Fault Code Reference Manual...Westport HD 15L Fault Code Reference Guide ii Contact Information If...

Fault Code Reference Manual

Westport HD 15L EPA07, EPA10, EPA13, ADR80/02, ADR80/03

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Westport 15L EPA07, EPA10, EPA 13, ADR80/02, ADR80/03 Fault Code Reference Manual

Scope of Coverage The purpose of this manual is to provide a reference for all qualified Westport 15L Technicians and Field Service Personnel. This manual lists CM850 fault codes to assist in diagnosing faults on the Westport 15L system with the aid of the Westport electronic service tool (WEST).

This manual contains material directly related to or influenced by the Westport 15L system. The faults and system errors identified in this manual are not exhaustive. It does not cover base engine or original equipment manufacturer (OEM) codes. For all diagnostic and troubleshooting procedures pertaining to the base Cummins ISX engine and truck platform, refer to Cummins and OEM supplied repair manuals respectively.

Information published in this manual is intended for reference only. This document is written and published by Westport Power Inc. for Westport Fuel Systems Inc. Every precaution has been taken to ensure its accuracy. Westport Power Inc. and Westport Fuel Systems Inc. encourage the user of this manual to report errors, omissions and recommendations for improvement using the contact information listed in this manual. Westport Power Inc. and Westport Fuel Systems Inc. assume no responsibility for errors in this manual, omissions or their consequences. The information is subject to change without notice. If you have any questions about the information in this manual or if you need further service assistance, please contact Westport Service using the contact information listed in the following section.

Patent Notice The LNG Fuel System and components thereof are covered by one or more of the following U.S. Patents: 6,298,833; 6,336,598; 6,439,192; 6,761,325; 7,124,959; 7,162,995; 7,293,418; 7,302,918; 7,302,939; 7,308,889; 7,344,045; 7,373,931; 7,463,967; 7,546,744; 7,607,898; 7,627,416; 7,637,113; 7,775,391; 7,913,496, 8,028,676; 8,095,294; and 8,104,296. Other U.S. and foreign patents pending.

© 2008-2012, Westport Power Inc.

All rights reserved. No part of this document may be reproduced, stored in a retrieval system, or transmitted in any form, by any means, without the prior written permission of Westport Power Inc.

Westport HD 15L Fault Code Reference Guide

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Contact Information

If you have found any inaccuracies, have suggestions for improvement or have questions regarding the content of this manual please contact Westport HD Service at:

Service Engineering Head Office: Web: http://service.westport-hd.com

Field Service North America: Address: 2675 Temple Avenue Signal Hill, CA 90755 USA Phone: 1-888-WPT-HPDI 1-888-978-4734 E-mail: [email protected]

Australia: Address: Unit 20 21 Barry St. Bayswater,

Victoria, 3153 Australia Phone: +61-3-9729-5009 E-mail: [email protected]

http://service.westport-hd.com/

mailto:[email protected]

mailto:[email protected]


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Acronyms, Abbreviations, and Definitions

The following list contains the acronyms, abbreviations, and definitions used in this manual.

ADR Australian Design Rules ATSOV automatic tank shutoff valve bar bar, unit of pressure measurement CAN controller area network CEN Cummins

® engine network

CNG compressed natural gas CPP Cummins

® proprietary protocol

DLSR dome-loaded self-relieving regulator DRP diesel rail pressure DTSV digital tank select valve ECM electronic control module ECU electronic control unit EFS engine fuel system EGR exhaust gas recirculation EPS engine position sensor ESS engine speed sensor FCM fuel conditioning module FLT fuel level transducer GDT gas discharge temperature GRP gas rail pressure GSOV gas shut off valve GSP gas system pressure HPDI high-pressure direct injection HPGS high-pressure gas system HSP hydraulic system pressure IMV inlet metering valve kPa kilopascal, unit of pressure measurement LED light emitting diode LEL lower explosive limit LHS left-hand side LNG liquid natural gas LSSC level sensor signal conditioner MPa megapascal, unit of pressure measurement OEM original equipment manufacturer Pa pascal, unit of pressure measurement psi pounds per square inch, unit of pressure measurement PPE personal protective equipment PRV pressure relief valve RHS right-hand side ROD run on diesel RPM revolutions per minute (engine speed) TSV tank selection valve TSOV tank shutoff valve VDC volts direct current, unit of voltage measurement VGT variable geometry turbocharger WPP Westport protocol WPT Westport


iv

Terminology Used

This section provides a detailed description and explanation of terminology used throughout this manual.

The Controller detects it is supplying excessive current This phrase is commonly used to describe how the controller detects there is a problem with the circuit. The inner workings of the controller are proprietary so this phrase is used to provide a starting point for technicians sourcing a problem.

The Controller detects high voltage at the pin when it should be low This phrase is commonly used to describe how the controller detects there is a problem with the circuit. The pin reference is the connection point to the controller; however, the high voltage is measured internally by the controller. The inner workings of the controller are proprietary so this phrase is used to provide a starting point for technicians sourcing a problem. Often this phrase is used to describe a scenario where the controller is detecting either a short to high source or an open circuit. In this scenario, the controller is unable to differentiate between the two possible causes. As a result, this phrase does not always mean that high voltage can be measured on the circuit with a multimeter. A recommended first step is to disconnect the circuit in question from the controller and use a multimeter to measure the resistance of the harness side of the circuit in question.

Electronic driver is disabled The EFS and HPGS Controllers are equipped with electronic drivers to provide power to various components. When the controller detects a condition that is potentially damaging to the controller the electronic driver will be disabled to prevent damage to the controller.

Flat line The term flat line is used to describe the scenario where the output of a sensor does not change relative to the input. A flat line indicates a faulty sensor.

LNG pump performance is no longer optimized The Westport 15L System control system uses the hydraulic system pressure trace to accurately determine when LNG pump strokes have been completed. This accurate pump stroke determination allows the control system to respond quickly and command the LNG pump to stroke sooner if need be to maintain GSP. When the hydraulic system pressure trace is unreliable or otherwise unusable, the control system is unable to fine-tune the commanded strokes. Hence LNG pump performance is no longer optimized.

Lower explosive limit Natural gas must be mixed with air in specific quantities in order to combust. The minimum threshold required for natural gas combustion is referred to as the lower explosive limit. When natural gas is present in quantities less than the LEL the air gas mixture is considered too lean to burn. For safety, the Westport Gas Detection System is designed to detect and alert the operator to the presence of natural gas before the LEL is achieved.


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Controller Identification Associated Controller

3 EFS

4 HPGS

Severity code Fault severity

0 Truck Disabling, engine will not run when a level 0 fault code is active

1 Noticeable drivability issues

2 Operator may not notice driveability issues. However, indicates issue which needs to be resolved

Controller identification

3000

Fault severity


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Troubleshooting Fault Codes

Terminology Used ................................................................................................................................................... iv Troubleshooting Fault Codes .......................................................................................................................... 6 FAULT 3000 CEN CAN Datalink Excessive Errors ...................................................................................... 11 FAULT 3001 WPP CAN-A Datalink Excessive Errors.................................................................................. 12 FAULT 3002 Base Engine Controller No Reply ........................................................................................... 13 FAULT 3003 HPGS Controller No Reply ....................................................................................................... 14 FAULT 3004 Base Engine Controller Has an Incompatible Calibration .................................................... 15 FAULT 3005 HPGS Controller has Incompatible Software ........................................................................ 16 FAULT 3006 EFS Controller Internal Temperature High............................................................................. 17 FAULT 3007 EFS Controller Boost Voltage Low ......................................................................................... 18 FAULT 3008 EFS Controller Supply Voltage Low ....................................................................................... 19 FAULT 3009 EFS Controller Supply Voltage High ...................................................................................... 20 FAULT 3010 EFS Controller Has Incorrect Application Software Loaded ................................................ 21 FAULT 3011 ROD Timer Exceeded ............................................................................................................... 22 FAULT 3012 Cumulative ROD Timer Exceeded ........................................................................................... 24 FAULT 3100 Engine Speed Sensor Circuit No Pulse .................................................................................. 26 FAULT 3101 Engine Position Sensor Circuit No Pulse .............................................................................. 27 FAULT 3102 Engine Position Sensor Circuit Lost Synchronization ......................................................... 28 FAULT 3103 Diesel Dosing Pump Circuit Open or Shorted to High Source ............................................ 29 FAULT 3104 Inlet Metering Valve Circuit Open or Shorted to High Source ............................................. 31 FAULT 3105 Gas Fuel Shut Off Valve Circuit Open or Shorted to High Source ...................................... 32 FAULT 3106 Inlet Metering Valve HCPD Relay Coil Circuit Open or Shorted to High Source ............... 33 FAULT 3111 Inlet Metering Valve HCPD Signal Circuit Open or Shorted to High Source ...................... 34 FAULT 3112 LSSC or CANditioner Power Circuit Open or Shorted to High Source ............................... 35 FAULT 3113 Diesel Drain Valve Circuit Open or Shorted to High Source ................................................ 36 FAULT 3115 Diesel Transfer Pump Circuit Open or Shorted to High Source .......................................... 37 FAULT 3117 Diesel Transfer Pump Circuit Shorted to Low Source .......................................................... 38 FAULT 3119 Diesel Dosing Pump Circuit Shorted to Low Source ............................................................ 39 FAULT 3120 Inlet Metering Valve Circuit Shorted to Low Source ............................................................. 40 FAULT 3121 Gas Fuel Shut Off Valve Circuit Shorted to Low Source ...................................................... 41 FAULT 3122 Inlet Metering Valve HCPD Relay Coil Circuit Shorted to Low Source ............................... 42 FAULT 3127 Inlet Metering Valve HCPD Signal Circuit Shorted to Low Source ...................................... 43 FAULT 3128 LSSC or CANditioner Power Circuit Shorted to Low Source............................................... 44 FAULT 3129 Diesel Drain Valve Circuit Shorted to Low Source ............................................................... 46 FAULT 3131 EFS Controller WPT Software Checksum Error .................................................................... 47 FAULT 3132 EFS Controller WPT Watchdog Reset .................................................................................... 48 FAULT 3133 DRP Sensor Power Supply Circuit Above Normal or Shorted to High Source .................. 49 FAULT 3134 DRP Sensor Power Supply Circuit Below Normal or Shorted to Low Source ................... 50 FAULT 3135 GRP Sensor Power Supply Circuit Above Normal or Shorted to High Source .................. 51 FAULT 3136 GRP Sensor Power Supply Circuit Below Normal or Shorted to Low Source ................... 52 FAULT 3139 Cyl #1 Diesel Injection Circuit Open or Diesel Cyl #1, Cyl #2 or Cyl #3 Short.................... 53 FAULT 3140 Cyl #2 Diesel Injection Circuit Open or Diesel Cyl #1, Cyl #2 or Cyl #3 Short.................... 54 FAULT 3141 Cyl #3 Diesel Injection Circuit Open or Diesel Cyl #1, Cyl #2 or Cyl #3 Short.................... 55 FAULT 3142 Cyl #1 Gas Injection Circuit Open or Gas Cyl #1, Cyl #2 or Cyl #3 Short ........................... 56 FAULT 3143 Cyl #2 Gas Injection Circuit Open or Gas Cyl #1, Cyl #2 or Cyl #3 Short ........................... 57 FAULT 3144 Cyl #3 Gas Injection Circuit Open or Gas Cyl #1, Cyl #2 or Cyl #3 Short ........................... 58 FAULT 3145 Cyl #1 Diesel Injection Circuit Overcurrent ........................................................................... 59 FAULT 3146 Cyl #2 Diesel Injection Circuit Overcurrent ........................................................................... 60 FAULT 3147 Cyl #3 Diesel Injection Circuit Overcurrent ........................................................................... 61 FAULT 3148 Cyl #1 Gas Injection Circuit Overcurrent ............................................................................... 62 FAULT 3149 Cyl #2 Gas Injection Circuit Overcurrent ............................................................................... 63 FAULT 3150 Cyl #3 Gas Injection Circuit Overcurrent ............................................................................... 64 FAULT 3151 DRP Sensor Signal Circuit Shorted to Low Source .............................................................. 65 FAULT 3152 GRP Sensor Signal Circuit Open or Shorted to Low Source ............................................... 66 FAULT 3155 DRP Sensor Signal Circuit Open or Shorted to High Source .............................................. 67


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FAULT 3156 GRP Sensor Signal Circuit Shorted to High Source ............................................................. 68 FAULT 3159 Engine Speed Sensor Circuit Lost Synchronization ............................................................ 69 FAULT 3160 Driver Display Power Circuit Open ......................................................................................... 70 FAULT 3161 Driver Display Power Circuit Return Line Shorted to High Source ..................................... 71 FAULT 3162 Engine Position Sensor Circuit Cycle Unknown ................................................................... 72 FAULT 3200 EFS Controller Code Running too Slow ................................................................................. 74 FAULT 3201 EFS Controller Calibration Download to Wrong Address .................................................... 75 FAULT 3202 GRP Excessively High.............................................................................................................. 76 FAULT 3203 DRP Excessively High .............................................................................................................. 77 FAULT 3204 DRP Below Command During Fueling ................................................................................... 79 FAULT 3205 DRP Above Command During Fueling ................................................................................... 80 FAULT 3206 Diesel Rail Pressure Bias is High ........................................................................................... 81 FAULT 3207 Inlet Metering Valve Circuit Resistance is High .................................................................... 82 FAULT 3208 GRP Sensor Signal Out of Range High .................................................................................. 83 FAULT 3209 GRP Sensor Signal Out of Range Low ................................................................................... 84 FAULT 3210 DRP Sensor Signal Out of Range High .................................................................................. 85 FAULT 3211 DRP Sensor Signal Out of Range Low ................................................................................... 86 FAULT 3212 DRP Below Command While Not Fueling .............................................................................. 87 FAULT 3213 DRP Above Command While Not Fueling .............................................................................. 88 FAULT 3214 Diesel Rail Pressure Bias is Low ............................................................................................ 89 FAULT 3215 Inlet Metering Valve Circuit Resistance is Low ..................................................................... 90 FAULT 3216 Diesel Fuel System Not Building DRP Through Cranking ................................................... 91 FAULT 3217 Injector On-time Limited by Duty Cycle Limiter .................................................................... 92 FAULT 3218 Injector Pulse Min Separation Violation ................................................................................. 93 FAULT 3219 Injector Pulse Trimmed to Allowable Window ....................................................................... 94 FAULT 3220 Injection Pulse Modified to Avoid Boost Overlap ................................................................. 95 FAULT 3221 Injection Event Cut Due to Injector Circuit Fault ................................................................... 96 FAULT 4001 WPP CAN-A Datalink Excessive Errors.................................................................................. 97 FAULT 4003 EFS Controller No Reply .......................................................................................................... 98 FAULT 4005 EFS Controller Has Incompatible Software ........................................................................... 99 FAULT 4006 HPGS Controller Internal Temperature High ....................................................................... 100 FAULT 4007 HPGS Controller Boost Voltage Low .................................................................................... 101 FAULT 4008 HPGS Controller Supply Voltage Low .................................................................................. 102 FAULT 4009 HPGS Controller Supply Voltage High ................................................................................. 103 FAULT 4010 HPGS Controller Has Incorrect Application Software Loaded .......................................... 104 FAULT 4100 Engine Speed Sensor Circuit No Pulse ................................................................................ 105 FAULT 4101 Engine Position Sensor Circuit No Pulse ............................................................................ 106 FAULT 4102 Engine Position Sensor Circuit Lost Synchronization ....................................................... 107 FAULT 4103 LNG Tank #2 Extend Solenoid Circuit Open or Shorted to High Source .......................... 108 FAULT 4104 LNG Tank #2 Retract Solenoid Circuit Open or Shorted to High Source ......................... 109 FAULT 4105 Hydraulic Bypass Valve Circuit Open or Shorted to High Source .................................... 110 FAULT 4106 Tank #1 Tank Selection Valve Circuit Open or Shorted to High Source ........................... 111 FAULT 4107 Tank #2 Tank Selection Valve Circuit Open or Shorted to High Source ........................... 112 FAULT 4108 Tank #3 Tank Selection Valve Circuit Open or Shorted to High Source ........................... 114 FAULT 4109 LNG Tank #3 Extend Solenoid Circuit Open or Shorted to High Source .......................... 115 FAULT 4110 LNG Tank #3 Retract Solenoid Circuit Open or Shorted to High Source ......................... 116 FAULT 4111 LNG Tank #4 Extend Solenoid Circuit Open or Shorted to High Source .......................... 117 FAULT 4112 LNG Tank #4 Retract Solenoid Circuit Open or Shorted to High Source ......................... 118 FAULT 4113 LNG Tank #1 Extend or Retract Solenoid Circuits Shorted to Low Source ..................... 119 FAULT 4115 Tank #4 Tank Selection Valve Circuit Open or Shorted to High Source ........................... 120 FAULT 4117 Tank #1 Tank Selection Valve Circuit Shorted to Low Source .......................................... 121 FAULT 4119 LNG Tank #2 Extend Solenoid Circuit Shorted to Low Source ......................................... 122 FAULT 4120 LNG Tank #2 Retract Solenoid Circuit Shorted to Low Source ......................................... 123 FAULT 4121 Hydraulic Bypass Valve Circuit Shorted to Low Source .................................................... 124 FAULT 4122 Tank #2 Tank Selection Valve Circuit Shorted to Low Source .......................................... 125 FAULT 4123 Tank #3 Tank Selection Valve Circuit Shorted to Low Source .......................................... 126


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FAULT 4124 Tank #4 Tank Selection Valve Circuit Shorted to Low Source .......................................... 127 FAULT 4125 LNG Tank #3 Extend Solenoid Circuit Shorted to Low Source ......................................... 128 FAULT 4126 LNG Tank #3 Retract Solenoid Circuit Shorted to Low Source ......................................... 129 FAULT 4127 LNG Tank #4 Extend Solenoid Circuit Shorted to Low Source ......................................... 130 FAULT 4128 LNG Tank #4 Retract Solenoid Circuit Shorted to Low Source ......................................... 131 FAULT 4129 LNG Tank #1 Extend Solenoid Circuit Open or Shorted to High Source .......................... 132 FAULT 4130 LNG Tank #1 Retract Solenoid Circuit Open or Shorted to High Source ......................... 134 FAULT 4131 HPGS Controller WPT Software Checksum Error ............................................................... 136 FAULT 4132 HPGS Controller WPT Watchdog Reset ............................................................................... 137 FAULT 4133 HSP Sensor Power Supply Circuit Above Normal or Shorted to High Source ................ 138 FAULT 4134 HSP Sensor Power Supply Circuit Below Normal or Shorted to Low Source ................. 139 FAULT 4135 GSP Sensor Power Supply Circuit Above Normal or Shorted to High Source ................ 140 FAULT 4136 GSP Sensor Power Supply Circuit Below Normal or Shorted to Low Source ................. 141 FAULT 4139 Cyl #4 Diesel Injection Circuit Open or Diesel Cyl #4, Cyl #5 or Cyl #6 Short.................. 142 FAULT 4140 Cyl #5 Diesel Injection Circuit Open or Diesel Cyl #4, Cyl #5 or Cyl #6 Short.................. 143 FAULT 4141 Cyl #6 Diesel Injection Circuit Open or Diesel Cyl #4, Cyl #5 or Cyl #6 Short.................. 144 FAULT 4142 Cyl #4 Gas Injection Circuit Open or Gas Cyl #4, Cyl #5 or Cyl #6 Short ......................... 145 FAULT 4143 Cyl #5 Gas Injection Circuit Open or Gas Cyl #4, #5 or #6 Short ...................................... 146 FAULT 4144 Cyl #6 Gas Injection Circuit Open or Gas Cyl #4, Cyl #5 or Cyl #6 Short ......................... 147 FAULT 4145 Cyl #4 Diesel Injection Circuit Overcurrent ......................................................................... 148 FAULT 4146 Cyl #5 Diesel Injection Circuit Overcurrent ......................................................................... 149 FAULT 4147 Cyl #6 Diesel Injection Circuit Overcurrent ......................................................................... 150 FAULT 4148 Cyl #4 Gas Injection Circuit Overcurrent ............................................................................. 151 FAULT 4149 Cyl #5 Gas Injection Circuit Overcurrent ............................................................................. 152 FAULT 4150 Cyl #6 Gas Injection Circuit Overcurrent ............................................................................. 153 FAULT 4151 LNG Tank #3 GDT Sensor Signal Circuit Shorted to Low Source ..................................... 154 FAULT 4152 LNG Tank #4 GDT Sensor Signal Circuit Shorted to Low Source ..................................... 155 FAULT 4153 LNG Tank #2 GDT Sensor Signal Circuit Shorted to Low Source ..................................... 156 FAULT 4154 LNG Tank #1 GDT Sensor Signal Circuit Shorted to Low Source ..................................... 157 FAULT 4155 HSP Sensor Signal Circuit Shorted to Low Source ............................................................ 158 FAULT 4156 GSP Sensor Signal Circuit Open or Shorted to Low Source ............................................. 159 FAULT 4157 LNG Tank#1 LSSC or CANditioner Level Signal Circuit Open or Shorted to Low Source160 FAULT 4158 LNG Tank #3 GDT Sensor Signal Circuit Open or Shorted to High Source ..................... 161 FAULT 4159 LNG Tank #4 GDT Sensor Signal Circuit Open or Shorted to High Source ..................... 163 FAULT 4160 LNG Tank #2 GDT Sensor Signal Circuit Open or Shorted to High Source ..................... 164 FAULT 4161 LNG Tank #1 GDT Sensor Signal Circuit Open or Shorted to High Source ..................... 165 FAULT 4162 HSP Sensor Signal Circuit Open or Shorted to High Source............................................. 167 FAULT 4163 GSP Sensor Signal Circuit Shorted to High Source ........................................................... 168 FAULT 4164 LNG Tank #1 LSSC or CANditioner Level Signal Circuit Shorted to High Source .......... 169 FAULT 4165 LNG Tank #1 is Empty ............................................................................................................ 170 FAULT 4166 LNG Tank #2 is Empty ............................................................................................................ 172 FAULT 4167 LNG Tank #3 is Empty ............................................................................................................ 174 FAULT 4168 LNG Tank #4 is Empty ............................................................................................................ 176 FAULT 4169 LNG Tank #1 LNG Pump Vaporizer Not Performing to Specification ............................... 178 FAULT 4170 LNG Tank #2 LNG Pump Vaporizer Not Performing to Specification ............................... 180 FAULT 4171 LNG Tank #3 LNG Pump Vaporizer Not Performing to Specification ............................... 182 FAULT 4172 LNG Tank #4 LNG Pump Vaporizer Not Performing to Specification ............................... 184 FAULT 4173 High Pressure Gas System Leak Detected .......................................................................... 186 FAULT 4174 GSP Sensor Failed In Range ................................................................................................. 187 FAULT 4175 Engine Speed Signal Circuit Lost Synchronization ............................................................ 188 FAULT 4176 LNG Tank #1 LNG Pump Directional Control Solenoids Might Be Reversed................... 189 FAULT 4177 LNG Tank #2 LNG Pump Directional Control Solenoids Might Be Reversed................... 190 FAULT 4178 LNG Tank #3 LNG Pump Directional Control Solenoids Might Be Reversed................... 191 FAULT 4179 LNG Tank #4 LNG Pump Directional Control Solenoids Might Be Reversed................... 192 FAULT 4180 Tank #1 Tank Selection Valve is Deadheading the Hydraulic System .............................. 193 FAULT 4181 Tank #2 Tank Selection Valve is Deadheading the Hydraulic System .............................. 194


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FAULT 4182 Tank #3 Tank Selection Valve is Deadheading the Hydraulic System .............................. 195 FAULT 4183 Tank #4 Tank Selection Valve is Deadheading the Hydraulic System .............................. 196 FAULT 4184 LNG Tank #2 LSSC or CANditioner Level Signal Circuit Open or Shorted to Low Source197 FAULT 4185 LNG Tank #2 LSSC or CANditioner Level Signal Circuit Shorted to High Source .......... 198 FAULT 4186 LNG Tank #3 LSSC or CANditioner Level Signal Circuit Open or Shorted to Low Source199 FAULT 4187 LNG Tank #3 LSSC or CANditioner Level Signal Circuit Shorted to High Source .......... 200 FAULT 4188 LNG Tank #4 LSSC or CANditioner Level Signal Circuit Open or Shorted to Low Source201 FAULT 4189 LNG Tank #4 LSSC or CANditioner Level Signal Circuit Shorted to High Source .......... 202 FAULT 4190 LNG Tank #1 LNG Pump is Doing Very Little Work and May Be Dry ................................ 203 FAULT 4191 LNG Tank #2 LNG Pump is Doing Very Little Work and May Be Dry ................................ 205 FAULT 4192 LNG Tank #3 LNG Pump is Doing Very Little Work and May Be Dry ................................ 207 FAULT 4193 LNG Tank #4 LNG Pump is Doing Very Little Work and May Be Dry ................................ 209 FAULT 4194 Engine Position Sensor Circuit Cycle Unknown ................................................................. 211 FAULT 4200 HPGS Controller Code Running Too Slow........................................................................... 213 FAULT 4201 HPGS Controller Calibration download to wrong address ................................................ 214 FAULT 4202 LNG Tank #1 GDT Sensor Signal Out of Range Low .......................................................... 215 FAULT 4203 LNG Tank #2 GDT Sensor Signal Out of Range Low .......................................................... 217 FAULT 4204 LNG Tank #3 GDT Sensor Signal Out of Range Low .......................................................... 218 FAULT 4205 LNG Tank #4 GDT Sensor Signal Out of Range Low .......................................................... 220 FAULT 4206 HSP Sensor Signal Out of Range Low ................................................................................. 221 FAULT 4207 LNG Tank #1 CANditioner Level Signal Out of Range Low ................................................ 222 FAULT 4208 LNG Tank #2 CANditioner Level Signal Out of Range Low ................................................ 223 FAULT 4209 LNG Tank #3 CANditioner Level Signal Out of Range Low ................................................ 224 FAULT 4210 LNG Tank #4 CANditioner Level Signal Out of Range Low ................................................ 225 FAULT 4211 LNG Tank #1 GDT Sensor Signal Out of Range High ......................................................... 226 FAULT 4212 LNG Tank #2 GDT Sensor Signal Out of Range High ......................................................... 227 FAULT 4213 LNG Tank #3 GDT Sensor Signal Out of Range High ......................................................... 228 FAULT 4214 LNG Tank #4 GDT Sensor Signal Out of Range High ......................................................... 230 FAULT 4215 HSP Sensor Signal Out of Range High ................................................................................. 231 FAULT 4216 LNG Tank #1 CANditioner Level Signal Out of Range High ............................................... 232 FAULT 4217 LNG Tank #2 CANditioner Level Signal Out of Range High ............................................... 233 FAULT 4218 LNG Tank #3 CANditioner Level Signal Out of Range High ............................................... 234 FAULT 4219 LNG Tank #4 CANditioner Level Signal Out of Range High ............................................... 235 FAULT 4220 LNG Tank #1 LNG Pump Volumetric Efficiency is Low ...................................................... 236 FAULT 4221 LNG Tank #2 LNG Pump Volumetric Efficiency is Low ...................................................... 237 FAULT 4222 LNG Tank #3 LNG Pump Volumetric Efficiency is Low ...................................................... 238 FAULT 4223 LNG Tank #4 LNG Pump Volumetric Efficiency is Low ...................................................... 239 FAULT 4224 LNG Tank #1 Shut-off Valve is Closed ................................................................................. 240 FAULT 4225 LNG Tank #2 Shut-off Valve is Closed ................................................................................. 241 FAULT 4226 LNG Tank #3 Shut-off Valve is Closed ................................................................................. 242 FAULT 4227 LNG Tank #4 Shut-off Valve is Closed ................................................................................. 243 FAULT 4228 Gas System Pressure is Low While Driving ........................................................................ 244 FAULT 4229 Running On Diesel while Driving .......................................................................................... 246 FAULT 4230 GSP Sensor Signal Out of Range Low ................................................................................. 248 FAULT 4231 GSP Sensor Signal Out of Range High ................................................................................ 249 FAULT 4232 HSP Sensor Failed In Range ................................................................................................. 250 FAULT 4233 Hydraulic Bypass Valve Has Failed Closed ......................................................................... 251 FAULT 4234 LNG Tank #1 Hydraulic System Not Performing Normally ................................................. 252 FAULT 4235 LNG Tank #2 Hydraulic System Not Performing Normally ................................................. 254 FAULT 4236 LNG Tank #3 Hydraulic System Not Performing Normally ................................................. 256 FAULT 4237 LNG Tank #4 Hydraulic System Not Performing Normally ................................................. 258 FAULT 4238 Fuel Consumption May Be Higher Than Requested ........................................................... 260 FAULT 4239 Hydraulic Pump Weak, or Hyd System Leakage Problem While Using Tank #1 ............. 261 FAULT 4240 Hydraulic Pump Weak, or Hyd System Leakage Problem While Using Tank #2 ............. 263 FAULT 4241 Hydraulic Pump Weak, or Hyd System Leakage Problem While Using Tank #3 ............. 265 FAULT 4242 Hydraulic Pump Weak, or Hyd System Leakage Problem While Using Tank #4 ............. 267


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FAULT 4243 LNG Tank #1 CANditioner is Not Present, or ID Select Jumper Position Incorrect ........ 269 FAULT 4244 LNG Tank #2 CANditioner is Not Present, or ID Select Jumper Position Incorrect ........ 271 FAULT 4245 LNG Tank #3 CANditioner is Not Present, or ID Select Jumper Position Incorrect ........ 273 FAULT 4246 LNG Tank #4 CANditioner is Not Present, or ID Select Jumper Position Incorrect ........ 275 FAULT 4247 HPGS Controller EEPROM Checksum Error ....................................................................... 277 FAULT 4248 WPP CAN-B Datalink Excessive Errors................................................................................ 278 FAULT 4249 LNG Tank #1 CANditioner Hardware Error .......................................................................... 280 FAULT 4250 LNG Tank #2 CANditioner Hardware Error .......................................................................... 281 FAULT 4251 LNG Tank #3 CANditioner Hardware Error .......................................................................... 282 FAULT 4252 LNG Tank #4 CANditioner Hardware Error .......................................................................... 283 FAULT 4253 LNG Tank #1 CANditioner Calibration Incorrect or Absent ............................................... 284 FAULT 4254 LNG Tank #2 CANditioner Calibration Incorrect or Absent ............................................... 285 FAULT 4255 LNG Tank #3 CANditioner Calibration Incorrect or Absent ............................................... 286 FAULT 4256 LNG Tank #4 CANditioner Calibration Incorrect or Absent ............................................... 287 FAULT 4257 LNG Tank #1 CANditioner Out of Calibration ...................................................................... 288 FAULT 4258 LNG Tank #2 CANditioner Out of Calibration ...................................................................... 289 FAULT 4259 LNG Tank #3 CANditioner Out of Calibration ...................................................................... 290 FAULT 4260 LNG Tank #4 CANditioner Out of Calibration ...................................................................... 291 FAULT 4261 LNG Tank #1 CANditioner Faulty Level Sensor .................................................................. 292 FAULT 4262 LNG Tank #2 CANditioner Faulty Level Sensor .................................................................. 293 FAULT 4263 LNG Tank #3 CANditioner Faulty Level Sensor .................................................................. 294 FAULT 4264 LNG Tank #4 CANditioner Faulty Level Sensor .................................................................. 295 FAULT 4265 More Than One Tank Has CANditioner ID Select Jumper in Position for Tank #1 .......... 296 FAULT 4266 More Than One Tank Has CANditioner ID Select Jumper in Position for Tank #2 .......... 297 FAULT 4267 More Than One Tank Has CANditioner ID Select Jumper in Position for Tank #3 .......... 298 FAULT 4268 More Than One Tank Has CANditioner ID Select Jumper in Position for Tank #4 .......... 299 FAULT 4269 LNG Tank #1 CANditioner ID and Digital Tank Present Signal Mismatch ........................ 300 FAULT 4270 LNG Tank #2 CANditioner ID and Digital Tank Present Signal Mismatch ........................ 302 FAULT 4271 LNG Tank #3 CANditioner ID and Digital Tank Present Signal Mismatch ........................ 304 FAULT 4272 LNG Tank #4 CANditioner ID and Digital Tank Present Signal Mismatch ........................ 306 Revision History ........................................................................................................................................... 308


11

FAULT 3000 CEN CAN Datalink Excessive Errors

Reason: The EFS Controller detects too many communication errors on the Cummins Engine Network (CEN) base engine private CAN-B datalink.

Effect: Engine will not run while this fault code is active. If the engine is running when this fault code becomes active, the engine will shut down without warning (stalls).

Possible Symptoms:

Engine will not start

Engine shuts down without warning (stalls)

Engine speed surge or engine speed unstable

Engine acceleration or response is poor

Circuit Description: The EFS Controller taps into the CEN CAN-B datalink via the Chassis Harness and Engine Harness. The EFS Controller uses parameters broadcast on the CEN CAN-B datalink to control the Westport fuel supply.

Component Location: The CEN CAN-B datalink spans three wiring harnesses. It originates in the base engine harness and extends through the Engine and Chassis Harnesses.

Conditions for Running the Diagnostics: This diagnostic will run continuously while the keyswitch is in the ON position.

Conditions for Setting the Fault Codes: The EFS Controller detects excessive communication errors on the CEN CAN-B datalink (+/- cumulative counter).

Action Taken When the Fault Code is Active:

The EFS Controller displays “Check ECU Next Stop” on the Westport Driver Display

All fuel supply to the engine (gas and diesel) is immediately stopped

Conditions for Clearing the Fault Code: Diagnostic has the ability to reset if the deficiency corrects itself.

When the diagnostic runs and passes, “Check ECU Next Stop” will be removed from the Westport Driver Display and the fault code will move into the inactive column.

Shop Talk: The EFS Controller pulls data from the CEN CAN-B datalink. Check the base engine controller for related base engine fault codes.

Possible Causes (Base Engine):

Faulty base engine harness

Faulty base engine EGR valve

Faulty base engine VGT

Possible Causes (Westport 15L system):

Faulty connection

Faulty Westport harness (electrical noise, severed connection)

Incorrect terminating resistance in CEN CAN-B datalink circuit

Return to Troubleshooting Fault Codes Table of Contents


12

FAULT 3001 WPP CAN-A Datalink Excessive Errors

Reason: The EFS Controller detects too many communication errors on the Westport Proprietary Protocol (WPP) CAN-A Network.


Possible Symptoms:





Circuit Description: The WPP CAN-A Datalink is the primary communication link for the Westport 15L system. The WPP CAN-A Datalink connects the EFS, HPGS Controllers and the Westport Driver Display via the Chassis Harness, Engine Harness and Cab Harness.

The WPP CAN-A Datalink is also connected to the diagnostic port in the vehicle cab.

Component Location: The WPP CAN-A Datalink spans three wiring harnesses. It originates with the EFS and HPGS Controllers and extends through the Chassis, Engine, and Cab Harnesses.

EFS and HPGS Controllers are mounted on the Chassis or below the Cab.


Conditions for Setting the Fault Codes: The EFS Controller detects excessive communication errors on the WPP CAN-A Datalink (+/- counter).






Shop Talk: Possible causes of this fault code include:

Faulty connection

Faulty harness (electrical noise, severed connection) o Incorrect terminating resistance in WPP CAN-A Datalink

Faulty Westport Driver Display



13

FAULT 3002 Base Engine Controller No Reply

Reason: The EFS Controller requested, but did not receive, data shared by the base engine controller.


Possible Symptoms:





Circuit Description: The EFS Controller taps into the CEN CAN-B datalink via the Chassis and Engine Harnesses. The EFS Controller uses parameters broadcast on the CEN CAN-B datalink to control the Westport fuel supply.

Component Location: The CEN CAN-B datalink spans three wiring harnesses. It originates in the base engine harness and extends through the Westport Engine and Chassis Harnesses.


Conditions for Setting the Fault Codes: The EFS Controller has sent requests for data but has not received the expected data within a reasonable timeframe.






Shop Talk: The EFS Controller pulls data from the CEN CAN-B datalink. Check the base engine controller for related base engine fault codes.


Faulty connection

Faulty harness



14

FAULT 3003 HPGS Controller No Reply

Reason: No reply from the HPGS Controller. Communication between the EFS and HPGS Controllers has been compromised.


Possible Symptoms:





Circuit Description: The WPP CAN-A Datalink connects the EFS and HPGS Controllers and Driver Display via the Chassis, Engine, and Cab Harnesses.





Conditions for Setting the Fault Codes: The EFS Controller has sent requests for data from the HPGS Controller and has not received the expected data within a reasonable timeframe.






Shop Talk: Before troubleshooting this fault code, look for multiple fault codes. Fault code 4003 – EFS Controller No Reply, will likely be active as well.

Possible Causes

Faulty connection

Faulty power supply fuse for the HPGS Controller

Faulty harness



15

FAULT 3004 Base Engine Controller Has an Incompatible Calibration

Reason: CM871 Calibration is not compatible with software on the Westport CM850 Controllers.

Effect: The engine will not start while this fault code is active.

Possible Symptoms:


Circuit Description: There are three controllers on Westport 15L trucks; a base engine controller, an EFS Controller, and an HPGS Controller. Each controller has its own software/calibration, which must be compatible with the software/calibration on the other controllers for the engine to run.

The EFS Controller uses parameters broadcast on the CEN CAN-B datalink by the base engine controller to control the Westport fuel supply. The EFS Controller taps into the CEN CAN-B datalink via the Chassis and Engine Harnesses.

Component Location: The base engine controller (CM871) is mounted on the cold (intake) side of the engine. The EFS Controller is mounted on the chassis or under the cab.

Conditions for Running the Diagnostics: Diagnostic is run at key on only.

Conditions for Setting the Fault Codes: At key on, the EFS Controller checks the base engine controller software/calibration for compatibility. The fault code is activated if the software is not compatible.






Shop Talk: Contact Westport Service for compatible calibrations/software versions. To ensure compatibility, the entire software suite (CM871, HPGS Software and EFS Software) should be downloaded and re-flashed.



16

FAULT 3005 HPGS Controller has Incompatible Software

Reason: The EFS Controller detects that the software on the HPGS Controller is not compatible with the software on the EFS Controller. Re-connecting the HPGS controller harness while the keyswitch is on may also cause this fault code.


Possible Symptoms:



The EFS and HPGS Controllers are connected and designated EFS or HPGS by their connection to the Chassis Harness. The EFS and HPGS Controllers communicate with each other via the WPP CAN-A datalink contained in the Chassis Harness.

Component Location: Controllers are mounted on the chassis or under the cab.


Conditions for Setting the Fault Codes: The EFS Controller detects that the software on the HPGS Controller is HPGS software but the software version does not match the EFS software on the EFS Controller.






Shop Talk: Before troubleshooting this fault code, look for multiple fault codes. Fault Code 4005 – EFS Controller Has Incompatible Software, will also likely be active.

Possible Causes

EFS and HPGS software versions do not match

HPGS controller harness connected to the CANlink while the keyswitch is on

Contact Westport Service for compatible calibrations/software versions. To ensure compatibility, the entire software suite (ECM, HPGS Software and EFS Software) should be downloaded and re-flashed.



17

FAULT 3006 EFS Controller Internal Temperature High

Reason: EFS Controller internal temperature is high.


Possible Symptoms:



Circuit Description: Circuitry is internal to CM850. Controllers are not considered serviceable parts.



Conditions for Setting the Fault Codes: EFS Controller detects a temperature greater than 105°C at its internal temperature sensor for more than 2.5 seconds.






Shop Talk: CM850’s are not serviceable parts. The EFS and HPGS Controllers have internal temperature sensors. If these sensors detect that the controllers are getting excessively hot they will activate fault code 3006 (EFS) and 4006 (HPGS), which will shut down the engine. It is likely that if one controller pops this fault code the other is hot as well, as the controllers are physically mounted together and subject to the same temperature environment. Contact Westport Service if the reason the controller experienced a high temperature cannot be determined.

Possible Causes

EFS Controller exposed to high temperatures



18

FAULT 3007 EFS Controller Boost Voltage Low

Reason: The boost voltage supplied by the EFS Controller is too low to control the fuel injectors.


Possible Symptoms:



Engine runs rough or misfires

Circuit Description: The EFS Controller drives injectors 1, 2 and 3. The HPGS Controller drives injectors 4, 5 and 6. The injectors are connected to the controllers via the Injector Pigtail Harness, Under Valve Cover Injector Harness, and Chassis Harness.

Component Location: EFS Controller is mounted on the chassis or under the cab.

Conditions for Running the Diagnostics: Diagnostic runs continuously while the keyswitch is in the ON position and the engine is running with engine speed greater than 300 rpm.

Conditions for Setting the Fault Codes: Engine speed is greater than 300 rpm and boost voltage drops below 40 VDC for one second.






Shop Talk: The EFS Controller contains a 55 VDC “boost” circuit that is used to actuate the fuel injectors. The boost circuit uses the injector actuators to recharge the boost supply circuit. Excessive resistance in the injector actuator circuit may hamper the circuit’s ability to maintain the 55 VDC boost supply.

Possible Sources

Faulty injector coil(s)

Faulty harness (excessive resistance)



19

FAULT 3008 EFS Controller Supply Voltage Low

Reason: The supply voltage to the EFS Controller is below the minimum allowable system voltage level.


Possible Symptoms:




Circuit Description: The EFS Controller is connected to the truck batteries (directly or indirectly) via the Battery Harness

Component Location: The EFS Controller is located on the chassis or under the cab. Battery location varies depending on OEM truck configuration.

Conditions for Running the Diagnostics: Diagnostic runs continuously while the keyswitch is in the ON position and the engine is running at greater than 450 rpm.

Conditions for Setting the Fault Codes: EFS supply voltage is less than 10 VDC for 3* seconds while engine speed is greater than 450 rpm.




Conditions for Clearing the Fault Code: Diagnostic has the ability to reset if the deficiency corrects itself. Supply voltage will have to be greater than the minimum system voltage for 3* seconds before the diagnostic will pass.


Shop Talk: *Software version BG and earlier detects and resets at 30 seconds. All other versions are 3 seconds

Before troubleshooting this fault code, check for multiple fault codes and the base engine controller for related base engine fault codes. If there are base engine fault codes, troubleshoot them first using base engine documentation.

Possible Causes

Faulty base engine or truck component causes low voltage

Faulty Battery Harness



20

FAULT 3009 EFS Controller Supply Voltage High

Reason: The supply voltage to the EFS Controller is above the maximum allowable system voltage level.

Effect: Engine will not run while this fault code is active. If the engine is running when this fault code becomes active, the engine will shut down without warning (stalls). Electrical damage to the controller is possible if this fault code has been activated.

Possible Symptoms:



Circuit Description: The EFS Controller is connected to the truck batteries (directly or indirectly) via the Battery Harness

Component Location: The EFS Controller is located on the chassis or under the cab. Battery location varies depending on OEM truck configuration.

Conditions for Running the Diagnostics: Diagnostic runs continuously while the keyswitch is in the ON position.

Conditions for Setting the Fault Codes: EFS supply voltage is greater than 16 VDC for 3 seconds.






Shop Talk: Before troubleshooting this fault code, check for multiple fault codes and the base engine controller for related base engine fault codes. If there are related base engine fault codes, troubleshoot them first using base engine documentation.

Note: The Westport 15L system is based on a 12 VDC charging system.

Possible Causes

Faulty base engine or truck component causes high voltage

Truck batteries installed incorrectly

Batteries hooked up to charger set at incorrect voltage level ( 24 or 48 VDC)




21

FAULT 3010 EFS Controller Has Incorrect Application Software Loaded

Reason: The EFS controller detected that the incorrect HPGS software has been loaded. Controller identification does not match software type.

Effect: While active, this fault code will cancel all injection events and the engine will not start. While this fault code is active the controller will only operate very basic functions, such as key on and communication to WEST.

Possible Symptoms:


Westport driver display will not turn on

Circuit Description: Both EFS and HPGS controller software is installed on the same model controller. Depending on designation, controllers are identified via the HPGS “controller detect” line. An HPGS “controller detect” line that is shorted to a “switch return” identifies the controller as HPGS. An HPGS “controller detect” line that is left open identifies the controller as EFS. The two lines are shorted inside the Chassis Harness.

The EFS controller has the ability to match hardware identification to application software type. The controller cannot function if the hardware identification does not match the software type.

Component Location: EFS and HPGS controllers are generally mounted on the chassis, on the engine firewall, or under the cab, depending on truck configuration.

Conditions for Running the Diagnostics: Diagnostic will run one time when ignition key is switched to ON position.

Conditions for Setting the Fault Codes: This fault code will be set if the EFS controller, as determined by hardware, has HPGS software loaded.

Action Taken When the Fault Code is Active: The EFS controller will not be able to start the engine or turn on the drivers display. Fault code 3010 will be set, and will be available by connecting WEST to the EFS controller.

Conditions for Clearing the Fault Code: The fault code will reset and become inactive the next time the controller is powered up as an EFS controller with EFS software.

Shop Talk: EFS and HPGS controllers have the same part number and look identical. During installation it is possible to accidentally install the two controllers in opposite locations. Even though the truck will not start or run, this fault code will be set and retrieved using WEST.

It is likely that a number of fault other codes will become active with fault code 3010. The technician should resolve 3010 prior to other fault codes.

The WEST software will not allow the application software to be downloaded to the wrong controller.

Should the EFS controller have HPGS software loaded, refer to Westport Work Instruction INS-10017429 Downloading Calibrations to Westport CM850 and Cummins

® ECM, and reload software to both controllers.

Possible Causes:

EFS and HPGS controller positions switched during installation



22

FAULT 3011 ROD Timer Exceeded

Reason: The engine has operated only on diesel, in ROD mode, for more than the maximum allowable time without cycling the ignition key.

Effect: Driver will experience an engine shut down when this code becomes active.

Possible Symptoms:

Engine will stall when this code is activated.

Attempts to restart the engine, without first cycling the power will be unsuccessful.

Circuit Description: If the truck is in run-on-diesel (ROD) mode because of insufficient natural gas pressure or a broken GSP sensor, a timer will start. The timer will run for 600 seconds (10 minutes) while the truck is in ROD mode, and will reset should the truck enter HPDI mode or the ignition key is cycled.

During ROD mode, the Westport Driver Display will show “ON DIESEL – XXX SECONDS REMAINING”, with XXX counting down from 600 to 0 seconds. During the last 60 seconds of this countdown, the Westport Driver Display will beep continuously and display a “PREPARE TO STOP” message.


Conditions for Running the Diagnostics: This diagnostic runs when the truck is in ROD mode and the engine is running.

Conditions for Setting the Fault Codes: This fault code will be set if the engine runs in ROD mode for more than 600 seconds, without the driver turning the ignition key OFF for more than 30 seconds.


Fault code 3011 is displayed on the Westport Driver Display in the active fault code screen.

All fuel supply to the engine (natural gas and diesel) is immediately stopped.

Conditions for Clearing the Fault Code: Resetting this fault code requires the vehicle to be keyed off for at least 30 seconds.

Shop Talk: Before troubleshooting this fault code, look for existing active and inactive fault codes that may indicate why the system has entered ROD mode, such as low gas supply pressure.

This fault code is used to prevent an operator from driving in ROD mode for too long by requiring a key cycle every 600 seconds (10 minutes). If the truck is operated in ROD mode for 30 min cumulatively over consecutive key cycles, it will be permanently disabled (see fault code 3012). This fault code can be used to confirm that the engine shut down experienced by an operator is symptomatic of the engine running on diesel for longer than allowed. Troubleshooting steps should concentrate on the initial reason that the system has entered ROD mode.

Note: The 10 minute ROD timer will not be activated during engine warm-up, when engine coolant temperature is less than -5 deg C (23 deg F).

Possible Causes:

LNG tank(s) are empty

Hydraulic fluid level is low, or there is a leak in the hydraulic system

Faulty GSP sensor

Natural gas is exiting the system incorrectly o FCM vent valve is open or leaking o Faulty LNG pump PRV o Faulty accumulator (gas system) PRV o CNG leak in the gas system plumbing o Faulty DLSR


23

Faulty hydraulic system o Clogged hydraulic filter o Faulty hydraulic PRV o Faulty HSP sensor o Faulty hydraulic DC valve o Faulty hydraulic pump o Internal hydraulic system leak

Leakage at the bypass valve (single and multi-tank systems) Leakage at the tank select valves (multi tank systems only)

LNG tank automatic shut-off valve has failed closed

Faulty LNG pump



24

FAULT 3012 Cumulative ROD Timer Exceeded

Reason: The engine has operated on diesel, in ROD mode, for more than the maximum allowable cumulative time of 30 minutes.

Effect: Driver will experience an engine shut down when this fault code becomes active.

Possible Symptoms:

Engine will stall when this fault code is activated.

Engine will not re-start using the keyswitch.

Circuit Description: If the truck is in run-on diesel (ROD) mode because of insufficient natural gas pressure or broken GSP sensor, a timer will start. The timer will run for 30 minutes while the truck is in ROD mode regardless of key cycles, and will reset should the truck enter HPDI mode.

During the last 60 seconds of the countdown, the Westport Driver Display will beep continuously and display a “PLEASE STOP ENGINE” message.


Conditions for Running the Diagnostics: This diagnostic runs when the truck is in ROD mode while the engine is running.

Conditions for Setting the Fault Codes: This fault code will be set if engine runs in ROD mode for 30 minutes, regardless of key cycles.


Fault code 3012 is displayed on the Westport Driver Display in the active fault code screen.

All fuel supply to the engine (natural gas and diesel) is immediately stopped.

Conditions for Clearing the Fault Code: Once this fault code is set, it cannot be reset, even if the keyswitch is cycled. Service personnel must investigate, fix the problem, and clear the fault code using WEST software.

Shop Talk: Before troubleshooting this fault code, look for existing active and inactive fault codes that may indicate why the system has entered ROD mode, such as low gas supply pressure.

This fault code is used to prevent an operator from driving in ROD mode for more than 30 consecutive minutes. This fault code will be preceded by several instances of fault code 3011.

These fault codes can be used to confirm that the engine shut down experienced by an operator is symptomatic of the engine running on diesel for longer than allowed. Troubleshooting steps should concentrate on the initial reason that the system entered ROD mode.

Fault code 3012 can only be reset using WEST software. To reset this fault code in WEST, open the “EFS Manual Overrides” screen, and set the “Cumulative ROD System Reset Flag” to 0. In WEST version 4.3.1231 and later, this fault code can also be reset by selecting “Reset ROD Timer” from the Service pull-down menu with the EFS must be selected as primary ECU.

Note: The 30 minute cumulative ROD timer will not be active during engine warm-up, when engine coolant temperature is lower than -5 deg C (23 deg F).

Possible Causes:


Hydraulic fluid level is low in the reservoir or there is a leak in the hydraulic system

Faulty GSP sensor

Natural gas is exiting the system incorrectly o FCM vent valve is open or faulty


25

o Faulty LNG pump PRV o Faulty Accumulator (Gas System) PRV o CNG leak in the gas system plumbing o Faulty DLSR



LNG tank automatic shut-off valve has failed closed

Faulty LNG pump



26

FAULT 3100 Engine Speed Sensor Circuit No Pulse

Reason: The EFS Controller does not detect the engine speed sensor pulse signal.

Effect: The front bank of the engine will not run while this fault code is active. If the engine is running when this fault code becomes active, the front bank of the engine will shut down without warning (low power, stalls).

Possible Symptoms:

Engine power output is low.


Engine will not start (fault code 3100 may not be active/inactive in this scenario)

Circuit Description: The crankshaft speed sensor, also known as the engine speed sensor (ESS), and the associated circuitry is the responsibility of the base engine. See base engine documentation for a detailed circuit description.

The Westport 15L system taps into the base engine ESS signal via the ESS Breakout Harness. The ESS signal travels to the EFS Controller via the ESS Breakout Harness, the Engine Harness, and the Chassis Harness.

Component Location: The ESS Breakout Harness taps into base engine circuitry and is located on the intake (cold) side of the engine.


Conditions for Setting the Fault Codes: The engine speed exceeds 300 rpm and the engine speed sensor pulse signal is not detected.



All fuel supply to the front bank of the engine (gas and diesel) is immediately stopped



Shop Talk: The diagnostics for this fault code are activated once the engine speed exceeds 300 rpm. However, the engine will not start if there are problems with the engine speed sensor circuit.

Check the base engine controller for fault codes before troubleshooting this Westport fault code. If there are base engine fault codes, active or inactive, related to crankshaft speed or position, follow base engine troubleshooting documentation.

Note: The EFS Controller meters fuel supply to cylinders 1, 2 and 3; the HPGS controller meters fuel supply to cylinders 4, 5 and 6. If only one controller loses the ESS signal, the symptom will be low power, as the engine will only be running on half its cylinders. If the ESS signal is lost by both controllers, the engine will shut down without warning (stalls).

Possible causes (Westport 15L system):

Faulty connection

Faulty harness



27

FAULT 3101 Engine Position Sensor Circuit No Pulse

Reason: The EFS Controller does not detect the engine position sensor pulse signal.

Effect: Operator may or may not notice any performance issues.

Possible Symptoms:


Circuit Description: The camshaft position sensor, also known as the engine position sensor (EPS), and the associated circuitry is the responsibility of the base engine. See base engine documentation for a detailed circuit description.

The Westport 15L system taps into the base engine EPS signal via the EPS Breakout Harness. The EPS signal travels to the EFS Controller via the EPS Breakout Harness, the Engine Harness, and the Chassis Harness.

Component Location: The EPS Breakout Harness taps into base engine circuitry and is located on the intake (cold) side of the engine.


Conditions for Setting the Fault Codes: The engine speed exceeds 300 rpm and the engine position sensor pulse signal is not detected.





Shop Talk: The diagnostics for this fault code are activated once the engine speed exceeds 300 rpm. However, the engine will not start if there are problems with the engine position sensor circuit.

Check the base engine controller for fault codes before troubleshooting this Westport fault code. If there are base engine fault codes, active or inactive, related to camshaft speed or position, follow the base engine troubleshooting documentation.

Note: The EFS Controller meters fuel supply to cylinders 1, 2 and 3; the HPGS Controller meters fuel supply to cylinders 4, 5, and 6. Both the EFS and HPGS Controllers need to detect and synchronize with the engine position signal in order for the truck to start.

If the engine will not start, WEST can be used to determine if the EFS and HPGS Controller have detected the EPS signal.


Faulty connection

Faulty harness



28

FAULT 3102 Engine Position Sensor Circuit Lost Synchronization

Reason: The EFS Controller is detecting pulses on the EPS circuit, but did not detect the +1 pulse signal indicating camshaft position.


Possible Symptoms:


Circuit Description: The camshaft position sensor, also known as the engine position sensor (EPS), and the associated circuitry is the responsibility of the base engine. See the base engine documentation for a detailed circuit description.

The Westport 15L system taps into the base EPS signal via the EPS Breakout Harness. The EPS signal travels to the EFS Controller via the EPS Breakout Harness, the Engine Harness, and the Chassis Harness.



Conditions for Setting the Fault Codes: The engine speed exceeds 300 rpm and the engine position sensor +1 signal is not detected in the expected timeframe.






Check the base engine controller for fault codes before troubleshooting this Westport fault code. If there are base engine fault codes, active or inactive, related to camshaft speed or position, follow the base engine troubleshooting documentation.

Note: The EFS Controller meters fuel supply to cylinders 1, 2 and 3; The HPGS Controller meters fuel supply to cylinders 4, 5 and 6. Both the EFS and HPGS Controllers need to detect and synchronize with the engine position signal in order for the truck to start.

If the engine will not start, WEST can be used to determine if the EFS and HPGS Controllers have detected the +1 EPS signal.


Faulty connection

Faulty harness (electrical noise, severed connection)



29

FAULT 3103 Diesel Dosing Pump Circuit Open or Shorted to High Source

Reason: Diesel dosing pump circuit is open or shorted to a high source. The EFS Controller detects the diesel dosing pump is commanded ON but there is insufficient current flowing through the circuit.


Possible Symptoms:

If open circuit the diesel dosing pump will not pump when commanded o Diesel Particulate Filter (DPF) cannot successfully complete the base engine active regeneration

process o Possible base engine controller (CM871) fault codes related to DPF active regeneration

If short high the dosing pump will always be powered (may run continuously) o Diesel dosing pump may be damaged.

Circuit Description: Base engine trucks equipped with an integrated Cummins Particulate Filter require diesel fuel to allow the diesel particulate filter (DPF) to undergo active regeneration. Westport 15L trucks do not have a diesel dosing pump if the base engine truck does not have an Integrated Cummins Particulate Filter.

The diesel dosing pump, if installed, supplies the flow and pressure of diesel needed for active regeneration to a base engine controlled dosing valve. The base engine controller (CM871) meters the amount of fuel injected to the DPF during active regeneration.

When the EFS Controller receives the signal from the base engine controller to supply diesel for active regeneration, the EFS Controller commands the diesel dosing pump to turn ON.

Consult base engine documentation for more information about regeneration and the Integrated Cummins Particulate Filter.

The diesel dosing pump is connected to the EFS Controller via the Engine Harness and the Chassis Harness.

Component Location: The diesel dosing pump is mounted on the frame rail, on the intake (cold) side of the engine in the engine compartment.

Conditions for Running the Diagnostics: This diagnostic runs when the dosing pump is commanded ON during active regeneration.

Conditions for Setting the Fault Codes: The EFS Controller detects that there is not enough current flowing through the diesel dosing pump circuit when the dosing pump is commanded ON.



Conditions for Clearing the Fault Code: This fault will become inactive if the current through the pump returns to normal levels while the pump is commanded to be ON, OR the pump is commanded OFF.


Shop Talk: As the diagnostics are run while the diesel dosing pump is commanded to be ON, this fault code is unlikely to be observed in the active column (unless the truck is currently undergoing active regeneration).

This fault code likely indicates that the diesel dosing pump is not connected properly to the EFS Controller.

Possible Causes:

Faulty connection

Faulty harness


30

Faulty diesel dosing pump



31

FAULT 3104 Inlet Metering Valve Circuit Open or Shorted to High Source

Reason: The EFS Controller detects high voltage at the IMV signal pin when it should be low.

Effect: Operator may observe a range of symptoms, from an unstable engine speed to the engine shutting down without warning (stall), depending on the root cause.

Possible Symptoms:

If open circuit the IMV will fully open and Diesel Rail Pressure (DRP) will rise and remain at or close to the set point of the diesel PRV (310 bar)

o Engine operating fuel pressure is high (DRP) o Engine speed surge or engine speed unstable o Engine acceleration or response is poor o Excessive exhaust smoke

If short to high source the IMV will close and diesel will not be supplied to the engine, possible damage to the IMV

o Engine shuts down without warning (stalls) o Engine will not start

Circuit Description: The IMV is a normally open valve, which is used to regulate the amount of diesel supplied to the high-pressure diesel pump. The IMV is part of the high-pressure diesel pump and is electronically controlled by the EFS Controller. The IMV directly affects DRP.

The IMV is connected to the EFS Controller via the Engine Harness and the Chassis Harness.

Component Location: The IMV is located on the intake of the high-pressure diesel pump. The high-pressure diesel pump is mounted near the front of the engine on the intake (cold) side.

Conditions for Running the Diagnostics: This diagnostic runs continuously while the keyswitch is in the ON position.

Conditions for Setting the Fault Codes: The EFS Controller detects high voltage at the IMV signal pin when it should be low.





Shop Talk: The EFS Controller cannot differentiate between an open circuit and a short to high source, activating this fault code. However, the IMV responds quite differently to an open circuit or a short to high source.

An open circuit will cause the DRP to be constant at or near the diesel PRV set point. Fault code 3203 – DRP Excessively High, will likely be active as well.

A short to high source will effectively close the IMV and stall the engine. Fault code 3216 – Diesel Fuel System not building DRP through cranking, may be active as well.

Possible Causes:

Faulty connection

Faulty harness

Faulty high-pressure diesel pump (IMV)



32

FAULT 3105 Gas Fuel Shut Off Valve Circuit Open or Shorted to High Source

Reason: The EFS Controller detects high voltage at the gas fuel shut off signal pin when it should be low.

Effect: Operator may observe a range of symptoms, from no effect on performance to the engine shutting down without warning (stalls), depending on the root cause.

Possible Symptoms:

If open circuit the gas fuel shut off valve will close and gas will not be supplied to the engine; o Engine will shut down without warning (stall) o Engine will not start on natural gas o Engine will not start on diesel

If short to high source the gas fuel shut off valve will remain open allowing gas to be supplied to the engine; o No effect on performance

Circuit Description: The gas fuel shut off valve is an electronically controlled normally closed solenoid valve. It is used by the EFS Controller to physically stop gas fuel supply to the engine.

The gas fuel shut off valve is connected to the EFS Controller via the Engine Harness and the Chassis Harness.

Component Location: The gas fuel shut off valve is located in the FCM. The FCM is mounted on the intake (cold) side of the engine.


Conditions for Setting the Fault Codes: The EFS Controller detects high voltage at the gas fuel shut off valve pin when it should be low.




When the diagnostic runs and passes, “Check ECU Next Stop” will be removed from the Westport Driver Display and the fault code will move into the inactive column. Shop Talk: The EFS Controller cannot differentiate between an open circuit and a short to high source, activating this fault code. However, the gas fuel shut off valve responds quite differently to an open circuit or a short to high source.

An open circuit will result in a closed gas shut off valve and the engine may shut down without warning (stall). The engine may not be able to start on natural gas or diesel if there is an open circuit. Remember, the engine starts on diesel if GSP is low. A closed gas shut off valve effects GRP not GSP. Fault Code 3206 – Diesel Rail Pressure Bias is High, will likely be active as well.

A short to high source will result in an open gas shut off valve with no effect on performance.

Possible Causes:

Faulty connection

Faulty harness

Faulty gas fuel shut off valve*

*Note: Due to the presence of an LED in the gas fuel shut off connector, an open circuit in the solenoid itself may not be detected by this diagnostic. If an open in the gas fuel shut off valve is suspected, a multimeter should be used to verify solenoid continuity.



33

FAULT 3106 Inlet Metering Valve HCPD Relay Coil Circuit Open or Shorted to High Source

Reason: The Inlet Metering Valve (IMV) Hold Closed on Power Down (HCPD) relay coil circuit is open or shorted to high source. The EFS Controller detects high voltage at the IMV HCPD Relay pin when it should be low.

Effect: No effect on performance.

Possible Symptoms:

If open circuit the IMV HCPD relay coil will not be energized on power down o IMV will be open during power down with no effect on performance.

If short to high source the IMV HCPD relay coil will always be energized; o IMV will be closed during power down as normal

Circuit Description: The IMV HCPD relay is used to hold the IMV closed during power down. The IMV is part of the high-pressure diesel pump and is a normally open valve.

For the IMV to be closed during power down the IMV HCPD relay coil must be energized and the IMV HCPD signal circuit must be intact. Note that the IMV signal channel is interlocked with the keyswitch and will be off as soon as the keyswitch is turned OFF.

Component Location: The IMV HCPD relay is contained in the Chassis Harness.


Conditions for Setting the Fault Codes: The IMV relay coil electronic driver is commanded to be OFF and the EFS Controller detects high voltage at the IMV HCPD Relay Coil pin.





Shop Talk: The EFS Controller cannot differentiate between an open circuit and a short to high source, activating this fault code. This fault code indicates a problem within the Chassis Harness, specifically with the IMV HCPD relay. This fault code does not indicate a problem with the IMV or IMV circuitry outside of the Chassis Harness.

Possible Causes:

Faulty Chassis Harness o Faulty connection at the IMV HCPD relay o Open or short to high source on the IMV HCPD relay circuit o Faulty IMV HCPD relay



34

FAULT 3111 Inlet Metering Valve HCPD Signal Circuit Open or Shorted to High Source

Reason: The Inlet Metering Valve (IMV) Hold Closed on Power Down (HCPD) signal circuit is open or shorted to a high source. The EFS Controller detects high voltage at the IMV HCPD signal pin when it should be low.


Possible Symptoms:

If open circuit the IMV will be open during power down with no effect on performance

If short to high source the IMV will be closed during power down as normal



Component Location: The IMV HCPD relay is contained in the Chassis Harness.

Conditions for Running the Diagnostics: Diagnostic is run during power down only.

Conditions for Setting the Fault Codes: The EFS Controller detects high voltage at the IMV HCPD Relay pin when it should be low.





Shop Talk: As the diagnostics for this fault code are run during power down only, this fault code is unlikely to be in the active column during troubleshooting. If this fault code is in the inactive column investigation is still required. The root cause of this fault code cannot be considered fixed until the engine has gone through a power down with this fault code not appearing in either the active or inactive column.

This fault code indicates a problem within the Chassis Harness, specifically with the IMV HCPD signal circuit or IMV HCPD relay. This fault code does not indicate a problem with the IMV or IMV circuitry outside of the Chassis Harness.

Possible causes:

Faulty Chassis Harness o Faulty connection o Faulty harness o Faulty IMV HCPD relay



35

FAULT 3112 LSSC or CANditioner Power Circuit Open or Shorted to High Source

Reason: CANditioner power source is open or shorted to high source (battery voltage).

Effect: Operator may or may not notice any driveability issues.

Possible Symptoms:

One or more fuel tanks may run dry without notice.

Circuit Description: Power to all CANditioners is provided by the EFS controller (J2 connector). Power is delivered via the Chassis, Tank Extension, and Tank harnesses. The EFS controller has the capability to detect if that pin is open, shorted to high source or shorted to ground.

Component Location:

CANditioner is located inside the LNG tank shroud below the LNG pump.

CANditioner power circuit spans over the chassis, tank extension and tank harnesses.


Conditions for Setting the Fault Codes: This fault code will be set when EFS controller detects CANditioner power supply pin open or shorted to battery voltage.


EFS controller will disable power to all CANditoners.

EFS controller will try to re-enable power to CANditioners several times.

EFS controller will permanently disable power to CANditioner if the problem persists.

Driver Display will display “CHECK ECU NEXT STOP”

Fault Code 3112 will be displayed in the Active Fault Code screen (if available).

Driver Display will display stripes for one of more tanks on the LNG Fuel Monitor screen.

Conditions for Clearing the Fault Code: Once conditions for setting the fault code are removed, the active code will be reset and become inactive. CANditioner related problems require a key off for at least 30 seconds to reset.

Shop Talk: This fault likely indicates that the circuit supplying voltage to the CANditioners is open or shorted to battery voltage.

Unplug the harness from the EFS controller and measure voltage on the harness side of the J2 connector. The voltage reading should be 0V.

Unplug one CANditioner at a time. Cycle the key for 30 seconds every time and watch the status of the fault code. If the problem is a faulty CANditioner, the fault code should become inactive upon unplugging the faulty CANditioner (note, other fault codes may become active when a CANditioner is unplugged). Replace and re-calibrate the faulty CANditioner.

If no fault is within the CANditioners and the pin is not shorted to battery voltage, look for an open circuit within the affected wiring harnesses.

Possible Causes:

Faulty tank harness

Faulty tank extension harness

Faulty chassis harness

Fault at one or more CANditioner(s)

Faulty EFS controller



36

FAULT 3113 Diesel Drain Valve Circuit Open or Shorted to High Source

Reason: The EFS Controller detects high voltage at the diesel drain signal pin when it should be low.

Effect: Operator may observe a range of symptoms, from excessive venting to an unstable engine speed, depending on the root cause.

Possible Symptoms:

If open circuit the diesel drain valve will be mechanically open; DRP may be affected o Engine speed surge or engine speed unstable o Excessive venting from the FCM vent stack

If short to high source the diesel drain valve will be closed with no effect on performance o Excessive venting from FCM vent stack

Long slow vent after key off

Circuit Description: The diesel drain valve is an electronically controlled normally open solenoid valve. The diesel drain valve is used to drain residual diesel pressure from the FCM during engine shut down.

The diesel drain valve is connected to the EFS Controller via the Engine Harness and the Chassis Harness.

Component Location: The diesel drain valve is located in the FCM. The FCM is mounted on the intake (cold) side of the engine.


Conditions for Setting the Fault Codes: The EFS Controller detects high voltage at the diesel drain signal pin when it should be low.



Conditions for Clearing the Fault Code: After this fault code has been activated the EFS Controller will retry several times to enable the electronic driver to see if the deficiency has corrected itself. If the deficiency has not corrected itself after several retries the electronic driver will be disabled and will only be enabled by fully shutting down and restarting the truck.


Shop Talk: The EFS Controller is unable to distinguish between an open circuit and a short to high source, activating this fault code. However, the diesel drain valve responds differently to an open circuit and a short to high source.

An open circuit will result in a mechanically open diesel drain valve. Consequently, DRP may be negatively affected, especially if the truck is hauling a large load or travelling up a hill. A short to high source will result in a closed diesel drain valve. Residual diesel pressure will not be drained from the FCM when the engine is shut down. An extended vent time after shutdown may be observed.

Possible Causes:

Faulty connection

Faulty harness

Faulty diesel drain valve



37

FAULT 3115 Diesel Transfer Pump Circuit Open or Shorted to High Source

Reason: The EFS Controller detects high voltage at the diesel transfer pump signal pin when it should be low.

Effect: Operator may observe a range of symptoms, from no effect on performance to the engine shutting down without warning (stall), depending on the root cause.

Possible Symptoms:

If open circuit, the diesel transfer pump will not pump; and DRP cannot build or be maintained. o Engine difficult to start or will not start o Engine shuts down without warning (stalls)

If short to high source the diesel transfer pump may be ON o No effect on performance

Circuit Description: The diesel transfer pump is a 12 V electric pump, which provides low pressure diesel to the high-pressure diesel pump. It incorporates a first chance filter and water separator. The diesel transfer pump operates the entire time during engine operation.

The diesel transfer pump is connected to the EFS Controller via the Engine Harness and the Chassis Harness.

Component Location: The diesel transfer pump is mounted on the frame on the intake (cold) side of the engine, in the engine compartment.


Conditions for Setting the Fault Codes: The EFS Controller detects high voltage at the diesel transfer pump signal pin when it should be low.



Conditions for Clearing the Fault Code: After this fault code has been activated the EFS Controller will retry several times to enable the electronic driver. This retry allows the controller to see if the deficiency has corrected itself. If the deficiency has not corrected itself after several retries the electronic driver will be disabled and will only be enabled by fully shutting down and restarting the truck.


Shop Talk: The EFS Controller is unable to distinguish between an open circuit and a short to high source, activating this fault code. However, the diesel transfer pump responds differently to an open circuit and a short to high source.

An open circuit will result in the diesel transfer pump unable to turn on and pump. This means DRP will be unable to build, especially at start up. If the engine is running when an open circuit occurs, the high-pressure diesel pump will be starved and will be unable to maintain DRP. The result is DRP will drop and the engine will shut off without warning (stall).

A short to high source will result in power to the diesel transfer pump, which may or may not be sufficient to power the transfer pump once the electronic driver is disabled.

Possible Causes:

Faulty connection

Faulty harness

Faulty diesel transfer pump



38

FAULT 3117 Diesel Transfer Pump Circuit Shorted to Low Source

Reason: The EFS Controller detects it is supplying excessive current to the diesel transfer pump circuit.

Effect: Engine may not run while this fault code is active. If the engine is running while this fault code is active the engine may shut off without warning.

Possible Symptoms:

Engine difficult to start or will not start


Circuit Description: The diesel transfer pump is a 12 V electric pump, which provides low-pressure diesel to the high-pressure diesel pump. It incorporates a first chance filter and water separator. The diesel transfer pump operates the entire time during engine operation.

The diesel transfer pump is connected to the EFS Controller via the Engine Harness and the Chassis Harness.

Component Location: The diesel transfer pump is mounted on the frame on the intake (cold) side of the engine, in the engine compartment.


Conditions for Setting the Fault Codes: The EFS Controller detects it is supplying excessive current to the diesel transfer pump circuit.



Conditions for Clearing the Fault Code: After this fault code has been activated, the EFS Controller will retry several times to enable the electronic driver. This retry allows the controller to see if the deficiency has corrected itself. If the deficiency has not corrected itself after several retries, the electronic driver will be disabled and will only be enabled by fully shutting down and restarting the truck.


Shop Talk: This fault code likely indicates a harness problem.

Possible Causes:

Faulty harness

Faulty diesel transfer pump



39

FAULT 3119 Diesel Dosing Pump Circuit Shorted to Low Source

Reason: The EFS Controller detects it is supplying excessive current to the diesel dosing pump circuit.


Possible Symptoms:

Diesel Particulate Filter (DPF) cannot successfully complete the base engine active regeneration process

Possible base engine controller (CM871) fault codes related to DPF active regeneration

Circuit Description: Base engine trucks equipped with an integrated Cummins Particulate Filter require diesel fuel to allow the diesel particulate filter (DPF) to undergo active regeneration. Westport 15L trucks do not have a diesel dosing pump if the base engine truck does not have an integrated Cummins Particulate Filter.

The diesel dosing pump, if installed, supplies the flow and pressure of diesel needed for active regeneration to a base engine controlled dosing valve. The base engine controller (CM871) meters the amount of fuel injected to the DPF during active regeneration.

When the EFS Controller receives the signal from the base engine controller to supply diesel for active regeneration, the EFS Controller commands the diesel dosing pump to turn ON.

Consult base engine documentation for more information about regeneration and the integrated Cummins Particulate Filter.

Component Location: The diesel dosing pump is mounted on the frame rail, on the intake (cold) side of the engine, in the engine compartment.

The diesel dosing pump is connected to the EFS Controller via the Engine Harness and the Chassis Harness.


Conditions for Setting the Fault Codes: The EFS Controller detects it is supplying excessive current to the diesel dosing pump signal circuit.



Conditions for Clearing the Fault Code: After this fault code is activated, the EFS Controller will retry several times to enable the electronic driver to see if the deficiency has corrected itself. If the deficiency has not corrected itself after several retries the electronic driver will be disabled and will only be enabled by fully shutting down and restarting the truck.


Shop Talk: This fault code likely indicates a harness problem. Possible Causes:

Faulty harness

Faulty diesel dosing pump



40

FAULT 3120 Inlet Metering Valve Circuit Shorted to Low Source

Reason: The EFS Controller detects it is supplying excessive current to the IMV circuit.

Effect: Operator will likely notice an unstable engine speed. The IMV will open and the DRP will increase to the diesel PRV set point.

Possible Symptoms:



Engine operating fuel pressure is high (DRP)

Excessive exhaust smoke

Circuit Description: The IMV is a normally open valve, which is used to regulate the amount of diesel supplied to the high-pressure diesel pump. The IMV is part of the high-pressure diesel pump and is electronically controlled by the EFS Controller. The IMV directly affects DRP.



Conditions for Running the Diagnostics: This diagnostic runs continuously while the keyswitch is in the ON position and the engine is running or cranking.

Conditions for Setting the Fault Codes: The IMV electronic driver in the EFS Controller is ON and supplying excessive current to the IMV circuit.



Conditions for Clearing the Fault Code: After this fault code has been activated, the EFS Controller will retry several times to enable the electronic driver to see if the deficiency has corrected itself. If the deficiency has not corrected itself after several retries, the electronic driver will be disabled and will only be enabled by fully shutting down and restarting the truck.


Shop Talk: The IMV is a solenoid valve that controls diesel rail pressure. If this fault code is active; fault code 3203 – DRP excessively high, will likely be active as well. Troubleshoot this fault code first. Possible Causes:

Faulty harness




41

FAULT 3121 Gas Fuel Shut Off Valve Circuit Shorted to Low Source

Reason: The EFS Controller detects it is supplying excessive current to the gas fuel shut off valve circuit.

Effect: Engine will not run while this fault code is active. If the engine is running when this fault code becomes active, the engine will shut down without warning (stall).

Possible Symptoms:


Engine will not start on natural gas

Engine will not start on diesel

Circuit Description: The gas fuel shut off valve is an electronically controlled normally closed solenoid. It is used by the EFS Controller to stop fuel supply to the engine.

The gas fuel shut off valve is connected to the EFS Controller via the Engine Harness and the Chassis Harness.

Component Location: The gas fuel shut off valve is located in the FCM. The FCM is mounted on the intake (cold) side of the engine.


Conditions for Setting the Fault Codes: The EFS Controller detects it is supplying excessive current to the gas fuel shut off valve circuit.



Conditions for Clearing the Fault Code: After this fault code is activated the EFS Controller will retry several times to enable the electronic driver to see if the deficiency has corrected itself. If the deficiency has not corrected itself after several retries the electronic driver will be disabled and will only be enabled by fully shutting down and restarting the truck.


Shop Talk: When this fault code is active, the gas fuel shut off valve solenoid will not receive the power required to hold the valve open and gas supply to the engine will be stopped. The engine may not be able to start on natural gas or diesel if this fault code is active. Remember, the engine starts on diesel if GSP is low. A closed gas shut off valve effects GRP not GSP. Fault code 3206 – Diesel Rail Pressure is High, will likely be active as well. Troubleshoot this fault code first.

Possible Causes:

Faulty harness

Faulty gas shut off valve



42

FAULT 3122 Inlet Metering Valve HCPD Relay Coil Circuit Shorted to Low Source

Reason: The Inlet Metering Valve (IMV) Hold Closed on Power Down (HCPD) relay coil circuit is shorted to low source. The EFS Controller detects it is supplying excessive current to the HCPD Relay Coil Circuit.


Possible Symptoms:

The IMV HCPD relay coil will not be energized on power down o IMV will be open during power down with no effect on performance.



Component Location: The IMV relay is contained in the Chassis Harness.

Conditions for Running the Diagnostics: Diagnostic is run during power down only

Conditions for Setting the Fault Codes: The EFS Controller detects excessive current is supplied to the HCPD Relay Coil circuit.





Shop Talk: As the diagnostics for this fault code are run during power down only, this fault code is unlikely to be in the active column during troubleshooting. If this fault code is in the inactive column investigation is still required. The root cause of this fault code cannot be considered fixed until the engine has gone through a power down with this fault code not appearing in either the active or inactive column.

This fault code indicates a problem within the Chassis Harness, specifically with the IMV HCPD relay. This fault code does not indicate a problem with the IMV or IMV circuitry outside of the Chassis Harness.

Possible Causes:

Faulty Chassis Harness o Faulty harness o Faulty IMV HCPD relay



43

FAULT 3127 Inlet Metering Valve HCPD Signal Circuit Shorted to Low Source

Reason: The Inlet Metering Valve (IMV) Hold Closed on Power Down (HCPD) signal circuit shorted to low source. The EFS Controller detects it is supplying excessive current to the HCPD signal circuit.


Possible Symptoms:

The IMV will be open during power down with no effect on performance.



Component Location: The IMV HCPD relay is contained in the Chassis Harness

Conditions for Running the Diagnostics: Diagnostic is run during power down only

Conditions for Setting the Fault Codes: The EFS Controller detects it is supplying excessive current to the IMV HCPD signal circuit.





Shop Talk: As the diagnostics for this fault code are run during power down only, this fault code is unlikely to be in the active column during troubleshooting. If this fault code is in the inactive column, investigation is still required. The root cause of this fault code cannot be considered fixed until the engine has gone through a power down with this fault code not appearing in either the active or inactive column.

This fault code indicates a problem within the Chassis Harness, specifically with the IMV HCPD signal circuit or the IMV HCPD relay. This fault code does not indicate a problem with the IMV or IMV circuitry outside of the Chassis Harness.

Possible Causes:

Faulty Chassis Harness o Faulty harness o Faulty IMV HCPD relay



44

FAULT 3128 LSSC or CANditioner Power Circuit Shorted to Low Source

Reason: CANditioner power source is shorted to a low source (ground).


Possible Symptoms:

One or more fuel tanks might run dry without notice.

Circuit Description: Power to all CANditioners is provided by the EFS controller (J2 connector). Power is delivered via the Chassis, Tank Extension and Tank harnesses. The EFS controller has the capability to detect if that pin is open, shorted to high source or shorted to ground.

Component Location:

CANditioner is located inside the LNG tank shroud below the LNG pump.

CANditioner power circuit spans over chassis, tank extension and tank harnesses.


Conditions for Setting the Fault Codes: This fault code will be set when EFS controller detects CANditioner power supply pin shorted to low source or ground.


EFS controller will disable power to all CANditioners.

EFS controller will try to re-enable power to CANditioners several times.

EFS controller will permanently disable power to CANditioner if the problem persists.

Driver Display will display “CHECK ECU NEXT STOP”

Fault Code 3128 will be displayed in the Active Fault Code screen (if available).

Driver Display will display stripes for all tanks on the LNG Fuel Monitor screen.

Conditions for Clearing the Fault Code: Once conditions for setting the fault code are removed, the active code will be reset and become inactive. CANditioner related problems require a key off for at least 30 seconds to reset

Shop Talk: This fault likely indicates that there is a short to ground somewhere between the EFS controller’s CANditioner power supply output and one of the CANditioners’ power supply inputs.

It is also possible that the short is internal to one of the CANditioners or to the EFS controller itself. Unplug one CANditioner at a time, cycle power to the system and watch whether the fault code remains. If the fault code moves to the inactive column when a given CANditioner is unplugged, it is likely that the short is internal to that CANditioner. Replace and calibrate the CANditioner (refer to the INS-10014508 Calibrating a “Canditioner” Type Fuel Level Transducer).

If the CANditioner is not the source of the problem, measure continuity between the EFS controller’s CANditioner power supply pin and ground. If continuity is found, the short is likely to be internal to the EFS controller. Replace the EFS controller. Refer to Westport Work Instruction INS-1001009 Downloading Software and Calibrations to a Controller.

If neither the CANditioner nor the EFS controller were found to be the source of the fault, look for a short to ground within the affected wiring harnesses.

Note that a number of CANditioner related fault codes may become active along with this fault code (for example 4243, 4244, 4245 and/or 4246) Possible Causes:

Faulty Tank harness.

Faulty Tank Extension harness.

Faulty Chassis harness.


45

Fault at one or more CANditioner




46

FAULT 3129 Diesel Drain Valve Circuit Shorted to Low Source

Reason: The EFS Controller detects it is supplying excessive current to the diesel drain valve circuit.


Possible Symptoms:

Engine operating fuel pressure is low (DRP) o Potentially more noticeable at start up


Excessive venting from the FCM vent stack

Circuit Description: The diesel drain valve is an electronically controlled normally open solenoid valve. The diesel drain valve is used to drain residual diesel pressure from the FCM during engine shutdown.

The diesel drain valve is connected to the EFS Controller via the Engine Harness and the Chassis Harness.

Component Location: The diesel drain valve is located in the FCM. The FCM is mounted on the intake (cold) side of the engine.


Conditions for Setting the Fault Codes: The EFS Controller detects it is supplying excessive current to the diesel drain valve circuit.





Shop Talk: A short to low source will result in a mechanically open diesel drain valve. Consequently DRP may be negatively affected, especially if the truck is hauling a large load or travelling up a hill.

Possible Causes:

Faulty harness

Faulty diesel drain valve



47

FAULT 3131 EFS Controller WPT Software Checksum Error

Reason: The EFS controller encountered a checksum error while loading calibration values as part of its power-up sequence.


Possible Symptoms:

Parameter or sensor inputs, which should have been entered manually via WEST, will not take effect.

Circuit Description: The flash memory is a non-volatile memory chip internal to the controller, which is used to store calibration values when the controller is not powered.

Calibration values could be manually entered using WEST software (if available), the new values are written to Flash memory during the next power down sequence, and a checksum is generated and stored alongside the calibrations. The checksum is a calculated number, which is unique for a given set of calibration values.

During the next subsequent power up, the calibration values are loaded from the flash memory and a checksum is generated again. This checksum and the previously stored checksum from the last power down sequence are compared. If they do not match, the checksum error is activated and the calibration values revert to the last successfully saved set.

Component Location: This fault is internal to the EFS controller.

Conditions for Running the Diagnostics: This diagnostic runs only once per key on cycle, when the EFS controller is first powered-up.

Conditions for Setting the Fault Codes: This fault code will be set if the calibration checksum generated during the last power–down sequence does not match the calibration checksum generated during this power cycle power-up sequence.


Drivers Display will turn display on the “CHECK ECU NEXT STOP.” message and fault code 3131 will be displayed in the Active Fault Code Screen (if available).

Conditions for Clearing the Fault Code: This code will become inactive once the controller is power cycled (key on/off) and checksum test is passed.

Shop Talk: This fault likely indicates a problem writing or reading the calibration values within the EFS controller. This error could occur if the controller was not shut down properly during a write operation. For example, a loss of power (e.g. battery disconnect) while the truck is shutting down.

Try setting the calibration values again using WEST software, cycle power and check whether the fault code subsides.

If fault code persists, calibrations in the EFS controller may be compromised. To further troubleshoot the EFS controller, reload calibration. Refer to Westport Work Instruction INS-10010091 Downloading Software and Calibrations to a Controller.

Possible Causes:

Controller was not power down correctly




48

FAULT 3132 EFS Controller WPT Watchdog Reset

Reason: EFS controller was internally reset. EFS controller rebooted due to an internal error.

Effect: Driver may experience temporary loss of power, or the engine may stall.

Possible Symptoms:

Engine may stall when this fault is activated.

Temporary loss of power.

Circuit Description: If for any reason the EFS controller becomes unresponsive, it will automatically reboot itself before resuming operation. The watchdog will be activated if the controller is unresponsive for 60 msecs. The controller takes up to 1 second to completely reboot.



Conditions for Setting the Fault Codes: This fault code will be set once the watchdog circuit has rebooted the EFS controller.


The EFS Controller displays “Check ECU Next Stop” on the Westport Driver Display, and the fault code 3132 is displayed in the Active Fault Code screen.

When this fault code is activated, controller stops ALL function and reboots.

Conditions for Clearing the Fault Code: This fault code will remain active after a watchdog reset event until the EFS controller is powered off (key off). If will then move to the inactive faults column upon the next subsequent power on (key on).

Shop Talk: This fault likely indicates that an internal software error caused the EFS controller to reboot. As the controller resets, it will stop all functions and may stall the engine. The CM850 takes up approximately one second to reboot. The engine may not stall if, during reset, engine maintained sufficient speed.

It is expected that a number of other EFS and HPGS fault codes will become active as well following an EFS watchdog reset event.

A possible cause is a corrupt calibration in the EFS controller. Reload the most current calibration. Refer to Westport Work Instruction INS-10010091 Downloading Software and Calibrations to a Controller. If the problem persists after calibrations were reloaded, install a new EFS controller and upload the most current EFS calibration.

Possible Causes:

Calibration was compromised when it was uploaded to the EFS controller




49

FAULT 3133 DRP Sensor Power Supply Circuit Above Normal or Shorted to High Source

Reason: The DRP sensor has been exposed to a voltage above its rating. Electrical damage to the sensor is possible if this fault code has been activated.


Possible Symptoms:




Circuit Description: The DRP sensor is a pressure transducer sensor, which outputs a voltage signal based on the pressure it senses. This output voltage is a percentage of the supplied voltage to the sensor.

The DRP sensor is powered by a 5 VDC sensor supply on the EFS Controller. The DRP Sensor is connected to the EFS Controller via the Engine Harness and the Chassis Harness. The EFS Controller is connected to the truck batteries (directly or indirectly) via the Battery Harness.

Component Location: The DRP Sensor is located in the FCM. The FCM is mounted on the intake (cold) side of the engine.


Conditions for Setting the Fault Codes: The supply voltage to the DRP Sensor has exceeded 5.5 VDC.



Conditions for Clearing the Fault Code: Diagnostic has the ability to reset if the deficiency corrects itself, supply voltage drops below 5.5 VDC. When the diagnostic runs and passes, “Check ECU Next Stop” will be removed from the Westport Driver Display and the fault code will move into the inactive column.

Shop Talk: Possible Causes:

Faulty harness



50

FAULT 3134 DRP Sensor Power Supply Circuit Below Normal or Shorted to Low Source

Reason: Diesel Rail Pressure (DRP) sensor power supply circuit is below normal or shorted to low source. The DRP sensor output may not be accurate.


Possible Symptoms:



Engine acceleration or response poor

Circuit Description: The DRP sensor is a pressure transducer sensor, which outputs a voltage signal based on the pressure it senses. This output voltage is a percentage of the supplied voltage to the sensor.

The DRP sensor is powered by a 5 VDC sensor supply on the EFS Controller. The DRP Sensor is connected to the EFS Controller via the Engine Harness and the Chassis Harness. The EFS Controller is connected to the truck batteries (directly or indirectly) via the Battery Harness.

Component Location: The DRP Sensor is located on the FCM. The FCM is mounted on the intake (cold) side of the engine.

Conditions for Running the Diagnostics: This diagnostic runs continuously while the keyswitch is in the ON position and the engine is running.

Conditions for Setting the Fault Codes: The supply voltage to the DRP Sensor is less than 4.75 VDC.



Conditions for Clearing the Fault Code: Diagnostic has the ability to reset if the deficiency corrects itself, supply voltage exceeds 4.75 VDC.


Shop Talk: The most likely cause of this fault code is a short to low source on the DRP sensor power supply line. Refer to Testing Pressure Sensors in TSG-10010019942 – Troubleshooting & Diagnostics Guide for tips on identifying faulty pressure sensors.

Possible Causes

Faulty harness

Faulty DRP sensor



51

FAULT 3135 GRP Sensor Power Supply Circuit Above Normal or Shorted to High Source

Reason: The GRP sensor has been exposed to a voltage above its rating. Electrical damage to the sensor is possible if this fault code has been activated.


Possible Symptoms:




Circuit Description: The GRP sensor is a pressure transducer sensor, which outputs a voltage signal based on the pressure it senses. This output voltage is a percentage of the supplied voltage to the sensor.

The GRP sensor is powered by a 5 VDC sensor supply on the EFS Controller. The GRP sensor is connected to the EFS Controller via the Engine Harness and the Chassis Harness. The EFS Controller is connected to the truck batteries (directly or indirectly) via the Battery Harness.

Component Location: The GRP sensor is located in the FCM. The FCM is mounted on the intake (cold) side of the engine.


Conditions for Setting the Fault Codes: The supply voltage to the GRP Sensor has exceeded 5.5 VDC.



Conditions for Clearing the Fault Code: Diagnostic has the ability to reset if the deficiency corrects itself, supply voltage drops below 5.5 VDC.


Shop Talk: Possible Causes:

Faulty harness



52

FAULT 3136 GRP Sensor Power Supply Circuit Below Normal or Shorted to Low Source

Reason: Gas Rail Pressure (GRP) sensor power supply circuit is below normal or shorted to a low source. Sensor output may not be accurate.


Possible Symptoms:




Circuit Description: The GRP sensor is a pressure transducer sensor, which outputs a voltage signal based on the pressure it senses. This output voltage is a percentage of the supplied voltage to the sensor.

The GRP sensor is powered by a 5 VDC sensor supply on the EFS Controller. The GRP sensor is connected to the EFS Controller via the Engine Harness and the Chassis Harness. The EFS Controller is connected to the truck batteries (directly or indirectly) via the Battery Harness.



Conditions for Setting the Fault Codes: The supply voltage to the DRP sensor is less than 4.75 VDC.





Shop Talk: The most likely cause of this fault code is a short to low source on the GRP sensor power supply line. Refer to Section D of TSG-10019942 – Troubleshooting & Diagnostics Guide for tips on identifying faulty pressure sensors.

Possible Causes:

Faulty harness

Faulty GRP sensor



53

FAULT 3139 Cyl #1 Diesel Injection Circuit Open or Diesel Cyl #1, Cyl #2 or Cyl #3 Short

Reason: Cylinder #1 diesel injection circuit is open OR there is a short circuit on one of the front bank diesel injection lines.

Effect: Operator may observe a range of symptoms, from a cylinder misfire to low power output by the engine, depending on the root cause.

Possible Symptoms:

If there is an open circuit on the cylinder #1 diesel injection circuit, gas and diesel injection will stop for that cylinder

o Engine runs rough or misfires

If there is a short circuit on the cylinder #1 diesel injection circuit, gas and diesel injection will stop for the front bank (cylinders #1, 2, and 3)

o Engine power output is low

Circuit Description: HPDI injectors are electrically actuated by the EFS and HPGS Controllers. The diesel actuator is offset from the injector tip. The gas actuator is in line with the injector tip.

The injectors are connected to the controllers via the Injector Pigtail Harness, the Under-Valve Cover Injector Harness and the Chassis Harness. The EFS Controller actuates cylinders 1, 2, and 3 (front bank). The HPGS Controller actuates cylinders 4, 5, and 6 (rear bank).

Component Location: Cylinder numbers are assigned starting at the front of the engine (crank pulley 1, flywheel 6).


Conditions for Setting the Fault Codes: The EFS Controller detects an open circuit condition on the #1 diesel injection circuit OR there is a short on one of the front bank diesel injection lines.



If open circuit the fuel supply to cylinder #1 (gas and diesel) is immediately stopped

If short circuit the fuel supply to cylinders #1, 2, and 3 (gas and diesel) is immediately stopped



Shop Talk: Before troubleshooting this fault code look for multiple fault codes. If there is a diesel over current fault code for one of the front bank cylinders (3145, 3146, or 3147), troubleshoot that fault code first. Perform an injector cut-out test to verify the location of the fault.

An open circuit on a single diesel injection circuit will activate a single fault code.

A short on a single diesel injection circuit will activate multiple fault codes.

This fault code likely indicates that the injector is not properly connected to the EFS Controller or a harness is faulty. Another potential, but less likely cause is a faulty injector. If no problems were found with the harness or the connections, perform a continuity check on the injector.

Possible Causes

Faulty connection

Faulty harness

Faulty injector



54




Possible Symptoms:




















Possible Causes

Faulty connection

Faulty harness

Faulty injector



55




Possible Symptoms:




















Possible Causes

Faulty connection

Faulty harness

Faulty injector



56

FAULT 3142 Cyl #1 Gas Injection Circuit Open or Gas Cyl #1, Cyl #2 or Cyl #3 Short

Reason: Cylinder #1 gas injection circuit is open OR there is a short on one of the front bank gas injection lines.


Possible Symptoms:

If there is an open circuit on the cylinder #1 gas injection circuit, gas injection will stop for that cylinder o Engine runs rough or misfires

If there is a short circuit on the cylinder #1 gas injection circuit, gas injection will stop for the front bank (cylinders #1, 2, and 3)



The injectors are connected to the controllers via the Injector Pigtail Harness, the Under-Valve Cover Injector Harness, and the Chassis Harness. The EFS Controller actuates cylinders 1, 2, and 3 (front bank). The HPGS Controller actuates cylinders 4, 5, and 6 (rear bank).



Conditions for Setting the Fault Codes: The EFS Controller detects an open circuit condition on the #1 gas injection circuit OR there is a short on one of the front bank gas injection lines.



If open circuit the fuel supply to cylinder #1 (gas only) is immediately stopped

If short circuit the fuel supply to cylinders #1, 2 and 3 (gas only) is immediately stopped




An open circuit on a single gas injection circuit will activate a single fault code.

A short on a single gas injection circuit will activate multiple fault codes.


Possible Causes:

Faulty connection

Faulty harness

Faulty injector



57




Possible Symptoms:












If short circuit the fuel supply to cylinders #1, 2, and 3 (gas only) is immediately stopped

Conditions for Clearing the Fault Code: Diagnostic has the ability to reset if the deficiency corrects itself. When the diagnostic runs and passes, “Check ECU Next Stop” will be removed from the Westport Driver Display and the fault code will move into the inactive column. Shop Talk: Before troubleshooting this fault code look for multiple fault codes. If there is a diesel over current fault code for one of the front bank cylinders (3148, 3149, or 3150), troubleshoot that fault code first. Perform an injector cut-out test to verify the location of the fault.




Possible Causes:

Faulty connection

Faulty harness

Faulty injector



58




Possible Symptoms:












If short circuit the fuel supply to cylinders #1, 2, and 3 (gas only) is immediately stopped







Possible Causes:

Faulty connection

Faulty harness

Faulty injector



59

FAULT 3145 Cyl #1 Diesel Injection Circuit Overcurrent

Reason: The EFS Controller detects excessive current flowing through the return line of the cylinder #1 diesel injection circuit.


Possible Symptoms:

If there is a short across the diesel injection actuator for cylinder #1, gas and diesel injection will stop for that injector


If the return line from the diesel injection actuator is shorted to a high source, gas and diesel injection will stop for the entire front bank (cylinders #1, 2, and 3)






Conditions for Setting the Fault Codes: The EFS Controller detects an overcurrent on the cylinder #1 diesel injection return line.



If there is a short across the diesel injection actuator o Fuel supply to cylinder #1 (gas and diesel) is immediately stopped

If there is a short to high source on the return line of the diesel injection circuit o Fuel supply to cylinders #1, 2, and 3 (gas and diesel) is immediately stopped o Fault codes 3140 and 3141 are also illuminated



Shop Talk: Alone, this fault code likely indicates a faulty injector. Measure the resistance across the diesel actuator terminals. Nominal resistance is between 0.3 Ω and 0.5 Ω. A resistance reading of less than 0.3 Ω indicates a faulty injector.

If fault codes 3140 and 3141 are also active, this fault code is likely activated by a short to high source on the diesel return line for cylinder #1. Ensure there are no harness issues before injectors are replaced.

Possible Causes:

Faulty harness – short to high source on cylinder #1 diesel return line

Faulty injector



60




Possible Symptoms:


















Possible Causes:


Faulty injector



61




Possible Symptoms:


















Possible Causes:


Faulty injector



62

FAULT 3148 Cyl #1 Gas Injection Circuit Overcurrent

Reason: The EFS Controller detects excessive current flowing through the return line of the cylinder #1 gas injection circuit.


Possible Symptoms:

If there is a short across the gas injection actuator for cylinder #1, gas injection will stop for that cylinder o Engine runs rough or misfires

If the return line from the gas injection actuator is shorted to a high source, gas injection will stop for the entire front bank (cylinders #1, 2, and 3)






Conditions for Setting the Fault Codes: The EFS Controller detects an overcurrent on the cylinder #1 gas injection return line.



If there is a short across the gas injection actuator o Fuel supply to cylinder #1 (gas only) is immediately stopped

If there is a short to high source on the return line of the gas injection circuit o Fuel supply to cylinders #1, 2, and 3 (gas only) is immediately stopped o Fault codes 3143 and 3144 are also illuminated



Shop Talk: Alone, this fault code likely indicates a faulty injector. Measure the resistance across the gas actuator terminals. Nominal resistance is between 0.3 Ω and 0.5 Ω. A resistance reading of less than 0.3 Ω indicates a faulty injector.

If fault codes 3143 and 3144 are also active, this fault code is likely activated by a short to high source on the gas return line for cylinder #1. Ensure there are no harness issues before injectors are replaced.

Possible Causes:

Faulty harness – short to high source on cylinder #1 gas return line

Faulty injector



63




Possible Symptoms:

















Possible Causes:


Faulty injector



64




Possible Symptoms:

















Possible Causes:


Faulty injector



65

FAULT 3151 DRP Sensor Signal Circuit Shorted to Low Source

Reason: The EFS Controller detects low voltage on the DRP Signal circuit.


Possible Symptoms:





Circuit Description: The DRP sensor is a pressure transducer, which outputs a voltage signal based on the pressure it detects. This voltage signal is interpreted by the EFS Controller to generate a pressure value. Low voltage signals translate to low pressures, high voltage signals translate to high pressures. The DRP signal travels via the Engine Harness and the Chassis Harness to the EFS Controller.



Conditions for Setting the Fault Codes: The EFS Controller detects the DRP Signal voltage is below 0.1VDC.



All fuel supply to the engine (gas and diesel) is immediately stopped.



Shop Talk: The most likely cause of this fault code is a faulty harness, which has a short to a low source. Another potential cause is a faulty DRP sensor with an internal short. Refer to Section D in TSG-10019942 Troubleshooting & Diagnostics Guide for tips on identifying faulty pressure sensors.

Possible causes

Faulty harness

Faulty DRP sensor



66

FAULT 3152 GRP Sensor Signal Circuit Open or Shorted to Low Source

Reason: The EFS Controller detects low voltage on the GRP sensor signal circuit.

Effect: Engine likely to feel underpowered, idle quality is likely poor.

Possible Symptoms:

Engine power output is low




Circuit Description: The GRP sensor is a pressure transducer, which outputs a voltage signal based on the pressure it detects. This voltage signal is interpreted by the EFS Controller to generate a pressure value. Low voltage signals translate to low pressures, high voltage signals translate to high pressures. The GRP signal travels via the Engine Harness and the Chassis Harness to the EFS Controller.



Conditions for Setting the Fault Codes: The EFS Controller detects the GRP signal voltage is below 0.1 VDC.






Shop Talk: This fault code likely indicates that the GRP sensor is not connected properly (at the sensor) or there is an open or short to low source on the GRP signal line in one of the harnesses. Another potential cause is a faulty GRP sensor. Refer to Section D in TSG-10019942 Troubleshooting & Diagnostic Guide for tips on identifying faulty pressure sensors.

Possible Causes:

Faulty connection

Faulty harness

Faulty GRP sensor



67

FAULT 3155 DRP Sensor Signal Circuit Open or Shorted to High Source

Reason: The EFS Controller detects high voltage at the DRP Sensor Signal pin when it should be low.


Possible Symptoms:





Circuit Description: The DRP sensor is a pressure transducer, which outputs a voltage signal based on the pressure it detects. This voltage signal is interpreted by the EFS Controller to generate a pressure value. Low voltage signals translate to low pressures, high voltage signals translate to high pressures. The DRP signal travels via the Engine Harness and the Chassis Harness to the EFS Controller.



Conditions for Setting the Fault Codes: The EFS Controller detects that the signal voltage is above 4.9 VDC or the signal is not present at all (open).



IMV is commanded to close to reduce the perceived “high” DRP and the engine will therefore shut down



Shop Talk: This fault code likely indicates that the DRP sensor is not connected properly (at the sensor) or there is an open circuit in the DRP signal line between the sensor and the EFS Controller. Other potential but less likely causes include a faulty harness where the DRP signal line is shorted to a high source or DRP sensor is faulty and outputting a voltage greater than it ever should. Refer to Section D in TSG-10019942 Troubleshooting & Diagnostics Guide for tips on identifying faulty pressure sensors.

Possible Causes

Faulty connection

Faulty harness

Faulty DRP sensor



68

FAULT 3156 GRP Sensor Signal Circuit Shorted to High Source

Reason: The EFS Controller detects high voltage on the GRP sensor signal circuit.

Effect: Engine likely to feel underpowered, idle quality is likely poor

Possible Symptoms:





Circuit Description: The GRP sensor is a pressure transducer, which outputs a voltage signal based on the pressure it detects. This voltage signal is interpreted by the EFS Controller to generate a pressure value. Low voltage signals translate to low pressures, high voltage signals translate to high pressures. The GRP signal travels via the Engine Harness and the Chassis Harness to the EFS Controller.



Conditions for Setting the Fault Codes: The EFS Controller detects the GRP signal voltage is above 4.9 VDC.





Shop Talk: This fault code is likely caused by a faulty harness where there is a short to high source on the GRP Signal line. Other potential causes include a faulty GRP sensor, which is outputting a signal voltage that is much greater than it ever should. Refer to Section D in TSG-10019942 Troubleshooting & Diagnostics Guide for tips on identifying faulty pressure sensors.

Possible Causes:

Faulty harness

Faulty GRP sensor



69

FAULT 3159 Engine Speed Sensor Circuit Lost Synchronization

Reason: The EFS Controller is detecting pulses on the ESS circuit, but did not detect the 2 pulse signal, indicating crankshaft position.

Effect: The front bank of the engine will not run while this fault code is active. If the engine is running when this fault code becomes active, the front bank of the engine will shut down without warning (low power, stalls).

Possible Symptoms:



Engine difficult to start or will not start (fault code 3159 may not be active/inactive in this scenario)

Circuit Description: The crankshaft speed sensor, also known as the engine speed sensor (ESS), and the associated circuitry is the responsibility of the base engine. See base engine documentation for detailed circuit description.

The Westport 15L system taps into the base engine ESS signal via the ESS Breakout Harness. The ESS signal travels to the EFS Controller via the ESS Breakout Harness, the Engine Harness, and the Chassis Harness.



Conditions for Setting the Fault Codes: The engine speed exceeds 300 rpm after key on and the engine speed sensor -2 signal was not detected in the expected timeframe.



All fuel supply to the front bank of the engine (gas and diesel) is immediately stopped



Shop Talk: The diagnostic for this fault code is activated once the engine speed exceeds 300 rpm. However, the engine will not start if there are problems with the engine speed sensor circuit.


Note: The EFS Controller meters fuel supply to cylinders 1, 2, and 3; the HPGS Controller meters fuel supply to cylinders 4, 5, and 6. If only one controller loses the ESS signal the symptom will be low power, as the engine will only be running on half of its cylinders. If both controllers lose the ESS signal, the engine will shut down without warning (stalls).


Faulty connection




70

FAULT 3160 Driver Display Power Circuit Open

Reason: The EFS Controller detects an open circuit condition on the driver display circuit.

Effect: Westport driver display will not turn on.

Possible Symptoms:


Circuit Description: The Westport Driver Display is an informational console. It displays LNG fuel levels and informational messages to the operator.

The Westport Driver Display receives its power from the dash (battery power) and returns current to the EFS Controller. The EFS Controller turns the driver display on and off by opening and closing the current return line from the Westport Driver Display to the EFS Controller.

The driver display is connected to the EFS Controller via the Cab, Engine, and Chassis Harnesses.

Component Location: The Westport Driver Display is mounted inside the cab.

Conditions for Running the Diagnostics: This diagnostic runs during the Westport system power up only. When the key is turned ON, the EFS Controller delays commanding the driver display to turn on. This allows the EFS Controller to check for an open circuit condition.

Conditions for Setting the Fault Codes: The EFS Controller detects there is an open circuit condition in the driver display power circuit.


None, driver display will not be powered while this fault code is active

Conditions for Clearing the Fault Code: This fault code will likely only appear in the inactive column. The EFS Controller can only detect this fault if the driver display is commanded to be off.

Shop Talk: As the diagnostics for this fault code are only run during power up, this fault code is unlikely to be observed in the active column. This fault code likely indicates a poor connection to the driver display or a faulty harness. Another possible but less likely cause is a faulty driver display.

Possible Causes:

Faulty connection

Faulty harness

Faulty driver display



71

FAULT 3161 Driver Display Power Circuit Return Line Shorted to High Source

Reason: The EFS Controller detects it is absorbing excessive current through the return line of the driver display power circuit.

Effect: Westport driver display will not turn on

Possible Symptoms:

Driver display will not turn on

Circuit Description: The Westport Driver Display is an informational console. It displays LNG fuel levels and informational messages to the operator.

The Westport Driver Display receives its power from the dash (battery power) and returns current to the EFS Controller. The EFS Controller turns the driver display on and off by opening and closing the current return line from the Westport Driver Display to the EFS Controller.

The driver display is connected to the EFS Controller via the Cab Harness, the Engine Harness and the Chassis Harness.

Component Location: The Westport Driver Display is mounted inside the cab.

Conditions for Running the Diagnostics: This diagnostic runs continuously while the driver display is commanded to be powered.

Conditions for Setting the Fault Codes: The EFS Controller detects it is absorbing excessive current through the return line of the driver display power circuit.


None, driver display is effected when this fault code is active



Shop Talk: This fault code likely indicates a harness problem.

Possible Causes:

Faulty harness

Faulty driver display



72

FAULT 3162 Engine Position Sensor Circuit Cycle Unknown

Reason: The half cycle of the engine (compression vs. exhaust stroke) cannot be determined by the EFS Controller.


Possible Symptoms:


Circuit Description: The camshaft position sensor is also known as the engine position sensor (EPS). See base engine documentation for detailed circuit description.

On the Westport EPA07 system, Westport connects to the base EPS signal via the EPS Breakout Harness. The EPS signal communicates to both CM850 controllers via the EPS Breakout harness, the Westport Engine harness, and the Chassis harness.

On the Westport EPA10 and EPA13 system, the EPS signal communicates through the Modified Base Engine harness, Converter harness, Westport Engine harness, and OEM LNG ECU harness.

Component Location: The EPS and ESS Breakout harnesses connect to the base engine circuitry, and are located on the intake (cold) side of the engine. The Modified Base Engine harness, Converter harness, Westport Engine harness, and OEM LNG ECU harness are also on the intake (cold) side of the engine.

Conditions for Running the Diagnostics: Diagnostic runs continuously when the keyswitch is in the ON position, and the engine is operating.

Conditions for Setting the Fault Codes: The fault code is set when the position of the engine position sensor (EPS) signal relative to the engine speed sensor (ESS) signal is not within the expected range.


Driver Display will display “CHECK ECU NEXT STOP” message while the fault code is active, and Fault Code 3162 will be displayed in the Active Fault Code screen (if available).

Conditions for Clearing the Fault Code: Diagnostic has the ability to reset if the condition corrects itself.


Shop Talk: The position between the EPS and ESS signals is used to determine the half cycle (compression vs. exhaust stroke) of the engine. The half cycle needs to be determined before fuel can be supplied to the cylinder so it can be injected on the correct stroke. The engine will not start if the EFS controller cannot determine the half cycle of the engine during cranking. However, if the cycle is lost once the engine is running, the engine will continue to run unaffected.

Check the base engine controller for fault codes before troubleshooting the Westport fault code. If there are base engine fault codes, (active or inactive) related to camshaft position signal or crankshaft speed signal, follow base engine troubleshooting documentation.

Note: The EFS Controller meters fuel supply to cylinders 1, 2, and 3; the HPGS Controller meters fuel supply to cylinders 4, 5, and 6. Both the EFS and HPGS Controllers need to determine the cycle in order for the truck to start.

The associated HPGS controller fault is 4194.


Faulty connection


Faulty EPS sensor

Faulty ESS sensor


73

Relative mechanical movement (slip) or misalignment between the cam and crank shaft




74

FAULT 3200 EFS Controller Code Running too Slow

Reason: One or more software tasks in the EFS controllers are running too slow.

Effect: Depending on which task is running slow, driver will notice different effects. Severe cases may result in loss of power, misfire, or engine stall.

Possible Symptoms:

Symptoms might vary depending on the severity of the problem

Severe cases may result in erratic engine behaviour, misfire or stall.

Circuit Description: The CM850 controller performs many software operations, each of which must be completed within a specified amount of time. If a given task is taking longer than normal to execute, it may delay subsequent tasks and ultimately hinder performance of the controller.



Conditions for Setting the Fault Codes: The total time to execute all software operations once (time to go through one software loop) is exceeding a pre-defined safe limit.


Drivers Display will turn on display the “CHECK ECU NEXT STOP” message and fault code 3200 will be displayed in the Active Fault Code Screen (if available).

Conditions for Clearing the Fault Code: This fault code will remain active until the system is powered down, even if the task overrun issue is corrected internally to the controller. Key switch will have to be cycled on/off for the code to become inactive.

Shop Talk: This fault likely indicates an internal problem with the EFS controller.

A possible cause is a corrupt calibration in the EFS controller. Reload the most current calibration. Refer to Westport Work Instruction INS-10010091 Downloading Software and Calibrations to a Controller. If the problem persists after calibrations are reloaded, install a new EFS controller and load the most current EFS calibration on it.

Possible Causes:

Compromised controller calibration




75

FAULT 3201 EFS Controller Calibration Download to Wrong Address

Reason: An attempt was made using WEST or Wedge to modify a calibration value in a protected area of the EFS controller memory.

Effect: The EFS controller will prevent the calibration from being modified.

Possible Symptoms:

There should be no effect on performance or fuel efficiency

Circuit Description: The controller has specific memory allocated to store calibrations. If an attempt is made by the West software to modify calibration values in a protected area of the EFS controller memory, the controller will prevent the calibration values from being modified and set the fault code.

Component Location: This fault code is internal to the EFS controller.


Conditions for Setting the Fault Codes: This fault code will be set if an attempt is made to modify calibration values in a protected area of the EFS controller memory. The fault code will remain active until power to the controller is cycled.


Drivers Display will turn on the “CHECK ECU NEXT STOP” message and fault code 3201 will be displayed in the Active Fault Code Screen (if available).

Conditions for Clearing the Fault Code: The fault code will reset and become inactive next time the EFS controller is powered up.

Shop Talk: This fault likely indicates that West software attempted to modify calibration values in protected areas of the EFS controller memory.

Close and restart the West software and try to set the calibration(s) again. Check whether the fault code becomes active again.

If the problem remains, re-flash the controller with the appropriate calibration file and check whether the fault code becomes active again. Refer to Westport Work Instruction INS-1001009 Downloading Software and Calibrations to a Controller.

Possible Causes:

Faulty West communication hardware

Faulty West software




76

FAULT 3202 GRP Excessively High

Reason: Gas Rail Pressure (GRP) is excessively high. EFS Controller detects the GRP to be above the normal operating range of the truck.


Possible Symptoms:



Engine speed surge or engine speed unstable.

Circuit Description: The GRP sensor is a pressure transducer which outputs a voltage signal based on the pressure it detects. This voltage signal is interpreted by the EFS Controller to generate a pressure value. The GRP signal travels via the Engine Harness and the Chassis Harness to the EFS Controller.



Conditions for Setting the Fault Codes: GRP is greater than 30 MPa for more than 15 seconds.



Conditions for Clearing the Fault Code: Diagnostic has the ability to reset if the deficiency corrects itself. When the diagnostic runs and passes, “Check ECU Next Stop” will be removed from the Westport Driver Display and the fault code will move into the inactive column.

Shop Talk: The GRP is mechanically regulated to be lower than Diesel Rail Pressure (DRP) in the DLSR. Look for fault codes relating to DRP before troubleshooting this fault code. An abnormally high DRP will result in an abnormally high GRP. In addition, look for fault code, 3214 – Diesel Rail Pressure Bias is Low, which indicates the DLSR is not regulating the gas rail pressure correctly.

Another potential cause is a faulty GRP sensor outputting a falsely high GRP. Refer to Section D in TSG-10019942 Troubleshooting & Diagnostics Guide for tips on identifying faulty pressure sensors.

Possible Causes:

Abnormally high DRP

Faulty GRP sensor

Faulty DLSR



77

FAULT 3203 DRP Excessively High

Reason: The EFS Controller detects DRP to be above the normal operating range of the engine. This code may also appear if the diesel PRV on the FCM is mis-adjusted.


Possible Symptoms:






Circuit Description: Diesel rail pressure is primarily controlled by the IMV. The IMV is a normally open valve, which is used to regulate the amount of diesel supplied to the high-pressure diesel pump. The IMV is part of the high-pressure diesel pump and is electronically controlled by the EFS Controller. The IMV is connected to the EFS Controller via the Engine and Chassis Harnesses.

Diesel rail pressure is measured by the DRP sensor. The DRP sensor is a pressure transducer that outputs a voltage signal based on the pressure it detects. The DRP signal travels via the Engine and Chassis Harnesses to the EFS Controller.

Component Location: The DRP Sensor is located on the FCM. The FCM is mounted on the intake (cold) side of the engine.


Conditions for Setting the Fault Codes: DRP is greater than 30 MPa for more than 15 seconds.


The EFS Controller displays “Please Stop Engine” on the Westport Driver Display

IMV is commanded to close to reduce DRP



Shop Talk: This fault code likely indicates that the IMV has been disconnected or otherwise failed in the open position causing high DRP. This fault suggests that the DRP is effectively being controlled by the diesel PRV in the FCM rather than the IMV.

Before troubleshooting this fault code, look for multiple fault codes. In particular, look for Fault Code 3104 – Inlet Metering Valve Circuit Open or Shorted to High Source. If fault code 3104 is present, troubleshoot it first.

This code may also be caused by incorrect adjustment of the diesel PRV on the FCM, possibly due to tampering. Before performing additional troubleshooting, replace the entire PRV if the black tamper-proof cap is missing.

Another potential cause is the DRP sensor failing in range outputting a falsely high DRP. Refer to Section D in TSG-10019942 Troubleshooting & Diagnostics Guide for tips on identifying faulty pressure sensors.

Possible Causes:

Faulty connection to the IMV

Mis-adjusted FCM diesel PRV

Faulty DRP sensor


78




79

FAULT 3204 DRP Below Command During Fueling

Reason: The EFS Controller detects that the measured DRP is below the commanded rail pressure during fueling.

Effect: None on performance

Possible Symptoms:


Circuit Description: The diesel rail pressure is measured by the DRP sensor.

Component Location: The DRP sensor is located in the FCM. The FCM is mounted on the intake (cold) side of the engine.

Conditions for Running the Diagnostics: Diagnostic runs continuously while the keyswitch is in the ON position and the engine is running on natural gas.

Conditions for Setting the Fault Codes: The EFS controller detects that the measured diesel rail pressure is less than the commanded diesel rail pressure for a significant period of time while the engine is fueling.


None

Conditions for Clearing the Fault Code: Diagnostic has the ability to reset if the deficiency corrects itself. When the diagnostic runs and passes, the fault code will move into the inactive column.

Shop Talk: Diagnostics which monitor the difference between commanded and measured diesel rail pressure are divided into “fueling” and “not fueling” events.

Due to truck to truck variability, the thresholds for this fault code are set conservatively and are intended to catch major deviations from commanded DRP. Before troubleshooting this fault code, look for multiple fault codes. Refer to Section D in TSG-10019942 Troubleshooting & Diagnostics Guide for tips on identifying faulty pressure sensors.

Possible Causes:

Leak in diesel system plumbing

Faulty high-pressure diesel pump belt

Clogged diesel filter (2 possible, transfer pump filter and high-pressure pump filter)

Faulty Diesel PRV

Faulty Diesel Drain Valve

Faulty DRP Sensor

Faulty high-pressure diesel pump (including IMV)

Faulty transfer pump



80

FAULT 3205 DRP Above Command During Fueling

Reason: The EFS Controller detects that the measured DRP is exceeding the commanded rail pressure during fueling.


Possible Symptoms:





Conditions for Setting the Fault Codes: The EFS Controller detects the measured diesel rail pressure to be greater than the commanded diesel rail pressure for a significant period of time while the engine is fueling.


None


Shop Talk: Diagnostics that monitor the difference between commanded and measured diesel rail pressure are divided into fueling and not fueling events.

Due to truck to truck variability, the thresholds for this fault code are set conservatively and are intended to catch major deviations from commanded DRP. Before troubleshooting this fault code look for multiple fault codes. Refer to Section D in TSG-10019942 Troubleshooting & Diagnostics Guide for tips on identifying faulty pressure sensors.

Possible Causes:

Faulty DRP sensor




81

FAULT 3206 Diesel Rail Pressure Bias is High

Reason: The EFS Controller detects that the bias (DRP-GRP) between DRP and Gas Rail Pressure (GRP) is greater than normal.


Possible Symptoms:



Excessive black smoke on acceleration



Circuit Description: GRP is mechanically biased to be 0.3 to 0.7 MPa (3 to 7 Bar) lower than DRP in the DLSR. The EFS Controller uses the output from the DRP sensor and the GRP sensor to calculate and monitor bias.

Component Location: The DRP and GRP sensors are located in the FCM. The FCM is mounted on the intake (cold) side of the engine. The DLSR is mounted on the bottom of the FCM block.

Conditions for Running the Diagnostics: Diagnostic runs continuously while the keyswitch is in the ON position and Gas System Pressure (GSP) is greater than DRP.

Conditions for Setting the Fault Codes: Bias is defined as DRP-GRP. This fault code will be activated if the bias calculation exceeds 15 bar.





Shop Talk: GRP is controlled by the DLSR, which sets the GRP just below DRP. This fault indicates that the DLSR does not appear to be controlling the GRP correctly. Another potential cause is a faulty Gas Fuel Shut Off Valve. If fault code 3105 – Gas Fuel Shut Off Valve Circuit Open or Shorted to High Source or fault code 3121 – Gas Fuel Shut Off Valve Circuit Shorted to Low Source is active, troubleshoot that fault code first.

Before replacing the DLSR, refer to Section D in TSG-10019942 Troubleshooting & Diagnostics Guide for tips on identifying faulty pressure sensors.

Possible Causes include:

Faulty Connection at the Gas Fuel Shut Off Valve

Gas leak downstream of the DLSR

Faulty Gas Fuel Shut Off Valve

Faulty GRP Sensor

Faulty DRP Sensor

Faulty DLSR



82

FAULT 3207 Inlet Metering Valve Circuit Resistance is High

Reason: The EFS Controller calculates the resistance on the IMV circuit to be greater than normal.

Effect: Operator may or may not notice driveability issues.

Possible Symptoms:



Circuit Description: The IMV is a normally open valve used to regulate the amount of diesel supplied to the high-pressure diesel pump. The IMV is part of the high-pressure diesel pump and is electronically controlled by the EFS Controller. The resistance of the IMV circuit plays an important role in fuel pressure control as the IMV directly affects DRP.

The IMV is connected to the EFS Controller via the Engine and Chassis Harnesses.



Conditions for Setting the Fault Codes: The EFS Controller calculates the IMV circuit resistance to be greater than 6 Ω.





Shop Talk: The IMV is a solenoid valve that controls diesel rail pressure. If the EFS Controller calculates that the resistance of this circuit is high, this fault code will be activated.

Possible Causes:

Faulty harness




83

FAULT 3208 GRP Sensor Signal Out of Range High

Reason: The EFS Controller detects GRP to be above the operating range of the sensor.

Effect: Operator likely to observe the engine power output is poor and the engine runs rough or misfires especially at idle.

Possible Symptoms:


Engine runs rough or misfires (especially at idle)



Circuit Description: The GRP sensor is a pressure transducer that outputs a voltage signal based on the pressure it detects. This voltage signal is interpreted by the EFS Controller to generate a pressure value. Low voltage signals translate to low pressures, high voltage signals translate to high pressures. The GRP signal travels via the Engine Harness and the Chassis Harness to the EFS Controller.



Conditions for Setting the Fault Codes: The EFS Controller detects GRP is above 59 MPa. This threshold is set above the specified operating range of the sensor.





Shop Talk: This fault code indicates a faulty GRP sensor.

Possible Causes

Faulty GRP sensor



84

FAULT 3209 GRP Sensor Signal Out of Range Low

Reason: The EFS Controller detects GRP to be below the operating range of the sensor.

Effect: Operator likely to observe the engine power output is poor and the engine runs rough or misfires, especially at idle.

Possible Symptoms:


Engine runs rough or misfires (especially at idle)


Engine shuts off without warning (stalls)

Circuit Description: The GRP sensor is a pressure transducer that outputs a voltage signal based on the pressure it detects. This voltage signal is interpreted by the EFS Controller to generate a pressure value. Low voltage signals translate to low pressures, high voltage signals translate to high pressures. The GRP signal travels via the Engine Harness and the Chassis Harness to the EFS Controller.



Conditions for Setting the Fault Codes: The EFS Controller detects GRP is below -0.5 MPa





Shop Talk: This fault code indicates a faulty GRP sensor.

Possible Causes:

Faulty GRP sensor



85

FAULT 3210 DRP Sensor Signal Out of Range High

Reason: EFS Controller detects DRP to be above the specified operating range of the sensor.

Effect: Engine will not run while this fault code is active. If the engine is running when this fault code becomes active, the engine will shut down without warning (stalls)

Possible Symptoms:




Circuit Description: The DRP sensor is a pressure transducer that outputs a voltage signal based on the pressure it detects. This voltage signal is interpreted by the EFS Controller to generate a pressure value. Low voltage signals translate to low pressures, high voltage signals translate to high pressures. The DRP signal travels via the Engine Harness and the Chassis Harness to the EFS Controller.



Conditions for Setting the Fault Codes: The EFS Controller detects DRP is above 59 MPa. This threshold is set above the specified operating range of the sensor.



IMV is commanded to close to reduce the perceived “high” DRP o The engine will therefore be starved of fuel and shut down



Shop Talk: This fault code indicates a faulty DRP sensor

Possible Causes

Faulty DRP sensor



86

FAULT 3211 DRP Sensor Signal Out of Range Low

Reason: The EFS Controller detects Diesel Rail Pressure (DRP) to be below the operating range of the sensor.


Possible Symptoms:




Circuit Description: The DRP sensor is a pressure transducer that outputs a voltage signal based on the pressure it detects. This voltage signal is interpreted by the EFS Controller to generate a pressure value. Low voltage signals translate to low pressures, high voltage signals translate to high pressures. The DRP signal travels via the Engine Harness and the Chassis Harness to the EFS Controller.



Conditions for Setting the Fault Codes: The EFS Controller detects DRP is below -0.5 MPa.






Shop Talk: This fault code indicates a faulty DRP sensor

Possible Causes:

Faulty DRP sensor



87

FAULT 3212 DRP Below Command While Not Fueling

Reason: The EFS Controller detects that the measured DRP is below the commanded rail pressure while the injectors are not commanded to fuel.


Possible Symptoms:


Excessive venting from the FCM vent stack




Conditions for Setting the Fault Codes: The EFS Controller detects the measured diesel rail pressure to be much less than the commanded diesel rail pressure while the injectors are not commanded to fuel.


None


Shop Talk: Diagnostics which monitor the difference between commanded and measured diesel rail pressure are divided into fueling and not fueling events.


Possible Causes:


Faulty high-pressure diesel pump belt


Faulty Diesel PRV


Faulty DRP sensor


Faulty transfer pump (transfer pump)



88

FAULT 3213 DRP Above Command While Not Fueling

Reason: The EFS Controller detects that the measured DRP is above the commanded rail pressure while the injectors are not commanded to fuel.


Possible Symptoms:





Conditions for Setting the Fault Codes: The EFS Controller detects the measured diesel rail pressure to be much more than the commanded diesel rail pressure while the injectors are not commanded to fuel.


None


When the diagnostic runs and passes, the fault code will move into the inactive column.

Shop Talk: Diagnostics that monitor the difference between commanded and measured diesel rail pressure are divided into fueling and non-fueling events.


Possible Causes:

Faulty DRP sensor




89

FAULT 3214 Diesel Rail Pressure Bias is Low

Reason: The EFS Controller detects that the bias (DRP-GRP) between DRP and Gas Rail Pressure (GRP) is less than normal.

Effect: Operator may or may not notice any performance issues

Possible Symptoms:



Excessive venting through FCM vent stack

Circuit Description: GRP is mechanically biased to be 0.3 to 0.7 MPa (3 to 7 Bar) lower than DRP in the DLSR. The EFS Controller uses the output from the DRP sensor and the GRP sensor to calculate and monitor bias.

Component Location: The DRP and GRP sensors are located in the FCM. The FCM is mounted on the intake (cold) side of the engine. The DLSR is mounted on the bottom of the FCM block.

Conditions for Running the Diagnostics: Diagnostic runs continuously while the keyswitch is in the ON position and Gas System Pressure (GSP) is greater than DRP.

Conditions for Setting the Fault Codes: Bias is defined as DRP – GRP. This fault code will be activated if GRP exceeds DRP by 2 Bar or more. Note bias is zero before DRP is built to start the engine.





Shop Talk: The GRP is controlled by the DLSR, which sets the GRP just below DRP. This fault indicates that the DLSR does not appear to be controlling the GRP correctly.

Before replacing the DLSR, refer to Section D in TSG-10019942 Troubleshooting & Diagnostics Guide for tips on identifying faulty pressure sensors.

Possible Causes

Faulty GRP sensor

Faulty DRP sensor

Faulty DLSR



90

FAULT 3215 Inlet Metering Valve Circuit Resistance is Low

Reason: The EFS Controller calculates the resistance on the IMV circuit to be less than normal.


Possible Symptoms:

Engine speed surge or engine speed is unstable


Circuit Description: The IMV is a normally open valve used to regulate the amount of diesel supplied to the high-pressure diesel pump. The IMV is part of the high-pressure diesel pump and is electronically controlled by the EFS Controller. The resistance of the IMV circuit plays an important role in fuel pressure control as the IMV directly affects DRP.




Conditions for Setting the Fault Codes: The EFS Controller calculates the IMV circuit resistance to be less than 2 Ω.





Shop Talk: The IMV is a solenoid valve that controls diesel rail pressure. If the EFS Controller calculates that the resistance of this circuit is low, this fault code will be activated.

Possible Causes:

Faulty harness




91

FAULT 3216 Diesel Fuel System Not Building DRP Through Cranking

Reason: Diesel fuel system is not building Diesel Rail Pressure (DRP) through cranking. The DRP has not reached the minimum pressure threshold required for injection within a normal timeframe.

Effect: The engine will not start if diesel rail pressure is not sufficient.

Possible Symptoms:

Engine will not start or difficult to start



Conditions for Running the Diagnostics: This diagnostic starts when cranking begins and ends when the engine has started or DRP exceeds 100 bar.

Conditions for Setting the Fault Codes: DRP has not exceeded 100 Bar after cranking for 7 seconds.



Conditions for Clearing the Fault Code: Diagnostic has ability to reset if the deficiency corrects itself.


Shop Talk: When the key is turned on the low-pressure diesel pump turns on and provides diesel to the high-pressure diesel pump. When the engine is cranked, the high-pressure diesel pump is turned and provides high-pressure diesel to the FCM. This fault code indicates that the high-pressure diesel system has a leak or the high-pressure diesel system is otherwise faulty.

Before troubleshooting this fault code, look for multiple fault codes. Refer to Section D in TSG-10019942 Troubleshooting & Diagnostics Guide for tips on identifying faulty pressure sensors.

Possible Causes include:


Faulty High-pressure diesel pump belt


Faulty Diesel PRV


Faulty DRP Sensor


Faulty transfer pump

Faulty injector(s)



92

FAULT 3217 Injector On-time Limited by Duty Cycle Limiter

Reason: The total injector on-time (diesel or gas) for one or more cylinders exceeds maximum limits. A problem occurred when calculating injection commands.

Effect: Operator may observe a range of symptoms, including a cylinder misfire or low power output.

Possible Symptoms: Engine performance may be compromised, resulting in:

Low power

Circuit Description: The EFS controller calculates the injection on-times for all cylinders (diesel and gas). Injector on-time varies with torque demand. A software limit exists to prevent extended on-times. This fault is not a hardware issue, and is related to the calibration software.


Conditions for Running the Diagnostics: The diagnostic will run continuously while the keyswitch is in the ON position.

Conditions for Setting the Fault Codes: This fault code will be set when the on-time limit is exceeded for any cylinder (diesel or gas).


Fault Code 3217 will be displayed in the Active Fault Code screen. Logic is applied to shorten pulses until the total on-time is within acceptable limits.

Conditions for Clearing the Fault Code: This fault code will become inactive once all demanded injector on-times do not exceed the on-time limit.

Shop Talk: This fault is caused by a calibration issue. Try to reload the EFS controller with the latest applicable calibrations. Please contact Westport Service if this fault persists.

Possible Causes:

Compromised calibration



93

FAULT 3218 Injector Pulse Min Separation Violation

Reason: The time between injector actuations is too short.


Possible Symptoms: Engine performance may be compromised resulting in:

Low power

Circuit Description: The EFS controller calculates the period between all injector actuations on a given channel (diesel and gas). The calibration software contains a preset minimum period between each injector actuation on a given channel. The EFS controller will force the separation between any two actuations on the same channel to the minimum period.



Conditions for Setting the Fault Codes: This fault code will be set if the calculated separation time between any two actuations on the same channel is less than the minimum allowable separation time.


The EFS controller will force the minimum separation to the preset minimum value.

Fault Code 3218 will be displayed in the Active Fault Code screen.

Conditions for Clearing the Fault Code: This code will become inactive once the minimum separation period is no longer violated.

Shop Talk: This fault is not a hardware issue, and is calibration dependent. Try reloading the EFS controller with the latest applicable calibration. Please contact Westport Service if this fault persists.

Possible Causes:




94

FAULT 3219 Injector Pulse Trimmed to Allowable Window

Reason: The calculated injection timing of an injection event on one or more cylinders is outside of pre-set parameters.



Engine may stall when this fault is activated

Temporary loss of power

Circuit Description: Fuels (diesel and gas) are injected into the combustion chambers as the piston reaches a certain position relative to top dead center; this is referred to as injection timing. Injection is only allowed when the piston position is between 60 degrees before and after top dead center.



Conditions for Setting the Fault Codes: This fault code will be set when an injection event is cancelled due to the calculated injection timing falling outside of the +/- 60 degrees piston position relative to top dead center.


The offending fuel injection will be cancelled.

Fault code 3219 is displayed in the Active Fault Code screen.

Conditions for Clearing the Fault Code: This fault code will become inactive after all fuel injection events occur within the allowable injection window of between +/- 60 degrees relative to top dead center.

Shop Talk: This fault is caused by a calibration issue. Try to reload the EFS controller with latest applicable calibration. Please contact Westport Service if this fault persists. Possible Causes:




95

FAULT 3220 Injection Pulse Modified to Avoid Boost Overlap

Reason: Diesel and gas injections on a given cylinder are being calculated to happen at the same time.


Possible Symptoms:


Engine performance may be compromised resulting in: o Low power

Circuit Description: The diesel and gas solenoids on each HPDI injector are activated in two stages; peak and hold respectively. During the initial peak stage, the boost supply (50Vdc) of the CM850 is used. Once the initial current level is attained, the controller uses regular battery voltage to maintain and hold current. There is only one 50Vdc boost supply per CM850, so two injections are not allowed to start at the same time; this avoids “boost overlap”.



Conditions for Setting the Fault Codes: This fault code will be set when the EFS controller calculates injection times such that boost overlap occurs.


EFS controller will trim or cut the gas injection until it no longer overlaps with diesel.


Conditions for Clearing the Fault Code: This fault code will be reset and become inactive when no boost events overlap.

Shop Talk: This fault is caused by a calibration issue. Try reloading the EFS controller with the latest applicable calibration. Please contact Westport Service if this fault persists.

Possible Causes:




96

FAULT 3221 Injection Event Cut Due to Injector Circuit Fault

Reason: Electrical fault occurred on cylinders 1, 2, or 3.

Effect: Operator may observe a range of symptoms, including a cylinder misfire, stall, or low power output.


Low power

Stumble or misfire

The engine might stall

Circuit Description: HPDI injectors are electrically actuated by the EFS and HPGS Controllers. The diesel actuator is offset from the center of the injector bore (as viewed from above). The gas actuator is in line with the center of the injector bore.


Component Location: The injector harness is inside the engine bay under the valve cover. The chassis harness is usually located on the cold side of the engine, and is connected to the injector harness at the injector pass through bulkhead connector.


Conditions for Setting the Fault Codes: Any of the following conditions will set this fault code:

Any actuator on cylinder 1, 2, or 3 is over current (signal line shorted to low source)

Any actuator on cylinder 1, 2, or 3 is open

Short circuit on cylinder 1, 2, or 3


EFS controller will cut both gas and diesel injections to the cylinder(s) experiencing injector malfunction.


Conditions for Clearing the Fault Code: The fault code will become inactive when EFS controller no longer cuts injections due to the injector circuit fault.

Shop Talk: This fault indicates a fuel injection event was cut due to an injector circuit fault with one or more injectors on the front bank (cylinder 1, 2, 3). This fault is likely to be accompanied by fault codes 3139 – 3150. Troubleshooting of 3139 through 3150 should be performed prior to resolving fault 3221.

Possible Causes:

Refer to troubleshooting of fault codes 3139 through 3150




97

FAULT 4001 WPP CAN-A Datalink Excessive Errors

Reason: The HPGS Controller detects too many communication errors on the Westport Proprietary Protocol (WPP) CAN-A Network.


Possible Symptoms:





Circuit Description: The WPP CAN-A Datalink is the primary communication link for the Westport 15L system. The WPP CAN-A Datalink connects the EFS, HPGS Controllers and the Westport Driver Display via the Chassis Harness, Engine Harness and Cab Harness.


Component Location: The WPP CAN-A Datalink spans three wiring harnesses. It originates with the EFS and HPGS Controllers and extends through the Chassis, Engine, and Cab Harnesses. EFS and HPGS Controllers are mounted on the Chassis or below the Cab.


Conditions for Setting the Fault Codes: The HPGS Controller detects excessive communication errors on the WPP CAN-A Datalink (+/- counter).


The HPGS Controller displays “Check ECU Next Stop” on the Westport Driver Display




Shop Talk: Possible causes of this fault code include:

Faulty connection

Faulty harness (electrical noise, severed connection) o Incorrect terminating resistance in WPP CAN-A Datalink

Faulty Westport Driver Display



98

FAULT 4003 EFS Controller No Reply

Reason: Communication between the EFS and HPGS Controllers has been compromised.


Possible Symptoms:





Circuit Description: The WPP CAN-A Datalink connects the EFS, HPGS Controllers and Driver Display via the Chassis Harness, Engine Harness and Cab Harness.





Conditions for Setting the Fault Codes: The HPGS Controller has sent requests for data from the EFS Controller and has not received the expected data within a reasonable timeframe.






Shop Talk: Before troubleshooting this fault code, look for multiple fault codes. Fault code 3003 – HPGS Controller No Reply, will likely be active as well.

Possible Causes

Faulty connection

Faulty power supply fuse for the EFS Controller

Faulty harness



99

FAULT 4005 EFS Controller Has Incompatible Software

Reason: The HPGS Controller detects the software on the EFS Controller is not compatible with the software on the HPGS Controller. Re-connecting the EFS controller harness while the keyswitch is on may also cause this fault code.


Possible Symptoms:



The EFS and HPGS Controllers are connected and designated EFS or HPGS by their connection to the Chassis Harness. The EFS and HPGS Controllers communicate with each other via the WPP CAN-A datalink contained in the Chassis Harness.



Conditions for Setting the Fault Codes: The HPGS Controller detects the software on the EFS Controller is EFS software but the software version does not match the HPGS software on the HPGS Controller.






Shop Talk: Before troubleshooting this fault code look for multiple fault codes. Fault Code 3005 – HPGS Controller Has Incompatible Software, will also likely be active.

Possible Causes

EFS and HPGS software versions do not match

EFS controller harness connected to the CANlink while the keyswitch is on

Contact Westport Service for compatible calibrations/software versions. To ensure compatibility, the entire software suite (ECM, HPGS Software and EFS Software) should be downloaded and re-flashed.



100

FAULT 4006 HPGS Controller Internal Temperature High

Reason: HPGS Controller internal temperature is high.


Possible Symptoms:



Circuit Description: Circuitry is internal to CM850. Controllers are not considered serviceable parts.



Conditions for Setting the Fault Codes: HPGS Controller detects a temperature greater than 105°C at its internal temperature sensor for more than 2.5 seconds.






Shop Talk: CM850’s are not serviceable parts. The EFS and HPGS Controllers have internal temperature sensors. If these sensors detect that the controllers are getting excessively hot, they will activate fault code 3006 (EFS) and 4006 (HPGS), which will shut down the engine. It is likely that if one controller asserts this fault code, the other is hot as well, as the controllers are physically mounted together and subject to the same temperature environment. Contact Westport Service if the reason the controller experienced a high temperature cannot be determined.

Possible Causes

HPGS Controller exposed to high temperatures



101

FAULT 4007 HPGS Controller Boost Voltage Low

Reason: Boost voltage supplied by the HPGS Controller is too low to control the fuel injectors.


Possible Symptoms:




Circuit Description: The EFS Controller drives injectors 1, 2, and 3. The HPGS Controller drives injectors 4, 5, and 6. The injectors are connected to the controllers via the following harnesses; Injector Pigtail Harness, Under Valve Cover Injector Harness and the Chassis Harness.

Component Location: HPGS Controller is mounted on the chassis or under the cab.


Conditions for Setting the Fault Codes: Engine speed is greater than 300 rpm and boost voltage drops below 40 VDC for one second.






Shop Talk: The HPGS Controller contains a 55 VDC “boost” circuit used to actuate the fuel injectors. The boost circuit then uses the injector actuators to recharge the boost supply circuit. Excessive resistance in the injector actuator circuit may hamper the circuit’s ability to maintain the 55 VDC boost supply.

Possible Sources

Faulty injector coil(s)

Faulty harness (excessive resistance)



102

FAULT 4008 HPGS Controller Supply Voltage Low

Reason: Supply voltage to the HPGS Controller is below the minimum allowable system voltage level.


Possible Symptoms:




Circuit Description: The HPGS Controller is connected to the truck batteries (directly or indirectly) via the Battery Harness

Component Location: The HPGS Controller is located on the chassis or under the cab. Battery location varies depending on OEM truck configuration.


Conditions for Setting the Fault Codes: HPGS supply voltage is less than 10 VDC for 3* seconds and engine speed is greater than 450 rpm.




Conditions for Clearing the Fault Code: Diagnostic has the ability to reset if the deficiency corrects itself. Supply voltage will have to be greater than the minimum system voltage for 3* seconds before the diagnostic will pass.


Shop Talk: *Software version BG and earlier detects and resets at 30 seconds. All other versions are 3 seconds.

Before troubleshooting this fault code. check for multiple fault codes and the base engine controller for related base engine fault codes. If there are base engine fault codes troubleshoot those fault codes first using base engine documentation.

Possible Causes

Faulty base engine or truck component causes low voltage




103

FAULT 4009 HPGS Controller Supply Voltage High

Reason: HPGS Controller supply voltage is high. Supply voltage to the HPGS Controller is above the maximum allowable system voltage level.

Effect: Engine will not run while this fault code is active. If the engine is running when this fault code becomes active, the engine will shut down without warning (stalls). Electrical damage to the controller is possible if this fault code has been activated.

Possible Symptoms:



Circuit Description: The HPGS Controller is connected to the truck batteries (directly or indirectly) via the Battery Harness

Component Location: The HPGS Controller is located on the chassis or under the cab. Battery location varies depending on OEM truck configuration.


Conditions for Setting the Fault Codes: HPGS supply voltage is greater than 16 VDC for 3 seconds.






Shop Talk: Before troubleshooting this fault code, check for multiple fault codes and check the base engine controller for related base engine fault codes. If there are related base engine fault codes, troubleshoot those fault codes first using base engine documentation.

Note: The Westport 15L system is based on a 12 VDC charging system.

Possible Causes

Faulty base engine or truck component causes high voltage

Truck batteries installed incorrectly

Batteries hooked up to charger set at incorrect voltage level ( 24 or 48 VDC)




104

FAULT 4010 HPGS Controller Has Incorrect Application Software Loaded

Reason: The HPGS controller detected that the incorrect EFS software has been loaded. Controller identification does not match software type.

Effect: While active, this fault code will cancel all injection events and the engine will not start. While this fault code is active, the controller will only operate very basic functions, such as key on and communication to WEST.

Possible Symptoms:



Circuit Description: Both EFS and HPGS controller software is installed on the same model controller. Depending on designation, controllers are identified via the HPGS “controller detect” line. An HPGS “controller detect” line that is shorted to a “switch return” identifies the controller as HPGS. An HPGS “controller detect” line that is left open identifies the controller as EFS. The two lines are shorted inside the Chassis Harness.

The HPGS controller has the ability to match hardware identification to application software type. The controller cannot function if hardware identification does not match the software type.

Component Location: EFS and HPGS controllers are generally mounted on the chassis, engine firewall, or under the cab, depending on truck configuration.

Conditions for Running the Diagnostics: Diagnostic will run one time when ignition key is switched to ON position.

Conditions for Setting the Fault Codes: This fault code will be set if the HPGS controller, as determined by hardware, has EFS software loaded.

Action Taken When the Fault Code is Active: The HPGS controller will not be able to start the engine or turn on the drivers display. Fault code 4010 will be set, and will be available by connecting WEST to the HPGS controller.

Conditions for Clearing the Fault Code: The fault code will reset and become inactive the next time the controller is powered up as an HPGS controller with HPGS software.

Shop Talk: EFS and HPGS controllers have the same part number and look identical. During installation, it is possible to accidentally install the two controllers in opposite locations. Even though the truck will not start or run, this fault code will be set and retrieved using WEST. It is likely that a number of fault other codes will become active with fault code 4010. The technician should resolve 4010 prior to other fault codes.

The WEST software will not allow the application software to be downloaded to the wrong controller.

Should the HPGS controller have EFS software loaded, refer to Westport Work Instruction INS-10017429 Downloading Calibrations to Westport CM850 and Cummins

® ECM, and reload software to both controllers.

Possible Causes:

HPGS and EFS controller positions switched during installation



105

FAULT 4100 Engine Speed Sensor Circuit No Pulse

Reason: HPGS Controller does not detect the engine speed sensor pulse signal.

Effect: The rear bank of the engine will not run while this fault code is active. If the engine is running when this fault code becomes active, the rear bank of the engine will shut down without warning (low power, stalls).

Possible Symptoms:

Engine power output is low.



Circuit Description: The crankshaft speed sensor, also known as the engine speed sensor (ESS), and the associated circuitry is the responsibility of the base engine. See base engine documentation for detailed circuit description.

The Westport 15L system taps into the base engine ESS signal via the ESS Breakout Harness. The ESS signal travels to the EFS Controller via the ESS Breakout Harness, Engine Harness, and Chassis Harness.



Conditions for Setting the Fault Codes: The engine speed exceeds 300 rpm and the engine speed sensor pulse signal was not detected.



All fuel supply to the rear bank of the engine (gas and diesel) is immediately stopped



Shop Talk: The diagnostics for this fault code are activated once the engine speed exceeds 300 rpm. However, the engine will not start if there are problems with the engine speed sensor circuit.


Note: The EFS Controller meters fuel supply to cylinders 1, 2, and 3; the HPGS Controller meters fuel supply to cylinders 4, 5, and 6. If only one controller loses the ESS signal, the symptom will be low power, as the engine will only be running on half of its cylinders. If both controllers lose the ESS signal the engine will shut down without warning (stalls).


Faulty connection

Faulty harness



106

FAULT 4101 Engine Position Sensor Circuit No Pulse

Reason: HPGS Controller does not detect the engine position sensor pulse signal.


Possible Symptoms:


Circuit Description: The camshaft position sensor, also known as the engine position sensor (EPS), and the associated circuitry is the responsibility of the base engine. See base engine documentation for detailed circuit description.

The Westport 15L system taps into the base engine EPS signal via the EPS Breakout Harness. The EPS signal travels to the HPGS Controller via the EPS Breakout Harness, Engine Harness, and Chassis Harness.



Conditions for Setting the Fault Codes: The engine speed exceeds 300 rpm and the engine position sensor pulse signal was not detected.






Check the base engine controller for fault codes before troubleshooting this Westport fault code. If there are base engine fault codes, active or inactive, related to camshaft speed or position, follow base engine troubleshooting documentation.

Note: The EFS Controller meters fuel supply to cylinders 1, 2, and 3; the HPGS Controller meters fuel supply to cylinders 4, 5, and 6. Both the EFS and HPGS Controllers need to detect and synchronize with the engine position signal in order for the truck to start.

If the engine will not start, WEST can be used to determine if the EFS and HPGS Controller have detected the EPS signal.


Faulty connection

Faulty harness



107

FAULT 4102 Engine Position Sensor Circuit Lost Synchronization

Reason: The HPGS Controller is detecting pulses on the EPS circuit, but did not detect the +1 pulse signal indicating camshaft position.


Possible Symptoms:


Circuit Description: The camshaft position sensor, also known as the engine position sensor (EPS), and the associated circuitry is the responsibility of the base engine. See base engine documentation for detailed circuit description.

The Westport 15L system taps into the base EPS signal via the EPS Breakout Harness. The EPS signal travels to the HPGS Controller via the EPS Breakout Harness, Engine Harness, and Chassis Harness.



Conditions for Setting the Fault Codes: The engine speed exceeds 300 rpm and the engine position sensor +1 signal was not detected in the expected timeframe.






Check the base engine controller for fault codes before troubleshooting this Westport fault code. If there are base engine fault codes, active or inactive, related to camshaft speed or position, follow base engine troubleshooting documentation.

Note: The EFS Controller meters fuel supply to cylinders 1, 2, and 3; The HPGS Controller meters fuel supply to cylinders 4, 5, and 6. Both the EFS and HPGS Controllers need to detect and synchronize with the engine position signal in order for the truck to start.

If the engine will not start, WEST can be used to determine if the EFS and HPGS Controllers have detected the +1 EPS signal.


Faulty connection




108

FAULT 4103 LNG Tank #2 Extend Solenoid Circuit Open or Shorted to High Source

Reason: The HPGS Controller detects high voltage on the tank #2 extend pin when it should be low.

Effect: Operator may or may not notice any driveability issues. Tank #2 LNG pump will be unable to stroke.

Possible Symptoms:

LNG tanks do not deplete at the same rate o Trip mileage is less than expected with LNG remaining in tank #2.

Circuit Description: The extend and retract solenoids are part of the hydraulic directional control (DC) valve. The hydraulic DC valve is an electronically controlled valve that directs hydraulic fluid to either the extend or retract hydraulic circuit in the LNG pump. The direction of the hydraulic fluid allows the LNG pump to perform either an extend or retract stroke as commanded by the HPGS Controller.

The hydraulic DC valve is connected to the HPGS Controller via the Tank Harness, Tank Extension Harness, and Chassis Harness.

Note: The extend and retract solenoid circuits share a return circuit in the Tank Harness.

Component Location: The hydraulic DC valve is mounted on the hydraulic manifold inside the LNG tank shroud.


Conditions for Setting the Fault Codes: The extend solenoid for tank #2 is commanded to be OFF and the HPGS Controller detects high voltage at the extend solenoid signal pin.



Tank #2 LNG pump is disabled

Conditions for Clearing the Fault Code: After this fault code has been activated, the HPGS Controller will retry several times to enable the electronic driver to see if the deficiency has corrected itself. If the deficiency has not corrected itself after several retries the electronic driver will be disabled and will only be enabled by fully shutting down and restarting the truck.


Shop Talk: The HPGS Controller cannot differentiate between an open circuit and a short to high source, activating this fault code. However, the tank #2 extend solenoid responds differently to an open circuit and a short to high source. An open circuit will result in the extend solenoid not being energized, even when commanded ON by the HPGS Controller. A short to high source may result in the extend solenoid always being energized, even when commanded OFF by the HPGS Controller.

This fault code likely indicates that the extend solenoid for tank #2 is not connected properly to the HPGS Controller. Before troubleshooting this fault code look for multiple fault codes, the extend and retract solenoids share a return line in the Tank Harness.

Possible Causes:

Faulty connection

Faulty harness

Faulty hydraulic DC valve



109

FAULT 4104 LNG Tank #2 Retract Solenoid Circuit Open or Shorted to High Source

Reason: The HPGS Controller detects high voltage on the tank #2 retract pin when it should be low.


Possible Symptoms:


Circuit Description: The extend and retract solenoids are part of the hydraulic directional control (DC) valve. The hydraulic DC valve is an electronically controlled valve that directs hydraulic fluid to either the extend or retract hydraulic circuit in the LNG pump. The direction of hydraulic fluid allows the LNG pump to perform either an extend or retract stroke as commanded by the HPGS Controller.





Conditions for Setting the Fault Codes: The retract solenoid for tank #2 is commanded to be OFF and the HPGS Controller detects high voltage at the retract solenoid signal pin.






Shop Talk: The HPGS Controller cannot differentiate between an open circuit and a short to high source, activating this fault code. However, the tank #2 retract solenoid responds differently to an open circuit and a short to high source. An open circuit will result in the retract solenoid not being energized, even when commanded ON by the HPGS Controller. A short to high source may result in the retract solenoid always being energized, even when commanded OFF by the HPGS Controller.

This fault code likely indicates that the retract solenoid for tank #2 is not connected properly to the HPGS Controller. Before troubleshooting this fault code look for multiple fault codes, the extend and retract solenoids share a return line in the Tank Harness.

Possible Causes:

Faulty connection

Faulty harness




110

FAULT 4105 Hydraulic Bypass Valve Circuit Open or Shorted to High Source

Reason: The HPGS Controller detects high voltage on the hydraulic bypass valve pin when it should be low. Effect: Operator may notice a range of symptoms, from no effect on performance to the LNG pump(s) not stroking, depending on the root cause.

Possible Symptoms:

If there is an open circuit, the hydraulic bypass valve will be closed o No effect on performance o Hydraulic System Pressure (HSP) is high

HSP near or at the hydraulic PRV relief pressure when the LNG pump(s) are idle

If there is a short to high source, the hydraulic bypass valve will be open (energized) o Hydraulic System pressure is low

LNG pump(s) do not stroke LNG system unable to switch between tanks

Circuit Description: The hydraulic bypass valve allows hydraulic fluid to return to the reservoir when the LNG pump(s) are idle. The hydraulic bypass valve is an electronically controlled normally closed solenoid.

For single tank systems, the hydraulic bypass valve is connected to the HPGS Controller via the BP/HSP Extension Harness and the Chassis Harness.

For multi tank systems, the hydraulic bypass valve is connected to the HPGS Controller via the DTSV Extension Harness and Chassis Harness.

Component Location: The hydraulic bypass valve is mounted in the bypass manifold (single tank system) or the tank select manifold (multi tank system), depending on truck configuration.


Conditions for Setting the Fault Codes: The HPGS Controller detects high voltage at the hydraulic bypass valve signal pin when it should be low.





Shop Talk: The HPGS Controller cannot differentiate between an open circuit and a short to high source, activating this fault code. However, the hydraulic bypass valve behaves quite differently to an open circuit or a short to high source.

An open circuit condition will result in a closed hydraulic bypass valve with no effect on performance.

A short to high source will result in an energized (open) hydraulic bypass valve. Consequently, HSP will be insufficient to stroke the LNG pump(s) or select different tanks.

Before troubleshooting this fault code, look for multiple fault codes. The hydraulic bypass valve shares a return line with the tank selection valve solenoids in the DTSV Extension Harness (multi tank systems only).

Possible Causes:

Faulty connection

Faulty harness

Faulty hydraulic bypass valve



111

FAULT 4106 Tank #1 Tank Selection Valve Circuit Open or Shorted to High Source

Reason: The HPGS Controller detects high voltage on the tank #1 tank selection valve pin when it should be low.

Effect: Operator may notice a range of symptoms, from the LNG tanks not depleting at the same rate to the engine running on diesel only, depending on the root cause.

Possible Symptoms:

If there is an open circuit; tank #1 tank selection valve will remain hydraulically closed, tank #1 LNG pump is disabled but remaining LNG pumps will be able to stroke.

o LNG tanks do not deplete at the same rate Trip mileage is less than expected with LNG remaining in tank #1

If there is a short to high source; tank #1 tank selection valve will be hydraulically open, tank #1 LNG pump is disabled but remaining LNG pumps will be unable to stroke due to misdirection of hydraulic fluid.

o LNG pumps do not stroke Engine runs on diesel only

Circuit Description: Tank selection valves direct hydraulic fluid to the corresponding LNG pump in multi tank systems. The tank selection valve is an electronically controlled normally closed solenoid.

The tank selection valve is connected to the HPGS Controller via the DTSV Extension Harness and the Chassis Harness.

Component Location: The tank #1 tank selection valve is located in the tank select manifold.


Conditions for Setting the Fault Codes: The HPGS Controller detects high voltage on the tank #1 tank selection valve pin when it should be low.






Shop Talk: Before troubleshooting this fault code, look for multiple fault codes. Tank selection valves share a return line with the hydraulic bypass valve and the other tank selection valves in the DTSV Extension Harness.

The HPGS Controller cannot differentiate between an open circuit and a short to high source, activating this fault code. However, the tank selection valve responds differently to an open circuit or a short to high source.

An open circuit condition will cause tank #1 tank selection valve to be hydraulically closed. Tank #1 LNG pump will be disabled, but the other pumps will remain functional.

A short to high source will cause tank #1 tank selection valve to be hydraulically open. Tank #1 LNG pump will be disabled and HSP will be insufficient for the other pumps to remain functional.

Possible Causes:

Faulty connection

Faulty harness

Faulty tank selection valve



112




Possible Symptoms:













Conditions for Clearing the Fault Code: After this fault code has been activated, the HPGS Controller will retry several times to enable the electronic driver. This retry allows the controller to see if the deficiency has corrected itself. If the deficiency has not corrected itself after several retries, the electronic driver will be disabled and will only be enabled by fully shutting down and restarting the truck.






Possible Causes:

Faulty connection

Faulty harness


113




114




Possible Symptoms:



















Possible Causes:

Faulty connection

Faulty harness




115




Possible Symptoms:












Shop Talk: The HPGS Controller cannot differentiate between an open circuit and a short to high source, activating this fault code. However, the tank #3 extend solenoid responds differently to an open circuit and a short to high source. An open circuit will result in the extend solenoid not be energized, even when commanded ON by the HPGS Controller. A short to high source may result in the extend solenoid always being energized, even when commanded OFF by the HPGS Controller.

This fault code likely indicates that the extend solenoid for tank #3 is not connected properly to the HPGS Controller. Before troubleshooting this fault code look for multiple fault codes, the extend and retract solenoids share a return line in the Tank Harness.

Possible Causes:

Faulty connection

Faulty harness




116




Possible Symptoms:













Shop Talk: The HPGS Controller cannot differentiate between an open circuit and a short to high source activating this fault code. However, the tank #3 retract solenoid responds differently to an open circuit and a short to high source. An open circuit will result in the retract solenoid not be energized, even when commanded ON by the HPGS Controller. A short to high source may result in the retract solenoid always being energized, even when commanded OFF by the HPGS Controller.


Possible Causes:

Faulty connection

Faulty harness




117




Possible Symptoms:














This fault code likely indicates that the extend solenoid for tank #4 is not connected properly to the HPGS Controller. Before troubleshooting this fault code, look for multiple fault codes. The extend and retract solenoids share a return line in the Tank Harness.

Possible Causes:

Faulty connection

Faulty harness




118




Possible Symptoms:



The hydraulic DC valve is connected to the HPGS Controller via the Tank Harness, the Tank Extension Harness, and the Chassis Harness.










Shop Talk: The HPGS Controller cannot differentiate between an open circuit and a short to high source, activating this fault code. However, the tank #4 retract solenoid responds differently to an open circuit and a short to high source. An open circuit will result in the retract solenoid not be energized, even when commanded ON by the HPGS Controller. A short to high source may result in the retract solenoid always being energized, even when commanded OFF by the HPGS Controller.


Possible Causes:

Faulty connection

Faulty harness




119

FAULT 4113 LNG Tank #1 Extend or Retract Solenoid Circuits Shorted to Low Source

Reason: The HPGS Controller detects it is supplying excessive current to the extend or retract solenoid circuit


Possible Symptoms:

If single tank system: o Engine starts on diesel but will not run on natural gas o Engine shuts down without warning (stalls)

If multi tank system o LNG tanks do not deplete at the same rate

Trip mileage is less than expected with LNG remaining in Tank #1

Circuit Description: The extend and retract solenoids are part of the hydraulic directional control (DC) valve. The hydraulic DC valve is an electronically controlled valve that directs hydraulic fluid to either the extend or retract hydraulic circuit in the LNG pump. This direction of hydraulic fluid allows the LNG pump to perform either an extend or retract stroke as commanded by the HPGS Controller.


Note: The extend and retract solenoid circuits share a return line in the Tank Harness.



Conditions for Setting the Fault Codes: The extend or retract solenoid is commanded ON and the HPGS Controller detects it is supplying excessive current to the extend or the retract circuit.






Shop Talk: The HPGS Controller cannot differentiate between a short low on the extend or retract circuit for tank #1. Determine if an extend stroke or a retract stroke was commanded by the HPGS Controller when this fault code becomes active to narrow down the troubleshooting focus. Extend and retract circuits also share a return line in the Tank Harness.

Possible Causes:

Faulty harness




120




Possible Symptoms:



















Possible Causes:

Faulty connection

Faulty harness




121

FAULT 4117 Tank #1 Tank Selection Valve Circuit Shorted to Low Source

Reason: The HPGS Controller detects it is supplying excessive current to the tank #1 tank selection valve circuit.

Effect: Operator may or may not notice any driveability issues. Tank #1 LNG pump is disabled.

Possible Symptoms:

LNG tanks do not deplete at the same rate o Trip mileage is less than expected with LNG remaining in tank #1





Conditions for Setting the Fault Codes: The HPGS Controller detects it is supplying excessive current to the tank #1 tank selection valve circuit.




Conditions for Clearing the Fault Code: After this fault code is activated, the HPGS Controller will retry several times to enable the electronic driver to see if the deficiency has corrected itself. If the deficiency has not corrected itself after several retries, the electronic driver will be disabled and will only be enabled by fully shutting down and restarting the truck.


Shop Talk: Before troubleshooting this fault code look for multiple fault codes. Tank selection valves share a return line with the hydraulic bypass valve and other tank selection valves in the DTSV Extension Harness.

Possible Causes:

Faulty harness




122

FAULT 4119 LNG Tank #2 Extend Solenoid Circuit Shorted to Low Source

Reason: The HPGS Controller detects it is supplying excessive current to the extend solenoid circuit.

Effect: Operator may or may not notice any driveability issues. Tank #2 LNG pump is disabled

Possible Symptoms:



The hydraulic DC valve is connected to the HPGS Controller via the Tank Harness, the Tank Extension Harness and the Chassis Harness.




Conditions for Setting the Fault Codes: The extend solenoid on tank #2 is commanded ON and the HPGS Controller detects it is supplying excessive current to the extend solenoid circuit.






Shop Talk: Before troubleshooting this fault code, look for multiple fault codes. Extend and retract circuits share a return line in the Tank Harness.

Possible Causes:

Faulty harness




123

FAULT 4120 LNG Tank #2 Retract Solenoid Circuit Shorted to Low Source

Reason: The HPGS Controller detects it is supplying excessive current to the retract solenoid circuit.


Possible Symptoms:







Conditions for Setting the Fault Codes: The retract solenoid on tank #2 is commanded ON and the HPGS Controller detects it is supplying excessive current to the retract solenoid circuit.







Possible Causes:

Faulty harness




124

FAULT 4121 Hydraulic Bypass Valve Circuit Shorted to Low Source

Reason: The HPGS Controller detects it is supplying excessive current to the hydraulic bypass valve circuit.


Possible Symptoms:

Hydraulic System Pressure (HSP) is high o HSP near or at the hydraulic PRV relief pressure when the pump is idle


For single tank systems the hydraulic bypass valve is connected to the HPGS Controller via the BP/HSP Extension Harness and the Chassis Harness.

For multi tank systems the hydraulic bypass valve is connected to the HPGS Controller via the DTSV Extension Harness and the Chassis Harness.



Conditions for Setting the Fault Codes: The HPGS Controller detects it is supplying excessive current to the hydraulic bypass valve circuit.





Shop Talk: Before troubleshooting this fault code, look for multiple fault codes. The hydraulic bypass valve shares a return line with the tank selection valve solenoids in the DTSV Extension Harness (multi tank systems only).

Possible Causes:

Faulty Harness




125




Possible Symptoms:













Possible Causes:

Faulty harness




126




Possible Symptoms:













Possible Causes:

Faulty harness




127




Possible Symptoms:













Possible Causes:

Faulty harness




128




Possible Symptoms:














Possible Causes:

Faulty harness




129




Possible Symptoms:


Circuit Description: The extend and retract solenoids are part of the hydraulic directional control (DC) valve. The hydraulic DC valve is an electronically controlled valve that directs hydraulic fluid to either the extend or retract hydraulic circuit in the LNG pump. This direction of hydraulic fluid allows the LNG pump to perform either an extend or retract stroke as commanded by the HPGS Controller.









Conditions for Clearing the Fault Code: After this fault code has been activated, the HPGS Controller will retry several times to enable the electronic driver to see if the deficiency has corrected itself. If the deficiency has not corrected itself after several retries, the electronic driver will be disabled and will only be enabled by fully shutting down and restarting the truck.



Possible Causes:

Faulty harness




130




Possible Symptoms:














Possible Causes:

Faulty harness




131




Possible Symptoms:














Possible Causes:

Faulty harness




132


Reason: The HPGS Controller is detecting high voltage on the tank #1 extend pin when it should be low.


Possible Symptoms:

If single tank system: o Engine starts on diesel but will not run on natural gas o Engine shuts down without warning (stalls)



Circuit Description: The extend and retract solenoids are part of the hydraulic directional control (DC) valve. The hydraulic DC valve is an electronically controlled valve that directs hydraulic fluid to either the extend or retract hydraulic circuits in the LNG pump. The direction of hydraulic fluid allows the LNG pump to perform either an extend or retract stroke as commanded by the HPGS Controller.


Note: The extend and retract solenoids share a return line in the Tank Harness.










This fault code likely indicates that the extend solenoid for tank #1 is not connected properly to the HPGS Controller. Before troubleshooting this fault code, look for multiple fault codes. The extend and the retract solenoids share a return line in the Tank Harness.

Possible Causes:

Faulty connection

Faulty harness


133




134


Reason: The HPGS Controller is detecting high voltage on the tank #1 retract pin when it should be low.


Possible Symptoms:

If single tank system: o Engine runs on diesel only o Engine may shut down without warning (stall)



Circuit Description: The extend and retract solenoids are part of the hydraulic directional control (DC) valve. The hydraulic DC valve is an electronically controlled valve that directs hydraulic fluid to either the extend or retract hydraulic circuits in the LNG pump. The direction of hydraulic fluid allows the LNG pump to perform either an extend or retract stroke as commanded by the HPGS Controller.


Note: The extend and retract solenoids share a return line in the Tank Harness.









Shop Talk: The HPGS Controller cannot differentiate between an open circuit and a short to high source, activating this fault code. However, the tank #1 retract solenoid responds differently to an open circuit and a short to high source. An open circuit will result in the retract solenoid not being energized, even when commanded ON by the HPGS Controller. A short to high source may result in the retract solenoid always being energized, even when commanded OFF by the HPGS Controller.

This fault code likely indicates that the retract solenoid for tank #1 is not connected properly to the HPGS Controller. Before troubleshooting this fault code, look for multiple fault codes. The extend and retract solenoids share a return line in the Tank Harness.

Possible Causes:

Faulty connection

Faulty harness


135




136

FAULT 4131 HPGS Controller WPT Software Checksum Error

Reason: The HPGS controller encountered a checksum error while loading calibration values as part of its power-up sequence.


Possible Symptoms:

Parameter or sensor inputs, which should have been entered manually via WEST, will not take effect.

Circuit Description: The flash memory is a non-volatile memory chip internal to the controller, used to store calibration values when the controller is not powered.

Calibration values may be manually entered using WEST software (if available). The new values are written to Flash memory during the next power down sequence, and a checksum is generated and stored alongside the calibrations. The checksum is a calculated number, which is unique for a given set of calibration values.

During the next power up, the calibration values are loaded from the flash memory and a checksum is generated again. This checksum, as well as the previously stored checksum from the last power down sequence, are compared. If they do not match, the checksum error is activated and the calibration values revert back to the last successfully saved set.

Component Location: This fault is internal to the HPGS controller.

Conditions for Running the Diagnostics: This diagnostic runs only once per key on cycle, when the HPGS controller is first powered-up.

Conditions for Setting the Fault Codes: This fault code will be set if the calibration checksum generated during the last power–down sequence does not match the calibration checksum generated during this power cycle power-up sequence.


Drivers Display will turn display on the “CHECK ECU NEXT STOP.” message and fault code 4131 will be displayed in the Active Fault Code Screen (if available).

Conditions for Clearing the Fault Code: This code will become inactive once the controller is power cycled (key on/off) and checksum test is passed.

Shop Talk: This fault likely indicates a problem writing or reading the calibration values within the HPGS controller. This error could occur if the controller was not shut down properly during a write operation. For example, a loss of power (e.g. battery disconnect) while the truck is shutting down.

Try setting the calibration values again using WEST software, cycle power and check whether the fault code subsides.

If fault code persists, calibrations in the HPGS controller may be compromised. To further troubleshoot the HPGS controller, reload calibration. Refer to Westport Work Instruction INS-10010091 Downloading Software and Calibrations to a Controller.

Possible Causes:

Controller was not power down correctly

Faulty HPGS controller



137

FAULT 4132 HPGS Controller WPT Watchdog Reset

Reason: HPGS controller was internally reset. HPGS controller rebooted due to an internal error.

Effect: Driver may experience temporary loss of power, or the engine may stall.

Possible Symptoms:


Temporary loss of power.

Circuit Description: If for any reason the HPGS controller becomes unresponsive, it will automatically reboot itself before resuming operation. The watchdog will be activated if the controller is unresponsive for 60 msecs. The controller takes up to 1 second to completely reboot.



Conditions for Setting the Fault Codes: This fault code will be set once the watchdog circuit has rebooted the HPGS controller.


The HPGS Controller displays “Check ECU Next Stop” on the Westport Driver Display, and the fault code 4132 is displayed in the Active Fault Code screen.

When this fault code is activated, controller stops ALL function and reboots.

Conditions for Clearing the Fault Code: This fault code will remain active after a watchdog reset event until the HPGS controller is powered off (key off). If will then move to the inactive faults column upon the next subsequent power on (key on).

Shop Talk: This fault likely indicates that an internal software error caused the HPGS controller to reboot. As the controller resets it will stop all functions and may stall the engine. The engine may not stall if, during reset, the engine maintains sufficient speed.

Following an HPGS watchdog reset event, it is expected that a number of other EFS and HPGS fault codes will become active as well.

A corrupt calibration in the HPGS controller is a possible cause. Reload the most current calibration. Refer to Westport Work Instruction INS-10010091 Downloading Software and Calibrations to a Controller. If the problem persists after calibrations are reloaded, install a new HPGS controller and upload the most current HPGS calibration.

Possible Causes:

Calibration was compromised when it was uploaded to the HPGS controller




138

FAULT 4133 HSP Sensor Power Supply Circuit Above Normal or Shorted to High Source

Reason: The HSP sensor has been exposed to a voltage source above its rating. Electrical damage to the sensor is possible if this fault code has been activated.


Possible Symptoms:

Gas System Pressure (GSP) is low o LNG pump(s) unable to maintain GSP while hauling uphill or accelerating with a large payload

Circuit Description: The HSP sensor is a pressure transducer sensor that outputs a voltage signal based on the pressure it senses. This output voltage is a percentage of the supplied voltage to the sensor. The HSP sensor is powered by a 5 VDC sensor supply on the HPGS Controller.

For single tank systems, the HSP sensor is connected to the HPGS Controller via the BP/HSP Extension harness and the Chassis Harness

For multi tank systems, the HSP sensor is connected to the HPGS Controller via the DTSV Extension Harness and the Chassis Harness.

Component Location: The HSP sensor is mounted in the bypass manifold (single tank system) or the tank select manifold (multi tank system), depending on truck configuration.


Conditions for Setting the Fault Codes: The supply voltage to the HSP sensor has exceeded 5.5 VDC.



LNG pump performance may not be optimized

Conditions for Clearing the Fault Code: Diagnostic has the ability to reset if the supply voltage drops below 5.5 VDC.


Shop Talk: When this fault code is active, LNG pump performance may no longer be optimized. As a result, the LNG pump(s) may be unable to maintain natural gas supply while the vehicle is hauling uphill or accelerating with a large payload. If Fault Code 4228 – Gas System Pressure is Low While Driving, is either active or inactive, it may be related to this fault code. Troubleshoot this fault code first.

The most likely cause of this fault code is a short circuit to high source on the HSP sensor supply line in one of the harnesses.

Possible Causes:

Faulty harness



139

FAULT 4134 HSP Sensor Power Supply Circuit Below Normal or Shorted to Low Source

Reason: Hydraulic System Pressure (HSP) sensor power supply circuit is below normal or shorted to a low source. The HSP sensor output may not be accurate.


Possible Symptoms:


Circuit Description: The HSP sensor is a pressure transducer sensor that outputs a voltage signal based on the pressure it senses. This output voltage is a percentage of the supplied voltage to the sensor. The HSP sensor is powered by a 5 VDC sensor supply on the HPGS Controller.

For single tank systems, the HSP sensor is connected to the HPGS Controller via the BP/HSP Extension harness and the Chassis Harness




Conditions for Setting the Fault Codes: The supply voltage to the HSP sensor falls below 4.75 VDC.



LNG pump performance may not be optimized



Shop Talk: When this fault code is active, LNG pump performance may no longer be optimized. As a result, the LNG pump(s) may be unable to maintain natural gas supply while the vehicle is hauling uphill or accelerating with a large payload. If Fault Code 4228 – Gas System Pressure is Low While Driving is either active or inactive, it may be related to this fault code. Troubleshoot this fault code first.

The most likely cause of this fault code is a short circuit to low source on the HSP sensor supply line in one of the harnesses. Another potential cause is a faulty HSP sensor; refer to Section D in TSG-10019942 Troubleshooting & Diagnostics Guide for tips on identifying faulty pressure sensors.

Possible Causes:

Faulty harness

Faulty HSP sensor



140

FAULT 4135 GSP Sensor Power Supply Circuit Above Normal or Shorted to High Source

Reason: The GSP sensor has been exposed to a voltage above its rating. Electrical damage to the sensor is possible if this fault code has been activated.

Effect: Engine may run on diesel only, resulting in a severe loss of engine power.

Possible Symptoms:

Engine difficult to start or will not start o Engine starts on diesel but will not run on natural gas

Engine runs on diesel only o Engine power output is extremely low

Circuit Description: The GSP sensor is a pressure transducer sensor that outputs a voltage signal based on the pressure it senses. This output voltage is a percentage of the supplied voltage to the sensor. The GSP sensor is powered by a 5 VDC sensor supply on the HPGS Controller.

The GSP sensor is connected to the HPGS Controller via the Engine Harness and the Chassis Harness.

Component Location: The GSP sensor is located in the FCM. The FCM is mounted on the intake (cold) side of the engine.


Conditions for Setting the Fault Codes: The supply voltage to the GSP sensor has exceeded 5.5 VDC.



Conditions for Clearing the Fault Code: Diagnostic has the ability to reset if the deficiency corrects itself, supply voltage drops below 5.5 VDC.


Shop Talk: As the GSP sensor output is a percentage of the supply voltage. GSP interpreted by the HPGS Controller may be inaccurate and the engine may switch to running on diesel. If fault codes; 4228 – Gas System Pressure is Low While Driving and 4229 – Running on Diesel While Driving, are either active or inactive they may be related to this fault code. Troubleshoot this fault code first.

The most likely cause of this fault code is a short to high source on the GSP sensor supply line in one of the harnesses. Before troubleshooting this fault code look for multiple fault codes, as the GSP sensor shares a return line with the GDT sensors for Tank #1 and Tank #3 (if equipped) in the Chassis Harness.

Possible Causes:

Faulty harness



141

FAULT 4136 GSP Sensor Power Supply Circuit Below Normal or Shorted to Low Source

Reason: Gas System Pressure (GSP) sensor power supply circuit is below normal or shorted to low source. The GSP sensor output may not be accurate.

Effect: Engine may run on diesel only, resulting in a severe loss of engine power.

Possible Symptoms:



Circuit Description: The GSP sensor is a pressure transducer sensor that outputs a voltage signal based on the pressure it senses. This output voltage is a percentage of the supplied voltage to the sensor. The GSP sensor is powered by a 5 VDC sensor supply on the HPGS Controller.



Conditions for Running the Diagnostics: This diagnostic runs continuously while the keyswitch is in the ON.

Conditions for Setting the Fault Codes: The supply voltage to the GSP sensor falls below 4.75 VDC.





Shop Talk: As the GSP sensor output is a percentage of the supply voltage. GSP interpreted by the HPGS Controller may be inaccurate and the engine may switch to running on diesel. If fault codes; 4228 – Gas System Pressure is Low While Driving and 4229 – Running on Diesel While Driving, are either active or inactive they may be related to this fault code. Troubleshoot this fault code first.

The most likely cause of this fault code is a short circuit to low source on the GSP sensor supply line. Before troubleshooting this fault code look for multiple fault codes, as the GSP sensor shares a return line with the GDT sensors for Tank #1 and Tank #3 (if equipped) in the Chassis Harness.

Refer to Section D in TSG-10019942 Troubleshooting & Diagnostics Guide for tips on identifying faulty pressure sensors.

Possible Causes:

Faulty harness

Faulty GSP sensor



142


Reason: Cylinder #4 diesel injection circuit is open OR there is a short circuit on one of the rear bank diesel injection lines.


Possible Symptoms:



If there is a short circuit on the cylinder #4 diesel injection circuit, gas and diesel injection will stop for the rear bank (cylinders #4, 5 and 6)






Conditions for Setting the Fault Codes: The HPGS Controller detects an open circuit condition on the #4 diesel injection circuit OR there is a short on one of the rear bank diesel injection lines.




If short circuit the fuel supply to cylinders #4, 5 and 6 (gas and diesel) is immediately stopped


When the diagnostic runs and passes, “Check ECU Next Stop” will be removed from the Westport Driver Display and the fault code will move into the inactive column. Shop Talk: Before troubleshooting this fault code, look for multiple fault codes. If there is a diesel over current fault code for one of the rear bank cylinders (4145, 4146 or 4147), troubleshoot that fault code first. Perform an injector cut-out test to verify the location of the fault.



This fault code likely indicates that the injector is not properly connected to the HPGS Controller or a harness is faulty. Another potential, but less likely, cause is a faulty injector. If no problems are found with the harness or the connections, perform a continuity check on the injector.

Possible Causes:

Faulty connection

Faulty harness

Faulty injector



143




Possible Symptoms:
















Shop Talk: Before troubleshooting this fault code, look for multiple fault codes. If there is a diesel over current fault code for one of the rear bank cylinders (4145, 4146 or 4147), troubleshoot that fault code first. Perform an injector cut-out test to verify the location of the fault.




Possible Causes:

Faulty connection

Faulty harness

Faulty injector



144




Possible Symptoms:




















Possible Causes:

Faulty connection

Faulty harness

Faulty injector



145


Reason: Cylinder #4 gas injection circuit is open OR there is a short on one of the rear bank gas injection lines.


Possible Symptoms:


If there is a short circuit on the cylinder #4 gas injection circuit, gas injection will stop for the rear bank (cylinders #4, 5 and 6)






Conditions for Setting the Fault Codes: The HPGS Controller detects an open circuit condition on the #4 gas injection circuit OR there is a short on one of the rear bank gas injection lines.











Possible Causes:

Faulty connection

Faulty harness

Faulty injector



146

FAULT 4143 Cyl #5 Gas Injection Circuit Open or Gas Cyl #4, #5 or #6 Short



Possible Symptoms:



















Possible Causes:

Faulty connection

Faulty harness

Faulty injector



147




Possible Symptoms:



















Possible Causes:

Faulty connection

Faulty harness

Faulty injector



148


Reason: The HPGS Controller detects excessive current flowing through the return line of the cylinder #4 diesel injection circuit.


Possible Symptoms:



If the return line from the diesel injection actuator is shorted to a high source, gas and diesel injection will stop for the entire rear bank (cylinders #4, 5 and 6)






Conditions for Setting the Fault Codes: The HPGS Controller detects an overcurrent on the cylinder #4 diesel injection return line.




If there is a short to high source on the return line of the diesel injection circuit o Fuel supply to cylinders #4, 5 and 6 (gas and diesel) is immediately stopped o Fault codes 4140 and 4141 are also illuminated





Possible Causes:


Faulty injector



149




Possible Symptoms:


















Possible Causes:


Faulty injector



150




Possible Symptoms:


















Possible Causes:


Faulty injector



151


Reason: The HPGS Controller detects excessive current flowing through the return line of the cylinder #4 gas injection circuit.


Possible Symptoms:


If the return line from the gas injection actuator is shorted to a high source, gas injection will stop for the entire rear bank (cylinders #4, 5 and 6)






Conditions for Setting the Fault Codes: The HPGS Controller detects an overcurrent on the cylinder #4 gas injection return line.




If there is a short to high source on the return line of the gas injection circuit o Fuel supply to cylinders #4, 5 and 6 (gas only) is immediately stopped o Fault codes 4143 and 4144 are also illuminated





Possible Causes:


Faulty injector



152




Possible Symptoms:

















Possible Causes:


Faulty injector



153



Effect: Operator may observe a range of symptoms from a cylinder misfire to low power output by the engine depending on the root cause.

Possible Symptoms:

















Possible Causes:


Faulty injector



154

FAULT 4151 LNG Tank #3 GDT Sensor Signal Circuit Shorted to Low Source

Reason: The HPGS Controller detects a low signal voltage on the GDT circuit for tank #3.

Effect: Operator may or may not notice any performance issues. Tank #3 LNG pump is disabled until the engine coolant is warm.

Possible Symptoms:

Tank #3 LNG pump does not stroke o Tank #3 LNG pump is disabled until engine coolant is warm

Circuit Description: The GDT sensor is a variable resistor sensor used to measure the temperature of the gas exiting the vaporizer in the LNG pump. The HPGS Controller supplies 5 VDC to the GDT signal circuit. The HPGS Controller monitors the change in voltage caused by the change of the sensor resistance to determine the GDT.

The resistance value of the GDT sensor varies between 90 Ω and 390 000 Ω depending on the temperature the sensor is exposed to. The GDT sensor resistance increases when it is exposed to low temperatures.

At 15°C (60°F) the sensor resistance should be between 2700 Ω and 3200 Ω. At 25°C (77°F) the sensor resistance should be between 1800 Ω and 2100 Ω.

The GDT sensor is connected to the HPGS Controller via the Tank Harness, the Tank Extension Harness and the Chassis Harness.

Component Location: The GDT sensor is located on the tank hydraulic manifold.

Conditions for Running the Diagnostics: This diagnostic runs continuously when the keyswitch is in the ON position.

Conditions for Setting the Fault Codes: The HPGS Controller detects that the GDT signal voltage is less than 0.02 VDC for more than 20 ms.


The HPGS Controller displays “Check ECU Next Stop” on the Westport 15L Monitor

If engine coolant is cold LNG Tank #3 Pump will be disabled

If engine coolant is warm LNG Tank #3 Pump will not be disabled


Shop Talk: Before troubleshooting this fault code, look for multiple fault codes. Fault Code 4213 – LNG Tank #3 GDT Sensor Signal Out of Range High, will also be active if this fault code is active. Troubleshoot this fault code first as its root cause could also clear Fault Code 4213.

The tank #3 GDT sensor shares a return line with the GSP sensor and the tank #1 GDT sensor.

Check the GDT sensor first by disconnecting the Tank Harness from the GDT sensor and measure the resistance across the sensor terminals. If the measured resistance is less than 90 Ω the GDT sensor has an internal short and is faulty.

Possible Causes

Faulty GDT sensor

Faulty harness



155




Possible Symptoms:








Conditions for Setting the Fault Codes: The HPGS Controller detects the GDT signal voltage is less than 0.02 VDC for more than 20 ms.









Possible Causes

Faulty GDT sensor

Faulty harness



156




Possible Symptoms:

















Possible Causes

Faulty GDT sensor

Faulty harness



157




Possible Symptoms:


Engine runs on diesel only, until engine coolant is warm (single tank symptom)




The GDT sensor is connected to the HPGS Controller via the Tank Harness, the Tank Extension Harness, and the Chassis Harness.











The tank #1 GDT sensor shares a return line with the GSP sensor and the tank #3 GDT sensor (if equipped).


Possible Causes

Faulty GDT sensor

Faulty harness



158

FAULT 4155 HSP Sensor Signal Circuit Shorted to Low Source

Reason: Low voltage detected by the HPGS Controller on the HSP signal line.


Possible Symptoms:


Circuit Description: The HSP sensor is a pressure transducer that outputs a voltage signal based on the pressure it detects. This voltage signal is interpreted by the HPGS Controller to generate a pressure value. Low voltage signals translate to low pressures, high voltage signals translate to high pressures.

For single tank systems the HSP sensor is connected to the HPGS Controller via the BP/HSP Extension Harness and the Chassis Harness

For multi tank systems the HSP sensor is connected to the HPGS Controller via the DTSV Extension Harness and the Chassis Harness.



Conditions for Setting the Fault Codes: The HPGS Controller detects the HSP signal voltage is below 0.02 VDC.



LNG pump performance is no longer optimized



Shop Talk: When this fault code is active, LNG pump performance is no longer optimized. As a result, the LNG pump(s) may be unable to maintain natural gas supply while the vehicle is hauling uphill or accelerating with a large payload. If Fault Code 4228 – Gas System Pressure is Low While Driving is either active or inactive, it may be related to this fault code. Troubleshoot this fault code first.

This fault code likely indicates a short circuit to low source on the HSP signal line in one of the harnesses. Another potential cause is a faulty HSP sensor with an internal short. Refer to Section D in TSG-10019942 Troubleshooting & Diagnostics Guide for tips on identifying faulty pressure sensors.

Possible Causes:

Faulty harness

Faulty HSP sensor



159

FAULT 4156 GSP Sensor Signal Circuit Open or Shorted to Low Source

Reason: Low voltage detected by the HPGS Controller on the GSP signal circuit.

Effect: Engine will not run on natural gas while this fault code is active. If the engine is running on natural gas when this fault code becomes active, the engine will switch to running on diesel only.

Possible Symptoms:



Circuit Description: The GSP sensor is a pressure transducer that outputs a voltage signal based on the pressure it detects. This voltage signal is interpreted by the HPGS Controller to generate a pressure value. Low voltage signals translate to low pressures, high voltage signals translate to high pressures.




Conditions for Setting the Fault Codes: The HPGS Controller detects the GSP signal voltage is below 0.1 VDC.


“Please Stop Engine” is displayed on the Westport Driver Display

LNG pump(s) are disabled


When the diagnostic runs and passes, “Please Stop Engine” will be removed from the Westport Driver Display, LNG pump(s) will be enabled and the fault code will move into the inactive column.

Shop Talk: This fault code likely indicates the GSP sensor is not properly connected (at the sensor) or there is an open circuit in the GSP signal line. If fault code 4229 – Running on Diesel while Driving, is either active or inactive, it may be related to this fault code. Troubleshoot this fault code first. Refer to Section D in TSG-10019942 Troubleshooting & Diagnostics Guide for tips on identifying faulty pressure sensors.

Possible Causes:

Faulty connection

Faulty harness

Faulty GSP sensor



160

FAULT 4157 LNG Tank#1 LSSC or CANditioner Level Signal Circuit Open or Shorted to Low

Source

Reason: HPGS controller detects LNG level input shorted to a low source.


Possible Symptoms:

Affected tank might run dry without notice.

Circuit Description: The LNG level sensor is a capacitance type sensor, which varies its output with respect to fuel level. The LNG level sensor is connected to the CANditioner via signal and return wires, which extend from the sensor located in the LNG tank to the TNC connector near the CANditioner. The CANditioner interprets the capacitance reading and communicates the tank level to the HPGS controller. The CANditioner also has the ability to detect sensor-side short to a low source.

On non-CAN CANditioners, the LNG tank level is transmitted from the CANditioner to the HPGS controller as an analog signal (0 to 5V) via the tank, tank extension, and chassis harnesses.

Component Location: The CANditioner is located inside the LNG tank shroud below the LNG pump.


Conditions for Setting the Fault Codes: This fault code will be set if the CANditioner system is of non-CAN type and the HPGS controller detects that the LNG tank level analog input is open, or shorted to ground.



Driver Display will display stripes for Tank #1 on the LNG Fuel Monitor screen.

Conditions for Clearing the Fault Code: Once conditions for setting the fault code are removed, the active code will be reset and become inactive. CANditioner related problems will require key off for at least 30 seconds to reset.

Shop Talk: This fault likely indicates that the LNG level signal is open or shorted to ground somewhere between the CANditioner and the HPGS controller. This open or short to ground is most likely to take place in affected wiring harnesses and their respective connectors.

Measure the LNG tank level voltage at the J1-20 connector of the HPGS Controller. Normal voltage range is 0.25V-4.75V. If the fault code is active, the voltage should be close to 0V.

An inactive fault code is likely indicative of intermittent continuity problems.

Identify the location of the short / open and replace or repair the corresponding harness.

If no short or open is detected along the tank, tank extension or chassis harness, the problem may be a short internal to the CANditioner itself. Replace and re-calibrate the CANditioner (as per INS-10014508 Calibrating a “Canditioner” Type fuel level Transducer) and check whether the fault code subsides.

Possible Causes:

Faulty tank harness



Faulty CANditioner




161

FAULT 4158 LNG Tank #3 GDT Sensor Signal Circuit Open or Shorted to High Source

Reason: The HPGS Controller detects a high signal voltage on the GDT circuit for tank #3.


Possible Symptoms:








Conditions for Setting the Fault Codes: The HPGS Controller detects the GDT signal voltage is greater than 5 Volts for more than 20 ms.







Shop Talk: Before troubleshooting this fault code, look for multiple fault codes. Fault Code 4204 – LNG Tank #3 GDT Sensor Signal Out of Range Low, will also be active if this fault code is active. Troubleshoot this fault code first as its root cause could also clear Fault Code 4204.

The tank #3 GDT sensor shares a return line with the GSP sensor and the tank #1 GDT sensor.

This fault code likely indicates the GDT sensor is not connected properly (at the sensor) or there is an open circuit on the GDT circuit.

If all connections are good, the GDT sensor resistance can then easily be checked. Check the GDT sensor resistance by disconnecting the Tank Harness from the GDT sensor and measure the resistance across the sensor terminals. If the measured resistance is greater than 390 000 Ω the GDT sensor has an internal open circuit and is faulty.

Possible Causes

Faulty connection

Faulty GDT sensor

Faulty harness


162



163




Possible Symptoms:


















Possible Causes

Faulty connection

Faulty GDT sensor

Faulty harness



164




Possible Symptoms:


















Possible Causes

Faulty connection

Faulty GDT sensor

Faulty harness



165




Possible Symptoms:

















The tank #1 GDT sensor shares a return line with the GSP sensor and the tank #3 GDT sensor (if equipped).



Possible Causes

Faulty connection

Faulty GDT sensor


166

Faulty harness



167

FAULT 4162 HSP Sensor Signal Circuit Open or Shorted to High Source

Reason: High voltage detected by the HPGS Controller at the HSP sensor signal pin when it should be low.


Possible Symptoms:



For single tank systems the HSP sensor is connected to the HPGS Controller via the BP/HSP Extension Harness and the Chassis Harness

For multi tank systems the HSP sensor is connected to the HPGS Controller via the DTSV Extension Harness and the Chassis Harness.



Conditions for Setting the Fault Codes: The HPGS Controller detects that the signal voltage is above 4.9 VDC or the signal is not present at all (open).






Shop Talk: When this fault code is active, LNG pump performance is no longer optimized. As a result, the LNG pump(s) may be unable to maintain natural gas supply while the vehicle is hauling uphill or accelerating with a large payload. If fault code 4228 – Gas System Pressure is Low While Driving is either active or inactive, it may be related to this fault code. Troubleshoot this fault code first.

This fault codes likely indicates that the HSP sensor is not connected properly (at the sensor) or there is an open circuit in the HSP signal line between the sensor and the HPGS Controller. Other potential but less likely causes include a faulty harness where the HSP signal line is shorted to a high source or a faulty HSP sensor outputting a voltage greater than it ever should.

Refer to Section D in TSG-10019942 Troubleshooting & Diagnostics Guide for tips on identifying faulty pressure sensors.

Possible Causes:

Faulty connection

Faulty harness

Faulty HSP sensor



168

FAULT 4163 GSP Sensor Signal Circuit Shorted to High Source

Reason: High voltage detected by the HPGS Controller on the GSP signal circuit.


Possible Symptoms:







Conditions for Setting the Fault Codes: The HPGS Controller detects the GSP signal voltage is above 4.9 VDC.





When the diagnostic runs and passes, “Check ECU Next Stop” will be removed from the Westport Driver Display, LNG pump(s) will be enabled and the fault code will move into the inactive column.

Shop Talk: This fault code indicates a faulty harness where the GSP signal line is shorted to a high source or a faulty GSP sensor outputting a voltage greater than it ever should. Disconnect the sensor and use a multimeter to test for high voltage on the GSP signal line (harness side). Refer to Section D in TSG-10019942 Troubleshooting & Diagnostics Guide for tips on identifying faulty pressure sensors.

Possible Causes:

Faulty harness

Faulty GSP sensor



169

FAULT 4164 LNG Tank #1 LSSC or CANditioner Level Signal Circuit Shorted to High Source

Reason: HPGS controller detects LNG level input shorted to a high source.


Possible Symptoms:

Affected tank may run dry without notice.

Circuit Description: The LNG level sensor is a capacitance type sensor that varies its output with respect to fuel level. The LNG level sensor is connected to the CANditioner via a signal and return wires, which extend from the sensor located in the LNG tank to the TNC connector near the CANditioner. The CANditioner interprets the capacitance reading and communicates the tank level to the HPGS controller. The CANditioner also has the ability to detect sensor-side short to a high source.

On non-CAN enabled CANditioners, the LNG tank level is transmitted from the CANditioner to the HPGS controller as an analog signal (0 to 5V) via the tank, tank extension and chassis harnesses.


Conditions for Running the Diagnostics: Diagnostics for this fault code will run 30 second after the keyswitch is turned to ON.

Conditions for Setting the Fault Codes: This fault code will be set if the HPGS controller detects tank LNG level voltage significantly above normal.


The Drivers Display will display “Check ECU Next Stop” and fault code 4164 will be displayed in the Active Fault Code Screen (if available).



Shop Talk: This fault likely indicates that the LNG level signal is shorted to a power wire. This short is most likely to take place in one of the wiring harnesses or connectors. Measure the LNG tank level voltage at the J1-20 connector of the HPGS Controller. Normal voltage range is 0.25V-4.75V.

If no short to power is found along the LNG level signal line in either the tank, tank extension, or chassis harness, then it is possible that the short is internal to the CANditioner itself. Replace and re-calibrate the CANditioner (as per INS-10014508 Calibrating a “Canditioner” Type fuel level Transducer) and check whether the fault code subsides.

Possible Causes:

Faulty tank harness



Faulty CANditioner




170

FAULT 4165 LNG Tank #1 is Empty

Reason: The HPGS Controller detects HSP behaviour that is not normal for liquid natural gas compression in the LNG pump while using tank #1.


Possible Symptoms:

If single tank system o Engine runs on diesel only

If multi tank system o Trip mileage may be less than expected

Circuit Description: The Westport 15L system is designed to operate primarily on liquefied natural gas contained in the LNG tank (diesel is used as an initial ignition source). The Westport 15L system does not use the natural gas vapour contained in the LNG tanks.

During a retract stroke liquid natural gas is drawn from the LNG tank into the LNG pump.

During an extend stroke the LNG (contained in the LNG pump) is compressed and forced through a vaporizer, causing GSP to increase. As the LNG pump is forcing liquid natural gas through the vaporizer, HSP sharply increases and is maintained until the extend stroke is completed. When the LNG pump is compressing vapour instead of liquid, HSP does not have the same characteristic response. Vapour and liquid compress differently.

Hence empty tank logic relies heavily on HSP response and is independent of the tank level sensor.

For single tank systems, the HSP sensor is connected to the HPGS Controller via the BP/HSP Extension Harness and the Chassis Harness.

For multi tank systems, the HSP sensor is connected to the HPGS Controller via the DTSV Extension Harness and Chassis Harness.

Component Location: The HSP sensor is located on the bypass manifold (single tank system) or the tank select manifold (multi tank system).

The LNG pump is mounted inside the LNG tank.

Conditions for Running the Diagnostics: This diagnostic runs continuously while the keyswitch is in the ON position, the engine is running at greater than 525 rpm AND tank #1 LNG pump is stroking.

Conditions for Setting the Fault Codes: The HPGS Controller detects HSP behaviour is not normal for liquid natural gas compression in the LNG pump while the LNG pump is performing an extend stroke. For this fault code to be activated, the LNG pump will have to stroke multiple times. The time it takes for a LNG pump to perform multiple strokes is dependent on GSP and fuel consumption.


The HPGS Controller displays “LNG Tank 1 is empty” on the Westport Driver Display


Conditions for Clearing the Fault Code: Once the LNG tank has been diagnosed as empty the diagnostic will not be allowed to reset. The key must be cycled before the diagnostic will run again.

When the diagnostic runs and passes, “LNG Tank 1 is empty” will no longer be displayed on the Westport Driver Display and the fault code will move into the inactive column.

Shop Talk: This fault code primarily indicates that the vehicle is out of LNG in tank #1.


171

The logic for this fault code is similar to the logic for Fault Code 4190 – LNG Tank #1 Pump Is Doing Very Little Work And May Be Dry. Empty tank logic indicates that the Westport 15L had LNG in the tanks and subsequently ran out. While fault code 4190 indicates there was not LNG in the tanks this trip or the prior trip (resulting from either a new LNG tank or complete loss of fuel due to LNG boil off). In either case, the first step is to verify the LNG tank has fuel. Remember, the LNG tank pressure gauges have no correlation to the amount of liquid natural gas inside the tank. If the tank is verified to have fuel, this fault code indicates a problem with the hydraulic system.

Possible Causes:

Tank #1 is out of LNG

Faulty hydraulic system o Hydraulic fluid level in reservoir is low o Clogged hydraulic filter o External hydraulic system leak

Hydraulic pump leakage at front plate Leak in hydraulic plumbing (hoses and fittings)

o Hydraulic PRV leaking / stuck open / relief point too low o Faulty HSP sensor o Faulty hydraulic DC valve o Faulty hydraulic pump o Internal hydraulic system leak

Leakage at bypass valve (single and multi-tank systems) Leakage at tank select valves (multi tank systems only)

o Faulty LNG pump



172




Possible Symptoms:

Trip mileage may be less than expected


During a retract stroke, liquid natural gas is drawn from the LNG tank into the LNG pump.

During an extend stroke, the LNG (contained in the LNG pump) is compressed and forced through a vaporizer, causing GSP to increase. As the LNG pump is forcing liquid natural gas through the vaporizer, HSP sharply increases and is maintained until the extend stroke is completed. When the LNG pump is compressing vapour instead of liquid, HSP does not have the same characteristic response. Vapour and liquid compress differently.


The HSP sensor is connected to the HPGS Controller via the DTSV Extension Harness and Chassis Harness.

Component Location: The HSP sensor is located on the tank select manifold (multi tank system).







Conditions for Clearing the Fault Code: Once the LNG tank has been diagnosed as empty, the diagnostic will not be allowed to reset. The key must be cycled before the diagnostic will run again.



The logic for this fault code is similar to the logic for Fault Code 4191 – LNG Tank #2 Pump Is Doing Very Little Work And May Be Dry. Empty tank logic indicates that the Westport 15L had LNG in the tanks and subsequently ran out. While fault code 4191 indicates there was not LNG in the tanks this trip or the prior trip (resulting from either a new LNG tank or complete loss of fuel due to LNG boil off). In either case, the first step is to verify the LNG tank has fuel. Remember, the LNG tank pressure gauges have no correlation to the amount of liquid natural gas inside the tank. If the tank is verified to have fuel this fault code indicates a problem with the hydraulic system.


173

Possible Causes:





Leakage at bypass valve Leakage at tank select valves

o Faulty LNG pump



174




Possible Symptoms:




During an extend stroke, the LNG (contained in the LNG pump) is compressed and forced through a vaporizer causing GSP to increase. As the LNG pump is forcing liquid natural gas through the vaporizer, HSP sharply increases and is maintained until the extend stroke is completed. When the LNG pump is compressing vapour instead of liquid, HSP does not have the same characteristic response. Vapour and liquid compress differently.


The HSP sensor is connected to the HPGS Controller via the DTSV Extension Harness and the Chassis Harness.







Tank #3 LNG pump is disabled Conditions for Clearing the Fault Code: Once the LNG tank has been diagnosed as empty, the diagnostic will not be allowed to reset. The key must be cycled before the diagnostic will run again.





175

Possible Causes:






o Faulty LNG pump



176




Possible Symptoms:




During an extend stroke, the LNG (contained in the LNG pump) is compressed and forced through a vaporizer, causing GSP to increase. As the LNG pump is forcing liquid natural gas through the vaporizer HSP sharply increases and is maintained until the extend stroke is completed. When the LNG pump is compressing vapour instead of liquid, HSP does not have the same characteristic response. Vapour and liquid compress differently.










Conditions for Clearing the Fault Code: Once the LNG tank has been diagnosed as empty the diagnostic will not be allowed to reset. The key must be cycled before the diagnostic will run again.





177

Possible Causes:






o Faulty LNG pump



178

FAULT 4169 LNG Tank #1 LNG Pump Vaporizer Not Performing to Specification

Reason: The HPGS Controller detects low gas discharge temperature exiting the LNG pump vaporizer and the engine coolant is warm. This code may also appear if the coolant flow is insufficient to vaporize the LNG properly.

Effect: Operator may or may not notice any performance issues. Tank #1 LNG pump will be disabled to protect the rest of the fuel system from cold natural gas.

Possible Symptoms:



Trip mileage is less than expected with LNG remaining in tank #1





Conditions for Running the Diagnostics: This diagnostic will be enabled once the coolant temperature has warmed after start up. The diagnostic will then run continuously while the keyswitch is in the ON position and the engine is running. However, once this fault code becomes active the diagnostic disables the LNG pump until the keyswitch is turned OFF.

Conditions for Setting the Fault Codes: The HPGS Controller detects the engine coolant is warm AND the gas discharge temperature is below a safe working limit for the rest of the Westport 15L system. Typically this limit is -20 °C.



LNG tank #1 LNG pump is disabled

Conditions for Clearing the Fault Code: Once the vaporizer has been diagnosed as not performing to specification, the system will not be allowed to reset to protect the rest of the system from cold natural gas. Keyswitch must be turned OFF before the diagnostic can run again.

When the diagnostic runs and passes, the fault code will move into the inactive column, the LNG pump will be enabled and “Check ECU Next Stop” will no longer be displayed on the Westport Driver Display.

Shop Talk: Possible Causes

Incorrect coolant type or mixture used

Insufficient coolant flow from engine coolant pump

Faulty tank #1 LNG Pump PRV

Faulty tank #1 LNG pump o Faulty vaporizer

Refer to the Westport 15L Operator’s Manual for engine coolant specifications.


179

It is possible to trigger this fault code if the gas system pressure (GSP) is low and the engine coolant is warm. Low GSP is usually caused by either a leak in the gas system which drained the accumulator or the accumulator has been drained for maintenance.

WARNING

The cause of low GSP and warm coolant must be investigated and repairs completed before the fault code can be dismissed and the truck put back into service.



180




Possible Symptoms:










LNG tank #2 LNG pump is disabled Conditions for Clearing the Fault Code: Once the vaporizer has been diagnosed as not performing to specification, the system will not be allowed to reset to protect the rest of the system from cold natural gas. Keyswitch must be turned OFF before the diagnostic can run again.










181

WARNING




182




Possible Symptoms:











Conditions for Clearing the Fault Code: Once the vaporizer has been diagnosed as not performing to specification, the system will not be allowed to reset to protect the rest of the system from cold natural gas. Keyswitch must be turned OFF before the diagnostic can be reset.










183

WARNING




184




Possible Symptoms:











Conditions for Clearing the Fault Code: Once the vaporizer has been diagnosed as not performing to specification, the system will not be allowed to reset to protect the rest of the system from cold natural gas. Keyswitch must be turned OFF before the diagnostic can be reset.










185

WARNING




186

FAULT 4173 High Pressure Gas System Leak Detected

Reason: The HPGS Controller detects a drop in Gas System Pressure (GSP) when the vehicle is running on diesel.

Effect: Audible alarm indicating a compressed natural gas leak

Possible Symptoms:

Audible alarm from Westport Driver Display

Circuit Description: Gas system pressure is measured by the GSP sensor.


Conditions for Running the Diagnostics: This diagnostic is enabled once the keyswitch is in the ON position and the accumulator has fully charged at least once since the keyswitch has been in the ON position.

Conditions for Setting the Fault Codes: The HPGS Controller detects a drop in GSP while the engine is running on diesel.


The HPGS Controller displays “Check for CNG Leak” on the Westport Driver Display

Audible alarm is sounded

Conditions for Clearing the Fault Code: Once a leak has been diagnosed, the diagnostic will not be allowed to reset, even if the keyswitch is cycled. Service personnel must investigate, fix the problem and clear the fault code using WEST.

Shop Talk: This fault code indicates a leak in the high-pressure gas system as the injectors are not being commanded to inject natural gas into the cylinders. Use Westport repair literature to locate and repair the leak. Refer to Section D in TSG-10019942 Troubleshooting & Diagnostics Guide for tips on identifying faulty pressure sensors.

Possible Causes:

Natural gas leak external to the system

Faulty GSP sensor

Faulty injectors



187

FAULT 4174 GSP Sensor Failed In Range

Reason: The HPGS Controller detects the GSP sensor is outputting a value within the operating range of the sensor. However, GSP has not increased while the LNG pump(s) has been stroking.

Effect: Engine will not run on natural gas while this fault code is active. If the engine is running on natural gas when this fault code becomes active, the engine will run on diesel only.

Possible Symptoms:

Engine runs on diesel only



Circuit Description: The GSP sensor is a pressure transducer that outputs a voltage signal based on the pressure it detects. This voltage signal is interpreted by the HPGS Controller to generate a pressure value.

The GSP signal travels via the Engine Harness and the Chassis Harness to the HPGS Controller.


Conditions for Running the Diagnostics: This diagnostic runs continuously while the keyswitch is in the ON position, the engine is running with an engine speed greater than 500 rpm and the LNG pump is stroking.

Conditions for Setting the Fault Codes: The HPGS Controller has detected the hydraulic system and LNG pump(s) are behaving normally and GSP has not increased over the extend stroke.

Note: The LNG pump will have to stroke 10 times with no increase in GSP before this fault code is set. The time it takes for a LNG pump to perform multiple strokes is dependent on GSP and fuel consumption.


LNG pump(s) are commanded not to stroke

Conditions for Clearing the Fault Code: Once the GSP Sensor has been diagnosed as failed in range, the diagnostic will not be allowed to reset. The diagnostic will only be enabled by fully shutting down and restarting the truck. The fault code will be in the inactive column when the truck is restarted. Read Shop Talk Section for more information.

Shop Talk: This fault code is activated when there is no change in GSP over multiple pump strokes, the repair for this fault code cannot be considered complete until the LNG pump(s) have stroked a minimum of 10 times with this fault code not being activated. Refer to Section D in TSG-10019942 Troubleshooting & Diagnostics Guide for tips on identifying faulty pressure sensors.

Possible Causes:

Faulty GSP sensor

Faulty Accumulator (Gas system) PRV



188

FAULT 4175 Engine Speed Signal Circuit Lost Synchronization

Reason: The HPGS Controller is detecting pulses on the ESS circuit, but did not detect the -2 pulse signal, indicating crankshaft position.

Effect: The rear bank of the engine will not run while this fault code is active. If the engine is running when this fault code becomes active, the rear bank of the engine will shut down without warning (low power, stalls).

Possible Symptoms:



Engine difficult to start or will not start (fault code 4175 may not be active/inactive in this scenario)

Circuit Description: The crankshaft speed sensor also known as the engine speed sensor (ESS) and associated circuitry is the responsibility of the base engine. See base engine documentation for detailed circuit description.

The Westport 15L system taps into the base engine ESS signal via the ESS Breakout Harness. The ESS signal travels to the HPGS Controller via the ESS Breakout Harness, the Engine Harness, and the Chassis Harness.



Conditions for Setting the Fault Codes: The engine speed exceeds 300 rpm after key on and the engine speed sensor -2 signal was not detected in the expected timeframe.



All fuel supply to the rear bank of the engine (gas and diesel) is immediately stopped



Shop Talk: The diagnostic for this fault code is activated once the engine speed exceeds 300 rpm. However, the engine will not start if there are problems with the engine speed sensor circuit.


Note: The EFS Controller meters fuel supply to cylinders 1, 2 and 3; the HPGS Controller meters fuel supply to cylinders 4, 5, and 6. If only one controller loses the ESS signal the symptom will be low power, as the engine will only be running on half of its cylinders. If both controllers lose the ESS signal the engine will shut down without warning (stalls).


Poor connection




189

FAULT 4176 LNG Tank #1 LNG Pump Directional Control Solenoids Might Be Reversed

Reason: LNG tank #1 LNG pump directional control solenoid connections or plumbing might be reversed. During a commanded retract stroke the HPGS Controller detects HSP is behaving as if an extend stroke had been commanded.

Effect: Operator may or may not notice any driveability issues. Tank #1 LNG pump will be disabled.

Possible Symptoms:




Circuit Description: The extend and retract solenoids are part of the hydraulic directional control (DC) valve. The hydraulic DC valve is an electronically controlled valve that directs hydraulic fluid to either the extend or retract hydraulic circuits in the LNG pump.

The hydraulic DC valve is connected to the HPGS Controller via the Tank Harness, the Tank Extension Harness, and the Chassis Harness. The branches on the Tank Harness that connect to the extend and the retract solenoids are not keyed.

During normal operation when the LNG pump performs an extend stroke, HSP and GSP will increase. When the LNG pump performs a retract stroke, HSP will remain low and GSP will decrease, depending on engine load.


Conditions for Running the Diagnostics: This diagnostic runs continuously while the keyswitch is in the ON position, the engine is running, and the LNG pump is stroking.

Conditions for Setting the Fault Codes: The HPGS Controller commands a retract stroke and HSP behaves as if an extend stroke had been commanded.

The LNG pump will have to complete multiple retract strokes before this fault code is activated. The time it takes for an LNG pump to perform multiple retract strokes is dependent on GSP and fuel consumption.




Conditions for Clearing the Fault Code: Once the directional control solenoids are diagnosed as reversed, the diagnostic will not be allowed to reset. The key must be cycled before the diagnostic will run again.

When the diagnostic runs and passes, “Check ECU Next Stop” will be removed from the Westport Driver Display. Tank #1 LNG pump will be enabled and the fault code will move into the inactive column.

Shop Talk: This fault code indicates that the tank harness is incorrectly connected to the extend and retract solenoids on the hydraulic DC valve, or the electrical connections are correct but the hydraulic plumbing is incorrect in the tank shroud.

Possible Causes:

Incorrect harness connection to hydraulic DC valve

Incorrect hydraulic plumbing in the LNG tank shroud



190




Possible Symptoms:















Possible Causes:





191




Possible Symptoms:















Possible Causes:





192




Possible Symptoms:















Possible Causes:





193

FAULT 4180 Tank #1 Tank Selection Valve is Deadheading the Hydraulic System

Reason: The HPGS Controller has detected that HSP is greater than the hydraulic PRV relief pressure for a period of time while tank #1 LNG pump is commanded to stroke.


Possible Symptoms:


Hydraulic System Pressure (HSP) is high o HSP near or at the hydraulic PRV relief pressure when tank #1 LNG pump is commanded to stroke




Conditions for Running the Diagnostics: Diagnostic runs while the engine is running and LNG pump #1 is attempting to stroke.

Conditions for Setting the Fault Codes: Tank #1 LNG pump is commanded to stroke and HSP is greater than the hydraulic PRV relief pressure for at least 7 seconds.



Conditions for Clearing the Fault Code: Once the Tank Selection Valve has been diagnosed as deadheading the hydraulic system, the diagnostic will not be allowed to reset. The truck must be fully shut down and restarted before the diagnostic will run again.


Shop Talk: This fault code indicates that the tank #1 tank selection valve has failed closed or there is a blockage in the hydraulic system. Ensure the hydraulic filter is clear of debris.

Possible Causes:

Faulty tank #1 tank selection valve

Blockage in the hydraulic system



194




Possible Symptoms:













Possible Causes:





195




Possible Symptoms:













Possible Causes:





196




Possible Symptoms:













Possible Causes:





197

FAULT 4184 LNG Tank #2 LSSC or CANditioner Level Signal Circuit Open or Shorted to

Low Source



Possible Symptoms:















If no short or open is detected along the tank, tank extension, or chassis harness, the problem may be a short internal to the CANditioner itself. Replace and re-calibrate the CANditioner (as per INS-10014508 Calibrating a “Canditioner” Type fuel level Transducer) and check whether the fault code subsides.

Possible Causes:

Faulty tank harness



Faulty CANditioner




198




Possible Symptoms:


Circuit Description: The LNG level sensor is a capacitance type sensor, which varies its output with respect to fuel level. The LNG level sensor is connected to the CANditioner via a signal and return wires, which extend from the sensor located in the LNG tank to the TNC connector near the CANditioner. The CANditioner interprets the capacitance reading and communicates the tank level to the HPGS controller. The CANditioner also has the ability to detect sensor-side short to a high source.

On non-CAN enabled CANditioners, the LNG tank level is transmitted from the CANditioner to the HPGS controller as an analog signal (0 to 5V) via the tank, tank extension, and chassis harnesses.









If no short to power is found along the LNG level signal line in either the tank, tank extension, or chassis harness, it is possible that the short is internal to the CANditioner itself. Replace and re-calibrate the CANditioner (as per INS-10014508 Calibrating a “Canditioner” Type fuel level Transducer) and check whether the fault code subsides.

Possible Causes:

Faulty tank harness



Faulty CANditioner




199


Low Source



Possible Symptoms:
















Possible Causes:

Faulty tank harness



Faulty CANditioner




200




Possible Symptoms:













Possible Causes:

Faulty tank harness



Faulty CANditioner




201


Low Source



Possible Symptoms:



On non-CAN CANditioners, the LNG tank level is transmitted from the CANditioner to the HPGS controller as an analog signal (0 to 5V) via the tank, tank extension and chassis harnesses.













Possible Causes:

Faulty tank harness



Faulty CANditioner




202




Possible Symptoms:













Possible Causes:

Faulty tank harness



Faulty CANditioner




203

FAULT 4190 LNG Tank #1 LNG Pump is Doing Very Little Work and May Be Dry

Reason: The HPGS Controller detects HSP behaviour that is not normal for liquid natural gas compression in the LNG pump.


Possible Symptoms:

If single tank system o Engine starts on diesel but does not run on natural gas o Engine runs on diesel only

If multi tank system o Trip mileage may be less than expected

Circuit Description: The Westport 15L system is designed to operate primarily on liquefied natural gas contained in the LNG tanks (diesel is used as an initial ignition source). The Westport 15L system does not use the natural gas vapour contained in the LNG tanks.



Hence this diagnostic relies heavily on HSP response with input from the GSP sensor and is independent of the tank level sensor.




Component Location: The HSP sensor is located on the bypass manifold (single tank system) or the tank select manifold (multi tank system) depending on truck configuration. The GSP sensor is mounted on the FCM. The LNG pump is mounted inside the LNG tank.

Conditions for Running the Diagnostics: This diagnostic runs continuously while the keyswitch is in the ON position, the engine is running at greater than 525 rpm, AND tank #1 LNG pump is stroking.

Conditions for Setting the Fault Codes: The HPGS Controller detects that during an extend stroke GSP is not increasing and HSP behaviour is not normal for liquid natural gas compression. The LNG pump will have to stroke multiple times for this fault code to be activated. The time it takes for a LNG pump to perform multiple strokes is dependent on GSP and fuel consumption.




Conditions for Clearing the Fault Code: Once the LNG pump has been diagnosed as doing very little work or LNG tank #1 is dry, the diagnostic will not be allowed to reset. The key must be cycled before the diagnostic will run again.



204


The logic for this fault code is similar to the logic for Fault Code 4165 – Tank #1 is Empty. Empty tank logic indicates that there was LNG in the tanks, but it subsequently ran out. While dry tank logic indicates there was not LNG in the tanks either this trip or the prior trip (resulting from either a new LNG tank or complete loss of fuel due to LNG boil off). In either case, the first step is to verify the LNG tank does have fuel. Remember, the LNG tank pressure gauges have no correlation to the amount of liquid natural gas inside the tank. If the tank is verified to have fuel this fault code indicates a problem with the hydraulic system.

Possible Causes:



Leak in hydraulic plumbing (hoses and fittings) Hydraulic pump leakage at front plate



o Faulty LNG pump



205




Possible Symptoms:








Component Location: The HSP sensor is located on the tank select manifold (multi tank system). The GSP sensor is mounted on the FCM. The LNG pump is mounted inside the LNG tank.






Conditions for Clearing the Fault Code: Once the LNG pump has been diagnosed as doing very little work or LNG tank #2 is dry, the diagnostic will not be allowed to reset. The key must be cycled before the diagnostic will run again.





206

Possible Causes:






o Faulty LNG pump



207




Possible Symptoms:














Conditions for Clearing the Fault Code: Once the LNG pump has been diagnosed as doing very little work or LNG tank #3 is dry the diagnostic will not be allowed to reset. The key must be cycled before the diagnostic will run again.





208

Possible Causes:






o Faulty LNG pump



209




Possible Symptoms:














Conditions for Clearing the Fault Code: Once the LNG pump has been diagnosed as doing very little work or LNG tank #4 is dry the diagnostic will not be allowed to reset. The key must be cycled before the diagnostic will run again.





210

Possible Causes:






o Faulty LNG pump



211

FAULT 4194 Engine Position Sensor Circuit Cycle Unknown

Reason: The half cycle of the engine (compression vs. exhaust stroke) cannot be determined by the HPGS Controller.


Possible Symptoms:


Circuit Description: The camshaft position sensor is also known as the engine position sensor (EPS). See base engine documentation for detailed circuit description.

On the Westport EPA07 system, Westport connects to the base EPS signal via the EPS Breakout Harness. The EPS signal communicates to both CM850 controllers via the EPS Breakout harness, the Westport Engine harness, and the Chassis harness.

On the Westport EPA10 and EPA13 systems, the EPS signal communicates through the Modified Base Engine harness, Converter harness, the Westport Engine harness, and the OEM LNG ECU harness.

Component Location: The EPS and ESS Breakout harnesses connect to the base engine circuitry, and are located on the intake (cold) side of the engine. The Modified Base Engine, Converter, Westport Engine, and OEM LNG ECU harnesses are also on the intake (cold) side of the engine.

Conditions for Running the Diagnostics: Diagnostic runs continuously when the keyswitch is in the ON position, and the engine is operating.

Conditions for Setting the Fault Codes: The fault code is set when the position of the engine position sensor (EPS) signal relative to the engine speed sensor (ESS) signal is not within the expected range.


Driver Display will display “CHECK ECU NEXT STOP” message while the fault code is active, and Fault Code 4194 will be displayed in the Active Fault Code screen (if available).



Shop Talk: The position between the EPS and ESS signals is used to determine the half cycle (compression vs. exhaust stroke) of the engine. The half cycle needs to be determined before fuel can be supplied to the cylinder so it can be injected on the correct stroke. The engine will not start if the HPGS controller cannot determine the half cycle of the engine during cranking. However, if the cycle is lost once the engine is running, the engine will continue to run unaffected.

Check the base engine controller for fault codes before troubleshooting the Westport fault code. If there are base engine fault codes, (active or inactive) related to camshaft position signal or crankshaft speed signal, follow base engine troubleshooting documentation.

Note: The EFS Controller meters fuel supply to cylinders 1, 2, and 3; the HPGS Controller meters fuel supply to cylinders 4, 5, and 6. Both the EFS and HPGS Controllers need to determine the cycle in order for the truck to start.

The associated EFS controller fault is 3162.


Faulty connection


Faulty EPS sensor

Faulty ESS sensor


212

Relative mechanical movement (slip) or misalignment between the cam and crank shaft




213

FAULT 4200 HPGS Controller Code Running Too Slow

Reason: One or more software tasks in the HPGS controllers are running too slow.

Effect: Depending on which task is running slow, driver will notice different effects; severe cases may result in loss of power, misfire, or engine stall.

Possible Symptoms:

Symptoms might vary depending on the severity of the problem

Severe cases may result in erratic engine behaviour, misfire or stall.

Circuit Description: The CM850 controller performs many software operations. Each software operation must be completed within a specified amount of time. If a given task is taking longer than normal to execute, it may delay subsequent tasks and ultimately hinder performance of the controller.



Conditions for Setting the Fault Codes: The total time to execute all software operations once (time to go through one software loop) is exceeding a pre-defined safe limit.


Drivers Display will turn on display the “CHECK ECU NEXT STOP” message and fault code 4200 will be displayed in the Active Fault Code Screen (if available).

Conditions for Clearing the Fault Code: This fault code will remain active until the system is powered down, even if the task overrun issue is corrected internally to the controller. The key switch will have to be cycled on/off for the code to become inactive.

Shop Talk: This fault likely indicates an internal problem with the HPGS controller.

A possible cause is a corrupt calibration in the HPGS controller. Reload the most current calibration. Refer to Westport Work Instruction INS-10010091 Downloading Software and Calibrations to a Controller. If the problem persists after calibrations were reloaded, install a new HPGS controller and load the most current HPGS calibration on it.

Possible Causes:

Compromised controller calibration




214

FAULT 4201 HPGS Controller Calibration download to wrong address

Reason: An attempt was made using WEST or Wedge to modify a calibration value in a protected area of the HPGS controller memory.

Effect: The HPGS controller will prevent the calibration from being modified.

Possible Symptoms:

There should be no effect on performance or fuel efficiency

Circuit Description: The controller has specific memory allocated to store calibrations. If an attempt is made by the West software to modify calibration values in a protected area of the HPGS controller memory, the controller will prevent the calibration values from being modified, and set the fault code.

Component Location: This fault code is internal to the HPGS controller.


Conditions for Setting the Fault Codes: This fault code will be set if an attempt was made to modify calibration values in a protected area of the HPGS controller memory. The fault code will remain active until power to the controller is cycled.



Conditions for Clearing the Fault Code: The fault code will reset and become inactive next time the HPGS controller is powered up.

Shop Talk: This fault likely indicates that West software attempted to modify calibration values in protected areas of the HPGS controller memory.

Close and restart the West software and try to set the calibration(s) again. Check whether the fault code becomes active again.

If the problem remains, re-flash the controller with the appropriate calibration file and check whether the fault code becomes active again. Refer to Westport Work Instruction INS-1001009 Downloading Software and Calibrations to a Controller.

Possible Causes:

Faulty West communication hardware

Faulty West software




215

FAULT 4202 LNG Tank #1 GDT Sensor Signal Out of Range Low

Reason: The HPGS Controller detects the natural gas discharge temperature is below the normal operating range of the vaporizer.

Effect: Operator may or may not notice any performance issues. Tank #1 LNG pump is disabled until engine coolant is warm.

Possible Symptoms:

Tank #1 LNG pump does not stroke o Tank #1 LNG Pump is disabled until engine coolant is warm






Component Location: The GDT sensor is located on the tank hydraulic manifold. The GDT sensor is connected to the HPGS Controller via the Tank Harness, the Tank Extension Harness, and the Chassis Harness.

Conditions for Running the Diagnostics: Diagnostic runs continuously while the keyswitch is in the ON position

Conditions for Setting the Fault Codes: HPGS Controller detects a natural gas discharge temperature below the normal operating range of the vaporizer.



If engine coolant is cold tank #1 LNG pump will be disabled

If engine coolant is warm tank #1 LNG pump will not be disabled.



Shop Talk: Before troubleshooting this fault code, check the driver display for multiple fault codes. If Fault Code 4161- LNG Tank #1 GDT Sensor Signal Circuit is Open or Shorted to a High Source, is active troubleshoot fault code 4161 first.

The GDT sensor for tank #1 shares a return line with the GSP Sensor (and GDT Sensor #3 if equipped) in the Chassis Harness. A high resistance on the GDT circuit corresponds to a low gas discharge temperature.

The GDT sensor resistance can be checked by disconnecting the LNG Tank Harness and measuring the resistance across the sensor terminals. When the truck is off, the GDT sensor resistance will reflect ambient temperature.


Possible Causes

Faulty GDT sensor

Faulty harness


216



217




Possible Symptoms:






Component Location: The GDT sensor is located on the tank hydraulic manifold. The GDT sensor is connected to the HPGS Controller via the Tank Harness, the Tank Extension Harness and the Chassis Harness.












Possible Causes

Faulty GDT sensor

Faulty harness



218




Possible Symptoms:
















The GDT sensor for tank #3 shares a return line with the GSP Sensor and GDT Sensor #1 in the Chassis Harness. A high resistance on the GDT circuit corresponds to a low gas discharge temperature.



Possible Causes

Faulty GDT sensor

Faulty harness


219



220




Possible Symptoms:


















Possible Causes

Faulty GDT sensor

Faulty harness



221

FAULT 4206 HSP Sensor Signal Out of Range Low

Reason: The HPGS Controller detects HSP to be below the operating range of the sensor.

Effect: Operator may or may not notice any driveability issues. LNG pump performance is no longer optimized.

Possible Symptoms:

Gas System Pressure (GSP) is low o LNG pump(s) unable to maintain GSP while vehicle is hauling uphill or accelerating with a large

payload






Conditions for Setting the Fault Codes: The HPGS Controller detects the HSP is below -0.5 MPa.






Shop Talk: When this fault code is active LNG pump performance is no longer optimized. As a result, the LNG pump(s) may be unable to maintain natural gas supply while the vehicle is hauling uphill or accelerating with a large payload. If fault code 4228 – Gas System Pressure is Low While Driving is either active or inactive, it may be related to this fault code. Troubleshoot this fault code first.

Possible Causes:

Faulty HSP sensor



222

FAULT 4207 LNG Tank #1 CANditioner Level Signal Out of Range Low

Reason: LNG level received for tank #1 is below the lowest calibrated value.


Possible Symptoms:

Affected tank might run empty without notice.

Circuit Description: The LNG level sensor is a capacitance type sensor, which varies its output with respect to fuel level. The CANditioner, using its internal calibration, interprets the capacitance of the sensor inside the LNG tank and then transmits it across the CAN network to the HPGS controller.



Conditions for Setting the Fault Codes: This fault could only be set on a CANditioner that is CAN-enabled, and CAN-ID must be present.

The following condition will activate this code:

CANditioner interprets a reading that is below the lower threshold (typically -12%)


Drivers Display will turn on the “CHECK ECU NEXT STOP” message and fault code 4207 will be displayed in the Active Fault Code screen (if available).

Conditions for Clearing the Fault Code: If the conditions for setting the fault code active are corrected, the fault will reset and move to inactive. Cycle the key off for at least 30 seconds to reset.

Shop Talk: This fault likely indicates that the CANditioner calibration is incorrect and needs to be performed again. This fault code is more likely to be caused by a CANditioner that was calibrated low while the tank was not completely empty of fuel.

Refer to Westport Work Instruction INS-10014508 Calibrating a “Canditioner” Type Fuel Level Transducer.

This fault code might be accompanied by fault code 4257, LNG Tank #1 CANditioner out of Calibration.

Possible Causes:

CANditioner was previously calibrated while the tank was not completely empty of fuel

Faulty LNG level sensor; should have a capacitance reading between 800pF to 1200pF.



223




Possible Symptoms:














Possible Causes:





224




Possible Symptoms:














Possible Causes:





225




Possible Symptoms:













This fault code might be accompanied by fault code 4260, LNG Tank #4 CANditioner out of Calibration. Possible Causes:





226

FAULT 4211 LNG Tank #1 GDT Sensor Signal Out of Range High

Reason: The HPGS Controller detects the temperature of the natural gas discharge temperature is above the normal operating range of the vaporizer.


Possible Symptoms:









Conditions for Setting the Fault Codes: HPGS Controller detects a natural gas discharge temperature above the normal operating range of the vaporizer.






When the diagnostic runs and passes, “Check ECU Next Stop” will be removed from the Westport Driver Display and the fault code will move into the inactive column. Shop Talk: Before troubleshooting this fault code, check the driver display for multiple faults. If Fault Code 4154 – LNG Tank #1 GDT Sensor Signal Circuit Shorted to Low Source is active, troubleshoot fault code 4154 first.

The GDT sensor #1 shares a return line with the GSP sensor (and GDT sensor #3 if equipped). A low resistance on the GDT circuit corresponds to a high gas discharge temperature. The GDT sensor resistance can be checked by disconnecting the LNG Tank Harness and measuring the resistance across the sensor terminals. When the truck is off, the GDT sensor resistance will reflect ambient temperature.


Possible Causes:

Faulty GDT sensor

Faulty harness Return to Troubleshooting Fault Codes Table of Contents


227




Possible Symptoms:















Shop Talk: Before troubleshooting this fault code, check the driver display for multiple faults. If Fault Code 4153 – LNG Tank #2 GDT Sensor Signal Circuit Shorted to Low Source is active, troubleshoot fault code 4153 first.

A low resistance on the GDT circuit corresponds to a high gas discharge temperature.



Possible Causes:

Faulty GDT sensor

Faulty harness



228




Possible Symptoms:
















The GDT sensor #3 shares a return line with the GSP sensor and GDT sensor #3. A low resistance on the GDT circuit corresponds to a high gas discharge temperature.



Possible Causes:

Faulty GDT sensor

Faulty harness


229



230




Possible Symptoms:
















A low resistance on the GDT circuit corresponds to a high gas discharge temperature.



Possible Causes:

Faulty GDT sensor

Faulty harness



231

FAULT 4215 HSP Sensor Signal Out of Range High

Reason: The HPGS Controller detects HSP to be above the specified operating range of the sensor.


Possible Symptoms:

Low Gas System Pressure (GSP) o LNG pump(s) unable to maintain GSP while vehicle is hauling uphill or accelerating with a large

payload






Conditions for Setting the Fault Codes: The HPGS Controller detects the HSP is above 22 MPa. This threshold is set above the operating range of the sensor.






Shop Talk: When this fault code is active, LNG pump performance is no longer optimized. As a result, the LNG pump(s) may be unable to maintain natural gas supply while the vehicle is hauling uphill or accelerating with a large payload. If fault code 4228 – Gas System Pressure is Low While Driving, is either active or inactive, it may be related to this fault code. Troubleshoot this fault code first.

Possible Causes:

Faulty HSP sensor



232

FAULT 4216 LNG Tank #1 CANditioner Level Signal Out of Range High

Reason: LNG level received for tank #1 is above the highest calibrated value or the LNG tank harness is damaged.


Possible Symptoms:


Circuit Description: The LNG level sensor is a capacitance type sensor, which varies its output with respect to fuel level. The CANditioner, using its internal calibration, interprets the capacitance of the sensor inside the LNG tank and transmits it across the CAN network via the LNG tank harness to the HPGS controller.

Component Location: The CANditioner and tank harness are located inside the LNG tank shroud below the LNG pump.




CANditioner interprets a reading that exceeds the upper threshold (typically 150%)


Drivers Display will turn on the “CHECK ECU NEXT STOP.” message and fault code 4216 will be displayed in the Active Fault Code Screen (if available).


Shop Talk: This fault likely indicates that the CANditioner calibration is incorrect and needs to be performed again. This fault code is more likely to be caused by a CANditioner that was calibrated high while the tank was not completely full of fuel. However, a damaged LNG tank harness could also cause the fault.

Before draining the tank and re-calibrating the CANditioner, disconnect the wiring harness from the CANditioner and measure the resistance across pins 6 and 7. The reading should show an open circuit.

CANditioner Wiring Harness

If the resistance measurement is not correct, replace the LNG tank harness. Otherwise, refer to Westport service work instruction INS-10014508 Calibrating a “Canditioner” Type Fuel Level Transducer.

This fault code may be accompanied by fault code 4257.

Possible Causes:

CANditioner was previously calibrated high while the tank was not completely full of fuel

Faulty LNG level sensor; should have a capacitance reading between 800pF to 1200pF

Faulty CANditioner wiring harness


6

7

Key


233




Possible Symptoms:











Shop Talk: This fault likely indicates that the CANditioner calibration is incorrect and needs to be performed again. This fault code is more likely to be caused by a CANditioner that was calibrated high while the tank was not completely full of fuel. However, a damaged LNG tank harness could also cause the fault





Possible Causes:





6

7

Key


234




Possible Symptoms:
















Possible Causes:





6

7

Key


235




Possible Symptoms:
















Possible Causes:





6

7

Key


236

FAULT 4220 LNG Tank #1 LNG Pump Volumetric Efficiency is Low

Reason: The HPGS Controller calculates the LNG pump is unable to meet the fueling demand placed on the Westport 15L system by the engine.

Effect: The activation of this fault code is preceded by (but not directly tied to) the “Prepare to Stop” message on the Westport Driver Display.

Possible Symptoms:



“Prepare to Stop” message displayed on Westport Driver Display

Circuit Description: The HPGS Controller uses ambient temperature and inputs from the GSP and GDT sensors to determine the amount of fuel output by the LNG pump over the extend stroke.

The GSP sensor is connected to the HPGS Controller via the Engine and Chassis Harnesses.


Component Location: The LNG pump is mounted inside the LNG tank. The GSP sensor is mounted in the FCM. The FCM is located on the intake (cold) side of the engine. The GDT sensor is mounted in the tank hydraulic manifold.

Conditions for Running the Diagnostics: This diagnostic runs continuously once the keyswitch is in the ON position, the engine is running, the accumulator has been filled and emptied once since last key on, and the LNG pump is stroking.

Conditions for Setting the Fault Codes: The HPGS Controller has determined that the LNG tank is at least ¼ full, the hydraulic system is functioning normally, and the HPGS Controller has not diagnosed a leak or over consumption of fuel.

This fault code is only activated if GSP has dropped below the minimum acceptable limit (“Prepare to Stop” message) AND the HPGS Controller determines that the LNG pump is not outputting enough fuel over the extend stroke to maintain engine performance.


None


The fault code will move into the inactive column, when the diagnostic runs and passes.

Shop Talk: This fault code provides insight to the root cause for loss of GSP experienced by an operator.

Possible Causes:

Small natural gas leak which was not diagnosed by the HPGS Controller

LNG level gauge not calibrated correctly (little to no fuel for the LNG pump to supply)

Faulty Accumulator (gas system) PRV

Faulty LNG pump PRV

Faulty LNG pump



237




Possible Symptoms:












None




Possible Causes:




Faulty LNG pump PRV

Faulty LNG pump



238




Possible Symptoms:









Conditions for Setting the Fault Codes: The HPGS Controller has determined that the LNG tank is at least ¼ full, the hydraulic system is functioning normally, and the HPGS Controller has not diagnosed a leak or over consumption of fuel. This fault code is only activated if GSP has dropped below the minimum acceptable limit (“Prepare to Stop” message) AND the HPGS Controller determines that the LNG pump is not outputting enough fuel over the extend stroke to maintain engine performance.


None




Possible Causes:




Faulty LNG pump PRV

Faulty LNG pump



239




Possible Symptoms:












None




Possible Causes:




Faulty LNG pump PRV

Faulty LNG pump



240

FAULT 4224 LNG Tank #1 Shut-off Valve is Closed

Reason: The emergency shut off valve (manual or automatic) on LNG tank #1 is closed.

Effect: Operator may or may not notice any driveability issues depending on truck configuration.

Possible Symptoms:




Circuit Description: The HPGS Controller uses outputs from the HSP and GSP sensors to determine the tank shut-off valve is closed.

Component Location: There are manual and automatic tank shut-off valves. A label on the tank shroud indicates the location and type of shut off valve equipped.

The manual tank shut-off valve, also known as the emergency shut-off valve, is a ¼ turn valve with a red handle. This valve is located inside the tank shroud below and to the left of the LNG pump.

The automatic tank shut off valve is a separate unit below and to the right of the LNG pump. It is labelled “Automatic shutoff valve”, as per code.

Conditions for Running the Diagnostics: This diagnostic runs continuously while the keyswitch is in the ON position with the engine running at less than 1200 rpm with the LNG pump stroking.

Conditions for Setting the Fault Codes: The HPGS Controller detects GSP is not increasing while the LNG pump is extending AND HSP is greater than the hydraulic PRV relief pressure. The LNG pump will have to stroke multiple times before this fault code is activated.


“Tank 1 Shut Off is Closed” is displayed on the Westport Driver Display.


When the diagnostic runs and passes, “Tank 1 shut off is closed” will be removed from the Westport Driver Display and the fault code will move into the inactive column.

Shop Talk: This fault code usually indicates the manual tank shut-off valve has been left closed. Less likely, the automatic tank shut-off valve is faulty and is closed.

Possible causes:

Manual tank shut-off valve is closed

Faulty Automatic tank shut-off valve



241




Possible Symptoms:





The automatic tank shut off valve is a separate unit below and to the right of the LNG pump. It is labelled “Automatic shutoff valve” as per code.

Conditions for Running the Diagnostics: This diagnostic runs continuously while the keyswitch is in the ON position with the engine running at less than 1200 rpm and the LNG pump stroking.







Possible causes:





242




Possible Symptoms:













Possible causes:





243




Possible Symptoms:













Possible causes:





244

FAULT 4228 Gas System Pressure is Low While Driving

Reason: Gas system pressure is low while the vehicle is travelling at speeds greater than 10 mph (16 km/h).

Effect: The Westport Drivers Display sounds an audible alarm (beeps) while this fault code is active.

Possible Symptoms:

Gas System Pressure (GSP) is low o LNG pump(s) do not stroke o Engine power output is low

Excessive frost or condensation o Frost on high-pressure gas plumbing between tank and engine

Audible hissing

Circuit Description: The HPGS Controller uses outputs from the GSP sensor and the vehicle speed sensor to determine gas system pressure is low while driving.

Component Location: The GSP sensor is mounted in the FCM. The FCM is mounted on the intake (cold) side of the engine.


Conditions for Setting the Fault Codes: The HPGS Controller has detected that GSP has dropped below 25 MPa while the truck is traveling at speeds greater than 10 mph (16 km/h).


Westport Driver Display sounds an audible alarm (beeps)

If the accumulator has been filled once since key on – “Prepare to Stop” message will be displayed on the Westport Driver Display

If the accumulator has NOT been filled once since key on – no additional messages are displayed on the Westport Driver Display

Conditions for Clearing the Fault Code: Diagnostic has the ability to reset if the deficiency corrects itself. The Westport Driver Display will stop beeping.

When the diagnostic runs and passes, “Prepare to Stop” will be removed from the Westport Driver Display (if accumulator had been filled once since key on) and the fault code will move into the inactive column.

Shop Talk: Before troubleshooting this fault code, look for multiple fault codes. This fault code could be active for a variety of reasons. Refer to Section D in TSG-10019942 Troubleshooting & Diagnostics Guide for tips on identifying faulty pressure sensors.

Possible Causes:

Tank shut off valve is closed


Hydraulic fluid is low in the reservoir or there is a leak in the hydraulic system

Natural gas is exiting the system incorrectly o FCM vent valve open or faulty o Faulty LNG pump PRV o Faulty Accumulator (Gas System) PRV o CNG leak in the gas system plumbing o Faulty DLSR

Faulty GSP sensor

Faulty hydraulic system o Clogged hydraulic filter


245

o Faulty hydraulic PRV o Faulty HSP sensor o Faulty hydraulic DC valve o Faulty hydraulic pump o Internal hydraulic system leak


Faulty injectors

Faulty LNG pump



246

FAULT 4229 Running On Diesel while Driving

Reason: The engine is running on diesel only while the vehicle is traveling at speeds greater than 10 mph (16 km/h).

Effect: Engine power output is extremely low

Possible Symptoms:


Circuit Description: The HPGS Controller identifies if the truck is running on diesel and uses outputs from the EFS Controller to determine vehicle speed.

Component Location: EFS and HPGS Controllers are mounted on the chassis or under the cab depending on truck configuration.


Conditions for Setting the Fault Codes: The HPGS Controller detects the truck is running on diesel and is traveling at speeds greater than 10 mph (16 Km/h). The engine runs on diesel when GSP drops below an adjustable threshold.

Action Taken When the Fault Code is Active: None, this is an informational fault code, which can be used to confirm that a severe loss in power experienced by the operator is symptomatic of the engine running on diesel only.


“Running on Diesel – XXX Seconds Remaining” will be removed from the Westport Driver Display and the fault code will move into the inactive column, when the diagnostic runs and passes.

Shop Talk: Before troubleshooting this fault code, look for multiple fault codes. This is an informational fault code. This fault code can be used to confirm that a severe loss in power experienced by an operator is symptomatic of the engine running on diesel only. Refer to Refer to Section D in TSG-10019942 Troubleshooting & Diagnostics Guide for tips on identifying faulty pressure sensors.

Possible Causes:

Tank shut off valve is closed


Hydraulic fluid level is low in the reservoir or there is a leak in the hydraulic system

Natural gas is exiting the system incorrectly o FCM vent valve is open or faulty o Faulty LNG pump PRV o Faulty Accumulator (Gas System) PRV o CNG leak in the gas system plumbing o Faulty DLSR

Faulty GSP sensor




247

Faulty LNG pump



248

FAULT 4230 GSP Sensor Signal Out of Range Low

Reason: The HPGS Controller detects the GSP to be below the operating range of the sensor.


Possible Symptoms:







Conditions for Setting the Fault Codes: The HPGS Controller detects the GSP is below -0.5 MPa.


“Please Stop Engine” is displayed on the Westport Driver Display



When the diagnostic runs and passes, the fault code will move into the inactive column and the LNG pump(s) will be enabled.

Shop Talk:

Possible Causes:

Faulty GSP Sensor



249

FAULT 4231 GSP Sensor Signal Out of Range High

Reason: The HPGS Controller detects the GSP to be above the operating range of the sensor.


Possible Symptoms:

Engine difficult to start or will not start o Engine will not start on natural gas






Conditions for Setting the Fault Codes: The HPGS Controller detects the GSP is above 35 MPa.



LNG pump(s) are commanded not to stroke


When the diagnostic runs and passes, “Check ECU Next Stop” will be removed from the Westport Driver Display, LNG pump(s) will be enabled and the fault code will move into the inactive column.

Shop Talk:

Possible Causes:

Faulty GSP sensor



250

FAULT 4232 HSP Sensor Failed In Range

Reason: The HPGS Controller detects that HSP is not zero when it should be.


Possible Symptoms:

Gas System Pressure (GSP) is low o LNG pump(s) unable to maintain GSP while vehicle is hauling uphill or accelerating with a large

payload


For single tank systems, the HSP sensor is connected to the HPGS Controller via the BP/HSP Extension Harness and Chassis Harness.



Conditions for Running the Diagnostics: This diagnostic runs while the keyswitch is in the ON position and the engine is not running.

Conditions for Setting the Fault Codes: The HPGS Controller detects HSP is not zero when the engine is not running. Depending on how far the HSP sensor reading has drifted from 0, this fault code could take up to 15 seconds to activate.






Shop Talk: This fault code indicates that the HSP reading is not zero when it should be. This fault code could take up to 30 seconds with the key in the [ON] position when the engine is not running to activate.

Possible Causes:

Faulty HSP sensor



251

FAULT 4233 Hydraulic Bypass Valve Has Failed Closed

Reason: The HPGS Controller detects that hydraulic system pressure (HSP) is high for a period of time while the LNG pump(s) are idle.


Possible Symptoms:

Hydraulic system pressure (HSP) is high o HSP near or at the hydraulic PRV relief pressure when the LNG pump(s) are idle


For single tank systems, the hydraulic bypass valve is connected to the HPGS Controller via the BP/HSP Extension Harness and Chassis Harness.

For multi tank systems, the hydraulic bypass valve is connected to the HPGS Controller via the DTSV Extension Harness and Chassis Harness.



Conditions for Setting the Fault Codes: HSP is greater than the hydraulic PRV relief pressure while the LNG pump has been idle for at least 4 seconds.



Conditions for Clearing the Fault Code: Once the hydraulic bypass valve has been diagnosed as failed closed, the diagnostic will not be allowed to reset. The truck must be shut down and restarted for this diagnostic to run again.


Shop Talk: This fault code indicates that the hydraulic bypass valve has failed closed or there is a blockage in the hydraulic system. Ensure the hydraulic filter is clear of debris.

Possible Causes:


Blockage in hydraulic system



252

FAULT 4234 LNG Tank #1 Hydraulic System Not Performing Normally

Reason: The HPGS Controller did not detect the end of the extend stroke while using the tank #1 LNG pump.

Effect: Operator may or may not notice driveability issues. Tank #1 LNG pump performance is no longer optimized.

Possible Symptoms:

Gas System Pressure (GSP) is low o Tank #1 LNG pump unable to maintain GSP while vehicle is hauling uphill or accelerating with a large

payload.

Circuit Description: During a retract stroke, liquid natural gas is drawn from the LNG tank into the LNG pump.

During an extend stroke, the LNG (contained in the LNG pump) is compressed and forced through a vaporizer, causing GSP to increase. As the LNG pump is forcing liquid natural gas through the vaporizer, HSP sharply increases and is maintained until the extend stroke is completed.

The HPGS Controller detects the end of the extend stroke by monitoring HSP.



Component Location: The HSP sensor is located on the bypass manifold (single tank system) or the tank select manifold (multi tank system), depending on truck configuration.

Conditions for Running the Diagnostics: This diagnostic runs continuously while the keyswitch is in the ON position, the engine is running, and the tank #1 LNG pump is stroking.

Conditions for Setting the Fault Codes: The HPGS Controller does not detect the end of the extend stroke for tank #1 LNG pump. The end of the extend stroke will have been missed multiple times for this fault code to be activated. The time it takes for the LNG pump to perform multiple strokes is dependent on GSP and fuel consumption.


Tank #1 LNG pump performance is not optimized



Shop Talk: This diagnostic indicates a problem with the hydraulic system. The end of the extend stroke did not occur when the HPGS Controller expected or was not detected at all. Refer to Section D in TSG-10019942 Troubleshooting & Diagnostics Guide.

Possible Causes:

Faulty hydraulic system o Hydraulic fluid level in reservoir is low o Clogged hydraulic filter o External hydraulic system leak o Faulty hydraulic PRV o Faulty HSP sensor o Faulty hydraulic DC valve o Faulty hydraulic pump o Internal hydraulic system leak


253


Faulty LNG pump



254




Possible Symptoms:


payload.












Shop Talk: This diagnostic indicates a problem with the hydraulic system. The end of the extend stroke does not occur when the HPGS Controller expected or was not detected at all. Refer to Section D in TSG-10019942 Troubleshooting & Diagnostics Guide.

Possible Causes:


Leakage at bypass valve Leakage at tank selection valves

Faulty LNG pump


255



256




Possible Symptoms:


payload.













Possible Causes:



Faulty LNG pump


257



258




Possible Symptoms:


payload.













Possible Causes:



Faulty LNG pump


259



260

FAULT 4238 Fuel Consumption May Be Higher Than Requested

Reason: The HPGS Controller calculates the amount of fuel contained in the accumulator is being used faster than commanded by the EFS Controller over the same period of time.

Effect: None on performance, this fault code is intended to be used by technicians to identify degradation in the Westport 15L system which may adversely affect optimization of LNG use.

Possible Symptoms:

None

Circuit Description: The HPGS Controller uses ambient temperature and inputs from the GSP and GDT sensors to calculate the amount of fuel contained in the accumulator.

The GSP sensor is connected to the HPGS Controller via the Engine and Chassis Harnesses. The GDT sensor is connected to the HPGS Controller via the Tank Harness, the Tank Extension Harness, and the Chassis Harness.

Component Location: The GSP sensor is located in the FCM. The FCM is mounted on the intake (cold) side of the engine. The GDT sensor is located in the tank hydraulic manifold.

Conditions for Running the Diagnostics: This diagnostic runs continuously while the keyswitch is in the ON position, the engine is running, fuel contained in the accumulator has been consumed at least once since key on, and the LNG pump(s) are idle.

Conditions for Setting the Fault Codes: The HPGS Controller calculates the amount of fuel contained in the accumulator is being used faster than commanded by the EFS Controller over the same period of time.


None, informational fault code

Conditions for Clearing the Fault Code: This diagnostic has the ability to reset if the deficiency corrects itself. The fault code will move into the inactive column when the diagnostic runs and passes.

Shop Talk: This fault code is intended to be used by technicians to identify degradation in the Westport 15L system, which may adversely affect optimization of LNG fuel use. It should be used in conjunction with other faults and symptoms to draw conclusions about operator complaints or system problems.

Possible Causes:

Gas system leaks

FCM vent valve open or faulty

Faulty injectors

Faulty Accumulator (Gas System) PRV



261

FAULT 4239 Hydraulic Pump Weak, or Hyd System Leakage Problem While Using Tank #1

Reason: The HPGS Controller detects that the hydraulic flow at the tank #1 LNG pump is not sufficient to maintain pump performance.


Possible Symptoms:



“Prepare to Stop” message displayed on the Westport Driver Display

Circuit Description: Hydraulic fluid is used to drive (stroke) a reciprocating LNG pump that extends and retracts.







Conditions for Running the Diagnostics: This diagnostic runs continuously once the keyswitch is in the ON position, the engine is running, and the LNG pump is stroking.

Conditions for Setting the Fault Codes: This fault code is only activated if GSP has dropped below the minimum acceptable limit (“Prepare to Stop” message), the HPGS Controller has detected the end of the extend stroke, and the calculated hydraulic flow at the LNG pump is insufficient to maintain pump performance.


None



Shop Talk: This fault code provides insight to the root cause for loss of GSP experienced by an operator. Hydraulic fluid is directed to either the retract or extend hydraulic circuit, allowing the LNG pump to stroke. If hydraulic flow at the LNG pump is insufficient, the LNG pump will be unable to stroke fast enough to maintain GSP.

Possible Causes:

Faulty hydraulic system o Hydraulic fluid level in reservoir is low o Clogged hydraulic filter o External hydraulic system leak o Faulty hydraulic PRV


262

o Faulty HSP sensor o Faulty hydraulic DC valve o Faulty hydraulic pump o Internal hydraulic system leak

Leakage at bypass valve (single and multi-tank systems) Leakage at tank selection valves (multi tank systems only)

Faulty LNG pump



263




Possible Symptoms:









Component Location: The HSP sensor is mounted in the tank select manifold (multi tank system).




None




Possible Causes:



264


Faulty LNG pump



265




Possible Symptoms:













None




Possible Causes:



266


Faulty LNG pump



267




Possible Symptoms:








For multi tank systems the HSP sensor is connected to the HPGS Controller via the DTSV Extension Harness and Chassis Harness.





None




Possible Causes:



268


Faulty LNG pump



269

FAULT 4243 LNG Tank #1 CANditioner is Not Present, or ID Select Jumper Position

Incorrect

Reason: Messages from CANditioner with CAN-ID #1 are missing on the WPP CAN-B network. All trucks have at least one LNG tank, so the HPGS controller is expecting to receive messages with CAN-ID #1.


Possible Symptoms:


Circuit Description: All CANditioners share the WPP CAN-B network to communicate tank level and status information to the HPGS controller. The WPP CAN-B network spans over the LNG tank, tank extension, and chassis harnesses. Each CANditioner is attached to a CAN-ID pack, which sets the tank CANditioner ID via a configurable jumper. This ID is packed with the CAN information so that the HPGS controller can uniquely identify the LNG level information for each tank in the system.

Component Location:

The CANditioner is located inside the LNG tank shroud below the LNG pump.

The CAN-ID pack is located on the LNG tank harness, close to the CANditioner.


Conditions for Setting the Fault Codes: This fault may only be set by a CANditioner that is CAN-enabled.

This fault code is set when the HPGS controller does not receive the LNG tank level CAN messages from CANditioner #1.




Conditions for Clearing the Fault Code: Once conditions for setting the fault code are removed, the active code will be reset and become inactive.

Shop Talk: This fault likely indicates that the HPGS controller is not detecting CANditioner #1 messages over the WPP CAN-B network.

All CANditioners share the same network. A problem with the WPP CAN-B network would likely be accompanied by other codes.

If this fault is not accompanied by other CANditioner or WPP CAN-B related fault codes, it is likely that the issue is a faulty CANditioner #1, or a faulty LNG tank or tank extension harness. It is also possible but less likely that the chassis harness is faulty. Check all harnesses for CAN-B line continuity and ensure that resistance across the CAN B+ and CAN B- lines is 60 Ohms. If no issues are detected, replace and recalibrate CANditioner #1.

The HPGS controller will consider the CANditioner CAN signal missing if jumper selection in the CANditioner ID pack is incorrect. In this case, the fault code would likely be accompanied by one of 4266-4268 indicating that CANditioner #1 is sending CAN messages using another tank ID, or by one of 4270-4272, indicating that LNG level messages are received with the ID of a tank that is not present in the system. Check that the jumper is set to the “tank1” position inside CANditioner #1 CAN-ID pack. If the jumper is incorrectly set, move it to the correct position.

Possible Causes:

Faulty or improperly set CANditioner ID pack

Faulty LNG tank, tank extension or chassis harness

Faulty CANditioner


270

Fault on the WPP CAN-B network.




271


Incorrect

Reason: HPGS controller identifies tank #2 present via “tank present” digital line, but messages from CANditioner with CAN-ID #2 are missing on the WPP CAN-B network


Possible Symptoms:


Circuit Description: All CANditioners share the WPP CAN-B network to communicate tank level and status information to the HPGS controller. The WPP CAN-B network spans over the LNG tank, tank extension, and chassis harnesses. Each CANditioner is attached to a CAN-ID pack, which sets the tank CANditioner ID via a configurable jumper. This ID is packed with the CAN information so the HPGS controller can uniquely identify the LNG level information for each tank in the system.

Component Location:




Conditions for Setting the Fault Codes: This fault may only be set by a CANditioner that is CAN-enabled. This fault code is set when the HPGS controller does not receive the LNG tank level CAN messages from CANditioner #2.





Shop Talk: This fault indicates that the HPGS controller is not detecting CANditioner #2 messages over the WPP CAN-B network.




Possible Causes:



Faulty CANditioner



272




273


Incorrect



Possible Symptoms:



Component Location:














Possible Causes:



Faulty CANditioner



274




275


Incorrect



Possible Symptoms:



Component Location:














Possible Causes:



Faulty CANditioner



276




277

FAULT 4247 HPGS Controller EEPROM Checksum Error

Reason: The HPGS controller encountered a checksum error while loading stored variables as part of its power-up sequence.


Possible Symptoms:

List of inactive faults may be incorrect

Cumulative pump stroke count may be incorrect

Circuit Description: The EEPROM is a non-volatile memory chip internal to the controller used to store certain variables when the controller is not powered.

The HPGS controller stores a number of variables in the EEPROM during power down and retrieves them when powering up. These variables include the list of inactive fault codes as well as cumulative counts of LNG pump strokes and other variables, which the controller needs to “remember” across key cycles to operate correctly. They are written to EEPROM during each power-down sequence and a checksum is generated and stored alongside them. The checksum is a calculated number, which is unique for a given set of stored values.

During the subsequent power up, the stored variables are loaded from the EEPROM memory and a checksum is generated again. This checksum and the checksum stored during the last power down are compared. If they do not match, the checksum error is activated and the variable values revert back to the last successfully saved set.

Component Location: The EEPROM is located inside the HPGS controller.

Conditions for Running the Diagnostics: This diagnostic is only run once per key cycle, when the HPGS controller is first powered-up.

Conditions for Setting the Fault Codes: This fault code will be set if the EEPROM checksum generated during the last power-down sequence does not match the EEPROM checksum generated during this power cycle power-up sequence.


Driver’s Display will turn on the “CHECK ECU NEXT STOP” message and fault code 4247 will be displayed in the Active Fault Code Screen (if available).

Conditions for Clearing the Fault Code: This code will become inactive once the controller is power cycled (key on/off) and the checksum test passes successfully.

Shop Talk: This fault likely indicates a problem writing or reading to the HPGS controller’s internal EEPROM. This error may occur if the controller was not shut down properly during a write operation, such as a loss of power (e.g. battery disconnected) while the truck is shutting down.

If the fault code persists after a normal power cycle, calibrations in the HPGS controller may be compromised. To further troubleshoot the HPGS controller, re-flash the appropriate calibration. Refer to Westport Work Instruction INS-10010091 Downloading Software and Calibrations to a Controller.

If after re-flashing the controller the fault code persists, install and flash a new HPGS controller.

Possible Causes:

Controller was not powered down correctly




278

FAULT 4248 WPP CAN-B Datalink Excessive Errors

Reason: The HPGS Controller detects too many communication errors on the Westport Proprietary Protocol (WPP) CAN-B Network.


Possible Symptoms:

One or more LNG tanks may run dry without notice.

Circuit Description: CAN enabled CANditioner(s) communicate with the HPGS controller via the WPP CAN-B network. The WPP CAN-B network spans over the chassis, tank extension, and tank harnesses.

The HPGS CM850 controller has the capability to detect and count errors during CAN transmissions over the CAN-B network.

Component Location: The WPT CAN-B datalink spans three wiring harnesses. It originates in the base engine harness and extends through the Westport engine harness, chassis, tank extension, and LNG tank harnesses.


Conditions for Setting the Fault Codes: This fault code will be set whenever the HPGS controller counts an excessive number of errors on WPP CAN-B network.


Driver Display will turn on the “CHECK ECU NEXT STOP” message and fault code 4248 will be displayed in the Active Fault Code Screen (if available).

Driver Display will display stripes for one or several LNG Tank(s) on the LNG Fuel Monitor screen.

Conditions for Clearing the Fault Code: This fault code will clear and set inactive once the number of CAN errors detected by the HPGS controller subsides.

Shop Talk: This fault likely indicates that there is a problem within WPP CAN-B network.

Measure resistance between the WPP CAN-B+ and the WPP CAN-B- lines, resistance should be 60 ohms.

If there is a short or open circuit between the two pins, identify the location of the short / open circuit in either the chassis harness or one of the tank extension or LNG tank harnesses. Replace the faulty harness as needed.

This fault code could also indicate an internal problem to the HPGS controller or CANditioner(s), or excessive electro-magnetic interference (EMI) along the WPP CAN-B harness.

To check whether a CANditioner is the source of the problem, unplug one CANditioner at a time from WPP CAN-B and check whether the fault code disappears.

If a particular CANditioner is found to be the cause of the problem, replace and re-calibrate it.

Has any high current / high voltage device been added to the system that could cause EMI issues? If so, try disabling the device and check if the fault code disappears

Has the harness routing been modified such that it now runs close to a high voltage / high current device in the system? If so, try reverting the harness routing to its original location and check if the fault code disappears

If none of the above steps fixes the issue, try replacing the HPGS controller.

Possible Causes:

Fault at one or several CANditioner(s)

Faulty tank harness




279

Excessive electrical noise (EMI)




280

FAULT 4249 LNG Tank #1 CANditioner Hardware Error

Reason: CANditioner #1 internal electrical hardware is faulty.


Possible Symptoms:


Circuit Description: 12V power to the CANditioner is supplied via the chassis, tank extension, and tank harnesses. Internal to the CANditioner, voltage regulators maintain an “internal voltage” at 5V nominal, and a “reference voltage” at 4.096V nominal.


Conditions for Running the Diagnostics: The diagnostic will run continuously while the keyswitch remains ON.

Conditions for Setting the Fault Codes: This fault could only be set on a CANditioner that is CAN-enabled, and the CAN-ID must be present.

Any of the following conditions will activate this code:

Reference voltage inside the CANditioner is outside the range of 3.90-4.20 V.

Internal voltage inside the CANditioner is outside the range of 4.75-5.25V

CANditioner EEPROM hardware is faulty


Drivers Display will show “CHECK ECU NEXT STOP” sign and fault 4249 will be displayed in the Active Fault Code window.


Conditions for Clearing the Fault Code: Once the conditions for setting the fault code are cleared, the fault will reset and move to inactive. CANditioner-related problem will require key off for at least 30 seconds to reset.

Shop Talk: This fault indicates that there is a problem with the internal CANditioner electrical hardware.

Possible Causes:

An internal short or other electrical issue inside the CANditioner

A problem with the CANditioner EEPROM

CAUTION: Do not attempt to open the CANditioner to measure the “reference” or “internal” voltages. Install and calibrate a new CANditioner.



281




Possible Symptoms:




Conditions for Running the Diagnostics: The diagnostic will run continuously while the key switch remains ON.











Possible Causes:






282




Possible Symptoms:















Possible Causes:






283




Possible Symptoms:















Possible Causes:






284

FAULT 4253 LNG Tank #1 CANditioner Calibration Incorrect or Absent

Reason: The calibration settings for LNG Tank CANditioner #1 are incorrect or absent.


Possible Symptoms:

The affected tank may run empty without notice.

Circuit Description: The LNG level sensor is a capacitance type sensor, which varies its output with respect to fuel level. The CANditioner, using its internal calibration, interprets the capacitance of the sensor inside the LNG tank and transmits it across the CAN network to the HPGS controller.





EEPROM inside the CANditioner is faulty.

The low calibration value is higher than the high calibration value.


Driver Display will display “CHECK ECU NEXT STOP.”

Fault Code 4253 will be displayed in the Active Fault Code Screen (if available).



Shop Talk: This fault likely indicates that the CANditioner calibration is incorrect and needs to be performed again. Refer to Westport Work Instruction INS-10014508 Calibrating a “Canditioner” Type Fuel Level Transducer. If, after multiple attempts, the CANditioner will not hold or corrupts calibration values, the CANditioner memory (EEPROM) is likely faulty. The CANditioner will need to be replaced.

Possible Causes

CANditioner was not calibrated with the tank completely empty or full of fuel.

CANditioner memory (EEPROM) is faulty.



285




Possible Symptoms:




Conditions for Running the Diagnostics: This diagnostic runs continuously while the key switch is in the ON position.










Shop Talk: This fault likely indicates that the CANditioner calibration is incorrect and needs to be performed again. Refer to Westport Work Instruction INS-10014508 Calibrating a “Canditioner” Type Fuel Level Transducer.

If, after multiple attempts, the CANditioner will not hold or corrupts calibration values, the CANditioner memory (EEPROM) is likely faulty. The CANditioner will need to be replaced.

Possible Causes





286




Possible Symptoms:
















Possible Causes





287




Possible Symptoms:
















Possible Causes





288

FAULT 4257 LNG Tank #1 CANditioner Out of Calibration

Reason: Capacitance of the LNG level probe is outside the range of values stored in the CANditioner.

Effect: The operator will not notice any effect on performance or fuel economy.

Possible Symptoms:

The affected tank may run dry without notice.

Circuit Description: The LNG level sensor is a capacitance type sensor, which varies its output with respect to the fuel level in the tank. The CANditioner internally converts the capacitance measurement into a fuel level value using the information it stored the last time it was calibrated (empty and full tank capacitance values).

Component Location: The CANditioner and LNG sensor TNC connector are located inside the LNG tank shroud below the LNG pump.


Conditions for Setting the Fault Codes: The fault code will be set if the measured tank level is outside of a pre-determined physically acceptable range of values, indicating that most likely there is a problem with the CANditioner calibration.

This fault code is supported by both CAN-enabled and non CAN-enabled trucks.


Driver Display will display “CHECK ECU NEXT STOP” message while the code is active and Fault Code 4257 will be displayed in the Active Fault Code window.


Conditions for Clearing the Fault Code: Once conditions for setting the fault code are removed, the active code will be reset and become inactive. CANditioner related problems require key off for at least 30 seconds to reset.

Shop Talk: This fault likely indicates that the computed LNG fuel level is outside the calibrated values. This fault code is most likely to be set if the CANditioner was calibrated low while the tank was not completely empty, or high while the tank was not completely full of fuel.

Verify the fuel level via diagnostic software. Refer to Westport Work Instruction INS-10014508 Calibrating a “Canditioner” Type Fuel Level Transducer to re-calibrate the CANditioner in case the readings taken earlier are not satisfactory.

Possible Causes

CANditioner was not calibrated with the tank completely empty or full of fuel

Faulty LNG level probe; capacitance should be approximately between 800-1200pF

Faulty CANditioner; will most likely be accompanied by other codes.



289




Possible Symptoms:













Possible Causes






290




Possible Symptoms:











Shop Talk: This fault likely indicates that the computed LNG fuel level is outside the calibrated values. This fault code is most likely to be set if the CANditioner was calibrated low while the tank was not completely empty, or high while the tank was not completely full.


Possible Causes






291




Possible Symptoms:













Possible Causes






292

FAULT 4261 LNG Tank #1 CANditioner Faulty Level Sensor

Reason: The LNG level sensor circuit is open, shorted to ground or shorted to battery.


Possible Symptoms:


Circuit Description: The LNG level sensor is a capacitance type sensor, which varies its output with respect to tank fuel level. The LNG level sensor is connected to the CANditioner via two wires (signal and return) which extend from the sensor located in the LNG tank to the TNC connector near the CANditioner. The CANditioner interprets the capacitance reading and communicates the tank level to the HPGS controller. The CANditioner also has the ability to detect sensor-side open or short circuits.

Component Location: The CANditioner and LNG level sensor TNC connector are located inside the LNG tank shroud below the LNG pump.


Conditions for Setting the Fault Codes: The fault code is set if the LNG level sensor input to the CANditioner is shorted to ground, shorted to power, or open for more than 5 seconds.

This fault is supported by both CAN-enabled and non CAN-enabled trucks.


Driver Display will display “CHECK ECU NEXT STOP” message while the code is active and Fault Code 4261 will be displayed in the Active Fault Code Screen.



Shop Talk: This fault likely indicates a shorted or open LNG level sensor, or a short or open circuit in the Tank#1 harness.

Measure resistance between the center conductor (signal) and the shield (return) of the LNG level sensor TNC connector; they must NOT be shorted. Under normal conditions, the resistance between the centre conductor and the shield is infinite. If a capacitance meter is available, take a measurement between the center conductor and the shield. Capacitance should be approximately between 800-1200pF. This test rules out the LNG level sensor.

Next, inspect the tank harness for a short or open between the CANditioner and LNG Level Sensor connectors.

Possible Causes:

Faulty tank extension harness.

Open or shorted LNG level sensor TNC connector.

Open or shorted LNG level sensor.



293




Possible Symptoms:














Possible Causes:






294




Possible Symptoms:














Possible Causes:






295




Possible Symptoms:














Possible Causes:






296

FAULT 4265 More Than One Tank Has CANditioner ID Select Jumper in Position for Tank #1

Reason: More than one LNG tank has CANditioner ID jumper set to tank position #1, or the HPGS controller receives more than one level input for tank #1.


Possible Symptoms:


Circuit Description: The LNG tank messages on CAN-enabled trucks are sent through the Westport Proprietary Protocol (WPP) CAN-B Network; all tanks share the same network. In order for the HPGS controller to identify individual LNG tanks, the CANditioner includes the tank ID with the CAN tank messages. The CANditioner reads the tank ID code from the CANditioner ID pack on the LNG tank harness.

Component Location: The CANditioner and the CANditioner ID pack (on the LNG tank harness) are located inside the LNG tank shroud.


Conditions for Setting the Fault Codes: The fault code will be set when more than one CAN message with tank ID #1 is received by the HPGS controller.


Driver Display will display “CHECK ECU NEXT STOP” message while the code is active and Fault Code 4265 will be displayed in the Active Fault Code screen (if available).



Shop Talk: Each tank harness is equipped with a CANditioner ID pack. This ID pack contains a jumper used to let the CANditioner know which tank it is attached to. When the CANditioner transmits the fuel level via the WPP CAN bus, it attaches the ID code to the messages.

This fault code most likely indicates that the ID pack attached to another tank has been erroneously configured to tank #1. As such, it will most likely occur in concert with fault code 4243, 4244 or 4246 (“LNG Tank #n is Not Present or ID Select Jumper Position Incorrect”).

When troubleshooting this code first verify that the jumper in each CANditioner ID pack is positioned correctly for each respective LNG tank.

Possible Causes:

CANditioner ID pack is configured for tank #1 on more than one LNG tank harness.

Faulty LNG tank wiring harness on one of the tanks.



297




Possible Symptoms:













Possible Causes:





298




Possible Symptoms:













Possible Causes:





299




Possible Symptoms:













Possible Causes:





300

FAULT 4269 LNG Tank #1 CANditioner ID and Digital Tank Present Signal Mismatch

Reason: This fault occurs when level signal is received from LNG Tank #1, but the tank is not considered to be present by the HPGS controller.


Possible Symptoms:


Circuit Description: The CANditioner interprets and transmits LNG tank level signals from the LNG level probe to the HPGS controller. The CANditioner is connected to the controller via the chassis and tank extension harnesses.

On trucks which are CAN enabled, each CANditioner communicates with the HPGS controller via: o The “tank present” return line, which is connected to “switch return” inside the tank harness, is then

connected to the “tank 1 present” pin on the HPGS controller. The chassis harness routes the “tank present” signals to its respective controller pin.

o The “tank level” signal, interpreted by the CANditioner, is transmitted via the WPP-B CAN network. The CAN message contains the tank level and tank ID. The jumper selection in the CANditioner ID pack sets the tank ID to tank #1.

On trucks which are NOT CAN enabled, each CANditioner communicates with the HPGS controller via: o The “tank present” return line, which is connected to “switch return” inside the tank harness, is then

connected to “tank 1 present” pin on the HPGS controller. The chassis harness routes the tank present signal to its respective controller pin.

o The” tank level” signal is an analog signal transmitted via a designated line from the CANditioner to the HPGS controller; it is connected to a “tank 1 level signal” pin.

On some trucks, the number of tanks may be set on the HPGS controller. On these trucks, the “tank present” and return signals may be ignored. In this case, the HPGS controller always assumes that the tanks are present regardless of the tank present and return signals.



Conditions for Setting the Fault Codes:

On trucks which are CAN enabled, the fault code is triggered when the “tank level” signal CAN messages are received for LNG Tank #1, but the “tank present” signal is not present.

On trucks which are NOT CAN enabled, the fault code is triggered whenever the "tank level” signal for tank #1 is received, but the “tank present” signal for tank #1 is not.




Shop Talk: Alone, this fault code likely indicates that the tank present signal line for LNG Tank #1 is open circuit.

If the LNG tank becomes unexpectedly empty, you may also receive one of the following fault codes: 4165, 4166, 4167, and 4168.

Measure the continuity between pins “switch return” and “Tank #1 present” of the tank harness. Continuity indicates a non-faulty tank harness.


301

Possible Causes:

Faulty tank harness






302




Possible Symptoms:






















303

Possible Causes:

Faulty tank harness






304




Possible Symptoms:






















305

Possible Causes:

Faulty tank harness






306




Possible Symptoms:






















307

Possible Causes:

Faulty tank harness






308

Revision History Rev Date Remarks

00 25/02/12 Initial Release – electronic version only

01 24/10/12 Updated for EPA13 – no content changes

Date post:	05-Mar-2020
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