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E3 - Engine Does Not Develop Full Power Diagnostic Procedure
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1 E3 - Preliminary Check
Before using this diagnostic procedure, ensure that:
• There are no problems with transmission
• There are no engine mechanical problems
• There is not an excessive load on the engine
• There is no unbalanced ballast
• The air and fuel filters are not restricted or plugged
• Fuel quality is OK
No problems found:
GO TO 2
Problem found:
Repair and retest
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2 Active DTC Test 1. Connect the DST orSERVICE ADVISOR. 2. Ignition ON, engine OFF
3. Start the ECU Communication Software
4. Ignition ON, engine OFF
5. Read DTCs using the DST orSERVICE ADVISOR.
NOTE: On some DTCs, the ECU derates fuel in order to protect the engine.
No DTCs present:
GO TO 3
DTCs present:
Go to appropriate diagnostic procedure.
SERVICE ADVISOR is a trademark of Deere & Company
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04
1. Operate engine at full load rated speed.
2. Under these conditions, determine type of exhaust emitted.
Small amount or no exhaust smoke:
GO TO 4
Heavy white exhaust smoke:
See E4 - ENGINE EMITS EXCESSIVE WHITE EXHAUST SMOKE DIAGNOSTIC
PROCEDURE later in this Group.
Heavy black or gray exhaust smoke:
See E5 - ENGINE EMITS EXCESSIVE BLACK or GRAY EXHAUST SMOKE DIAGNOSTIC PROCEDURE later in this Group.
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4 Torque Curve Selection Check
The ECU on 4.5L & 6.8L diesel engines has the ability to operate on multiple torque curves. To check that the engine is operating on the correct torque curve under the operating conditions where there is a low power complaint:
1. Recreate the conditions of the low power complaint.
2. Read the Torque Curve parameter on the DST or SERVICE ADVISOR.
NOTE: For an explanation of this parameter, see DATA PARAMETER DESCRIPTION in Group 160.
3. Compare the Torque Curve Parameter to the appropriate torque curve chart. See APPLICATION SPECIFICATIONS in Section 06, Group 210 of this manual and refer to the corresponding torque curve for your application.
Correct torque curve
Refer to machine manual to determine components that if faulty could prevent the correct torque curve from being selected OR
Faulty torque curve select wiring
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5 Governor Droop Mode Selection Check
1. Operate engine and attempt to recreate the low power condition.
2. Read the Desired Speed Governor parameter and the Maximum Speed Governor parameter using the DST or SERVICE ADVISOR.
NOTE: For an explanation of this parameter, see DATA PARAMETER DESCRIPTION in Group 160.
3. Compare governor selection to the appropriate governor mode chart. See APPLICATION SPECIFICATIONS in Section 06, Group 210 of this manual and refer to the corresponding maximum speed and desired speed governor curves for your application.
Refer to machine manual to determine components that if faulty could prevent the correct governor from being selected
OR
Faulty governor select wiring
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6 Throttle Test 1. Operate engine at full load rated speed.
2. Read the Percent Throttle parameter using the DST or SERVICE ADVISOR.
NOTE: For an explanation of this parameter, see DATA PARAMETER DESCRIPTION in Group 160.
97% or above:
GO TO 7
Below 97%:
Refer to machine manual and perform the throttle calibration procedure;
Check the Turbo Boost pressure. See MEASURE INTAKE MANIFOLD PRESSURE (TURBOCHARGER BOOST/POWER CHECK) in Section 04, Group 150 of 4.5 L & 6.8 L Diesel Engines Base Engine Manual (CTM 104).
Intake manifold pressure within range or above, compared to boost specification:
8 Fuel Supply System Check with Normal Boost Pressure
Check the fuel supply system. See F1 - FUEL SUPPLY SYSTEM CHECK DIAGNOSTIC PROCEDURE later in this Group.
Fuel supply system is OK:
Engine appears to be delivering full power.
Check for vehicle problems that could cause an excessive load on the engine.
Fuel supply system problem found:
Repair fuel supply system problem and retest.
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9 Compression Pressure Check
Check compression pressure. See TEST ENGINE COMPRESSION PRESSURE Section 04, Group 150 of 4.5 L & 6.8 L Diesel Engines Base Engine Manual (CTM104).
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10 Checking Potential Causes of Low Boost Pressure
Check for the following that can cause reduced boost pressure:
1. Restricted air cleaner
2. Intake air leak
3. Exhaust air leak
4. Restriction in exhaust
5. Faulty turbocharger. See TURBOCHARGER INSPECTION in Section 02, Group 080 of 4.5 L & 6.8 L Diesel Engines Base Engine Manual (CTM 104).
None of the above problems found:
11 Fuel Supply System Check with Low Boost Pressure
Check the fuel supply system. F1 - FUEL SUPPLY SYSTEM CHECK DIAGNOSTIC PROCEDURE later in this Group.
Fuel supply system is OK:
GO TO 12
Fuel supply system problem found:
Repair fuel supply system problem and retest.
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12 Fuel Injection Nozzles Test
Test fuel injection nozzles. See F5 - FUEL INJECTION NOZZLE CHECK later in this Group.
Repair or replace faulty injection nozzles.
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13 Piston Ring Check NOTE: DO NOT use too much oil. DO NOT get oil on the valves.
1. Apply oil to ring area of piston through injection nozzle bore. See REMOVE FUEL INJECTION NOZZLES in Section 02, Group 090 of this manual.
2. Retest the compression pressure.
Compression pressure
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14 Valve Lash Check 1. Ensure there are no engine mechanical problems and that there isn’t something drawing excessive engine power
2. Ensure that valve lash is correctly adjusted. See CHECK AND ADJUST VALVE CLEARANCE in Section 02, Group 020 of 4.5 L & 6.8 L Diesel Engines Base Engine Manual (CTM 104).
Valve clearance within specification:
GO TO 15
Valve clearance out of specification:
15 Valve Lift Check Check valve lift. See MEASURE VALVE LIFT in Group 020 in Section 02 of 4.5 L &
6.8 L Diesel Engines Base Engine Manual (CTM104).
Lift on all valves within specification:
GO TO 16
Valve lift on one or more valves is out of specification: Reset clearance to specification after measuring lift. See CHECK AND ADJUST VALVE CLEARANCE in Section 02, Group 020 of 4.5 L & 6.8 L Diesel
At this point, the most likely cause of the low engine compression pressure is one of the following failures in the pistons, rings, and/or cylinder liners or in the valve guides.
Check the most likely items as needed.
• Oil control rings worn or broken
• Scored cylinder liners or pistons
• Piston ring grooves excessively worn
• Piston rings sticking in ring grooves
• Insufficient piston ring tension
• Piston ring gaps not staggered
• Cylinder liners glazed (insufficient load during engine break-in)
• Worn valve guides or stems
• Cylinder head may need reconditioning
Problem found with pistons, rings, and/or liners or valve guides:
Repair problem as necessary.
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