The batteries pass the load test. The measured
voltage is the minimum specification for a 24 V
system.

STOP. Results:

Test Step 2. Check the Battery Voltage at • OK – The batteries are OK.
the ECM
Repair: Check the wiring between the batteries
A. Disconnect the J1/P1 ECM connector. and the ECM for shorts.

B. Turn the keyswitch to the ON position. Check the connectors between the batteries and
the ECM for moisture and/or corrosion.
C. Measure the voltage between P1-52 (Unswitched
Positive Battery) and P1-63 (Negative Battery). Repair the wiring and/or the connectors.

D. Measure the voltage between P1-48 (Unswitched Verify that the repair eliminates the fault.
Positive Battery) and P1-61 (Negative Battery).
STOP.
E. Measure the voltage between P1-53 (Unswitched
Positive Battery) and P1-65 (Negative Battery). • Not OK – The battery voltage is low or the battery
did not pass the load test.
F. Measure the voltage between P1-70 (Keyswitch)
and P1-63 (Negative Battery). Repair: Recharge or replace the faulty batteries.
Verify that the repair eliminates the fault.
Expected Result:
STOP.
The measured voltage is between 22.0 VDC and 27.0
VDC with no suspected intermittent faults at this time.
i02568670

Results: Engine Pressure Sensor Open

• OK – The ECM is receiving the correct voltage. or Short Circuit - Test
Repair: If an intermittent condition is suspected,
refer to the Troubleshooting Guide, “Electrical
Connectors - Inspect”. System Operation Description:

STOP. Use this procedure to troubleshoot any suspect faults

• Battery voltage is out of range – Proceed to Test
Step 3.
• Keyswitch voltage out of range
Repair: Check the circuit protection for the
circuit and for the wiring. Trace the wiring for the
keyswitch from the ECM through the keyswitch
circuit to the batteries. Find the fault and repair the
fault.
Verify that the repairs eliminate the fault.
STOP.
with the following sensors:
• Engine oil pressure sensor
• Inlet manifold pressure sensor
• Atmospheric pressure sensor
This procedure covers the following diagnostic codes:
• 0100-03 Engine Oil Pressure Sensor voltage
above normal
• 0100-04 Engine Oil Pressure Sensor voltage below
normal

Test Step 3. Check the Batteries • 0273-03 Turbocharger Outlet Pressure Sensor
voltage above normal
A. Measure the no-load battery voltage at the battery
posts.

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98 KENR6908
Troubleshooting Section

• 0273-04 Turbocharger Outlet Pressure Sensor

voltage below normal

• 0274-03 Atmospheric Pressure Sensor voltage

above normal

• 0274-04 Atmospheric Pressure Sensor voltage

below normal

The troubleshooting procedures for the diagnostic

codes of each pressure sensor are identical. The
Engine Control Module (ECM) sends a 5 volt supply
to terminal 1 of each sensor. The sensor common
connection is connected to terminal 2 of each sensor.
The signal voltage from terminal 3 of each sensor is
sent to the appropriate terminal at the J2/P2 ECM
connector.

Pull-up Voltage

The ECM continuously outputs a pull-up voltage

on the circuit for the sensor signal wire. The ECM
uses this pull-up voltage in order to detect an open
in the signal circuit. When the ECM detects the
presence of a voltage that is above a threshold on the
signal circuit, the ECM will generate an open circuit
diagnostic code (03) for the sensor.

If the sensor is disconnected at the sensor connector,

the presence of pull-up voltage at the sensor
connector indicates that the wires from the sensor
connector to the ECM are not open or shorted to
ground. If the sensor is disconnected at the sensor
connector, the absence of pull-up voltage at the
sensor connector indicates an open in the signal wire
or a short to ground. If the sensor is disconnected at
the sensor connector and the voltage at the sensor
connector is different from pull-up voltage, the signal
wire is shorted to another wire in the harness.

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KENR6908 99
Troubleshooting Section

g01284368
Illustration 37
Schematic for the engine pressure sensors

This document has been printed from SPI². Not for Resale
100 KENR6908
Troubleshooting Section

g01287356
Illustration 39
Sensor connector
(1) +5 VDC
(2) Common
(3) Signal

Test Step 1. Inspect the Electrical

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

B. Thoroughly inspect the J1/P1 ECM connector and

the J2/P2 ECM connector. Thoroughly inspect the
connectors for each analog sensor. Refer to the
Troubleshooting Guide, “Electrical Connectors -
Inspect” for details.

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

wires that are associated with the active diagnostic
code.

D. Check the allen head screw on each ECM

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

E. Check the harness and wiring for abrasions and

for pinch points from each sensor back to the
ECM.

Expected Result:

All connectors, pins, and sockets are completely

g01287043
Illustration 38 coupled and/or inserted. The harness and wiring are
P2 ECM connector free of corrosion, of abrasion, and of pinch points.
(P2-15) Signal from the inlet manifold pressure sensor
(P2-17) Sensor common Results:
(P2-28) Signal from the oil pressure sensor
(P2-57) Atmospheric pressure sensor signal
(P2-72) +5 Volt sensor supply
• OK – The harness and wiring are OK. Proceed
to Test Step 2.

• Not OK – There is a fault in the connectors and/or

wiring.

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KENR6908
Repair: Repair the connectors or wiring and/or
replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the
connectors are completely coupled.
Verify that the repair eliminates the fault.
STOP.
Test Step 2. Check the Supply Voltage at
the Sensor Connector
A. Turn the keyswitch to the OFF position.
B. Disconnect all of the following analog sensors at
the sensor connector:
• Engine oil pressure sensor
• Inlet manifold pressure sensor
• Atmospheric pressure sensor
C. Turn the keyswitch to the ON position.
D. Measure the voltage between terminal 1 (5 V
analog supply) and terminal 2 (sensor return) at
each of the sensor connectors.
E. Turn the keyswitch to the OFF position.
F. Reconnect all of the sensors.
Expected Result:
The voltage is 5.0 ± 0.16 VDC.
Results:
• OK – The voltage is 5.0 ± 0.16 VDC. The voltage
is correct. Proceed to Test Step 3.
• Not OK – The voltage is not 5.0 ± 0.16 VDC. The
voltage is incorrect.
Repair: Perform the diagnostic functional test
in the Troubleshooting Guide, “5 Volt Engine
Pressure Sensor Supply Circuit - Test”.
STOP.
Test Step 3. Check for Active Diagnostic
Codes
A. Connect the electronic service tool to the
diagnostic connector.
B. Turn the keyswitch to the ON position.
C. Monitor the active diagnostic code screen on the
electronic service tool. Check and record any
active diagnostic codes.
This document has been printed from SPI². Not for Resale
101
Troubleshooting Section
Note: Wait at least 15 seconds in order for the
diagnostic codes to become active.
D. Determine if the fault is related to an open circuit
diagnostic code 03 or a short circuit diagnostic
code 04.
Expected Result:
No diagnostic codes are active.
Results:
• OK – No diagnostic codes are active.
Repair: The fault may have been related to
a faulty connection in the harness. Carefully
reinspect the connectors and wiring. Refer to the
Troubleshooting Guide, “Electrical Connectors -
Inspect”.
STOP.
• Not OK – A short circuit diagnostic code (04) is
active at this time. Proceed to Test Step 4.
• Not OK – An open circuit diagnostic code (03) is
active at this time. Proceed to Test Step 5.
Test Step 4. Disconnect the Suspect
Sensor in Order to Create an Open Circuit
A. Turn the keyswitch to the OFF position.
B. Disconnect the sensor connector of the sensor
with the short circuit diagnostic code (04).
C. Turn the keyswitch to the ON position. Wait at
least 15 seconds for activation of the diagnostic
codes.
D. Access the “Active Diagnostic Code” screen on
the electronic service tool. Check for an active
open circuit diagnostic code (03).
E. Turn the keyswitch to the OFF position.
Expected Result:
An open circuit diagnostic code 03 is now active for
the disconnected sensor.
Results:
• OK – A short circuit diagnostic code (04) was
active before disconnecting the sensor. An open
circuit diagnostic code (03) became active after
disconnecting the sensor.
102
Troubleshooting Section
Repair: Temporarily connect a new sensor to the
harness, but do not install the new sensor in the
engine. Verify that there are no active diagnostic
codes for the sensor. If there are no active
diagnostic codes for the sensor, permanently
install the new sensor. Clear any logged diagnostic
codes.
STOP.
• Not OK – There is a short circuit between the
sensor harness connector and the ECM. Leave the
sensor disconnected. Proceed to Test Step 8.
Test Step 5. Check the Pull-up Voltage at
the Sensor Connector
A. Turn the keyswitch to the ON position.
B. Disconnect the suspect sensor.
C. Measure the voltage between terminal 3 (signal)
and terminal 2 (sensor return) at the sensor
connector.
D. Turn the keyswitch to the OFF position.
Expected Result:
The voltage is 11 ± 2 VDC.
Results:
• OK – The voltage is 11 ± 2 VDC. The signal wire
to the ECM from the sensor connector is OK.
Repair: The open circuit is in the sensor or the
wire between the sensor and the sensor connector.
Replace the sensor. Do not install the sensor in
the engine. Verify that no diagnostic codes are
active for the suspect sensor before permanently
installing the sensor.
STOP.
• Not OK – The voltage is not 11 ± 2 VDC. The
voltage is incorrect. Proceed to Test Step 6.
Test Step 6. Check the Signal Wire for a
Short Circuit
A. Turn the keyswitch to the OFF position.
B. Disconnect ECM connectors P1 and P2.
C. Disconnect the connector for the suspect sensor.
D. Measure the resistance between the terminal
for the sensor signal wire at the ECM and
every terminal on ECM connector P1 and ECM
connector P2.
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KENR6908
E. Measure the resistance between the terminal for
the sensor signal wire at the ECM and engine
ground.
F. Reconnect P1 and P2.
Expected Result:
Each resistance measurement is greater than 20,000
Ohms.
Results:
• OK – Each of the resistance measurements is
greater than 20,000 Ohms. Proceed to Test Step 7.
• Not OK – At least one resistance measurement is
less than 20,000 Ohms.
Repair: The low resistance measurement indicates
a low resistance between two or more wires.
Repair the connectors or wiring and/or replace the
connectors or wiring.
STOP.
Test Step 7. Create a Short at the Suspect
Sensor Connector
A. Turn the keyswitch to the OFF position.
B. Install a jumper wire with Ampseal sockets on
each end between terminal 2 (sensor return) and
terminal 3 (signal) on the connector for the suspect
sensor. Connect the jumper on the harness side
of the connector.
C. Turn the keyswitch to the ON position.
D. Wait at least 15 seconds for activation of the short
circuit diagnostic code 04.
Note: Monitor the “Active Diagnostic Codes” screen
on the electronic service tool before installing the
jumper wire and after installing the jumper wire.
E. Remove the jumper wire.
F. Turn the keyswitch to the OFF position.
Expected Result:
A short circuit diagnostic code 04 is active when the
jumper wire is installed. An open circuit diagnostic
code 03 is active when the jumper wire is removed.
Results:
• OK – The engine harness and the ECM are OK.
KENR6908
Repair: Temporarily connect a new sensor to the
harness, but do not install the new sensor in the
engine. Verify that there are no active diagnostic
codes for the sensor. If there are no active
diagnostic codes for the sensor, permanently
install the new sensor. Clear any logged diagnostic
codes.
STOP.
• Not OK – The open circuit diagnostic code 03
remains active with the jumper in place. The
open circuit is between the ECM and the sensor
connector. Proceed to Test Step 8.
Test Step 8. Check the Operation of the
ECM
A. Turn the keyswitch to the OFF position.
B. Check the operation of the ECM by creating an
open circuit at the ECM.
a. Remove the signal wire for the suspect sensor
from the P2 ECM connector.
b. Remove the sensor return for the suspect
sensor from the P2 ECM connector.
Note: Disconnecting the sensor return from the ECM
will generate an open circuit diagnostic code for all
sensors that are connected to the sensor return.
Troubleshoot the original diagnostic code. Delete the
logged diagnostic codes when you are finished.
c. Reconnect the ECM connector.
d. Turn the keyswitch to the ON position. Monitor
the “Active Diagnostic Code” screen on the
electronic service tool. Wait at least 15 seconds
for activation of the code.
An open circuit diagnostic code (03) should be
active for the suspect sensor.
C. Check the operation of the ECM by creating a
short at the ECM.
a. Install a wire jumper between the two terminals
for the sensor signal and the sensor return.
b. Reconnect the ECM connector.
c. Monitor the “Active Diagnostic Code” screen
on the electronic service tool. Wait at least 15
seconds for activation of the code.
A short circuit diagnostic code (04) should be
active when the wire jumper is installed.
d. Remove the wire jumper and reconnect all
wires.
This document has been printed from SPI². Not for Resale
103
Troubleshooting Section
Expected Result:
An open circuit diagnostic code 03 is active when
the sensor signal wire is removed from the ECM
connector. A short circuit diagnostic code 04 is active
when the signal wire is connected to the sensor
return.
Results:
• OK – The ECM is operating properly. The fault
is in the wiring between the ECM and the sensor
connector.
Repair: If the code is active for more than one
sensor, the fault is most likely in the return wire for
the sensor. Repair the return wire for the sensor
or replace the harness.
If the code is only active for one sensor, the fault is
most likely in the signal wire for the sensor. Repair
the signal wire for the sensor.
STOP.
• Not OK – One of the following conditions exists:
The open circuit diagnostic code 03 is not active
when the sensor signal wire is disconnected. The
short circuit diagnostic code 04 is not active when
the wire jumper is installed.
Repair: Replace the ECM. Refer to the
Troubleshooting Guide, “Replacing the ECM”.
Verify that the fault is eliminated.
STOP.
i02822260
Engine Speed/Timing Sensor
Circuit - Test
System Operation Description:
Use this procedure to troubleshoot any suspect faults
with the following sensors:
• Crankshaft position sensor
• Camshaft position sensor
This procedure covers the following open circuit
diagnostic codes and short circuit diagnostic codes:
• 190-02 Engine Speed Sensor erratic, intermittent
or incorrect
• 190-09 Engine Speed Sensor abnormal update
rate
104 KENR6908
Troubleshooting Section

• 190-11 Engine Speed Sensor mechanical failure Both sensors are magnetic sensors. The two sensors
are not interchangeable. Do not switch the positions
• 190-12 Engine Speed Sensor failure of the sensor. If the sensors are replaced, a timing
calibration is not necessary.
• 342-02 Secondary Engine Speed Sensor erratic,
intermittent or incorrect If a replacement of the ECM is required, the ECM
parameters and the timing calibration can be
• 342-11 Secondary Engine Speed Sensor other transferred from the suspect ECM to the replacement
failure mode ECM. Timing calibration will not be necessary. This
feature requires the electronic service tool and this
• 342-12 Secondary Engine Speed Sensor failure feature is only possible if the existing ECM can
communicate with the electronic service tool. Use the
The engine uses 2 position sensors. The crankshaft “Copy Configuration - ECM Replacement” feature on
position sensor detects the unique pattern of the the electronic service tool.
crankshaft gear and the camshaft position sensor
picks up the unique pattern of the camshaft gear. Complete all of the following tasks when you
Both of the position sensors detect the reference for install a position sensor:
engine speed and timing from a unique pattern on the
gear. The Engine Control Module (ECM) measures • Lubricate the O-ring with oil.
the time between the pulses that are created by the
sensors as the gears rotate in order to determine rpm. • Ensure that the sensor has a face seal inside the
connector body. If a seal is damaged or missing,
Under normal operation, the camshaft position sensor replace the seal.
is used to determine timing for starting purposes.
The camshaft position sensor is used to determine • Ensure that the sensor is fully seated into the
when the piston in the No. 1 cylinder is at the top of engine before tightening the bracket bolt.
the compression stroke. When the timing has been
established, the crankshaft position sensor is then • Ensure that the connector is latched on both sides.
used to determine engine speed.
• Ensure that the harness is properly secured, and
After locating the No. 1 cylinder, the ECM triggers ensure that the tie-wraps are placed in the correct
each electronic unit injector in the correct firing order location.
and at the correct timing. The actual timing and
duration of each injection is based on engine rpm
and load. If the engine is running and the signal from
the crankshaft position sensor is lost, a slight change
in engine performance will be noticed when the ECM
performs the changeover to the camshaft position
sensor. Loss of the signal from the camshaft position
sensor during engine operation will not result in any
noticeable change in engine performance. However,
if the signal from the camshaft position sensor is not
present during start-up the following conditions may
exist:

• The engine may require a slightly longer period of

time to start-up.

• The engine may run rough for a few seconds until

the ECM determines the proper firing order with
the crankshaft position sensor.

The engine will start and the engine will run when only
one sensor signal is present. The loss of the signal
from both of the sensors during engine operation will
result in the termination of injection and the shutting
down the engine by the ECM. The loss of the signal
from both of the sensors during start-up will prevent
the engine from starting.

This document has been printed from SPI². Not for Resale
KENR6908 105
Troubleshooting Section

g01287361
Illustration 40
Schematic for position sensors

This document has been printed from SPI². Not for Resale
106 KENR6908
Troubleshooting Section

Note: If the engine will not start, monitor the engine

rpm on the electronic service tool while the engine is
being cranked. The electronic service tool may need
to be powered from another battery while the engine
is being cranked.

D. Check for one of the following logged diagnostic

codes or active diagnostic codes:

• 190-02
• 190-09
• 190-11
• 190-12
• 342-02
• 342-11
• 342-12
Expected Result:

One of the diagnostic codes that are listed above are

logged or active.

Note: If the engine will not start and the electronic

service tool displayed 0 rpm during cranking, select
“No Engine rpm”.

Results:

• 190-XX or 342-XX – There is an active diagnostic

code or a logged diagnostic code. Proceed to Test
Step 3.

• Not OK – Refer to “Troubleshooting Without a

Diagnostic Code” if the following conditions exist:
The codes are not active. The codes are not
g01099116
Illustration 41 logged. The engine is not running properly. STOP.
P2 ECM connector
(P2-25) Primary engine speed/timing − • No Engine rpm – Engine rpm is not indicated on
(P2-26) TDC probe + the electronic service tool. Proceed to Test Step 2.
(P2-35) Primary engine speed/timing +
(P2-36) TDC probe − Test Step 2. Check the Installation of the
(P2-46) Secondary engine speed/timing +
(P2-47) Secondary engine speed/timing −
Sensors

Test Step 1. Check for Diagnostic Codes A. Turn the keyswitch to the OFF position.

A. Connect the electronic service tool to the

diagnostic connector.

B. Turn the keyswitch to the ON position.

C. Start the engine and run the engine until the

engine is at normal operating temperature.

This document has been printed from SPI². Not for Resale
KENR6908
g01408405
Illustration 42
Typical speed sensor
(1) Bracket
(2) Flange
(1) O-ring
B. Visually inspect the sensor without removing
the sensor from the engine. Flange (2) must be
flush against the engine in order to ensure proper
operation. Inspect bracket (1) in order to ensure
that the installation allows the flange of the sensor
to be flush against the engine. Verify that the
bracket is not bent.
Note: The bracket cannot be replaced separately.
C. Remove the sensor. Ensure that one O-ring (3)
is installed on the sensor. Check the O-ring for
damage. Replace the O-ring, if necessary.
Expected Result:
The components of the sensor are OK.
Results:
• OK – The components of the sensor are OK.
Repair: Perform the following procedure in order
to properly install the sensor:
1. Lubricate the O-ring with engine oil.
2. Fully seat the sensor in the engine.
Note: If the sensor will not fully seat into the engine,
replace the sensor.
3. Tighten the bracket bolt.
4. Connect the electrical connector to the sensor.
Verify that the connector is latched on both
sides.
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107
Troubleshooting Section
5. Ensure that the harness is properly secured,
and ensure that the tie-wraps are placed in the
correct location.
Proceed to Test Step 3.
• Not OK – At least one of the components of the
sensor is not OK.
Repair: Obtain a new sensor. Perform the following
procedure in order to properly install the new
sensor:
1. Lubricate the O-ring with engine oil.
2. Fully seat the sensor in the engine.
Note: If the sensor will not fully seat into the engine,
replace the sensor.
3. Tighten the bracket bolt.
4. Connect the electrical connector to the sensor.
Verify that the connector is latched on both
sides.
5. Ensure that the harness is properly secured,
and ensure that the tie-wraps are placed in the
correct location.
Verify that the repair eliminates the fault.
STOP.
Test Step 3. Measure the Sensor
Resistance through the Engine Harness
A. Turn the keyswitch to the OFF position.
B. Thoroughly inspect the J2/P2 ECM connector.
Refer to the Troubleshooting Guide, “Electrical
Connectors - Inspect” for details.
C. Perform a 45 N (10 lb) pull test on the wires that
are associated with the position sensors.
D. Ensure that the latch tab on each sensor connector
is properly latched.
E. Check the allen head screw on each ECM
connector for the proper torque. Refer to the
Troubleshooting Guide, “Electrical Connectors -
Inspect” for the correct torque values.
F. Repair the harness or repair the connector if a
fault is found.
G. Ensure that the wiring harness is correctly routed
and secured at the correct locations.
108
Troubleshooting Section
H. Ensure that the harness wiring is not pulled
too tightly. When the harness wiring is pulled
too tightly, vibrations or movement can cause
intermittent connections.
I. Inspect the harness wiring for nicks and abrasions.
J. If the harness and the connector are OK,
disconnect the J2/P2 ECM connector.
K. If you are troubleshooting a fault with the
crankshaft position sensor, perform the following
procedure:
a. Measure the sensor resistance between P2-35
(Primary engine speed/timing positive) and
P2-25 (Primary engine speed/timing negative).
b. Check for an intermittent open circuit or for
a short circuit by moving the harness while
you take the resistance measurement. Pull
the wires that are directly behind the sensor
or shake the wires that are directly behind the
sensor.
Resistance ............................ 75 to 230 Ohms
L. If you are troubleshooting a fault with the camshaft
position sensor, perform the following procedure:
a. Measure the sensor resistance between P2-46
(Secondary engine speed/timing positive)
and P2-47 (Secondary engine speed/timing
negative).
b. Check for an intermittent open circuit or for
a short circuit by moving the harness while
you take the resistance measurement. Pull
the wires that are directly behind the sensor
or shake the wires that are directly behind the
sensor.
Resistance ........................ 600 to 1800 Ohms
Expected Result:
The readings are within the specifications.
Results:
• OK – The readings are within the specifications.
Neither a short circuit nor an open circuit is
indicated. Proceed to Test Step 5.
• Not OK – The readings are not within the
specifications. The sensor resistance is not within
the acceptable range when the sensor resistance
is measured through the engine harness. Proceed
to Test Step 4.
This document has been printed from SPI². Not for Resale
KENR6908
Test Step 4. Measure the Resistance of
the Sensor
A. Disconnect the suspect sensor from the engine
harness.
B. Thoroughly inspect the sensor connectors.
Refer to the Troubleshooting Guide, “Electrical
Connectors - Inspect” for details.
C. If you are troubleshooting a fault with the
crankshaft position sensor, perform the following
procedure:
a. Measure the sensor resistance between J401-2
(Primary engine speed/timing positive) and
J401-1 (Primary engine speed/timing negative).
Resistance ............................. 75 to 230 Ohms
D. If you are troubleshooting a fault with the camshaft
position sensor, perform the following procedure:
a. Measure the sensor resistance between J402-2
(Secondary engine speed/timing positive)
and J402-1 (Secondary engine speed/timing
negative).
Resistance ........................ 600 to 1800 Ohms
Expected Result:
The readings are within the specifications.
Results:
• OK – The readings are within the specifications.
Proceed to Test Step 5.
• Not OK – The readings are not within the
specifications.
Repair: Perform the following procedure in order
to check and install the new sensor:
1. Before you install the new sensor, measure the
resistance of the new sensor.
If the new sensor resistance is within the
specification, install the new sensor in the
engine according to the following procedure:
a. Loosen the bolt and remove the bolt that
holds the sensor mounting bracket to the
engine.
b. Ensure that one O-ring is installed on the
new sensor. Verify that the O-ring is free of
damage.
c. Lubricate the O-ring.
KENR6908 109
Troubleshooting Section

d. Seat the sensor and tighten the bolt. Results:

If the sensor will not seat, repair the sensor • OK

or replace the sensor, as required.
Repair: Permanently install a new section of
Note: Do not remove the sensor from the bracket. harness.

e. Ensure that the sensor is properly oriented STOP.

and that the harness is secured in the proper
location.
2. Verify that the repair eliminates the fault.
STOP.
Test Step 5. Install the Bypass Harness
for the Position Sensors
A. Turn the keyswitch to the OFF position.
B. Disconnect the J2/P2 ECM connector.
C. Use the following procedure for the crankshaft
position sensor:
• Not OK
Repair: Verify that the correct terminals have been
installed in the correct location on the P2 ECM
connector. If the temporary harness was installed
correctly, remove the temporary harness. Connect
the original wiring.
Proceed to Test Step 6.
Test Step 6. Check the ECM
A. Turn the keyswitch to the OFF position.
B. Temporarily connect a test ECM.

a. Fabricate a harness from two wires. The wires
must reach between the crankshaft position
sensor and the P2 connector. Twisted pair
wiring is required. Ensure that the wires have
at least one twist per inch.
C. Start the engine. Run the engine in order to repeat
the conditions when the fault occurs.
D. If the fault is eliminated with the test ECM,
reconnect the suspect ECM.

b. Connect one wire of the harness between E. If the fault returns with the suspect ECM, replace
P2-35 and P401-2. the ECM.

c. Connect the other wire between P2-25 and
P401-1.
D. Use the following procedure for the camshaft
position sensor:
Verify that the repair eliminates the fault.
Expected Result:
The fault remains with the suspect ECM.

a. Fabricate a harness from two wires. The wires Results:

must reach between the camshaft position
sensor and the P2 connector. Twisted pair • OK
wiring is required. Ensure that the wires have
at least one twist per inch. Repair: If the fault is eliminated with the test ECM
and the fault returns with the suspect ECM, replace
b. Connect one wire of the harness between the ECM.
P2-46 and P402-2.
Verify that the repair eliminates the fault.
c. Connect one wire of the harness between
P2-47 and P402-1. STOP.

E. Reconnect the P2 connector. • Not OK

F. Attempt to start the engine. Verify that the original Repair: Replace the sensor.
fault is eliminated.
Verify that the repair eliminates the fault.
Expected Result:
STOP.
The fault is eliminated with the installation of the
bypass harness.

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110 KENR6908
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i02569910 If the sensor is disconnected at the sensor connector,

the presence of pull-up voltage at the sensor
Engine Temperature Sensor connector indicates that the wires from the sensor
Open or Short Circuit - Test connector to the ECM are not open or shorted to
ground. If the sensor is disconnected at the sensor
connector, the absence of pull-up voltage at the
sensor connector indicates an open in the signal wire
System Operation Description: or a short to ground. If the sensor is disconnected at
the sensor connector and the voltage at the sensor
Use this procedure to troubleshoot any suspect faults connector is different from pull-up voltage, the signal
with the following sensors: wire is shorted to another wire in the harness.

• Intake manifold air temperature sensor

• Coolant temperature sensor
• Fuel temperature sensor
This procedure covers the following diagnostic codes:

• 0110-03 Engine Coolant Temperature Sensor

voltage above normal

• 0110-04 Engine Coolant Temperature Sensor

voltage below normal

• 0172-03 Intake Manifold Air Temperature Sensor

voltage above normal

• 0172-04 Intake Manifold Air Temperature Sensor

voltage below normal

• 0174-03 Fuel Temperature Sensor voltage above

normal

• 0174-04 Fuel Temperature Sensor voltage below

normal

The troubleshooting procedures for the diagnostic

codes of each temperature sensor are identical.
The temperature sensors are passive sensors that
have two terminals. The temperature sensors do not
require supply voltage from the Electronic Control
Module (ECM).

Pull-up Voltage

The ECM continuously outputs a pull-up voltage

on the circuit for the sensor signal wire. The ECM
uses this pull-up voltage in order to detect an open
in the signal circuit. When the ECM detects the
presence of a voltage that is above a threshold on the
signal circuit, the ECM will generate an open circuit
diagnostic code (03) for the sensor.

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KENR6908 111
Troubleshooting Section

g01287472
Illustration 43
Schematic for the engine temperature sensors

Test Step 1. Inspect the Electrical

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

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112 KENR6908
Troubleshooting Section

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

wires that are associated with the temperature
sensors.

D. Check the allen head screw on each ECM

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

E. Check the harness and wiring for abrasions and

for pinch points from each sensor to the ECM.

Expected Result:

All connectors, pins, and sockets are completely

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

Results:

• OK – The connectors and wiring are OK. Proceed

to Test Step 2.

• Not OK – There is a fault in the connectors and/or

wiring.

Repair: Repair the connectors or wiring and/or

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

Verify that the repair eliminates the fault.

STOP.

Test Step 2. Check for Active Diagnostic

Codes
A. Connect the electronic service tool to the
diagnostic connector.

B. Turn the keyswitch to the ON position.

C. Monitor the active diagnostic code screen on the

electronic service tool. Check and record any
active diagnostic codes.

g01146245 Note: Wait at least 15 seconds in order for the

Illustration 44
diagnostic codes to become active.
P2 ECM connector
(P2-13) Engine coolant temperature D. Look for an 03 diagnostic code or an 04 diagnostic
(P2-30) Return code.
(P2-56) Intake manifold air temperature
(P2-62) Fuel temperature
Expected Result:
B. Thoroughly inspect the ECM connectors and the
connectors for the suspect sensor. Refer to the No diagnostic codes are active.
Troubleshooting Guide, “Electrical Connectors -
Inspect” for details. Results:

• OK – No diagnostic codes are active.

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KENR6908
Repair: The fault may have been related to
a faulty connection in the harness. Carefully
reinspect the connectors and wiring. Refer to the
Troubleshooting Guide, “Electrical Connectors -
Inspect” for additional information.
STOP.
• Not OK – An 03 diagnostic code is active at this
time. Proceed to Test Step 3.
• Not OK – An 04 diagnostic code is active at this
time. Proceed to Test Step 6.
Test Step 3. Check the Pull-up Voltage at
the Sensor Connector
A. Disconnect the suspect sensor at the sensor
connector.
B. Turn the keyswitch to the ON position.
C. Measure the voltage between terminal C (signal)
and terminal B (return) at the sensor connector.
D. Turn the keyswitch to the OFF position.
Expected Result:
The voltage is 5.5 ± 0.5 VDC.
Results:
• OK – The voltage is 5.5 ± 0.5 VDC. The correct
pull-up voltage is present at the suspect sensor
connector.
Repair: The open circuit is in the sensor or the
wire between the sensor and the sensor connector.
Replace the sensor. Do not install the sensor in
the engine. Verify that no diagnostic codes are
active for the suspect sensor before permanently
installing the sensor.
STOP.
• Not OK – The voltage is not 5.5 ± 0.5 VDC.
Proceed to Test Step 4.
Test Step 4. Check the Signal Wire for a
Short Circuit
A. Turn the keyswitch to the OFF position.
B. Disconnect the P2 connector.
C. Measure the resistance between the terminal
for the sensor signal wire at the ECM and the
remaining terminals on the P2 connector.
D. Measure the resistance between the terminal for
the sensor signal wire at the ECM and engine
ground.
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113
Troubleshooting Section
E. Turn the keyswitch to the OFF position.
F. Reconnect the P2 connector.
Expected Result:
Each check of the resistance is greater than 20,000
Ohms.
Results:
• OK – Each check of the resistance is greater than
20,000 Ohms. Proceed to Test Step 5.
• Not OK – At least one check of the resistance is
less than 20,000 Ohms.
Repair: The low resistance measurement indicates
a short circuit between two or more wires. Repair
the connectors or wiring and/or replace the
connectors or wiring.
STOP.
Test Step 5. Create a Short at the Suspect
Sensor Connector
A. Turn the keyswitch to the OFF position.
B. Install a jumper wire between terminal B and
terminal C on the connector for the suspect
sensor. Connect the jumper on the harness side
of the connector.
C. Turn the keyswitch to the ON position.
D. Wait at least 15 seconds for activation of the 04
diagnostic code.
Note: Monitor the “Active Diagnostic Codes” screen
on the electronic service tool before installing the
jumper wire and after installing the jumper wire.
E. Remove the jumper wire. Check for an 04
diagnostic code again.
F. Turn the keyswitch to the OFF position.
Expected Result:
An 04 diagnostic code is active when the jumper wire
is installed. An 03 diagnostic code is active when the
jumper wire is removed.
Results:
• OK – The engine harness and the ECM are okay.
114
Troubleshooting Section
Repair: Temporarily connect a new sensor to the
harness, but do not install the new sensor in the
engine. Verify that there are no active diagnostic
codes for the sensor. If there are no active
diagnostic codes for the sensor, permanently
install the new sensor. Clear any logged diagnostic
codes.
STOP.
• Not OK – The 03 diagnostic code remains active
with the jumper in place. There is an open circuit
between the ECM and the sensor connector.
Proceed to Test Step 7.
Test Step 6. Disconnect the Suspect
Sensor in Order to Create an Open Circuit
A. Turn the keyswitch to the OFF position.
B. Disconnect the suspect sensor from the harness
at the sensor connector.
C. Turn the keyswitch to the ON position. Wait at
least 15 seconds for activation of the diagnostic
codes.
D. Access the “Active Diagnostic Codes” screen on
the electronic service tool and check for an active
03 diagnostic code for the suspect sensor.
E. Turn the keyswitch to the OFF position.
Expected Result:
An 03 diagnostic code is now active for the suspect
sensor.
Results:
• OK – An 04 diagnostic code was active before
disconnecting the sensor. An 03 diagnostic code
became active after the sensor was disconnected.
Repair: Temporarily connect a new sensor to the
harness, but do not install the new sensor in the
engine. Verify that there are no active diagnostic
codes for the sensor. If there are no active
diagnostic codes for the sensor, permanently
install the new sensor. Clear any logged diagnostic
codes.
Verify that the repair eliminates the fault.
STOP.
• Not OK – The 04 diagnostic code is still present.
Leave the sensor disconnected. Proceed to Test
Step 7.
This document has been printed from SPI². Not for Resale
KENR6908
Test Step 7. Check the Operation of the
ECM
A. Turn the keyswitch to the OFF position.
B. Check the operation of the ECM by creating an
open circuit at the ECM.
a. Remove the signal wire for the suspect sensor
from the P2connector.
b. Remove the sensor return from terminal P2-30.
Note: Disconnecting the sensor return from the ECM
will generate an 03 diagnostic code for all sensors
that are connected to the sensor return. Troubleshoot
the original diagnostic code. Delete the logged
diagnostic codes when you are finished.
c. Turn the keyswitch to the ON position. Monitor
the “Active Diagnostic Code” screen on the
electronic service tool. Wait at least 15 seconds
for activation of the code.
An 03 diagnostic code should be active for the
suspect sensor.
C. Check the operation of the ECM by creating a
short at the ECM.
a. Install a wire jumper between the terminals for
the sensor signal and the sensor return.
b. Monitor the “Active Diagnostic Code” screen
on the electronic service tool. Wait at least 15
seconds for activation of the code.
An 04 diagnostic code should be active when
the wire jumper is installed.
c. Remove the wire jumper and reconnect all
wires.
Expected Result:
An 03 diagnostic code is active when the sensor
signal wire is removed from the ECM connector. An
04 diagnostic code is active when the signal wire is
connected to the sensor return.
Results:
• OK – The ECM is working properly. The fault is
in the wiring between the ECM and the sensor
connector.
Repair: If the code is active for more than one
sensor, the fault is most likely in the return wire for
the sensor. Repair the return wire for the sensor
or replace the harness.
KENR6908 115
Troubleshooting Section

If the code is only active for one sensor, the fault is The “Oil Pressure” lamp indicates low engine oil
most likely in the signal wire for the sensor. Repair pressure. The severity of the fault is indicated by the
the signal wire for the sensor. “Warning”, “Action Alert” or “Shutdown” lamps.

STOP. The “Action Alert” output indicates an engine fault

• Not OK – One of the following conditions exists:
The 03 diagnostic code is not active when the
sensor signal wire is disconnected. The 04
diagnostic code is not active when the wire jumper
is installed.
that is sufficiently severe so that the engine should be
shut down. The “Action Alert” output would normally
be used by the operator in order to open the circuit
breaker for the generator and the output would be
used to stop the engine.

Repair: Replace the ECM. Refer to the

Troubleshooting Guide, “Replacing the ECM”.
Verify that the fault is eliminated.

STOP.

i02570763

Indicator Lamp Circuit - Test

System Operation Description:

The ECM has seven available outputs that indicate

the operating status of the engine:

• Overspeed
• Coolant temperature
• Oil pressure
• Diagnostics
• Warning
• Action alert
• Shutdown
The outputs can be used to drive indicator lamps or
other controls. Each output provides a connection to
either the battery positive terminal or to the battery
negative terminal at a maximum current of 0.3 amp
when the output is ON. Each output gives an open
circuit when the output is OFF.

The “Diagnostics” output indicates that a fault exists

on the electronic system rather than with the engine.
The electronic service tool should be used to
diagnose the fault.

The “Overspeed” output indicates that an overspeed

fault exists. The severity of the fault is indicated by
the “Warning”, “Action Alert” or “Shutdown” lamps.

The “Coolant Temperature” lamp indicates a high

coolant temperature fault. The severity of the fault
is indicated by the “Warning”, “Action Alert” or
“Shutdown” lamps.

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g01287870
Illustration 45
Schematic diagram for the indicator outputs

Note: Outputs from the ECM can be used to operate

lamps or relays.

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KENR6908 117
Troubleshooting Section

g01287960
Illustration 47
Connections on the OEM connector
(3) Diagnostics lamp
(4) Warning lamp
(5) Action alert lamp
(8) Oil pressure lamp
(9) Overspeed lamp
g01287923 (11) Engine running output
Illustration 46
(16) Shutdown lamp
Connections on the P1/J1 connector (17) Coolant temperature lamp
(10) Shutdown lamp
(13) Engine running output Test Step 1. Inspect the Electrical
(19) Action alert lamp
(20) Warning lamp Connectors and the Wiring
(28) Oil pressure lamp
(29) Coolant temperature lamp A. Replace any indicator lamps that are blown.
(30) Overspeed lamp
(31) Diagnostics lamp
B. Check the wiring in order to determine if status
indicators are present. Check that the status
indicators are controlled by the ECM. Refer to 45.
Some indicators may obtain engine status through
a data link.

Note: If status indicators are not directly controlled

by the ECM, stop this test.

C. Thoroughly inspect connector J1/P1, the wiring for

the indicator circuit and the connectors. Refer to
the Troubleshooting Guide, “Electrical Connectors
- Inspect”.

D. Perform a 45 N (10 lb) pull test on each wire that

is associated with the status indicators.

E. Check that the Allen head screw that secures

the ECM connector is correctly tightened to a
maximum torque of 3 N·m (26.5 lb in).

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118 KENR6908
Troubleshooting Section

F. Check the harness and wiring from the status B. Turn the keyswitch to the OFF position.
indicators to the ECM for abrasion and pinch
points. All connectors, pins and sockets should be C. Disconnect the ECM connector J1/P1.
completely mated or inserted. The harness and
the wiring should be free of corrosion, abrasion D. Turn the keyswitch to the ON position.
or pinch points.
E. Connect the jumper wire between the following
Expected Result: pins on connector P1 and observe the warning
lamp.
The lamps turn on and the lamps turn off per the
above description. • Pin 10 and Battery +
Results: • Pin 13 and Battery +
• OK – The connectors and wiring are OK. Proceed • Pin 19 and Battery +
to Test Step 2.
• Pin 20 and Battery +
• Not OK – There is a fault in the connectors and/or
wiring. • Pin 28 and Battery -
Repair: Repair the connectors or wiring and/or • Pin 29 and Battery -
replace the connectors or wiring. Ensure that all of
the seals are properly in place and ensure that the • Pin 30 and Battery -
connectors are completely coupled.
• Pin 31 and Battery -
Verify that the repair eliminates the fault.
Expected Result:
STOP.
Each lamp should illuminate only when the jumper is
Test Step 2. Check the Indicator for a inserted on the applicable pins in the ECM connector
Short Circuit P1.

A. Disconnect the control wire at the suspect Results:

indicator lamp or the relay.
• OK – The harness and indicators operate correctly.
B. Attempt to start the engine and check the status
indicators. Repair: Reconnect all connectors and recheck
the operation of the indicators. If the fault returns,
Expected Result: replace the ECM.

The short circuit has been eliminated. STOP.

Results: • Not OK – There is a fault in the indicator circuit.

• OK – - The short circuit is no longer present. Repair: Recheck electrical connections and the
wiring for damage, corrosion, or abrasion. Repair
Repair: Repair the indicator or replace the the connectors and the wiring or replace the
indicator. connectors and the wiring.

STOP. Proceed to Test Step 4.

• Not OK – There is a fault with the wiring to the
indicator. Proceed to Test Step 3.
Test Step 3. Check the Indicator Circuit
with a Jumper Wire
A. Fabricate a jumper wire that is 100 mm (4.0 inch)
in length with a Deutsch connector socket on both
ends.
Test Step 4. Test the Harness for a Short
Circuit
A. Turn the keyswitch to the OFF position.
B. Remove the control wire for the suspect indicator
from the ECM connector P1. Refer to the
Troubleshooting Guide.

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KENR6908
C. Attempt to start the engine and check the status
indicators.
Expected Result:
All other indicator lamps operate correctly. The
suspect indicator lamp remains off.
Results:
• OK – The short is in the harness.
Repair: Repair the harness or replace the harness.
Verify that the fault is eliminated.
STOP.
• Not OK – The short circuit is present when the
circuit is disconnected from the ECM.
Repair: Disconnect the ECM connector J1/P1
and check for damage or corrosion. Refer to the
Troubleshooting Guide, “Electrical Connectors -
Inspect”.
If the fault is not eliminated, replace the ECM.
Refer to the Troubleshooting Guide, “Replacing
the ECM”.
STOP.
i02570748
Injector Solenoid Circuit - Test
System Operation Description:
Use this procedure to troubleshoot any suspect faults
with the injector solenoids.
Use this procedure for the following diagnostic codes:
• 0001-11 Cylinder #1 Injector other failure mode
• 0002-11 Cylinder #2 Injector other failure mode
• 0003-11 Cylinder #3 Injector other failure mode
• 0004-11 Cylinder #4 Injector other failure mode
• 0005-11 Cylinder #5 Injector other failure mode
• 0006-11 Cylinder #6 Injector other failure mode
• You have been directed to this procedure from the
Troubleshooting Guide, “Troubleshooting without a
Diagnostic Code”.
This document has been printed from SPI². Not for Resale
119
Troubleshooting Section
Perform this procedure under conditions that are
identical to the conditions that exist when the fault
occurs. Typically, faults with an injector solenoid
occur when the engine is warm and/or when the
engine is under vibration (heavy loads).
These engines have Electronic Unit Injectors (EUI)
that are mechanically actuated and electronically
controlled. The Engine Control Module (ECM) sends
a 105 volt pulse to each injector solenoid. The pulse
is sent at the proper time and for the correct duration
for a given engine load and speed. The solenoid
is mounted on top of the fuel injector body. The
105 volt pulse can be individually cut out to aid in
troubleshooting faults that involve misfires.
If an open circuit is detected in the solenoid circuit,
a diagnostic code is generated. The ECM continues
to try to fire the injector. If a short is detected, a
diagnostic code is generated. The ECM will disable
the solenoid circuit. The ECM will periodically try
to fire the injector. If the short circuit remains this
sequence of events will be repeated until the fault
is corrected.
An injector trim file must be programmed into the
ECM for each cylinder. Refer to the Troubleshooting
Guide, “Injector Trim File”.
Cylinder Cutout Test
The “Cylinder Cutout Test” is used in order to
determine the individual cylinder performance while
the engine is running. As one or more cylinders are
cut out during the test, the “Fuel Position” of each
injector is used in order to evaluate the performance
of the remaining cylinders that are firing. As the
different cylinders are cut out, a comparison of
the change in “Fuel Position” is used to identify
cylinders that are weak or misfiring. One reason for a
cylinder that is weak or misfiring is an injector that is
malfunctioning mechanically.
During the test, when a good injector is cut out, the
“Fuel Position” of the remaining injectors will increase.
This increase in the “Fuel Position” is caused by the
remaining injectors that are compensating for the cut
out injector. If a malfunctioning injector is cut out, the
“Fuel Position” for the remaining injectors will not
change. This is the result of the smaller quantity of
fuel that is needed to compensate for the power loss
from the malfunctioning injector. The “Cylinder Cutout
Test” is used to isolate a malfunctioning injector in
order to avoid replacement of injectors that are in
good repair.
Note: Prior to running the “Cylinder Cutout Test”, all
active diagnostic codes must be corrected.
Injector Solenoid Test
120 KENR6908
Troubleshooting Section

Use the “Injector Solenoid Test” to aid in diagnosing

an open circuit or a short circuit while the engine
is not running. The “Injector Solenoid Test” briefly
activates each solenoid. A good solenoid will create
an audible click when the solenoid is activated. The
electronic service tool will indicate the status of the
solenoid as “OK”, “Open”, or “Short”.

g01287839
Illustration 48
Electronic unit injector
(1) Solenoid
(2) Injector

g01287844
Illustration 49
Schematic diagram for the injector solenoids

This document has been printed from SPI². Not for Resale
KENR6908 121
Troubleshooting Section

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

electrical shock hazard is present if the keyswitch
is not turned off.

B. Thoroughly inspect the J2/P2 ECM connector.

Thoroughly inspect the valve cover connector.
Refer to the Troubleshooting Guide, “Electrical
Connectors - Inspect” for details.

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

wires that are associated with injector solenoids.

D. Check the allen head screw on each ECM

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

E. Check the harness and wiring for abrasion and

for pinch points from the valve cover connector
to the ECM.

Expected Result:

All connectors, pins, and sockets are completely

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

Results:

• OK – The harness and wiring are OK. Proceed

to Test Step 2.

• Not OK – There is a fault in the connectors and/or

wiring.

Repair: Repair the connectors or wiring and/or

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

Verify that the repair eliminates the fault.

g01099568
Illustration 50
P2 ECM connector STOP.
(P2-99) “Injector 5 & 6 supply”
(P2-104) “Injector 1 & 2 supply” Test Step 2. Check for Logged Diagnostic
(P2-105) “Injector 6 return” Codes for the Injector Solenoids
(P2-106) “Injector 3 return”
(P2-107) “Injector 5 return”
(P2-108) “Injector 4 return”
A. Connect the electronic service tool to the
(P2-115) “Injector 3 & 4 supply” diagnostic connector.
(P2-116) “Injector 1 return”
(P2-118) “Injector 2 return” B. Turn the keyswitch to the ON position.

Test Step 1. Inspect the Electrical C. Check for logged diagnostic codes that are related
Connectors and the Wiring to the injector solenoids.

Expected Result:

One or more diagnostic codes that are related to the

Electrical shock hazard. The electronic unit injec-
injector solenoids have been logged.
tor system uses 90-120 volts.

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122
Troubleshooting Section
Results:
• OK – One or more diagnostic codes are logged.
Proceed to Test Step 4.
• Not OK – No diagnostic codes are logged.
Proceed to Test Step 3.
Test Step 3. Check the Variation of the
Injectors Between Cylinders
A. Start the engine.
B. Allow the engine to warm up to the normal
operating temperature.
C. When possible, operate the engine at
approximately 50 percent load.
D. After the engine is warmed up to the operating
temperature, access the “Cylinder Cutout Test” by
accessing the following display screens in order:
• “Diagnostics”
• “Diagnostic Tests”
• “Cylinder Cutout Test”
E. Select the start button at the bottom of the screen
for the cylinder cutout test on the electronic
service tool.
F. Select the “4 Cylinder Cutout Test” which is the
default test.
G. Follow the instructions that are provided in the
cylinder cutout test. The cylinder cutout tests
are interactive so you will be guided through the
procedure.
Note: The “Manual Cylinder Cutout Test” is also
available. Access the manual test by selecting the
“Change” button on the screen for the cylinder
cutout test. The “4 Cylinder Cutout Test” is the
recommended starting procedure. The automated
tests run twice collecting data.
H. As the test is running, check the “Fuel Position” for
the cylinders.
Expected Result:
The “Fuel Position” for the cylinders does not change
during the test.
Results:
• OK – The “Fuel Position” for the cylinders does
not change during the test. The cylinders seem to
be OK.
This document has been printed from SPI². Not for Resale
KENR6908
Repair: If the engine was misfiring or if the engine
has low power, refer to the Troubleshooting Guide,
“Engine Misfires, Runs Rough or Is Unstable” and
the Troubleshooting Guide, “Low Power/Poor or
No Response to Throttle”.
If a diagnostic code results from running the
Cylinder Cutout test, proceed to Test Step 4.
• Not OK – The “Fuel Position” for one or more
cylinders increased during the test. At least one
of the injectors is not firing properly. Proceed to
Test Step 4.
Test Step 4. Use the “Injector Solenoid
Test” to Test the Injector Solenoids
A. Start the engine.
B. Allow the engine to warm up to normal operating
temperature.
C. Stop the engine.
D. Turn the keyswitch to the ON position.
E. Access the “Injector Solenoid Test” by accessing
the following display screens in order:
• “Diagnostics”
• “Diagnostic Tests”
• “Injector Solenoid Test”
F. Activate the test.
Note: Do not confuse the “Injector Solenoid Test”
with the “Cylinder Cutout Test”. The “Cylinder Cutout
Test” is used to shut off fuel to a specific cylinder
while the engine is running. The “Injector Solenoid
Test” is used to actuate the injector solenoids. This
allows the click of the injector solenoids to be heard
when the engine is not running in order to determine
that the circuit is functioning properly.
G. As each solenoid is energized by the ECM, an
audible click can be heard at the valve cover.
H. Perform the “Injector Solenoid Test” at least two
times.
Expected Result:
All cylinders indicate “OK”.
Results:
• OK – There is not an electronic fault with the
injectors at this time.
KENR6908
Repair: If the “Cylinder Cutout Test” returned a “Not
OK” for any injector, refer to the Troubleshooting
Guide, “Engine Misfires, Runs Rough or Is
Unstable”.
STOP.
• Open circuit – Note the cylinders that indicate
“Open”. Proceed to Test Step 5.
• Short circuit – Note the cylinders that indicate
“Short”. Proceed to Test Step 8.
Test Step 5. Check the Harness Between
the ECM and the Valve Cover Base for an
Open Circuit
Electrical shock hazard. The electronic unit injec-
tor system uses 90-120 volts.
A. Turn the keyswitch to the OFF position. A strong
electrical shock hazard is present if the keyswitch
is not turned off.
B. Disconnect the connector from the valve cover
base.
C. Turn the keyswitch to the ON position.
D. Fabricate a jumper wire 100 mm (4 inch) long with
Deutsch pins on both ends of the wire.
E. Insert one end of the jumper wire into the common
socket for the suspect injector on the harness
connector. Insert the other end of the jumper wire
into the socket for the suspect injector on the
harness connector.
F. Perform the “Injector Solenoid Test” at least two
times.
G. Repeat this test for each suspect injector. Stop
the “Injector Solenoid Test” before handling the
jumper wires.
Expected Result:
The electronic service tool displays “Short” for the
cylinder with the jumper wire.
Results:
• OK – The harness between the ECM and the
valve cover base is OK. Proceed to Test Step 6.
• Not OK – There is a fault between the ECM and
the valve cover base. Proceed to Test Step 7.
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123
Troubleshooting Section
Test Step 6. Check the Injector Harness
under the Valve Cover
Electrical shock hazard. The electronic unit injec-
tor system uses 90-120 volts.
A. Turn the keyswitch to the OFF position. A strong
electrical shock hazard is present if the keyswitch
is not turned off.
B. Remove the valve cover.
C. Disconnect the harness from the suspect injector.
Disconnect the harness from the injector that
shares the same supply wire.
Note: If both injectors that share a wire indicate
“Open”, inspect the common wire under the valve
cover for faults. The open circuit is probably caused
by an open in the shared wire.
D. Thoroughly clean the terminals on both injectors
and the harness connectors.
E. Exchange the harness between the two injectors
that share the supply wire.
F. Turn the keyswitch to the ON position.
G. Perform the “Injector Solenoid Test” at least two
times.
Expected Result:
Exchanging the harness between the two injectors
caused the fault to move to the other injector.
Results:
• Yes – Exchanging the harness between the two
injectors caused the fault to move to the other
injector. The fault is in the harness that was
exchanged.
Repair: Repair the harness or replace the harness.
Perform the “Injector Solenoid Test”.
Verify that the repair eliminates the fault.
STOP.
• No – Exchanging the harness between the two
injectors does not cause the fault to move to the
other injector. There is a fault in the injector.
Repair: Replace the malfunctioning injector.
124
Troubleshooting Section
Verify that the repair eliminates the fault.
STOP.
Test Step 7. Check the ECM for an Open
Circuit
Electrical shock hazard. The electronic unit injec-
tor system uses 90-120 volts.
A. Turn the keyswitch to the OFF position. A strong
electrical shock hazard is present if the keyswitch
is not turned off.
B. Disconnect the P2 connector. Remove the two
terminals for the suspect injector from the P2
connector.
C. Use a jumper wire to create a short circuit between
the socket of the suspect injector and the socket
of the injector that shares the supply wire with
the suspect injector. This will replace the engine
wiring with a short circuit.
D. Turn the keyswitch to the ON position.
E. Perform the “Injector Solenoid Test” at least two
times.
Expected Result:
The electronic service tool displays “Short” for the
cylinder with the jumper wire.
Results:
• OK – The electronic service tool displays “Short”
for the cylinder with the jumper wire. The ECM is
OK.
Repair: Repair the engine harness or replace the
engine harness, as required.
Verify that the repair eliminates the fault.
STOP.
• Not OK – The electronic service tool does not
display “Short” for the cylinder with the jumper
wire. The ECM is not OK.
Repair: Perform the following procedure:
1. Remove the jumper wire and return the P2
wiring to the original configuration.
2. Temporarily connect a test ECM.
This document has been printed from SPI². Not for Resale
KENR6908
3. Perform the “Injector Solenoid Test”.
If the test ECM fixes the fault, reconnect the
suspect ECM. If the fault returns with the suspect
ECM, replace the ECM. Verify that the repair
eliminates the fault.
STOP.
Test Step 8. Check the Harness between
the ECM and the Valve Cover Base for a
Short Circuit
Electrical shock hazard. The electronic unit injec-
tor system uses 90-120 volts.
A. Turn the keyswitch to the OFF position. A strong
electrical shock hazard is present if the keyswitch
is not turned off.
B. Disconnect the connector from the valve cover
base.
C. Turn the keyswitch to the ON position.
D. Perform the “Injector Solenoid Test” at least two
times.
Expected Result:
All cylinders indicate “Open”.
Results:
• OK – All cylinders indicate “Open”. Proceed to
Test Step 10.
• Not OK – One or more cylinders indicate “Short”.
Note the cylinders that indicate “Short”. Proceed
to Test Step 9.
Test Step 9. Check the ECM for a Short
Circuit
Electrical shock hazard. The electronic unit injec-
tor system uses 90-120 volts.
A. Turn the keyswitch to the OFF position. A strong
electrical shock hazard is present if the keyswitch
is not turned off.
B. Disconnect the P2 connector. Check the P2 and
J2 connectors for evidence of moisture entry.
C. Turn the keyswitch to the ON position.
KENR6908
D. Perform the “Injector Solenoid Test” at least two
times.
Expected Result:
All cylinders indicate “Open” when the P2 connector
is disconnected.
Note: When the engine harness is disconnected,
all of the diagnostic codes for supply voltage to the
sensors will be active. This is normal. Clear all of
these diagnostic codes after completing this test step.
Results:
• OK – All cylinders indicate “Open” when the P2
connector is disconnected. The short circuit is in
the engine harness.
Repair: The fault is most likely in the shared
supply wire to the injector. Inspect the connectors
for moisture and for corrosion. Also, check the
common wire for exposed wires.
Repair the engine harness or replace the engine
harness, as required. Clear all diagnostic codes
after completing this test step.
Verify that the repair eliminates the fault.
STOP.
• Not OK – All cylinders do not indicate “Open” when
the P2 connector is disconnected. There may be
a fault in the ECM.
Repair: Perform the following procedure:
1. Reconnect the P2 ECM connector.
2. Temporarily connect a test ECM.
3. Perform the “Injector Solenoid Test”.
If the test ECM eliminates the fault, reconnect the
suspect ECM. If the fault returns with the suspect
ECM, replace the ECM. Verify that the repair
eliminates the fault.
STOP.
Test Step 10. Check the Engine Harness
under the Valve Cover for a Short Circuit
Electrical shock hazard. The electronic unit injec-
tor system uses 90-120 volts.
A. Turn the keyswitch to the OFF position. A strong
electrical shock hazard is present if the keyswitch
is not turned off.
This document has been printed from SPI². Not for Resale
125
Troubleshooting Section
B. Remove the valve cover.
C. Disconnect each of the injectors that indicate
a “Short” from the wiring harness. Ensure that
the disconnected connectors do not touch other
components and create a short circuit.
D. Turn the keyswitch to the ON position.
E. Perform the “Injector Solenoid Test” at least two
times.
Expected Result:
All of the injectors that were disconnected indicate
“Open”.
Results:
• OK – All of the injectors that were disconnected
indicate “Open”. The shared wire is not shorted.
Repair: Leave the injector wires disconnected.
Proceed to Test Step 11.
• Not OK – One or more of the injectors that were
disconnected indicate “Short”.
Repair: The fault is most likely in the shared wire
to the injector. Inspect the connectors for moisture
and for corrosion. Also, check the shared wire for
missing insulation.
Repair the injector harness or replace the injector
harness under the valve cover.
Verify that the repair eliminates the fault.
STOP.
Test Step 11. Check for a Short Circuit in
the Return Wire
Electrical shock hazard. The electronic unit injec-
tor system uses 90-120 volts.
A. Turn the keyswitch to the OFF position. A strong
electrical shock hazard is present if the keyswitch
is not turned off.
B. Disconnect the P2 connector.
C. Measure the resistance in the P2 connector
between the terminal for the return wire of the
suspect injector and engine ground.
Expected Result:
The resistance is greater than 10 Ohms.
126 KENR6908
Troubleshooting Section

Results: The analog speed control may be a simple

• OK – The resistance is greater than 10 Ohms.
The wiring seems to be OK. The fault is most likely
in the injector.
Repair: Reconnect the J2/P2 connectors.
potentiometer or a signal from another device.
This device may be a load sharing/synchronising
controller. The actual analog speed control device is
not supplied by Perkins. The device is an optional
control unit that is supplied by the OEM.

Replace the faulty injector.

Perform the “Injector Solenoid Test”.

Verify that the repair eliminates the fault.

STOP.

• Not OK – There is a short in the return line.

Repair: Disconnect the connector from the valve
cover base.

Measure the resistance of the return wire between

the P2 connector and engine ground.

If the resistance is less than 10 Ohms, the fault is

in the return wire between the ECM and the valve
cover base.

If the resistance is greater than 10 Ohms, the fault

is in the return wire under the valve cover.

Repair the injector harness or replace the injector

harness.

Perform the “Injector Solenoid Test”.

Verify that the repair eliminates the fault.

STOP.

i02571664

Speed Control (Analog) - Test

System Operation Description:

Use this procedure to troubleshoot any suspect faults

with the analog speed control.

Use this procedure for the following diagnostic code:

• 1690-08 Throttle #2 Position Sensor abnormal

frequency, pulse width or period

This document has been printed from SPI². Not for Resale
KENR6908 127
Troubleshooting Section

g01288675
Illustration 51
Schematic diagram for the analog speed input

g01288635
Illustration 53
Connections on the OEM connector
(19) +5 volts
(20) Analog ground
(23) Cable screen connection
(24) Analog speed control input
g01288603
Illustration 52 Test Step 1. Check for Active +5 Volt
Connections on the P1/J1 connector Sensor Supply Diagnostic Codes
(2) +5 volts
(3) Analog ground A. Turn the keyswitch to the OFF position.
(17) Analog speed control input
(67) Cable screen connection
B. Connect the electronic service tool to the
diagnostic connector.

C. Turn the keyswitch to the ON position.

This document has been printed from SPI². Not for Resale
128
Troubleshooting Section
Note: Wait at least 10 seconds in order to allow any
diagnostic codes to become active.
D. Check if either of the following diagnostic codes
are active:
• 262-03 5 Volt Sensor DC Power Supply voltage
above normal
• 262-04 5 Volt Sensor DC Power Supply voltage
below normal
Expected Result:
Diagnostic codes 262-03 and 262-04 are not active.
Results:
• OK – Diagnostic codes 262-03 and 262-04 are not
active. Proceed to Test Step 2.
• Not OK – Diagnostic codes 262-03 or 262-04 are
active.
Repair: Refer to the Troubleshooting Guide, “5
Volt Engine Pressure Sensor Supply Circuit - Test”.
STOP.
Test Step 2. Check for Active Diagnostic
Codes for the Analog Throttle
Check if diagnostic code 1690-08 is active.
Note: Diagnostic codes 262-03 and 262-04 should
not be active.
Expected Result:
Diagnostic code 1690-08 is active. Diagnostic codes
262-03 and 262-04 are not active.
Results:
• OK – Diagnostic code 1690-08 is active. Proceed
to Test Step 3.
• Not OK – Diagnostic code 1690-08 is not active
but the diagnostic code may be logged. The engine
is not operating correctly.
Repair: Refer to the Troubleshooting Guide,
“Troubleshooting without a Diagnostic Code”.
STOP.
• Not OK – Diagnostic code 1690-08 is not active
but the diagnostic code may be logged. The engine
is operating correctly.
This document has been printed from SPI². Not for Resale
KENR6908
Repair: There may be an intermittent fault in the
electrical harness. Refer to the Troubleshooting
Guide, “Electrical Connectors - Inspect”.
STOP.
Test Step 3. Check the Supply Voltage at
the Throttle Control
Measure the supply voltage at the speed control
potentiometer or the speed control device. The supply
voltage should be between 4.5 volts and 5.5 volts.
Expected Result:
The supply voltage is between 4.5 volts and 5.5 volts.
Results:
• OK – The supply voltage is between 4.5 volts and
5.5 volts. Proceed to Test Step 5.
• Not OK – The supply voltage is not between 4.5
volts and 5.5 volts. Proceed to Test Step 4.
Test Step 4. Check the Supply Voltage at
the Engine
Measure the supply voltage at either of the following
connectors:
• J61 Pin 19+5 volts and J61 Pin 20 Return
• J1 Pin 2+5 volts and J1 Pin 3 Return
The supply voltage should be between 4.5 volts and
5.5 volts.
Expected Result:
The supply voltage is between 4.5 volts and 5.5 volts.
Results:
• OK – The supply voltage is between 4.5 volts and
5.5 volts. Proceed to Test Step 5.
• Not OK – The supply voltage is not between 4.5
volts and 5.5 volts.
Repair: There is an open circuit in either the
common wire or supply wire between the engine
harness and the OEM control. Refer to the
Troubleshooting Guide, “Electrical Connectors -
Inspect”.
STOP.
KENR6908 129
Troubleshooting Section

Test Step 5. Check the Control Voltage at Repair: There is a fault in the speed control
the Engine potentiometer or the speed control device. Repair
the speed control device or replace the speed
Measure the voltage at either of the following control device.
connectors:
STOP.
• J61 Pin 24 Analog speed control input and J61 Pin
20 Analog ground
i02872097

• J1 Pin 15 Analog speed control input and J1 Pin 3

Analog ground
The control voltage should be between 0.5 volts and
4.5 volts.
Expected Result:
The control voltage is between 0.5 volts and 4.5 volts.
Results:
• OK – The electrical circuit is correct.
Repair: Use the electronic service tool to check
that the analog speed control is selected in the
configuration parameters. Check that the correct
speed range is set.
STOP.
• Not OK – The voltage is not within the expected
range. Proceed to Test Step 6.
Test Step 6. Check the Control Voltage at
the External Speed Control
Measure the signal voltage at the slider of the
potentiometer or the output of the speed control
device.
Speed Control (PWM) - Test
System Operation Description:
Use this procedure to troubleshoot any suspect faults
with the Pulse Width Modulated speed control (PWM
speed control).
Use this procedure for the following diagnostic code:
• 0041-03 8 Volt DC Supply voltage above normal
• 0041-04 8 Volt DC Supply voltage below normal
• 0091-08 Throttle Position Sensor abnormal
frequency, pulse width or period
The PWM speed control circuit is an optional input.
The circuit will accept a PWM signal of 8 volts at
500 Hz with a duty cycle of 5% minimum to 95%
maximum. The range of the speed control is minus
24% to plus 8% of the rated speed.

Expected Result:

The control voltage is between 0.5 volts and 4.5 volts.

Results:

• OK – The control voltage is between 0.5 volts and

4.5 volts.

Repair: There is a fault in the wiring between the

speed control and the engine. Repair the wiring or
replace the wiring.

STOP.

• Not OK – The control voltage is outside the

expected range of 0.5 volts and 4.5 volts.

This document has been printed from SPI². Not for Resale
130 KENR6908
Troubleshooting Section

g01288984
Illustration 54
Schematic diagram for the PWM speed input

g01288994
Illustration 56
Connections on the OEM connector
(21) +8 volts
(22) Ground
(27) Cable screen connection
(36) PWM input
g01288993
Illustration 55 Test Step 1. Inspect the Electrical
Connections on the P1/J1 connector Connectors and the Wiring
(4) +8 volts
(5) Ground A. Thoroughly inspect the J1/P1 connector , the
(66) PWM input J61/P61 connector and the external wiring.
(67) Cable screen connection
Refer to the Troubleshooting Guide, “Electrical
Connectors - Inspect”.

This document has been printed from SPI². Not for Resale
KENR6908
B. Perform a 45 N (10 lb) pull test on each of the
wires in the P1 connector that are associated
with the PWM speed control (terminals 4, 5, 66
and 67). Refer to the Troubleshooting Guide,
“Electrical Connectors - Inspect”.
C. Check that the Allen head screw that secures
the ECM connector is correctly tightened to a
maximum torque of 3 N·m (26.5 lb in).
D. Check the harness and the wiring for abrasion
and pinch points from the PWM speed control to
the ECM.
Expected Result:
All connectors, pins and sockets are completely
mated or inserted and the harness and wiring is free
of corrosion, abrasion or pinch points.
Results:
• OK – All connectors, pins and sockets are
completely mated or inserted and the harness and
wiring is free of corrosion, abrasion or pinch points.
Proceed to Test Step 2.
• Not OK – There is a fault in the wiring or the
connectors.
Repair: Repair the wiring or the connectors or
replace the wiring or the connectors. Ensure
that the seals are correctly installed and that the
connectors are completely mated.
Check that the repair eliminates the fault.
STOP.
Test Step 2. Check for Active Diagnostic
Codes
A. Connect the electronic service tool to the
diagnostic connector.
B. Turn the keyswitch to the ON position.
C. Monitor the “Active Diagnostic Code” screen on
the electronic service tool and check for active
diagnostic codes.
This document has been printed from SPI². Not for Resale
131
Troubleshooting Section
Note: When the ECM is first powered, the ECM
automatically calibrates new duty cycle values for
the low speed position and the high speed position.
The system assumes a value of 10 percent at low
speed and a value of 95 percent at high speed for the
duty cycle. When the speed input has been cycled
between the low position and the high position, the
ECM will adjust the calibration automatically. The
calibration will only occur when the high idle stop
position is between 90 percent and 95 percent of the
range of the duty cycle and the low speed value is
between 2.6 percent and 9.9 percent of the range of
the duty cycle.
D. Check if any of the following diagnostic codes are
active:
• 0041-03 8 Volt DC Supply voltage above normal
• 0041-04 8 Volt DC Supply voltage below normal
• 0091-08Throttle Position Sensor abnormal
frequency, pulse width or period
Expected Result:
Diagnostic codes 41-03, 41-04 and 91-08 are not
active but the PWM speed control is not operating
correctly.
Results:
• OK – Diagnostic codes 41-03, 41-04 and 91-08
are not active. Proceed to Test Step 3.
• Not OK – Diagnostic code 91-08 is active. Proceed
to Test Step 3.
• Not OK – Diagnostic code 41-03 or 41-04 is active.
Proceed to Test Step 5.
Test Step 3. Check the Duty Cycle of the
PWM Speed Control
A. Connect the electronic service tool to the
diagnostic connector.
B. Turn the keyswitch to the ON position.
C. Use the electronic service tool to monitor the
range of the speed control.
Expected Result:
The PWM speed control is operating correctly.
Results:
• OK – The PWM speed control is operating
correctly. STOP.
• Not OK – The PWM speed control is not operating
correctly. Proceed to Test Step 4.
132
Troubleshooting Section
Test Step 4. Check the Supply Voltage at
the PWM Control Unit
Measure the supply voltage at either of the following
connectors:
• J61 Pin 21 +8 volts and J61 Pin 22 Ground
• J1 Pin 4 +8 volts and J1 Pin 5 Ground
The supply voltage should be between 7.5 volts and
8.5 Volts DC.
Expected Result:
The supply voltage should be between 7.5 volts and
8.5 Volts DC.
Results:
• OK – The supply voltage should be between 7.5
volts and 8.5 Volts DC. Proceed to Test Step 7.
• Not OK – The supply voltage is not between 7.5
volts and 8.5 Volts DC. Proceed to Test Step 5.
Test Step 5. Remove the PWM Control
Unit and Check for Diagnostic Codes
A. Use the “Active Diagnostic Code” screen on
the electronic service tool to check that either a
41-03 or 41-04 diagnostic code is active before
continuing with this test.
B. While disconnecting and reconnecting the PWM
speed control, monitor the “Active Diagnostic
Code” screen on the electronic service tool.
Expected Result:
Diagnostic code 41-03 or 41-04 becomes active when
the PWM speed control is connected. Diagnostic
code 41-03 or 41-04 becomes inactive when the
PWM speed control is disconnected.
Results:
• OK – Diagnostic code 41-03 or 41-04 becomes
active when the PWM speed control is connected.
Diagnostic code 41-03 or 41-04 becomes inactive
when the PWM speed control is disconnected.
Proceed to Test Step 6.
• Not OK – When the PWM is connected or
disconnected, diagnostic code 41-03 or 41-04 is
active .
Repair: Temporarily install another PWM speed
control.
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KENR6908
Use the electronic service tool to check if the +8
Volt diagnostic code is still active. If the fault only
appears with the old PWM speed control, replace
the PWM speed control.
STOP.
Test Step 6. Disconnect the 8 Volt Supply
at the ECM
A. Turn the keyswitch to the OFF position.
B. Disconnect the P1 connector from the ECM.
C. Remove pin 4 and pin 5 from the P1 connector.
D. Reconnect the P1 connector to the ECM.
E. Turn the keyswitch to the ON position.
F. Use the electronic service tool to check if
diagnostic code 41-03 or 41-04 is still active.
Expected Result:
Diagnostic code 41-03 or 41-04 is still active.
Results:
• OK – Diagnostic code 41-03 or 41-04 is still active.
Repair: Check the battery voltage from P1-61 and
P1-63 to P1-48 and P1-52. The battery voltage
should be between 22.0 and 27.0 Volts DC for a
24 volt system.
If the battery voltage is correct, temporarily connect
a test ECM.
Use the electronic service tool to check if the
diagnostic code is still active.
If the fault is corrected with the test ECM, reconnect
the old ECM and check that the fault returns.
If the fault returns with the old ECM, replace the
ECM.
STOP.
• Not OK – There is a fault in the wiring between the
ECM and the PWM speed control.
Repair: Use the electronic service tool to check for
diagnostic codes when each of the removed wires
is reconnected. In order to determine the wire that
is faulty, reconnect pin P1-5 and then reconnect
pin P1-4 .
Repair the damaged wire or replace the damaged
wire.
KENR6908
Check that the repair has eliminated the fault.
STOP.
Test Step 7. Check the Duty Cycle of the
PWM Speed Control at the PWM Control
Unit
Refer to OEM instructions for the correct procedure.
Expected Result:
The PWM speed control is operating correctly.
Results:
• OK – The PWM speed control is operating
correctly. Proceed to Test Step 8.
• Not OK – The PWM speed control is not operating
correctly.
Repair: Repair the PWM speed control or replace
the PWM speed control.
STOP.
Test Step 8. Check the Duty Cycle of the
PWM Speed Control at the ECM
A. Turn the keyswitch to the OFF position.
B. Disconnect the P1 connector from the ECM and
then remove pin P1-66.
C. Use a multimeter that is capable of measuring a
PWM duty cycle and connect the probes between
the removed pin P1-66 and pin P1-5.
D. Reconnect the P1 connector to the ECM.
E. Turn the keyswitch to the ON position.
F. Operate the sensor assembly from the low idle
position to the high idle position and use the
multimeter to display the output duty cycle of the
PWM speed control. Record the results.
Expected Result:
The duty cycle is 10 percent at the low idle position
and the duty cycle increases smoothly to 90 percent
at the high idle position.
Results:
• OK – The duty cycle is 10 percent at the low idle
position and the duty cycle increases smoothly to
90 percent at the high idle position.
Repair: If the battery voltage is correct, temporarily
connect a test ECM.
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133
Troubleshooting Section
Use the electronic service tool to check if the
response from the speed control is normal.
If the fault is corrected with the test ECM, reconnect
the old ECM and check that the fault returns.
If the fault returns with the old ECM, replace the
ECM.
Turn the keyswitch to the OFF position.
Disconnect the P1 connector from the ECM and
then insert pin P1-66.
Reconnect the P1 connector to the ECM.
STOP.
• Not OK – There is a fault in the signal wire for the
speed control in the machine harness. Proceed
to Test Step 9.
Test Step 9. Install Bypass Wiring to the
PWM Speed Control
A. Turn the keyswitch to the OFF position.
B. Remove pin P1-66 from the ECM connector.
C. Install a test lead from pin P1-66 on the ECM to
the PWM speed control.
D. Turn the keyswitch to the ON position.
E. Use the electronic service tool to check the duty
cycle of the speed control while the speed setting
is moved over the full range.
Expected Result:
The duty cycle is 10 percent at the low idle position
and the duty cycle increases smoothly to 90 percent
at the high idle position.
Results:
• OK – The duty cycle is 10 percent at the low idle
position and the duty cycle increases smoothly to
90 percent at the high idle position.
Repair: There is a fault in the signal wire between
the ECM and the PWM speed control.
Repair the faulty wire or replace the faulty wire.
STOP.
• Not OK – The duty cycle is outside the expected
limits.
134 KENR6908
Troubleshooting Section

Repair: Restart this test procedure from the

beginning.

STOP.

i02571379

Switch Circuits - Test

System Operation Description:

Switch circuits may have faults such as faulty wiring,

faulty switches or faulty connectors. Use the following
diagnostic procedures to diagnose faults with the
switch circuits.

Note: The switches are not mounted on the engine

but the switches are mounted in the OEM control
panel. These diagnostic procedures can only check
the wiring on the engine. Refer to the documentation
for the OEM control panel for troubleshooting external
wiring. The majority of the switches are optional.

The following switches may be used:

• Digital speed control enable switch

• Injection disable switch
• Lower speed push button
• Raise speed push button
• Shutdown emergency override switch
• 1500/1800 rpm select switch
• Droop/Isochronous switch
• Fault reset switch

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KENR6908 135
Troubleshooting Section

g01288338
Illustration 57

This document has been printed from SPI². Not for Resale
136 KENR6908
Troubleshooting Section

g01288567
Illustration 59
Connections on the P1/J1 connector
(2) Digital speed control enable
(12) Digital ground
(18) Fault reset
(25) 1500/1800 RPM select
(26) Droop/isochronous
g01288565 (28) Raise speed push button
Illustration 58
(29) Lower speed push button
Connections on the P1/J1 connector (34) Injection disable
(7) Raise speed push button (35) Shutdown emergency override
(18) Digital ground
(41) Fault reset Test Step 1. Check the Electrical
(46) Droop/isochronous
(49) Digital speed control enable Connectors and the Wiring
(56) 1500/1800 RPM select
(58) Shutdown emergency override A. Place the keyswitch in the OFF position.
(59) Lower speed push button
(62) Injection disable
B. Thoroughly inspect the J1/P1 connector and the
OEM connector. Inspect the connections for the
suspect switch. Refer to the Troubleshooting
Guide, “Electrical Connectors - Inspect”.

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

wires in the circuit for the suspect switch.

D. Check the Allen head screw on each ECM

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

E. Check the Allen head screw on the OEM

connector for the proper torque. Refer to the
Troubleshooting Guide, “Electrical Connectors -
Inspect” for the correct torque value.

This document has been printed from SPI². Not for Resale
KENR6908 137
Troubleshooting Section

F. Check the harness and wiring for abrasions and Repair: Operate the engine and check the switch
for pinch points. for proper operation.

Expected Result:
All connectors, pins, and sockets are completely
coupled and/or inserted and the harness and wiring
are free of corrosion, of abrasion or of pinch points.
Results:
• OK – The wiring and connectors are OK. Proceed
to Test Step 2.
• Not OK – There is a fault in the wiring and/or a
connector.
Repair: Repair the wiring and/or the connector.
Replace parts, if necessary. Ensure that all of the
seals are properly connected. Verify that the repair
eliminates the fault.
STOP.
Test Step 2. Test the Switch for Proper
Operation
If the switch does not operate correctly, use the
“Configuration” screen on the electronic service
to check that the switch is correctly enabled. If
the switch is correctly enabled, there may be a
short circuit between the circuit for the suspect
switch and another circuit. Carefully reinspect the
components. Refer to the Troubleshooting Guide,
“Electrical Inspectors - Inspect”. Locate the short
circuit and make repairs.
STOP.
• Not OK – Both resistance measurements indicate
an open circuit or both resistance measurements
are less than 10 Ohms. There is a fault in the circuit
for the switch.
Repair: The fault could be in the switch, in the
wiring, or in a connector.
Carefully reinspect the components. Refer to the
Troubleshooting Guide, “Electrical Inspectors -
Inspect”.

A. Disconnect the P1 connector. If the inspection does not identify the faulty
component, replace the switch and test the switch
B. Determine the P1 terminal for the suspect switch. again.

C. Connect a meter lead to the P1 terminal for the
suspect switch. If the return path for the suspect
switch is to engine ground, connect the other
meter lead to engine ground. If the return path
for the suspect switch is to battery+, connect the
other meter lead to battery+.
If the fault is not resolved, repair the wiring or the
connector. Replace parts, if necessary. Verify that
the fault is eliminated.
STOP.

Note: Wiggle the harnesses during the following

measurements in order to reveal any intermittent
short condition.

D. Measure the resistance between the P1 terminal

for the suspect switch and engine ground or
battery+.

E. Activate the switch and measure the resistance

again.

Expected Result:

When the switch is open, the resistance measurement

indicates an open circuit. When the switch is closed,
the resistance measurement is less than 10 Ohms.

Results:

• OK – One resistance measurement indicates an

open circuit. The other resistance measurement
is less than 10 Ohms. The switch is operating
correctly. The wiring does not have a short circuit
or an open circuit.

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138
Troubleshooting Section
Calibration Procedures
i02822689
Engine Speed/Timing Sensor -
Calibrate
System Operation Description:
The Electronic Control Module (ECM) 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 camshaft. A magnetic transducer
signals the TC of the flywheel to the ECM when a
notch on a counterweight passes by the transducer.
The crankshaft position sensor signals the TC of the
timing gear to the ECM. Any offset between the TC of
the flywheel and the TC of the timing gear is stored
into the memory of the ECM.
Note: A timing calibration will not increase the
available engine power.
Table 13 lists the special tools that are required in
order to perform this procedure.
Table 13
Required Tools
Tool Part Number Part Description Qty
A GE50039 Transducer Adapter 1 Guide, “Electronic Service Tools”.
B GE50038 Transducer 1 B. In order to carry out a timing calibration, the engine
C GE50040 Cable As 1 must be running at 1100 rpm. When “Timing
D CH11148 Engine Turning Tool 1 tool, the engine speed will be automatically set
Test Step 1. Install the Transducer
Adapter
A. Remove the electrical power from the ECM.
B. Use Tooling (D) to put either the No. 1 piston or the
No. 6 piston at top center. Refer to the Systems
Operation, Testing and Adjusting Manual, “Finding
the Top Center Position for the No. 1 Piston”.
C. After the top center position has been located,
rotate the crankshaft in the opposite direction to
normal rotation for 60 degrees.
D. Remove the plug from the timing calibration port.
E. Install Tooling (A) into the port.
Continue to the next test step.
This document has been printed from SPI². Not for Resale
KENR6908
Test Step 2. Install the Transducer
NOTICE
If the crankshaft is not in the correct position when the
transducer is installed, the transducer will be damaged
when the engine is started.
A. Apply clean engine oil to a suitable O-Ring Seal.
Install the O-ring seal on the end of Tooling (B).
B. Push Tooling (B) through Tooling (A) until Tooling
(B) contacts the crankshaft counterweight.
C. Withdraw Tooling (B) 1.0 mm (0.04 inch) from
Tooling (A) and then hand tighten the nut on
Tooling (A) in order to secure Tooling (B). Move
the O-ring seal against Tooling (A).
Continue to the next test step.
Test Step 3. Connect Tooling C
Connect Tooling (C) to the connector for timing
calibration and to Tooling (B).
Continue to the next test step.
Test Step 4. Start the Engine and Check
for Diagnostic Codes
A. Connect the electronic service tool to the
diagnostic connector. Refer to the Troubleshooting
Calibration” is selected on the electronic service
to 1100 rpm and the timing calibration can be
performed.
C. Start the engine and run the engine until the
engine is at the normal operating temperature.
D. Check for active diagnostic codes. Wait at least 30
seconds in order for the codes to become active.
The engine must not have any active diagnostic
codes during the timing calibration except for a
261-13 Engine Timing Calibration required.
Expected Result:
There are no active diagnostic codes or there is only
an active 261-13 diagnostic code.
KENR6908 139
Troubleshooting Section

Results: 5. Remove the electrical power from the ECM.

• OK – There are no active diagnostic codes or 6. Remove Tooling (B) and Tooling (A).
there is only an active 261-13 diagnostic code.
Proceed to Test Step 5. 7. Install the plug into the timing calibration port.

• Not OK – There is at least one active code that 8. Return the engine to service.
is not 261-13.
STOP.
Repair: Troubleshoot and repair any active
diagnostic codes before you continue with this • Not OK – The timing calibration was unsuccessful.
procedure.
Repair: The following conditions can cause the
STOP. timing calibration to fail:

Test Step 5. Calibrate the Crankshaft
Position Sensor
A. Set the engine speed to 1100 ± 50 rpm. The
engine speed must be steady within this rpm
range in order for the calibration to be successful.
• If the crankshaft and camshaft gears have been
reassembled incorrectly, the timing will not
calibrate.
• Verify that the timing calibration probe is installed
correctly.

B. After the engine has warmed up, access the • Verify that the engine speed is correct and that
“Timing Calibration” screen on the electronic the engine speed is stable. If the engine speed
service tool. Access the following display screens is unstable, refer to the Troubleshooting Guide,
in order: “Engine Misfires, Runs Rough or Is Unstable”.

• Service • There may be a fault in Tooling (B) or in Tooling

(C). Obtain a new Tooling (B) and/or a new
• Calibrations Tooling (C) and repeat the timing calibration.

• Timing Calibration STOP.

C. To calibrate the timing, select “Continue” on the

electronic service tool. Wait until the electronic
service tool indicates that the timing is calibrated.

Expected Result:

The electronic service tool indicates that the timing

is calibrated.

Results:

• OK – The electronic service tool indicates that the

timing is calibrated.

Repair: Perform the following procedure:

1. Set the engine speed to low idle.

Note: Disconnect Tooling (C) before you exit the

“Timing Calibration” screen. Otherwise, diagnostic
codes may be activated.

2. Disconnect Tooling (C).

3. Exit the “Timing Calibration” screen on the

electronic service tool.

4. After completion of the timing calibration, ensure

that all parameters are returned to the original
values.

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140
Index Section
Index
Numerics
5 Volt Engine Pressure Sensor Supply Circuit -
Test ...................................................................... 75
A CID 0342 FMI 02 ...................................................
Alternator Noise..................................................... 31
Probable Causes ............................................... 31
Recommended Actions...................................... 31
Alternator Will Not Charge..................................... 31
Probable Causes ............................................... 31
Recommended Actions...................................... 31
B
Battery ................................................................... 31
Probable Causes ............................................... 31
Recommended Actions...................................... 32
C Diagnostic Codes...............................................
Calibration Procedures ........................................ 138
CAN Data Link Circuit - Test.................................. 81
Can Not Reach Top Engine RPM .......................... 32
Probable Causes ............................................... 32
Recommended Actions...................................... 32
CID 0001 FMI 11 ................................................... 54
CID 0002 FMI 11 ................................................... 54
CID 0003 FMI 11 ................................................... 55
CID 0004 FMI 11 ................................................... 55
CID 0005 FMI 11 ................................................... 55
CID 0006 FMI 11 ................................................... 56
CID 0041 FMI 03 ................................................... 56
CID 0041 FMI 04 ................................................... 56
CID 0091 FMI 08 ................................................... 57
CID 0100 FMI 03 ................................................... 57
CID 0100 FMI 04 ................................................... 57
CID 0110 FMI 03 ................................................... 57
CID 0110 FMI 04 ................................................... 58
CID 0168 FMI 02 ................................................... 58
CID 0172 FMI 03 ................................................... 58
CID 0172 FMI 04 ................................................... 59
CID 0174 FMI 03 ................................................... 59
CID 0174 FMI 04 ................................................... 59
CID 0190 FMI 02 ................................................... 59
CID 0190 FMI 09 ................................................... 60
CID 0190 FMI 11 ................................................... 60
CID 0190 FMI 12 ................................................... 60
CID 0247 FMI 09 ................................................... 61
CID 0248 FMI 09 ................................................... 61
CID 0253 FMI 02 ................................................... 61
CID 0254 FMI 12 ................................................... 62
CID 0261 FMI 13 ................................................... 62
CID 0262 FMI 03 ................................................... 62
This document has been printed from SPI². Not for Resale
KENR6908
CID 0262 FMI 04 ................................................... 62
CID 0268 FMI 02 ................................................... 63
CID 0273 FMI 03 ................................................... 63
CID 0273 FMI 04 ................................................... 63
CID 0274 FMI 03 ................................................... 63
CID 0274 FMI 04 ................................................... 64
64
CID 0342 FMI 11 ................................................... 64
CID 0342 FMI 12 ................................................... 65
CID 0799 FMI 12 ................................................... 65
CID 1690 FMI 08 ................................................... 65
Coolant in Engine Oil............................................. 33
Probable Causes ............................................... 33
Recommended Actions...................................... 33
Coolant Temperature Is Too High .......................... 34
D
Data Link Circuit - Test .......................................... 85
Diagnostic Code Cross Reference ........................ 52
Diagnostic Codes .................................................. 51
Active Diagnostic Codes .................................... 51
51
Logged Diagnostic Codes.................................. 51
Diagnostic Functional Tests................................... 75
E
E162 High Boost Pressure .................................... 69
E360 Low Engine Oil Pressure.............................. 70
E361 High Engine Coolant Temperature ............... 71
E362 Engine Overspeed ....................................... 72
E363 High Fuel Supply Temperature..................... 72
E368 High Intake Manifold Air Temperature.......... 73
ECM Memory - Test............................................... 88
ECM Will Not Accept Factory Passwords.............. 34
Probable Causes ............................................... 34
Recommended Actions...................................... 34
ECM Will Not Communicate with Other Systems or
Display Modules .................................................. 34
Probable Causes ............................................... 34
Recommended Actions...................................... 34
Electrical Connectors - Inspect.............................. 90
Electrical Power Supply Circuit - Test.................... 94
Electronic Service Tool Will Not Communicate with
ECM..................................................................... 35
Probable Causes ............................................... 35
Recommended Actions...................................... 35
Electronic Service Tools ........................................ 10
Perkins Electronic Service Tool (EST) ............... 10
Required Service Tools ...................................... 10
Electronic Troubleshooting ...................................... 5
Engine Cranks but Will Not Start ........................... 36
Probable Causes ............................................... 36
Recommended Actions...................................... 36
KENR6908
Engine Has Early Wear ......................................... 37
Probable Causes ............................................... 37
Recommended Actions...................................... 37
Engine Misfires, Runs Rough or Is Unstable......... 38
Probable Causes ............................................... 38
Recommended Actions...................................... 38
Engine Oil in Cooling System ................................ 39
Probable Causes ............................................... 39
Recommended Actions...................................... 39
Engine Pressure Sensor Open or Short Circuit -
Test ...................................................................... 97
Engine Speed/Timing Sensor - Calibrate ............ 138
Engine Speed/Timing Sensor Circuit - Test ......... 103
Engine Temperature Sensor Open or Short Circuit -
Test ..................................................................... 110
Engine Vibration .................................................... 39
Probable Causes ............................................... 39
Recommended Actions...................................... 39
Engine Will Not Crank ........................................... 40
Probable Causes ............................................... 40
Recommended Actions...................................... 40
Engine Wiring Information ..................................... 18
Harness Wire Identification ................................ 18
Event Codes .......................................................... 67
Active Event Codes............................................ 67
Clearing Event Codes ........................................ 68
Logged Event Codes ......................................... 68
Trip Points for the Monitoring System ................ 68
Troubleshooting ................................................. 68
Excessive Black Smoke ........................................ 40
Probable Causes ............................................... 40
Recommended Actions...................................... 40
Excessive Engine Oil Consumption....................... 41
Probable Causes ............................................... 41
Recommended Actions...................................... 41
Excessive Fuel Consumption ................................ 42
Probable Causes ............................................... 42
Recommended Actions...................................... 42
Excessive Valve Lash............................................ 43
Probable Causes ............................................... 43
Recommended Actions...................................... 43
Excessive White Smoke ........................................ 43
Probable Causes ............................................... 43
Recommended Actions...................................... 43
F
Factory Passwords ................................................
Flash Programming ...............................................
Flash Programming a Flash File ........................
Fuel Dilution of Engine Oil .....................................
Probable Causes ...............................................
Recommended Actions......................................
Glossary .................................................................. 7
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141
Index Section
I
Important Safety Information ................................... 2
Indicator Lamp Circuit - Test................................. 115
Injector Solenoid Circuit - Test.............................. 119
Injector Trim File.................................................... 22
Intermittent Engine Shutdown ............................... 45
Probable Causes ............................................... 45
Recommended Actions...................................... 45
L
Low Engine Oil Pressure ....................................... 46
Probable Causes ............................................... 46
Recommended Actions...................................... 46
Low Power............................................................. 46
Probable Causes ............................................... 46
Recommended Actions...................................... 47
M
Mechanical Noise (Knock) in Engine..................... 47
Probable Causes ............................................... 47
Recommended Repairs ..................................... 48
N
Noise Coming from Cylinder.................................. 48
Probable Causes ............................................... 48
Recommended Actions...................................... 48
P
Poor Acceleration or Response............................. 49
Probable Causes ............................................... 49
Recommended Actions...................................... 49
Programming Parameters ..................................... 21
R
Replacing the ECM................................................ 12
21 S
21
21 Self-Diagnostics..................................................... 13
44 Sensors and Electrical Connectors ....................... 14
44 Speed Control (Analog) - Test ............................. 126
44 Speed Control (PWM) - Test................................ 129
Switch Circuits - Test ........................................... 134
142 KENR6908
Index Section

System Configuration Parameters......................... 24

Configuration Parameters .................................. 25
Critical Override Switch...................................... 24
Customer Specified Parameters ........................ 26
ECM Serial Number ........................................... 24
ECM Software Release Date ............................. 24
Effect of Diagnostic Codes on Engine
Performance..................................................... 29
Engine Monitoring .............................................. 28
Engine Serial Number........................................ 24
Full Load Setting (FLS) ...................................... 24
Full Torque Setting (FTS)................................... 24
Gain Explanations.............................................. 28
Monitoring the Fuel Temperature ....................... 29
Self-Diagnostics ................................................. 29
Settings for the Monitoring System .................... 30
Software Part number ........................................ 24
Total Tattletale .................................................... 24
System Overview..................................................... 5
Passwords ........................................................... 6
Programmable Parameters.................................. 6
System Operation ................................................ 5

Table of Contents..................................................... 3
Troubleshooting Section.......................................... 5
Troubleshooting with a Diagnostic Code ............... 51
Troubleshooting with an Event Code..................... 67
Troubleshooting without a Diagnostic Code .......... 31

Valve Rotator or Spring Lock Is Free..................... 50

Probable Causes ............................................... 50
Recommended Actions...................................... 50

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KENR6908 143
Index Section

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Copyright © 2008 Perkins Engines Company Limited
All Rights Reserved Printed in U.K.
This document has been printed from SPI². Not for Resale