TSL4233E1
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(2) This document has been printed from SPI². Not for Resale.
(3) Contents 1 Electronic system overview System overview . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 13 General introduction. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 13 Engine speed governing .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 13 Ignition control.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 13 Air-fuel ratio control.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 13 Start/Stop sequencing.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 14 Engine monitoring/protection ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 14 Service tools ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 15 Required service tools ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 15 TIPSS connections . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 16. 3. This document has been printed from SPI². Not for Resale.
(4) 2 Programming parameters Introduction... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21 Customer passwords ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21 Engine identification parameters . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21 Engine serial number ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21 Equipment ID ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21 Timing control parameters ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21 First desired base timing .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21 Second desired base timing . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21 Air fuel ratio control parameters .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21 Fuel quality ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 21 Gas specific gravity .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22 Desired oxygen at full load ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22 Oxygen sensor override ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22 Oxygen feedback enabled status . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22 Air / Fuel proportional gain ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22 Air / Fuel integral gain... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22 Speed control parameters ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22 Low idle speed.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22 Engine accel. rate. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 22 Governor type setting ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 23 Engine speed droop . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 23 Governor proportional gain... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 23 Governor integral gain .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 23 Governor derivative gain .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 23 Adjustment of governor gains... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 23 Start/Stop control parameters .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24. 4. This document has been printed from SPI². Not for Resale.
(5) Driven equipment delay time ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24 Crank terminate speed. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24 Engine purge cycle time... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24 Engine cooldown duration ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24 Cycle crank time .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24 Overcrank time. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24 Engine speed drop time ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24 Engine pre-lube time out period... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24. 3 Troubleshooting with an event code Introduction .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 25 Engine overspeed shutdown (E4) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 26 High jacket water temperature alarm (E16) High jacket water temperature shutdown (E17) .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 26 High oil temperature shutdown (E19) ‘A’ and ‘B’ banks High oil temperature alarm (E20) ‘A’ and ‘B’ banks ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 27 Raw water temperature shutdown (E251-1) Raw water temperature alarm (E251-3) .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 27 Low jacket water temperature start inhibit (E38) or low jacket water alarm (E37) .. ... ... . 28 Low oil pressure (E40, E100) .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 28 Abnormal battery voltage (E42, E43, E50) . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 29 High gas fuel temperature (E223) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 29 Closed circuit breather fault (E159) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 30 Low water level fault (E131) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 30 Low oil level fault (E171) . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 31 Turbine inlet temperature fault (E870-1) (E870-3) .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 31 High gas supply pressure (E267) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 32 Engine overcrank fault (E225) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 32 Customer fault stop requested (E269) or engine ESTOP pressed (E264) . ... ... ... ... ... . 33 5. This document has been printed from SPI². Not for Resale.
(6) Low gas pressure inhibit (E158) or low gas pressure shutdown request (E160) ... ... ... 33 Gas energy content setting low (E229) or gas energy content setting high (E230) or fuel quality out of range (E231) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 34 Detonation alarm (E401 cylinder #1 through E416 cylinder #16) or detonation shutdown (E421 cylinder #1 through E436 cylinder #16) ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 35 Exhaust port temperature high (E801 cylinder A1 through E816 cylinder B8) ... ... ... ... 36 Exhaust port temperature deviating low (E841 cylinder A1 through E856 cylinder B8) .. 36. 4 Troubleshooting with a diagnostic code Diagnostic codes . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 37 Active Diagnostic codes ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 37 Logged Diagnostic codes . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 37 Logged Events.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 38 Diagnostic Terminology ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 39 Quick Reference Sheet For ECM Diagnostic codes ... ... ... ... ... ... ... ... ... ... ... ... ... ... 40 Quick Reference Sheet For Temperature Sensing Module Diagnostic codes ... ... ... ... 42. 5 Functional Tests P-501: Inspecting electrical connectors ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 43 P-503: Electrical power supply to the ECM . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 48 P-505: Analogue sensor open or short circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 53 P-506: PWM sensor circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 62 P-509A: Oxygen sensor buffer supply circuit .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 67 P-509B: Oxygen sensor signal circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 72 P-511: Speed/Timing sensor ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 78 P-512: Detonation sensors .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 82 P-513: ECM Start/Stop output circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 91 P-514: Ignition primary circuit shorted or open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 98 6. This document has been printed from SPI². Not for Resale.
(7) P-515: Ignition transformer secondary and spark plugs . ... ... ... ... ... ... ... ... ... ... ... ... 105 P-517: ECM Status indicator output circuit test .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 108 P-521: +5V Sensor voltage supply circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 114 P-522: +8V Sensor voltage supply circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 119 P-524: Throttle actuator solenoid circuit test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 126 P-525: Temperature sensing module (TSM) test ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 130 P-526: Techjet gas valve ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 134. 6 Calibrations P-602: Oxygen sensor calibration procedure .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 137 P-603: Speed/timing sensor calibration .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 141 P-604: Turbine inlet temperature interface module calibration ... ... ... ... ... ... ... ... ... ... 144. 7 Glossary of terms 8 Wiring details P-801: Wiring layout ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 153 Wiring layout ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 154 ‘A’ Bank sensor rail layout ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 155 ‘A’ Bank sensor rail wiring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 156 ‘B’ Bank sensor rail layout ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 157 ‘B’ Bank sensor rail wiring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 158 ECM Enclosure layout ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 159 ECM Enclosure wiring . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 160 ECM Enclosure wiring 2 .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 161 ECM Enclosure terminal strip connections . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 162 Power and starter harness and wiring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 163 7. This document has been printed from SPI². Not for Resale.
(8) Throttle valve and manifold sensor harness and wiring .. ... ... ... ... ... ... ... ... ... ... ... .. 164 ‘A’ Bank ignition pipe layout and wiring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 165 ‘B’ Bank ignition pipe layout and wiring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 166 Exhaust thermocouple harness and wiring .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 167 ITSM to ECM Enclosure harness and wiring ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 168 OEM Connection details .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 169 ECM Enclosure connector pinouts ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 170 Communications connector .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 170 OEM Connector ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 170 Ignition connector ‘A’ bank ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 171 Ignition connector ‘B’ bank ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 171 Power and starter connector ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 172 Sensor connector ‘A’ bank ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 172 ITSM Connector ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 173 Sensor connector ‘B’ bank ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 173 Throttle valve and manifold sensor connector.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 174 CAN Bus connector .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 174 Connection details - J1 . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 175 Connection details - J2 . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 176. 8. This document has been printed from SPI². Not for Resale.
(9) Quick Reference Sheet For ECM Diagnostic codes CID-FMI 17-05 17-06 17-12 41-03 41-04 106-03 106-08 109-03 109-08 110-03 110-04 168-02 172-03 172-04 175-03 175-04 261-13 262-03 262-04 301-05 301-06 302-05 302-06 303-05 303-06 304-05 304-06 305-05 305-06 306-05 306-06 307-05 307-06 308-05 308-06 309-05 309-06 310-05 310-06 311-05 311-06 312-05 312-06 313-05 313-06 314-05 314-06 315-05 315-06 316-05 316-06 320-03 320-08 323-03 324-03. Diagnostic type and description Procedure No. Fuel Shutoff Valve Open Circuit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-513 Fuel Shutoff Valve Short To Ground ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-513 Fuel Shutoff Valve Faulty ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-513 +8 VDC Power Supply Shorted High... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-522 +8 VDC Power Supply Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-522 Inlet Manifold Pressure Signal Invalid . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-506 Inlet Manifold Pressure Signal Noisy... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-506 Jacket Water Outlet Pressure Signal Open Or Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... .P-506 Jacket Water Outlet Pressure Signal Noisy. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-506 Jacket Water Temperature Sensor Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505 Jacket Water Temperature Sensor Short To Ground.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505 Intermittent Battery Power To The ECM.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-503 Inlet Manifold Temperature Sensor Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505 Inlet Manifold Temperature Sensor Short To Ground . ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505 Oil Temperature Sensor Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505 Oil Temperature Sensor Short To Ground .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-505 Timing Calibration Required ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-603 +5 VDC Supply Shorted High.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-521 +5 VDC Supply Below Normal ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-521 Cylinder A1 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A1 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B1 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B1 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A3 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A3 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B3 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B3 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A7 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A7 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B7 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B7 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A5 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A5 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B5 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B5 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A8 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A8 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B8 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B8 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A6 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A6 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B6 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B6 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A2 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A2 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B2 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B2 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A4 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder A4 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B4 Ignition Primary Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Cylinder B4 Ignition Primary Shorted .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-514 Speed/Timing Sensor Open Or Shorted.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-511 Speed/Timing Sensor Noisy ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-511 Engine Shutdown Lamp Driver Shorted High.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-517 Engine Warning Lamp Driver Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-517 Continued. 4016-E61TRS Diagnostic Manual, May 2000. 9. This document has been printed from SPI². Not for Resale.
(10) 336-02 338-05 338-06 443-03 444-05 444-06 445-03 542-03 542-04 1086-09 1086-12 1087-03 1087-08 1088-05 1088-06 1440-05 1440-06 1501-03 1501-04 1502-03 1502-04 1505-03 1505-04 1506-03 1506-04 1509-03 1509-04 1510-03 1510-04 1513-03 1513-04 1514-03 1514-04 1528-05 1528-06. 10. Engine Control Switch Fault .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-503 Prelubrication Output Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-513 Prelubrication Output Short To Ground . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-513 Crank Terminate Relay Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-517 Starter Motor Relay Open Circuit... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-513 Starter Motor Relay Shorted Low .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-513 Engine Run Relay Driver Shorted High . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-517 Oil Pressure Sensor Open . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505 Oil Pressure Sensor Short To Ground ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505 Oxygen Sensor Element Not Connected ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... P-509B Oxygen Sensor Element Failed . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-602 Oxygen Buffer Signal Open Or Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... P-509B Oxygen Buffer Signal Noisy ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... P-509B Oxygen Buffer Power Driver Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... P-509A Oxygen Buffer Power Driver Shorted Low . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... P-509A Throttle Actuator Output Driver Open Circuit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-524 Throttle Actuator Output Driver Short Circuit . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-524 Detonation Sensor #1 Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #1 Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #2 Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #2 Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #3 Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #3 Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #4 Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #4 Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #5 Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #5 Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #6 Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #6 Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #7 Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #7 Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #8 Open .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Detonation Sensor #8 Shorted Low ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-512 Turbine Inlet Temperature Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505 Turbine Inlet Temperature Shorted low . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. P-505. 4016-E61TRS Diagnostic Manual, May 2000. This document has been printed from SPI². Not for Resale.
(11) Quick Reference Sheet For Temperature Sensing Module Diagnostic codes CID-FMI 591-12 1201-03 1201-04 1201-05 1202-03 1202-04 1202-05 1203-03 1203-04 1203-05 1204-03 1204-04 1204-05 1205-03 1205-04 1205-05 1206-03 1206-04 1206-05 1207-03 1207-04 1207-05 1208-03 1208-04 1208-05 1209-03 1209-04 1209-05 1210-03 1210-04 1210-05 1211-03 1211-04 1211-05 1212-03 1212-04 1212-05 1213-03 1213-04 1213-05 1214-03 1214-04 1214-05 1215-03 1215-04 1215-05 1216-03 1216-04 1216-05 1221-03 1221-04 1221-05. Diagnostic type and description Procedure No. Internal Temperature Sensing Module Failure ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A1 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A1 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A1 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B1 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B1 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B1 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A3 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A3 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A3 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B3 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B3 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B3 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A7 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A7 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A7Thermocouple Open . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B7 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B7 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B7 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A5 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A5 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A5 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B5 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B5 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B5 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A8Thermocouple Shorted High . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A8 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A8 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B8 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B8 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B8 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A6 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A6 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A6 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B6 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B6 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B6 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A2 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A2 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A2 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B2 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B2 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B2 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A4 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A4 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder A4 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B4 Thermocouple Shorted High ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B4 Thermocouple Shorted Low. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Cylinder B4 Thermocouple Open ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Turbocharger Inlet Thermocouple Shorted High . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Turbocharger Inlet Thermocouple Shorted Low .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525 Turbocharger Inlet Thermocouple Open . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .P-525. 4016-E61TRS Diagnostic Manual, May 2000. 11. This document has been printed from SPI². Not for Resale.
(12) General information. This document has been printed from SPI². Not for Resale.
(13) 1 Electronic system overview. 1. System overview General introduction The Engine Control Module (ECM) controls most engine functions and is located in an environmentally sealed box mounted to the engine. Engine control is accomplished by monitoring various engine sensor inputs and driving relays, solenoids, etc. at the appropriate levels. There are five primary functions supported by the ECM: Engine Speed Governing, Ignition Control, AirFuel Ratio Control, Start/Stop Sequencing, and Engine Monitoring/Protection. Engine speed governing The ECM Engine Speed Governor maintains the desired engine speed by operating the Throttle Actuator located at the inlet manifold flange. Desired engine speed is determined by the status of the Idle/Rated Speed Switch, Desired Speed Input (analogue voltage) and software programmed values such as High Idle rpm. Actual engine speed is determined by the Speed/Timing sensor signal. The Throttle Actuator is electrically controlled and actuated. Throttle position is controlled in open loop mode, that is, there is no throttle position feedback. The ECM issues a THROTTLE COMMAND that represents the percent electrical drive level that can be viewed on TIPPS. Engine Speed Governor gain control parameters are adjustable. Ignition control The ECM provides detonation sensitive variable ignition timing. Each cylinder has an ignition transformer located on top of the rocker cover. The ECM sends an approximate 100 volt pulse to the primary coil of each ignition transformer at the appropriate time and duration to initiate combustion. The transformers step up the voltage to create an arc across the spark plugs.. 4016-E61TRS Diagnostic Manual, May 2000. Detonation Sensors monitor the engine for excessive detonation. Every two cylinders is monitored by a separate sensor, for a total of eight Detonation Sensors. The vibration data generated by the sensors is processed by the ECM to determine detonation levels. When detonation reaches an unacceptable level, the ECM retards the ignition timing of the offending cylinder(s). If retarding the timing does not acceptably limit detonation, the engine is shut down. Extensive diagnostics for Ignition system electrical faults and spark plug maintenance are provided by the ECM. The ECM also provides an Ignition Timing Selection Switch to allow operation with an alternate fuel that requires a timing offset (such as propane). Air-fuel ratio control The ECM Air-Fuel ratio control provides control of the air-fuel mixture for performance and efficiency at low emission levels. The system consists of the mixture control unit (TecJet), the Exhaust Gas Oxygen Sensor, and ECM internal drivers and data maps. The ECM Air-Fuel ratio control compensates for changes in fuel BTU content to maintain desired emission levels. Basic operation is as follows: The ECM determines desired air and fuel volume flow rates based on desired and actual engine speed and calculated engine load. Next, desired air-fuel flow data is sent to the TecJet mixture control in the form of a PWM signal. Finally, the ECM monitors the resulting exhaust gas oxygen content and fine tunes the airfuel flow data signal to achieve desired exhaust oxygen content. This process is repeated continuously as the engine is operating.. 13. This document has been printed from SPI². Not for Resale.
(14) 1 Start/Stop sequencing The ECM contains the logic and outputs to control the prelubrication (optional), starting, and shutdown of the engine. ECM Start/Stop logic is customer programmable and responds to inputs from the Engine Control Switch, Emergency Stop Switch, Remote Start Switch, Data Link, and other inputs. The ECM provides +Battery voltage at the Prelubrication Motor Relay, Starting Motor Relay, and Gas Shutoff Valve outputs at the appropriate times to control the engine. The ECM supplies +Battery voltage to the Starting Motor Relay when the Start/Stop Logic determines it is necessary to crank the engine, and removes voltage when the engine has started or a customer programmable Cycle Crank Time has expired. The Gas Shutoff Valve for this engine is an energize to run type. The ECM supplies +Battery voltage to the Gas Shutoff Valve when the internal ECM Start/Stop logic determines that fuel is required to start or run the engine. Refer to Section 2: Programming Parameters for further details. Engine monitoring/protection The ECM monitors for problems in both the engine and the electronic system. Problems detected with the engine such as low oil pressure result in an Event Code. Refer to Section 3 for details on how to troubleshoot Event codes. A problem detected in the electronic system, such as an open circuit ECM input, results in a Diagnostic Code. Refer to Section 5 for Diagnostic Code troubleshooting procedures. Monitored parameters that can generate Event Codes include Oil Pressure, Oil and Jacket Water Temperature, Exhaust Port Temperatures, Detonation Level, Battery Voltage, Manifold Pressure, and Gas Supply Temperature. Depending on severity of an out of operating range parameter, the ECM may issue either a WARNING or SHUTDOWN.. 14. 4016-E61TRS Diagnostic Manual, May 2000. This document has been printed from SPI². Not for Resale.
(15) 1 Service tools. Part No.. Perkins Electronic Service Tools for the Electronic Control system are designed to help the service technician analyze and locate faults or problems within the system. They are required to perform some sensor calibrations electronically, and to read or change engine parameters. Perkins TIPPS requires a personal computer with the TIPPS software installed and a Communication Adapter to translate from the Data Link to the computer RS-232 port.. 27610182. Description Harness repair tool kit top up Signal reading probes. TIPPS communicates with the ECM to read Diagnostic codes, to read the various sensor output signals such as engine rpm, or inlet manifold pressure, and initiates certain electronic calibrations. There are several adapter cables, probes, etc, that are used with the service tools in order to access measurements of signals. A multimeter that is capable of measuring Frequency and Duty Cycle is also required. Other necessary tools include those needed to measure pressures and temperatures.. Required service tools Part No.. Description IBM PC Compatible Minimum - Pentium 100 MHz processor or greater, 32 Mb RAM, 200 Mb of available hard disk space, VGA monitor or display, CD-ROM, 3.5 in 1.44 Mb diskette drive, Windows 95 or greater, Windows NT, RS232 port with 16550AF UART, Built in pointing device or mouse. Recommended - Pentium 200 MHz processor, 64 Mb RAM, 1Gb of available hard disk space, Super VGA monitor or display, 12X CDROM, 3.5 in 1.44 Mb diskette drive, Windows NT, Windows 95 or greater, RS232 port with 16550AF UART, Built in pointing device or mouse. 27610172. Single User License for TIPPS (Main TIPPS Program). 27610164. Communication Adapter Group for use between TIPPS and ECM. (Includes 7X1701 Communication Adapter Tool, Case, Fuse, and cables.). 697/150. Timing Calibration Harness. 838/22-A. Timing Calibration Probe. 27610181. Harness repair tool kit. 4016-E61TRS Diagnostic Manual, May 2000. 15. This document has been printed from SPI². Not for Resale.
(16) 1 TIPSS connections Key (A) )Engine mounted GECM box *PC adaptor harness + PC ,Interface module -Service tool harness. 1. 2. 4. GECM connectors Key (B) )J1 *J2. 3. 5. A. 1366.1. Engine cylinder arrangement Note: (C) The terms ‘A’ and ‘B’ bank apply when the engine is viewed from the front crankshaft damper / turbo end.. 2. 1. B. A2. A3. A4. A5. A6. A7. A8. B1. B2. B3. B4. B5. B6. B7. B8. 16. A1. C. 1365.1. 1364.1. 4016-E61TRS Diagnostic Manual, May 2000. This document has been printed from SPI². Not for Resale.
(17) 1 Component location Viewed on ‘A’ bank Key (A) )GECM unit *Raw coolant temperature sensor + Engine coolant temperature sensor ,Exhaust port temperature probes -Knock sensors .Ignition coils /Turbine inlet temperature probes 0 Oxygen sensor 1 Ignition wiring rail 2 Turbine inlet temperature convertor 3 Oxygen sensor interface box 4 Sensor wiring rail 5 Oil temperature sensor 6 Oil pressure sensor 7 Starter relay 8 Starter motors. 1. 2. 3. 5. 4. 6. 7. 8. 9 10 11. 16. 15. A 4016-E61TRS Diagnostic Manual, May 2000. 14. 13. 12 1367.1. 17. This document has been printed from SPI². Not for Resale.
(18) 1 Component location Viewed on ‘B’ bank Key (A) )Gas control valve *Ignition coil + Knock sensors ,Exhaust port temperature probes -GECM unit .Throttle valve and actuator /Ignition wiring rail 0 ITSM unit 1 Sensor wiring rail 2 Oil pressure sensor 3 Oil temperature sensor 4Manifold temperature sensor. 18. 4016-E61TRS Diagnostic Manual, May 2000. This document has been printed from SPI². Not for Resale.
(19) 1 Component location Viewed from rear (flywheel end) Key (A) )Throttle valve and actuator. *GECM unit +Manifold pressure sensor ,Ignition rail (‘A’ bank) -Sensor wiring rail (‘A’ bank) .Sensor wiring rail (‘B’ bank only) /Sensor wiring rail (‘B’ bank) 0 ISTM unit (‘B’ bank) 1 Ignition rail (‘B’ bank). 4016-E61TRS Diagnostic Manual, May 2000. 19. This document has been printed from SPI². Not for Resale.
(20) 1 Component location Viewed on front (crankshaft damper, turbo end) Speed / timing sensor and timing gear Key (A) )Speed timing sensor position in gear case *Sensor timing gear (inset in camshaft drive gear) + Camshaft drive gear ,Extra segment, start off ignition cycle. 2. 3. 1. 4. A 20. 1370.1. 4016-E61TRS Diagnostic Manual, May 2000. This document has been printed from SPI². Not for Resale.
(21) 2 Programming parameters. 2. Introduction Programmable Parameters allow the engine to be configured to meet the application requirements. Programmable Configuration Parameters must be programmed at installation, before the engine is first started.. Customer password #2 This is a programmable parameter that can be used to protect certain Configuration Parameters from unauthorized changes.. Gas analysis data and an Engine Performance data sheet are required in order to determine the correct Ignition Timing, Exhaust Oxygen settings. Incorrect programming of parameters may lead to performance complaints or engine damage.. Total tattletale. Programmable Parameters can be classified into the following types: Engine Identification, Timing Control, Air Fuel Ratio Control, Speed Control, Start/Stop Control. If the ECM is replaced, the appropriate parameters must be copied from the old ECM with TIPPS “Copy Configuration” or on paper and programmed into the new module.. Timing control parameters. Displays the number of times the configuration parameters have been changed.. First desired base timing. Note: Parameters should only be changed while the engine is STOPPED.. First Desired Timing is determined using the Methane Number of the primary fuel to be used and the Fuel Usage Guide in the Engine Performance Specification Sheet. The ECM selects First Desired Timing when the Timing Selection Switch is in the open position.. Customer passwords. Second desired base timing. Certain Programmable Parameters may be protected with customer passwords. This feature is enabled by programming two customer passwords. If a Customer Password is not programmed, all parameters are unprotected. If the Customer Passwords are forgotten, Factory Passwords can be acquired by contacting Perkins.. Second Desired Timing is determined using the Methane Number of the alternate fuel to be used and the Fuel Usage Guide in the Engine Performance Specification Sheet. The ECM selects Second Desired Timing when the Timing Selection Switch is in the closed position. If an alternate fuel is not to be used, enter the same timing as was entered in First Desired Timing.. Engine identification parameters. Air fuel ratio control parameters. Engine serial number The Engine Serial Number is factory programmed into the ECM and is available on the Engine Information Plate. Equipment ID The customer can assign an Equipment ID number for identification purposes. Customer password #1 This is a programmable parameter that can be used to protect certain Configuration Parameters from unauthorized changes.. 4016-E61TRS Diagnostic Manual, May 2000. Fuel quality This parameter is programmed to the Lower Heating Value of the primary fuel. The ECM Air-Fuel Control will compensate for some inaccuracy in this setting and assume a corrected value that is equal to the customer programmed Fuel Quality multiplied by the Fuel Correction Factor displayed on TIPPS. Should the Fuel Correction Factor exceed a factory programmed limit, an event code is generated to indicate the need to reprogram this value. Continued. 21. This document has been printed from SPI². Not for Resale.
(22) 2 The ECM reverts to the customer programmed Fuel Quality during startup or when a problem is detected in the Oxygen Sensor Circuit. Therefore, an accurate customer programmed Fuel Quality value determined by laboratory analysis is recommended. The Fuel Quality parameter can also be used to Increase (Lean out) or Decrease (Richen up) Air/Fuel ratio to the engine when the engine is not operating in Oxygen Feedback. By design the engine is not operating in Oxygen Feedback from 0% to 25% load. The engine will not be operating in Oxygen Feedback when the parameter Oxygen Feedback Enable Status is set to Disabled. If the Fuel Quality parameter is changed when the Oxygen Feedback Enable Status is Enabled, engine operation will not change. The Fuel Correction Factor will automatically compensate. Gas specific gravity The TecJet mixture control unit requires a Specific Gravity input to precisely meter fuel to air ratio. Specific gravity can be obtained by laboratory analysis of the fuel. Desired oxygen at full load Program the Desired Oxygen at Full Load parameter to the exhaust oxygen percent content value stated in the Engine Performance Data sheet for your application. This parameter is used to trim the Oxygen Map that is preprogrammed in the ECM at the factory. If the Actual Measured Exhaust Oxygen or NOx emissions are not the required value, increase (or decrease) the Desired Oxygen at Full Load parameter in order to lean (or richen) the fuel air mixture. Oxygen sensor override This parameter allows the Oxygen Buffer and Oxygen Sensor to be energized while the engine is not running to aid in troubleshooting the sensor electrical circuit.. If an Exhaust Oxygen sensor fails, Oxygen Feedback Enable Status can be set to Disable to allow the engine to run in Open Loop (until a new sensor is obtained). To obtain the correct emissions levels in Closed Loop, adjust the Fuel Quality parameter to Lean Out or Richen Up the Air Fuel mixture. An emissions analyzer is needed to set up the engine to the correct desired emissions levels. Note: It is not recommended that the engine be run unattended in Open Loop Mode if operating on a fuel that has a changing Lower Heating Value. The engine runs the risk of being shutdown due to lean misfire or detonation. Air / Fuel proportional gain This parameter determines the TecJet response to the magnitude of air fuel ratio error. The factory default setting is 0 and should be one of the last parameters changed if experiencing problems. This value should not require adjustment. Air / Fuel integral gain This parameter determines the TecJet response for the time accumulated air fuel ratio error. The factory default setting is 0 and should be one of the last parameters changed if experiencing problems. This value should not require adjustment.. Speed control parameters Low idle speed Set the desired Low Idle rpm point with this parameter. Minimum engine high idle speed Set the minimum range of the external speed control with this parameter. Maximum engine high idle speed. The Oxygen Sensor Override parameter may also be used to verify or check Oxygen Sensor Calibration. Refer to P-602: Oxygen Sensor Calibration.. Set the maximum range of the external speed control with this parameter or set to 1500 rpm when no external speed control is required.. Oxygen feedback enabled status. Engine accel. rate. Oxygen Feedback Enable Status can be set to Enable or Disabled. This feature allows the Fuel Correction Factor system to be disabled for troubleshooting purposes. For example, when troubleshooting an instability problem, disabling Oxygen Feedback can help determine if the Fuel Correction System is at fault.. The Engine Accel. Rate parameter controls the rate at which the engine responds to a change in desired engine speed. For example, when the Idle/Rated switch is turned to the Rated position, the engine can be programmed to climb at 50 rpm per second.. 22. 4016-E61TRS Diagnostic Manual, May 2000. This document has been printed from SPI². Not for Resale.
(23) 2 Governor type setting. Auxiliary proportional gain. The engine governing mode can be set to Droop or Isochronous, depending on the application.. This parameter changes the governor reaction based on a proportional multiplier when the Engine Status Screen Group 6 Grid Status parameter is ON. Changing this gain when the Grid Status is OFF will result in no change to engine stability. This parameter should be changed on the Governor Gain screen utilizing the Graph feature on that screen. Using the Graph will provide for the best method to see how the adjustments made effect engine stability. If changing this gain causes no effect, check the Grid Status to make sure it is ON.. Engine speed droop If the Governor Type Setting parameter is set to Droop, the Engine Speed Droop programmable parameter allows precise droop control for applications such as load sharing. The Droop can be programmed between 0 - 10%. Governor proportional gain This parameter determines the OFF Grid governor throttle response to the magnitude of engine speed error. This parameter changes the governor reaction based on a proportional multiplier when the Engine Status Screen Group 6 Grid Status parameter is OFF. Changing this gain when the Grid Status is ON will result in no change to engine stability. This parameter should be changed on the Governor Gain screen utilizing the Graph feature on that screen. Using the Graph will provide for the best method to see how the adjustments made effect engine stability. If changing this gain causes no effect, check the Grid Status to make sure it is OFF. Governor integral gain This parameter determines the governor throttle response to time accumulated engine speed error. This parameter changes the governor reaction based on an integral multiplier when the Engine Status Screen Group 6 Grid Status parameter is OFF. Changing this gain when the Grid Status is ON will result in no change to engine stability. This parameter should be changed on the Governor Gain screen utilizing the Graph feature on that screen. Using the Graph will provide for the best method to see how the adjustments made effect engine stability. If changing this gain causes no effect, check the Grid Status to make sure it is OFF. Governor derivative gain This parameter determines the governor throttle response to the rate of change in engine speed error.. Auxiliary integral gain This parameter changes the governor reaction based on an integral multiplier when the Engine Status Screen Group 6 Grid Status parameter is ON. Changing this gain when the Grid Status is OFF will result in no change to engine stability. This parameter should be changed on the Governor Gain screen utilizing the Graph feature on that screen. Using the Graph will provide for the best method to see how the adjustments made effect engine stability. If changing this gain causes no effect, check the Grid Status to make sure it is ON. Auxiliary derivative gain This parameter changes the governor reaction based on a derivative multiplier when the Engine Status Screen Group 6 Grid Status parameter is ON. Changing this gain when the Grid Status is OFF will result in no change to engine stability. This parameter should be changed on the Governor Gain screen utilizing the Graph feature on that screen. Using the Graph will provide for the best method to see how the adjustments made effect engine stability. If changing this gain causes no effect, check the Grid Status to make sure it is ON. Adjustment of governor gains The default values programmed into the ECM should be sufficient for most, if not all applications. Always explore other causes of engine speed instability before adjusting governor gains. These causes include diagnostic codes, unstable gas supply pressure and incorrect full load throttle angle.. This parameter changes the governor reaction based on a derivative multiplier when the Engine Status Screen Group 6 Grid Status parameter IS OFF. Changing this gain when the Grid Status is On will result in no change to engine stability. This parameter should be changed on the Governor Gain screen utilizing the Graph feature on that screen. Using the Graph will provide for the best method to see how the adjustments made effect engine stability. If changing this gain causes no effect, check the Grid Status to make sure it is OFF.. 4016-E61TRS Diagnostic Manual, May 2000. 23. This document has been printed from SPI². Not for Resale.
(24) 2 Start/Stop control parameters Driven equipment delay time The ECM provides a Driven Equipment Switch Input to delay engine startup until driven equipment is ready. Once Prelubrication is completed, (if fitted) the ECM will not attempt to start the engine until the Driven Equipment Switch Input closes to ground. A driven equipment event code is generated if the programmed Driven Equipment Time elapses without closure of the Driven Equipment Switch Input. Programming Driven Equipment Time to zero disables this feature. The driven equipment switch on this engine is a low gas pressure switch. Crank terminate speed The ECM disengages the starting motor when the engine speed exceeds the programmed Crank Terminate Speed. The default value of 250 rpm should be sufficient for all applications. Engine purge cycle time Purge Cycle Time specifies the amount of time the engine is to be cranked without fuel prior to a crank cycle. This allows any unburned fuel to exit through the exhaust before firing the engine. Engine cooldown duration When the ECM receives a Stop request, the engine will continue to run (at low load) in the Cooldown Mode for the programmed Cooldown Time. Cooldown Mode is exited early if an Emergency Stop request is received by the ECM. Cycle crank time Crank Time determines the maximum amount of time the starter motor and gas shutoff valve are to be engaged for any given crank cycle. If the engine does not start within the specified crank time, the start attempt is suspended for a Rest Cycle that is equal to Cycle Crank Time.. 24. Overcrank time Overcrank Time determines the total amount of time the ECM will attempt to start the engine. If the engine does not start within this period of time, an Overcrank Event is generated. Example settings: Purge Cycle Time = 10 seconds Cycle Crank Time = 30 seconds Overcrank Time = 280 seconds The engine will purge (crank) for 10 seconds with the fuel and ignition OFF. The engine will continue to crank for 30 seconds with the fuel and ignition enabled. If the engine does not start, ignition, fuel, and starter are disabled for a 30 second Rest Cycle. With these example settings it takes 70 seconds to complete a cycle (10 second purge, 30 second crank, 30 second rest). The 280 second Overcrank allows a maximum of 4 crank cycles. Engine speed drop time After Cooldown Time has elapsed, the ECM shuts off the Gas Shutoff Valve. Ignition continues until the engine speed drops below 40 rpm. If the engine rpm does not drop by at least 100 rpm within the programmed Drop Time, the ECM terminates ignition and issues an Emergency Stop. Engine pre-lube time out period The ECM can energize a prelubrication pump prior to cranking and monitor for acceptable prelubrication pressure with the Prelubrication Switch Input. If the ECM does not detect the Prelubrication Switch actuation within the Prelube Time-out, the ECM monitors the Oil Pressure Sensor to determine if prelubrication has occurred. If prelubrication does not occur, an Event Code is generated starting sequence is terminated. The pre-lubrication system is optional.. 4016-E61TRS Diagnostic Manual, May 2000. This document has been printed from SPI². Not for Resale.
(25) 3 Troubleshooting with an event code. 3. Introduction This section is to be used for troubleshooting problems that have Event Codes but do not have ACTIVE Diagnostic codes. Before using this section, be sure that you have gathered information about the complaint to adequately describe the symptoms, verified that the complaint is not due to normal engine operation, and repaired all ACTIVE Diagnostic codes. Refer to Section 4: Troubleshooting With A Diagnostic code. The basic philosophy of troubleshooting this engine is to follow the three steps listed below FIRST to diagnose a malfunctioning engine: 1 Gather Operator Information. Verify complaint is not due to normal engine operation. 2 Perform a visual inspection of engine. Check oil level, supply and/or condition. Check for visible wiring and connector problems or damaged components. 3 Check and repair all ACTIVE/LOGGED Diagnostic codes using the troubleshooting procedures in Section 4: Troubleshooting With A Diagnostic Code. If ALL three of these steps reveal no problems, identify probable causes using the procedure or procedures in this section that best describes the symptoms. Narrow the probable causes given in the procedure by considering operator information, operating conditions, and repair history of the engine.. 4016-E61TRS Diagnostic Manual, May 2000. Operator information l l l l l. What happened, and when? Under what conditions? Was the engine rpm (speed) high or low? Was the engine under load? Are there any customer or dealer installed systems that could cause this symptom?. l What else occurred? l When did the symptoms begin (and what else happened at that time)?. Diagnostic codes l Do they correlate to probable causes? l Did they occur at the same time as the symptoms? l Are some codes Logged repeatedly? Other symptoms l Are they related to this symptom? l Do they have common probable causes? Finally, test each probable cause using the tests suggested by the procedure. Be sure to check connectors, especially on intermittent problems! Refer to Section 5: P-501: Inspecting Electrical Connectors for details.. 25. This document has been printed from SPI². Not for Resale.
(26) 3 Engine overspeed shutdown (E4). Engine overspeed set point. High jacket water temperature alarm (E16) High jacket water temperature shutdown (E17). Throttle actuator electrical driver circuit (ECM). Probable root causes:. Throttle actuator binding. l High ambient temperature l Low coolant level/cooling system leaks l Insufficient air or cooling water flow through heat. Probable root causes:. l l l l l. Driven equipment motoring Slow governor response. Perform the following tests: 1 Engine overspeed set point Verify that the engine overspeed set point is properly programmed. This is set at 113 percent of rated speed and is not field re-settable. 2 Throttle actuator electrical driver circuit (ECM) Check for diagnostic codes relating to the throttle actuator. 3 Throttle actuator binding Check for free operation of the throttle actuator. 4 Driven equipment motoring Determine if the driven equipment has additional energy inputs that could drive the engine beyond it’s rated rpm. 5 Slow governor response Watch the engine response to worst case step loading and step unloading on the TIPPS speed governor adjustment screen. Use the “Throttle Bump” feature in TIPPS to disturb steady state engine operation. Refer to Engine RPM Unstable if the engine speed undershoot or engine speed overshoot is excessive.. exchanger or radiator. l l l l l l. Faulty jacket water thermostats Jacket water temperature sensor circuit Insufficient coolant flow High inlet air temperature Exhaust restriction Combustion gasses in coolant. Perform the following tests: 1 High ambient temperature Determine if ambient air temperature is within design specifications for the cooling system. 2 Low coolant level/cooling system leaks Check coolant level. Low coolant level can be the effect of overheating rather than the cause. Run the engine to operating temperature and determine if leaks occur before the engine overheats. 3 Insufficient air or cooling water flow through heat exchanger or radiator Check radiator cooling fins for obstructions. Check radiator cooling fan (if equipped) operation. Check for sufficient flow and temperature of cooling water through the heat exchanger (if equipped). 4 Faulty jacket water temperature control This is external to the engine. 5 Jacket water temperature sensor circuit Check the jacket water temperature reading on TIPPS and ensure it is reasonable. The jacket water temperature reading should rise steadily as the engine is warmed. If the reading is not correct, troubleshoot the sensor circuit. 6 Insufficient coolant flow Check the water circuit pumps for correct operation. Check water temperature regulators for proper operation. 7 High inlet air temperature Check air temperature into the engine. 8 Exhaust restriction Check exhaust system back pressure.. 26. 4016-E61TRS Diagnostic Manual, May 2000. This document has been printed from SPI². Not for Resale.
(27) 3 High oil temperature shutdown (E19) ‘A’ and ‘B’ banks High oil temperature alarm (E20) ‘A’ and ‘B’ banks. Raw water temperature shutdown (E251-1) Raw water temperature alarm (E251-3) Probable root causes:. Probable root causes:. l Oil temperature sensor circuit l Insufficient coolant flow through oil cooler l Insufficient oil flow through oil cooler Perform the following tests: 1 Oil temperature sensor circuit Check the oil temperature reading on TIPPS and ensure it is reasonable and rises steadily as the engine is warmed. If the reading is not correct, troubleshoot the sensor circuit. 2 Insufficient coolant flow through oil cooler For jacket water oil coolers, troubleshoot high jacket water temperature events first. For separate circuit coolers, check the coolant inlet temperature and compare to regulated temperature. If OK, check oil cooler coolant outlet temperature. A high temperature difference between outlet and inlet temperature indicates insufficient flow rate.. l Raw water temperature sensor circuit l Insufficient flow through cooler l Raw water temperature too high Perform the following tests: 1 Raw water temperature sensor circuit Check the temperature reading on TIPPS and ensure it is reasonable and rises steadily as the engine is warmed. If the reading is not correct, troubleshoot the sensor circuit. 2 Insufficient coolant flow through charge cooler Check external water pumps and supply circuit. 3 Raw water temperature too high Check the water supply circuit. Maximum raw water temperature from supply is 59°C.. 3 Insufficient oil flow through oil cooler Determine the oil pressure inlet and pressure drop across the oil cooler while operating the engine at normal operating temperature.. 4016-E61TRS Diagnostic Manual, May 2000. 27. This document has been printed from SPI². Not for Resale.
(28) 3 Low jacket water temperature start inhibit (E38) or low jacket water alarm (E37). Low oil pressure (E40, E100) Probable root causes:. Probable root causes:. l Faulty standby jacket water heater (if equipped) l Faulty jacket water temperature sensor circuit Perform the following tests: 1 Faulty standby jacket water heater (if equipped) Determine if standby heaters are functioning properly. 2 Jacket water temperature sensor circuit Check the jacket water temperature reading on TIPPS and ensure it is reasonable. The jacket water temperature reading should rise steadily as the engine is warmed. If the reading is not correct, troubleshoot the sensor circuit.. l l l l l l. Low oil level High oil temperature/low viscosity Blocked oil filter Oil pressure sensor circuit Blocked oil cooler Faulty oil pump/oil pump bypass valve. Perform the following tests: 1 Low oil level Check oil level and add oil as necessary. 2 High oil temperature/low viscosity If present, troubleshoot high oil temperature events (E19, E20). High oil temperature causes oil viscosity to be low which can cause low oil pressure. 3 Blocked oil filter Replace oil filters if there is any doubt as to their condition. 4 Oil pressure sensor circuit Troubleshoot the sensor circuit. 5 Blocked oil cooler An oil cooler restriction can cause low oil pressure and high oil temperature.. 28. 4016-E61TRS Diagnostic Manual, May 2000. This document has been printed from SPI². Not for Resale.
(29) 3 Abnormal battery voltage (E42, E43, E50). High gas fuel temperature (E223). Probable root causes:. Probable root causes:. l Faulty charging system, wiring, etc Perform the following tests:. l High gas temperature l Faulty gas temperature signal from the Tecjet. 1 Refer to P-503: Electrical power supply to the ECM.. Perform the following tests: 1 High gas temperature Check for proper operation of gas pretreatment equipment, vaporizers, etc. (if equipped). 2 Faulty gas temperature signal from the Tecjet Measure actual gas temperature entering the Tecjet and compare to the gas temperature reading on TIPPS.. 4016-E61TRS Diagnostic Manual, May 2000. 29. This document has been printed from SPI². Not for Resale.
(30) 3 Closed circuit breather fault (E159). Low water level fault (E131). Probable root causes:. Low water level fault is an option.. l Closed circuit breather filter blocked. The switch, if fitted, is supplied by the OEM who should be contacted in the event of a fault.. Perform the following tests: 1 Observe the filter telltale indicator on top of the filter housing on each bank. If indicator shows red, replace filter. If indicator is white, fault find closed circuit breather switch circuit.. 30. 4016-E61TRS Diagnostic Manual, May 2000. This document has been printed from SPI². Not for Resale.
(31) 3 Low oil level fault (E171). Turbine inlet temperature fault (E870-1) (E870-3). Low oil level fault is an option. The switch, if fitted, is supplied by the OEM who should be contacted in the event of a fault.. Probable root causes:. l Exhaust temperature high due to gas quality or engine fault. l Exhaust thermocouple interface module requires calibrating or is faulty - see section 6.4. 4016-E61TRS Diagnostic Manual, May 2000. 31. This document has been printed from SPI². Not for Resale.
(32) 3 High gas supply pressure (E267). Engine overcrank fault (E225). Probable root causes. Probable root causes. l Gas pressure regulator setting l Gas pressure regulator defective. l l l l l l l. Perform the following tests: 1 Gas pressure regulator setting The TecJet requires a regulated supply pressure between 80 mb and 200 mb. View inlet gas pressure on TIPPS while the engine is OFF. Ensure pressure going into the regulator is not excessive. If necessary, adjust the regulator to achieve the correct gas inlet pressure. Note: Verify emissions are within specification whenever supply pressure is changed. 2 Gas pressure regulator defective Repair or replace the pressure regulator if it can not be adjusted to within specification.. Insufficient gas supply Engine protection feature preventing startup Engine does not crank Engine RPM signal to ECM not present Ignition system not functioning/ignition timing Insufficient gas quality Insufficient cranking speed. Perform the following tests: 1 Insufficient gas supply Check for the presence of a low gas supply pressure event (E221) code. Observe throttle plate angle while attempting to start the engine. Troubleshoot the throttle actuation system if throttle is not opening. Gas supply lines may require purging after servicing. 2 Engine protection feature preventing startup Use TIPPS to check for active diagnostic or event codes which may prevent the engine from starting. Note: The engine will not start after an engine protection system shutdown until the engine control switch is first turned to the OFF position. 3 Engine does not crank Attempt to start the engine while viewing the starter motor status on TIPPS. If the starter motor status indicates the engine should be cranking and is not, troubleshoot the starting circuit. 4 Engine RPM signal to ECM not present The ECM must detect a minimum of 100 rpm before gas or ignition is supplied to the engine. Monitor engine rpm with TIPPS while the engine is cranking. Check the speed/timing sensor air gap if a stable speed is not displayed. Refer to P-511: Speed/Timing Sensor. 5 Ignition system not functioning/ ignition timing Ensure no ignition system diagnostic codes are present. Note: Always correct diagnostic codes before troubleshooting event codes or symptoms. Verify ignition timing selection switch is in the correct position for the type of gas being used. 6 Insufficient gas quality Determine if the LHV value of the gas supply matches the programmed fuel quality parameter. The ECM uses the customer programmed LHV setting for startup and low load air fuel ratio control. 7 Insufficient cranking speed Engine must crank at 100 rpm or higher to ensure starting. Check battery state, starter cables etc.. 32. 4016-E61TRS Diagnostic Manual, May 2000. This document has been printed from SPI². Not for Resale.
(33) 3 Customer fault stop requested (E269) or engine ESTOP pressed (E264). Low gas pressure inhibit (E158) or low gas pressure shutdown request (E160). Probable root causes:. Probable root causes:. l Engine shutdown requested by operator l Faulty shutdown electrical circuit l Emergency stop switch exposed to excessive. l Gas pressure below limit l Faulty electrical circuit. vibration Perform the following tests: 1 Engine shutdown requested by operator Question the operator to determine if the stop request was intentional or may have accidentally occurred. 2 Faulty shutdown electrical circuit The emergency stop switch circuit must remain closed in order to allow the engine to run. Check wiring between the emergency stop switch(es) and the ECM connector for damage or corrosion. Refer to P-500: Inspecting Electrical Connectors. Check emergency stop circuit resistance between P1 terminal-22 and 31 while emergency stop switches are closed. If greater than 5 Ohms, locate and repair source of excessive resistance.. 4016-E61TRS Diagnostic Manual, May 2000. Perform the following tests: 1 Gas pressure below limit Establish cause of low gas pressure into system. 2 Faulty electrical circuit The switch circuit must remain closed in order to allow the engine to run. Check wiring between the gas pressure switch and the ECM connector for damage or corrosion. Refer to P-500: Inspecting Electrical Connectors. Check pressure switch shutdown/start inhibit circuit resistance between P1 terminal-21 and 31. If greater than 5 Ohms, locate and repair source of excessive resistance. Check for excessive vibration at an emergency stop switch that could cause false shutdowns.. 33. This document has been printed from SPI². Not for Resale.
(34) 3 Gas energy content setting low (E229) or gas energy content setting high (E230) or fuel quality out of range (E231) Probable root causes:. l Gas BTU content or specific gravity significantly different than programmed value. l Inaccurate oxygen sensor l Gas condensation Perform the following tests: 1 Gas BTU content or specific gravity significantly different than programmed value Have gas analyzed to determine actual BTU content. If gas quality is not constant, analyze samples taken over a period of time and program to the average value. 2 Inaccurate oxygen sensor Perform an oxygen sensor calibration. Ensure relative humidity and ambient temperature is within acceptable limits Refer to P-601: Oxygen Sensor Calibration. If the calibration is not successful after several attempts, replace the oxygen sensor element. 3 Gas condensation Verify correct operation of gas vaporizers (if equipped).. 34. 4016-E61TRS Diagnostic Manual, May 2000. This document has been printed from SPI². Not for Resale.
Outline
Harness routing and sealing plug insertion
ECM Connector terminal locations
PWM Sensors schematic
Check For Active Detonation Sensor Diagnostic codes
ECM Start/stop output circuit schematic
P-517: ECM Status indicator output circuit test
P-521: +5V Sensor voltage supply circuit test
8V Sensor voltage supply schematic
Re-Calibration Connections
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