Troubleshooting¥ndbøker/Verksted...Perkins cannot anticipate every possible circumstance that...

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KENR9116-01May 2011

Troubleshooting1204E-E44TA, 1204E-E44TTA and1206E-E66TA Industrial EnginesBK1 (Engine)MK1 (Engine)ML1 (Engine)


Important Safety InformationMost accidents that involve product operation, maintenance and repair are caused by failure toobserve basic safety rules or precautions. An accident can often be avoided by recognizing potentiallyhazardous situations before an accident occurs. A person must be alert to potential hazards. Thisperson should also have the necessary training, skills and tools to perform these functions properly.

Improper operation, lubrication, maintenance or repair of this product can be dangerous andcould result in injury or death.

Do not operate or perform any lubrication, maintenance or repair on this product, until you haveread and understood the operation, lubrication, maintenance and repair information.

Safety precautions and warnings are provided in this manual and on the product. If these hazardwarnings are not heeded, bodily injury or death could occur to you or to other persons.

The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as“DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.

The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.

The message that appears under the warning explains the hazard and can be either written orpictorially presented.

Operations that may cause product damage are identified by “NOTICE” labels on the product and inthis publication.

Perkins cannot anticipate every possible circumstance that might involve a potential hazard. Thewarnings in this publication and on the product are, therefore, not all inclusive. If a tool, procedure,work method or operating technique that is not specifically recommended by Perkins is used,you must satisfy yourself that it is safe for you and for others. You should also ensure that theproduct will not be damaged or be made unsafe by the operation, lubrication, maintenance orrepair procedures that you choose.

The information, specifications, and illustrations in this publication are on the basis of information thatwas available at the time that the publication was written. The specifications, torques, pressures,measurements, adjustments, illustrations, and other items can change at any time. These changes canaffect the service that is given to the product. Obtain the complete and most current information beforeyou start any job. Perkins dealers or Perkins distributors have the most current information available.

When replacement parts are required for thisproduct Perkins recommends using Perkins replacement parts.Failure to heed this warning can lead to prema-ture failures, product damage, personal injury ordeath.


KENR9116-01 3Table of Contents

Table of Contents

Troubleshooting Section

Electronic TroubleshootingWelding Precaution ................................................. 5System Overview .................................................... 5Glossary ................................................................ 12Electronic Service Tools ........................................ 16Indicator Lamps .................................................... 18Replacing the ECM ............................................... 21Self-Diagnostics .................................................... 22Sensors and Electrical Connectors ....................... 22Engine Wiring Information .................................... 31ECM Harness Connector Terminals ..................... 36

Programming ParametersProgramming Parameters ..................................... 37Test ECM Mode .................................................... 37Factory Passwords ............................................... 37Flash Programming .............................................. 38Injector Code - Calibrate ....................................... 39Mode Switch Setup ............................................... 40Throttle Setup ....................................................... 41Multiposition Switch Setup .................................... 44

Customer Specified ParametersCustomer Specified Parameters ........................... 45Customer Specified Parameters Table ................. 51Customer Specified Parameters Worksheet ......... 54

System Configuration ParametersSystem Configuration Parameters ........................ 58

Symptom TroubleshootingAcceleration Is Poor or Throttle Response IsPoor .................................................................... 60Alternator Is Noisy ................................................ 66Alternator Problem ................................................ 66Battery Problem .................................................... 66Coolant Contains Oil ............................................. 67Coolant Level Is Low ............................................ 67Coolant Temperature Is High ................................ 68Crankcase Breather Ejects Oil .............................. 71Crankcase Fumes Disposal Tube Has OilDraining ............................................................... 72Cylinder Is Noisy ................................................... 73Diesel Particulate Filter Collects Excessive Soot .. 74Diesel Particulate Filter Temperature Is Low ........ 75ECM Does Not Communicate with OtherModules .............................................................. 76ECM Will Not Accept Factory Passwords ............. 76Electronic Service Tool Does Not Communicate .. 77Engine Cranks but Does Not Start ........................ 78Engine Does Not Crank ........................................ 84Engine Has Early Wear ........................................ 85Engine Has Mechanical Noise (Knock) ................ 85Engine Misfires, Runs Rough or Is Unstable ........ 86Engine Overspeeds .............................................. 91Engine Shutdown Occurs Intermittently ............... 92Engine Speed Does Not Change .......................... 93

Engine Stalls at Low RPM .................................... 94Engine Top Speed Is Not Obtained ...................... 96Engine Vibration Is Excessive ............................ 101Exhaust Has Excessive Black Smoke ................ 102Exhaust Has Excessive White Smoke ................ 104Fuel Consumption Is Excessive .......................... 106Fuel Contains Water ........................................... 108Fuel Rail Pressure Problem ................................ 109Fuel Temperature Is High .................................... 117Inlet Air Is Restricted ............................................ 119Inlet Air Temperature Is High .............................. 120Intake Manifold Air Pressure Is High .................. 121Intake Manifold Air Pressure Is Low ................... 122Intake Manifold Air Temperature Is High ............. 123NRS Exhaust Gas Temperature Is High ............ 124NRS Mass Flow Rate Problem ........................... 127Oil Consumption Is Excessive ............................ 130Oil Contains Coolant ........................................... 132Oil Contains Fuel ................................................ 133Oil Pressure Is Low ............................................. 134Power Is Intermittently Low or Power Cutout IsIntermittent ........................................................ 136Valve Lash Is Excessive ..................................... 141

Troubleshooting with a Diagnostic CodeDiagnostic Trouble Codes ................................... 142Diagnostic Code Cross Reference ..................... 147No Diagnostic Codes Detected ........................... 151

Troubleshooting with an Event CodeEvent Codes ...................................................... 152

Diagnostic Functional Tests5 Volt Sensor Supply Circuit - Test ..................... 154Analog Throttle Position Sensor Circuit - Test .... 163CAN Data Link Circuit - Test ............................... 168Data Link Circuit - Test ........................................ 172Diesel Particulate Filter Identification Signal -Test ................................................................... 179Digital Throttle Position Sensor Circuit - Test ..... 183ECM Memory - Test ............................................ 192Electrical Connectors - Inspect ........................... 193Engine Pressure Sensor Open or Short Circuit -Test ................................................................... 197Engine Speed/Timing Sensor Circuit - Test ........ 204Engine Temperature Sensor Open or Short Circuit -Test ................................................................... 212Engine Temperature Sensor Open or Short Circuit -Test ................................................................... 217Ether Starting Aid - Test ...................................... 224Fuel Pump Relay Circuit - Test ........................... 228Glow Plug Starting Aid - Test .............................. 236Idle Validation Switch Circuit - Test ..................... 242Ignition Keyswitch Circuit and Battery Supply Circuit -Test ................................................................... 248Indicator Lamp Circuit - Test ............................... 255Injector Data Incorrect - Test ............................... 258Injector Solenoid Circuit - Test ............................ 260Mode Selection Circuit - Test .............................. 267Motorized Valve - Test ........................................ 271PTO Switch Circuit - Test .................................... 276Sensor Calibration Required - Test ..................... 279Solenoid Valve - Test .......................................... 282


4 KENR9116-01Table of Contents

Soot Sensor - Test .............................................. 288Throttle Switch Circuit - Test ............................... 291Valve Position Sensor - Test ............................... 295Water In Fuel Sensor - Test ................................ 301

Index Section

Index ................................................................... 306


KENR9116-01 5Troubleshooting Section

Troubleshooting Section

Electronic Troubleshootingi04029202

Welding Precaution

Correct welding procedures are necessary in order toavoid damage to the following components:

• Electronic Control Module (ECM) on the engine

• Clean Emissions Module (CEM)

• Sensors

• Associated components

Components for the driven equipment should also beconsidered. When possible, remove the componentthat requires welding. When welding on an enginethat is equipped with an ECM and removal of thecomponent is not possible, the following proceduremust be followed. This procedure minimizes the riskto the electronic components.

1. Stop the engine. Remove the electrical powerfrom the ECM.

2. Ensure that the fuel supply to the engine is turnedoff.

3. Disconnect the negative battery cable from thebattery. If a battery disconnect switch is installed,open the switch.

4. Disconnect all electronic components fromthe wiring harnesses. Include the followingcomponents:

• Electronic components for the driven equipment

• ECM

• Sensors

• Electronically controlled valves

• Relays

• Aftertreatment ID module

NOTICEDo not use electrical components (ECM or ECM sen-sors) or electronic component grounding points forgrounding the welder.

g01143634Illustration 1

Service welding guide (typical diagram)

5. When possible, connect the ground clamp forthe welding equipment directly to the enginecomponent that will be welded. Place the clampas close as possible to the weld. Close positioningreduces the risk of welding current damage to theengine bearings, to the electrical components,and to other components.

6. Protect the wiring harnesses from welding debrisand/or from welding spatter.

7. Use standard welding procedures to weld thematerials together.

i04155807

System Overview

The engine has an electronic control system. Thesystem also monitors the Diesel Particulate Filter(DPF) and the NOx Reduction System (NRS).

The control system consists of the followingcomponents:

• Electronic Control Module (ECM)

• Software (flash file)

• Wiring

• Sensors

• Actuators


6 KENR9116-01Troubleshooting Section

The following information provides a generaldescription of the control system. Refer to SystemsOperation, Testing, and Adjusting for detailedinformation about the control system.

Electronic Control Circuit Diagram

g02476570Illustration 2Electronic control circuit diagram for the 1204E-E44 engine




Electronic control circuit diagram for the 1206E-E66 engine

Block DiagramRefer to Illustration 4 and Illustration 5 for blockdiagrams of the control system.




Block diagram for the 1204E and 1206E engines with a single turbocharger(1) Air cleaner(2) Air inlet temperature sensor(3) NRS cooler(4) Exhaust back pressure valve(5) Diesel Oxidation Catalyst (DOC) and

Diesel Particulate Filter (DPF)(6) DPF inlet temperature sensor(7) Soot sensor(8) Turbocharger(9) NRS valve(10) NRS temperature sensor(11) NRS inlet pressure sensor(12) NRS mixer

(13) Air-to-air aftercooler(14) Wastegate regulator(15) NRS outlet pressure sensor(16) Engine(17) Coolant temperature sensor(18) Primary speed/timing sensor(19) Fuel injectors(20) Return fuel cooler(21) Return fuel pressure relief valve(22) Secondary speed/timing sensor(23) High-pressure fuel pump/transfer

pump/fuel temperature sensor(24) Fuel rail pressure sensor

(25) Oil pressure sensor(26) Barometric pressure sensor(27) ECM(28) Electric fuel lift pump(29) Primary fuel filter(30) In-line fuel strainer(31) Intake manifold pressure sensor(32) Intake manifold air temperature sensor(33) Transfer pump inlet regulator(34) Secondary fuel filter(35) Fuel tank




Block diagram for the 1204E-E44TTA engine with twin turbochargers(1) Air cleaner(2) Air inlet temperature sensor(3) Exhaust back pressure valve(4) Diesel Oxidation Catalyst (DOC) and

Diesel Particulate Filter (DPF)(5) DPF inlet temperature sensor(6) Soot sensor(7) NRS cooler(8) Turbochargers(9) NRS valve(10) NRS temperature sensor(11) NRS inlet pressure sensor(12) NRS mixer

(13) Air-to-air aftercooler(14) Wastegate regulator(15) NRS outlet pressure sensor(16) Engine(17) Coolant temperature sensor(18) Primary speed/timing sensor(19) Fuel injectors(20) Return fuel cooler(21) Return fuel pressure relief valve(22) Secondary speed/timing sensor(23) High-pressure fuel pump/transfer

pump/fuel temperature sensor(24) Fuel rail pressure sensor

(25) Oil pressure sensor(26) Barometric pressure sensor(27) ECM(28) Electric fuel lift pump(29) Primary fuel filter(30) In-line fuel strainer(31) Intake manifold pressure sensor(32) Intake manifold air temperature sensor(33) Transfer pump inlet regulator(34) Secondary fuel filter(35) Fuel tank

System Operation

Engine Governor

The ECM governs the engine. The ECM determinesthe timing, the injection pressure, and the amountof fuel that is delivered to each cylinder. Thesefactors are based on the actual conditions and on thedesired conditions at any given time during startingand operation.

The governor uses the throttle position sensor todetermine the desired engine speed. The governorcompares the desired engine speed to the actualengine speed. The actual engine speed is determinedthrough interpretation of the signals that are receivedby the ECM from the engine speed/timing sensors. Ifthe desired engine speed is greater than the actualengine speed, the governor injects more fuel in orderto increase engine speed.




Typical example

The desired engine speed is typically determined byone of the following conditions:

• The position of the throttle

• The desired engine speed in Power Take-Off (PTO)

Timing Considerations

Once the governor has determined the amount offuel that is required, the governor must determinethe timing of the fuel injection. Fuel injection timing isdetermined by the ECM after considering input fromthe following components:

• Coolant temperature sensor

• Intake manifold air temperature sensor

• Intake manifold pressure sensor

• Barometric pressure sensor

The ECM adjusts timing for optimum engineperformance and fuel economy. Actual timing anddesired timing cannot be viewed with the electronicservice tool. The ECM determines the location oftop center of the number one cylinder from thesignals that are provided by the engine speed/timingsensors. The ECM determines when injection shouldoccur relative to top center position. The ECM thenprovides the signal to the injector at the desired time.

Fuel Injection

The ECM sends a high voltage signal to the injectorsolenoids in order to energize the solenoids. Bycontrolling the timing and the duration of the highvoltage signal, the ECM can control the followingaspects of injection:

• Injection timing

• Fuel delivery

The flash file inside the ECM establishes certainlimits on the amount of fuel that can be injected.The FRC Fuel Limit is a limit that is based on theintake manifold pressure. The FRC Fuel Limit is usedto control the air/fuel ratio for control of emissions.When the ECM senses a higher intake manifoldpressure, the ECM increases the FRC Fuel Limit. Ahigher intake manifold pressure indicates that thereis more air in the cylinder. When the ECM increasesthe FRC Fuel Limit, the ECM allows more fuel intothe cylinder.

The Rated Fuel Limit is a limit that is based on thepower rating of the engine and on the engine rpm.The Rated Fuel Limit is like the rack stops and thetorque spring on a mechanically governed engine.The Rated Fuel Limit provides the power curvesand the torque curves for a specific engine familyand a specific engine rating. All of these limits aredetermined at the factory. These limits cannot bechanged.

Customer Parameters and Engine SpeedGoverning

A unique feature with electronic engines is customerspecified parameters. These parameters allow theowner of the machine to fine-tune the ECM for engineoperation. Fine-tuning the ECM allows the machineowner to accommodate the typical usage of themachine and the power train of the machine.

Many of the customer parameters provide additionalrestrictions on the actions that will be performed bythe ECM in response to input from the operator. ThePTO Top Engine Limit is an engine rpm limit that isused by the ECM to limit the fuel during operation ofthe PTO. The ECM will not fuel the injectors abovethis rpm.

Some parameters are intended to notify the operatorof potential engine damage (engine monitoringparameters). Some parameters enhance fueleconomy (machine speed, engine speed limit,and idle shutdown). Other parameters are used toenhance the engine installation into the machine.Other parameters are used to provide operatinginformation to the owner of the machine.



Other ECM Functions forPerformanceThe ECM can also provide enhanced control of theengine for machine functions such as controlling thecooling fan. Refer to Troubleshooting, “ConfigurationParameters” for supplemental information about thesystems that can be monitored by the ECM in orderto provide enhanced machine performance, fueleconomy, and convenience for the operator.

ECM Lifetime TotalsThe ECM maintains total data of the engine for thefollowing parameters:

• “Total Operating Hours”

• “Engine Lifetime Hours”

• “Total Idle Time”

• “Total Idle Fuel”

• “Total Fuel”

• “Total Max Fuel”

• “Engine Starts”

• “Lifetime Total Engine Revolutions”

• “Average Load Factor”

The “Total Operating Hours” is the operating hours ofthe engine. The operating hours do not include thetime when the ECM is powered but the engine is notrunning.

The “Engine Lifetime Hours” is the number of hourswhen electrical power has been applied to theengine. These hours will include the time when theECM is powered but the engine is not running.

“Total Idle Time” and “Total Idle Fuel” can includeoperating time when the engine is not operatingunder a load.

Fuel Information can be displayed in US gallons orin liters.

“Total Fuel” is the total amount of fuel that isconsumed by the engine during operation.

“Total Max Fuel” is the maximum amount of fuel thatcould have been consumed by the engine duringoperation.

“Engine Starts” is the total number of times when theengine has been started.

“Lifetime Total Engine Revolutions” is the totalnumber of revolutions that have been completed bythe engine crankshaft.

“Average Load Factor” provides relative engineoperating information. “Average Load Factor”compares actual operating information of the engineto the maximum engine operation that is available.“Average Load Factor” is determined by using “TotalMax Fuel”, “Total Idle Fuel”, and “Total Fuel”. All ofthese parameters are available with the electronicservice tool. These parameters are available withinthe menu for “Current Totals”.

Programmable ParametersCertain parameters that affect engine operationmay be changed with the electronic service tool.The parameters are stored in the ECM, and theparameters are protected from unauthorized changesby passwords. These parameters are either systemconfiguration parameters or customer parameters.

System configuration parameters are set at thefactory. System configuration parameters affectemissions or power ratings within an engine family.Factory passwords must be obtained and factorypasswords must be used to change the systemconfiguration parameters.

Customer parameters are variable. Customerparameters affect the following characteristics withinthe limits that are set by the factory, by the monitoringsystem, and by PTO operation:

• Rpm ratings

• Power ratings

Customer passwords may be required to changecustomer specified parameters.

Some of the parameters may affect engine operationin an unusual way. An operator might not expectthis type of effect. Without adequate training,these parameters may lead to power complaintsor performance complaints even though theperformance of the engine is to the specification.

Refer to Troubleshooting, “Configuration Parameters”for additional information on this subject.

PasswordsSystem configuration parameters are protected byfactory passwords. Factory passwords are calculatedon a computer system that is available only toPerkins Distributors. Since factory passwords containalphabetic characters, only the electronic servicetool may change system configuration parameters.System configuration parameters affect the powerrating family or emissions.



Customer parameters can be protected bycustomer passwords. The customer passwords areprogrammed by the customer. Factory passwordscan be used to change customer passwords ifcustomer passwords are lost.

Refer to Troubleshooting, “Factory Passwords” foradditional information on this subject.

i04156374

Glossary

Active Diagnostic Code – An active diagnosticcode alerts the operator or the service technician thatan electronic system malfunction is currently present.Refer to the term “Diagnostic Code” in this glossary.

Aftertreatment – Aftertreatment is a system that isused to remove pollutants from exhaust gases. Thesystem consists of a Diesel Oxidation Catalyst (DOC)and a Catalyzed Diesel Particulate Filter (CDPF).

Alternating Current (AC) – Alternating current is anelectric current that reverses direction at a regularinterval that is reoccurring.

Before Top Center (BTC) – BTC is the 180 degreesof crankshaft rotation before the piston reaches thetop center position in the normal direction of rotation.

Breakout Harness – A breakout harness is atest harness that is designed to connect into theengine harness. This connection allows a normalcircuit operation and the connection simultaneouslyprovides a Breakout T in order to measure thesignals.

Bypass Circuit – A bypass circuit is a circuit that isused as a substitute circuit for an existing circuit. Abypass circuit is typically used as a test circuit.

CAN Data Link (see also J1939 CAN Data Link) –The CAN Data Link is a serial communicationsport that is used for communication with othermicroprocessor-based devices.

Catalyzed Diesel Particulate Filter – The CatalyzedDiesel Particulate Filter (CDPF) filters particulatesfrom the exhaust gases. A coating on the internalsurfaces reacts with the hot exhaust gases in orderto burn off the particulates. This process prevents theCDPF from becoming blocked with soot.

Clean Emissions Module – The Clean EmissionsModule (CEM) includes all the components of theaftertreatment system.

Code – Refer to “Diagnostic Trouble Code”.

Communication Adapter Tool – Thecommunication adapter provides a communicationlink between the ECM and the electronic service tool.

Coolant Temperature Sensor – The coolanttemperature sensor detects the engine coolanttemperature for all normal operating conditions andfor engine monitoring.

Data Link – The data link is a serial communicationport that is used for communication with other devicessuch as the electronic service tool.

Derate – Certain engine conditions will generateevent codes. Also, engine may be derated. The mapfor the engine derate is programmed into the ECMsoftware. The type of derate can be one or more ofthree types: reduction of rated power, reduction ofrated engine speed, and reduction of rated machinespeed for OEM products.

Desired Engine Speed – The desired engine speedis input to the electronic governor within the ECM.The electronic governor uses the signal from thethrottle position sensor, the engine speed/timingsensor, and other sensors in order to determine thedesired engine speed.

Diagnostic Trouble Code – A diagnostic troublecode is sometimes referred to as a fault code. Thesecodes indicate an electronic system malfunction.

Diagnostic Lamp – The diagnostic lamp is alsocalled the warning lamp. The diagnostic lamp is usedto warn the operator of the presence of an activediagnostic code. The lamp may not be included inall applications.

Diesel Oxidation Catalyst – The Diesel OxidationCatalyst is also known as the (DOC). The DOC is adevice in the exhaust system that oxidizes certainelements in the exhaust gases. These elements caninclude carbon monoxide (CO), hydrocarbons andthe soluble organic fractions (SOF) of particulatematter.

Digital Sensor Return – The common line (ground)from the ECM is used as ground for the digitalsensors.

Digital Sensors – Digital sensors produce a pulsewidth modulated signal. Digital sensors are suppliedwith power from the ECM.

Digital Sensor Supply – The power supply for thedigital sensors is provided by the ECM.

Direct Current (DC) – Direct current is the type ofcurrent that flows consistently in only one direction.

DT, DT Connector, or Deutsch DT – This design isa type of connector that is used on this engine. Theconnectors are manufactured by Deutsch.



Duty Cycle – Refer to “Pulse Width Modulation”.

Electronic Engine Control – The electronicengine control is a complete electronic system.The electronic engine control monitors the engineoperation under all conditions. The electronic enginecontrol also controls the engine operation under allconditions.

Electronic Control Module (ECM) – The ECMis the control computer of the engine. The ECMprovides power to the electronics. The ECM monitorsdata that is input from the sensors of the engine. TheECM acts as a governor in order to control the speedand the power of the engine.

Electronic Service Tool – The electronic servicetool allows a computer (PC) to communicate with theECM.

Engine Monitoring – Engine Monitoring is the partof the electronic engine control that monitors thesensors. Engine monitoring also warns the operatorof detected problems.

Engine Oil Pressure Sensor – The engine oilpressure sensor measures engine oil pressure. Thesensor sends a signal to the ECM that is dependenton the engine oil pressure.

Engine Speed/Timing Sensor – An enginespeed/timing sensor is a hall effect switch thatprovides a digital signal to the ECM. The ECMinterprets this signal as the crankshaft position andthe engine speed. Two sensors are used to providethe speed and timing signals to the ECM. The primarysensor is associated with the crankshaft and thesecondary sensor is associated with the camshaft.

Ether Injection – Ether injection is a starting aid incold conditions. Glow plugs are used as a startingaid when the ambient temperature is between 5° C(41° F) and −25° C (−13° F). At a temperature thatis lower than −25° C (−13° F), the glow plugs aredisabled and ether injection is used.

Event Code – An event code may be activatedin order to indicate an abnormal engine operatingcondition. These codes usually indicate a mechanicalproblem instead of an electrical system problem.

Exhaust Back Pressure Valve – The exhaust backpressure valve regulates the gas pressure in theexhaust system. The valve can restrict the flow ofexhaust gases in order to increase the exhaust backpressure. An increase in exhaust back pressure willincrease the temperature of the exhaust gases. Theincrease in temperature will improve the process thatburns off the soot in the CDPF.

Failure Mode Identifier (FMI) – This identifierindicates the type of failure that is associated withthe component. The FMI has been adopted from theSAE practice of J1587 diagnostics. The FMI followsthe parameter identifier (PID) in the descriptions ofthe fault code. The descriptions of the FMIs are inthe following list.

0 – The data is valid but the data is above the normaloperational range.

1 – The data is valid but the data is below the normaloperational range.

2 – The data is erratic, intermittent, or incorrect.

3 – The voltage is above normal or the voltage isshorted high.

4 – The voltage is below normal or the voltage isshorted low.

5 – The current is below normal or the circuit is open.

6 – The current is above normal or the circuit isgrounded.

7 – The mechanical system is not respondingproperly.

8 – There is an abnormal frequency, an abnormalpulse width, or an abnormal time period.

9 – There has been an abnormal update.

10 – There is an abnormal rate of change.

11 – The failure mode is not identifiable.

12 – The device or the component is damaged.

13 – The device requires calibration.

14 – There is a special instruction for the device.

15 – The signal from the device is high (least severe).

16 – The signal from the device is high (moderateseverity).

17 – The signal from the device is low (least severe).

18 – The signal from the device is low (moderateseverity).

19 – There is an error in the data from the device.

31 – The device has failed and the engine has shutdown.



Flash File – This file is software that is insidethe ECM. The file contains all the instructions(software) for the ECM and the file contains theperformance maps for a specific engine. The file maybe reprogrammed through flash programming.

Flash Programming – Flash programming is themethod of programming or updating an ECM withan electronic service tool over the data link insteadof replacing components.

FRC – See “Fuel Ratio Control”.

Fuel Pump – See “High Pressure Fuel Pump”.

Fuel Rail – This item is sometimes referred to as theHigh Pressure Fuel Rail. The fuel rail supplies fuel tothe electronic unit injectors. The high-pressure fuelpump and the fuel rail pressure sensor work with theECM in order to maintain the desired fuel pressurein the fuel rail. This pressure is determined bycalibration of the engine in order to enable the engineto meet emissions and performance requirements.

Fuel Rail Pressure Sensor – The fuel rail pressuresensor sends a signal to the ECM that is dependenton the pressure of the fuel in the fuel rail.

Fuel Ratio Control (FRC) – The FRC is a limit thatis based on the control of the ratio of the fuel to air.The FRC is used for purposes of emission control.When the ECM senses a higher intake manifoldair pressure (more air into the cylinder), the FRCincreases the FRC Limit (more fuel into the cylinder).

Full Load Setting (FLS) – The FLS is the parameterthat represents the fuel system adjustment. Thisadjustment is made at the factory in order tofine-tune the fuel system. This parameter must beprogrammed.

Full Torque Setting (FTS) – The FTS is theparameter that represents the adjustment for theengine torque. This adjustment is made at the factoryin order to fine-tune the fuel system. This adjustmentis made with the FLS. This parameter must beprogrammed.

Glow Plug – The glow plug is an optional starting aidfor cold conditions. One glow plug is installed in eachcombustion chamber in order to improve the ability ofthe engine to start. The ECM uses information fromthe engine sensors to determine when the glow plugrelay must provide power to each glow plug. Eachof the glow plugs then provides a hot surface in thecombustion chamber in order to vaporize the mixtureof air and fuel. The vaporization improves ignitionduring the compression stroke of the cylinder.

Glow Plug Relay – The glow plug relay is controlledby the ECM in order to provide high current to theglow plugs.

Harness – The harness is the bundle of wiring(loom) that connects all components of the electronicsystem.

Hertz (Hz) – Hertz is the measure of electricalfrequency in cycles per second.

High Pressure Fuel Pump – This pump is a devicethat supplies fuel under pressure to the fuel rail(high-pressure fuel rail).

High Pressure Fuel Rail – See “Fuel Rail”.

Injector Trim Codes – Injector trim codes are codesthat contain 30 characters. The codes are suppliedwith new injectors. The code is input through theelectronic service tool into the ECM. The injector trimcodes compensate for variances in manufacturingof the electronic unit injector and for the life of theelectronic unit injector.

Intake Manifold Air Temperature Sensor – Theintake manifold air temperature sensor detects theair temperature in the intake manifold. The ECMmonitors the air temperature and other data in theintake manifold in order to adjust injection timing andother performance functions.

Intake Manifold Pressure Sensor – The IntakeManifold Pressure Sensor measures the pressurein the intake manifold. The pressure in the intakemanifold may be different to the pressure outsidethe engine (atmospheric pressure). The differencein pressure may be caused by an increase in airpressure by a turbocharger.

Integrated Electronic Controls – The engine isdesigned with the electronic controls as a necessarypart of the system. The engine will not operatewithout the electronic controls.

J1939 CAN Data Link – This data link is a SAEstandard diagnostic communications data link that isused to communicate between the ECM and otherelectronic devices.

Logged Diagnostic Codes – Logged diagnosticcodes are codes which are stored in the memory.These codes are an indicator of possible causes forintermittent problems. Refer to the term “DiagnosticTrouble Codes” for more information.

NOx Reduction System – The NOx ReductionSystem recycles a portion of the exhaust gases backinto the inlet air. The recirculation reduces the oxidesof nitrogen (NOx) in the exhaust gases. The recycledexhaust gas passes through a cooler before beingintroduced into the inlet air.

OEM – OEM is an abbreviation for the OriginalEquipment Manufacturer. The OEM is themanufacturer of the machine or the vehicle that usesthe engine.



Open Circuit – An open circuit is a condition that iscaused by an open switch, or by an electrical wireor a connection that is broken. When this conditionexists, the signal or the supply voltage can no longerreach the intended destination.

Parameter – A parameter is a value or a limit that isprogrammable. A parameter helps determine specificcharacteristics or behaviors of the engine.

Password – A password is a group of numericcharacters or a group of alphanumeric charactersthat is designed to restrict access to parameters. Theelectronic system requires correct passwords in orderto change some parameters (Factory Passwords).Refer to Troubleshooting, “Factory Passwords” formore information.

Personality Module – See “Flash File”.

Power Cycling – Power cycling refers to the actionof cycling the keyswitch from any position to the OFFposition, and to the START/RUN position.

Pressure Limiting Valve (PLV) – The PLV is a valvein the fuel rail that prevents excessive pressure. ThePLV will reduce the pressure to a safe level that willlimit engine operation but the reduced pressure willnot stop the engine.

Primary Speed/Timing Sensor – This sensordetermines the position of the crankshaft duringengine operation. If the primary speed/timingsensor fails during engine operation, the secondaryspeed/timing sensor is used to provide the signal.

Pulse Width Modulation (PWM) – The PWM is asignal that consists of pulses that are of variablewidth. These pulses occur at fixed intervals. The ratioof “TIME ON” versus “TIME OFF” can be varied. Thisratio is also referred to as a duty cycle.


Rated Fuel Limit – The rated fuel limit is a limit thatis based on the power rating of the engine and on theengine rpm. The Rated Fuel Limit enables the enginepower and torque outputs to conform to the powerand torque curves of a specific engine model. Theselimits are in the flash file and these limits cannot bechanged.

Reference Voltage – Reference voltage is aregulated voltage and a steady voltage that issupplied by the ECM to a sensor. The referencevoltage is used by the sensor to generate a signalvoltage.

Relay – A relay is an electromechanical switch. Aflow of electricity in one circuit is used to control theflow of electricity in another circuit. A small current orvoltage is applied to a relay in order to switch a muchlarger current or voltage.

Secondary Speed/Timing Sensor – This sensordetermines the position of the camshaft during engineoperation. If the primary speed/timing sensor failsduring engine operation, the secondary speed/timingsensor is used to provide the signal.

Sensor – A sensor is a device that is used todetect the current value of pressure or temperature,or mechanical movement. The information that isdetected is converted into an electrical signal.

Short Circuit – A short circuit is a condition that hasan electrical circuit that is inadvertently connected toan undesirable point. An example of a short circuitis a wire which rubs against a vehicle frame andthis rubbing eventually wears off the wire insulation.Electrical contact with the frame is made and resultsin a short circuit.



Signal – The signal is a voltage or a waveform thatis used in order to transmit information typically froma sensor to the ECM.

Suction Control Valve (SCV) – The SCV is a controldevice in the high-pressure fuel pump. The valvecontrols the pressure in the fuel rail by varying theamount of fuel that enters the chambers in the pump.

Supply Voltage – The supply voltage is a continuousvoltage that is supplied to a component. The powermay be generated by the ECM or the power may bebattery voltage that is supplied by the engine wiring.

Suspect Parameter Number (SPN) – The SPN is aJ1939 number that identifies the specific componentof the electronic control system that has experienceda diagnostic code.

System Configuration Parameters – Systemconfiguration parameters are parameters that affectemissions and/or operating characteristics of theengine.

Tattletale – Certain parameters that affect theoperation of the engine are stored in the ECM.These parameters can be changed by use of theelectronic service tool. The tattletale logs the numberof changes that have been made to the parameter.The tattletale is stored in the ECM.

Throttle Position – The throttle position is theinterpretation by the ECM of the signal from thethrottle position sensor or the throttle switch.

Throttle Position Sensor – The throttle positionsensor is a sensor that is normally connected to anaccelerator pedal or a hand lever. This sensor sendsa signal to the ECM that is used to calculate desiredengine speed.

Throttle Switch – The throttle switch sends a signalto the ECM that is used to calculate desired enginespeed.

Top Center Position – The top center position refersto the crankshaft position when the engine pistonposition is at the highest point of travel. The enginemust be turned in the normal direction of rotation inorder to reach this point.

Total Tattletale – The total tattletale is the totalnumber of changes to all the parameters that arestored in the ECM.

Wait To Start Lamp – This lamp is included in thecold starting aid circuit in order to indicate when thewait to start period is active. The lamp will go offwhen the engine is ready to be started. The glowplugs may not have deactivated.

Wastegate – The wastegate is a device in aturbocharged engine that controls the maximumboost pressure that is provided to the inlet manifold.

Wastegate Regulator – The wastegate regulatorcontrols the pressure in the intake manifold to avalue that is determined by the ECM. The wastegateregulator provides the interface between the ECMand the mechanical system. The wastegate regulatesintake manifold pressure to the desired value that isdetermined by the software.

i04084033

Electronic Service Tools

Perkins electronic service tools are designed to helpthe service technician:

• Retrieve diagnostic codes.

• Diagnose electrical problems.

• Read parameters.

• Program parameters.

• Install injector trim codes.

Required Service ToolsTable 1

Required Service Tools

Part Number Description

CH11155 Crimp Tool (12−AWG TO 18−AWG)

2900A019 Wire Removal Tool

27610285 Removal Tool- Suitable Digital Multimeter

Two short jumper wires are needed to check thecontinuity of some wiring harness circuits by shortingtwo adjacent terminals together in a connector. Along extension wire may also be needed to check thecontinuity of some wiring harness circuits.

Optional Service ToolsTable 2 lists the optional service tools that can beused when the engine is serviced.



Table 2

Part Number Description

U5MK1092 Spoon Probe Kit(MULTIMETER)-or-

Suitable Digital Pressure IndicatororEngine Pressure Group

- Suitable Battery Load Tester- Suitable Temperature Adapter

(MULTIMETER)

28170107 Bypass Harness As

2900A038 Harness as

Perkins Electronic Service ToolThe Perkins Electronic Service Tool can display thefollowing information:

• Status of all pressure sensors and temperaturesensors

• Programmable parameter settings

• Active diagnostic codes and logged diagnosticcodes

• Logged events

• Histograms

The Electronic Service Tool can also be used toperform the following functions:

• Diagnostic tests

• Sensor calibrations

• Programming of flash files and injector trim codes

• Parameter programming

• Copy configuration function for ECM replacement

• Data logging

• Graphs (real time)

Table 3 lists the service tools that are required inorder to use the Electronic Service Tool.

Table 3

Service Tools for the Use of the ElectronicService Tool

PartNumber

Description

-(1) Single Use Program License

-(1) Data Subscription for All Engines

27610251 Communication Adapter (ElectronicService Tool to the ECM interface)

27610164 Adapter Cable As(1) Refer to Perkins Engine Company Limited.

Note: For more information on the ElectronicService Tool and the PC requirements, refer to thedocumentation that accompanies the software for theElectronic Service Tool.

Connecting the Electronic Service Tooland the Communication Adapter II

g01121866Illustration 8(1) Personal Computer (PC)(2) Adapter Cable (Computer Serial Port)(3) Communication Adapter II(4) Adapter Cable Assembly

Note: Items (2), (3) and (4) are part of theCommunication Adapter II kit.

Use the following procedure in order to connectthe Electronic Service Tool and the CommunicationAdapter II.



1. Turn the keyswitch to the OFF position.

2. Connect cable (2) between the “COMPUTER”end of communication adapter (3) and the RS232serial port of PC (1).

Note: The Adapter Cable Assembly (4) is required toconnect to the USB port on computers that are notequipped with an RS232 serial port.

3. Connect cable (4) between the “DATA LINK” endof communication adapter (3) and the service toolconnector.

4. Place the keyswitch in the ON position. If theElectronic Service Tool and the communicationadapter do not communicate with the ElectronicControl Module (ECM), refer to the diagnosticprocedure Troubleshooting, “Electronic ServiceTool DoesNot Communicate”.

i03834091

Indicator Lamps

Indicator LampsFour lamps are available as options. The “Shutdown”lamp and the “Warning” lamp will normally be installedin the application. Dedicated optional lamps for otheritems may also be installed. The remaining optionallamps are “Wait to start” and “Low oil pressure”.

The “Shutdown” lamp and the “Warning” lamp canalso be used to indicate a diagnostic code by use ofthe “Flash Code” feature. The “Flash Code” featurecan be used to indicate all active diagnostic codesand logged diagnostic codes.

Functions of the Lamps

Shutdown Lamp

Lamp check – When the keyswitch is turned to ON,the lamp will come on for 2 seconds. The lamp willthen go off unless there is an active warning.

Flashing – The lamp will be flashing when a derateis active or when a derate is present because ofan active diagnostic code. An example of an activediagnostic code is “System Voltage High”.

On – The lamp will be on when the shutdown levelin the engine protection strategy has been reached.The “Warning” lamp will also be on.

Warning Lamp


Flashing – The lamp will be flashing when a“warning” or a “warning and derate” is active. Thisincludes low oil pressure.

On – The lamp will be on when the shutdown levelhas been reached. The “Shutdown” lamp will alsobe on.

Wait to Start Lamp

Lamp check – When the keyswitch is turned to ON,the lamp will come on for 2 seconds. The lamp willthen go off unless “Wait to Start” is active.

On – The lamp is on during a “Wait to Start” period.

Low Oil Pressure


On – The lamp will come on when a low oil pressureevent is detected. The “Warning” lamp and the“Shutdown” lamp may also come on.

Note: On a cold start, when the Electronic ControlModule (ECM) determines that it is necessary for theglow plugs to be activated prior to starting, a lampoutput will indicate that the operator needs to “Waitto Start”. It is possible that starting aids may be usedduring the cranking of the engine. Starting aids maybe used if the engine has previously been started.The “Wait to Start” lamp will not be active in theseconditions.

Color of LampsTypically, the “Shutdown” lamp is colored red and the“Warning” lamp is colored amber. The other lampsare optional.



Operation of the Indicator LampsTable 4

WarningLamp(AlertLamp)

ShutdownLamp(ActionLamp)

Lamp State Description of the Indication Engine State

On On Lamp Check When the keyswitch is moved to theON position, the lamps come on fora period of 2 seconds and the lampswill then go off.

The keyswitch is in the ON position butthe engine has not yet been cranked.

Off Off No Faults With the engine in operation, thereare no active warnings, diagnosticcodes or event codes.

The engine is operating with no detectedfaults.

On Off ActiveDiagnostic

If the warning lamp comes on duringengine operation, this indicatesthat an active diagnostic code (anelectrical fault) is present.

The engine is operating normally butthere is one or more faults with theelectronic management system for theengine.

On Flashing Derate(A derate iscaused bycertain activecodes.)

If the warning lamp comes on and theshutdown lamp flashes during engineoperation, this indicates that an activediagnostic code (an electrical fault) ispresent. The diagnostic is sufficientlyserious in order to cause an enginederate.

The engine is operating but there is oneor more active diagnostic codes thathave initiated an engine derate.

Flashing Off Warning(Warning only)

When the warning lamp flashesduring operation of the engine,the lamp indicates that one ormore of the warning values for theengine protection strategy has beenexceeded. However, the value hasnot been exceeded to a level that willcause a derate or a shutdown.

The engine is operating normally.However, there is one or more of themonitored engine parameters that areoutside of the range that is acceptable.

Flashing Off Warning(Warning only)

There is a high soot loading in theDiesel Particulate Filter (DPF).

The soot loading in the DPF hasreached 100%. The engine will bederated. The lamp warns the operatorthat the engine needs to be operated ina mode that promotes regeneration.

Flashing Flashing Derate(Warning andDerate)

If both the warning lamp andshutdown lamp flash during operationof the engine, the lamps indicate thatone or more of the values for theengine protection strategy have beenexceeded beyond the level that willcause an engine derate.

The engine is operating. However,one or more of the monitored engineparameters is outside of the acceptablerange. The acceptable range has beenexceeded to a level which requires awarning and an engine derate.

Flashing On Very high DPFsoot loading

The soot loading in the DPF is high. The soot loading in the DPF has reached120%. The engine must be operated ina mode that promotes regeneration.

On On EngineShutdown

If both the warning lamp and theshutdown lamp come on duringengine operation, this indicates oneof the following conditions.

1. One or more of the shutdownvalues for the engine protectionstrategy has been exceeded.

2. A serious active diagnostic codehas been detected.

After a short period of time, theengine will shut down.

The engine is either shutdown or anengine shutdown is imminent. One ormore monitored engine parametershave exceeded the limit for an engineshutdown. This pattern of lamps can becaused by the detection of a seriousactive diagnostic code.



Flash CodesThe “Flash Code” feature is used to flash the codeof all active diagnostic codes and logged diagnosticcodes.

The sequence for the flash code is started by movingthe keyswitch to “Off” and then moving the keyswitchto “On” twice within a period of three seconds. Aftera delay of 2 seconds, the “Shutdown” lamp will flashonce for a period of half a second. This sequenceindicates the start of the active fault codes. Aftera further delay of 2 seconds, the “Warning” lampwill flash repeatedly in order to indicate the activediagnostic codes. Each flash will be on for half asecond and off for 300 milliseconds. The “Warning”lamp will remain off for 2 seconds between each digitof a code. If there is more than one active diagnosticcode, the “Shutdown” lamp will go off for 2 seconds.The lamp will then come on for a period of half asecond. The “Warning” lamp will go off for a period of2 seconds before starting the next code. If there areno active diagnostic codes, the “Warning” lamp willflash the code “551”. Refer to Troubleshooting Guide,“No Diagnostic Code Detected”.

As an example, an active diagnostic code of “21” isindicated by the “Warning” lamp coming on for 500ms, then off for 300 ms, then on for 500 ms, then offfor 2000 ms, then on for 500 ms and then off.


Timing of the flash codes

After all of the active diagnostic codes have beendisplayed, the “Shutdown” lamp will go off for 2seconds. The “Shutdown” lamp will flash twice inorder to indicate the start of the sequence that willdisplay the logged diagnostic codes. The process forflashing logged diagnostic codes is identical to theprocess for flashing active diagnostic codes.

Note: If there are no logged codes then the “551”code should be flashed again.



After all of the codes have been displayed, the“Shutdown” lamp will flash 3 times in order toindicate that there are no further codes. Cycling thekeyswitch twice within a period of 3 seconds willstart the process again. All codes will be displayed inascending numerical order.

Refer to the Troubleshooting Guide, “DiagnosticCode Cross Reference” for the diagnostic code thatrelates to the flash code.

Note: Flash codes are always sent in ascendingnumerical order.

i04319696

Replacing the ECM

NOTICECare must be taken to ensure that fluids are containedduring performance of inspection, maintenance, test-ing, adjusting, and repair of the product. Be preparedto collect the fluid with suitable containers beforeopening any compartment or disassembling any com-ponent containing fluids.

Dispose of all fluids according to local regulations andmandates.

NOTICEKeep all parts clean from contaminants.

Contaminants may cause rapid wear and shortenedcomponent life.

The engine is equipped with an Electronic ControlModule (ECM). The ECM contains no moving parts.Follow the troubleshooting procedures in this manualin order to be sure that replacing the ECM will correctthe fault. Verify that the suspect ECM is the causeof the fault.

Note: Ensure that the ECM is receiving powerand that the ECM is properly grounded beforereplacement of the ECM is attempted. Refer to theschematic diagram.

A test ECM can be used in order to determine if theECM on the engine is faulty. Install a test ECM inplace of the suspect ECM. Install the flash file withthe correct part number into the test ECM. Programthe parameters for the test ECM. The parametersmust match the parameters in the suspect ECM.Refer to the following test steps for details. If thetest ECM resolves the fault, reconnect the suspectECM. Verify that the fault returns. If the fault returns,replace the ECM.

Note: If an ECM is to be used as a test ECM, “TestECM Mode” must be selected on the electronicservice tool before the engine serial number isentered.

Use the electronic service tool to read the parametersin the suspect ECM. Record the parameters inthe suspect ECM. Install the flash file into the newECM. After the ECM is installed on the engine, theparameters must be programmed into the new ECM.

Note: When a new ECM is not available, an ECMcan be used from an engine that is not in service.The ECM must have the same serial numbersuffix. Ensure that the replacement ECM and thepart number for the flash file match the suspectECM. Be sure to record the parameters from thereplacement ECM. Use the “Copy Configuration ECMReplacement” function in the electronic service tool.

NOTICEIf the flash file and engine application are not matched,engine damage may result.

Perform the following procedure in order to replacethe ECM.

1. Connect the electronic service tool to thediagnostic connector.

2. Use the “Copy Configuration ECM Replacement”function from the electronic service tool. If theprocess is successful, proceed to Step 4. If the“Copy Configuration” failed, proceed to Step 3.

Note: Record any Logged Faults and Events for yourrecords.

3. Record the following parameters:

• Record all of the parameters on the“Configuration” screen.

• Record all of the parameters on the “ThrottleConfiguration” screen.

• Record all of the parameters on the “ModeConfiguration” screen.

• Record the serial numbers of the electronic unitinjectors. The injector serial numbers are shownon the “Injector Trim Calibration” screen.

Note: If the parameters cannot be read, theparameters must be obtained elsewhere. Someparameters are stamped on the engine informationplate, but most parameters must be obtained fromthe PTMI data on the Perkins web site.

4. Remove power from the ECM.



5. Remove the ECM. Refer to Disassembly andAssembly, “Electronic Control Module - Removeand Install”.

6. Install the replacement ECM. Refer to Disassemblyand Assembly, “Electronic Control Module -Remove and Install”.

7. If the replacement ECM is to be used as a testECM, select “Test ECM Mode” on the electronicservice tool.

8. Download the flash file.

a. Connect the electronic service tool to thediagnostic connector.

b. Select “WinFlash” from the “Utilities” menu ofthe electronic service tool.

c. Select the downloaded flash file.

9. If necessary, use the electronic service tool to clearthe rating interlock. To clear the rating interlock,enter the factory password when the electronicservice tool is first connected. Activating the TestECM mode will also clear the rating interlock.

10.Use the electronic service tool to program theparameters. Perform the following procedure.

a. If the “Copy Configuration” procedure wassuccessful, use the “Copy Configuration, ECMReplacement” function to load the configurationfile into the ECM.

Note: During the following procedure, factorypasswords may be required.

b. If the “Copy Configuration” procedure failed,configure the parameters individually. Theparameters should match the parameters fromstep 3.

Perform the “Fuel System Verification Test”.

11.Check for logged diagnostic codes. Factorypasswords are required to clear logged events.

i03951470

Self-Diagnostics

The Electronic Control Module (ECM) can detectfaults in the electronic system and with engineoperation. A self-diagnostic check is also performedwhenever power is applied to the ECM.

When a fault is detected, a diagnostic trouble codeis generated. This code conforms to the SAE J1939standard. An alarm may also be generated.

Diagnostic Trouble Code – When a fault in theelectronic system is detected, the ECM generates adiagnostic trouble code. The diagnostic trouble codeindicates the specific fault in the circuitry.

Diagnostic codes can have two different states:

• Active

• Logged

Active Code – An active diagnostic code indicatesthat an active fault has been detected by the controlsystem. Active codes require immediate attention.Always service active codes prior to servicing loggedcodes.

Logged Code – Every generated code is storedin the permanent memory of the ECM. The codesare logged for 100 operating hours unless a code iscleared by use of the electronic service tool.

Logged codes may not indicate that a repair isneeded. The fault may have been temporary. Thefault may have been resolved since the loggingof the code. If the system is powered, an activediagnostic trouble code may be generated whenevera component is disconnected. When the componentis reconnected, the code is no longer active. Loggedcodes may be useful to help troubleshoot intermittentfaults. Logged codes can also be used to review theperformance of the engine and the electronic system.

i04215569

Sensors and ElectricalConnectors

The Electronic Control Module (ECM) and mostof the engine sensors are located on the left sideof the engine. For the 1204E-E44 engine, refer toIllustration 10. For the remaining sensors that areattached to the 1204E-E44 engine, refer to Illustration12. For the 1206E-E66 engine, refer to Illustration 14. For the remaining sensors that are attached to the1206E-E66 engine, refer to Illustration 16. For thesensors and components on the Clean EmissionsModule (CEM), refer to Illustration 18.

Note: In the following illustrations, some componentshave been removed in order to improve visibility.



Typical 1204E-E44 Engine


Sensor locations on the left side of a typical 1204E-E44 engine(1) Coolant temperature sensor(2) Intake manifold air temperature sensor(3) Intake manifold pressure sensor(4) Fuel rail pressure sensor

(5) Water-in-fuel switch(6) Electronic Control Module (ECM)(7) Suction control valve for the

high-pressure fuel pump

(8) Fuel temperature sensor(9) Barometric pressure sensor(10) Primary speed/timing sensor(11) Oil pressure sensor



g02479258Illustration 11Close up views of sensor locations on the left side of a typical 1204E-E44 engine

(1) Coolant temperature sensor(2) Intake manifold air temperature sensor(3) Intake manifold pressure sensor(4) Fuel rail pressure sensor

(5) Water-in-fuel switch(6) Electronic Control Module (ECM)(7) Suction control valve for the

high-pressure fuel pump

(8) Fuel temperature sensor(9) Barometric pressure sensor(10) Primary speed/timing sensor(11) Oil pressure sensor



g02481176Illustration 12Sensor locations on the right side and the top of a typical 1204E-E44 engine

(12) NRS outlet pressure sensor(13) NRS inlet pressure sensor(14) NRS valve

(15) Nox Reduction System (NRS)temperature sensor

(16) Wastegate regulator

(17) Secondary speed/timing sensor(18) Exhaust back pressure valve (not

illustrated)



g02481197Illustration 13Close up views of sensor locations on the top of a typical 1204E-E44 engine

(12) NRS outlet pressure sensor(13) NRS inlet pressure sensor(14) NRS valve

(15) Nox Reduction System (NRS)temperature sensor (not illustrated)

(16) Wastegate regulator

(17) Secondary speed/timing sensor (notillustrated)

(18) Exhaust back pressure valve



1206E-E66 Engine


Sensor locations on the left side of a typical 1206E-E66 engine(1) Fuel rail pressure sensor(2) Intake manifold pressure sensor(3) Coolant temperature sensor(4) Intake manifold air temperature sensor

(5) Suction control valve for thehigh-pressure fuel pump

(6) Electronic Control Module (ECM)(7) Fuel temperature sensor

(8) Barometric pressure sensor (not shown)(9) Water-in-fuel switch(10) Primary speed/timing sensor(11) Oil pressure sensor



g02481796Illustration 15Close up views of sensor locations on the left side of a typical 1206E-E66 engine

(1) Fuel rail pressure sensor(2) Intake manifold pressure sensor(3) Coolant temperature sensor(4) Intake manifold air temperature sensor

(5) Suction control valve for thehigh-pressure fuel pump

(6) Electronic Control Module (ECM)(7) Fuel temperature sensor

(8) Barometric pressure sensor(9) Water-in-fuel switch(10) Primary speed/timing sensor(11) Oil pressure sensor



g02483578Illustration 16Sensor locations on the right side and the top of a typical 1206E-E66 engine(12) NRS outlet pressure sensor(13) Wastegate regulator(14) NRS valve

(15) NRS inlet pressure sensor(16) Inlet temperature sensor for the NOx

Reduction System (NRS)

(17) Secondary speed/timing sensor(18) Exhaust back pressure valve




Close up views of sensor locations on the right side and the top of a typical 1206E-E66 engine(12) NRS outlet pressure sensor(13) Wastegate regulator(14) NRS valve

(15) NRS inlet pressure sensor(16) Inlet temperature sensor for the NOx

Reduction System (NRS)

(17) Secondary speed/timing sensor(18) Exhaust back pressure valve



Clean Emissions Module (CEM)


Sensors and components on a typical CEM(1) Temperature probe for the inlet to the

DPF(2) Inlet temperature sensor(3) Aftertreatment identification module

(4) Soot antennas

i04319697

Engine Wiring Information

Harness Wire IdentificationPerkins identifies all wires with 11 solid colors. Thecircuit number is stamped on the wire at a 25 mm(1 inch) spacing. Table 5 lists the wire colors and thecolor codes.

Table 5

Color Codes for the Harness Wire

Color Code Color Color Code Color

BK Black BU Blue

BR Brown PU Purple

RD Red GY Gray

OR Orange WH White

YL Yellow PK Pink

GN Green

For example, a wire identification of F730-OR onthe schematic would signify an orange wire with thecircuit number F730. F730-OR identifies the powersupply for the oil pressure sensor.

Note: Always replace a harness wire with the samegauge of wire and with the same color code.



Note: In the following diagrams, “Pxxx” signifies aplug and “Jxxx” signifies a jack.

Schematic Diagrams

1204E-E44 Engine


Schematic diagram of the 1204E-E44 engine connections to the J2 connector on the ECM



1206E-E66 Engine


Schematic diagram of the 1206E-E66 engine connections to the J2 connector on the ECM



NOx Reduction System (NRS)


Schematic diagram of the NRS equipment for the 1204E-E44 and 1206E-E66 engines

Clean Emissions Module (CEM)


Schematic diagram of the Clean Emissions Module (CEM)

Wiring for the Application



g02488496Illustration 23Schematic Diagram for a Typical Application



i04021101

ECM Harness ConnectorTerminals

The Electronic Control Module (ECM) usesconnectors that have 70 terminals to interface to thewiring harness.


Layout of the Connector Pins (view from the rear)

Removal and Installation of theHarness Connector Terminals

Terminal RemovalTable 6

Required Tools

Tool PartNumber Part Description Qty

A 2900A019 Removal Tool (Red) 1


Removal Tool

1. Remove the connector from the ECM. Refer toDisassembly and Assembly, “Electronic ControlModule - Remove and Install”.

2. Position Tooling (A) around wire (2).

Note: Make sure that the tool stays perpendicular tothe face of the connector (1).

3. Push the tool into the hole for the terminal. Gentlypull the wire in order to remove the terminal fromthe rear of the connector (1).

4. Remove the Tooling (A) from the wire.

Note: If a terminal must be replaced, part number2900A016 must be used for 16 and 18 AWG wire.Part number 28170024 must be used for 14 AWGwire.

Terminal Insertion

1. Push the terminal into the rear of the connector (1)until the terminal engages with the locking device.

2. Gently pull on the wire (2) in order to make surethat the terminal is retained by the locking device.

3. Connect the connector to the ECM and thentighten the retaining screw to a torque of 6 N·m(53 lb in).



Programming Parametersi03939853

Programming Parameters

The electronic service tool can be used to viewcertain parameters that can affect the operation of theengine. The electronic service tool can also be usedto change certain parameters. The parameters arestored in the Electronic Control Module (ECM). Someof the parameters are protected from unauthorizedchanges by passwords. Parameters that can bechanged have a tattletale number. The tattletalenumber is incremented whenever a parameter ischanged.

i03939990

Test ECM Mode

“Test ECM Mode” is a feature in the software thatcan be used to help troubleshoot an engine that mayhave a fault in the Electronic Control Module (ECM).This feature allows a standard ECM to be used as atest ECM. This feature eliminates the need to stocka test ECM.

1. Search for the latest flash file for the engine.

Note: If a newer software version is available for theengine, install the newest software on the suspectECM. If the new software does not eliminate the fault,continue with this procedure.

2. Use the “Copy Configuration” feature on theelectronic service tool to copy the parametersfrom the suspect ECM.

Note: If the “ECM Replacement” feature cannotbe used, record the programmed values into the“Customer Specified Parameters Worksheet”. Alsorecord the system configuration parameters.

3. Disconnect the suspect ECM. Temporarily connectthe test ECM to the engine. Do not mount the testECM on the engine.

4. Flash program the test ECM with the newestsoftware that is available.

5. Start the “Test ECM Mode” on the electronicservice tool. Access the feature through the“Service” menu. The electronic service tool willdisplay the status of the test ECM and the hoursthat are remaining for the “Test ECM Mode”.

Note: “Test ECM Mode” can only be activated ifthe engine serial number has not already beenprogrammed during normal operation of the ECM.If the engine serial number is programmed and theECM is not in “Test ECM Mode”, the ECM can neverbe used as a test ECM.

6. Use the “Copy Configuration” feature on theelectronic service tool to program the test ECM.

Note: If the “ECM Replacement” feature cannot beused, program the test ECM with the values from the“Customer Specified Parameters Worksheet” and thevalues from the System Configuration Parameters.

7. Program the engine serial number into the testECM.

Note: The “Test ECM Mode” must be activatedbefore the engine serial number is programmed intothe ECM.

8. Verify that the test ECM eliminates the fault.

When the “Test ECM Mode” is activated, an internaltimer sets a 24 hour clock. This clock will count downonly while the ECM is powered and the keyswitchis in the ON position. After the ECM has counteddown the 24 hour period, the ECM will exit the “TestECM Mode”. The parameters and the engine serialnumber will be set.

If the test ECM eliminates the fault, the engine canbe released while the “Test ECM Mode” is still active.

Once an ECM has been activated in the “Test ECMMode”, the ECM will stay in the “Test ECM Mode”until the timer times out. If the ECM is used as a testECM for more than one engine, the “Test ECM Mode”must be reactivated. Anytime prior to the “Test ECMMode” timing out, the ECM can be reset to 24 hours.

i03898736

Factory Passwords

NOTICEOperating the engine with a flash file not designed forthat engine will damage the engine. Be sure the flashfile is correct for your engine.

Note: Factory passwords are provided only toPerkins authorized distributors.

Factory passwords are required to perform each ofthe following functions:



• Program a new Electronic Control Module(ECM).

When an ECM is replaced, the system configurationparameters must be programmed into the newECM. A new ECM will allow these parameters tobe programmed once without factory passwords.After the initial programming, some parameters areprotected by factory passwords.

• Rerate the engine.

Rerating may require changing the interlock code,which is protected by factory passwords.

• Unlock parameters.

Factory passwords are required in order tounlock certain system configuration parameters.Refer to Troubleshooting, “System ConfigurationParameters”.

• Clear engine events and certain diagnosticcodes.

Most engine events require factory passwords inorder to clear the code from ECM memory. Clearthese codes only when you are certain that thefault has been corrected. For example, the 190-15Engine Overspeed requires the use of factorypasswords in order to clear the code from ECMmemory.

Since factory passwords contain alphabeticcharacters, the electronic service tool must beused to perform these functions. In order to obtainfactory passwords, proceed as if you already havethe password. If factory passwords are needed,the electronic service tool will request the factorypasswords. The electronic service tool will display theinformation that is required to obtain the passwords.

i03898779

Flash Programming

Flash Programming – A method of loading a flashfile into the Electronic Control Module (ECM)

The electronic service tool is utilized to flash programa flash file into the ECM. The flash programmingtransfers the flash file from the PC to the ECM.

Flash Programming a Flash File1. Obtain the part number for the new flash file.

Note: If you do not have the part number for the flashfile, use PTMI on the Perkins web site.

Note: You must have the engine serial number inorder to search for the part number of the flash file.


3. Turn the keyswitch to the ON position. Do not startthe engine.

4. Select “WinFlash” from the “Utilities” menu on theelectronic service tool.

Note: If WinFlash will not communicate with theECM, refer to Troubleshooting, “Electronic ServiceTool Will Not Communicate with ECM”.

5. Flash program the flash file into the ECM.

a. Select the engine ECM under the “DetectedECMs”.

b. Press the “Browse” button in order to selectthe part number of the flash file that will beprogrammed into the ECM.

c. When the correct flash file is selected, pressthe “Open” button.

d. Verify that the “File Values” match theapplication. If the file values do not match theapplication, search for the correct flash file.

e. When the correct flash file is selected, pressthe “Begin Flash” button.

f. The electronic service tool will indicate whenthe flash programming has been successfullycompleted.

6. Use the electronic service tool to check fordiagnostic code 631-2. If this diagnostic code isactive and the flash file is not being installed inorder to change the engine rating, repeat thisprocedure from 1. If this diagnostic code is activeand the flash file is being installed in order tochange the engine rating, factory passwords mustbe obtained.

7. Access the “Configuration” screen under the“Service” menu in order to determine theparameters that require programming. Look underthe “Tattletale” column. All of the parametersshould have a tattletale of 1 or more. If a parameterhas a tattletale of 0, program that parameter.

8. Start the engine and check for proper operation.Check that there are no active diagnostic codes.



“WinFlash” Error Messages

If any error messages are displayed during flashprogramming, click on the “Cancel” button in orderto stop the process. Access the “ECM Summary”information through the “Information” menu. Ensurethat you are programming the correct flash file foryour engine.

If a 630-2 diagnostic trouble code is displayed afterflash programming, a required parameter is missing.Program the missing parameter.

i03859293

Injector Code - Calibrate

Injector codes are codes that are 30 hexadecimalcharacters in length that are supplied with eachinjector. The code is on a plate on the top of theinjector and a card is also included in the packagingfor the injector. The code is used by the ElectronicControl Module (ECM) to balance the performanceof the injectors.

g02132456Illustration 26Typical label with an injector code

g02132457Illustration 27Sequence for recording the injector code

The electronic service tool is used to load the injectorcodes into the ECM.

The injector codes must be loaded into the ECM ifany of the following conditions occur:

• An electronic unit injector is replaced.

• The ECM is replaced.

• Diagnostic code 268-2 is active.

• Electronic unit injectors are exchanged betweencylinders.

Note: Diagnostic code 268-2 will also become activeif the engine serial number, FLS or FTS are notentered into the ECM.

If the ECM is replaced, the injector codes arenormally transferred to the new ECM as part ofthe “Copy Configuration” procedure. If the “CopyConfiguration” procedure fails, the injector codesmust be loaded manually.

Installing Injector Codes

Note: The injector code is located on the electronicunit injector.

1. Record the injector code for each electronic unitinjector.

2. Connect the electronic service tool to thediagnostic connector. Refer to Troubleshooting,“Electronic Service Tools”.

3. Turn the keyswitch to the ON position.

4. Select the following menu options on the electronicservice tool:

• Service

• Calibrations



• Injector Trim Calibration

5. Select the appropriate cylinder.

6. Click on the “Change” button.

7. Input the applicable injector code that wasrecorded in Test Step 1.

8. Click on the “OK” button.

The injector code is loaded into the ECM.

9. Repeat the procedure for each cylinder, asrequired.

Exchanging Electronic Unit Injectors

Exchanging electronic unit injectors can helpdetermine if a combustion problem is in the electronicunit injector or in the cylinder. If two electronic unitinjectors that are currently installed in the engine areexchanged between cylinders, the injector codesmust also be exchanged. Press the “Exchange”button at the bottom of the “Injector Trim Calibration”screen on the electronic service tool. Select the twoelectronic unit injectors that will be exchanged andpress the “OK” button. The tattletale for the electronicunit injectors that were exchanged will increase byone.

i04124470

Mode Switch Setup

The Mode Switches can be used to change theperformance characteristics of the engine. Theelectronic service tool is used to program thecharacteristics. Select the “Service” drop-downmenu and then select “Engine Operating ModeConfiguration”. A maximum of two switches can beused. “Switch 1” is connected to J1:62 Mode Switch1. “Switch 2” is connected to J1:64 Mode Switch 2.The other contact on both switches is connected toJ1:18 Switch Return.

Number of Switch InputsThis configuration parameter is the total numberof switches that are used. The switches can beindividual switches or a multiple rotary switch.

Table 7

Range Default

0 to 2 0

Mode Selection NumberThis parameter is a non-programmable parameterthat represents the number of possible combinationsof switch positions. This parameter is based on thevalue that is programmed into the “Number of SwitchInputs” parameter.

Mode Selection Switch Input 2 andMode Selection Switch Input 1The number of these non-programmable parametersthat are visible depends on the value that isprogrammed into the “Number of Switch Inputs”parameter. “Open” signifies that the switch is in theOFF position. “Ground” signifies that the switch isin the ON position.

Rating EnabledIf “Yes” is selected on the drop-down menu, theECM is programmed to use the values in the “RatingNumber”, “Throttle 1 Droop Percentage”, “Throttle 2Droop Percentage” and “TSC1 Droop Percentage”for the given combination of switch positions.

Table 8

Values Default Factory Password

YesNo

No No

High Idle SpeedThe “High Idle Speed” is the maximum engine rpm.

Table 9

Minimum Maximum Default

1800 rpm 2800 rpm 2420 rpm

Rating NumberThis parameter is the engine rating that is used bythe Electronic Control Module (ECM) for a givencombination of switch positions. There is a maximumof four ratings in a flash file.

Table 10

Range Default FactoryPassword

1 to themaximum

number of ratingsin the currentlyinstalled Flash

File

1 No



Rated Speed (RPM)This parameter represents the engine speed that isselected when the mode switch or the mode switchesare in a particular position.

Table 11


“ProgrammedLow Idle” to“ProgrammedHigh Idle”

2100 rpm No

Engine High Idle Speed (RPM)This parameter represents a maximum of 112% of therated speed that is selected when the mode switch orthe mode switches are in a particular position.

Table 12


“1800 to 2800rpm”

112% of ratedspeed

No

Governor TypeThis parameter represents the mode of operation ofthe governor that is installed on the engine.

Table 13


“Min/Max speed(rpm)” or “AllSpeed”

All Speed No

Throttle 1 Droop PercentageThis parameter represents the amount of droop thatis applied to the “Throttle 1” input.

Table 14


0 to 10 percent 5.0% No

Throttle 2 Droop PercentageThis parameter represents the amount of droop thatis applied to the “Throttle 2” input.

Table 15



TSC1 Droop PercentageThis parameter represents the amount of droop thatis applied to the “Torque Speed Control 1(TSC1)”input.

Table 16



i04105410

Throttle Setup

There are two separate channels for throttle input.The two channels can have any combination of adigital throttle that uses a Pulse Width Modulated(PWM) signal, an analog throttle or a multi-positionswitched throttle.

The Electronic Control Module (ECM) must beprogrammed with the type of throttle input that isbeing used in either position. From the menu, select“Services”. On the “Services” screen, select “ThrottleConfiguration”. Select the type of throttle from thefollowing list:

• No throttle

• Analog throttle

• PWM throttle

• Multi-position throttle switch

The Electronic Control Module (ECM) must beprogrammed for throttle arbitration. This parameterdetermines which throttle input has priority. From themenu, select “Services”. On the “Services” screen,select “Throttle Arbitration”. Select the arbitrationmethod from the following list:

• Highest Wins

• Lowest Wins

• Manual Switch

The default setting for throttle arbitration is “HighestWins”.




Typical Range of Throttle(1) Lower Diagnostic Limit (Default=5)(2) Lower Position Limit (Default=10)(3) Initial Lower Position (Default=20)(4) Idle Validation Minimum Off Threshold (Default=21)(5) Idle Validation Maximum On Threshold (Default=25)(6) Lower Dead Zone % (Default=8)(7) Upper Dead Zone % (Default=5)(8) Initial Upper Position (Default=70)(9) Upper Position Limit (Default=85)(10) Upper Diagnostic Limit (Default=95)

Analog throttles and digital throttles require additionalprogramming. If a multi-position switch is selected,additional parameters must be programmed.Refer to the Troubleshooting Guide, “MultipositionSwitch Setup”. If an analog throttle or a digitalthrottle is selected, the following parameters can beprogrammed into the ECM.

Lower Diagnostic LimitThis parameter is the minimum throttle percentagethat should be detected by the ECM in normaloperation when the pedal is in the “off” position. Avalue below this limit will generate a short circuitdiagnostic code. The range of this diagnosticdetection area is from 0 percent to the programmedvalue for the lower position limit.

Table 17

Range Default

0 to 100% 5%

Lower Position LimitThis parameter is the minimum throttle percentagethat will be interpreted by the ECM as zero throttle.This parameter is used with the value of initial lowerposition limit to make an allowance for manufacturingtolerances between different pedals.

Table 18

Range Default

0 to 100% 10%

Initial Lower Position LimitThis parameter is the maximum throttle percentagethat will be interpreted by the ECM as zero throttle.This parameter is used with the value of the lowerposition limit to make an allowance for manufacturingtolerances between different pedals.

Table 19

Range Default

0 to 100% 20%

Idle ValidationAll analog throttles and digital throttles can have anidle validation switch. If this parameter is programmedto “Yes”, the ECM will look for this switch input on pinJ1:22 for Idle Validation Switch 1 (IVS1) and J1:40for Idle Validation Switch 2 (IVS2).

Table 20

Values Default

NoYes No

Idle Validation Minimum Off (Open)ThresholdThis parameter is the minimum throttle percentagethat will be detected by the ECM when the IVS is ON(Closed).

If the ECM detects a throttle percentage below thisvalue with the idle validation switch OFF (Open),a fault code will be generated and the engine willremain at idle.

Refer to Table 21 and Table 22.



Table 21

Throttle PositionSensor (TPS)

Idle Validation Switch(IVS)

Throttle DemandOutput

Fault Status Comment

TPS< IVS Min OFF OFF Minimum Position Raise IVS fault Force throttle demandto minimum

TPS< IVS Min OFF ON Throttle Position No fault Normal operation

Table 22

Range Default

0 to 100% 21%

Idle Validation Maximum On(Closed) ThresholdThis parameter is the maximum throttle percentagethat will be detected by the ECM when the idlevalidation switch (IVS) is OFF (Open) . When the idlevalidation switch is OFF (Open) and the ECM detectsa signal that is higher than the programmed value forIVS Max ON, the ECM will generate a fault code andthe engine will remain at idle.

Refer to Table 23 and Table 24.

Table 23

Throttle PositionSensor (TPS)

Idle Validation Switch(IVS)

Throttle DemandOutput

Fault Status Comment

TPS> IVS Max ON OFF Throttle Position No fault Normal operation

TPS< IVS Min Off ON Minimum Position Raise IVS fault Force throttle demandto minimum

Table 24

Range Default

0 to 100% 25%

Lower Dead ZoneThis parameter is a throttle range above the initiallower position limit before the engine will increasein rpm.

Table 25

Range Default

0 to 100% 5%

Upper Dead ZoneThis parameter is a throttle range that is below theinitial upper position limit that does not allow theengine speed to increase.

Table 26

Range Default

0 to 100% 5%

Initial Upper Position LimitThis parameter is the minimum throttle percentagethat will be interpreted by the ECM as full throttle.This parameter is used with the value of the upperposition limit to make an allowance for manufacturingtolerances between different pedals.

Table 27

Range Default

0 to 100% 70%

Upper Position LimitThis parameter is the maximum throttle percentagethat will be interpreted by the ECM as full throttle. Thisparameter is used with the value of the initial upperposition limit to make an allowance for manufacturingtolerances between different pedals.



Table 28

Range Default

0 to 100% 85%

Upper Diagnostic LimitThis parameter is the minimum throttle percentagethat is detected by the ECM in normal operation whenthe pedal is in the maximum position. A value abovethis limit will generate an open circuit diagnosticcode. The range of this diagnostic detection area isfrom the programmed value of the upper positionlimit to 100 percent.

Table 29

Range Default

0 to 100% 95%

i04105411

Multiposition Switch Setup

Note: The multi-position throttle switch can only beenabled if the optional PTO switches are not installed.

The multi-position throttle switch is an optionalthrottle input. A maximum of four switches can beused. Four switches will allow a maximum of 16speeds to be selected.

If an optional intermediate engine speed switch isinstalled, the multi-position throttle switch can have amaximum of three switches. Three switches will allowa maximum of eight speeds to be selected.

When the multi-position switch is selected as the“Throttle Type” on the “Throttle Configuration Screen”of the electronic service tool, additional informationis required.

Number of Switch InputsThis parameter is the total number of switches thatwill be used. The switches may be individual switchesor a ganged rotary switch.

Table 30

Range Default

1 to 4 0

Physical PositionThis parameter is non-programmable. The parameteris used to signify the position of the rotary switch.

Input 4, Input 3, Input 2, Input 1The number of these non-programmable parametersthat are visible depends on the value that isprogrammed into the “Number of Switch Inputs”parameter. “Open” signifies that the switch is in theOFF position. “Ground” signifies that the switch isin the ON position.

Physical Position EnabledIf “Yes” is selected from the drop-down menu,the ECM sets the engine rpm to the value thatis programmed into the “Engine Speed” for theconfiguration of the switches that is defined for thatPhysical Position.

Table 31

Value Default

NoYes

No

Logical PositionThe Logical Position is the order that is required bythe user for a unique Physical Position.

Table 32

Range with FourSwitches

Default

1 to 16 1

Engine Speed (in RPM)The “Engine Speed” is the programmed engine rpmfor a particular position of the multi-position throttleswitch.

If the ECM detects a switch combination thathas been configured as “No”, a fault code will begenerated. In this situation, the ECM will ignore themulti-position switch until the keyswitch is cycledthrough OFF and ON.

Table 33

Range Default

Programmed Low Idle toProgrammed High Idle

0



Customer SpecifiedParameters

i04317190

Customer SpecifiedParameters

Customer specified parameters allow the engine tobe configured to the exact needs of the application.

Customer parameters may be changed repeatedly asoperational requirements change.

The following information is a brief description ofthe customer specified parameters. The followingparameter values are included with the descriptions:

• Minimum

• Maximum

• Default

ECM Identification Parameter

Equipment ID

“Equipment ID” is the identification of the equipmentthat is assigned by the customer. The “Equipment ID”is only for reference by the customer. The “EquipmentID” is not required by the Electronic Control Module(ECM).

Table 34

Value Default

17 digitsThe available charactersare dependent on theservice tool that is

being used.

Not programmed

Engine Rating Parameter

Rating Number

The rating number is the selected rating within apower rating family. The flash file defines the powerrating family. The flash file can contain one to fourratings. The rating number defines the power ratingthat is used within the power rating family.

Table 35


1 4 1

Speed Control

Low Idle Speed

The “Low Idle Speed” is the minimum engine rpm.

Table 36


700 rpm 1200 rpm 750 rpm

Engine Configuration Parameters

Ether Solenoid Configuration

The ether solenoid configuration defines thepresence of a solenoid for an ether starting aid.Customer passwords are required in order to changethis parameter.

Table 37

Value Default

Not InstalledContinuous Flow Solenoid Not Installed

Engine Idle ShutdownThe Engine Idle Shutdown parameters define theengine response when the keyswitch is turned to theOFF position.

Minimum Ambient Air TemperatureTable 38

Value Default

0 to 29 Degrees C 0 Degrees C

Maximum Ambient Air TemperatureTable 39

Value Default

30 to 100 Degrees C 30 Degrees C

Shutdown Enable StatusTable 40

Value Default

EnabledDisabled Disabled



Shutdown Delay TimeTable 41

Value Default

1 to 60 minutes 5 minutes

Ambient Temperature Override EnableStatusTable 42

Value Default


Air Shutoff

Air Shutoff

The Air Shutoff parameter defines whether an airshutoff valve is installed in the air inlet for the engine.

Table 43

Value Default


Multiple Engines on J1939

Engine Location

In a situation where multiple engines communicate onone J1939 channel, the Engine Location parameterdefines the identity of each engine in the set.

Table 44

Value Default

Engine #1Engine #2Engine #3Engine #4Engine #5

Engine #1

PTO and Throttle Lock Parameters

Throttle Lock Feature Installation Status

Note: PTO and a multi-position throttle switch cannotbe installed at the same time.

The “Throttle Lock Feature Installation Status” isused to turn on the throttle lock features. When thisparameter is changed to “Installed”, the followingparameters are active and the parameters can beprogrammed.

• “PTO engine Speed Setting”

• “Throttle Lock Increment Speed Ramp Rate”

• “Throttle Lock Engine Set Speed Increment”

Table 45

Value Default

Not InstalledInstalled Not Installed

PTO Mode

PTO mode can be configured to operate in eitherSet/Resume mode or Ramp up/Ramp down mode.Set/Resume mode allows the engine speed to becontrolled by the operator through switch inputs.This mode allows two specific speeds to be setand stored in the ECM. A speed can be selectedor the previously selected speed can be resumed.Adjustments in engine speed can then be made viathe raise and lower switch inputs. Ramp up/Rampdown mode only allows the engine speed to be raisedor lowered via switch inputs at a desired ramp rate.The “Set” and “Resume” functions are disabled.

Table 46

Value Default

Ramp Up/Ramp DownSet/Resume Set/Resume

Throttle Lock Engine Set Speed 1

The “Throttle Lock Engine Set Speed 1” parameter isone of the engine speeds that can be selected in thePTO Set/Resume mode.

Table 47


Low idle speed Rated speed 700


The “Throttle Lock Engine Set Speed 1” parameter isone of the engine speeds that can be selected in thePTO Set/Resume mode.

Table 48


Low idle speed Rated speed 700

Throttle Lock Increment Speed RampRate

The “Throttle Lock Increment Speed Ramp Rate”parameter is the rate of engine acceleration when thePTO switch is held in the ACCELERATE position. Ifthis parameter is set to “0”, the feature is turned off.



Table 49


0 rpm/sec 600 rpm/sec 400 rpm/sec

Throttle Lock Decrement Speed RampRate

The “Throttle Lock Decrement Speed Ramp Rate”parameter is the rate of engine deceleration whenthe PTO switch is held in the DECELERATE position.If this parameter is set to “0”, the feature is turned off.

Table 50


0 rpm/sec 600 rpm/sec 400 rpm/sec

Throttle Lock Engine Set SpeedIncrement

The “Throttle Lock Engine Set Speed Increment”parameter controls the increase in engine speedwhen the PTO switch is briefly operated toACCELERATE. If this parameter is set to “0”, thefeature is turned off.

Table 51


0 rpm 200 rpm 10 rpm

Throttle Lock Engine Set SpeedDecrement

The “Throttle Lock Engine Set Speed Decrement”parameter controls the decrease in engine speedwhen the PTO switch is briefly operated toDECELERATE. If this parameter is set to “0”, thefeature is turned off.

Table 52



Miscellaneous

Monitoring Mode Shutdowns

The “Monitoring Mode Shutdowns” parametercontrols the shutdown feature that is associated withthe engine monitoring feature. When this feature isenabled and a diagnostic code with a “-31” suffix isdetected, the engine will be shut down.

Table 53

Value Default

DisabledEnabled Enabled

Monitoring Mode Derates

The “Monitoring Mode Derates” parameter controlsthe amount of derate that is associated with theengine monitoring feature. When this feature isenabled and a diagnostic code with an appropriateFMI is detected, the engine will be derated.

Table 54

Value Default

DisabledEnabled Enabled

Limp Home Desired Engine Speed

The “Limp Home Desired Engine Speed” parameteris the maximum speed of the engine when the enginehas been derated.

Table 55


700 rpm 1800 rpm 1200 rpm

Engine Acceleration Rate

The “Engine Acceleration Rate” parameter is theacceleration rate for the engine under normaloperating conditions. A setting of “0” disables thisfunction.

Table 56


0 rpm 65503 rpm/sec 0 rpm/sec

Engine Speed Decelerating Ramp Rate

The “Engine Speed Decelerating Ramp Rate”parameter is the deceleration ramp rate for theengine under normal operating conditions. A settingof “0” disables this function.

Table 57


0 rpm 65503 rpm/sec 0 rpm/sec

Intermediate Engine Speed

The “Intermediate Engine Speed” is a selectableengine speed that is between the low idle speed andthe high engine speed. This parameter is disabledwhen the value is set to 0 rpm.



Table 58



Engine Fan ControlTable 59

Parameter Value Default

Engine FanControl

OffOn Off

Engine Fan TypeConfiguration

Viscous ClutchVariableHydraulic

VariableHydraulic

Pulley Ratio Ratio 1.2:1

TemperatureError IncreasingHysteresis

Percentage 10%

TemperatureError DecreasingHysteresis

Percentage 10%

Current RampRate

Amps perSecond 0.1 amps/sec

Fan Speed Percentage 100%

Top Fan Speed RPM 1600 rpm

MinimumDesired FanSpeed

RPM 500 rpm

SolenoidMinimum Current Amps 0.3 Amps

SolenoidMaximumCurrent

Amps 1.5 Amps

Solenoid DitherFrequency Hz 100 Hz

Solenoid DitherAmplitude Amps 0.1 Amps

Cooling Fan TemperaturesTable 60


Charge AirCooler OutletTemperatureInput Enable

EnabledDisabled Enabled

Maximum AirFlow Charge AirCooler OutletTemperature

Degrees C 45 Degrees C

Minimum AirFlow Charge

Air Cooler OutletTemperature


(continued)

(Table 60, contd)


CoolantTemperatureInput EnableStatus


Maximum AirFlow CoolantTemperature


Minimum AirFlow CoolantTemperature


TransmissionOil TemperatureInput EnableStatus


MaximumAir Flow

TransmissionOil Temperature


MinimumAir Flow

TransmissionOil Temperature


Hydraulic OilTemperatureInput EnableStatus


Maximum AirFlow HydraulicOil Temperature


Minimum AirFlow HydraulicOil Temperature


Auxiliary #1TemperatureInput EnableStatus


Maximum AirFlow Auxiliary #1Temperature


Minimum AirFlow Auxiliary#1 Temperature


Auxiliary #2TemperatureInput EnableStatus


Maximum AirFlow Auxiliary #2Temperature


Minimum AirFlow Auxiliary#2 Temperature




Fan ReversingTable 61


ReversingFeature


ReverseOperation EarlyTerminationEnable Status


Manual Purge EnabledDisabled Disabled

Suspend Purge EnabledDisabled Disabled

Purge CycleInterval Seconds 3600 Seconds

Purge CycleDuration Seconds 30 Seconds

Configurable Inputs

Coolant Level Switch

A coolant level sensor is an optional switch input.Programming the “Coolant Level Switch” parameterto “Enabled” notifies the ECM that a coolantlevel switch input is present. If this parameter isprogrammed to “Enabled” and the coolant level fallsbelow the measured level, a “111-1” diagnostic codewill be displayed.

Table 62

Value Default

InstalledNot Installed Not Installed

Oil Level Switch

An oil level sensor is an optional switch input.Programming the “Oil Level Switch” parameter to“Enabled” notifies the ECM that an oil level switchinput is present. If this parameter is programmed to“Enabled” and the oil level falls below the measuredlevel, a pre-start warning is displayed on the operatorconsole.

Table 63

Value Default


Air Filter Restriction Switch InstallationStatus

An “Air Filter Restriction Switch” is an optionalswitch input. Programming the “Air Filter RestrictionSwitch Installation Status” parameter to “Enabled”notifies the ECM that an input from the air filterrestriction switch is present. When this parameter isprogrammed to “Enabled” and the air filter restrictionswitch closes, a 107-15 diagnostic code will bedisplayed.

Table 64

Value Default


Air Filter Restriction SwitchConfiguration

If an “Air Filter Restriction Switch” is installed,this parameter identifies the type of switch that isinstalled.

Table 65

Value Default

Normally OpenNormally Closed Normally Open

Water in Fuel Switch Installation Status

Programming the “Water in Fuel Switch InstallationStatus” parameter to “Enabled” notifies the ECMthat a water-in-fuel switch input is present. Whenthis parameter is programmed to “Enabled” and thewater-in-fuel switch closes, a 97-17 diagnostic codewill be displayed.

Table 66

Value Default


User-Defined Switch Installation Status

A user-defined shutdown switch is an optionalswitch input. Programming the “User Defined SwitchInstallation Status” parameter to “Enabled” notifiesthe ECM that a user-defined switch input is present.If this parameter is programmed to “Enabled” andthe user-defined shutdown switch closes, the enginewill shut down.

Table 67

Value Default




Auxiliary Temperature Sensor InstallationStatus

An auxiliary temperature sensor is an optional input.Programming the “Auxiliary Temperature SensorInstallation Status” parameter to “Enabled” notifiesthe ECM that an auxiliary temperature sensor inputis present.

Table 68

Value Default


Auxiliary Pressure Sensor InstallationStatus

An auxiliary pressure sensor is an optional input.Programming the “Auxiliary Pressure SensorInstallation Status” parameter to “Enabled” notifiesthe ECM that an auxiliary pressure sensor input ispresent.

Table 69

Value Default


Fuel Filter Differential Pressure SwitchConfiguration

A fuel filter differential pressure switch is an optionalinput. Programming the “Fuel Filter DifferentialPressure Switch Configuration” parameter to“Normally Open” or “Normally Closed” notifies theECM that a fuel filter differential pressure switch inputis present.

Table 70

Value Default

Not InstalledNormally OpenNormally Closed

Not Installed

J1939 Continuous Fault Handling

Remote Torque Speed Control EnableStatus

The Remote Torque Speed Control Enable Statusparameter controls the type of remote TSC input.If this parameter is “Enabled”, the ECM expects acontinuous signal from TSC1. If this parameter is“Disabled”, the ECM expects an intermittent signalfrom TSC1.

Table 71

Value Default


System Settings

System Operating Voltage Configuration

The System Operating Voltage Configurationparameter is the operating voltage for the engineelectrical system.

Table 72

Value Default

12 VDC24 VDC 24 VDC

Passwords

Customer Password 1

The Customer Password 1 is the first securitypassword that can be defined by the customer.

Table 73

Value Default

Eight alphanumericcharacters Eight spaces

Customer Password 2

The Customer Password 2 is the second securitypassword that can be defined by the customer.

Table 74

Value Default

Eight alphanumericcharacters Eight spaces

Security Access Parameters

CAN Communication Protocol WriteSecurity

The CAN Communication Protocol Write Securityparameter control the security required for writinginformation through the CAN bus.

Table 75

Value Default

Seed and KeyNo Security Seed and Key



CAN Communication Protocol ReadSecurity

The CAN Communication Protocol Read Securityparameter control the security required for readinginformation from the CAN bus.

Table 76

Value Default

Seed and KeyNo Security Seed and Key

i04317261

Customer SpecifiedParameters Table

Table 77

Customer Specified Parameters

ECM Parameter Possible Values Default Value


Equipment ID 17 DigitsAvailable characters are dependent on

the service tool that is used

Not Programmed


Rating Number 1 to 4 1

Speed Control

Low Idle Speed 700 to 1200 rpm 750 rpm

Engine Configuration Parameter

Ether Solenoid Configuration Not InstalledContinuous Flow Solenoid

Not Installed

Engine Idle Shutdown

Minimum Ambient Air Temperature 0 to 29 degrees C 0 degrees C

Maximum Ambient Air Temperature 30 to 100 degrees C 30 degrees C

Shutdown Enable Status DisabledEnabled

Disabled

Shutdown Delay Time 1 to 60 minutes 5 minutes

Ambient Temperature Override Enable Status DisabledEnabled

Disabled

Air Shutoff

Air Shutoff DisabledEnabled

Enabled


Engine Location Engine #1Engine #2Engine #3Engine #4Engine #5

Engine #1

(continued)



(Table 77, contd)




Throttle Lock Feature Installation Status InstalledNot Installed

Not Installed

PTO Mode Ramp Up/Ramp DownSet/Resume

Set/Resume

Throttle Lock Engine Set Speed 1 Low idle speed to rated speed 700 rpm

Throttle Lock Engine Set Speed 2 Low idle speed to rated speed 700 rpm

Throttle Lock Increment Speed Ramp Rate 0 to 600 rpm/sec 400 rpm/sec

Throttle Lock Decrement Speed Ramp Rate 0 to 600 rpm/sec 400 rpm/sec

Throttle Lock Engine Set Speed Increment 0 to 200 rpm 10 rpm

Throttle Lock Engine Set Speed Decrement 0 to 200 rpm 10 rpm

Miscellaneous

Monitoring Mode Shutdowns DisabledEnable

Enabled

Monitoring Mode Derates DisabledEnabled

Enabled

Limp Home Desired Engine Speed 700 to 1800 rpm 1200 rpm

Engine Acceleration Rate 0 to 65503 rpm/sec 0 rpm/sec

Engine Speed Deceleration Ramp Rate 0 to 65503 rpm/sec 0 rpm/sec

Intermediate Engine Speed 0 to 2800 rpm 0 rpm

Engine Fan Control

Engine Fan Control OffOn Off

Engine Fan Type Configuration Viscous ClutchVariable Hydraulic Variable Hydraulic

Pulley Ratio Ratio 1.2:1

Temperature Error Increasing Hysteresis Percentage 10%

Temperature Error Decreasing Hysteresis Percentage 10%

Current Ramp Rate Amps per Second 0.1 amps/sec

Fan Speed Percentage 100%

Top Fan Speed RPM 1600 rpm

Minimum Desired Fan Speed RPM 500 rpm

Solenoid Minimum Current Amps 0.3 Amps

Solenoid Maximum Current Amps 1.5 Amps

Solenoid Dither Frequency Hz 100 Hz

Solenoid Dither Amplitude Amps 0.1 Amps

Cooling Fan Temperatures

Charge Air Cooler Outlet Temperature Input Enable EnabledDisabled Enabled

Maximum Air Flow Charge Air CoolerOutlet Temperature Degrees C 45 Degrees C

(continued)



(Table 77, contd)



Minimum Air Flow Charge Air CoolerOutlet Temperature Degrees C 40 Degrees C

Coolant Temperature Input Enable Status EnabledDisabled Enabled

Maximum Air Flow Coolant Temperature Degrees C 102 Degrees C

Minimum Air Flow Coolant Temperature Degrees C 92 Degrees C

Transmission Oil Temperature Input Enable Status EnabledDisabled Enabled

Maximum Air Flow Transmission Oil Temperature Degrees C 110 Degrees C

Minimum Air Flow Transmission Oil Temperature Degrees C 100 Degrees C

Hydraulic Oil Temperature Input Enable Status EnabledDisabled Enabled

Maximum Air Flow Hydraulic Oil Temperature Degrees C 110 Degrees C

Minimum Air Flow Hydraulic Oil Temperature Degrees C 100 Degrees C

Auxiliary #1 Temperature Input Enable Status EnabledDisabled Enabled

Maximum Air Flow Auxiliary #1 Temperature Degrees C 110 Degrees C

Minimum Air Flow Auxiliary #1 Temperature Degrees C 100 Degrees C

Auxiliary #2 Temperature Input Enable Status EnabledDisabled Enabled

Maximum Air Flow Auxiliary #2 Temperature Degrees C 110 Degrees C

Minimum Air Flow Auxiliary #2 Temperature Degrees C 100 Degrees C

Fan Reversing

Reversing Feature EnabledDisabled Disabled

Reverse Operation Early TerminationEnable Status


Manual Purge EnabledDisabled Disabled

Suspend Purge EnabledDisabled Disabled

Purge Cycle Interval Seconds 3600 Seconds

Purge Cycle Duration Seconds 30 Seconds

Configurable Inputs

Coolant Level Switch Not InstalledInstalled

Not Installed

Oil Level Switch Not InstalledInstalled

Not Installed

Air Filter Restriction Switch Installation Status Not InstalledInstalled

Not Installed

Air Filter Restriction Switch Configuration Normally OpenNormally Closed Normally Open

Water in Fuel Switch Installation Status Not InstalledInstalled

Installed

(continued)



(Table 77, contd)



User Defined Switch Installation Status Not InstalledInstalled

Not Installed

Auxiliary Temperature Sensor Installation Status InstalledNot Installed Not Installed

Auxiliary Pressure Sensor Installation Status InstalledNot Installed Not Installed

Fuel Filter Differential Pressure SwitchConfiguration

Not InstalledNormally OpenNormally Closed

Not Installed

Diesel Particulate Filter Regeneration Force/InhibitSwitch Installation



Remote Torque Speed Control Enable Status EnabledDisabled Disabled

System Settings

System Operating Voltage Configuration 12 VDC24 VDC 24 VDC

Passwords

Customer Password 1 Eight alphanumeric characters Eight spaces

Customer Password 2 Eight alphanumeric characters Eight spaces


CAN Communication Protocol Write Security Seed and KeyNo Security Seed and Key

CAN Communication Protocol Read Security Seed and KeyNo Security Seed and Key

i04317262

Customer SpecifiedParameters Worksheet

Table 78

Customer Specified Parameters Worksheet


Equipment ID


Rating Number

Speed Control

Low Idle Speed

Engine Configuration Parameter

Ether Solenoid Configuration

Engine Idle Shutdown

Minimum Ambient Air Temperature(continued)



(Table 78, contd)


Maximum Ambient Air Temperature

Shutdown Enable Status

Shutdown Delay Time

Ambient Temperature Override Enable Status

Air Shutoff

Air Shutoff


Engine Location


Throttle Lock Feature Installation Status

PTO Mode



Throttle Lock Increment Speed Ramp Rate

Throttle Lock Decrement Speed Ramp Rate

Throttle Lock Engine Set Speed Increment

Throttle Lock Engine Set Speed Decrement

Miscellaneous

Monitoring Mode Shutdowns

Monitoring Mode Derates

Limp Home Desired Engine Speed

Engine Acceleration Rate

Engine Speed Deceleration Ramp Rate

Intermediate Engine Speed

Engine Fan Control

Engine Fan Control

Engine Fan Type Configuration

Pulley Ratio

Temperature Error Increasing Hysteresis

Temperature Error Decreasing Hysteresis

Current Ramp Rate

Fan Speed

Top Fan Speed

Minimum Desired Fan Speed

Solenoid Minimum Current

Solenoid Maximum Current

Solenoid Dither Frequency

Solenoid Dither Amplitude

Cooling Fan Temperatures(continued)



(Table 78, contd)


Charge Air Cooler Outlet Temperature Input Enable

Maximum Air Flow Charge Air Cooler Outlet Temperature

Minimum Air Flow Charge Air Cooler Outlet Temperature

Coolant Temperature Input Enable Status

Maximum Air Flow Coolant Temperature

Minimum Air Flow Coolant Temperature

Transmission Oil Temperature Input Enable Status

Maximum Air Flow Transmission Oil Temperature

Minimum Air Flow Transmission Oil Temperature

Hydraulic Oil Temperature Input Enable Status

Maximum Air Flow Hydraulic Oil Temperature

Minimum Air Flow Hydraulic Oil Temperature

Auxiliary #1 Temperature Input Enable Status

Maximum Air Flow Auxiliary #1 Temperature

Minimum Air Flow Auxiliary #1 Temperature

Auxiliary #2 Temperature Input Enable Status

Maximum Air Flow Auxiliary #2 Temperature

Minimum Air Flow Auxiliary #2 Temperature

Fan Reversing

Reversing Feature

Reverse Operation Early Termination Enable Status

Manual Purge

Suspend Purge

Purge Cycle Interval

Purge Cycle Duration

Configurable Inputs

Coolant Level Switch

Oil Level Switch

Air Filter Restriction Switch Installation Status

Air Filter Restriction Switch Configuration

Water in Fuel Switch Installation Status

User Defined Switch Installation Status

Auxiliary Temperature Sensor Installation Status

Auxiliary Pressure Sensor Installation Status

Fuel Filter Differential Pressure Switch Configuration

Diesel Particulate Filter Regeneration Force/Inhibit SwitchInstallation


Remote Torque Speed Control Enable Status

System Settings(continued)



(Table 78, contd)


System Operating Voltage Configuration

Passwords

Customer Password 1

Customer Password 2


CAN Communication Protocol Write Security

CAN Communication Protocol Read Security



System ConfigurationParameters

i03893934

System ConfigurationParameters

System configuration parameters affect the emissionsof the engine or the power of the engine. Systemconfiguration parameters are programmed at thefactory. Normally, system configuration parameterswould never need to be changed through the life ofthe engine. System configuration parameters must bereprogrammed if an Electronic Control Module (ECM)is replaced. System configuration parameters do notneed to be reprogrammed if the ECM software ischanged. Factory passwords are required to changethese parameters. The following information is adescription of the system configuration parameters.

“Full Load Setting”The “Full Load Setting” is a number that representsthe adjustment to the fuel system that was made atthe factory in order to fine tune the fuel system. Ifthe ECM is replaced, the “full load setting” must bereprogrammed in order to prevent a 630-2 diagnosticcode from becoming active.

“Full Torque Setting”“Full Torque Setting” is similar to “Full Load Setting”.If the ECM is replaced, the full torque setting must bereprogrammed in order to prevent a 630-2 diagnosticcode from becoming active.

“Rating”The “Rating” is a code that prevents the use of anincorrect power rating and/or emission rating for aspecific engine. Each horsepower rating and eachemission certification has a different code to all otherhorsepower ratings and emission certifications. Thisis a code that prevents the use of an incorrect powerrating and/or emission rating for a specific engine.

When an ECM is replaced, this rating interlock codemust match the code that is stored in the ECM. If therating interlock code does not match the code that isstored in the ECM, both of the following situationswill exist:

• The engine will not run.

• The diagnostic code 631-2 Calibration Module :Erratic, Intermittent, or Incorrect will be active.

Note: The flash programming of a new ratinginterlock replaces the old rating interlock.

This code does not need to be programmed whenthe replacement ECM is for the same engine rating.

If the ECM is for a different engine rating, then thefollowing components may need to be changed:pistons, fuel injectors, and other components.The engine information ratings plate must also bechanged in order to reflect the new rating.

Some systems such as the cooling system or thetransmission may also require changes when theengine is rerated. Please contact the local OEMdealer for further information.

“Engine Serial Number”When a new ECM is delivered, the engine serialnumber in the ECM is not programmed. The “EngineSerial Number” should be programmed to match theengine serial number that is stamped on the engineinformation plate.

Factory Installed Aftertreatment #1Identification NumberThe “Factory Installed Aftertreatment #1 IdentificationNumber” parameter ensures that the correctaftertreatment package is installed.

DPF #1 Soot Loading SensingSystem Configuration CodeThe “DPF #1 Soot Loading Sensing SystemConfiguration Code” is used to determine the typeof diesel particulate filter soot loading sensingsystem. This code is a combination of two letters thatidentifies the orientation of the soot sensor and thegeometry of the DPF. This code is used by the ECMsoftware to identify the correct calibration table inorder to match the soot sensor system to the DPF.The calibration table optimizes the soot readings.

Limp Home Engine Speed RampRateThe “Limp Home Engine Speed Ramp Rate” is themaximum acceleration rate for the engine when theengine has been derated.



“ECM Software Release Date”This parameter is defined by the rating interlockand this parameter is not programmable. The “ECMSoftware Release Date” is used to provide theversion of the software. The Customer parametersand the software change levels can be monitoredby this date. The date is provided in the month andthe year (JAN10). Jan is the month (January). 10 isthe year (2010).



Symptom Troubleshootingi04330389

Acceleration Is Poor or ThrottleResponse Is Poor

Probable Causes• Diagnostic codes

• Parameters in the Electronic Control Module (ECM)

• Electrical connectors

• Air intake and exhaust system

• Valve lash

• Turbocharger or turbochargers

• Fuel supply

• Low compression (cylinder pressure)

• Electronic unit injectors

• Individual malfunctioning cylinder

Recommended Actions

NOTICEDo not crank the engine continuously for more than30 seconds. Allow the starting motor to cool for twominutes before cranking the engine again.

Diagnostic Codes

Use one of the following methods to check for activediagnostic codes:

• The electronic service tool

• The display on the control panel

• Flash Codes

Electronic Service Tool


2. Check for active diagnostic codes on the electronicservice tool.

3. Investigate any active codes before continuingwith this procedure. Refer to Troubleshooting,“Troubleshooting with a Diagnostic Code”.

Display on the Control Panel

Note: The following procedure is only applicableif the application is equipped with a display on thecontrol panel.

1. Check the display on the control panel for activediagnostic codes.

2. Troubleshoot any active codes before continuingwith this procedure. Refer to Troubleshooting,“Troubleshooting with a Diagnostic Code”.

Flash Codes

Note: The following procedure is only applicable ifthe machine is equipped with the appropriate warninglamps.

1. Check the warning lamps on the control panelfor flash codes. Flash codes are explained inTroubleshooting, “Flash Codes”.

2. If any flash codes are displayed, troubleshootthe codes before continuing with this procedure.Refer to Troubleshooting, “Troubleshooting with aDiagnostic Code”.

ECM Parameters

1. Use the electronic service tool to make sure thatthe FLS and FTS parameters have been correctlyentered.

2. Use the electronic service tool to ensure that thecorrect mode is selected on the Mode SelectorSwitch.

3. Use the electronic service tool to verify that thecorrect engine rating has been provided.

4. Use the electronic service tool to verify themaximum engine speed limit.

5. Ensure that the repairs have restored the expectedperformance.

6. If the repairs have not eliminated the faults,proceed to “Electrical Connectors”.

Electrical Connectors

1. Turn the start switch to the ON position.

2. Use the electronic service tool to verify thatthe intake manifold pressure is zero ± 0.5 kPa(zero ± 0.070 psi). Check the 5 Volt sensorsupply for the intake manifold pressure. Refer toTroubleshooting, “5 Volt Sensor Supply Circuit -Test”.



3. Use the electronic service tool to verify the throttleposition status.

4. Run the engine until the speed is equal to themaximum no-load speed.

5. Use the electronic service tool to make sure thatthe throttle is set to reach the maximum no-loadspeed.

6. If the maximum no-load speed cannot be obtainedrefer to Troubleshooting, “Throttle Switch Circuit- Test” and Troubleshooting, “Mode SelectionCircuit - Test”.

7. If the engine speed is erratic refer toTroubleshooting, “Analog Throttle Position SensorCircuit - Test” or Troubleshooting, “Digital ThrottlePosition Sensor Circuit - Test”.

8. If the fault has not been eliminated, proceed to“Air Intake and Exhaust System”.

Air Intake and Exhaust System

1. Check the air filter restriction indicator, if equipped.

2. Ensure that the air filter is clean and serviceable.

3. Check the air intake and the exhaust system forthe following defects:

• Blockages

• Restrictions

• Damage to the air intake and exhaust lines andhoses

4. Make all necessary repairs to the engine.

5. If the fault has not been eliminated, proceed to“Valve Lash”.

Valve Lash

1. Check the valve lash. Refer to Systems Operation,Testing and Adjusting, “Engine Valve Lash -Inspect”.

2. If any repair does not eliminate the fault, proceedto “Turbochargers”.

Turbocharger or Turbochargers

Turbocharger

This procedure is applicable only to engines thathave a single turbocharger.

Note: The turbocharger that is installed on the engineis a nonserviceable item. If any mechanical faultexists, then the turbocharger must be replaced.

1. Ensure that the mounting bolts for the turbochargerare tight.

2. Check that the oil feed for the turbocharger is notblocked or restricted.

3. Check that the oil drain for the turbocharger is notblocked or restricted.

4. Check that the compressor housing for theturbocharger is free of dirt, debris, and damage.

5. Check that the turbine housing for the turbochargeris free of dirt, debris, damage, and oil deposits.

6. Check that the turbine wheel rotates freely in theturbocharger. Make sure that the compressorwheel rotates with the turbine wheel.

7. Ensure that the wastegate on the turbocharger isoperating correctly. Refer to Systems Operation,Testing and Adjusting, “Turbocharger - Inspect”.If the wastegate actuator is faulty, replace theturbocharger. Refer to Disassembly and Assembly,“Turbocharger - Remove” and Disassembly andAssembly, “Turbocharger - Install”.

8. If necessary, replace the turbocharger. Referto Disassembly and Assembly, “Turbocharger- Remove” and Disassembly and Assembly,“Turbocharger - Install”.

9. Check that the repairs have eliminated the faults.

10. If the fault has not been eliminated, proceed to“Fuel Supply”.

Turbochargers

This procedure is applicable only to engines thathave two turbochargers.

Note: The turbochargers that are installed on theengine are nonserviceable items. If any mechanicalfault exists, then the faulty turbocharger must bereplaced.

1. Ensure that the mounting bolts for theturbochargers are tight.

2. Check that the oil feeds for the turbochargers arenot blocked or restricted.

3. Check that the oil drains for the turbochargers arenot blocked or restricted.

4. Check that the compressor housings for theturbochargers are free of dirt, debris, and damage.



5. Check that the turbine housings for theturbochargers are free of dirt, debris, damage,and oil deposits.

6. Check that the turbine wheels rotate freely in theturbochargers. Make sure that the compressorwheels rotate with the turbine wheels.

7. Ensure that the wastegate on the high-pressureturbocharger is operating correctly. Refer toSystems Operation, Testing and Adjusting,“Turbocharger - Inspect”. If the wastegateactuator is faulty, replace the turbocharger. Referto Disassembly and Assembly, “Turbocharger- Remove” and Disassembly and Assembly,“Turbocharger - Install”.

8. If a fault is identified in either turbocharger, replacethe affected turbocharger. Refer to Disassemblyand Assembly, “Turbocharger - Remove” andDisassembly and Assembly, “Turbocharger -Install”.



Fuel Supply

1. Visually check the fuel tank for fuel. The fuelgauge may be faulty.

2. Ensure that the fuel supply valve (if equipped) isin the full OPEN position.

3. If the temperature is below 0 °C (32 °F), checkfor solidified fuel (wax).

4. Check the primary filter/water separator for waterin the fuel.

5. Check for fuel supply lines that are restricted.

6. Check that the low-pressure fuel lines are tightand secured properly.

7. Check that the Electric Fuel Lift Pump (EFLP)is operating. If the EFLP is suspect, refer toTroubleshooting, “Fuel Pump Relay Circuit - Test”.

8. Replace the in-line fuel strainer that is installedupstream from the EFLP.

9. Replace the primary fuel filter and the secondaryfuel filter. Refer to the Operation and MaintenanceManual, “Fuel System Primary Filter (WaterSeparator) Element - Replace”.

10.Check the diesel fuel for contamination. Refer toSystems Operation, Testing and Adjusting, “FuelQuality - Test”.

11.Check for air in the fuel system. Refer to SystemsOperation, Testing and Adjusting, “Air in Fuel -Test”.

12.Ensure that the fuel system has been primed.Refer to Systems Operation, Testing andAdjusting, “Fuel System - Prime”.

13. Turn the keyswitch to the OFF position and thendisconnect the electrical connector from the EFLP.

14.With the keyswitch in the ON position, measurethe voltage at the harness connector for the EFLP.The voltage must be between 10 VDC and 14VDC for a 12 VDC system. The voltage mustbe between 20 VDC and 28 VDC for a 24 VDCsystem. If the voltage is below 10 VDC for a 12VDC system, investigate the cause. If the voltageis below 20 VDC for a 24 VDC system, investigatethe cause. Refer to Troubleshooting, “Fuel PumpRelay Circuit - Test”.

15. Turn the keyswitch to the OFF position and thenreconnect the electrical connector to the EFLP.

16. If a repair has been performed to rectify a lowsupply voltage to the EFLP, attempt to start theengine. If the engine does not start, continue withthis procedure.

Note: Before performing the following fuel systemtests, the engine must be stopped for a minimum of30 minutes.

Note: When performing the following fuel systemtests, the Electric Fuel Lift Pump (EFLP) will onlyoperate for 2 minutes unless the engine is running. Ifnecessary, cycle the keyswitch in order to reactivatethe pump.




Locations on the low-pressure fuel system on a 1204E engine(1) Fuel return to the secondary fuel filter(2) Secondary fuel filter base(3) Transfer pump inlet regulator (TPIR)(4) Transfer pump inlet regulator return port


Locations on the low-pressure fuel system on a 1206E engine

(1) Fuel return to the secondary fuel filter(2) Secondary fuel filter base(3) Transfer pump inlet regulator (TPIR)(4) Transfer pump inlet regulator return port

Transfer Pump Inlet Regulator (TPIR) Flow Test

For a 1204E engine, refer to Illustration 29. For a1206E engine, refer to Illustration 30.

Perform the following procedure:

1. Disconnect the TPIR return line from the drain porton the TPIR. Install a suitable blanking cap on theopen port in the TPIR return line

2. Connect a temporary drain line to the drain porton the TPIR.

3. Place the end of the temporary drain line into asuitable calibrated container.

4. With the keyswitch in the ON position but theengine not running, use a suitable multimeter tomeasure the input voltage to the EFLP. Recordthe reading.

5. With the keyswitch in the ON position but theengine not running, measure the fuel flow fromthe temporary drain line.

• For a 12 VDC system on a 1204E engine, referto Illustration 31 for the minimum acceptableflow rate.




g02485896Illustration 31Minimum TPIR flow rate for a 1204E engine with a 12 VDC system





Minimum TPIR flow rate for a 1206E engine with a 12 VDC system


6. Remove the temporary drain line from the drainport on the TPIR. Connect the TPIR return lineto the TPIR.

7. If the fuel flow in Step 5 is greater than theminimum limit, proceed to “Low Compression(Cylinder Pressure)”.

8. If the fuel flow in Step 5 is below the minimum limit,proceed to “Return Pressure Relief Valve Test”.

Return Pressure Relief Valve Test

Use the following procedure to check the fuelflow through the return pressure relief valve in thesecondary fuel filter base:

1. Disconnect the return line (1) from the secondaryfuel filter base and install a blank on the line.Install a temporary line and a calibrated containerto the filter base.

2. With the keyswitch in the ON position, measurefuel flow from the temporary line.

3. If the fuel flow is more than 300 mL/min(10.2 oz/min), replace the secondary fuel filterbase. Refer to Disassembly and Assembly, “FuelFilter Base - Remove and Install (Twin SecondaryFuel Filter)”.

4. Remove the temporary line and reconnect thereturn line.

5. If the secondary fuel filter base has been replaced,attempt to start the engine. If the engine does notstart, use the following procedure to check the fuelflow from the EFLP:

6. Disconnect the fuel inlet from the primary fuelfilter. Place the open end of the disconnected lineinto a calibrated container.

7. With the keyswitch in the ON position, measurethe flow from the fuel line. Refer to the Illustration35 for the minimum acceptable fuel flow on a12 VDC system. Refer to the Illustration 36 forthe minimum acceptable fuel flow on a 24 VDCsystem.

g02527498Illustration 35Minimum EFLP flow rate for a 12 VDC system




8. If the fuel flow is more than 5% below theacceptable limit, replace the EFLP.

9. If the fuel flow is more than 5% above theacceptable limit, contact Perkins Global TechnicalSupport.

10. If the fuel flow from the EFLP is within limits,proceed to “Check the Return Fuel Lines”.

Check the Return Fuel Lines

1. Make sure that the TPIR return line is not blockedor kinked.

2. If the TPIR return line is clear, confirm that theElectric Fuel Lift Pump (EFLP) is operating. Makesure that fuel lines between the EFLP and theTPIR are not blocked or kinked.

3. If the fuel lines to the TPIR are clear and the EFLPis operating, replace the TPIR.

4. If the fault is still present, proceed to “LowCompression (Cylinder Pressure)”.

Low Compression (Cylinder Pressure)

1. Perform a compression test. Refer to SystemsOperation, Testing and Adjusting, “Compression- Test ”.

2. If low compression is noted on any cylinders,investigate the cause and rectify any faults.

Possible causes of low compression are shownin the following list:

• Loose glow plugs

• Faulty piston

• Faulty piston rings

• Worn cylinder bores

• Worn valves

• Faulty cylinder head gasket

• Damaged cylinder head

3. Perform all necessary repairs.

4. Ensure that the repairs have eliminated the faults.

5. If no faults are detected, proceed to “ElectronicUnit Injectors”.

Electronic Unit Injectors

1. Use the electronic service tool to performthe automatic “Cylinder Cut Out Test”. Ifthe compression test that was performed in“Low Compression (Cylinder Pressure)” wassatisfactory, the “Cylinder Cut Out Test” willidentify any faulty injectors.

2. Remove any faulty electronic unit injectors. Referto Disassembly and Assembly, “Electronic UnitInjector - Remove”.

3. Install new electronic unit injectors. Refer toDisassembly and Assembly, “Electronic UnitInjector - Install”.

4. Repeat the test in 1. If the fault is still apparent,remove the replacement electronic unit injectorand install the original electronic unit injector.Refer to Disassembly and Assembly, “ElectronicUnit Injector - Remove” and Disassembly andAssembly, “Electronic Unit Injector - Install”.

5. If the repair does not eliminate the fault, refer to“Individual Malfunctioning Cylinders”.

Individual Malfunctioning Cylinders

1. With the engine speed at a fast idle, use theelectronic service tool to perform the manual“Cylinder Cut Out Test”. As each cylinder is cutout, listen for a change in the sound from theengine. When a cylinder is cut out, there should bea noticeable change in the sound of the engine. Ifa change in the sound of the engine is not noted,the isolated cylinder is not operating under normalconditions. If the isolation of a cylinder results ina change that is less noticeable, the cylinder isoperating below normal performance. Investigatethe cause of the fault on any cylinder that isnot operating. Investigate the cause of the faulton any cylinder that is operating below normalperformance.

2. If the fault is not eliminated, repeat this testprocedure from Test Step 1.



i04079191

Alternator Is Noisy

Refer to Systems Operation, Testing, and Adjustingfor information on possible electrical causes of thiscondition.

Probable Causes• Alternator drive belt

• Alternator mounting bracket

• Alternator drive pulley

• Alternator bearings

Recommended Actions

Alternator Drive Belt

Inspect the condition of the alternator drive belt. Ifthe alternator drive belt is worn or damaged, checkthat the drive belt for the alternator and the pulley arecorrectly aligned. If the alignment is correct, replacethe drive belt. Refer to Disassembly and Assembly,“Alternator Belt - Remove and Install”.

Alternator Mounting Bracket

Inspect the alternator mounting bracket for cracksand wear. Repair the mounting bracket or replace themounting bracket. Ensure that the alternator drivebelt and the alternator drive pulley are in alignment.

Alternator Drive Pulley

Remove the nut for the alternator drive pulley andthen inspect the nut and the drive shaft. If no damageis found, install the nut and tighten the nut to thecorrect torque. Refer to Disassembly and Assembly,“Alternator - Install” for the correct torque.

Alternator Bearings

Check for excessive play of the shaft in the alternator.Check for wear in the alternator bearings. Thealternator is a nonserviceable item. The alternatormust be replaced if the bearings are worn. Refer toDisassembly and Assembly, “Alternator - Remove”and Disassembly and Assembly , “Alternator - Install”.

i04079192

Alternator Problem

Probable Causes• Alternator drive belt

• Charging circuit

• Alternator

Recommended Actions

Alternator Drive Belt

Inspect the condition of the alternator drive belt. Ifthe alternator drive belt is worn or damaged, checkthat the drive belt for the alternator and the pulley arecorrectly aligned. If the alignment is correct, replacethe drive belt. Refer to Disassembly and Assembly,“Alternator Belt - Remove and Install”.

Charging Circuit

Inspect the battery cables, wiring, and connections inthe charging circuit. Clean all connections and tightenall connections. Replace any faulty parts.

Alternator

Verify that the alternator is operating correctly.Refer to Systems Operation, Testing, and Adjusting,“Alternator - Test”. The alternator is not a serviceableitem. The alternator must be replaced if the alternatoris not operating correctly. Refer to Disassembly andAssembly, “Alternator - Remove” and Disassemblyand Assembly , “Alternator - Install”.

i04079193

Battery Problem

Probable Causes• Charging circuit

• Battery

• Auxiliary device



Recommended Actions

Charging Circuit

If a fault in the battery charging circuit is suspected,refer to Troubleshooting, “Alternator Problem”.

Faulty Battery

1. Check that the battery is able to maintain acharge. Refer to Systems Operation, Testing, andAdjusting, “Battery - Test”.

2. If the battery does not maintain a charge,replace the battery. Refer to the Operation andMaintenance Manual, “Battery - Replace”.

Auxiliary Device

1. Check if an auxiliary device has drained thebattery by being left in the ON position.

2. Charge the battery.

3. Verify that the battery is able to maintain a chargewhen all auxiliary devices are switched off.

i04079194

Coolant Contains Oil

Probable Causes• Engine oil cooler

• Cylinder head gasket

• Cylinder head

• Cylinder block

Recommended Actions

Engine Oil Cooler

1. Drain the coolant from the cooling system. Drainthe lubricating oil from the engine oil cooler. Referto the Operation and Maintenance Manual formore information.

2. Check for leaks in the oil cooler assembly. Referto Systems Operation, Testing, and Adjusting,“Cooling System” for the correct procedure. If aleak is found, install a new oil cooler. Refer toDisassembly and Assembly, “Engine Oil Cooler- Remove” and Disassembly and Assembly,“Engine Oil Cooler - Install” for the correctprocedure.

Cylinder Head Gasket

1. Remove the cylinder head. Refer to Disassemblyand Assembly, “Cylinder Head - Remove” for thecorrect procedure.

2. Inspect the cylinder head gasket for faults and anysigns of leakage.

3. Proceed to the recommended actions for the“Cylinder Head”.

Cylinder Head

1. Check the cylinder head for flatness. Refer toSystems Operation, Testing, and Adjusting,“Cylinder Head - Inspect” for the correct procedure.

2. Check the mating face of the cylinder head forfaults and signs of leakage. If a fault is found,replace the cylinder head. If signs of leakageare found, determine the cause of the leakage.Refer to Systems Operation, Testing, andAdjusting, “Cylinder Head - Inspect” for the correctprocedure.

3. Proceed to “Cylinder Block”.

Cylinder Block

Inspect the top face of the cylinder block for faultsand signs of leakage. If a fault is found, replacethe cylinder block. If signs of leakage are found,determine the cause of the leakage. Refer to SystemsOperation, Testing, and Adjusting, “Cylinder Block -Inspect” for the correct procedure.

Assembly after Repair

1. Install the cylinder head. Refer to Disassemblyand Assembly, “Cylinder Head - Install”.

2. Replenish the engine with clean engine oil tothe correct level. Refer to the Operation andMaintenance Manual, “Engine Oil and Filter -Change” for more information.

3. Fill the cooling system. Refer to the Operation andMaintenance Manual, “Cooling System Coolant(ELC) - Change”.

i03860850

Coolant Level Is Low

This diagnostic trouble code is only applicable if theoptional coolant level switch is installed.

This procedure covers the following diagnostic code:



Table 79

Diagnostic Trouble Codes for Low Coolant Level

J1939 Code Description Information About the Code

111-1 Engine Coolant Level : Low- Level 3

The coolant level switch is operating correctly. The coolant level is low.

The engine has been running for 10 seconds.

The engine will shut down 10 seconds after the code becomes active.

Factory passwords are required in order to clear the logged code.

Inspect the cooling system for leaks. Refer toSystems Operation, Testing and Adjusting, “CoolingSystem - Test” for the correct procedure.

i04079195

Coolant Temperature Is High

This procedure covers the following diagnostictrouble codes:



Table 80

Diagnostic Trouble Codes for High Coolant Temperature

J1939 Code Code Description Comments

110-15 Engine Coolant Temperature : High - least severe

The coolant temperature has been at109° C (228° F) for 10 seconds.

The ECM has been powered for at least2 seconds.

The engine has been running for atleast 185 seconds.

There are no electrical faults or batteryfaults on the circuit.

110-16 Engine Coolant Temperature : High - moderate severity





The engine will be derated.

110-0 Engine Coolant Temperature : High - most severe






The engine may shut down.


• Coolant temperature gauge

• Coolant level

• Radiator fins

• Radiator cap and/or pressure relief valve

• Restriction in the coolant system

• Water temperature regulator

• Engine cooling fan

• Quality of coolant

• Coolant pump


Recommended Actions

Diagnostic Codes

Use one of the following methods to check fordiagnostic codes that relate to the temperature in thecooling system:



• Flash Codes











Flash Codes




Coolant Temperature Gauge

Compare the reading for the coolant temperatureon the electronic service tool to the reading for thecoolant temperature on a calibrated test gauge.

Coolant Level

1. Inspect the coolant level. If necessary, addcoolant.

2. Check the cooling system for leaks. Repair anyleaks.

Radiator Fins

Check the radiator fins for dirt, debris, and/or damage.Remove any dirt and/or debris and straighten anybent fins.

Radiator Cap and/or Pressure ReliefValve

1. Pressure-test the cooling system. Refer toSystems Operation, Testing, and Adjusting,“Cooling System” for the correct procedure.

2. Check that the seating surfaces of the pressurerelief valve and the radiator cap are clean andundamaged.

3. Check operation of the pressure relief valveand/or the radiator cap. If necessary, clean thecomponents and/or replace the components.

Restriction in the Coolant System

1. Visually inspect the cooling system for collapsedhoses and/or other restrictions.

2. Clean the radiator and flush the radiator. Referto Systems Operation, Testing, and Adjusting,“Cooling System”.

Water Temperature Regulator

Check the water temperature regulator for correctoperation. Refer to Systems Operation, Testing, andAdjusting, “Cooling System” for the proper procedure.If necessary, replace the water temperature regulator.Refer to Disassembly and Assembly, “WaterTemperature Regulator - Remove and Install” formore information.

Engine Cooling Fan

1. Make sure that the engine cooling fan is correctlyinstalled.

2. Make sure that the engine cooling fan is beingdriven correctly by the drive belt. If necessary,replace the tensioner or replace the drive belt.Refer to Disassembly and Assembly, “AlternatorBelt - Remove and Install”.

3. Check the engine cooling fan for damage. Ifnecessary, replace the fan. Refer to Disassemblyand Assembly, “Fan - Remove and Install”.

Quality of Coolant

Check the quality of the coolant. Refer to theOperation and Maintenance Manual, “RefillCapacities and Recommendations - Coolant”.

Coolant Pump

1. Inspect the impeller of the coolant pump fordamage and/or erosion.



2. Make sure that the drive gear is not loose on thedrive shaft of the coolant pump.

3. If necessary, replace the coolant pump. Referto Disassembly and Assembly, “Water Pump -Remove” and Disassembly and Assembly, “WaterPump - Install”.


Switch off the engine and allow the engine to coolto below normal working temperature. Removethe pressure cap for the coolant system. Start theengine and inspect the coolant for the presenceof bubbles. If bubbles are present in the coolant,combustion gases may be entering the coolingsystem. Check the cylinder head gasket. Refer to therecommended action for the cylinder head gasketwithin Troubleshooting, “Oil Contains Coolant”.Check the cylinder head for flatness. Refer to therecommended action for checking flatness of thecylinder head within Systems Operation, Testing, andAdjusting, “Cylinder Head - Inspect”. Fit the pressurecap if there are no bubbles in the coolant.

i04196849

Crankcase Breather Ejects Oil

The crankcase breather canister includes a pressurerelief valve that prevents a build-up of excessivepressure in the breather canister.

In normal operation of the engine, the pressurerelief valve remains closed. If there is evidence ofoil staining on the cylinder head behind the breathercanister, perform the following procedure in order todiagnose the fault.

Probable Causes• Breather filter

• Breather hoses

• Excessive blow-by

Breather Filter


Typical breather canister(1) Filter element(2) Breather canister

1. Check that filter element (1) is correctly installedand that the element is not damaged.

2. If necessary, install a new filter element.

Note: If a new filter element blocks before the serviceperiod is completed, the blockage can indicate a faultin the engine.

3. Check for restrictions or blockages in breathercanister (2).

Note: In cold ambient conditions, ice can form in theoutlets of the breather canister.

4. If the breather canister and filter are operatingcorrectly, proceed to “Breather Hoses”.

Breather Hoses

1. Make sure that the oil return hose from thebreather canister is not pinched or blocked.

2. Make sure that the breather outlet hose from thebreather canister is not pinched or blocked.

3. If the oil return hose or the breather outlet hose areblocked, clear the blockage or replace the hose.



4. If the hoses are clear, proceed to “ExcessiveBlow-by”.

Excessive Blow-by

Excessive blow-by increases the flow of fumesthrough the breather system and can cause thebreather filter to block. The pressure relief valve maythen open.

1. If excessive blow-by is suspected, replacethe breather filter. Refer to the Operation andMaintenance Manual, “Engine CrankcaseBreather Element - Replace”.

2. Investigate the cause of the excessive blow-by.Refer to Troubleshooting, “Oil Consumption IsExcessive”.

i04189972

Crankcase Fumes DisposalTube Has Oil Draining

A discharge of condensation from the breather isnormal. The discharge is normally clear but cancontain soot. Although the discharge can contain oilvapor, any liquid oil must be limited to 0.5 g (0.02 oz)per hour. An oil discharge in excess of 0.5 g (0.02 oz)must be investigated.

Probable Causes• Breather filter

• Engine oil level

• One-way valve

• Excessive blow-by

Recommended Actions

Breather Filter


Typical breather canister(1) Filter element(2) Breather canister

1. Check that filter element (1) is correctly installedand that the element is not damaged.

2. If necessary, install a new filter element.

Note: If a new filter element blocks before the serviceperiod is completed, the blockage can indicate a faultin the engine.

3. If the filter element is satisfactory, proceed to“Engine Oil Level”.

Engine Oil Level

1. Check the oil level in the engine.

2. If the engine oil level is high, check forcontamination of the oil with fuel or coolant.Refer to Troubleshooting, “Oil Contains Fuel” orTroubleshooting, “Oil Contains Coolant”.

3. If the engine oil is not contaminated, remove theexcess oil.

4. If the engine oil level is correct, proceed to“One-way Valve”.



One-way Valve

g02381076Illustration 39(1) Breather drain hose(2) One-way valve

1. Disconnect breather drain hose (1) from one-wayvalve (2) and then remove the one-way valve fromthe engine. Refer to Disassembly and Assembly,“Crankcase Breather - Remove”.

2. Use a suitable cleaning solution to flush theone-way valve.

3. Connect a low-pressure air supply breather drainhose side of the one-way valve. The air must flowfreely through the valve.

4. Connect a low-pressure air supply crankcase sideof the one-way valve. The valve must block theairflow.

5. If the one-way valve does not operate correctly,replace the valve.

6. Install the one-way valve. Refer to Disassemblyand Assembly, “Crankcase Breather - Install”.

7. If the one-way valve is satisfactory, proceed to“Excessive Blow-by”.

Excessive Blow-by

Excessive breather emission that is caused byblow-by is evidence of wear in the engine.

1. If excessive blow-by is suspected, replacethe breather filter. Refer to the Operation andMaintenance Manual, “Engine CrankcaseBreather Element - Replace”.

2. Investigate the cause of the excessive blow-by.Refer to Troubleshooting, “Oil Consumption IsExcessive”.

i04082410

Cylinder Is Noisy

Probable Causes• Fuel quality

• Valve lash

• Low Compression (Cylinder Pressure)

• Injectors

• Pistons

Recommended Actions

Fuel Quality

1. Check the fuel quality. Refer to SystemsOperation, Testing, and Adjusting, “Fuel Quality -Test”.

2. If unsatisfactory fuel is found, perform the followingprocedure.

a. Drain the fuel system.

b. Replace the fuel filters. Refer to the Operationand Maintenance Manual, “Fuel SystemPrimary Filter (Water Separator) Element -Replace” and Operation and MaintenanceManual, “Fuel System Filter - Replace”.

c. Fill the fuel system with fuel that meets thestandard in the Operation and MaintenanceManual, “Fluid Recommendations”.

d. Prime the fuel system. Refer to the Operationand Maintenance Manual, “Fuel System -Prime”.

3. If the fault is not eliminated, refer to “Valve Lash”.

Valve Lash

1. Refer to Troubleshooting, “Valve Lash IsExcessive”.

2. If the fault has not been eliminated, proceed to“Low Compression (Cylinder Pressure)”.




1. Perform a compression test. Refer to SystemsOperation, Testing, and Adjusting, “Compression- Test ”.

2. If low compression is noted on any cylinders,investigate the cause and rectify any faults.



• Faulty piston



• Worn valves





5. If no faults are detected, proceed to “Injectors”.

Injectors



3. Install a new electronic unit injector. Refer toDisassembly and Assembly, “Electronic UnitInjector - Install”.

4. Repeat the test in 1. If the noise is still apparent,remove the replacement electronic unit injectorand install the original electronic unit injector.Refer to Disassembly and Assembly, “ElectronicUnit Injector - Remove” and Disassembly andAssembly, “Electronic Unit Injector - Install”.

5. If the fault is still apparent, refer to “Pistons”.

Pistons

1. Inspect the pistons for damage and wear. Replaceany damaged parts.

2. If the noise is still present, contact Perkins GlobalTechnical Support.

i04156694

Diesel Particulate FilterCollects Excessive Soot

The Electronic Control Module (ECM) uses thesoot sensors to monitor the soot load in the DieselParticulate Filter (DPF). An excessive accumulationof soot in the DPF can be caused by the followingfaults:

• Faulty injectors

• A mechanical fault in a cylinder

• Low exhaust gas temperature

• A faulty exhaust back pressure valve

• A fault in the NOx Reduction System (NRS)

If the soot load becomes excessive, the ECMactivates the applicable code.



Table 81

Diagnostic Trouble Codes for Excessive Soot Load

J1939 Code andDescription

Information that Relates to the Code

3719-16 High DieselParticulate Filter #1 Soot

Loading - Level 2

The estimated soot load is high. The ECM shuts down the engine when this code becomesactive for the first time. The engine can be started and operated. Engine power is graduallyderated as the soot load increases.

3719-0 High DieselParticulate Filter #1 Soot

Loading - Level 3

The estimated soot load is very high. Engine operation is limited to 30 second intervals whenthe electronic service tool is not communicating with the ECM.

Troubleshooting Procedure

Engine operation must be kept to a minimum in orderto minimize the amount of soot that is created. Followthe troubleshooting procedure in order to minimizethe amount of engine operation.

1. Perform the “Cylinder Cutout Test” on theelectronic service tool. If there is a fault withinjection, make the necessary repairs. If there isa mechanical fault in the cylinder, investigate thecause of the fault. If the “Cylinder Cutout Test”does not report any faults, continue with thisprocedure.

2. Use the electronic service tool to check for a5629-31 diagnostic trouble code. This codeindicates that regeneration will not occur due tolow temperature of the exhaust gas. Identify anyleaks in the exhaust system and rectify any leaks.

3. Use the electronic service tool to check fordiagnostic trouble codes that are associated withthe exhaust back pressure valve or the NRSsystem.

4. Investigate any faults that are associated with theexhaust back pressure valve or the NRS system.Refer to Troubleshooting, “Diagnostic TroubleCodes”.

5. When all faults have been rectified, run the engineat an elevated idle in order to regenerate the DPF.Make sure that the 3719-xx diagnostic troublecode is no longer active.

6. If the 3719-xx diagnostic trouble code remainsactive, use the electronic service tool to performthe “DPF Desulphation Procedure”. On completionof the “DPF Desulphation Procedure”, repeat Step5 and confirm that the 3719-xx diagnostic troublecode is no longer active.

i03862607

Diesel Particulate FilterTemperature Is Low

The Electronic Control Module (ECM) monitors thetemperature at the intake of the Diesel ParticulateFilter (DPF). The ECM activates the following codewhen the conditions are met.



Table 82

Diagnostic Trouble Code

J1939Code Code Description Comments

3242-17 Particulate Trap Intake Gas Temperature : Low - leastsevere (1)

The temperature at the intake of the DPF is below thetrip point that is calculated by the ECM. The trip pointvaries depending on engine operating conditions.

The code is logged. The code remains active untilelectrical power to the ECM is cycled.

3242-18 Particulate Trap Intake Gas Temperature : Low -moderate severity (2)

The temperature at the intake of the DPF is below thetrip point that is calculated by the ECM. The trip pointvaries depending on engine operating conditions.

Engine power is derated 30%. The code is logged.The code remains active until electrical power to theECM is cycled.

Probable Causes• Insulation on the exhaust duct (if equipped)

• Exhaust back pressure valve

Recommended Actions

Insulation on the Exhaust Duct (ifequipped)

Check the insulation on the exhaust duct betweenthe engine and the Clean Emissions Module (CEM).Make sure that insulation is not missing or damaged.

Exhaust Back Pressure Valve

1. Use the electronic service tool to check for anyactive diagnostic trouble codes that are associatedwith the exhaust back pressure valve.

2. Investigate any faults that are associated withthe exhaust back pressure valve. Refer toTroubleshooting, “Motorized Valve - Test”.

i04079197

ECM Does Not Communicatewith Other Modules

Probable Causes• Electrical connectors

• Data Link

• Electronic Control Module (ECM)

• CAN data link

Recommended Actions1. Connect the electronic service tool to thediagnostic connector. If the ECM does notcommunicate with the electronic service tool, referto Troubleshooting, “Electronic Service Tool DoesNot Communicate”.

2. Ensure that the following items arecorrectly installed and undamaged. Referto Troubleshooting, “Electrical Connectors -Inspect”.

• P1 and P2 connectors on the ECM

• Wiring to display modules

• Wiring to other control modules

3. Troubleshoot the data link for possible faults. Referto Troubleshooting, “Data Link Circuit - Test”.

4. Verify that the CAN data link does not have anopen or short circuit. Refer to Troubleshooting,“CAN Data Link Circuit - Test”.

i03937795

ECM Will Not Accept FactoryPasswords

Probable CausesOne of the following items may not be recordedcorrectly on the electronic service tool:

• Passwords

• Serial numbers



• Total tattletale

• Reason code

Recommended Actions1. Verify that the correct passwords were entered.Check every character in each password. Removethe electrical power from the engine for 30seconds and then retry.

2. Verify that the electronic service tool is displayingthe “Enter Factory Passwords” dialog box.

3. Use the electronic service tool to verify that thefollowing information has been entered correctly:

• Engine serial number

• Serial number for the electronic control module

• Serial number for the electronic service tool

• Total tattletale

• Reason code

For additional information, refer to Troubleshooting,“Factory Passwords”.

i04079200

Electronic Service Tool DoesNot Communicate

Probable Causes• Configuration of the communications adapter


• Communication adapter and/or cables

• Electrical power supply to the diagnostic connector

• Electronic service tool and related hardware

• Electrical power supply to the Electronic ControlModule (ECM)

• Data Link

Recommended ActionsStart the engine. If the engine starts, but the ECMwill not communicate with the electronic service tool,continue with this procedure. If the engine will notstart, refer to Troubleshooting, “Engine Cranks butDoes Not Start”. If the engine will not crank, refer toTroubleshooting, “Engine Does Not Crank”.

Configuration of the CommunicationsAdapter

1. Access “Preferences” under the “Utilities” menuon the electronic service tool.

2. Verify that the correct “Communications InterfaceDevice” is selected.

3. Verify that the correct port is selected for use bythe communication adapter.

Note: The most commonly used port is “COM 1”.

4. Check for any hardware that is utilizing thesame port as the communications adapter. If anydevices are configured to use the same port, exitor close the software programs for that device.


Check for correct installation of the P1 and P2 ECMconnectors and of the connector for the electronicservice tool. Refer to Troubleshooting, “ElectricalConnectors - Inspect”.

Communication Adapter and/or Cables

1. Make sure that the firmware and driver files are themost current files for the type of communicationadapter that is being used. If the firmware anddriver files do not match, the communicationadapter will not communicate with the electronicservice tool.

2. Disconnect the communication adapter and thecables from the diagnostic connector. Reconnectthe communication adapter to the diagnosticconnector.

3. Verify that the correct cable is being used betweenthe communication adapter and the diagnosticconnector. Refer to Troubleshooting, “ElectronicService Tools”.

4. If the laptop computer has a Windows operatingsystem, restart the laptop computer in orderto eliminate the possibility of a conflict in thesoftware.



Electrical Power Supply to the DiagnosticConnector

Verify that battery voltage is present betweenterminals A and B of the diagnostic connector. If thecommunication adapter is not receiving power, theLED display on the communication adapter will be off.

Electronic Service Tool and RelatedHardware

In order to eliminate the electronic service tooland the related hardware as the fault, connect theelectronic service tool to a different engine. If thesame fault occurs on a different engine, check theelectronic service tool and the related hardware forfaults.

Electrical Power Supply to the ElectronicControl Module (ECM)

Check power to the ECM. Refer to SystemsOperation, Testing, and Adjusting, “Charging System- Test”.

Note: If the ECM is not receiving battery voltage, theECM will not communicate.

Data Link

Troubleshoot the Data Link for possible faults. Referto Troubleshooting, “Data Link Circuit - Test”.

i04153849

Engine Cranks but Does NotStart


• Visible faults


• Speed/timing sensor

• Fuel system

• Glow plugs

• Ether starting aid


Recommended Actions


Diagnostic Codes




• Flash Codes





4. Attempt to start the engine. If the engine will notstart, proceed to “Visible Faults”.






Flash Codes







Visible Faults

1. Visually inspect the engine for the following faults:

• Missing components

• Damaged components

• Damaged electrical cables or loose electricalcables

• Oil leaks

• Fuel leaks

2. Check the following items:

• If the Diesel Particulate Filter (DPF) frequentlycollects excessive soot prior to this fault, theremay be a faulty cylinder in the engine. Refer to“Low compression (cylinder pressure)”.

• Check for the proper level of fuel, oil, andcoolant.

• Ensure that the fuel supply valve (if equipped)is in the full OPEN position.

• If the ambient temperature is below 0 °C (32 °F),make sure that the correct specification of oilis used.

• Check that the battery voltage is correct.

• Use the electronic service tool to check theaverage cranking speed of the engine. If thecranking speed is less than 150 rpm, investigatethe cause of the low cranking speed.

• Make sure that all fuel filters are correctlyinstalled.

• Drain any water from the primary fuel filter/waterseparator.

3. Rectify any faults that are found during the visualchecks.

4. Attempt to start the engine. If the engine will notstart, proceed to “Air Intake and Exhaust System”.




3. Check the air intake and exhaust systems for thefollowing defects:

• Blockages

• Restrictions

• Damage to lines or hoses

4. Repair any defects before attempting to restartthe engine.

5. Attempt to start the engine. If the engine will notstart, proceed to “Speed/timing Sensors”.

Speed/timing Sensors

1. Disconnect the connector from the primaryspeed/timing sensor.

2. Attempt to start the engine.

3. If the engine starts, check for a fault in the circuitfor the primary speed/timing sensor. Refer toTroubleshooting, “Engine Speed/Timing SensorCircuit - Test”. If no fault is found, inspect thetiming ring on the crankshaft for misalignment ordamage. If necessary, repair the timing ring. Referto Disassembly and Assembly, “Crankshaft TimingRing - Remove and Install”.


5. Check that the desired fuel rail pressure is at least25 MPa (3625 psi) when the engine is cranking.

6. If the desired fuel rail pressure is less than 25 MPa(3625 psi), perform the following procedure:

a. Use the electronic service tool to check thesignal from the secondary speed/timing sensorwhile the engine is cranking.

b. If the signal from the secondary speed/timingsensor is 0 rpm, investigate the secondaryspeed/timing sensor. Refer to Troubleshooting,“Engine Speed/Timing Sensor Circuit - Test”.

c. If a fault is identified in the circuit for thesecondary speed/timing sensor, repair the faultand then attempt to start the engine. If theengine will not start, proceed to “Fuel System”.

d. If the signal from the secondary speed/timingsensor is greater than 0 rpm and the enginewill not start, proceed to “Fuel System”.



Fuel System



3. Check that the low-pressure fuel lines are correctlyinstalled.

4. Check that the fuel lift pump is operating. If thefuel lift pump is suspect, refer to Troubleshooting,“Fuel Pump Relay Circuit - Test”.

5. Check the diesel fuel for contamination. Refer toSystems Operation, Testing, and Adjusting, “FuelQuality - Test”.

6. Check for air in the fuel system. Refer to SystemsOperation, Testing, and Adjusting, “Air in Fuel -Test”.

7. Ensure that the fuel system has been primed.Refer to Systems Operation, Testing, andAdjusting, “Fuel System - Prime”.

8. Attempt to start the engine. If the engine will notstart, continue with this procedure.


10.Replace the primary fuel filter and the secondaryfuel filter. Refer to the Operation and MaintenanceManual, “Fuel System Primary Filter (WaterSeparator) Element - Replace”.

11.Attempt to start the engine. If the engine will notstart, continue with this procedure.







g02525302Illustration 40Locations on the low-pressure fuel system on a 1204E engine


























7. If the fuel flow in Step 5 is greater than theminimum limit, proceed to “High-Pressure FuelSystem”.






















4. If the fault is still present, proceed to“High-Pressure Fuel System”.

High Pressure Fuel System

1. Check for fuel leaks in the high-pressure fuelsystem. Rectify any fuel leaks and then recheckthe pressure in the fuel rail. If the fuel rail pressureis greater than 25 MPa (3625 psi), proceed to teststep 7.

2. Use the electronic service tool to perform asolenoid test on the fuel injection pump. Refer toTroubleshooting, “Solenoid Valve - Test”.

3. If any service has been performed as a result ofStep 2, attempt to start the engine. If the enginewill not start, repeat the diagnostic process from“Diagnostic Codes”.

4. Check the Pressure Limiting Valve (PLV) in thefuel rail for leakage. If the PLV is leaking, replacethe valve and recheck the pressure in the fuel rail.

5. If the PLV in the fuel rail is not leaking, check forfuel in the engine oil system. If fuel is suspectedin the oil system, take an engine oil sample foranalysis. Refer to the Operation and MaintenanceManual, “Engine Oil Sample - Obtain”. If theanalysis confirms that there is fuel in the engineoil system, investigate the cause.

6. If fuel is not found in the oil system, proceed toTest Step 7.

7. If the absolute fuel rail pressure is greaterthan 25 MPa (3625 psi), perform the followingprocedure:

8. Use the electronic service tool to make sure thatthe status of the electronic unit injectors is not“Disabled”. If the injectors are disabled but theinjectors have not been intentionally disabled withthe electronic service tool, proceed to test step 11.

9. If the electronic unit injectors are not disabled, usethe electronic service tool to perform an injectorsolenoid test. Refer to Troubleshooting, “InjectorSolenoid Circuit - Test”.

10. If any service has been performed as a result ofStep 9, attempt to start the engine. If the enginewill not start, proceed to “Glow Plugs”.

11.Make sure that the latest flash file for theapplication is installed in the ECM. Refer toTroubleshooting, “Flash Programming”.

12.Contact Perkins Global Technical Support.

Note: This consultation can greatly reduce the repairtime.

13. If Perkins Global Technical Support recommendsthe use of a test ECM, install a test ECM. Refer toTroubleshooting, “Replacing the ECM”.

14.Attempt to start the engine. If the engine will notstart, install the original ECM and then proceed toTest Step 17.

15. If the engine starts normally, reconnect thesuspect ECM and then verify that the fault returnswhen the suspect ECM is installed.

16. If the engine will not start with the suspect ECM,replace the ECM. Check that the engine startsnormally. If the engine starts normally, no furthertesting is required.

17.Check the timing of the high-pressure fuelpump. Refer to Systems Operation, Testing, andAdjusting, “Fuel Injection Timing - Check”.

18. If the timing of the high-pressure fuel pumprequired adjustment and the engine will not start,proceed to “Glow Plugs”.

19. If the timing of the high-pressure fuel pump wascorrect, replace the high-pressure fuel pump. Ifthe engine will not start, proceed to “Glow Plugs”.

Glow Plugs

Note: Faulty glow plugs will only affect starting of theengine when the ambient temperature is between5° C (41° F) and −25° C (−13° F).

1. Check the operation of the glow plugs. Refer toSystems Operation, Testing, and Adjusting, “GlowPlugs - Test”.

2. If necessary, replace faulty glow plugs. Refer toDisassembly and Assembly, “Glow Plug - Removeand Install”.

3. Attempt to start the engine. If the engine will notstart, proceed to “Ether Starting Aid”.

Ether Starting Aid

Note: A faulty ether starting aid will only affectstarting of the engine when the ambient temperatureis below −25° C (−13° F).

1. Use the electronic service tool to test the etherstarting aid.

2. If the ether starting aid is faulty, test the system.Refer to Troubleshooting, “Ether Starting Aid -Test”.

3. If necessary, perform any repairs to the etherstarting aid.



4. Attempt to start the engine. If the engine will notstart, proceed to “Low Compression (CylinderPressure)”.



2. If low compression is noted on any cylinders,investigate the cause and rectify the cause.



• Faulty piston



• Worn valves




4. Ensure that the repairs have eliminated the fault.

i04153851

Engine Does Not Crank

Probable Causes• Battery cables and/or batteries

• Starting motor solenoid or starting circuit

• Starting motor and/or flywheel ring gear

• Electrical power supply

• Internal engine fault

Recommended Repairs

Battery Cables and/or Batteries

1. Inspect the main power switch, battery posts,and battery cables for loose connections andcorrosion. If the battery cables are corroded,remove the battery cables and clean the batterycables. Clean the battery posts. Replace thecables. Tighten any loose connections.

2. Inspect the batteries.

a. Charge the batteries.

b. Load-test the batteries. Refer to SystemsOperation, Testing, and Adjusting, “Battery -Test”.

Starting Motor Solenoid or StartingCircuit

1. Test the operation of the starting motor solenoid.Refer to Systems Operation, Testing, andAdjusting, “Electric Starting System - Test”.

2. Check the wiring to the starting motor solenoid.

Starting Motor and/or Flywheel Ring Gear

1. Test the operation of the starting motor. Check thewiring for the starting motor. Refer to SystemsOperation, Testing, and Adjusting, “ElectricStarting System - Test”.

2. Inspect the pinion on the starting motor and theflywheel ring gear for damage.

Electrical Power Supply

If there is no electrical power supply, investigate thecause and rectify any defects. Refer to SystemsOperation, Testing, and Adjusting, “Charging System- Test”.

Internal Engine Fault

1. Remove the glow plugs. Refer to Disassemblyand Assembly, “Glow Plugs - Remove and Install”.

2. Attempt to rotate the crankshaft through 360degrees in both direction. If the crankshaft rotatescorrectly but fluid is expelled from the hole for theglow plug, investigate the cause of the fluid in thecylinder.

3. If the crankshaft rotates correctly and no fluidis expelled, install the glow plugs. Refer toDisassembly and Assembly, “Glow Plugs -Remove and Install”.



4. If the engine does not rotate in Step 2, disassemblethe engine. Refer to Disassembly and Assembly.

5. Inspect the internal components for the followingconditions:

• Seizure

• Failure

• Distortion

i04079430

Engine Has Early Wear

Probable Causes• Multiple starts or cold operation

• Incorrect maintenance intervals

• Dirt in engine oil

• Incorrect oil

• Contaminated oil

• Leaks in air intake system

• Dirt in fuel

• Low oil pressure

Recommended Actions

Multiple Starts or Cold Operation

Frequent starting and stopping of the engine cancause early wear. Also, operation of the engine forshort periods of time in cold conditions can causeearly wear.

Incorrect Maintenance Intervals

If the engine is not correctly maintained, early wearwill occur.

Make sure that the engine is maintained at thecorrect maintenance intervals. Refer to the Operationand Maintenance Manual, “Maintenance IntervalSchedule”.

Dirt in Engine Oil

1. Drain the oil from the crankcase and refill thecrankcase with clean engine oil. Install new engineoil filters. Refer to the Operation and MaintenanceManual for more information.

Incorrect Oil

1. Check that the engine is filled with oil of thecorrect specification. Refer to the Operation andMaintenance Manual, “Refill Capacities andRecommendations”.

2. If necessary, drain the engine oil system andrefill the engine oil system. Refer to Operationand Maintenance Manual, “Engine Oil and Filter- Change”.

Contaminated Oil

Check an oil sample for contamination with fuel. Ifcontamination is found, investigate the cause.

Leaks in Air Intake System

A leak in the air intake system may allow unfilteredair into the engine. Inspect the air intake system forstreaks which may indicate a leakage of unfiltered air.Inspect all of the gaskets and the connections. Repairany leaks. Refer to Systems Operation, Testing, andAdjusting, “Air Inlet and Exhaust System” for moreinformation.

Dirt in Fuel

1. Remove the fuel filters. Inspect the fuel filters forcontamination. Install new fuel filters. Refer tothe Operation and Maintenance Manual, “FuelSystem Filter- Replace” and Operation andMaintenance Manual, “Fuel System Primary Filter(Water Separator) Element - Replace”. Determinethe cause of the contamination.

2. Check the diesel fuel for contamination. Refer toSystems Operation, Testing, and Adjusting, “FuelQuality - Test”.

Low Oil Pressure

Refer to Troubleshooting, “Oil Pressure Is Low” forthe testing procedure. Repair any identified faults.

i04340770

Engine Has Mechanical Noise(Knock)

Probable Causes• Accessory equipment

• Valve train components

• Pistons



• Connecting rod and main bearings

Recommended Actions

Accessory Equipment

1. Isolate the source of the noise. Remove anysuspect engine accessory. Inspect the suspectengine accessory. Repair the engine accessoryand/or replace the engine accessory if any defectsare found.

2. If the mechanical noise is still apparent, refer to“Valve Train Components”.

Valve Train Components

1. Check the hydraulic lifters for correct operation.Refer to Systems Operation, Testing, andAdjusting, “Engine Valve Lash - Inspect”.

2. Inspect the following components of the valvetrain. Refer to Disassembly and Assembly for anycomponents that must be removed for inspection.

• Rocker arms

• Valve bridges

• Pushrods

• Hydraulic lifters

• Camshaft

• Valve stems

• Rocker shaft

3. Check the components for the following conditions:abnormal wear, excessive wear, straightness,and cleanliness. If necessary, use new parts forreplacement.

Note: If the camshaft is replaced, new valve liftersmust also be used.

4. If the mechanical noise is still apparent, refer to“Pistons”.

Pistons

1. Inspect the pistons for damage and wear. Replaceany damaged parts.

2. If the mechanical noise is still apparent, refer to“Connecting Rod and Main Bearings”.

Connecting Rod and Main Bearings

Inspect the connecting rod and main bearings.Also, inspect the bearing surfaces (journals) on thecrankshaft. Replace any damaged parts.

If the fault is still apparent, refer to Troubleshooting,“Cylinder Is Noisy”.

i04330489

Engine Misfires, Runs Roughor Is Unstable

Note: If the fault is intermittent and the fault cannotbe duplicated, refer to Troubleshooting, “IntermittentLow Power or Power Cutout”.

Note: If the fault only occurs under certain conditions,test the engine under those conditions. Examplesof certain conditions are high rpm, full load, andengine operating temperature. Troubleshootingthe symptoms under other conditions can givemisleading results.


• Throttle position sensor


• Fuel supply

• High-pressure fuel pump




Recommended Actions

Diagnostic Codes




• Flash Codes











Flash Codes




Throttle Position Sensor

1. Use the electronic service tool and observe thesignal for the throttle position sensor. Make surethat the throttle reaches the 100% raw positionand the calibrated position.

2. If the signal is erratic, refer to Troubleshooting,“Analog Throttle Position Sensor Circuit - Test” orTroubleshooting, “Digital Throttle Position SensorCircuit - Test”.

3. If the engine has a throttle switch, refer toTroubleshooting, “Throttle Switch Circuit - Test”.

4. If the repairs do not eliminate the fault, proceed to“Air Intake and Exhaust System”.




3. Check the air intake and exhaust systems for thefollowing defects:

• Blockages

• Restrictions

• Damage to lines or hoses

4. If the repairs do not eliminate the fault, proceed to“Fuel Supply”.

Fuel Supply









9. Replace the primary fuel filter and the secondaryfuel filter. Refer to the Operation and MaintenanceManual, “Fuel System Primary Filter (WaterSeparator) Element - Replace”.

10.Check the diesel fuel for contamination. Refer toSystems Operation, Testing and Adjusting, “FuelQuality - Test”.











g02525302Illustration 48Locations on the low-pressure fuel system on a 1204E engine(1) Fuel return to the secondary fuel filter(2) Secondary fuel filter base(3) Transfer pump inlet regulator (TPIR)(4) Transfer pump inlet regulator return port























7. If the fuel flow in Step 5 is greater than theminimum limit, proceed to “High-Pressure FuelPump”.






















4. If the fault is still present, proceed to“High-Pressure Fuel Pump”.

High-Pressure Fuel Pump

Note: The high-pressure fuel pump that is installedby the factory is a nonserviceable item. If any faultoccurs within the high-pressure fuel pump, the pumpmust be replaced.

1. Use the electronic service tool to select the correctscreen in order to display any diagnostic troublecodes that relate to the high-pressure fuel pump.Refer to Troubleshooting, “Troubleshooting with aDiagnostic Code”.

2. If the fault is not eliminated, refer to “LowCompression (Cylinder Pressure)”.






• Faulty piston



• Worn valves





5. If the repair does not eliminate the fault, refer to“Electronic Unit Injectors”.








5. If all injectors have been checked and no faults aredetected, proceed to “Individual MalfunctioningCylinders”.


1. With the engine speed at a fast idle, use theelectronic service tool to perform the manual“Cylinder Cut Out Test”. As each cylinder is cutout, listen for a change in the sound from theengine. When a cylinder is cut out, there shouldbe a noticeable change in the sound of the engine.If a change in the sound of the engine is notnoted, the isolated cylinder is not operating undernormal conditions. If the isolation of a cylinderresults in a change that is less noticeable, theisolated cylinder may be operating below normalperformance. Investigate the cause of the fault onany cylinder that is not operating. Investigate thecause of the fault on any cylinder that is operatingbelow normal performance.


i03948949

Engine Overspeeds

This procedure covers the following diagnostictrouble code:

Table 83

Diagnostic Trouble Code for Engine Overspeed


190-15 Engine Overspeed Warning- Level 1

The engine has exceeded the value that is programmed into the ECM for0.6 seconds.

There are no diagnostic trouble codes for the speed/timing sensors.

The engine has been running for at least 3 seconds.



The Electronic Control Module (ECM) limits the flowof fuel in order to prevent the engine speed fromexceeding 3000 rpm. When the engine speed hasdropped to less than 2800 rpm, the 190-15 code willbe reset.

The following operating conditions can cause theengine speed to exceed this value:

• On a mobile machine, an incorrect transmissiongear is selected.

• Use of an incorrect fuel

• Combustible gases in the air inlet for the engine

If the engine speed exceeds 3000 rpm, the ECMilluminates the warning lamp and a 190-15 code islogged. Factory passwords are required in order toclear the code. No troubleshooting is required.

The history of engine overspeeds can be viewed onthe electronic service tool.

i04147961

Engine Shutdown OccursIntermittently

Note: Use this procedure only if the engine shutsdown completely and the engine must be restarted.


• Air Intake


• Fuel supply

Recommended Actions

Diagnostic Codes




• Flash Codes









Flash Codes




Air Intake

1. Check the air filter for blockage or restriction.

2. Check the air intake duct for blockages orrestrictions.


1. Check for correct installation of connectors at thefollowing locations:

• P1 ECM connector

• P2 ECM connector

• Connector for the solenoid on the fuel injectionpump

Refer to Troubleshooting, “Electrical Connectors- Inspect”.



2. Inspect the battery cables from the ECM to thebattery compartment. Refer to the SchematicDiagram. Inspect the cables and the power relay.Check the power and ground connections to theECM. Refer to the schematic diagram for moreinformation.

3. Select the “Wiggle Test” from the diagnostic testson the electronic service tool.

4. Choose the appropriate group of parameters tomonitor.

5. Press the “Start” button. Wiggle the wiring harnessin order to reproduce intermittent faults.

Note: If an intermittent fault exists, the status will behighlighted and an audible beep will be heard.

6. Repair any faults and ensure that the symptomhas been cleared. If the symptom is still present,refer to “Fuel Supply”.

Fuel Supply




3. Check the operation of the fuel lift pump. Refer toTroubleshooting, “Fuel Pump Relay Circuit - Test”.





8. Check the fuel filters.

9. Check the diesel fuel for contamination. Refer toSystems Operation, Testing and Adjusting, “FuelQuality - Test”.



12.Check the fuel pressure. Refer to SystemsOperation, Testing and Adjusting, “Air in Fuel -Test”.

13. If the fault has not been eliminated, repeat thistest procedure from Test Step 1.

i03899294

Engine Speed Does NotChange

Note: Use this procedure only if the engine speeddoes not change. This fault will not occur in anapplication that operates at a constant engine speed.Examples of these applications are generator setsand pumps.


• Multi-position throttle switch

• Throttle position sensor

Recommended Repairs

Diagnostic Codes




• Flash Codes











Flash Codes




Use the electronic service tool to check the setup ofthe throttle.

Multi-position Throttle Switch

Note: When the engine is operating and the faultoccurs, the configuration of the throttle will notchange. Check the configuration of the throttle only ifthe engine has never run.

If a fault in the multi-position throttle switch issuspected, refer to Troubleshooting, “Throttle SwitchCircuit - Test”.

Throttle Position Sensor

If a fault is suspected in the throttle sensor, refer toTroubleshooting, “Analog Throttle Position SensorCircuit - Test” or Troubleshooting, “Digital ThrottlePosition Sensor Circuit - Test”.

i03894650

Engine Stalls at Low RPM


• Accessory equipment

• Power mode control (if equipped)

• Fuel supply



Recommended Actions

Diagnostic Codes




• Flash Codes









Flash Codes






Accessory Equipment

Check all accessory equipment for faults that maycreate excessive load on the engine. Repair anydamaged components or replace any damagedcomponents.

If there are no faults with the accessory equipment,refer to “Power Mode Control (If Equipped)”.

Power Mode Control (If Equipped)

1. Check whether the power mode control is usingthe data link or the CAN data link and then use theappropriate test. Refer to Troubleshooting, “DataLink Circuit - Test” or Troubleshooting, “CAN DataLink Circuit - Test”.

2. Check the engine wiring harness for defects.Refer to Troubleshooting, “Electricial Connectors- Inspect”.

3. If there are no apparent faults, refer to “FuelSupply”.

Fuel Supply






6. Check that the low pressure fuel lines are tightand secured properly.

7. Check the fuel filters.


9. Check for air in the fuel system. Refer to SystemsOperation, Testing and Adjusting, “Air in Fuel -Test”.



12. If necessary, repair any faults.

13. If there are no apparent faults, refer to “LowCompression (Cylinder Pressure)”.






• Faulty piston



• Worn valves





5. If the repair does not eliminate the fault refer to“Electronic Unit Injectors”.









i04330949

Engine Top Speed Is NotObtained

Note: If this fault occurs only under load, refer toTroubleshooting, “Acceleration Is Poor or ThrottleResponse Is Poor”.


• ECM parameters

• Throttle signal from the throttle position sensor


• Fuel supply



• Individual malfunctioning cylinders

Recommended Actions

Diagnostic Codes




• Flash Codes









Flash Codes




ECM Parameters

1. Ensure that the fault is not a programmedparameter.

2. Ensure that the correct mode was selected byusing the electronic service tool.

3. Use the electronic service tool to verify the correctengine rating for the engine.

4. Use the electronic service tool to verify themaximum engine speed limit.

5. Use the electronic service tool to verify thefollowing parameters at maximum speed: theboost pressure, the smoke limit, the torque limit,and the amount of fuel that is delivered.

6. Use the electronic service tool to reset theparameters to the OEM specifications.


8. If the repairs have not eliminated the fault,proceed to “Throttle Signal for the Throttle PositionSensor”.

Throttle Signal for the Throttle PositionSensor

1. Use the electronic service tool and observe thesignal for the throttle position sensor. Make surethat the throttle reaches the 100% raw positionand the calibrated position.



2. If the signal is erratic, refer to Troubleshooting,“Analog Throttle Position Sensor Circuit - Test” orrefer to Troubleshooting, “Digital Throttle PositionSensor Circuit - Test”.

3. If the engine has a throttle switch, refer toTroubleshooting, “Throttle Switch Circuit - Test”.

4. If the fault has not been eliminated, proceed to“Air Intake and Exhaust System”.





• Blockages

• Restrictions





Fuel Supply

1. Ensure that the fuel supply valve is in the fullOPEN position.


3. Visually inspect the fuel supply lines forrestrictions.




7. Remove the fuel filters. Inspect the fuel filters forcontamination. Install new fuel filters. Refer tothe Operation and Maintenance Manual, “FuelSystem Filter- Replace and Fuel System PrimaryFilter (Water Separator) Element - Replace”.Determine the cause of the contamination. Installnew fuel filters.


9. Check for air in the low-pressure fuel system.Refer to Systems Operation, Testing andAdjusting, “Air in Fuel - Test”.



Contact with high pressure fuel may cause fluidpenetration and burn hazards. High pressure fu-el spray may cause a fire hazard. Failure to fol-low these inspection, maintenance and service in-structions may cause personal injury or death.

NOTICEContact with high-pressure fuel may cause personalinjury or death. Wait 10 minutes after the engine hasstopped to allow fuel pressure to purge before anyservice or repair is performed on the engine fuel lines.

12. If the high-pressure fuel lines have a leak, thehigh-pressure fuel lines must be replaced. Referto Disassembly and Assembly, “Fuel injectionlines - Remove” and Disassembly and Assembly,“Fuel injection lines - Install”.


































7. If the fuel flow in Step 5 is greater than theminimum limit, proceed to “Low Compression(Cylinder Pressure)”.






















4. If the fault is still present, proceed to “LowCompression (Cylinder Pressure)”.






• Faulty piston



• Worn valves











5. If all electronic unit injectors have been checkedand no faults are detected, proceed to “IndividualMalfunctioning Cylinders”.


1. With the engine speed at a fast idle, use theelectronic service tool to perform the manual“Cylinder Cut Out Test”. As each cylinder is cutout, listen for a change in the sound from theengine. When a cylinder is cut out, there should bea noticeable change in the sound of the engine. Ifa change in the sound of the engine is not noted,the isolated cylinder is not operating under normalconditions. If the isolation of a cylinder resultsin a change that is less noticeable, the cylindermay be operating below normal performance.Investigate the cause of the fault on any cylinderthat is not operating. Investigate the cause ofthe fault on any cylinder that is operating belownormal performance.

2. If all cylinders have been checked and no faultsare detected, repeat this test procedure from TestStep 1.



i04153869

Engine Vibration Is Excessive

Note: This issue is not a fault in the electronic system.

Refer to Systems Operation, Testing, and Adjustingfor additional information on determining the cause ofthis condition.

Probable Causes• Vibration damper for 1206E-E66 engines only

• Engine supports




Recommended Actions

Vibration Damper for 1206E-E66 EnginesOnly

Check the vibration damper for damage. If necessary,install a new vibration damper. Inspect the mountingbolts for damage and/or for wear. Replace anydamaged bolts. Refer to Disassembly and Assembly,“Vibration Damper and Pulley - Remove” andDisassembly and Assembly, “Vibration Damper andPulley - Install”.

Ensure that the repairs have eliminated the fault.If the vibration is still present, proceed to “EngineSupports”.

Engine Supports

1. Check for any of the following conditions:

• Loose engine supports

• Loose mounting brackets or broken mountingbrackets

• Loose bolts

• Omitted bolts

2. Make all necessary repairs. Ensure that therepairs have eliminated the fault. If the vibrationis still present, proceed to “Low Compression(Cylinder Pressure)”.






• Faulty piston



• Worn valves





5. If the repair does not eliminate the fault, proceedto “Electronic Unit Injectors”.


1. Use the electronic service tool to performthe automatic “Cylinder Cut Out Test”. Ifthe compression test that was performed in“Low Compression (Cylinder Pressure)” wassatisfactory, any faulty injectors will be identifiedby the “Cylinder Cut Out Test”.




5. If the fault is still apparent, proceed to“Malfunctioning Individual Cylinder”.



Malfunctioning Individual Cylinder

1. With the engine speed at a fast idle, use theelectronic service tool to perform the manual“Cylinder Cut Out Test”. As each cylinder is cutout, listen for a change in the sound from theengine. When a cylinder is cut out, there should bea noticeable change in the sound of the engine. Ifa change in the sound of the engine is not noted,the isolated cylinder is not operating under normalconditions. If a change in the sound of the engineis less noticeable, the cylinder may be operatingbelow normal performance. Investigate the causeof the fault on any cylinder that is not operating.Investigate the cause of the fault on any cylinderthat is operating below normal performance.

2. If all cylinders have been checked and no faultsare detected, contact Perkins Global TechnicalSupport.

i04156376

Exhaust Has Excessive BlackSmoke

If excessive black smoke is caused by a fault inthe engine, the smoke will only be visible when theCatalyzed Diesel Particulate Filter (CDPF) has alsofailed. Perform the following procedure to diagnosethe cause of the black smoke and then investigatethe failure of the CDPF.

Note: A faulty CDPF will allow some smoke to bevisible. In this situation, there may not be a fault inthe engine.


• Software in the Electronic Control Module (ECM)

• Air intake system or exhaust system

• Valve lash





Recommended Actions

Diagnostic Codes




• Flash Codes









Flash Codes




Use the electronic service tool to check the setup ofthe throttle.

ECM Software

1. Connect the electronic service tool to thediagnostic connector and check for the followingconditions:



• Check for the correct engine serial number

• Check for the correct arrangement number

• Check for the correct software

2. Use the electronic service tool to verify any activediagnostic codes.

3. If diagnostic codes are present, the ECM must beprogrammed with the correct information.

4. If the repairs have not eliminated the fault, proceedto “Air Intake System or Exhaust System”.

Air Intake System or Exhaust System




• Blockages

• Restrictions



5. If the fault has not been eliminated, proceed to“Valve Lash”.

Valve Lash

Ensure that the valve lash is correct. Refer toSystems Operation, Testing and Adjusting, “EngineValve Lash - Inspect”.

If the fault is not eliminated, proceed to “Turbocharger”or “Turbochargers”.

Turbocharger

Note: This procedure is for an engine that has oneturbocharger.

Note: The turbocharger that is installed on thisengine is a nonserviceable item. If any mechanicalfault exists, then the turbocharger must be replaced.

1. Ensure that the mounting bolts for the turbochargerare tight.

2. Check that the oil feed for the turbocharger is notblocked or restricted.

3. Check that the oil drain for the turbocharger is notblocked or restricted.

4. Check that the compressor housing for theturbocharger is free of dirt, debris, and damage.



7. Ensure that the wastegate on the turbocharger isoperating correctly. Refer to Systems Operation,Testing and Adjusting, “Turbocharger - Inspect”.If the wastegate actuator is faulty, replace theturbocharger. Refer to Disassembly and Assembly,“Turbocharger - Remove” and Disassembly andAssembly, “Turbocharger - Install”.



10. If the repairs have not eliminated the fault,proceed to “Low Compression (CylinderPressure)”.

Turbochargers

Note: This procedure is for an engine that has twoturbochargers.

Note: The turbochargers that are installed on thisengine are nonserviceable items. If any mechanicalfault exists, then the faulty turbocharger must bereplaced.

1. Ensure that the mounting bolts for theturbochargers are tight.

2. Check that the oil feeds for the turbochargers arenot blocked or restricted.

3. Check that the oil drains for the turbochargers arenot blocked or restricted.

4. Check that the compressor housings for theturbochargers are free of dirt, debris, and damage.





7. Ensure that the wastegate on the high-pressureturbocharger is operating correctly. Refer toSystems Operation, Testing and Adjusting,“Turbocharger - Inspect”. If the wastegateactuator is faulty, replace the turbocharger. Referto Disassembly and Assembly, “Turbocharger- Remove” and Disassembly and Assembly,“Turbocharger - Install”.

8. If a fault is identified in either turbocharger, replacethe affected turbocharger. Refer to Disassemblyand Assembly, “Turbocharger - Remove” andDisassembly and Assembly, “Turbocharger -Install”.


10. If the repairs have not eliminated the fault,proceed to “Low Compression (CylinderPressure)”.






• Faulty piston



• Worn valves











5. If the fault has not been eliminated, proceed to“Individual Malfunctioning Cylinder”.

Individual Malfunctioning Cylinder

1. With the engine speed at a fast idle, use theelectronic service tool to perform the manual“Cylinder Cut Out Test”. As each cylinder is cutout, listen for a change in the sound from theengine. When a cylinder is cut out, there should bea noticeable change in the sound of the engine. Ifa change in the sound of the engine is not noted,the isolated cylinder is not operating under normalconditions. If the isolation of a cylinder resultsin a change that is less noticeable, the cylindermay be operating below normal performance.Investigate the cause of the fault on any cylinderthat is not operating. Investigate the cause ofthe fault on any cylinder that is operating belownormal performance.

2. If the fault is not eliminated, refer to theTroubleshooting Guide for the application.

i04153873

Exhaust Has Excessive WhiteSmoke

Note: Some white smoke may be present duringcold start-up conditions and during acceleration aftera prolonged period at low idle. If the white smokepersists, there may be a fault.


• Coolant temperature sensor circuit

• Low coolant temperature

• Glow plugs



• Ether Injection

• Fuel quality

• Valve lash



Recommended Actions

Diagnostic Codes




• Flash Codes









Flash Codes




Coolant Temperature Sensor Circuit


2. Monitor the display screen on the electronicservice tool in order to verify the presence of activediagnostic codes for the coolant temperature.Refer to Troubleshooting, “Engine TemperatureSensor Open or Short Circuit - Test”.

3. If the fault has not been eliminated, proceed to“Low Coolant Temperature”.

Low Coolant Temperature

Check that the water temperature regulator isoperating correctly. Refer to Systems Operation,Testing, and Adjusting, “Water TemperatureRegulator - Test”.

If the water temperature regulator is operatingcorrectly, refer to “Glow Plugs”.

Glow Plugs

1. Check for correct operation of the glow plugs.Refer to Troubleshooting, “Starting Aid (GlowPlug) Relay Circuit - Test”.

2. If the repairs do not eliminate the fault, refer to“Ether Injection”.

Ether Injection

1. Check for correct operation of the ether injectionsystem. Refer to Troubleshooting, “Ether StartingAid - Test”.

2. If the repairs do not eliminate the fault, refer to“Fuel Quality”.

Fuel Quality

1. Check the diesel fuel for quality. Refer to SystemsOperation, Testing, and Adjusting, “Fuel Quality -Test”.

Note: Diesel fuel with a low cetane value is likely tocause white smoke.

2. If the repair does not eliminate the fault, refer to“Valve Lash”.

Valve Lash

1. Ensure that the valve lash is correct. Refer toSystems Operation, Testing, and Adjusting,“Engine Valve Lash - Inspect”.

2. If the repair does not eliminate the fault, proceedto “Low Compression (cylinder pressure)”.



Low Compression (cylinder pressure)





• Faulty piston



• Worn valves




4. Ensure that the repair has eliminated the fault.

5. If the repair does not eliminate the fault, refer to“Individual Malfunctioning Cylinder”.

Individual Malfunctioning Cylinder

1. With the engine speed at a fast idle, use theelectronic service tool to perform the manual“Cylinder Cut Out Test”. As each cylinder is cutout, listen for a change in the sound from theengine. When a cylinder is cut out, there should bea noticeable change in the sound of the engine. Ifa change in the sound of the engine is not noted,the isolated cylinder is not operating under normalconditions. If a change in the sound of the engineis less noticeable, the cylinder may be operatingbelow normal performance. Investigate the causeof the fault on any cylinder that is not operating.Investigate the cause of the fault on any cylinderthat is operating below normal performance.

2. Rectify any faults.

3. If the fault has not been eliminated, contactPerkins Global Technical Support.

i04147995

Fuel Consumption IsExcessive


• Misreading of fuel level

• Fuel leakage

• Fuel quality

• Quality of oil

• Low engine temperature

• Prolonged operation at idle speed

• Engine operating speed


• Cooling fan

• Reduced pressure of intake air

• Excessive valve lash

• Failure of the primary speed/timing sensor

Recommended Actions

Diagnostic Codes




• Flash Codes











Flash Codes




Misreading of Fuel Level

1. Monitor the fuel consumption over a period of 50engine hours. If the fuel consumption is excessive,perform the following procedure.

Fuel Leakage

1. Check for evidence of fuel leaks on the engine.Investigate any evidence of a fuel leak and rectifythe leak.

Fuel Quality

1. The quality of the fuel that is used in the enginewill affect the rate of fuel consumption. Refer to“General Fuel Information” in the Operation andMaintenance Manual, “Refill Capacities”.

2. If the fuel is not of an acceptable quality, drainthe fuel system and replace the fuel filters. Refillthe fuel system with fuel of an acceptable quality.Refer to the applicable sections in the Operationand Maintenance Manual.

3. If the fuel is of an acceptable quality, refer to“Quality of Oil”.

Quality of Oil

1. The nominal viscosity of the lubricating oil thatis used in the engine will affect the rate of fuelconsumption. The viscosity of lubricating oil isdefined by the SAE grade of the lubricating oil.The grade of the lubricating oil must be correctfor the ambient conditions. Lubricating oil that isintended for use in high ambient temperatureswill have a negative effect upon the rate of fuelconsumption in cold ambient temperatures. Referto “Engine Oil” in the Operation and MaintenanceManual, “Refill Capacities”.

2. The actual viscosity of the lubricating oil that isused in the engine will change throughout theservice life of the oil. Lubricating oil that is heavilycontaminated will have a negative effect upon therate of fuel consumption.

3. If the oil is not of an acceptable quality or if theoil has exceeded the service life, drain the oilsystem and replace the oil filters. Refill the oilsystem with oil of an acceptable quality. Referto the applicable sections in the Operation andMaintenance Manual.

4. If the oil is of an acceptable quality, refer to “LowEngine Temperature”.

Low Engine Temperature

1. The operating temperature of the engine will affectthe rate of fuel consumption. Operation of theengine below the correct temperature will increasefuel consumption. Failure of the water temperatureregulator can prevent the engine from operating atthe correct temperature.

2. If the engine operating temperature is low, checkthe operation of the water temperature regulator. Ifthe water temperature regulator does not operatecorrectly, a new water temperature regulator mustbe installed. Refer to Disassembly and Assembly,“Water Temperature Regulator - Remove andInstall”.

Prolonged Operation at Idle Speed

Prolonged operation of the engine at idle speedincreases fuel consumption.

When the engine is operated at idle speed, the fuelthat is consumed provides no useful work. Prolongedoperation at idle speed will cause a measurabledeterioration in the overall fuel consumption of theengine.



Operation of the engine for long periods at idlespeed will cause a deterioration of the internalcomponents of the engine. A deterioration of theinternal components of the engine will increase fuelconsumption.

Engine Operating Speed

The operating speed of the engine will affect the rateof fuel consumption.

High engine speed will increase fuel consumption.At high engine speeds, internal power losses in theengine increase and more power is required to drivethe alternator and the fan. The power losses increasefuel consumption.

Lugging down the engine to a low engine speed willincrease fuel consumption. At low engine speeds,the combustion efficiency of the engine is reduced,requiring more fuel.

Air Inlet and Exhaust System

Leakage of gas or an increased restriction in eitherthe air intake or the exhaust system can reducethe flow of combustion gas through the engine. Achange in the flow of combustion air into the engineadversely affects combustion efficiency and the rateof fuel consumption.

1. Check the air intake system for leakage orrestrictions. Refer to Systems Operation, Testingand Adjusting, “Air Inlet and Exhaust System”.

2. Check the exhaust system for leakage orrestrictions. Refer to Systems Operation, Testingand Adjusting, “Air Inlet and Exhaust System”.

3. Repair all defects. Verify that the repair haseliminated the fault.

Cooling Fan

Excessive operation of the cooling fan will increasefuel consumption. Investigate the cause of excessiveoperation of the cooling fan.

Reduced Pressure of Intake Air

1. If the pressure of the intake air at the intakemanifold is lower than normal, either the speedof the engine will need to be higher or more fuelmust be injected in order to produce the samepower. Either of these conditions will increase thefuel consumption.

Note: Low pressure in the air intake will create a526-07 diagnostic code.

2. On engines that have one turbocharger, checkthe pipe from the outlet of the turbochargercompressor for leaks. If necessary, repair anyleaks.

3. On engines that have two turbochargers, checkthe pipes from the outlets of the turbochargercompressors for leaks. If necessary, repair anyleaks.

4. On engines that have one turbocharger, checkfor the correct operation of the wastegate in theturbocharger. Refer to Systems Operation, Testingand Adjusting, “Turbocharger - Inspect”.

5. On engines that have two turbochargers, checkfor the correct operation of the wastegate in thehigh-pressure turbocharger. Refer to SystemsOperation, Testing and Adjusting, “Turbocharger- Inspect”.

6. If a turbocharger is suspected as being faulty,replace the turbocharger. Refer to Disassemblyand Assembly, “Turbocharger - Remove” andDisassembly and Assembly, “Turbocharger -Install”.

Excessive Valve Lash

Excessive valve lash will cause a change in thetiming of the opening and closing of the inlet andexhaust valves. Excessive valve lash can causea reduction of the flow of combustion air into theengine. Reduced flow of combustion air will increasethe fuel consumption rate.

Refer to the Troubleshooting Guide, “Excessive ValveLash”.

Failure of the Primary Speed/TimingSensor

If the primary speed/timing sensor fails, the enginewill continue to operate using the signal from thesecondary speed/timing sensor. The secondaryspeed/timing sensor is less precise than the primaryspeed/timing sensor. Timing differences betweenthe secondary speed/timing sensor and the primaryspeed/timing sensor may cause an increase in fuelconsumption.

Refer to Troubleshooting, “Engine Speed/TimingSensor Circuit - Test”.

i04148431

Fuel Contains Water




Table 84

Diagnostic Trouble Code for Water in Fuel


97-15 Water In Fuel Indicator :High - least severe (1)

Water has been detected in the fuel that is contained in the fuel/water separatorbowl. The water has been present for at least 40 seconds.

The warning lamp will come on.

97-16 Water In Fuel Indicator :High - moderate severity (2)

Water has been detected in the fuel that is contained in the fuel/water separatorbowl. The water has been present for at least 60 minutes.


The engine will be derated at 17.5% per second up to a maximum of 35%.

Note: Identifying the presence of water in the bowl byeye may be impossible. Water may turn dark yellowin color in the fuel system. The similarity in colorwould prevent the ability to differentiate the waterfrom the fuel.

Troubleshooting Procedure1. Turn the ignition key to the OFF position.

2. Drain the fuel/water separator bowl. Refer to theOperation and Maintenance Manual, “Fuel SystemPrimary Filter/Water Separator - Drain”.

3. If necessary, prime the fuel system. Refer to theOperation and Maintenance Manual, “Fuel System- Prime”.

4. Turn the ignition key to the ON position. Do notstart the engine.

5. Wait for 1 minute. The “Water in Fuel” warningshould disappear. If the “Water in Fuel” warningis still present, the switch may be faulty. Refer toTroubleshooting, “Water In Fuel Sensor - Test”.

6. If the “Water in Fuel” warning disappears within 1minute after the bowl is drained, start the engine.Allow the engine to run for 5 minutes.

7. If the “Water in Fuel” warning reappears, the fuelsupply is contaminated with water. Drain the fueltank and then fill the fuel tank with clean fuel.Repeat Steps 1 to 5 in order to reset the warninglight.

i04332335

Fuel Rail Pressure Problem

Use this procedure in order to troubleshoot abnormalfuel rail pressure or use this procedure if any of thefollowing diagnostic trouble codes are active. Referto Troubleshooting, “Diagnostic Trouble Codes” forinformation about the codes.



Table 85

Diagnostic Trouble Codes


157-16 Engine Injector Metering Rail #1 Pressure: High- moderate severity (2)

No other 157-XX codes are active.3509-XX codes are not active.3510-XX codes are not active.No codes for the high-pressure fuel pump or theinjectors are active.The fuel rail pressure is above an acceptable level.The code is logged.Engine power is derated.

157-18 Engine Injector Metering Rail #1 Pressure: Low -moderate severity (2)

No other 157-XX codes are active.3509-XX codes are not active.3510-XX codes are not active.No codes for the high-pressure fuel pump or theinjectors are active.The fuel rail pressure is below an acceptable level.The code is logged.Engine power is derated.

1239-0 Engine Fuel Leakage 1: High - most severe (3) 3509-XX codes are not active.3510-XX codes are not active.There is a probable fuel leak from the high-pressurefuel system. The amount of leakage is a calculatedparameter.The code is logged.The engine will shut down.

5571-0 High Pressure Common Rail Fuel Pressure ReliefValve : Active

3509-XX codes are not active.3510-XX codes are not active.The pressure limiting valve in the fuel rail is open.This code is a calculated parameter.The code is logged.

Probable Causes• Diagnostic trouble codes


• Fuel filters

• Fuel rail pressure sensor

• Fuel system

Recommended Actions


Use one of the following methods to check for activediagnostic trouble codes:



• Flash Codes



2. Check for active diagnostic trouble codes on theelectronic service tool.




1. Check the display on the control panel for activediagnostic trouble codes.

2. Troubleshoot any active codes before continuingwith this procedure. Refer to Troubleshooting,“Diagnostic Trouble Codes”.

Flash Codes





2. If any flash codes are displayed, troubleshoot thecodes before continuing with this procedure. Referto Troubleshooting, “Diagnostic Trouble Codes”.

Electrical Connections

1. Check for correct installation of the P1 andP2 connectors on the ECM. Check for correctinstallation of all other applicable connectors.Refer to Troubleshooting, “Electrical Connectors- Inspect”.

2. Use the electronic service tool to perform a wiggletest.

3. If necessary, perform any repairs to the connectorsor the wiring.

4. Check if the fault has been eliminated. If the faultis still present, proceed to “Fuel Filters”.

Fuel Filters

1. Replace the in-line fuel strainer that is installedupstream from the Electric Fuel Lift Pump (EFLP).

2. Replace the primary fuel filter and the secondaryfuel filter. Refer to the applicable procedure in theOperation and Maintenance Manual.

3. Check if the fault has been eliminated. If the faultis still present, proceed to “Fuel Rail PressureSensor”.

Fuel Rail Pressure Sensor

1. With the engine shutdown, use the electronicservice tool to check the status of the “Fuel RailPressure”. After the engine has been shut downfor 10 minutes, the “Fuel Rail Pressure (absolute)”must be less than 5,000 kPa (725 psi) (gauge).

2. If the “Fuel Rail Pressure” on the electronic servicetool is less than 5,000 kPa (725 psi), proceed toStep 4.

3. If the “Fuel Rail Pressure” on the electronic servicetool does not fall to less than 5,000 kPa (725 psi)(gauge), the fuel rail pressure sensor may befaulty. Refer to Troubleshooting, “Engine PressureSensor Open or Short Circuit - Test”.

4. Use the electronic service tool in order to performthe "Fuel Rail Pressure Test". If the test fails,replace the fuel rail. Refer to Disassembly andAssembly, “Fuel Manifold (Rail) - Remove andInstall”.

5. If the fault is still present, proceed to “FuelSystem”.

Fuel System

High Fuel Rail Pressure

1. Use the electronic service tool in order to performthe Fuel Rail Pressure Test. If the test fails, replacethe SCV and solenoid. Refer to Disassembly andAssembly, “Fuel Pump Solenoid - Remove andInstall”.

2. If a fault is not identified for the SCV, use theelectronic service tool to perform the “HighPressure Fuel Pump Calibration”. If the fault is stillpresent, continue with this procedure.


4. With the keyswitch in the ON position, measurethe voltage at the harness connector for the EFLP.The voltage must be between 10 VDC and 14VDC for a 12 VDC system. The voltage mustbe between 20 VDC and 28 VDC for a 24 VDCsystem. If the voltage is below 10 VDC for a 12VDC system, investigate the cause. If the voltageis below 20 VDC for a 24 VDC system, investigatethe cause. Refer to Troubleshooting, “Fuel PumpRelay Circuit - Test”.
































7. If the fuel flow in Step 5 is greater than theminimum limit, contact Perkins Global TechnicalSupport.

8. If the fuel flow in Step 5 is below the minimum limit,proceed to Return Pressure Relief Valve Test.
















10. If the fuel flow from the EFLP is within limits,proceed to Check the Return Fuel Lines.





4. If the fault is still present, contact Perkins GlobalTechnical Support.

Low Fuel Rail Pressure

1. Make sure that the level of fuel in the fuel tank issufficient. If necessary, fill the fuel tank.

2. Inspect the high-pressure fuel system for leaks.Rectify any fuel leaks.

3. Use the electronic service tool to perform the“High Pressure Fuel Pump Calibration”.


5. Check for the introduction of air in the low-pressurefuel system. Refer to Systems Operation, Testing,and Adjusting, “Air in Fuel - Test”. If necessary,rectify the cause of air in the fuel.

6. Use the electronic service tool in order to performthe “Fuel Rail Pressure Relief Valve Test”. Thistest will identify excessive leakage through thePressure Limiting Valve (PLV) in the fuel rail. Ifexcessive leakage is identified, replace the fuelrail. Refer to Disassembly and Assembly, “FuelManifold (Rail) - Remove and Install”. If the fault isstill present, continue with this procedure.


8. With the keyswitch in the ON position, measurethe voltage at the harness connector for the EFLP.The voltage must be between 10 VDC and 14VDC for a 12 VDC system. The voltage mustbe between 20 VDC and 28 VDC for a 24 VDCsystem. If the voltage is below 10 VDC for a 12VDC system, investigate the cause. If the voltageis below 20 VDC for a 24 VDC system, investigatethe cause. Refer to Troubleshooting, “Fuel PumpRelay Circuit - Test”.
































7. If the fuel flow in Step 5 is greater than theminimum limit, contact Perkins Global TechnicalSupport.






















4. If the fault is still present, contact Perkins GlobalTechnical Support.

i04133460

Fuel Temperature Is High

If either of the following diagnostic trouble codes areactive, perform the procedure that follows:



Table 86

Diagnostic Trouble Code Description Details

174-15 Engine Fuel Temperature 1 : High -least severe (1)

The temperature of the low-pressurefuel in the high-pressure fuel pump ishigh.


The engine has been operating for atleast 185 seconds.

There are no other faults in the electricalsystem.


The warning lamp will go off when thetemperature drops below the trip point.

174-16 Engine Fuel Temperature 1 : High -moderate severity (2)

The temperature of the low-pressurefuel in the high-pressure fuel pump isvery high.


The engine has been operating for atleast 185 seconds.

There are no other faults in the electricalsystem.


The engine may be derated by 20%.

The warning lamp will go off when thetemperature drops below the trip pointfor 15 seconds.

Probable causes• Fuel level in tank

• Return fuel cooler

• Location of the fuel tank

• High leak off from the injectors

• High-pressure fuel pump

Recommended Actions

Fuel Level in Tank

If the level in the fuel tank is low, the hot fuel thatis returned from the high-pressure fuel system canraise the temperature in the fuel tank. Replenish thefuel tank at the earliest opportunity.

Return Fuel Cooler

Note: The return fuel cooler is installed by themachine manufacturer. The design and location ofthe cooler can vary.

Make sure that the fins on the return fuel cooler arenot blocked with dirt or debris. Make sure that thefins are not bent or missing. If necessary replace thereturn fuel cooler.

Location of the Fuel Tank

Make sure that the fuel tank is not close to a heatsource. If necessary, shield the fuel tank from the heatsource or relocate the fuel tank to a cooler location.



High Leak Off from the Injectors

The high temperature fuel that is returned from theinjectors can increase the temperature of the fuel inthe fuel tank. If the amount of fuel that is returnedis higher than normal, the temperature of the fuel inthe fuel tank will increase.

1. Perform a leak-off check on the electronic unitinjectors. Refer to Systems Operation, Testing,and Adjusting, “Injector Bypass Fuel Flow - Test”.

2. If the leak-off is excessive, replace the faultyinjectors. Refer to Disassembly and Assembly,“Electronic Unit Injector - Remove” andDisassembly and Assembly, “Electronic UnitInjector - Install”.

High-Pressure Fuel Pump

Wear in the high-pressure fuel pump can causeinternal leakage of high-pressure fuel. The hightemperature of this fuel is directly sensed by the fueltemperature sensor.

1. Perform a leak-off test on the return line from thehigh-pressure fuel pump to the fuel tank. Refer toSystems Operation, Testing, and Adjusting, “FuelPump Leak Off - Test”.

2. If the leak-off is excessive, replace thehigh-pressure fuel pump. Refer to Disassemblyand Assembly, “Fuel Injection Pump - Remove”and Disassembly and Assembly, “Fuel InjectionPump - Install”.

i03939172

Inlet Air Is Restricted

The Electronic Control Module (ECM) detects afault with the air flow through the air filter. If the airflow has been restricted, the ECM will generate thefollowing code:

Table 87

Code for Inlet Air Restriction

J1939Code Description Information

107-15 Engine Air Filter 1 Differential Pressure: High - Level 1

The differential pressure across the air filter exceeds7.5 kPa (1.1 psi) for 30 seconds.

The engine has been operating for 3 minutes.


The code will be reset when the keyswitch is turnedto the OFF position.



This event code normally indicates high air filterrestriction. Refer to Systems Operation, Testing, andAdjusting , “Air Inlet and Exhaust System - Inspect”.

i04154050

Inlet Air Temperature Is High

Use this procedure to determine the cause of highair inlet temperature.


• High ambient air temperature

• Intake air restriction

• Intake air from a heated area

Recommended Actions

Diagnostic Codes




• Flash Codes









Flash Codes




High Ambient Air Temperature

1. Determine if the ambient air temperature is withinthe design specifications for the cooling systemand the air charge cooler.

2. When the ambient temperature exceeds thecapability of the cooling system or the air chargecooler, operate the engine at a reduced load orspeed.

3. When possible, modify the cooling system andthe air charge cooler in order to make the systemsuitable for local conditions.

Intake Air Restriction

Engines with a single turbocharger

Low air pressure at the air intake for the turbochargercan be caused by a restriction in the air intake.When the pressure of the intake air is low, theturbocharger works harder in order to achieve thedesired intake manifold pressure. This increasesintake air temperature.

Engines with twin turbochargers

Low air pressure at the air intake for the turbochargerscan be caused by a restriction in the air intake.When the pressure of the intake air is low, theturbochargers work harder in order to achieve thedesired intake manifold pressure. This increasesintake air temperature.

Measure the intake manifold pressure while theengine is operating under load. For specific data,refer to PTMI on the Perkins web site.

Intake Air Restriction

1. Check for blocked air filters. Check for obstructionsin the air intake.

2. Replace the air filters or remove the obstructionfrom the air intake.



Intake Air from a Heated Area

1. Ensure that the air inlet system is not receivingair from a heated area.

2. If necessary, relocate the air intake to the outsideof the engine enclosure.

3. Check for air leaks in the pipe between the air inletand the inlet to the turbocharger compressor.

i03900074

Intake Manifold Air Pressure IsHigh

Use this procedure in order to troubleshoot highintake manifold air pressure or use this procedure ifone of the following event codes are active.

Table 88

Event Code

J1939 Code Description Information

102-16 Engine Intake Manifold Pressure : High -moderate severity

Engine speed must be at least 650rpm.The warning lamp will illuminate andthe code is logged.The engine power is derated 20percent.


• Air inlet and exhaust restrictions

• Wastegate regulator

• Wastegate

• Full Load Setting (FLS)

Recommended Actions

Diagnostic Codes




• Flash Codes









Flash Codes






Air Inlet and Exhaust Restrictions

1. Check the air filter for damage. If necessary,replace a damaged air filter. Refer to the Operationand Maintenance Manual.

2. Check the air inlet and exhaust system forrestrictions and/or leaks. Refer to SystemsOperation, Testing, and Adjusting.

Wastegate Regulator

Check the wastegate regulator for correct operation.Refer to Troubleshooting, “Solenoid Valve - Test”.

Wastegate

1. Check for correct operation of the wastegate.Refer to Systems Operation, Testing, andAdjusting, “Turbocharger - Inspect”.

2. If the wastegate or the wastegate actuator is faulty,replace the turbocharger. Refer to Disassemblyand Assembly, “Turbocharger - Remove” andDisassembly and Assembly, “Turbocharger -Install”.

Full Load Setting (FLS)

Use the electronic service tool in order to verify thatthe FLS is correct.

i04156646

Intake Manifold Air PressureIs Low

The Electronic Control Module (ECM) monitors theintake manifold air pressure. The following eventsare associated with low intake manifold air pressure:

Table 89

Codes for Low Intake Manifold Air Pressure


102-18 Engine Intake Manifold #1 Pressure : Low - moderateseverity

This parameter is a variable value that is calculatedby the ECM. The resulting value is dependent on theoperating conditions of the engine.



Probable Causes• Intake air filter

• Air intake system

• Wastegate regulator


Recommended Actions

Intake Air Filter



3. If necessary, replace the air filter element. Refer tothe Operation and Maintenance Manual, “EngineAir Cleaner Element - Replace”.

4. Check that the fault has been eliminated.

5. If the fault has not been eliminated, proceed to“Air Intake System”.

Air Intake System

1. Check the air intake system for the followingdefects:

• Blockages

• Restrictions

• Damage to the air intake ducts and hoses

• Loose connections and air leaks



4. If the fault has not been eliminated, proceed to“Wastegate Regulator”.

Wastegate Regulator

1. Use the electronic service tool to check fordiagnostic trouble codes that relate to thewastegate regulator. Rectify the cause ofany related codes. Refer to Troubleshooting,“Diagnostic Trouble Codes”.

2. Ensure that any repairs have eliminated the fault.

3. If the fault has not been eliminated, proceed to“Turbocharger or Turbochargers”.

Turbocharger or Turbochargers

Single Turbocharger

Note: The turbocharger that is installed on the engineis a nonserviceable item. If any mechanical faultexists, then the turbocharger must be replaced.

1. Check that the compressor housing for theturbocharger is free of dirt and debris.




5. Check that any repairs have eliminated the fault.

Twin Turbochargers

Note: The turbochargers that are installed on theengine are nonserviceable items. If any mechanicalfault exists, then the faulty turbocharger must bereplaced.

1. Check that the compressor housings for theturbochargers are free of dirt, debris , and damage.



4. If necessary, replace the faulty turbocharger. Referto Disassembly and Assembly, “Turbocharger- Remove” and Disassembly and Assembly,“Turbocharger - Install”.

5. Check that any repairs have eliminated the fault.

i03869769

Intake Manifold AirTemperature Is High

The Electronic Control Module (ECM) monitors theintake manifold air for excessive temperature. Thefollowing events are associated with high intakemanifold air temperature:



Table 90

Diagnostic Codes for High Intake Manifold Air Temperature


105-15 Engine Intake Manifold #1 Temperature : High - leastsevere (1)

The engine has been running for three minutes.No other 105 codes are active.168 codes are not active.Code 412-16 is not active.The intake manifold air temperature exceeds the valuethat is programmed into the ECM for eight seconds.The code is logged.This code will be reset when the temperature is lessthan 122° C (252° F) for four seconds.

105-16 Engine Intake Manifold #1 Temperature : High -Moderate Severity (2)

The engine has been running for three minutes.No other 105 codes are active.168 codes are not active.Code 412-16 is not active.The intake manifold air temperature exceeds the valuethat is programmed into the ECM for eight seconds.The engine will be derated. The code is logged.This code will be reset when the temperature is lessthan 124° C (255° F) for 20 seconds.

Use this procedure to determine the cause of highintake manifold air temperature.

1. Verify that the coolant is filled to the proper level.If the coolant level is too low, air will get into thecooling system. Air in the cooling system willcause a reduction in coolant flow. Coolant flow isrequired in order to cool the intake air.

2. Check the aftercooler for debris or damage. Debrisbetween the fins of the aftercooler core restrictsair flow through the core.

3. Check the operation of the cooling fan. A fan thatis not turning at the correct speed can causeimproper air speed across the aftercooler core.The lack of proper air flow across the aftercoolercore can cause the intake air not to cool to theproper temperature.

4. Check for a restriction in the air inlet system. Arestriction of the air that is coming into the enginecan cause high cylinder temperatures. Highcylinder temperatures cause higher than normaltemperatures in the cooling system. The coolanttemperature must be within the correct range inorder to cool the intake air.

5. Check for a restriction in the exhaust system.A restriction of the air that is coming out of theengine can cause high cylinder temperatures.

6. Check for the correct operation of the exhaustback pressure valve. Refer to Troubleshooting,“Motorized Valve - Test”.

7. Check for a high ambient temperature. Whenoutside temperatures are too high for the ratingof the cooling system, there is not enough of atemperature difference between the outside airand coolant temperatures.

8. Make an allowance for high altitude operation. Thecooling capacity of the cooling system is reducedas the engine is operated at higher altitudes.

9. The engine may be running in the lug condition.When the load that is applied to the engine istoo large, the engine will run in the lug condition.When the engine is running in the lug condition,engine rpm does not increase with an increase offuel. This lower engine rpm causes a reduction incoolant flow through the system.

i04156724

NRS Exhaust Gas TemperatureIs High

System Operation Description:

This procedure covers the following diagnostictrouble codes:



Table 91

Diagnostic Codes for NRS Exhaust Gas Temperature Is High


412-15 Engine Exhaust Gas RecirculationTemperature : High - least severe

The exhaust gas temperature in the NRS has reached 178° C(352° F) for 8 seconds.

The ECM has been powered for at least 2 seconds.


There are no electrical faults on the circuit.

412-16 Engine Exhaust Gas RecirculationTemperature : High - moderate severity

The exhaust gas temperature in the NRS has reached 180° C(356° F) for 8 seconds.




There are no electrical faults on the circuit.


Components of the NRS cooler for the 1204E-E44 engine(1) Exhaust outlet(2) Coolant inlet

(3) NRS cooler(4) Exhaust inlet

(5) Coolant outlet



g02116054Illustration 81Components of the NRS cooler for the 1206E-E66 engine(1) Coolant inlet(2) Exhaust inlet

(3) NRS cooler(4) Exhaust outlet

(5) Coolant outlet

Test Step 1. Check for AssociatedDiagnostic Trouble Codes

A. Establish communication between the electronicservice tool and the ECM . If necessary, refer toTroubleshooting, “Electronic Service Tools”.

B. Determine if an associated code is active orlogged. Table 92 lists associated diagnostic codes.

Table 92

Associated Codes

J1939 Code Description

110-15 Engine Coolant Temperature : High -least severe

110-16 Engine Coolant Temperature : High -moderate severity

110-0 Engine Coolant Temperature : High -most severe

Results:

• There are associated codes.

Repair: Refer to Troubleshooting, “DiagnosticTrouble Codes” in order to troubleshoot theassociated diagnostic code.

STOP.

• A 412 code and a 2659-18 code are present. –Proceed to Test Step 3.

• There are no associated codes. – Proceed to teststep 2.

Test Step 2. Perform an EGR Service Test

A. Establish communication between the electronicservice tool and the ECM .

B. Select “Diagnostics” from the toolbar at top of thescreen.



C. Select “Diagnostic tests” from the drop-downmenu.

D. Select “EGR Service Test”.

Results:

• The EGR service test did not complete due to a412-16 code.

Repair: Remove the exhaust inlet and the exhaustoutlet from the NRS cooler . Inspect the internalpassage of the NRS cooler for evidence of coolant.If coolant is found, replace the NRS cooler. Returnthe unit to service.

STOP.

• The EGR service test completed successfully. –Proceed to Test Step 3.

Test Step 3. Inspect the NRS Cooler

A. Remove the NRS cooler. Refer to Disassemblyand Assembly, “Exhaust Cooler (NRS) - Removeand Install”.

B. Perform a leak test on the NRS cooler. Refer toSystems Operation, Testing, and Adjusting, “NRSCooler - Test”.

Results:

• The NRS cooler has an internal coolant leak.

Repair: Replace the NRS cooler. Refer toDisassembly and Assembly, “Exhaust Cooler(NRS) - Remove and Install”. Return the unit toservice.

STOP.

• The NRS cooler does not have an internal coolantleak.

Repair: Perform the following procedure:

1. Install the NRS cooler. Refer to Disassemblyand Assembly, “Exhaust Cooler (NRS) -Remove and Install”.

2. Use the electronic service tool to clear all relateddiagnostic trouble codes.

3. Run the engine and ensure that the fault hasbeen eliminated.

STOP.

i04155736

NRS Mass Flow Rate Problem


This procedure covers the following diagnostictrouble code:



Table 93

Diagnostic Trouble Code for NRS Mass Flow Rate Problem


2659-7 Engine Exhaust Gas Recirculation (EGR) Mass Flow Rate : NotResponding Properly

Actual mass flow through the NOxReduction System (NRS) does notmatch the desired mass flow.The Electronic Control Module (ECM)has been powered for at least 2seconds.The engine is running.There are no active codes for the 5VDC supply.There are no active 27, 157, 1188,2791, 3358 or 3563 codes.412-3 or 412-4 codes are not active.

g02346942Illustration 82NRS system for the 1204E-E44 engines

(1) NRS inlet pressure sensor(2) NRS outlet pressure sensor

(3) NRS outlet pressure sensor pipe(4) NRS inlet pressure sensor pipe

(5) NRS mixer(6) NRS temperature sensor



g02346456Illustration 83NRS system for the 1206E-E66 engine(1) NRS inlet pressure sensor(2) NRS outlet pressure sensor

(3) NRS outlet pressure sensor pipe(4) NRS inlet pressure sensor pipe

(5) NRS mixer(6) NRS temperature sensor

Test Step 1. Check for AssociatedDiagnostic Trouble Codes

A. Establish communication between the electronicservice tool and the ECM . If necessary, refer toTroubleshooting, “Electronic Service Tools”.

B. Check for diagnostic trouble codes that areassociated with the NRS valve or the exhaustback pressure regulator.

Results:

• There are diagnostic trouble codes that areassociated with the NRS valve or the exhaust backpressure regulator.

Repair: Troubleshoot NRS valve faults or exhaustback pressure regulator faults before continuingwith this procedure. Refer to Troubleshooting,“Diagnostic Trouble Codes”.

STOP.

• There are no associated codes. – Proceed to TestStep 2.

Test Step 2. Check the Air Inlet andExhaust System

A. Check the air inlet system for leaks and forrestrictions.

B. Check the exhaust system for leaks and forrestrictions.

Results:

• There are no leaks in the air inlet system or theexhaust system. – Proceed to 3.

• The air inlet system has a leak or is restricted.


1. Clear any restrictions in the air inlet system.



2. Repair any air leaks in the air inlet system.


If the fault is still present, proceed to 3.

• The exhaust system has a leak or is restricted.


1. Clear any restrictions in the exhaust system.

2. Repair any leaks in the exhaust system.


If the fault is still present, proceed to Test Step 3.

Test Step 3. Check the NRS Sensor Pipes

For 1204E-E44 engines, refer to Illustration 82. For a1206E-E66 engine, refer to Illustration 83.

A. Check pipe (3) for the NRS outlet pressure sensorfor leaks, restrictions, or blockage.

B. Check pipe (4) for the NRS inlet pressure sensorfor leaks or any restriction.

Results:

• There are no leaks, restrictions, or blockages inthe sensor pipes. – Proceed to Test Step 4.

• There is a leak, a restriction, or a blockage in oneof the sensor pipes.

Repair: Perform the following repair:

1. If a pipe has a leak or a restriction, replace thepipe.

2. If the pipe is blocked with soot or condensate,remove the pipe and clear the blockage withan air line that is set at a maximum pressureof 200 kPa (29 psi). If the blockage is cleared,install the pipe. If the blockage cannot becleared, replace the pipe.



Test Step 4. Check the NRS TemperatureSensor

During this procedure, refer to Illustration 82 orIllustration 83.

A. Remove temperature sensor (7) from NRSmixer (6). Refer to Disassembly and Assembly,“Temperature Sensor (Cooled Exhaust Gas) -Remove and Install”.

B. Check the sensor probe for excessive deposits.

Results:

• The probe on the temperature sensor does nothave excessive deposits. – Proceed to Test Step 5

• The probe on the temperature sensor hasexcessive deposits.


1. Carefully remove the deposits from the sensorprobe. Make sure that the sensor probe is notdamaged.

2. If the deposits cannot be easily removed,replace the temperature sensor. Refer toDisassembly and Assembly, “TemperatureSensor (Cooled Exhaust Gas) - Remove andInstall”.



Test Step 5. Inspect the NRS Mixer

Inspect NRS mixer (6) for cracks, holes, or damage.

Results:

• The NRS mixer is defective.

Repair: Replace the NRS mixer. Refer toDisassembly and Assembly, “Inlet Air Control -Remove” and Disassembly and Assembly, “InletAir Control - Install”.

STOP.

• There are no visible faults on the NRS mixer. –Contact Perkins Global Technical Support. STOP.

i04156836

Oil Consumption Is Excessive

Probable Causes• Misreading oil level

• Oil leaks

• Engine crankcase breather

• Oil level






Recommended Actions

Misreading Oil Level

1. Accurately measure the consumption of oil andfuel over a period of 50 engine hours.

2. If the oil consumption is greater than 0.08% of thefuel consumption, use the following procedurein order to investigate the cause of the high oilconsumption.

Oil Leaks

1. Check for evidence of oil leaks on the engine.

2. Rectify any oil leaks from the engine.

3. Check for evidence of oil in the coolant. If oil isfound in the coolant, refer to Troubleshooting,“Engine Oil in Cooling System”.

4. If no oil leaks are identified, refer to “EngineCrankcase Breather”.

Engine Crankcase Breather

1. Check the engine crankcase breather for blockageor restrictions.

2. Check for excessive oil from the outlet of thebreather.

3. If necessary, replace the filter in the breather.

4. Repair all defects. Verify that the repair haseliminated the fault.

5. If no faults are found, refer to “Oil Level”.

Oil Level

1. Check the oil level in the engine.

2. If no contamination is identified, remove anyexcess oil.

3. If the oil level is satisfactory, refer to “Air Intakeand Exhaust System”.





• Blockages

• Restrictions




6. If no faults are found, refer to “Turbocharger” or“Turbochargers”.

Turbocharger

Note: This procedure is applicable to engines thathave one turbocharger.

Note: The turbocharger that is installed on thisengine is a nonserviceable item. If any mechanicalfault exists, then the turbocharger must be replaced.

1. Check the turbocharger for evidence of internal oilleaks into the compressor housing or the turbinehousing. If evidence is found of an oil leak into theturbine housing, inspect the diesel particulate filterfor blockage of the filter inlet.

2. Check for leaks from the oil feed and the oil drainfor the turbocharger.



5. If the repairs have not eliminated the fault, proceedto “Low Compression (cylinder pressure)”.

Turbochargers

Note: This procedure is applicable to engines thathave two turbochargers.

Note: The turbochargers that are installed on thisengine are nonserviceable items. If any mechanicalfault exists, then the faulty turbocharger must bereplaced.

1. Check for leaks from the oil feeds or the oil drainsfor the turbochargers.



2. Check the turbochargers for evidence of internaloil leaks into the compressor housings or theturbine housings. If evidence is found of an oilleak into a turbine housing, inspect the dieselparticulate filter for blockage of the filter inlet.

3. If necessary, replace the faulty turbocharger. Referto Disassembly and Assembly, “Turbocharger- Remove” and Disassembly and Assembly,“Turbocharger - Install”.


5. If the repairs have not eliminated the fault, proceedto “Low Compression (cylinder pressure)”.

Low Compression (cylinder pressure)





• Faulty piston

• Worn piston rings


• Worn valves





5. If the fault is not eliminated, refer to theTroubleshooting Manual for the application.

i04079262

Oil Contains Coolant

Probable Causes• Engine oil cooler


• Cylinder head

• Cylinder block

Recommended Actions

Engine Oil Cooler

1. Drain the engine lubricating oil from the engine.

2. Check for leaks in the oil cooler assembly. Referto Systems Operation, Testing, and Adjusting,“Cooling System” for the correct procedure. If aleak is found, install a new oil cooler. Refer toDisassembly and Assembly, “Engine Oil Cooler- Remove” and Disassembly and Assembly,“Engine Oil Cooler - Install” for the correctprocedure.


1. Remove the cylinder head. Refer to Disassemblyand Assembly, “Cylinder Head - Remove” for thecorrect procedure.

2. Inspect the cylinder head gasket for faults and anysigns of leakage.

3. Proceed to the recommended actions for “CylinderHead”.

Cylinder Head

1. Check the cylinder head for flatness. Refer toSystems Operation, Testing, and Adjusting,“Cylinder Head - Inspect” for the correct procedure.

2. Check the mating face of the cylinder head forfaults and signs of leakage. If a fault is found,replace the cylinder head. If signs of leakageare found, determine the cause of the leakage.Refer to Systems Operation, Testing, andAdjusting, “Cylinder Head - Inspect” for the correctprocedure.

3. Check the internal core plugs in the cylinder headfor signs of leakage.

4. Proceed to “Cylinder Block”.

Cylinder Block

Inspect the top face of the cylinder block for faultsand signs of leakage. If a fault is found, replacethe cylinder block. If signs of leakage are found,determine the cause of the leakage. Refer to SystemsOperation, Testing, and Adjusting, “Cylinder Block -Inspect” for the correct procedure.

Assembly after Repair

1. Install the cylinder head. Refer to Disassemblyand Assembly, “Cylinder Head - Install”.



2. Remove the oil filter element. Install a new engineoil filter element. Fill the engine with clean engineoil to the correct level. Refer to the Operationand Maintenance Manual, “Engine Oil and Filter- Change” for more information.

i03900114

Oil Contains Fuel

Measuring Fuel DilutionDiesel fuel is chemically like the lubricants that areused in diesel engines. A slow fuel leak will blend thefuel into the oil. Normal operating temperatures maycause volatile parts of the fuel to vaporize. The fuelthat remains in the oil is less volatile.

A closed cup flash test can be performed in orderto detect fuel dilution. The flash test is designedto measure the volatile parts of the fuel that areremaining in the oil. Detecting less volatile fuel isdifficult. Low volatility reduces the accuracy of theflash test.

Since the flash test does not accurately detectfuel dilution, do not use the flash test as the onlymeasure of fuel dilution. Instead, verify the dilutionby the following methods:

• Gas chromatograph fuel dilution test

• Oil viscosity

The test that uses a gas chromatograph is designedto measure fuel dilution in crankcase oils. The gaschromatograph can identify the small chemicaldifferences between diesel fuel and lubricating oil.Even though the gas chromatograph provides a moreaccurate measure of fuel dilution, always verify theresults with the viscosity test.

A significant level of fuel dilution reduces oil viscosity.If an unacceptable level of fuel dilution is suspected,the kinematic viscosity of the oil must be measured.

Fuel dilution that is greater than 4 percent willusually cause viscosity that is less than the specifiedviscosity grade. If the oil is still within the specifiedviscosity grade, fuel dilution is unlikely to reachan unacceptable level. Use the following chart todetermine if viscosity has reached the minimumacceptable level. The guidelines of viscosity in thechart are slightly less than the limits of the SAEviscosity grades. However, these guidelines stillprovide adequate engine protection.

Table 94

Viscosity Grade

Minimum OilViscosity at100 °C withFuel DilutionGreater Than4% as Measured

by a GasChromatograph

Action

0W-405W-4010W-4015W-40

12.0 cSt

0W-305W-3010W-30

9.0 cSt

Investigatethe cause offuel dilutionor reduce theengine oil

change interval.

Verifying Fuel Dilution

Always verify a result in excess of 4 percent beforeinvestigating or servicing the engine.

Probable Causes• Fuel injector seals

• Fuel injector tip

• Shaft seal for the high pressure fuel pump

Recommended Actions

Fuel Injector Seals

Look for signs of damage to the seals for the fuelinjectors. Replace any seals that are leaking.

Fuel Injector Tip

Look for signs of damage to the fuel injectors.Check the fuel injector tip for cracks or breakage. Ifnecessary, replace the unit injectors.

Shaft Seal for the High Pressure FuelPump

Check for fuel leakage around the shaft seal for thehigh pressure fuel pump. If fuel is leaking past theshaft seal, there is a restriction in the return line tothe fuel tank. Investigate the cause of the restrictionand then repair the fuel line.

If the shaft seal for the high pressure fuel pump isleaking, the fuel pump must be replaced. Refer toDisassembly and Assembly, “Fuel Injection Pump- Remove” and Disassembly and Assembly, “FuelInjection Pump - Install”.



i04082214

Oil Pressure Is Low

NOTICEDo not operate the engine with low oil pressure.Engine damage will result. If measured oil pressureis low, discontinue engine operation until the fault iscorrected.

The Electronic Control Module (ECM) monitorsthe engine oil pressure. The following events areassociated with low engine oil pressure:

Table 95

Diagnostic Codes for Low Engine Oil Pressure


100-17 Engine Oil Pressure : Low - least severe The ECM has been powered for at least 2 seconds.


There are no diagnostic trouble codes for the oilpressure sensor.

There are no diagnostic trouble codes for the 5 VDCsupply.

Refer to Illustration 84 for the trip point for the oilpressure.

100-1 Engine Oil Pressure : Low - most severe The ECM has been powered for at least 2 seconds.


There are no diagnostic trouble codes for the oilpressure sensor.

There are no diagnostic trouble codes for the 5 VDCsupply.


Refer to Illustration 85 for the trip point for the oilpressure.




Diagnostic code 100-17 Engine Oil Pressure versus Engine Speed

g01992253Illustration 85Diagnostic code 100-1 Engine Oil Pressure versus Engine Speed

Probable Causes• Engine oil level

• Oil specification

• Engine oil pressure gauge

• Engine oil filter

• Engine oil cooler

• Fuel in the engine oil

• Piston cooling jets

• Engine oil suction tube

• Engine oil pump

• Bearing clearance

Recommended Actions

Engine Oil Level

1. Inspect the engine oil level. If necessary, add oil.

2. If the fault is still apparent, proceed to “OilSpecification”.

Oil Specification

1. Make sure that engine oil of the correctspecification is used. Refer to the Operationand Maintenance Manual, “Refill Capacities andRecommendations”.

2. If necessary, drain the oil system and refill the oilsystem with engine oil of the correct specification.Refer to Operation and Maintenance Manual,“Engine Oil and Filter - Change”.

3. If the fault is still apparent, proceed to “Engine OilPressure Gauge”.

Engine Oil Pressure Gauge

1. Check the actual engine oil pressure with acalibrated test gauge. Compare the oil pressurereading from the electronic service tool to thepressure on the test gauge.

2. If no difference is noted between the indicated oilpressures, proceed to “Engine Oil Filter”.

Engine Oil Filter

1. Remove the engine oil filter. Refer to the Operationand Maintenance Manual, “Engine Oil and Filter- Change”.

2. Inspect the engine oil filter for evidence ofblockage.

3. Install a new engine oil filter. Refer to theOperation and Maintenance Manual, “Engine Oiland Filter - Change”.

4. If the fault is still apparent, proceed to “Engine OilCooler”.



Engine Oil Cooler

1. If oil flow or coolant flow through the oil cooleris suspected of being low, replace the oil cooler.Refer to Disassembly and Assembly, “EngineOil Cooler - Remove” and Disassembly andAssembly, “Engine Oil Cooler - Install”.

2. If the fault is still apparent, proceed to “Fuel in theEngine Oil”.

Fuel in the Engine Oil

1. If contamination of the engine oil with fuel issuspected, refer to Troubleshooting, “Oil ContainsFuel”.

2. If the fault is still apparent, proceed to “PistonCooling Jets”.

Piston Cooling Jets

1. Inspect the piston cooling jets for damage.Replace any piston cooling jet that appears to becracked, broken, or missing. Refer to Disassemblyand Assembly, “Piston Cooling Jets - Removeand Install”.

2. If no damage is found, proceed to “Engine OilSuction Tube”.

Engine Oil Suction Tube

1. Check the inlet screen on the oil suction tubeand remove any material that may be restrictingoil flow.

2. Check the joints of the oil suction tube for cracksor a damaged joint. Cracks or damage may allowair leakage into the supply to the oil pump.

3. If no faults are found, proceed to “Engine OilPump”.

Engine Oil Pump

1. Inspect the components of the engine oil pump forexcessive wear. Repair the oil pump or replacethe oil pump, if necessary. Refer to Disassemblyand Assembly, “Engine Oil Pump - Remove”,Disassembly and Assembly, “Engine Oil Pump -Install” and Disassembly and Assembly, “EngineOil Relief Valve - Remove and Install”.

2. If no faults are found, proceed to “BearingClearance”.

Bearing Clearance

Inspect the engine components for excessive bearingclearance or damaged bearings. If necessary,replace the bearings and/or the components. Inspectthe following components for excessive bearingclearance:

• Crankshaft main bearings

• Connecting rod bearings

• Camshaft front bearing

• Idler gear bearing

If the fault is still present, contact Perkins GlobalTechnical Support.

i04154092

Power Is Intermittently Low orPower Cutout Is Intermittent

Note: Use this procedure only if the engine does notshut down completely.



• ECM connection

• Fuel supply

• Intake manifold pressure

Recommended Actions


Diagnostic Codes




• Flash Codes











Flash Codes





1. Refer to Troubleshooting, “Electrical Connectors- Inspect”.

2. Repair the electrical connectors or replace theelectrical connectors.

3. Ensure that all the connector seals are in placeand that the connectors have been correctlyinstalled.

4. Ensure that the repairs have eliminated the fault.If the fault has not been eliminated proceed to“ECM Connection”.

ECM Connection

1. Check that the P2/J2 connector is correctly fitted.

2. Check that the P1/J1 connector is correctly fitted.

3. If a fault is suspected with the ECM power andground connections, refer to Troubleshooting,“Ignition Keyswitch Circuit and Battery SupplyCircuit - Test”.

4. Verify that the ECM connections for the power andground connections at the fuel pump are correctlyconnected.

5. Repair any faults and ensure that the faults havebeen eliminated.

6. If the repairs do not eliminate the faults, proceedto “Fuel Supply”.

Fuel Supply









9. Remove the fuel filters. Inspect the fuel filters forcontamination. Install new fuel filters. Refer tothe Operation and Maintenance Manual, “FuelSystem Filter- Replace and Fuel System PrimaryFilter (Water Separator) Element - Replace”.Determine the cause of the contamination. Installnew fuel filters.

10.Check the diesel fuel for contamination. Refer toSystems Operation, Testing, and Adjusting, “FuelQuality - Test”.

11.Check for air in the low-pressure fuel system.Refer to Systems Operation, Testing, andAdjusting, “Air in Fuel - Test”.

12.Ensure that the fuel system has been primed.Refer to Systems Operation, Testing, andAdjusting, “Fuel System - Prime”.



Contact with high pressure fuel may cause fluidpenetration and burn hazards. High pressure fu-el spray may cause a fire hazard. Failure to fol-low these inspection, maintenance and service in-structions may cause personal injury or death.

NOTICEContact with high-pressure fuel may cause personalinjury or death. Wait 10 minutes after the engine hasstopped to allow fuel pressure to purge before anyservice or repair is performed on the engine fuel lines.

13. If the high-pressure fuel lines have a leak, thehigh-pressure fuel lines must be replaced. Referto Disassembly and Assembly, “Fuel injectionlines - Remove” and Disassembly and Assembly,“Fuel injection lines - Install”.








Location of the Transfer pump inlet regulator (TPIR) on a 1204Eengine(1) Fuel return to the secondary fuel filter(2) Secondary fuel filter base(3) Transfer pump inlet regulator (TPIR)(4) Transfer pump inlet regulator return port
























7. If the fuel flow in Step 5 is greater than theminimum limit, proceed to “Intake ManifoldPressure”.






















4. If the fault is still present, proceed to “IntakeManifold Pressure”.

Intake Manifold Pressure

1. Use the electronic service tool to verify the intakemanifold pressure.

2. Turn the start switch to the ON position.

3. The intake manifold pressure should read0 ± 0.5 kPa (0 ± 0.07 psi). If the intake manifoldpressure is not within the limits, perform thefollowing steps.






• Blockages

• Restrictions


7. If the fault cannot be eliminated, contact PerkinsGlobal Technical Support.

i04079265

Valve Lash Is Excessive

Probable Causes• Lubrication

• Valve train components

Recommended Actions

Lubrication

1. Ensure that the engine oil pressure is satisfactory.Low engine oil pressure can cause excessivecomponent wear.

2. Remove the valve mechanism cover. Refer toDisassembly and Assembly, “Valve MechanismCover - Remove and Install” for the correctprocedure.

3. Crank the engine and check the lubrication in thevalve compartment. Ensure that there is adequateengine oil flow in the valve compartment. Thepassages for the engine oil must be clean.

Note: Do not run the engine without the valvemechanism cover.

Valve Train Components

1. Check the hydraulic lifters for correct operation.Refer to Systems Operation, Testing, andAdjusting, “Engine Valve Lash - Inspect”.

2. Inspect the following components of the valvetrain. Refer to Disassembly and Assembly for anycomponents that must be removed for inspection.

• Rocker arms

• Valve bridges

• Pushrods

• Hydraulic lifters

• Camshaft

• Valve stems

• Rocker shaft

3. Check the components for the following conditions:abnormal wear, excessive wear, straightness,and cleanliness. If necessary, use new parts forreplacement.

Note: If the camshaft is replaced, new valve liftersmust also be used.



Troubleshooting with aDiagnostic Code

i04335170


The following table lists all the J1939 diagnostictrouble codes for the 1204E E44 and 1206EE66 engines. The table includes a description foreach code and the recommended troubleshootingprocedure that must be performed.

Table 96

J1939 Code Description Refer to Procedure

27-3 Engine Exhaust Gas Recirculation Valve PositionSensor : Voltage Above Normal Valve Position Sensor - Test

27-4 Engine Exhaust Gas Recirculation Valve PositionSensor : Voltage Below Normal Valve Position Sensor - Test

29-2 Accelerator Pedal Position 2 : Erratic, Intermittent, orIncorrect (Engines equipped with a throttle switch) Throttle Switch Circuit - Test

29-2 Accelerator Pedal Position 2 : Erratic, Intermittent orIncorrect (Engines equipped with an analog throttle) Analog Throttle Position Sensor Circuit - Test

29-3 Accelerator Pedal Position 2 : Voltage Above Normal(Engines equipped with an analog throttle) Analog Throttle Position Sensor Circuit - Test

29-3 Accelerator Pedal Position 2 : Voltage Above Normal(Engines equipped with a digital throttle) Digital Throttle Position Sensor Circuit - Test

29-4 Accelerator Pedal Position 2 : Voltage Below Normal(Engines equipped with an analog throttle) Analog Throttle Position Sensor Circuit - Test

29-4 Accelerator Pedal Position 2 : Voltage Below Normal(Engines equipped with a digital throttle) Digital Throttle Position Sensor Circuit - Test

29-8 Accelerator Pedal Position 2 : Abnormal Frequency,Pulse Width or Period Digital Throttle Position Sensor Circuit - Test

91-2 Accelerator Pedal Position 1 : Erratic, Intermittent, orIncorrect (Engines equipped with a throttle switch) Throttle Switch Circuit - Test

91-2 Accelerator Pedal Position 1 : Erratic, Intermittent orIncorrect (Engines equipped with an analog throttle) Analog Throttle Position Sensor Circuit - Test

91-3 Accelerator Pedal Position 1 : Voltage Above Normal(Engines equipped with an analog throttle) Analog Throttle Position Sensor Circuit - Test

91-3 Accelerator Pedal Position 1 : Voltage Above Normal(Engines equipped with a digital throttle) Digital Throttle Position Sensor Circuit - Test

91-4 Accelerator Pedal Position 1 : Voltage Below Normal(Engines equipped with an analog throttle) Analog Throttle Position Sensor Circuit - Test

91-4 Accelerator Pedal Position 1 : Voltage Below Normal(Engines equipped with a digital throttle) Digital Throttle Position Sensor Circuit - Test

91-8 Accelerator Pedal Position 1 : Abnormal Frequency,Pulse Width or Period Digital Throttle Position Sensor Circuit - Test

97-15 Water In Fuel Indicator : High - least severe (1) Fuel System Water Separator Has Water

97-16 Water In Fuel Indicator : High - moderate severity (2) Fuel System Water Separator Has Water

100-1 Engine Oil Pressure : Low - most severe (3) Low Engine Oil Pressure(continued)



(Table 96, contd)


100-3 Engine Oil Pressure : Voltage Above Normal Engine Pressure Sensor Open or ShortCircuit - Test

100-4 Engine Oil Pressure : Voltage Below Normal Engine Pressure Sensor Open or ShortCircuit - Test

100-17 Engine Oil Pressure : Low - least severe (1) Low Engine Oil Pressure

100-21 Engine Oil Pressure : Data Drifted Low 5 V Sensor Supply Circuit - Test

102-16 Engine Intake Manifold #1 Pressure : High - moderateseverity (2) Intake Manifold Air Pressure Is High

102-18 Engine Intake Manifold #1 Pressure : Low - moderateseverity (2) Intake Manifold Air Pressure Is Low

105-3 Engine Intake Manifold #1 Temperature : VoltageAbove Normal

Engine Temperature Sensor Open or ShortCircuit - Test (Passive Sensors)

105-4 Engine Intake Manifold #1 Temperature : VoltageBelow Normal


105-15 Engine Intake Manifold #1 Temperature : High - leastsevere (1) Intake Manifold Air Temperature Is High

105-16 Engine Intake Manifold #1 Temperature : High -moderate severity (2) Intake Manifold Air Temperature Is High

107-15 Engine Air Filter 1 Differential Pressure : High - leastsevere (1) Inlet Air Is Restricted

108-3 Barometric Pressure : Voltage Above Normal Engine Pressure Sensor Open or ShortCircuit - Test

108-4 Barometric Pressure : Voltage Below Normal Engine Pressure Sensor Open or ShortCircuit - Test

108-21 Barometric Pressure : Data Drifted Low 5 V Sensor Supply Circuit - Test

110-0 Engine Coolant Temperature : High - most severe (3) Coolant Temperature Is Too High

110-3 Engine Coolant Temperature : Voltage Above Normal Engine Temperature Sensor Open or ShortCircuit - Test (Passive Sensors)

110-4 Engine Coolant Temperature : Voltage Below Normal Engine Temperature Sensor Open or ShortCircuit - Test (Passive Sensors)

110-15 Engine Coolant Temperature : High - least severe (1) Coolant Temperature Is Too High

110-16 Engine Coolant Temperature : High - moderateseverity (2) Coolant Temperature Is Too High

111-1 Engine Coolant Level : Low - most severe (3) Coolant Level Is Low

157-3 Engine Injector Metering Rail #1 Pressure : VoltageAbove Normal

Engine Pressure Sensor Open or ShortCircuit - Test

157-4 Engine Injector Metering Rail #1 Pressure : VoltageBelow Normal


157-15 Engine Injector Metering Rail #1 Pressure : High -least severe (1) Fuel Rail Pressure Problem

157-17 Engine Injector Metering Rail #1 Pressure : Low -least severe (1) Fuel Rail Pressure Problem

168-2 Battery Potential / Power Input 1 : Erratic, Intermittentor Incorrect

Ignition Keyswitch Circuit and BatterySupply Circuit - Test

168-3 Battery Potential / Power Input 1 : Voltage AboveNormal


168-4 Battery Potential / Power Input 1 : Voltage BelowNormal


(continued)



(Table 96, contd)


172-3 Engine Air Inlet Temperature : Voltage Above Normal Engine Temperature Sensor Open or ShortCircuit - Test (Passive Sensors)

172-4 Engine Air Inlet Temperature : Voltage Below Normal Engine Temperature Sensor Open or ShortCircuit - Test (Passive Sensors)

174-3 Engine Fuel Temperature 1 : Voltage Above Normal Engine Temperature Sensor Open or ShortCircuit - Test (Passive Sensors)

174-4 Engine Fuel Temperature 1 : Voltage Below Normal Engine Temperature Sensor Open or ShortCircuit - Test (Passive Sensors)

174-15 Engine Fuel Temperature 1 : High - least severe (1) Fuel Temperature Is High

174-16 Engine Fuel Temperature 1 : High - moderate severity(2) Fuel Temperature Is High

190-8 Engine Speed : Abnormal Frequency, Pulse Width orPeriod Engine Speed/Timing Sensor Circuit - Test

190-15 Engine Speed : High - least severe (1) Engine Overspeeds

412-3 Engine Exhaust Gas Recirculation Temperature :Voltage Above Normal


412-4 Engine Exhaust Gas Recirculation Temperature :Voltage Below Normal


412-15 Engine Exhaust Gas Recirculation Temperature : High- least severe (1) NRS Exhaust Gas Temperature Is High

412-16 Engine Exhaust Gas Recirculation Temperature : High- moderate severity (2) NRS Exhaust Gas Temperature Is High

558-2 Accelerator Pedal 1 Low Idle Switch : Erratic,Intermittent or Incorrect Idle Validation Switch Circuit - Test

626-5 Engine Start Enable Device 1 : Current Below Normal Ether Starting Aid - Test

626-6 Engine Start Enable Device 1 : Current Above Normal Ether Starting Aid - Test

630-2 Calibration Memory : Erratic, Intermittent or Incorrect Flash Programming

631-2 Calibration Module : Erratic, Intermittent or Incorrect ECM Memory - Test

637-11 Engine Timing Sensor : Other Failure Mode Engine Speed/Timing Sensor Circuit - Test

639-9 J1939 Network #1 : Abnormal Update Rate CAN Data Link Circuit - Test

649-3 Engine Exhaust Back Pressure Regulator Solenoid: Voltage Above Normal Motorized Valve - Test

649-5 Engine Exhaust Back Pressure Regulator Solenoid :Current Below Normal Motorized Valve - Test

649-6 Engine Exhaust Back Pressure Regulator Solenoid: Current Above Normal Motorized Valve - Test

649-7 Engine Exhaust Back Pressure Regulator Solenoid :Not Responding Properly Motorized Valve - Test

651-2 Engine Injector Cylinder #01 : Erratic, Intermittent orIncorrect Injector Data Incorrect - Test

651-5 Engine Injector Cylinder #01 : Current Below Normal Injector Solenoid Circuit - Test

651-6 Engine Injector Cylinder #01 : Current Above Normal Injector Solenoid Circuit - Test



652-6 Engine Injector Cylinder #02 : Current Above Normal Injector Solenoid Circuit - Test(continued)



(Table 96, contd)








655-2 Engine Injector Cylinder #05 : Erratic, Intermittent orIncorrect (1206E-E66 Engine Only) Injector Data Incorrect - Test

655-5 Engine Injector Cylinder #05 : Current Below Normal(1206E-E66 Engine Only) Injector Solenoid Circuit - Test

655-6 Engine Injector Cylinder #05 : Current Above Normal(1206E E66 Engine Only) Injector Solenoid Circuit - Test

656-2 Engine Injector Cylinder #06 : Erratic, Intermittent orIncorrect (1206E-E66 Engine Only) Injector Data Incorrect - Test

656-5 Engine Injector Cylinder #06 : Current Below Normal(1206E-E66 Engine Only) Injector Solenoid Circuit - Test

656-6 Engine Injector Cylinder #06 : Current Above Normal(1206E-E66 Engine Only) Injector Solenoid Circuit - Test

676-6 Engine Glow Plug Relay : Current Above Normal Starting Aid (Glow Plug) Relay Circuit - Test

678-3 ECU 8 Volts DC Supply : Voltage Above Normal Digital Throttle Position Sensor Circuit - Test

678-4 ECU 8 Volts DC Supply : Voltage Below Normal Digital Throttle Position Sensor Circuit - Test

723-8 Engine Speed Sensor #2 : Abnormal Frequency, PulseWidth or Period Engine Speed/Timing Sensor Circuit - Test

1075-5 Engine Electric Lift Pump For Engine Fuel Supply :Current Below Normal Fuel Pump Relay Circuit - Test

1075-6 Engine Electric Lift Pump For Engine Fuel Supply :Current Above Normal Fuel Pump Relay Circuit - Test

1076-5 Engine Fuel Injection Pump Fuel Control Valve :Current Below Normal Solenoid Valve - Test

1076-6 Engine Fuel Injection Pump Fuel Control Valve :Current Above Normal Solenoid Valve - Test

1188-3 Engine Turbocharger 1 Wastegate Drive : VoltageAbove Normal Solenoid Valve - Test

1188-5 Engine Turbocharger 1 Wastegate Drive : CurrentBelow Normal Solenoid Valve - Test

1188-6 Engine Turbocharger 1 Wastegate Drive : CurrentAbove Normal Solenoid Valve - Test

1196-9 Anti-theft Component Status States : AbnormalUpdate Rate Data Link Circuit - Test

1239-0 Engine Fuel Leakage 1: High - most severe (3) Fuel Rail Pressure Problem

2659-15 Engine Exhaust Gas Recirculation (EGR) Mass FlowRate : High - least severe (1) TBA

2791-3 Engine Exhaust Gas Recirculation (EGR) ValveControl : Voltage Above Normal Motorized Valve - Test

(continued)



(Table 96, contd)


2791-5 Engine Exhaust Gas Recirculation (EGR) ValveControl : Current Below Normal Motorized Valve - Test

2791-6 Engine Exhaust Gas Recirculation (EGR) ValveControl : Current Above Normal Motorized Valve - Test

2791-7 Engine Exhaust Gas Recirculation (EGR) ValveControl : Not Responding Properly Motorized Valve - Test

2882-2 Engine Alternate Rating Select : Erratic, Intermittent,or Incorrect Mode Selection Circuit - Test

2970-2 Accelerator Pedal 2 Low Idle Switch : Erratic,Intermittent, or Incorrect Idle Validation Switch Circuit - Test

3242-3 Particulate Trap Intake Gas Temperature : VoltageAbove Normal

Engine Temperature Sensor Open or ShortCircuit - Test (Active Sensors)

3242-4 Particulate Trap Intake Gas Temperature : VoltageBelow Normal

Engine Temperature Sensor Open or ShortCircuit - Test (Active Sensors)

3242-17 Particulate Trap Intake Gas Temperature : Low - leastsevere (1) Diesel Particulate Filter Temperature Is High

3242-18 Particulate Trap Intake Gas Temperature : Low -moderate severity (2) Diesel Particulate Filter Temperature Is Low

3358-3 Engine Exhaust Gas Recirculation Inlet Pressure :Voltage Above Normal


3358-4 Engine Exhaust Gas Recirculation Inlet Pressure :Voltage Below Normal


3358-13 Engine Exhaust Gas Recirculation Inlet Pressure :Calibration Required Sensor Calibration Required - Test

3358-21 Engine Exhaust Gas Recirculation Inlet Pressure :Data Drifted Low 5 V Sensor Supply Circuit - Test

3509-3 Sensor Supply Voltage 1 : Voltage Above Normal 5 V Sensor Supply Circuit - Test

3509-4 Sensor Supply Voltage 1 : Voltage Below Normal 5 V Sensor Supply Circuit - Test

3510-3 Sensor Supply Voltage 2 : Voltage Above Normal 5 V Sensor Supply Circuit - Test

3510-4 Sensor Supply Voltage 2 : Voltage Below Normal 5 V Sensor Supply Circuit - Test

3563-3 Engine Intake Manifold #1 Absolute Pressure : VoltageAbove Normal


3563-4 Engine Intake Manifold #1 Absolute Pressure : VoltageBelow Normal


3563-13 Engine Intake Manifold #1 Absolute Pressure :Calibration Required Sensor Calibration Required - Test

3563-21 Engine Intake Manifold #1 Absolute Pressure : DataDrifted Low 5 V Sensor Supply Circuit - Test

3719-0 Particulate Trap #1 Soot Load Percent : High - mostsevere (3) Diesel Particulate Filter Collects Excessive Soot

3719-16 Particulate Trap #1 Soot Load Percent : High -moderate severity (2) Diesel Particulate Filter Collects Excessive Soot

4783-3 Diesel Particulate Filter #1 Mean Soot Signal : VoltageAbove Normal Soot Sensor - Test

4783-4 Diesel Particulate Filter #1 Mean Soot Signal : VoltageBelow Normal Soot Sensor - Test

4783-9 Diesel Particulate Filter #1 Mean Soot Signal :Abnormal Update Rate Soot Sensor - Test

(continued)



(Table 96, contd)


4783-12 Diesel Particulate Filter #1 Mean Soot Signal : Failure Soot Sensor - Test

4783-13 Diesel Particulate Filter #1 Mean Soot Signal :Calibration Required Soot Sensor - Test

4783-19 Diesel Particulate Filter #1 Mean Soot Signal : DataError Soot Sensor - Test

4783-21 Diesel Particulate Filter #1 Mean Soot Signal : DataDrifted Low Soot Sensor - Test

5019-3 Engine Exhaust Gas Recirculation Outlet Pressure: Voltage Above Normal


5019-4 Engine Exhaust Gas Recirculation Outlet Pressure :Voltage Below Normal


5019-13 Engine Exhaust Gas Recirculation Outlet Pressure :Calibration Required Sensor Calibration Required - Test

5019-21 Engine Exhaust Gas Recirculation Outlet Pressure :Data Drifted Low 5 V Sensor Supply Circuit - Test

5571-0 High Pressure Common Rail Fuel Pressure ReliefValve : Active Fuel Rail Pressure Problem

5576-2 Aftertreatment #1 Identification Number Module :Erratic, Intermittent or incorrect Diesel Particulate Filter Identification Signal - Test

5576-8 Aftertreatment #1 Identification Number Module :Abnormal Frequency, Pulse Width, or Period Diesel Particulate Filter Identification Signal - Test

5576-14 Aftertreatment #1 Identification Number Module :Special Instruction Diesel Particulate Filter Identification Signal - Test

5625-3 Exhaust Back Pressure Regulator Position : VoltageAbove Normal Valve Position Sensor - Test

5625-4 Exhaust Back Pressure Regulator Position : VoltageBelow Normal Valve Position Sensor - Test

5629-31 Particulate Trap Active Regeneration Inhibited Due ToLow Exhaust Gas Pressure - least severe (1) Diesel Particulate Filter Collects Excessive Soot

i04335171

Diagnostic Code CrossReference

Table 97

CDL Code Description J1939Code

FlashCode

N/A No Diagnostic Code Detected N/A 551

1-2 Cylinder #1 Injector erratic, intermittent or incorrect 651-2 111

1-5 Cylinder #1 Injector current below normal 651-5 111

1-6 Cylinder #1 Injector current above normal 651-6 111




3-2 Cylinder #3 Injector erratic, intermittent or incorrect 653-2 111(continued)



(Table 97, contd)


FlashCode






5-2 Cylinder #5 Injector erratic, intermittent or incorrect (1206E-E66 Engine Only) 655-2 111

5-5 Cylinder #5 Injector current below normal (1206E-E66 Engine Only) 655-5 115

5-6 Cylinder #5 Injector current above normal (1206E-E66 Engine Only) 655-6 115

6-2 Cylinder #6 Injector erratic, intermittent or incorrect (1206E-E66 Engine Only) 656-2 111

6-5 Cylinder #6 Injector current below normal (1206E-E66 Engine Only) 656-5 116

6-6 Cylinder #6 Injector current above normal (1206E-E66 Engine Only) 656-6 116

18-5 Fuel Control Valve current below normal 1076-5 -

18-6 Fuel Control Valve current below normal 1076-6 -

41-3 8 Volt DC Supply voltage above normal 678-3 517

41-4 8 Volt DC Supply voltage below normal 678-4 517

91-2 Throttle Position Sensor erratic, intermittent, or incorrect 91-2 154

91-3 Throttle Position Sensor voltage above normal 91-3 154

91-4 Throttle Position Sensor voltage below normal 91-4 154

91-8 Throttle Position Sensor abnormal frequency, pulse width, or period 91-08 154

100-3 Engine Oil Pressure Sensor voltage above normal 100-3 157

100-4 Engine Oil Pressure Sensor voltage below normal 100-4 157

100-21 Engine Oil Pressure Sensor data drifted low 100-21 157

110-3 Engine Coolant Temperature Sensor voltage above normal 110-3 168

110-4 Engine Coolant Temperature Sensor voltage below normal 110-4 168

168-2 Electrical System Voltage erratic, intermittent, or incorrect 168-2 511

168-3 Electrical System Voltage voltage above normal 168-3 511

168-4 Electrical System Voltage voltage Below normal 168-4 511

172-3 Intake Manifold Air Temperature Sensor voltage above normal 105-3 133

172-4 Intake Manifold Air Temperature Sensor voltage below normal 105-4 133

174-3 Fuel Temperature Sensor voltage above normal 174-3 165

174-4 Fuel Temperature Sensor voltage below normal 174-4 165

190-8 Engine Speed Sensor abnormal frequency, pulse width, or period 190-8 141

247-9 SAE J1939 Data Link abnormal update rate 639-9 514

253-2 Personality Module erratic, intermittent, or incorrect 631-2 415

261-11 Engine Timing Offset fault 637-11 143

262-3 5 Volt Sensor DC Power Supply voltage above normal 3509-3 516

262-4 5 Volt Sensor DC Power Supply voltage below normal 3509-4 516

268-2 Programmed Parameter Fault erratic, intermittent, or incorrect 630-2 527

274-3 Atmospheric Pressure Sensor voltage above normal 108-3 152(continued)



(Table 97, contd)


FlashCode

274-4 Atmospheric Pressure Sensor voltage below normal 108-4 152

274-21 Atmospheric Pressure Sensor data drifted low 108-21 152

342-8 Secondary Engine Speed Sensor abnormal frequency, pulse width, or period 723-8 142

526-3 Turbo Wastegate Drive voltage above normal 1188-3 177

526-5 Turbo Wastegate Drive current below normal 1188-5 177

526-6 Turbo Wastegate Drive current above normal 1188-6 177

774-2 Secondary Throttle Position Sensor erratic, intermittent, or incorrect 29-2 155

774-3 Secondary Throttle Position Sensor voltage above normal 29-3 155

774-4 Secondary Throttle Position Sensor voltage below normal 29-4 155

774-8 Secondary Throttle Position Sensor abnormal frequency, pulse width, or period 29-8 155

1634-2 Idle Validation Switch #1 erratic, intermittent or incorrect 558-2 245

1635-2 Idle Validation Switch #2 erratic, intermittent or incorrect 2970-2 246

1639-9 Machine Security System Module abnormal update rate 1196-9 426

1743-2 Engine Operation Mode Selector Switch erratic, intermittent, or incorrect 2882-2 144

1785-3 Intake Manifold Pressure Sensor voltage above normal 3563-3 197

1785-4 Intake Manifold Pressure Sensor voltage below normal 3563-4 197

1785-13 Intake Manifold Pressure Sensor calibration required 3563-13 197

1785-21 Intake Manifold Pressure Sensor data drifted low 3563-21 197

1797-3 Fuel Rail Pressure Sensor voltage above normal 157-3 159

1797-4 Fuel Rail Pressure Sensor voltage below normal 157-4 159

2131-3 5 Volt Sensor DC Power Supply #2 voltage above normal 3510-3 528

2131-4 5 Volt Sensor DC Power Supply #2 voltage below normal 3510-4 528

2246-6 Glow Plug Start Aid Relay current above normal 676-6 199

2417-5 Ether Injection Control Solenoid current below normal 626-5 233

2417-6 Ether Injection Control Solenoid current above normal 626-6 233

2452-3 DPF #1 Intake Temperature Sensor voltage above normal 3242-3 224

2452-4 DPF #1 Intake Temperature Sensor voltage below normal 3242-4 224

2526-3 Air Inlet Temperature Sensor voltage above normal 172-3 232

2526-4 Air Inlet Temperature Sensor voltage below normal 172-4 232

3175-3 Engine Exhaust Back Pressure Regulator Solenoid voltage above normal 649-3 -

3175-5 Engine Exhaust Back Pressure Regulator Solenoid current below normal 649-5 -

3175-6 Engine Exhaust Back Pressure Regulator Solenoid current above normal 649-6 -

3175-6 Engine Exhaust Back Pressure Regulator Solenoid current above normal 649-6 -

3175-7 Engine Exhaust Back Pressure Regulator Solenoid not responding properly 649-7 -

3385-3 Engine Exhaust Gas Recirculation Intake Pressure Sensor voltage abovenormal 3358-3 231

3385-4 Engine Exhaust Gas Recirculation Intake Pressure Sensor voltage below normal 3358-4 231

3385-13 Engine Exhaust Gas Recirculation Intake Pressure Sensor calibration required 3358-13 231

3385-21 Engine Exhaust Gas Recirculation Intake Pressure Sensor data drifted low 3358-21 231(continued)



(Table 97, contd)


FlashCode

3386-3 Engine Exhaust Gas Recirculation Intake Pressure Sensor voltage abovenormal 412-3 227

3386-4 Engine Exhaust Gas Recirculation Intake Pressure Sensor voltage below normal 412-4 227

3397-3 Diesel Particulate Filter #1 Mean Soot Signal voltage above normal 4783-3 226

3397-4 Diesel Particulate Filter #1 Mean Soot Signal voltage below normal 4783-4 226

3397-9 Diesel Particulate Filter #1 Mean Soot Signal abnormal update rate 4783-9 226

3397-12 Diesel Particulate Filter #1 Mean Soot Signal failure 4783-12 226

3397-13 Diesel Particulate Filter #1 Mean Soot Signal calibration required 4783-13 226

3397-14 RF Clean Calibration Offset calibration required 5495-14 226

3397-19 Diesel Particulate Filter #1 Mean Soot Signal data error 4783-19 226

3397-21 Diesel Particulate Filter #1 Mean Soot Signal data drifted low 4783-21 226

3405-3 Engine Exhaust Gas Recirculation Valve Control voltage above normal 2791-3 228

3405-5 Engine Exhaust Gas Recirculation Valve Control current below normal 2791-5 228

3405-6 Engine Exhaust Gas Recirculation Valve Control current above normal 2791-6 228

3407-3 Engine Exhaust Gas Recirculation Valve Position Sensor voltage above normal 27-3 229

3407-4 Engine Exhaust Gas Recirculation Valve Position Sensor voltage below normal 27-4 229

3468-2 Aftertreatment #1 Identification Number Module erratic, intermittent, or incorrect 5576-2 -

3468-8 Aftertreatment #1 Identification Number Module abnormal frequency, pulsewidth, or period 5576-8 -

3468-14 Aftertreatment #1 Identification Number Module special instruction 5576-14 -

3511-3 Engine Exhaust Gas Recirculation Outlet Pressure Sensor voltage abovenormal 5019-3 247

3511-4 Engine Exhaust Gas Recirculation Outlet Pressure Sensor voltage below normal 5019-4 247

3511-13 Engine Exhaust Gas Recirculation Outlet Pressure Sensor calibration required 5019-13 247

3511-21 Engine Exhaust Gas Recirculation Outlet Pressure Sensor data drifted low 5019-21 247

3513-3 Exhaust Back Pressure Regulator Position voltage above normal 5625-3 249

3513-4 Exhaust Back Pressure Regulator Position voltage below normal 5625-4 249

3666-5 Engine Fuel Supply Lift Pump Relay current below normal 1075-5 253

3666-6 Engine Fuel Supply Lift Pump Relay current above normal 1075-6 253

Event Codes

E232-1 High Fuel/Water Separator Water Level - Warning 97-15 -

E232-2 High Fuel/Water Separator Water Level - Derate 97-16 -

E360-1 Low Engine Oil Pressure - Warning 100-17 157

E360-3 Low Engine Oil Pressure - Shutdown 100-01 157

E361-1 High Engine Coolant Temperature - Warning 110-15 168

E361-2 High Engine Coolant Temperature - Derate 110-16 168

E361-3 High Engine Coolant Temperature - Shutdown 110-0 168

E362-1 Engine Overspeed - Warning 190-15 141

E363-1 High Fuel Supply Temperature - Warning 174-15 165

E363-2 High Fuel Supply Temperature - Derate 174-16 165(continued)



(Table 97, contd)


FlashCode

E396-1 High Fuel Rail Pressure - Warning 157-15 159

E398-1 Low Fuel Rail Pressure - Warning 157-17 159

E499-3 Fuel Rail #1 Pressure Leak - Shutdown 1239-0 -

E539-1 High Intake Manifold Air Temperature - Warning 105-15 133

E539-2 High Intake Manifold Air Temperature - Derate 105-16 133

E583-1 High Air Inlet #1 Differential Pressure - Warning 107-15 151

E995-2 High DPF #1 Soot Loading - Derate 3719-16 -

E995-3 High DPF #1 Soot Loading - Shutdown 3719-0 -

E1014-1 Low DPF #1 Intake Temperature - Warning 3242-17 224

E1014-2 Low DPF #1 Intake Temperature - Derate 3242-18 224

E1044-2 High Intake Manifold Pressure - Derate 102-16 197

E1045-2 Low Intake Manifold Pressure - Derate 102-18 197

E1092-1 High Engine Exhaust Gas Recirculation Temperature - Warning 412-15 227

E1092-2 High Engine Exhaust Gas Recirculation Temperature - Derate 412-16 227

E1095-2 Low Engine Exhaust Gas Recirculation Mass Flow Rate - Derate 2659-18 -

E1096-1 High Engine Exhaust Gas Recirculation Mass Flow Rate - Warning 2659-15 -

E1096-2 High Engine Exhaust Gas Recirculation Mass Flow Rate - Derate 2659-16 -

E1121-2 Engine Exhaust Gas Recirculation Valve Control Not Responding to Command- Derate 2791-7 -

E1264-2 High Pressure Common Rail Fuel pressure relief valve active - Derate 5571-0 -

E1265-1 Particulate Trap Active Regeneration Inhibited Due to Low Exhaust GasPressure - Warning 5629-31 -

E2143-3 Low Engine Coolant Level - Shutdown 111-01 169

i03942012

No Diagnostic Codes Detected

Conditions Which Generate This Code:

A flash code 0551 indicates that there are no detectedfaults in the system since the previous powering up.

System Response:

This code will not appear on the electronic servicetool. The indicator lamps will flash the diagnosticcode. For more information on flash codes, refer toTroubleshooting, “Indicator Lamps”.

Possible Performance Effect:

None

There are no faults that require troubleshooting.

Results:

• OK – STOP.



Troubleshooting with anEvent Code

i03939271

Event Codes

An event code alerts the operator to an abnormalengine operating condition such as low oil pressureor high coolant temperature. As this engine normallyreports faults as J1939 codes, event codes are onlyidentifiable by the Failure Mode Identifier (FMI). TheFMI is the second element of the fault code. Allevents are identified by the following FMIs:

Table 98

FMI Description

15 Parameter High - Least Severe (1)

16 Parameter High - Moderate Severity (2)

0 Parameter High - Most Severe (3)

17 Parameter Low - Least Severe (1)

18 Parameter Low - Moderate Severity (2)

1 Parameter Low - Most Severe (3)

The Electronic Control Module (ECM) can log events.Logged events usually indicate a mechanical faultinstead of an electronic system fault or the engine isoperating outside the design specification.

Note: If a diagnostic code has already been logged,any associated event code to that fault will not belogged.

Note: If an event code is already active, a diagnosticcode that is associated with the same sensor will notbe active.

Active Event CodesAn active event code represents a fault with engineoperation. Correct the fault as soon as possible.

Active event codes are listed in ascending numericalorder. The code with the lowest number is listed first.

Event codes will cause the warning lamp to illuminateand the event will be logged.

Illustration 94 is an example of the operating range ofan oil temperature sensor. Do not use the Illustrationto troubleshoot the oil temperature sensor.

g01365757Illustration 94Example of the typical operating range of a sensor(1) This area represents the normal operating range of the engine

parameter.(2) In these areas, the engine is operating in an unsafe operating

range of the monitored parameter. An event code will begenerated for the monitored parameter. The sensor circuit doesnot have an electronic fault.

(3) In these areas, the signal from the sensor is outside of theoperating range of the sensor. The sensor circuit has anelectronic fault. A diagnostic code will be generated for thesensor circuit. Refer to Troubleshooting, “Self Diagnostics” foradditional information on diagnostic codes.

The following format is used for event codes:

“XXXX-YY Description of the event”

The “XXXX” represents a System Parameter Numberfor the event code. The “-YY” represents FMI forthe severity of the event. The FMI is followed bya description of the event. Refer to the followingexample:

“100-17 Engine Oil Pressure : Low - Least Severe (1)”

In this example, the number “-17” indicates theseverity of the event. The ECM has three levels ofresponse to events:



Level (1) – This level can be referred to as the“Warning Level”. This condition represents a seriousproblem with engine operation. However, thiscondition does not require the engine to derate orshut down. The warning lamp will come on.

Level (2) – This level can be referred to as the“Derate Level”. For this condition, the ECM will deratethe engine in order to help prevent possible enginedamage. The warning lamp will flash.

Level (3) – This level can be referred to as the“Shutdown Level”. A “Level 3” event code will belogged in the ECM and the engine will shut down ifthe shutdown feature is enabled. The warning lampwill flash and the shutdown lamp will come on.

Responses to certain events may be programmedinto the ECM. Refer to Troubleshooting, “SystemConfiguration Parameters”.

Logged Event CodesWhen the ECM generates an event code, the ECMlogs the code in permanent memory. The ECM hasan internal diagnostic clock. The ECM will recordthe following information when an event code isgenerated:

• The hour of the first occurrence of the code

• The hour of the last occurrence of the code

• The number of occurrences of the code

Logged events are listed in chronological order. Themost recent event code is listed first.

This information can be helpful for troubleshootingintermittent faults. Logged codes can also be used toreview the performance of the engine.

Clearing Event CodesA code is cleared from memory when one of thefollowing conditions occur:

• The code does not recur for 100 hours.

• A new code is logged and there are already tencodes in memory. In this case, the oldest code iscleared.

• The service technician manually clears the code.

Always clear logged event codes after investigatingand correcting the fault which generated the code.

TroubleshootingFor basic troubleshooting of the engine, perform thefollowing steps in order to diagnose a malfunction:

1. Obtain the following information about thecomplaint from the operator:

• The event and the time of the event

• Determine the conditions for the event. Theconditions will include the engine rpm and theload.

• Determine if there are any systems that wereinstalled by the dealer or by the customer thatcould cause the event.

• Determine whether any additional eventsoccurred.

2. Verify that the complaint is not due to normalengine operation. Verify that the complaint is notdue to error of the operator.

3. Refer to Troubleshooting, “Diagnostic TroubleCodes”. Perform the troubleshooting procedurethat is shown against the reported code.

If these steps do not resolve the fault, identify theprocedures in this manual that best describe theevent. Check each probable cause according to thetests that are recommended.



Diagnostic FunctionalTests

i04156732

5 Volt Sensor Supply Circuit -Test


This procedure covers the following codes:

Table 99

Diagnostic Trouble Codes for the 5 VDC Sensor Supply Circuit

J1939Code

Description Notes

3509-3 Sensor Supply Voltage 1 : Voltage AboveNormal

3510-3 Sensor Supply Voltage 2 : Voltage AboveNormal

The Electronic Control Module (ECM) detects the followingconditions:

The 5 VDC supply for the sensors is greater than 5.16 VDC formore than one second.


Diagnostic code 168-4 is not active.

The warning lamp will come on. The ECM sets all of the sensorson the 5 VDC circuit to the default values.The engine will be derated.

3509-4 Sensor Supply Voltage 1 : Voltage BelowNormal

3510-4 Sensor Supply Voltage 2 : Voltage BelowNormal

The ECM detects the following conditions:

The 5 VDC supply for the sensors is less than 4.84 VDC for morethan one second.



The warning lamp will come on. The ECM sets all of the sensorson the 5 VDC circuit to the default values.The engine will be derated.

100-21 Engine Oil Pressure : Data Drifted Low The ECM detects no 5 VDC supply to the engine oil pressuresensor.

108-21 Barometric Pressure : Data Drifted Low The ECM detects no 5 VDC supply to the barometric pressuresensor.

3358-21 Engine Exhaust Gas Recirculation InletPressure : Data Drifted Low

The ECM detects no 5 VDC supply to the Nox Reduction System(NRS) inlet pressure sensor.

3563-21 Engine Intake Manifold #1 Absolute Pressure: Data Drifted Low

The ECM detects no 5 VDC supply to the intake manifoldpressure sensor.

5019-21 Engine Exhaust Gas Recirculation OutletPressure : Data Drifted Low

The ECM detects no 5 VDC supply to the NRS outlet pressuresensor.

Note: A 3509-XX diagnostic code indicates a faultin the 5 VDC circuit on the J2/P2 connector. A3510-XX diagnostic code indicates a fault in the 5VDC circuit on the J1/P1 connector.

The following background information is relatedto this procedure:

The ECM supplies regulated +5 VDC to the followingsensors on P2:46:



• The position sensor for the exhaust back pressurevalve

• The position sensor for the NRS Valve

• The engine oil pressure sensor

The ECM supplies regulated +5 VDC to the followingsensors on P2:47:

• The NRS inlet pressure sensor

• The NRS outlet pressure sensor

• The fuel rail pressure sensor

• The barometric pressure sensor

• The intake manifold pressure sensor

The ECM supplies regulated +5 VDC to the followingcomponents on P1:2:

• The DPF inlet temperature sensor

• The aftertreatment identification module

• The analog throttle position sensors (if equipped)

A diagnostic code can be caused by the followingconditions:

• A short circuit in the harness

• A short circuit to a voltage that is higher than 5.16VDC

• A faulty sensor

• A faulty ECM

• An open circuit in the harness




Typical example of the schematic for the 5 VDC supply from P1:2


Typical example of the schematic for the 5 VDC supply from P2:46




Typical example of the schematic for the 5 VDC supply on P2:47

g01906133Illustration 98Typical example of the fuel rail pressure sensor(1) Sensor ground(3) 5 VDC supply


Typical example of an engine pressure sensor(1) 5 VDC supply(2) Sensor ground

Note: The position of the terminal for the VoltageSupply on the fuel rail pressure sensor is different toall other engine pressure sensors.


Typical example of the connector for the NRS valve(1) 5 VDC supply(2) Sensor ground



g02351440Illustration 101Typical example of the connector for the exhaust back pressurevalve

(1) 5 VDC supply(2) Sensor ground

g02087493Illustration 102Typical example of the connector for the inlet temperature sensorfor the DPF(1) 5 VDC Supply(2) Sensor ground


Typical example of the connector for the aftertreatmentidentification module(1) 5 VDC Supply(6) Sensor ground

g02090033Illustration 104Typical example of the pin location for the 5 VDC supply on theP1 connector

(2) 5 VDC supply(3) Sensor ground(5) Aftertreatment identification module ground

g02081875Illustration 105Typical example of the pin locations for the 5 VDC supply on theP2 connector(46) 5 VDC supply (sensor supply #1)(47) 5 VDC supply (sensor supply #2)(56) Sensor ground #1(57) Sensor ground #2

Test Step 1. Check for Connector Damage

A. Turn the keyswitch to the OFF position.

B. Check the connectors for the components on the5 VDC supply circuits and the harness for thefollowing faults:

• Damage

• Abrasion

• Corrosion

• Incorrect attachment

C. Refer to Troubleshooting, “Electrical Connectors- Inspect”.



D. Perform a 45 N (10 lb) pull test on each of thewires in the harness that are associated with the 5VDC supply. Check the wire connectors for all thesensors on the 5 VDC supply circuits.

E. Check the screws for the ECM connectors for thecorrect torque of 6 N·m (53 lb in).

Expected Result:

The connectors and the harness should be free ofthe following faults: damage, abrasion, corrosion,and incorrect attachment.

Results:

• No faults found – Proceed to Test Step 2.

• Found damage, abrasion, corrosion, or incorrectattachment

Repair: Repair the connectors or the harnessand/or replace the connectors or the harness.

Use the electronic service tool in order to clear alllogged diagnostic codes and then verify that therepair eliminates the fault.

STOP.

Test Step 2. Check for Active DiagnosticCodes

A. Connect the electronic service tool to thediagnostic connector.

B. Turn the keyswitch to the ON position.

C. Use the electronic service tool in order to monitorthe diagnostic codes. Check and record any activediagnostic codes.

Note: Wait at least 15 seconds in order for thediagnostic codes to become active.

Results:

• Diagnostic code 3509-4 or 3510-4 is active –Proceed to Test Step 4.

• Diagnostic code 3509-3 or 3510-3 is active –Proceed to Test Step 8.

• An XXXX-21 diagnostic code is active – Proceedto Test Step 3.

• No 5 VDC sensor supply circuit diagnostic codesare active – The fault may be intermittent. Proceedto Test Step 10.

Test Step 3. Measure the Sensor SupplyVoltage


B. Disconnect the sensor that relates to the activeXXXX-21 code from the engine harness. Referto Table 99.

C. Turn the keyswitch to the ON position.

D. Measure the voltage at the connector for thesensor from the terminal for the 5 VDC supply tothe sensor common terminal.

Results:

• The voltage from the terminal for the 5 VDC supplyto the sensor common terminal measures 4.84 to5.16 VDC. – The sensor supply voltage is correct.


1. Temporarily connect a new sensor to theharness but do not install the new sensor in theengine.

2. Use the electronic service tool to verify that thereplacement sensor eliminates the fault.

3. If the diagnostic code is eliminated, install thereplacement sensor.

4. Use the electronic service tool to clear thelogged diagnostic codes.

STOP.

• The sensor supply voltage is out of the nominalrange. – The fault is in the 5 VDC supply wireor the sensor ground wire between the suspectsensor and the ECM.


1. Repair the faulty harness or replace the faultyharness.

2. Use the electronic service tool in order to clearall logged diagnostic codes and then verify thatthe repair eliminates the fault.

STOP.

Test Step 4. Disconnect the Sensors

A. Turn the keyswitch to the ON position.

B. Use the electronic service tool in order to monitorthe diagnostic codes.



C. If a 3510-4 diagnostic code is displayed,disconnect the components on the 5 VDC supplycircuit on the J1/P1 connector one at a time.Wait for 30 seconds after each component isdisconnected.

D. If a 3509-4 diagnostic code is displayed,disconnect the sensors on the 5 VDC supplycircuits on the J2/P2 connector one at a time. Waitfor 30 seconds after the sensor is disconnected.

Note: Diagnostic code 3509-4 or 3510-4 will becomeinactive when the component that caused the 5 VDCdiagnostic code is disconnected.

E. Ensure that all the sensors on the 5 VDC supplycircuits are disconnected.

Expected Result:

The 5 VDC diagnostic code is not active when all ofthe sensors are disconnected.

Results:

• Diagnostic code 3509-4 and diagnostic code3510-4 are not active when all of the sensors aredisconnected.

Repair: Reconnect all of the sensors except thesuspect sensor.

Proceed to Test Step 5.

• Diagnostic code 3509-4 or 3510-4 is still active.

Repair: Leave all of the sensors disconnected.


Test Step 5. Install a New Sensor

A. Install the connector on a replacement sensor. Donot install the replacement sensor on the engine.

B. Use the electronic service tool in order to monitorthe diagnostic codes.

Expected Result:

The following diagnostic codes are not active:

• 3509-3 Sensor Supply Voltage 1 : Voltage AboveNormal

• 3510-3 Sensor Supply Voltage 2 : Voltage AboveNormal

• 3509-4 Sensor Supply Voltage 1 : Voltage BelowNormal

• 3510-4 Sensor Supply Voltage 2 : Voltage BelowNormal

Results:

• No 5 VDC diagnostic codes are active.

Repair: Use the electronic service tool in orderto clear all logged diagnostic codes. Remove thesuspect sensor and then install the replacementsensor. Install the connector on the sensor.

Verify that the repair eliminates the fault.

STOP.

• A 5 VDC diagnostic code is still active.

Repair: Do not use the new sensor. Ensure that allof the sensors are disconnected.


Test Step 6. Remove the Pins for the 5VDC Supply from the ECM Connectorand Check for Active Diagnostic Codes


B. Connect the electronic service tool to thediagnostic connector.

C. For a 3509-4 diagnostic code, perform thefollowing steps:

a. Disconnect the P2 connector from the ECM.

b. Check the ECM connectors for corrosion andmoisture. Refer to Troubleshooting, “ElectricalConnectors - Inspect”.

c. Temporarily remove pins P2:46 and P2:47.

d. Reconnect connector P2 to the ECM.

D. For a 3510-4 diagnostic code, perform thefollowing steps:


b. Check the ECM connector for corrosion andmoisture. Refer to Troubleshooting, “ElectricalConnectors - Inspect”.

c. Temporarily remove pin P1:2.

d. Reconnect connector P1 to the ECM.

E. Turn the keyswitch to the ON position.

F. Check for active diagnostic codes on the electronicservice tool.



Results:

• Diagnostic code 3510-4 was previously active andis no longer active. – Replace all wires on the P1connector to the original configuration. Proceedto Test Step 9.

• Diagnostic code 3509-4 was previously active andis no longer active. – Do not replace pins P2:46and P2:47. Proceed to Test Step 7.

• Not OK – The XXXX-4 diagnostic code is stillactive.


1. Make sure that the latest flash file for theapplication is installed in the ECM. Refer toTroubleshooting, “Flash Programming”.

2. Contact Perkins Global Technical Support.


3. If Perkins Global Technical Support recommendthe use of a test ECM, install a test ECM. Referto Troubleshooting, “Replacing the ECM”.

4. Use the electronic service tool to recheck thesystem for active diagnostic codes.

5. If the fault is resolved with the test ECM,reconnect the suspect ECM.

6. If the fault returns with the suspect ECM,replace the ECM.


STOP.

Test Step 7. Reconnect the pins for the 5VDC supply one at a time and check foractive diagnostic codes

A. Disconnect the P2 connector from the ECM.

B. Replace one of the following pins:

• P2:46

• P2:47

C. Reconnect the P2 connector to the ECM.

D. Check for active diagnostic codes on the electronicservice tool.

Results:

• A 3509-04 diagnostic code is active. – Make anote of the pin that was replaced and proceed toTest Step 9.

• There is no active 3509-04 diagnostic code –Remove the pin that was previously replaced andthen repeat Test Step 7 for the other pin.

Test Step 8. Check the 5 VDC Supplyfrom the ECM

A. For a 3510-3 diagnostic code, perform thefollowing steps:



c. Remove the wire from P1:2.

d. Install a jumper wire to P1:2.

e. Measure the voltage from the end of the jumperwire to P1:3.

f. Measure the voltage from the end of the jumperwire to P1:5.

B. For a 3509-3 diagnostic code, perform thefollowing steps:



c. Remove the wires from P2:46 and P2:47.

d. Install a jumper wire to P2:46.

e. Measure the voltage from the end of the jumperwire to P2:56.

f. Install a jumper wire to P2:47.

g. Measure the voltage from the end of the jumperwire to P2:57.

Expected Result:

The measured voltages should be 5.0 ± 0.16 VDC.

Results:

• The voltage is within the expected range. –Proceed to Test Step 9.

• The voltage is not within the expected range.












STOP.

Test Step 9. Measure the 5 VDC Supply tothe Sensor


B. For a 3510-XX diagnostic code, perform thefollowing steps:

a. Disconnect all of the components that aresupplied with 5 VDC from P1:2.

b. If analog throttles are equipped, measure thevoltage between terminal A and terminal B onthe connector for the analog throttle positionsensor for each of the analog throttle positionsensors.

c. Measure the voltage between terminal 1and terminal 6 on the connector for theaftertreatment identification module.

d. Measure the voltage between terminal 1 andterminal 2 on the connector for the DPF inlettemperature sensor.

Note: The readings should be 5.0 ± 0.16 VDC.

C. For a 3509-04 diagnostic code, perform thefollowing steps:

a. Disconnect all of the sensors that are suppliedwith 5 VDC from the pin that was previouslyidentified.

b. Measure the voltage between the terminalfor the 5 VDC supply and the terminal for thesensor ground on the connector for each ofthe sensors.


D. For a 3509-3 diagnostic code, perform thefollowing steps:

a. Disconnect all of the sensors that are suppliedwith 5 VDC from P2.

b. Measure the voltage between the terminalfor the 5 VDC supply and the terminal for thesensor ground on the connector for each ofthe sensors.


Expected Result:

The voltage is 5.0 ± 0.16 VDC.

Results:

• The 5 VDC supply is within the expected range. –The fault may be intermittent. Proceed to Test Step10.

• Not OK – The voltage is greater than 5.16 VDC.

Repair: Check the 5 VDC supply wire for a short toa higher voltage source.

Repair the 5 VDC supply wire and/or replace the 5VDC supply wire.


STOP.

• Not OK – The voltage is less than 4.84 VDC.

Repair: Check the 5 VDC supply wire for a shortto ground.

Repair the 5 VDC supply wire and/or replace the+5 VDC supply wire.


STOP.

Test Step 10. Perform the “Wiggle Test”on the Electronic Service Tool

A. Select the “Wiggle Test” from the diagnostic testson the electronic service tool.



B. Choose the appropriate group of parameters tomonitor.

C. Press the “Start” button. Wiggle the wiring harnessin order to reproduce intermittent faults.

If an intermittent fault exists, the status will behighlighted and an audible beep will be heard.

Expected Result:

No intermittent faults were indicated during the“Wiggle Test”.

Results:

• OK – No intermittent faults were found. Theharness and connectors appear to be OK. If youwere sent from another procedure, return to theprocedure and continue testing. If this test hasresolved the fault, return the engine to service.STOP.

• Not OK – At least one intermittent fault wasindicated.

Repair: Repair the harness or the connector.


STOP.

i04333131

Analog Throttle PositionSensor Circuit - Test





Table 100

Diagnostic Trouble Codes for the Analog Throttle Position Sensor Circuit

J1939Code

Description Notes

91-3 Accelerator Pedal Position 1 :Voltage Above Normal

29-3 Accelerator Pedal Position 2:Voltage Above Normal

The Electronic Control Module (ECM) detects one of the following conditions:

The ECM has been powered for 3 seconds.


3510 codes are not active.

The setting for the upper diagnostic limit has been exceeded for one second.

If equipped, the warning lamp will come on. The diagnostic code will belogged.

91-4 Accelerator Pedal Position 1 :Voltage Below Normal

29-4 Accelerator Pedal Position 2:Voltage Below Normal

The ECM detects one of the following conditions:



3510 codes are not active.

The setting for the lower diagnostic limit has been exceeded for one second.


91-2 Accelerator Pedal Position 1 :Erratic, Intermittent, or Incorrect

29-2 Accelerator Pedal Position 2 :Erratic, Intermittent, or Incorrect

The ECM detects the following condition:

The signal from the analog throttle position sensor is invalid.


If a fault occurs with the primary throttle and asecondary throttle is installed, the engine uses thesecondary throttle until the fault is repaired.

If a fault occurs with the secondary throttle, theengine will use the primary throttle until the fault isrepaired.

If a functional throttle is not available, the followingconditions will occur:

• The engine will default to the limp home speed.

• If the engine speed is higher than the limp homespeed, the engine will decelerate to the limp homespeed.

• If the engine speed is lower than the limp homespeed, the engine speed will remain at the currentspeed.

• The engine will remain at this speed while thediagnostic code remains active.

• All inputs from the faulty throttle are ignored by theECM until the fault is repaired.

• All inputs from the repaired throttle will be ignoredby the ECM until the keyswitch has been cycled.

The diagnostic codes above relate to an analogsensor. Use this procedure only if the analog sensoruses an output from a variable resistor.

The sensor is most likely to be mounted on a throttlepedal. The sensor is attached directly to the throttleassembly. The sensor provides an output voltage tothe ECM. The sensor output voltage will vary withthe position of the throttle. Foot operated or handoperated throttle assemblies are available.

The sensor receives +5 VDC from the ECM. Thesensor will produce a raw signal voltage that willalter between low idle and high idle. The voltage ischanged into a throttle position within the range 0%to 100% by the ECM.

The sensor senses the speed requirement fromthe throttle position. A second sensor may overridethis speed requirement from the first sensor. Thisoverride will be subject to an input from a secondarythrottle or from the SAE J1939 (CAN) data link orfrom a PTO control.



Use the electronic service tool in order to check theinput status.

g01936253Illustration 106Schematic of the analog throttle position sensors


Typical example of the P1 pin locations for the analog throttleposition sensor(1) Throttle 2 position(2) 5 VDC supply for throttle 1 and throttle 2(3) Throttle 1 and throttle 2 ground(66) Throttle 1 position

Test Step 1. Check for Connector Damage


B. Check the connectors and the harness for thefollowing faults: damage, abrasion, corrosion, andincorrect attachment.

C. Refer to Troubleshooting, “Electrical Connectors- Inspect”.

D. Perform a 45 N (10 lb) pull test on each of thewires in the harness that are associated with thethrottle position sensor. Check the wire connectorsat the ECM and at the throttle sensor. The wireconnectors are shown in Illustration 106.

E. Check the screw for the ECM connector for thecorrect torque of 6 N·m (53 lb in).

Expected Result:

The connectors and the harness should be free ofthe following faults: damage, abrasion, corrosion,and incorrect attachment.

Results:

• OK – Proceed to Test Step 2.

• Not OK



STOP.



B. Use the electronic service tool to check fordiagnostic codes.



Expected Result:

One or more of the diagnostic codes that are listed inTable 100 is active or recently logged.

Results:

• One or more of the preceding diagnostic codes isactive or recently logged. – Proceed to Test Step 3.

• There are no active or recently logged diagnosticcodes for the analog throttle position sensors. –Proceed to Test Step 5.

Test Step 3. Check the Throttle Positionwith the Electronic Service Tool


B. Turn the keyswitch to the ON position. Do not startthe engine.

C. Observe the throttle position reading on theelectronic service tool.

D. Operate the throttle over the full range ofmovement.

Expected Result:

The output should increase when the throttle isincreased.

The output should be between “20 percent” and “27percent” at the low idle position. The output shouldbe between “80 percent” and “87 percent” at the highidle position.

Results:

• OK – The sensor is operating correctly. Proceedto Test Step 4.

• Not OK – The ECM is not receiving a correctsignal from the sensor. Proceed to Test Step 5.

Test Step 4. Check the Throttle SelectionStatus with the Electronic Service Tool

A. Check the status of the throttle selection switch (ifequipped). Use the electronic service tool in orderto check the status of the throttle selection switch.

Expected Result:

If the status of the throttle selection switch is shownin the OFF position, then the throttle 1 has control ofthe engine speed.

If the throttle selection switch status is shown in theON position, then the throttle 2 has control of theengine speed.

The throttle may be overridden by using the SAEJ1939 (CAN) data link or a PTO control.

Results:

• OK – The throttle selection switch is operatingcorrectly.

Repair: There may be an intermittent fault. Refer toTroubleshooting, “Electrical Connectors - Inspect”.

STOP.

• Not OK – The wrong throttle is selected. Changeto the other throttle. There may be a fault with theselector switch input.

Repair: Check the connections between thethrottle selection switch and P1:70 and P1:64.Refer to Troubleshooting, “Electrical Connectors- Inspect”.

STOP.

Test Step 5. Check the Voltage at theSensor


B. Install a breakout “T” with three terminals to thesensor.


D. Measure the voltage between terminal “A” andterminal “B” on the breakout “T”.

Expected Result:

The supply voltage should be between 4.84 VDCand 5.16 VDC.

Results:

• The supply voltage is reaching the sensor. –Proceed to Test Step 6.

• The supply voltage is not reaching the sensor. –The fault is in the 5 VDC supply wire or the sensorground wire between the suspect throttle positionsensor and the ECM.

Repair: Repair the faulty harness or replace thefaulty harness.


STOP.



Test Step 6. Check the Position of theSensor


B. Install a breakout “T” with three terminals to thesensor.


D. Measure the voltage between terminal “C” andterminal “B” on the breakout “T”.

E. Observe the voltage while the engine speedcontrol is moved from the minimum to themaximum position.

Expected Result:

The voltage should vary between 1.5 VDC and 4.4VDC when the speed control is moved from theminimum to the maximum position.

Results:

• OK – The throttle position sensor is operatingcorrectly. Proceed to Test Step 7.

• Not OK – The throttle position sensor is faulty.Proceed to Test Step 8.

Test Step 7. Check the Sensor at the ECM


B. Remove the P1 connector.

C. Temporarily remove pin P1:66 from the connector.

D. Reconnect the P1 connector.

E. Connect the red probe of a multimeter to theremoved pin and the black probe of the multimeterto P1:3.

F. Turn the keyswitch to the ON position.

G. Use the multimeter to display the output voltage ofthe sensor while the speed control is moved fromthe minimum position to the maximum position.

H. Turn the keyswitch to the OFF position.

I. Remove the P1 connector and reinstall P1:66.

J. Reconnect the P1 connector.

Expected Result:

The output from the throttle position sensor is 0.5VDC or less with the sensor slot in the releasedposition.

The output from the throttle position sensor is 4.5VDC or more with the sensor slot in the advancedposition.

Results:

• OK – The ECM terminals have the correct voltagefor the sensor.

Repair: Check for the correct supply voltage at theECM. If the voltage is correct, then perform thefollowing procedure.




3. If the Perkins Global Technical Supportrecommends the use of a test ECM, install atest ECM. Refer to Troubleshooting, “Replacingthe ECM”.





STOP.

• Not OK – There is a fault in the harness or theconnectors between the sensor and the ECM.Check all of the connections between the ECM andthe sensor. Repair the damaged cables or replacethe damaged cables. Check that the repairs haveeliminated the fault. STOP.



Test Step 8. Remove the Sensor from theEngine Speed Control Assembly

g01170704Illustration 108Throttle pedal assembly

(1) Sensor mounting face(2) Sensor drive key(3) Mounting screw holes

g01170753Illustration 109Throttle block assembly(1) Mounting screw holes(2) Sensor drive slot(3) Sensor mounting face


B. Record the position of the sensor and then removethe sensor.

C. Remove the sensor from the housing and inspectthe cables for signs of wear.

D. Connect a multimeter to terminal “C” and terminal“B” of the breakout “T”.


F. Record the signal voltage of the sensor with thesensor slot in the released position.

G. Record the signal voltage of the sensor with thesensor slot in the advanced position.

Expected Result:

The output from the sensor is 0.5 VDC or less withthe sensor slot in the released position.

The output from the sensor is 4.5 VDC or more withthe sensor slot in the advanced position.

Results:

• OK

Repair: The operation of the sensor is correct.The fault is caused by the foot pedal or the leverassembly. Adjust the assembly or replace theassembly.

Use the electronic service tool in order to clear alllogged diagnostic codes and then verify that therepairs have eliminated the fault.

STOP.

• Not OK – The sensor is faulty.

Repair: Replace the sensor.

Use the electronic service tool in order to clear alllogged diagnostic codes and then verify that therepair has eliminated the fault.

STOP.

i04399175

CAN Data Link Circuit - Test


Use this procedure if a fault is suspected in the CANdata link. This procedure also covers the followingdiagnostic codes:



Table 101

Diagnostic Trouble Codes for the Data Link Circuit

J1939Code

Description Notes

639-9 J1939 Network #1 : Abnormal UpdateRate

Another controller has incorrectly stopped transmitting a J1939speed request (TSC1) or another controller has incorrectly startedtransmitting a J1939 speed request.The ECM will log the diagnostic code.The engine will not start.


The CAN data link is also known as J1939 data link.The data link is an industry standard for sending databetween different devices in the same application.

High speed data is transferred via the data link.The data link cannot be accurately tested withoutcomplicated equipment. The data link requires aresistance of 60 Ohms between the two wires in orderto transmit the data correctly. This resistance is madeup of two 120 Ohm resistors. The two resistors areknown as “Terminating Resistors”. The terminatingresistors should be at opposite ends of a data linkcircuit. If this resistance is not present, then the datawill be intermittent or unreadable.

Note: The wiring for the J1939 data link is a shieldedtwisted pair cable. If the wiring is damaged, thereplacement type must be shielded twisted pair cable.


Typical example of the schematic for the CAN A data link




Typical example of the schematic for the CAN B data link


Typical example of the schematic for the CAN C data link

g01980933Illustration 113Typical view of the pin locations on the P1 connector

(34) CAN A+(37) CAN C+(38) CAN C-(50) CAN A-

g01980934Illustration 114Typical view of the pin locations on the P2 connector

(21) CAN B-(29) CAN B+(30) CAN A+(31) CAN A-



Test Step 1. Inspect Electrical Connectorsand Wiring.


B. Thoroughly inspect the connectors in the circuitfor the CAN data link.

Refer to Troubleshooting, “Electrical Connectors -Inspect” for details.

C. Perform a 45 N (10 lb) pull test on each of thewires that are associated with the CAN data link.

D. Check the harness for abrasion and pinch pointsfrom the keyswitch to the Electronic ControlModule (ECM).

Expected Result:

All connectors, pins, and sockets are correctlyconnected. The harness should be free of corrosion,abrasion and/or pinch points.

Results:


• Not OK


Repair the connectors and/or the wiring, or replacethe connectors and/or the wiring. Ensure that all ofthe seals are correctly in place and ensure that theconnectors are correctly connected.


STOP.

Test Step 2. Check the Data LinkTerminating Resistance

A. Disconnect the P1 connector and the P2 connectorfrom the ECM.

B. Thoroughly inspect the P1/J1 connector and theP2/J2 connector.


C. Measure the resistance between the P1:34 andP1:50.

D. Measure the resistance between the P1:37 andP1:38.

E. Measure the resistance between the P2:30 andP2:31.

F. Measure the resistance between the P2:21 andP2:29.

Expected Result:

The resistance is between 50 and 70 Ohms.

Results:

• The resistance is between 50 and 70 Ohms –This is the correct resistance. The fault may be inthe connection to other devices on the data link.Proceed to Test Step 3.

• The resistance is less than 50 Ohms – There is ashort circuit in the harness.


Ensure that all of the seals are correctly in placeand ensure that the connectors are correctlyconnected.


STOP.

• The resistance is between 110 and 130 Ohms –One of the terminating resistors may have failed.

Repair: Locate the two terminating resistors andremove the two terminating resistors from theharness. Depending on the application, one or bothof the terminating resistors may be located in otherECMs on the data link.

Measure the resistance of the two terminatingresistors.

If one of the terminating resistors is incorrect,replace the faulty terminating resistor.

If the two terminating resistors are between 50 and70 Ohms, proceed to Test Step 4.

• The resistance is greater than 150 Ohms – Theremay be a break in the harness. Proceed to TestStep 3.

Test Step 3. Check the Data Link Wiring

A. Disconnect each of the connectors that connectother devices on the data link.

B. Use a multimeter in order to measure theresistance between P1:50 and each of the CAN+pins that connect other devices on the CAN Adata link.



C. Use a multimeter in order to measure theresistance between P1:37 to the CAN+ pin thatconnects the soot sensor module.

D. Use a multimeter to measure the resistancebetween P2:29 and each of the CAN+ pins thatconnect other devices on the CAN B data link.

E. Use a multimeter to measure the resistancebetween P2:30 to the CAN+ pin that connects thediagnostic connector.

F. Use a multimeter to measure the resistancebetween P1:34 to each of the CAN- pins thatconnect other devices on the CAN A data link.

G. Use a multimeter to measure the resistancebetween P1:38 to the CAN- pin that connects thesoot sensor module.

H. Use a multimeter in order to measure theresistance between P2:21 to each of the CAN-pins that connect other devices on the CAN Bdata link.

I. Use a multimeter in order to measure theresistance between P2:31 to the CAN- pin thatconnects the diagnostic connector.

Expected Result:

The resistance of each wire is less than 2.0 Ohms.

Results:

• The resistance is less than 2.0 Ohms – Proceedto Test Step 4.

• Some resistances are more than 2.0 Ohms.


Ensure that all seals are correctly in place andensure that the connectors are correctly connected.


STOP.

Test Step 4. Check the Other Devices onthe J1939 Data Link

A. Use the appropriate service tools in order todiagnose other devices on the data link.

Expected Result:

The other devices are working correctly.

Results:

• The other devices are operating correctly.

Repair: Repeat this test procedure from Test Step1.

STOP.

• The other devices are not working correctly.

Repair: Use the appropriate service tools in orderto diagnose other devices on the data link.


STOP.

i04333150

Data Link Circuit - Test





Table 102

Diagnostic Trouble Codes for the Data Link Circuit

J1939Code

Description Notes

1196-9 Anti-theft Component Status States :Abnormal Update Rate

The Electronic Control Module (ECM) detects a loss ofcommunications with the Machine Security System (MSS).If equipped, the warning lamp will come on and the ECM will log thediagnostic code.The engine will not start.

Use this procedure if the electronic service tool willnot communicate with the ECM through the data link.


The data link is the standard data link that is used bythe ECM in order to communicate with the electronicservice tool.

The ECM provides multiple connections for the datalink. The technician must ensure that the correctconnector is being tested. The connection that isused is dependent on the application.

If the diagnostic connector is on the engine, thepositive data link signal will be from P2:28 to pin “D”of the diagnostic connector. The negative data linksignal will be from P2:20 to pin “E” of the diagnosticconnector.

If the diagnostic connector is off the engine, thepositive data link signal will be from P1:8 to pin “D”of the diagnostic connector. The negative data linksignal will be from P1:9 to pin “E” of the diagnosticconnector.

The following information refers to the pin number.Ensure that the correct connector is used.

Communication

The electronic service tool may indicate the followingerror message:

The version of the ECM is not recognized and theintegrity of the changed parameters and displayeddata is not guaranteed.

This message indicates that the version of thesoftware that is in the electronic service tool isobsolete. Install the latest version of the software forthe electronic service tool in order to rectify the fault.




Schematic of the diagnostic connector and the data link connector for an engine mounted diagnostic connector

g02090334Illustration 116Schematic of the diagnostic connector and the data link connector for a diagnostic connector that is mounted off the engine



g02028056Illustration 117Typical view of the P1 pin locations for the diagnostic connector

(8) Data link +(9) Data link -

g02090413Illustration 118Typical view of the P2 pin locations for the diagnostic connector(20) Data link -(28) Data link +(53) Voltage supply (diagnostic connector)(54) Return (diagnostic connector)

Test Step 1. Inspect Electrical Connectorsand Wiring

A. Thoroughly inspect the following electricalconnectors:

• P1/J1 ECM connector

• P2/J2 ECM connector

• The connection for the diagnostic connector


B. Perform a 45 N (10 lb) pull test on each of thewires in the ECM connectors that are associatedwith the data link.

C. Check the screw for the ECM connectors forcorrect torque of 6 N·m (53 lb in).

D. Check the harness for abrasion and pinchpoints from the wires that connect the diagnosticconnector to the ECM.

Expected Result:

All connectors, pins, and sockets are connectedcorrectly. The harness should be free of corrosion,abrasion and/or pinch points.

Results:


• Not OK


Repair the connectors and/or the harness, orreplace the connectors and/or the harness. Ensurethat all of the seals are correctly in place andensure that the connectors are correctly coupled.


STOP.

Test Step 2. Determine the Type of Faultin the Data Link

A. Connect the electronic service tool to thediagnostic connector that is on the engine harnessor on the application.


Expected Result:

The power lamp should illuminate on thecommunications adapter. The power lamp on thecommunications adapter may illuminate when thekeyswitch is in any position.

Results:

• OK – The communications adapter is currentlyreceiving the correct voltage. Proceed to Test Step5.

• Not OK – The communications adapter is notreceiving the correct voltage. Proceed to Test Step3.

Test Step 3. Check the Battery Voltage atthe Diagnostic Connector


B. Use a multimeter in order to measure the voltagefrom pin A (battery+) and pin B (ground) of thediagnostic connector.



Expected Result:

The voltage is between 22.0 VDC and 27.0 VDC fora 24 V system. The voltage is between 11.0 VDCand 13.5 VDC for a 12 V system.

Results:

• The diagnostic connector is currently receiving thecorrect voltage. – Proceed to Test Step 5.

• The diagnostic connector is not receiving thecorrect voltage. – Proceed to Test Step 4.

Test Step 4. Bypass the Wiring for theDiagnostic Connector


Typical view of the nine pin diagnostic connector from the wire side

(A) Switched battery +(B) Battery ground (GND)(D) Data link +(E) Data link -

A. Disconnect the wires from pin A and pin B of thediagnostic connector.

B. If the diagnostic connector is mounted on theengine, perform the following steps:

a. Disconnect the wires from P2:53 and P2:54.

b. Fabricate a jumper wire in order to connect pinA of the diagnostic connector to P2:53.

c. Fabricate a jumper wire in order to connect pinB of the diagnostic connector to P2:54.

C. If the diagnostic connector is mounted off theengine, perform the following step:

a. Fabricate a jumper wire in order to connect pin“A” of the diagnostic connector to the battery+and pin “B” to the battery-.

D. Connect the electronic service tool to thediagnostic connector that is on the engine harnessor on the application.


Expected Result:

The power lamp should illuminate on thecommunications adapter. The power lamp on thecommunications adapter may illuminate when thekeyswitch is in any position.

Results:

• The power lamp is illuminated – The fault is in theharness.



STOP.

• The power lamp is not illuminated.

Repair:


Test Step 5. Check the Data LinkConnections


B. Disconnect the communications adapter from thediagnostic connector.

C. If the diagnostic connector is installed on theapplication, disconnect connector P1 from theECM. Check the resistance between P1:8 and pin“D” on the diagnostic connector. If the diagnosticconnector is installed on the engine, disconnectP2 from the ECM. Check the resistance betweenP2:28 and pin “D” on the diagnostic connector.

D. If the diagnostic connector is installed on theapplication, check the resistance between P1:9and pin “E” on the diagnostic connector. If thediagnostic connector is installed on the engine,check the resistance between P2:20 and pin “E”on the diagnostic connector.

Results:

• The resistance is less than ten Ohms – Proceedto Test Step 6.

• The resistance is greater than ten Ohms. –




Repair the connectors and/or the harness, orreplace the connectors and/or the harness. Ensurethat all of the seals are correctly in place andensure that the connectors are correctly coupled.


STOP.

Test Step 6. Change the ElectronicService Tool Components

A. If another electronic engine is available, connectthe electronic service tool to the other engine.Ensure that the same cables are used.

B. Turn the keyswitch to the ON position. Determineif the electronic service tool operates correctly onthe other engine.

C. If another engine is not available, obtain areplacement communications adapter and areplacement set of cables. Ensure that the cableset for the electronic service tool is a complete set.

D. Install the replacement communications adapterand the set of cables for the electronic service tooland connect to the diagnostic connector.


F. If changing the communications adapter or thecables allows the electronic service tool to operatecorrectly, perform the following procedure:

a. Replace the components from the new set ofcables with components from the old set ofcables. Replace one component at a time.

b. Apply power to the electronic service tool aftereach of the components is replaced. Use thismethod to find the faulty component.

G. If changing the cables does not allow the electronicservice tool to operate correctly, connect anotherelectronic service tool.

H. Turn the keyswitch to the ON position.

Results:

• The original electronic service tool works onanother engine – Proceed to Test Step 7.

• A different electronic service tool works on theoriginal engine while the engine is being tested.

Repair: Send the faulty electronic service tool forrepairs.

STOP.

Test Step 7. Connect an ElectronicService Tool and the ECM to anotherBattery

Batteries give off flammable fumes which can ex-plode.

To avoid injury or death, do not strike a match,cause a spark, or smoke in the vicinity of a battery.

NOTICEDo not connect the bypass harness to the battery untilthe in-line fuse has been removed from the Battery+line. If the fuse is not removed before connection tothe battery, a spark may result.

Note: Refer to Figure 120 for details of the bypassharness.




Schematic of the bypass harness connector



g01980938Illustration 121Typical view of the pin locations on connector P1 for the diagnosticand data link connectors

(8) Data link +(9) Data link -(34) J1939 (CAN) -(48) Battery +(50) J1939 (CAN) +(52) Battery +(53) Battery +(55) Battery +(57) Battery +(61) Battery ground (GND)(63) Battery ground (GND)(65) Battery ground (GND)(67) Battery ground (GND)(69) Battery ground (GND)(70) Keyswitch

A. Connect the battery wires from the bypassharness of the electronic service tool to a differentbattery that is not on the engine.

Results:

• The electronic service tool is operating correctly.

Repair: Refer to Troubleshooting, “IgnitionKeyswitch and Battery Supply Circuit - Test”.

STOP.

• The electronic service tool is not operatingcorrectly.



2. Remove all temporary jumpers and reconnectall connectors.



4. If Perkins Global Technical Supportrecommends the use of a test ECM, install atest ECM. Refer to Troubleshooting, “Replacingthe ECM”.


6. If the fault is eliminated with the test ECM,reconnect the suspect ECM.



STOP.

i04333253

Diesel Particulate FilterIdentification Signal - Test





Table 103

Diagnostic Trouble Codes for the Aftertreatment Identification Module

J1939Code

Description Notes

5576-2 Aftertreatment #1 Identification NumberModule: Erratic, Intermittent, or Incorrect


The installed Clean Emissions Module (CEM) is not a certifiedmatch with the engine.

Diagnostic codes 5576-8 or 5576-14 are not active.

There are no active 3509 diagnostic codes.


“This is a violation of the emissions regulations, and mayresult in severe fines and/or legal action if not correctedimmediately.” Do not operate the engine with the active fault.

Engine power is derated.

5576-8 Aftertreatment #1 Identification NumberModule: Abnormal Frequency Pulse Widthor Period


No signal is detected from the aftertreatment identification module.There are no active 3509 diagnostic codes.


Do not continue to operate the engine with the active fault.


5576-14

Aftertreatment #1 Identification NumberModule: Special Instruction


The signal from the aftertreatment identification module is invalid.



Do not continue to operate the engine with the active fault.


The aftertreatment identification module sends adigital signal to the engine ECM in order to ensurethat the correct CEM is installed to the engine.

If the total operating hours exceed 25, theaftertreatment identification module will cease tosend the signal and the associated diagnostic codesare disabled.



g02094894Illustration 122Schematic for the aftertreatment identification module


View of the pin locations on the P2 connector for the aftertreatmentidentification module(2) 5 VDC supply(5) The return for the aftertreatment identification module(14) The signal for the aftertreatment identification module


Typical example of the connector for the aftertreatmentidentification module

(1) 5 VDC Supply(3) Signal(6) Ground

Test Step 1. Check for Diagnostic TroubleCodes

A. Establish communication between the electronicservice tool and the ECM.

B. Download the “Product Summary Report”from the engine ECM before performing anytroubleshooting or clearing diagnostic troublecodes.

Results:

• A 5576-2 diagnostic code is active. – Proceed toTest Step 5.

• A 5576-8 diagnostic code is active – Proceed toTest Step 2.

• A 5576-14 diagnostic code is active – Proceedto Test Step 5.


A. Inspect the connector for the aftertreatmentidentification module. Refer to Troubleshooting,“Electrical Connectors - Inspect” for details.

B. Perform a 45 N (10 lb) pull test on each of thewires in the ECM connector that are associatedwith the aftertreatment identification module.

C. Check the screw for the ECM connector for thecorrect torque of 6 N·m (53 lb in).

D. Check the harness for abrasion and pinch pointsfrom the aftertreatment identification module backto the ECM.



Results:

• All connectors, pins, and sockets are correctlycoupled and/or inserted. The harness is free ofcorrosion, abrasion, and pinch points – Proceedto Test Step 3.

• There is a fault with the harness and connectors –

Repair: Repair the connectors or the harnessand/or replace the connectors or the harness.Ensure that all of the seals are correctly in placeand ensure that the connectors are correctlycoupled.


STOP.

Test Step 3. Measure the Supply Voltageto the Aftertreatment IdentificationModule


B. Disconnect the aftertreatment identificationmodule from the harness.


D. Measure the voltage at the plug for theaftertreatment identification module from theterminal for the 5 VDC Supply to the groundterminal.

Results:

• The voltage from the terminal for the 5 VDC supplyto the ground terminal measures 4.84 to 5.16VDC – The supply voltage is correct. Proceed toTest Step 4.

• The supply voltage is out of the nominal range. –The fault is in the 5 VDC supply wire or the returnwire between the aftertreatment identificationmodule and the ECM.


Use the electronic service tool to clear all loggeddiagnostic codes and verify that the repair haseliminated the fault.

STOP.

Test Step 4. Check the Wiring for theAftertreatment Identification Module


B. Remove the P1 connector from the ECM.

C. Inspect the P1 connector. Refer toTroubleshooting, “Electrical Connectors -Inspect” for details.

D. Remove the wire from P1:14.

E. Remove the wire from terminal 3 on the connectorfor the aftertreatment identification module.

F. Fabricate a jumper wire in order to connectP1:14 to terminal 3 on the connector for theaftertreatment identification module.

G. Reconnect the P1 connector and the connectorfor the aftertreatment identification module.


I. Use the electronic service tool to check for a5576-8 diagnostic code. Wait at least 30 secondsin order for the code to become active.

Results:

• A 5576-8 diagnostic code is still active atthis time. – The wiring for the aftertreatmentidentification module is OK. Proceed to Test Step 5.

• A 5576-8 diagnostic code was previously activeand is no longer active. – The fault is in the wirebetween pin 3 on the aftertreatment identificationmodule and P1:14.

Repair: Locate the fault in the harness. Repairthe connectors or the harness and/or replace theconnectors or the harness. Ensure that all of theseals are correctly in place and ensure that theconnectors are correctly coupled.

STOP.

Test Step 5. Manually Enter the“Aftertreatment IdentificationInformation”

Note: Factory Passwords are required for thisprocedure.

A. Confirm that a certified CEM is installed on theengine.

B. Record the CEM serial number and theconfiguration group from the CEM IdentificationPlate. The identification plate is on the panel forthe electronics.

C. Contact your local Perkins distributor for a list ofapproved RF and CEM configurations for yourengine.



Note: Contact Perkins Global Technical Support, ifnecessary.

D. Verify that the CEM is a certified match with theengine.

Results:

• The CEM is a certified match with the engine.

Repair: Perform the following procedure.

1. Establish communication between theelectronic service tool and the ECM . Refer toTroubleshooting, “Electronic Service Tools”, ifnecessary.

2. Navigate to the “Aftertreatment configuration”page.

3. Program the “Factory Installed Aftertreatment#1 Identification Number” with the serial numberfrom the CEM Identification Plate.

4. Program the “DPF #1 Soot Loading SensingSystem Configuration Code” with theconfiguration group from the CEM IdentificationPlate.

The code is automatically cleared.

STOP.

• The CEM is not a certified match to the engine.

Repair: Replace the CEM with a certified match tothe engine. Refer to Disassembly and Assembly forremoval and installation procedures. When the newCEM is installed, the aftertreatment identificationmodule will begin communicating with the ECMand the diagnostic code will be cleared.

The engine ECM will only communicate with theCEM if the total operating hours of the engineare less than 100. If the hours are greater than100, the CEM information must be programmedinto the ECM by using the electronic servicetool.

STOP.

i04333270

Digital Throttle PositionSensor Circuit - Test





Table 104

Diagnostic Trouble Codes for the Digital Throttle Position Circuit

J1939Code

Description Notes

91-3 Accelerator Pedal Position 1: Voltage Above Normal

29-3 Accelerator Pedal Position 2: Voltage Above Normal

The Electronic Control Module (ECM) detects the following conditions:



There are no active 678 codes.

The setting for the upper diagnostic limit has been exceeded for one second.

If equipped, the warning lamp will come on. The diagnostic code will be logged.

91-4 Accelerator Pedal Position 1: Voltage Below Normal

29-4 Accelerator Pedal Position 2: Voltage Below Normal





The setting for the lower diagnostic limit has been exceeded for one second.

If equipped, the warning lamp will come on. The diagnostic code will be logged.

91-8 Accelerator Pedal Position1 : Abnormal Frequency,Pulse Width or Period

29-8 Accelerator Pedal Position2 : Abnormal Frequency,Pulse Width or Period


The signal frequency from the digital throttle position sensor is equal to 0% or 100%for more than 2 seconds.


Diagnostic codes 91-3, 91-4, 29-3 and 29-4 are not active.


The ECM sets the Throttle Position to “0%”.If equipped, the warning lamp will come on. The diagnostic code will be logged if theengine is running. The diagnostic code will not be logged if the engine is cranking.

678-3 ECU 8 Volts DC Supply :Voltage Above Normal


The 8 VDC supply is more than 8.8 VDC for more than one second.

The ECM has been powered for more than 3 seconds.


The ECM will log the diagnostic code and the warning lamp will illuminate whilethis diagnostic code is active.The engine may be limited to low idle.

678-4 ECU 8 Volts DC Supply :Voltage Below Normal


The 8 VDC supply is less than 7.2 VDC for more than one second.

The ECM has been powered for more than 3 seconds.


The ECM will log the diagnostic code and the warning lamp will illuminate whilethis diagnostic code is active.The engine may be limited to low idle.An active diagnostic code may not cause any noticeable effect on engine responseunless the voltage drops below 6.5 VDC.



Also, use this procedure if the digital throttle positionsensor is suspected of incorrect operation.

If a fault occurs with the primary throttle, and asecondary throttle is installed, the engine will use thesecondary throttle until the fault is repaired.

If a fault occurs with the secondary throttle, theengine will use the primary throttle until the fault isrepaired.

If a functional throttle is not available, the followingconditions will occur:







Digital Throttle Position Sensor

The digital throttle position sensor is used to providea digital throttle position signal to the ECM. Thesensor output is a constant frequency signal with apulse width that varies with the throttle position. Thisoutput signal is referred to as either a duty cycle ora pulse width modulated signal (PWM). This outputsignal is expressed as a percentage between 0 and100 percent.

The digital throttle position sensor is most likely to beattached directly to the throttle assembly. The digitalthrottle position sensor requires no adjustment.

The duty cycle at low idle and the duty cycle at highidle can vary depending on the application. Thepercent of duty cycle is translated in the ECM into athrottle position of 3 to 100 percent.

The digital throttle position sensors are powered by+8 VDC from the ECM. The supply voltage is fromthe J1:4 to terminal “A” of the digital throttle positionsensor connector.

If the application is using the ECM dedicated PTOfunctions, the digital throttle position sensor will beignored while the engine is in PTO mode.

The ECM is in PTO mode if the PTO ON/OFF Switchis ON. This status can be checked with the electronicservice tool. Refer to Troubleshooting, “PTO SwitchCircuit - Test” for testing if the PTO is being used.




Typical schematic of the digital throttle position sensors

g01980939Illustration 126Typical example of the pin locations on connector P1(1) Secondary sensor input(4) Sensor supply (+8 VDC)(5) Sensor return(66) Primary sensor input


A. Inspect the OEM harness and the connectorson the harness. Thoroughly inspect the digitalthrottle position sensor connector. Refer toTroubleshooting, “Electrical Connectors - Inspect”for details.

B. Perform a 45 N (10 lb) pull test on each wire in theECM connector that is associated with the digitalthrottle position sensor:

• P1:1

• P1:4

• P1:5

• P1:66


D. Check the harness for abrasion and pinch pointsfrom the digital throttle position sensor to the ECM.

Expected Result:

All connectors, pins, and sockets are correctlycoupled and/or inserted and the harness is free ofcorrosion, of abrasion or of pinch points.

Results:


• Not OK


Repair the connectors or the harness and/orreplace the connectors or the harness. Ensure thatall of the seals are correctly in place and ensurethat the connectors are correctly coupled.


STOP.






C. Monitor the active diagnostic code screen on theelectronic service tool. Check and record activediagnostic codes.

Note: When the ECM automatically calibrates newduty cycle values for the low idle throttle position andthe high idle throttle position, the ECM assumes theinitial lower position for the duty cycle at low idle andthe initial upper position for the duty cycle at high idle.The initial lower position and the initial upper positioncan be obtained by accessing the following screenson the electronic service tool:

• “Service”

• “Throttle Configuration”

• For throttle position sensor 1, select “Throttle#1”. For throttle position sensor 2 , select“Throttle# 2”.

As a result, you may notice that the throttleposition status reaches 100 percent well beforethe throttle pedal is fully depressed. This situationis normal. After some cycling of the throttle tothe high idle position, the ECM will adjust thecalibration automatically, if the high idle stopposition is within the duty cycle range, and thelow idle is in the duty cycle range. During normaloperation, more movement of the throttle can berequired for the throttle position status to increaseabove 3 percent. The status may reach the 100percent value prior to the limit of the high idleposition. This is done in order to ensure that thethrottle reaches these two critical points for engineoperation.

Expected Result:

Result 1 The electronic service tool displays thefollowing active diagnostic codes or recently loggeddiagnostic codes:

• 91-3 Accelerator Pedal Position 1 : Voltage AboveNormal

• 91-4 Accelerator Pedal Position 1 : Voltage BelowNormal

• 29-3 Accelerator Pedal Position 2 : Voltage AboveNormal

• 29-4 Accelerator Pedal Position 2 : Voltage BelowNormal

• 91-8 Accelerator Pedal Position 1 : AbnormalFrequency, Pulse Width or Period

• 29-8 Accelerator Pedal Position 1 : AbnormalFrequency, Pulse Width or Period

Result 2 The electronic service tool displays thefollowing active diagnostic codes or recently loggeddiagnostic codes:

• 678-3 ECU 8 Volts DC Supply : Voltage AboveNormal

• 678-4 ECU 8 Volts DC Supply : Voltage BelowNormal

Result 3 There are no active diagnostic codes thatare related to the digital throttle position sensor circuitat this time. A fault is suspected with operation of thesensor circuit.

Results:

• Result 1 – Proceed to Test Step 3.



Test Step 3. Check the Duty Cycle of theDigital Throttle Position Sensor

A. Access the following screens on the electronicservice tool in order to check the upper andthe lower diagnostic limit of the throttle positionsensors:

• “Service”


• For a 91-X code, select “Throttle# 1”. For a 29-Xcode, select “Throttle# 2”.

B. Make a note of the lower diagnostic limit and theupper diagnostic limit.

C. Verify that the keyswitch is in the ON position.

D. Access the following screens on the electronicservice tool in order to monitor the duty cycle ofthe throttle position:

• “Status”

• “Throttles”

E. Monitor the duty cycle of the throttle at the “lowidle” position and the “high idle” position.



Expected Result:

The duty cycle is above the lower diagnostic limit withthe throttle in the low idle position. The duty cycleis below the upper diagnostic limit with the throttlein the high idle position.

Results:

• OK – The digital throttle position sensor isoperating correctly. The fault may be intermittent.

Repair: Perform a “Wiggle Test” by usingthe electronic service tool in order to identifyintermittent faults. Refer to Troubleshooting,“Electrical Connectors - Inspect”.

STOP.

• Not OK – The digital throttle position sensor circuitis not operating correctly. Proceed to Test Step 4.

Test Step 4. Check the Supply Voltage atthe Digital Throttle Position Sensor


B. Install a breakout “T” with three terminals at thedigital throttle position sensor connector.


D. Measure the voltage between terminal “A” (+8VDC) and terminal “B” (digital throttle positionsensor ground).

Results:

• The measured voltage is between 7.5 VDC and8.5 VDC for the digital throttle position sensor –Proceed to Test Step 6.

• The sensor is not receiving the correct voltage –Proceed to Test Step 5.

Test Step 5. Disconnect the PowerSupply Connections for the DigitalThrottle Position Sensor at the ECM


B. Disconnect connector P1. Thoroughly inspectthe P1/J1 connector. Refer to Troubleshooting,“Electrical Connectors - Inspect” for moreinformation.

C. Remove the P1:4 (+8 VDC). Remove the P1:5(digital throttle position sensor ground) fromconnector P1.

D. Reconnect the P1 connector to the ECM.


F. Use the electronic service tool to check for activediagnostic codes.

Expected Result:

One of the following diagnostic codes is still activeafter the terminals for sensor power have beendisconnected:

• 678-3 ECU 8 Volts DC Supply : Voltage AboveNormal

• 678-4 ECU 8 Volts DC Supply : Voltage BelowNormal

Results:

• OK


Check the battery voltage at pins 61, 63, 65, 67 and69 (Battery ground) on the P1 connector. Checkthe battery voltage at pins 48, 52, 53, 55 and 57(Battery+) on the J1 connector.. The measuredvoltage should be in one of the following ranges:

• For 12 V systems, the voltage should be between11.0 VDC and 13.5 VDC.


If the voltage is correct, then perform the followingprocedure.











STOP.

• Not OK


There is a fault in the harness between the ECMand the digital throttle position sensor. While activediagnostic codes are being monitored, connectthe removed wires one at a time in order to verifythat the active diagnostic codes reappear. Replacepin P1:5 (digital throttle position sensor ground).Replace pin P1:4 (+8 V). This procedure is used tofind the wire that is causing the fault. Repair theharness or replace the harness, as required.


STOP.

Test Step 6. Check the Duty Cycle of theThrottle Position Sensor at the Sensor

Note: Performing certain steps within this procedurerequires the use of a multimeter that can measurea PWM duty cycle.


• “Service”




C. Turn the keyswitch to the OFF position.

D. Remove the signal wire for the digital throttleposition sensor (terminal “C”) from the connector.Refer to illustration 125.

E. Install a breakout “T” with three terminals at thedigital throttle position sensor connector.

F. Connect the multimeter probes to terminal “C”(digital throttle position sensor signal) and terminal“B” (digital throttle position sensor ground) of thebreakout T.

G. Turn the keyswitch to the ON position.

H. While the duty cycle is being monitored on themultimeter, operate the throttle through the fullrange of movement.

Expected Result:


Results:

• OK – Reinsert the wire (terminal “C”) into theharness connector of the digital throttle positionsensor. The digital throttle position sensor isworking correctly. Proceed to Test Step 7.

• Not OK – Leave the multimeter probe connectedto the breakout “T”. Insert the wire (terminal “C”)into the machine harness connector. The throttlepedal assembly is faulty. Proceed to Test Step 8.

Test Step 7. Check the Duty Cycle of theAccelerator Pedal Position Sensor at theECM

Note: Performing certain steps within this procedurerequires the use of a multimeter that can measurea PWM duty cycle.


• “Service”





D. Disconnect the P1 connector. Remove pin P1:66for digital throttle position sensor 1 or pin P1:1 fordigital throttle position sensor 2.

E. Connect the multimeter probes between theremoved wire and pin P1:5 (digital throttle positionsensor ground).

F. Reconnect the P1 connector to the ECM.




H. Use the multimeter in order to display theduty cycle output of the digital throttle positionsensor. While the duty cycle output of the digitalthrottle position sensor is being monitored onthe multimeter, move the throttle from the lowidle position to the high idle position. Record theresults.

I. Turn the keyswitch to the OFF position.

J. Remove the P1 connector from the ECM.

K. Install the pin for the digital throttle position sensorthat was previously removed .

L. Connect the P1 connector to the ECM.

Expected Result:


Results:

• OK – A good signal from the digital throttle positionsensor is reaching the ECM.


Check the battery voltage at pins 61, 63, 65, 67 and69 (Battery ground) on the P1 connector. Checkthe battery voltage at pins 48, 52, 53, 55 and 57(Battery+) on the J1 connector.. The measuredvoltage should be in one of the following ranges:



If the voltage is correct, then perform the followingprocedure.









STOP.

• Not OK – There is a fault with signal wire in theharness. Proceed to Test Step 9.

Test Step 8. Remove the Digital ThrottlePosition Sensor from the Throttle PedalAssembly

g01185326Illustration 127Typical throttle assembly(1) Sensor mounting face(2) Sensor drive key(3) Mounting screw holes



g01185327Illustration 128Throttle block assembly

(1) Mounting screw holes(2) Sensor housing(3) Sensor drive slot

g01185328Illustration 129Throttle block assembly(1) Mounting screw holes(2) Sensor drive slot(3) Sensor mounting face

A. Verify that the keyswitch is in the OFF position.

B. Note the sensor orientation in the throttle assemblyand the sensor connector for the harness routingprior to sensor removal. Remove the digitalthrottle position sensor from the throttle assembly.Thoroughly inspect the connector and the harnessfor signs of abrasion.

C. Connect a multimeter that can measure a PWMduty cycle to terminal “C” of the breakout “T”.

D. Turn the keyswitch to the ON position.

E. Display the duty cycle output of the digital throttleposition sensor while the sensor slot is released.Use a screwdriver to advance the sensor slot tothe maximum position. Refer to Illustration 129.

Expected Result:

When the sensor is removed from the throttleassembly and the sensor slot is released, the dutycycle is 10 percent or less. When the sensor slotis moved to the maximum position, the duty cycleincreases to 90 percent or more.

Results:

• OK – The digital throttle position sensor is workingcorrectly. Refer to the OEM dealer for correctreplacement of the throttle assembly. STOP.

• Not OK – The digital throttle position sensor isfaulty. Check the throttle assembly in order toensure that the throttle assembly is not damagingthe sensor. If the throttle assembly is damagingthe sensor, refer to the OEM dealer for correctreplacement of the throttle assembly. If the throttleassembly appears OK, replace the digital throttleposition sensor. STOP.

Test Step 9. Route the Supply BypassWires to the Digital Throttle PositionSensor


B. For digital throttle position sensor 1, temporarilyremove the signal wire from P1:66. For digitalthrottle position sensor 2, temporarily remove thesignal wire fromP1:1.

C. Remove terminal “C” (digital throttle positionsensor signal) from the digital throttle positionsensor connector.

D. Route the new wiring from the ECM to the digitalthrottle position sensor.

E. Access the following screens on the electronicservice tool in order to check the upper andthe lower diagnostic limit of the throttle positionsensors:

• “Service”



F. Make a note of the lower diagnostic limit and theupper diagnostic limit.


H. Check the duty cycle of the digital throttle positionsensor on the electronic service tool while thedigital throttle is being moved over the full range.



Expected Result:


Results:

• OK


The wiring from the ECM to the digital throttleposition sensor appears faulty. Permanently installnew wiring.


STOP.

• Not OK – Double check the wiring, the P1/J1connectors, and the digital throttle position sensorconnector. If a fault still exists, repeat the testprocedure from Test Step 1.

STOP.

i03753912

ECM Memory - Test



Table 105

Diagnostic Trouble Codes for ECM Software

J1939Code

Description Notes

631-2 Calibration Module : Erratic, Intermittentor Incorrect

The Electronic Control Module (ECM) detects incorrect engine software.

If equipped, the warning light will come on.This diagnostic code is not logged.Factory passwords are required to clear this diagnostic code.The engine will not start.The flash file in the ECM is from the wrong engine family.

Correct the Condition

Determine the diagnostic code that is active.

Expected Result:

A 631-2 diagnostic code is active.

Results:

• A 631-2 code is active

Repair: Obtain the engine serial number. UsePTMI to determine the latest available flash file forthe engine. Verify that the latest available flash fileis loaded into the ECM.



If necessary, use the electronic service tool toinstall the correct flash file into the ECM. Refer tothe Troubleshooting Guide, “Flash Programming”.

STOP.

i04024229

Electrical Connectors - Inspect


Most electrical faults are caused by poor connections.The following procedure will assist in detectingfaults with connectors and with wiring. If a fault isfound, correct the condition and verify that the faultis resolved.

Intermittent electrical faults are sometimes resolvedby disconnecting and reconnecting connectors.Check for diagnostic codes immediately beforedisconnecting a connector. Also check for diagnosticcodes after reconnecting the connector. If the statusof a diagnostic code is changed due to disconnectingand reconnecting a connector, there are severalpossible reasons. The likely reasons are looseterminals, improperly crimped terminals, moisture,corrosion, and inadequate mating of a connection.

Follow these guidelines:

• Always use a 2900A019 Removal Tool to removethe pins from the P1/P2 connectors.

• Always use a 2900A033 Crimp Tool to serviceDeutsch HD and DT connectors. Never solder theterminals onto the wires.

• Always use a 28170079 Removal Tool to removewedges from DT connectors. Never use ascrewdriver to pry a wedge from a connector.

• Always use a 2900A033 Crimp Tool to serviceAMP seal connectors.

• Refer to Troubleshooting, “ECM HarnessConnector Terminals” in order to service theconnectors for the Electronic Control Module(ECM).

• Always use a breakout harness for a voltmeterprobe or a test light. Never break the insulation of awire in order to access a circuit for measurements.

• If a wire is cut, always install a new terminal forthe repair.

The connection of any electrical equipment andthe disconnection of any electrical equipmentmaycause an explosion hazard which may result in in-jury or death. Do not connect any electrical equip-ment or disconnect any electrical equipment in anexplosive atmosphere.

Test Step 1. Check Connectors forMoisture and Corrosion

g01883953Illustration 130Deformed seal at the connector (typical example)

Some components are not shown for clarity.(1) Wire pulled to one side. Note the gap between the seal and

the wire.

A. Inspect all the harnesses. Ensure that the routingof the wiring harness allows the wires to enter theface of each connector at a perpendicular angle.Otherwise, the wire will deform the seal bore.Refer to Illustration 130. This condition will createa path for the entrance of moisture. Verify that theseals for the wires are sealing correctly.




Diagram for the installation of a connector plug (typical example)(1) ECM connector(2) Correctly inserted sealing plug(3) Incorrectly inserted sealing plug

B. Ensure that the sealing plugs are in place. Ifany of the plugs are missing, replace the plug.Ensure that the plugs are inserted correctly intothe connector. Refer to Illustration 131.

g01885653Illustration 132(1) Seal for a three-pin connector (typical example)


(1) Seal for ECM connector (typical example)

C. Disconnect the suspect connector and inspect theconnector seal. Ensure that the seal is in goodcondition. If necessary, replace the connector.

D. Thoroughly inspect the connectors for evidenceof moisture entry.

Note: Some minor seal abrasion on connector sealsis normal. Minor seal abrasion will not allow the entryof moisture.

If moisture or corrosion is evident in the connector,the source of the moisture entry must be identifiedand repaired. If the source of the moisture entryis not repaired, the fault will recur. Simply dryingthe connector will not rectify the fault. Check thefollowing items for the possible moisture entrypath:

• Missing seals

• Incorrectly installed seals

• Nicks in exposed insulation

• Improperly mated connectors

Moisture can also travel to a connector through theinside of a wire. If moisture is found in a connector,thoroughly check the connector harness fordamage. Also check other connectors that sharethe harness for moisture.

Note: The ECM is a sealed unit. If moisture is foundin an ECM connector, the ECM is not the source ofthe moisture. Do not replace the ECM.



Expected Result:

The harness, connectors, and seals are in goodcondition. There is no evidence of moisture in theconnectors.

Results:

• The harness, connectors, and seals are in goodcondition – Proceed to Test Step 2.

• A fault has been found with the harness or theconnectors.

Repair: Repair the connectors or the wiring, asrequired. Ensure that all of the seals are correctlyinstalled. Ensure that the connectors have beenreattached. Ensure that all pins and sockets arefree of corrosion and/or moisture before continuingwith this procedure.

If corrosion is evident on the pins, sockets or theconnector, use only denatured alcohol to removethe corrosion. Use a cotton swab or a soft brushto remove the corrosion.

If moisture was found in the connectors, run theengine for several minutes and check again formoisture. If moisture reappears, the moisture iswicking into the connector. Even if the moistureentry path is repaired, replacement of the wiresmay be necessary.


STOP.

Test Step 2. Check the Wires for Damageto the Insulation

A. Carefully inspect each wire for signs of abrasion,nicks, and cuts.

Inspect the wires for the following conditions:

• Exposed insulation

• Rubbing of a wire against the engine

• Rubbing of a wire against a sharp edge

B. Check all of the fasteners for the harness. Checkthe strain relief components on the ECM in orderto verify that the harness is correctly secured. Alsocheck all of the fasteners in order to verify that theharness is not compressed. Pull back the harnesssleeves in order to check for a flattened portionof wire. A fastener that has been overtightenedflattens the harness. This damages the wires thatare inside the harness.

Results:

• The wires are free of abrasion, nicks, and cuts andthe harness is correctly clamped – The harness isOK. Proceed to Test Step 3.

• There is damage to the harness.

Repair: Repair the wires or replace the wires, asrequired.


STOP.

Test Step 3. Inspect the ConnectorTerminals

A. Visually inspect each terminal in the connector.Verify that the terminals are not damaged.Verify that the terminals are correctly aligned inthe connector and verify that the terminals arecorrectly located in the connector.

Results:

• The terminals are correctly aligned and theterminals appear undamaged – Proceed to TestStep 4.

• The terminals of the connector are damaged.

Repair: Repair the terminals and/or replace theterminals, as required.


STOP.

Test Step 4. Perform a Pull Test on EachWire Terminal Connection

g01802454Illustration 134A typical example of the lock wedge.(1) Lock wedge



A. Ensure that the locking wedge for the connectoris installed correctly. Terminals cannot be retainedinside the connector if the locking wedge is notinstalled correctly.

B. Perform the 45 N (10 lb) pull test on each wire.Each terminal and each connector should easilywithstand 45 N (10 lb) of tension and each wireshould remain in the connector body. This testchecks whether the wire was correctly crimpedin the terminal and whether the terminal wascorrectly inserted into the connector.

Results:

• Each terminal and each connector easily withstand45 N (10 lb) of pull and each wire remains in theconnector body. – All terminals pass the pull test.Proceed to Test Step 5.

• A wire has been pulled from a terminal or a terminalhas been pulled from the connector.

Repair: Use the 2900A033 Crimp Tool to replacethe terminal. Replace damaged connectors, asrequired.


STOP.

Test Step 5. Check Individual PinRetention into the Socket


A. Verify that the sockets provide good retention forthe pins. Insert a new pin into each socket oneat a time in order to check for a good grip on thepin by the socket.

Results:

• The sockets provide good retention for the newpin – The terminals are OK. Proceed to Test Step6.

• Terminals are damaged.

Repair: Use the 2900A033 Crimp Tool to replacethe damaged terminals. Verify that the repaireliminates the problem.


STOP.

Test Step 6. Check the LockingMechanism of the Connectors

A. Ensure that the connectors lock correctly. Afterlocking the connectors, ensure that the two halvescannot be pulled apart.

B. Verify that the latch tab of the connector iscorrectly latched. Also verify that the latch tab ofthe connector returns to the locked position.

Results:

• The connector is securely locked. The connectorand the locking mechanism are without cracksor breaks. – The connectors are in good repair.Proceed to Test Step 7.

• The locking mechanism for the connector isdamaged or missing. –

Repair: Repair the connector or replace theconnector, as required.


STOP.

Test Step 7. Check the Screws on theECM Connectors (70 way)

Visually inspect the screws for the ECM connectors.Ensure that the threads on each screw are notdamaged.

A. Connect the ECM connectors.

a. Use a 7 mm screw in order to retain each ofthe ECM connectors.

b. Tighten the two screws for the ECM connectorto the correct torque of 6 N·m (53 lb in).

Expected Result:

The ECM connectors are secure and the screws arecorrectly torqued.



Results:

• OK – The ECM connectors are secured. Proceedto Test Step 8.

• Not OK – The screws for the ECM connectorsare damaged or a threaded hole in the ECM isdamaged.

Repair: Repair the connectors or replace theconnectors or screws, as required. If a threadedhole in the ECM is damaged, replace the ECM.


STOP.






Results:

• No intermittent faults were indicated during the“Wiggle Test” – The harness and connectorsappear to be OK. If you were sent from anotherprocedure, return to the procedure and continuetesting. If this test confirms that the fault has beeneliminated, return the engine to service. STOP.

• At least one intermittent fault was indicated. –



STOP.

i04334973

Engine Pressure Sensor Openor Short Circuit - Test





Table 106

Diagnostic Trouble Codes for the Engine Pressure Sensors

J1939Code

Description Notes

100-3 Engine Oil Pressure: Voltage AboveNormal


The signal voltage from the engine oil pressure sensor is greater than 4.8 VDC for morethan 8 seconds.

If equipped, the warning lamp will come on. The ECM will log the diagnostic code. TheECM will set data for engine oil pressure to the default value. The default engine oilpressure is 600 kPa (87 psi). The electronic service tool will display “Voltage AboveNormal” on the status screens.

100-4 Engine Oil Pressure: Voltage BelowNormal


The signal voltage from the engine oil pressure sensor is less than 0.2 VDC for morethan 8 seconds.


The engine is running or the barometric pressure is greater than 55 kPa (8 psi).

If equipped, the warning lamp will come on. The ECM will log the diagnostic code. TheECM will set data for the engine oil pressure to the default value. The default engineoil pressure is 600 kPa (87 psi). The electronic service tool will display “Voltage BelowNormal” on the status screens.

108-3 BarometricPressure : VoltageAbove Normal


The signal voltage for the barometric pressure sensor is greater than 4.8 VDC for at least 8seconds.

If equipped, the warning lamp will come on. The ECM will log the diagnostic code.

108-4 BarometricPressure : VoltageBelow Normal


The signal voltage for the barometric pressure sensor is less than 0.2 VDC for at least 8seconds.


157-3 Engine InjectorMetering Rail #1Pressure : VoltageAbove Normal


The signal voltage for the fuel rail pressure sensor is more than 4.7 VDC for 0.6 seconds.

If equipped, the warning lamp will come on. The ECM will log the diagnostic code. Theelectronic service tool will display “70000 kPa” next to “Desired Fuel Rail Pressure” and“Actual Fuel Rail Pressure” on the status screens.The engine will be derated.

157-4 Engine InjectorMetering Rail #1Pressure : VoltageBelow Normal


The signal voltage for the fuel rail pressure sensor is less than 0.67 VDC for 0.6 seconds.

If equipped, the warning lamp will come on. The ECM will log the diagnostic code.The electronic service tool will display “70000 kPa” next to “Desired Fuel Rail Pressure”and “Actual Fuel Rail Pressure” on the status screens.The engine will be derated.

(continued)



(Table 106, contd)


J1939Code

Description Notes

3358-3 Engine ExhaustGas RecirculationInlet Pressure :Voltage AboveNormal


The signal voltage for the inlet pressure sensor for the NOx Reduction System (NRS)is more than 4.8 VDC for 0.12 seconds.


If equipped, the warning light will come on. The ECM will log the diagnostic code.The ECM will set data for the inlet pressure for the NRS to the default value. The defaultvalue for the inlet pressure for the NRS is 250 kPa (36.3 psi).

3358-4 Engine ExhaustGas RecirculationInlet Pressure :Voltage BelowNormal


The signal voltage for the inlet pressure sensor for the NRS is less than 0.2 VDC for 0.12seconds.


If equipped, the warning light will come on. The ECM will log the diagnostic code.The ECM will set data for the inlet pressure for the NRS to the default value. The defaultvalue for the inlet pressure for the NRS is 250 kPa (36.3 psi).

3563-3 Engine IntakeManifold #1Absolute Pressure: Voltage AboveNormal


The signal voltage from the intake manifold pressure sensor is above 4.8 VDC for at least 2seconds.


If equipped, the warning light will come on. The ECM will log the diagnostic code.The data for the intake manifold pressure will be set to a maximum valid pressure for 2seconds. The ECM will then flag the intake manifold pressure as being invalid. A defaultvalue is then used for the intake manifold pressure.For engines with an electronically controlled wastegate, the current for the wastegatesolenoid will be set to a default value while this code is active. The engine will have pooracceleration. The default setting will prevent any overpressure in the intake manifold whichcould be caused by an overspeed of the turbocharger.

3563-4 Engine IntakeManifold #1Absolute Pressure: Voltage BelowNormal


The signal voltage from the intake manifold pressure sensor is less than 0.2 VDC forat least 2 seconds.


If equipped, the warning light will come on. The ECM will log the diagnostic code.The data for the intake manifold pressure will be set to a maximum valid pressure for 2seconds. The ECM will then flag the intake manifold pressure as being invalid. A defaultvalue is then used for intake manifold pressure.For engines with an electronically controlled wastegate, the current for the wastegatesolenoid will be set to a default value while this code is active. The engine will have pooracceleration. The default setting will prevent any overpressure in the intake manifold whichcould be caused by an overspeed of the turbocharger.

(continued)



(Table 106, contd)


J1939Code

Description Notes

5019-3 Engine ExhaustGas RecirculationOutlet Pressure: Voltage AboveNormal


The signal voltage for the outlet pressure sensor for the NRS is more than 4.8 VDC for120 ms.


If equipped, the warning light will come on. The ECM will log the diagnostic code.The ECM will set data for the outlet pressure for the NRS to the default value. The defaultvalue for the outlet pressure for the NRS is 250 kPa (36.3 psi).

5019-4 Engine ExhaustGas RecirculationOutlet Pressure: Voltage BelowNormal


The signal voltage for the outlet pressure sensor for the NRS is less than 0.2 VDC for120 ms.


If equipped, the warning light will come on. The ECM will log the diagnostic code.The ECM will set data for the outlet pressure for the NRS to the default value. The defaultvalue for the outlet pressure for the NRS is 250 kPa (36.3 psi).

The following conditions must exist before any of theabove codes will become active:

• There are no active 3509 codes.



The 5 VDC sensor supply provides power to all 5VDC sensors. The ECM supplies 5.0 ± 0.2 VDC toterminal “3” of the fuel rail pressure sensor connectorand to terminal “1” of all other pressure sensorconnectors. The sensor common from the ECMconnector goes to terminal “1” of the fuel rail pressuresensor connector. The sensor common from the ECMconnector goes to terminal “2” of all other pressuresensor connectors. The sensor supply is output shortcircuit protected. A short circuit to the battery will notdamage the circuit inside the ECM.

Pull-up Voltage

The ECM continuously outputs a pull-up voltageon the circuit for the sensor signal wire. The ECMuses this pull-up voltage in order to detect an openin the signal circuit. When the ECM detects thepresence of a voltage that is above a threshold on thesignal circuit, the ECM will generate an open circuitdiagnostic code (XXXX-3) for the sensor.

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



g02105774Illustration 136Typical example of the schematic for the pressure sensors


Typical view of the pin locations on the P2 connector for thepressure sensors(4) Signal Intake Manifold Pressure Sensor(6) Signal NRS Inlet Pressure Sensor(7) Signal NRS Outlet Pressure Sensor(34) Signal Barometric Pressure Sensor(35) Signal Oil Pressure Sensor(37) Signal Fuel Rail Pressure Sensor(46) 5 VDC Supply Oil Pressure Sensor(47) 5 VDC Supply Engine Pressure Sensors(56) Ground Oil Pressure Sensor(57) Ground Engine Pressure Sensors


Fuel rail pressure sensor(1) Ground(2) Signal(3) 5 VDC Supply



g01170310Illustration 139Typical example of an engine pressure sensor

(1) 5 VDC Supply(2) Ground(3) Signal

Note: The terminals on the fuel rail pressuresensor are wired differently from all otherpressure sensors.

The pressure sensors are active sensors. Thepressure sensors have three terminals. Activesensors require supply voltage from the ECM. TheP2/J2 ECM connector supplies +5 VDC to terminal“3” of the fuel rail pressure sensor and to terminal “1”of all other pressure sensors. The common line isconnected to connector “1” of the fuel rail pressuresensor and to connector “2” of all other pressuresensors. The signal voltage from terminal “2” of thefuel rail pressure sensor is supplied to the appropriateterminal at the P2/J2 ECM connector. The signalvoltage from terminal “3” of all other pressure sensorsis supplied to the appropriate terminal at the P2/J2ECM connector.

Test Step 1. Inspect Electrical ConnectorsAnd Wiring

A. Thoroughly inspect the connectors for the enginepressure sensors.

B. Refer to Troubleshooting, “Electrical Connectors- Inspect”.

C. Perform a 45 N (10 lb) pull test on each wire in theECM connector and the sensor connectors thatare associated with the active diagnostic code.

D. Check the screw for the ECM connector for thecorrect torque of 6 N·m (53 lb in).

E. Check the harness for abrasions and for pinchpoints from the sensors back to the ECM.

F. Use the electronic service tool to perform a“Wiggle Test”. The “Wiggle Test” will identifyintermittent connections.

Expected Result:

All connectors, pins, and sockets are correctlycoupled. The harness should be free of corrosion,abrasions, and pinch points.

Results:


• Not OK



STOP.


A. Turn the keyswitch to the ON position. Wait atleast 10 seconds for activation of the diagnosticcodes.

B. Verify if any of the diagnostic codes that are listedin Table 106 are active or recently logged.

Results:

• An XXXX-3 or an XXXX-4 diagnostic code isactive for one or more of the pressure sensors. –Proceed to Test Step 3.

Test Step 3. Check the Supply Voltage atthe Sensor Connector


B. Disconnect the connector for the suspect sensor.

C. Turn the keyswitch to the ON position. Do not startthe engine.

D. Measure the voltage between the 5 VDC supplyterminal and the ground terminal on the harnessconnector for the suspect sensor. The voltagemeasurement should be 5.0 ± 0.2 VDC.

E. Turn the keyswitch to the OFF position.

F. Reconnect the sensor.

Expected Result:

The voltage measurement is 5.0 ± 0.2 VDC.



Results:

• The voltage measurement is within the expectedrange. – The correct supply voltage is reachingthe sensor. Proceed to Test Step 4.

• The voltage measurement is not within theexpected range. – The fault is in the 5 VDC supplywire or the ground wire between the suspectsensor and the ECM.

Repair: Repair the faulty wiring or replace thefaulty wiring.

Use the electronic service tool to clear all loggeddiagnostic codes and verify that the repaireliminates the fault.

STOP.

Test Step 4. Check that the DiagnosticCode is Still Active


B. Use the electronic service tool to check for activediagnostic codes. Record all active diagnosticcodes

C. Determine if the fault is related to an open circuitdiagnostic code or a short circuit diagnostic code.

Results:

• Short circuit – A XXXX-4 diagnostic code is activefor one or more of the pressure sensors at thistime. Proceed to Test Step 5.

• Open circuit – A XXXX-3 diagnostic code is activefor one or more of the pressure sensors at thistime. Proceed to Test Step 6.

• A short circuit diagnostic code is not active. Anopen circuit diagnostic code is not active. – Anintermittent fault may exist.

Repair: Use the electronic service tool to performa “Wiggle Test”. If faults are indicated, then go tothe appropriate procedure.

STOP.

Test Step 5. Create an Open Circuit at theSensor Connector


B. Disconnect the connector for the sensor with theXXXX-4 diagnostic code.

C. Turn the keyswitch to the ON position. Wait for atleast 10 seconds for activation of the diagnosticcodes.

D. Use the electronic service tool to check the “ActiveDiagnostic Code” screen. Check for an XXXX-3diagnostic code.

Expected Result:

An XXXX-3 diagnostic code for the disconnectedsensor is now active.

Results:

• An XXXX-4 diagnostic code was active beforedisconnecting the sensor. An XXXX-3 diagnosticcode became active after disconnecting thesensor. – There may be a fault in the sensor.

Repair: Temporarily connect a new sensor to theharness, but do not install the new sensor in theengine. Use the electronic service tool in order toverify that the repair eliminates the fault and thenpermanently install the new sensor.

Use the electronic service tool in order to clear alllogged diagnostic codes.

STOP.

• An XXXX-4 diagnostic code is still active afterdisconnecting the sensor – There is a short circuitbetween the sensor harness connector and theECM. Leave the sensor disconnected. Proceed toTest Step 7.

Test Step 6. Create a Short Circuit at theSensor Connector


B. Disconnect the connector for the suspect sensor.

C. Fabricate a jumper wire that is 150 mm (6 inch)long. Crimp a terminal to both ends of the wire.

D. Use the jumper to connect the sensor signalterminal to the sensor ground terminal on theharness connector for the suspect sensor.

E. Turn the keyswitch to the ON position. Do not startthe engine.

F. Access the “Active Diagnostic Codes” screen onthe electronic service tool and check for an activeXXXX-4 diagnostic code for the suspect sensor.

G. Remove the jumper. Reconnect the sensor.



Results:

• An XXXX-3 diagnostic code was active beforeinstalling the jumper. An XXXX-4 diagnostic codebecame active with the jumper installed. – Theremay be a fault in the sensor.

Repair: Temporarily connect a new sensor to theharness, but do not install the new sensor in theengine. Use the electronic service tool in order toverify that the repair eliminates the fault and thenpermanently install the new sensor.


STOP.

• The XXXX-3 diagnostic code remains activewhen the jumper is installed. – The sensor is OK.Proceed to Test Step 7.

Test Step 7. Bypass the Harness WiringBetween the ECM and the SensorConnector


B. Disconnect the P2 connector and disconnect theconnector from the suspect sensor.

C. Remove the sensor signal wire from the P2connector. Remove the signal wire from thesensor connector on the engine harness.

D. Fabricate a jumper wire that is long enough toreach from the ECM to the sensor connector.

E. Insert one end of the jumper wire into the signalterminal on the suspect sensor connector on theengine harness. Insert the other end of the jumperwire into the signal socket for the suspect sensoron the P2 connector.

F. Reconnect the P2 connector and the sensorconnector.


H. Access the “Active Diagnostic Codes” screen onthe electronic service tool and check for activediagnostic codes for the suspect sensor.

Results:

• There are no active diagnostic codes for thesuspect sensor at this time. – There is a fault inthe signal wire between the suspect sensor andthe ECM.

Repair: Repair the faulty wiring or replace thefaulty wiring. Use the electronic service tool toverify that the repair eliminates the fault.

STOP.

• There is still an active diagnostic code for thesuspect sensor. – Remove the jumper wires.Return all wires to the original configuration.



2. Contact the Perkins Global Technical Support.



4. Turn the keyswitch to the ON position. Use theelectronic service tool to verify that the repaireliminates the fault.

5. If the fault is eliminated with the replacementECM, reconnect the suspect ECM. If the faultreturns with the suspect ECM, replace the ECM.

6. If the fault is still present with the replacementECM, do not use the replacement ECM. Contactthe Perkins Global Technical Support.

STOP.

i04334993

Engine Speed/Timing SensorCircuit - Test





Table 107

Diagnostic Trouble Codes for the Engine Speed/Timing Sensors

J1939Code

Description Notes

190-8 Engine Speed : Abnormal Frequency, PulseWidth, or Period


An intermittent loss of signal or a complete loss of signal from theprimary speed/timing sensor for 2 seconds

The engine has been running for more than 3 seconds.

Diagnostic trouble code 168-4 is not active.

678 diagnostic trouble codes are not active.

If equipped, the warning light will come on and the diagnostic codewill be logged.The ECM will use the signal from the secondary speed/timingsensor.The engine will be derated. If the signal from the secondaryspeed/timing sensor is also lost, the engine will shut down.

723-8 Engine Speed Sensor #2 : AbnormalFrequency, Pulse Width or Period


An intermittent loss of signal or a complete loss of signal from thesecondary speed/timing sensor for 2 seconds while the signal fromthe primary speed/timing sensor remained valid


Diagnostic trouble code 168-4 is not active.

678 diagnostic trouble codes are not active.

If equipped, the warning lamp will come on and the diagnostic codewill be logged.The loss of signal from the secondary speed/timing sensor willprevent the engine from starting.

637-11 Engine Timing Sensor : Other Failure Mode The Electronic Control Module (ECM) detects the followingconditions:

The outputs from the primary speed/timing sensor and thesecondary speed/timing sensor differ by more than eight crankshaftdeg.



678 diagnostic codes are not active.

If equipped, the warning light will come on. This code will not belogged.

Use this procedure when the engine will not start andthe electronic service tool indicates a faulty sensor bydisplaying “Not Detected” against the faulty sensoron the “No Start Parameter” screen.



The engine uses two engine speed/timing sensors.The primary speed/timing sensor is located on theleft-hand side of the cylinder block close to theflywheel housing. The primary speed/timing sensorgenerates a signal by detecting the movement ofthe teeth that are located on the crankshaft timingring. The signal that is generated by the speed/timingsensor is transmitted to the Electronic ControlModule (ECM). The ECM uses the signal from thespeed/timing sensor to calculate the position of thecrankshaft. The signal is also used to determine theengine speed.

The secondary speed/timing sensor is located on theright-hand side of the cylinder block toward the rearof the engine. The secondary speed/timing sensorgenerates a signal that is related to the camshaftposition. The secondary speed/timing sensor detectsthe movement of the teeth on the timing ring forthe camshaft. The signal that is generated by thespeed/timing sensor is transmitted to the ECM. TheECM calculates the speed and the rotational positionof the engine by using the signal. The secondaryspeed/timing sensor is required for starting purposes.

During normal operation, the secondary speed/timingsensor is used to determine the cycle that theengine is on. When the timing has been established,the primary speed/timing sensor is then used todetermine the engine speed and the angular position.

The loss of signal to the primary sensor and/or thesecondary sensor will result in one of the followingfaults:

• The engine will continue to run when only onesensor signal is present from either the primarysensor or the secondary sensor.

• Loss of signal from the primary sensor and thesecondary sensor during operation of the enginewill cause fuel injection to be terminated. Theengine will stop.

The primary sensor and the secondary sensor areinterchangeable components. If a sensor is suspect,the sensors can be exchanged in order to eliminatea fault. If a secondary sensor is suspect and areplacement secondary sensor is not available, thenthe primary sensor and the secondary sensor canbe exchanged. The exchange will allow testing todetermine if the secondary sensor is faulty.




Schematic for the speed/timing sensors

g01980993Illustration 141View of the pin locations for the speed/timing sensor on the P2connector(44) 8 VDC supply for the speed/timing sensor(38) Signal for the primary speed/timing sensor(39) Signal for the secondary speed/timing sensor




View of the sensor locations on the 1204E-E44 engine(1) Primary speed/timing sensor (2) Secondary speed/timing sensor


View of the sensor locations on the 1206E-E66 engine

(1) Primary speed/timing sensor (2) Secondary speed/timing sensor



g01212995Illustration 144Typical example of the speed/timing sensor

(1) 8 VDC Supply (2) Signal

Test Step 1. Inspect the ElectricalConnectors and the Harness


B. Inspect the connectors for the speed/timingsensors. Refer to Troubleshooting, “ElectricalConnectors - Inspect”.

C. Perform a 45 N (10 lb) pull test on each of thewires in the suspect sensor connector and thesensor connections at the ECM.

D. Check that the ground connection on the ECM andthe negative terminal on the battery are correctlyinstalled.

E. Check the ground connection on the ECM forabrasions and pinch points.

F. Check the screws for the ECM connector for thecorrect torque of 6 N·m (53 lb in).

G. Check the harness for abrasion and pinch pointsfrom the suspect sensor to the ECM.

H. Check that the suspect sensor is installedcorrectly. Check that the suspect sensor is fullyseated into the engine. Check that the sensor issecurely latched.

Expected Result:

The electrical connectors and the cables are correctlyinstalled.

Results:

• The harness is OK. – Proceed to Test Step 2.

• Not OK

Repair: Repair the faulty connectors or theharness and/or replace the faulty connectors or theharness. Ensure that all of the seals are correctly inplace and ensure that the connectors are correctlycoupled.

If the primary speed/timing sensor must bereplaced or the sensor must be reinstalled, refer toDisassembly and Assembly, “Crankshaft PositionSensor - Remove and Install”. If the secondaryspeed/timing sensor must be replaced or thesensor must be reinstalled, refer to Disassemblyand Assembly, “Camshaft Position Sensor -Remove and Install”.


STOP.

Test Step 2. Check for Active DiagnosticCodes and Recently Logged DiagnosticCodes



C. Turn the keyswitch to the ON position. If theengine will start, then run the engine.

D. Use the electronic service tool in order to monitoractive diagnostic codes or recently loggeddiagnostic codes.

Results:

• Diagnostic code 190-8 is active or recentlylogged. – Proceed to Test Step 5.





• No active diagnostic codes or recently loggeddiagnostic codes are displayed.

– STOP.

Test Step 3. Inspect the Sensors

A. Ensure that the speed/timing sensors are correctlyseated in the cylinder block and that the retainingbolts are tightened to a torque of 22 N·m (16 lb ft).Ensure that the speed/timing sensors are notdamaged.

Replace any damaged sensors. Refer toDisassembly and Assembly, “CrankshaftPosition Sensor - Remove and Install” or refer toDisassembly and Assembly, “Camshaft PositionSensor - Remove and Install”.

B. Use the electronic service tool to check if the637-11 diagnostic code is still active.

Results:

• A 637-11 diagnostic code is still active at thistime. – Proceed to Test Step 4.

• A 637-11 diagnostic code is not active at thistime. – Use the electronic service tool to clear alllogged diagnostic codes and verify that the repaireliminates the fault. STOP.

Test Step 4. Check the CrankshaftTiming Ring and the Timing Ring on theCamshaft

A. Remove the primary speed/timing sensor andthe secondary speed/timing sensor. Referto Disassembly and Assembly, “CrankshaftPosition Sensor - Remove and Install” or refer toDisassembly and Assembly, “Camshaft PositionSensor - Remove and Install”.

B. Use a flashlight in order to check the timing ringon the camshaft through the camshaft timing holefor damage.

C. Use a flashlight in order to check the crankshafttiming ring for damaged teeth or missing teeth.Ensure that the crankshaft timing ring has notbeen displaced from the crankshaft.

Results:

• Found fault with the crankshaft timing ring or thetiming ring on the camshaft

Repair: If necessary, replace the camshaft.Refer to Disassembly and Assembly, “Camshaft -Remove” and refer to Disassembly and Assembly,“Camshaft - Install”.

If necessary, replace the crankshaft timing ring.Refer to Disassembly and Assembly, “CrankshaftTiming Ring - Remove and Install” .


STOP.

• No faults found – Repeat this procedure from TestStep 3.

Test Step 5. Measure the Supply Voltageat the Sensor Connector


B. Disconnect the speed/timing sensor with theactive diagnostic code.

C. Measure the voltage from terminal 1 on the sensorconnector to engine ground.

Note: The voltage should read 7.5 to 8.5 VDC.

Expected Result:

The readings agree with the values that are listedabove.

Results:

• OK – The sensor is receiving the correct supplyvoltage. Proceed to Test Step 6.

• Not OK – The fault is in the harness.

Repair: Repair the faulty connectors or theharness. Replace the faulty connectors orthe harness. Reconnect all sensor and ECMconnectors. Ensure that all of the seals arecorrectly in place. Ensure that all connectors arecorrectly coupled.


STOP.

Test Step 6. Exchange the Sensors




B. Exchange the primary speed/timing sensorwith the secondary speed/timing sensor. Referto Disassembly and Assembly, “CrankshaftPosition Sensor - Remove and Install” and refer toDisassembly and Assembly, “Camshaft PositionSensor - Remove and Install”.


D. Start the engine.

E. Use the electronic service tool to check for activediagnostic codes. Wait for 30 seconds in order fordiagnostic codes to become active.

Expected Result:

One of the following conditions exists:

• A 190-8 diagnostic code was previously active. A723-8 diagnostic code is now active.

• A 723-8 diagnostic code was previously active. A190-8 diagnostic code is now active.

Results:

• OK – The active diagnostic code is now for theother speed/timing sensor.


1. Turn the keyswitch to the OFF position.

2. Disconnect the suspect sensor and remove thesuspect sensor from the engine.

3. Install a replacement sensor. Refer toDisassembly and Assembly, “CrankshaftPosition Sensor - Remove and Install” or refer toDisassembly and Assembly, “Camshaft PositionSensor - Remove and Install”.


5. Start the engine.

6. Use the electronic service tool to clear all loggeddiagnostic codes and verify that the repaireliminates the fault.

STOP.

• Not OK – The diagnostic code that was previouslyactive is still active. Proceed to Test Step 7.

Test Step 7. Bypass the Signal Wire forthe Speed/Timing Sensor


B. Disconnect the P2 connector. Disconnect theconnector for the suspect speed/timing sensor.

C. For a 190-8 diagnostic code, remove the wire fromP2:38. For a 723-8 diagnostic code, remove thewire from P2:39.

D. Remove the wire from terminal 2 of the connectorfor the speed/timing sensor.

E. Fabricate a jumper wire that is long enough toreach from the connector for the speed/timingsensor to the P2 connector.

F. Insert one end of the jumper wire into terminal2 on the connector for the speed/timing sensor.Insert the other end of the jumper wire into theterminal for the signal of the speed/timing sensoron the P2 connector.

G. Reconnect the P2 connector and the connectorfor the speed/timing sensor.


I. Start the engine.

J. Use the electronic service tool to check for activediagnostic codes. Wait for 30 seconds in order fordiagnostic codes to become active.

Expected Result:

There are no active diagnostic codes.

Results:

• OK – The fault is in the harness.

Repair: Repair the faulty connectors or replacethe faulty connectors. Repair the faulty harness orreplace the faulty harness. Reconnect all sensorand ECM connectors. Ensure that all of the sealsare correctly in place. Ensure that all connectorsare correctly coupled.


STOP.

• Not OK – The XXX-8 diagnostic code for thespeed/timing sensor is still active. Remove alljumper wires and replace all wires to the originalconfiguration. Proceed to Test Step 8.

Test Step 8. Check if the Replacement ofthe ECM Eliminates the Fault

A. Make sure that the latest flash file for theapplication is installed in the ECM. Refer toTroubleshooting, “Flash Programming”.

B. Contact the Perkins Global Technical Support.




C. If Perkins Global Technical Support recommendthe use of a test ECM, install a test ECM. Refer toTroubleshooting, “Replacing the ECM”.

D. Use the electronic service tool to recheck thesystem for active diagnostic codes.

Results:

• The fault is eliminated.


1. Reconnect the suspect ECM.



STOP.

• The fault was not resolved with a test ECM. –

Repair: Repeat this diagnostic process. If thefault persists, the fault may be a damaged timingring. Check the timing ring and/or replace thetiming ring. Refer to Disassembly and Assembly,“Crankshaft Timing Ring - Remove and Install”.


STOP.

i04348852

Engine Temperature SensorOpen or Short Circuit - Test


This test procedure is used for the inlettemperature sensor for the Diesel ParticulateFilter (DPF).




Table 108

Diagnostic Trouble Codes for the Circuit for the DPF Inlet Temperature Sensor

J1939Code

Description Notes

3242-3 Particulate Trap Intake GasTemperature : Voltage Above Normal


The signal voltage for the DPF inlet temperature sensor is greater than4.7 VDC for at least 4 seconds.


If equipped, the warning light will come on. The ECM will log the diagnosticcode. The engine will be derated.

3242-4 Particulate Trap Intake GasTemperature : Voltage Below Normal


The signal voltage for the DPF inlet temperature sensor is less than 0.3VDC for at least 4 seconds.


If equipped, the warning light will come on. The ECM will log the diagnosticcode. The engine will be derated.

Pull-up Voltage

The ECM continuously outputs a pull-up voltageon the circuit for the sensor signal wire. The ECMuses this pull-up voltage in order to detect an openin the signal circuit. When the ECM detects thepresence of a voltage that is above a threshold on thesignal circuit, the ECM will generate an open circuitdiagnostic code XXXX-3 for the sensor.





(1) Temperature probe for the DPF inlet (2) DPF inlet temperature sensor

g02112253Illustration 146Typical example of the schematic for the DPF inlet temperature sensor

g02087493Illustration 147Typical example of the connector for the DPF inlet temperaturesensor

(1) 5 VDC Supply(2) Ground(3) Signal

g02112294Illustration 148A typical view of the pin locations on the P1 connector

(2) 5 VDC sensor supply(3) Sensor ground(26) Signal for the DPF inlet temperature sensor





B. Thoroughly inspect the connector for the DPF inlettemperature sensor. Refer to Troubleshooting,“Electrical Connectors - Inspect”.

C. Perform a 45 N (10 lb) pull test on each of thewires that are associated with the temperaturesensor.

D. Verify that the latch tab of the connector iscorrectly latched.


F. Check the harness for abrasions, for pinch points,and for corrosion.

Expected Result:

All connectors, pins, and sockets are correctlyconnected. The harness is free of corrosion, ofabrasion, and of pinch points.

Results:

• The connectors and wiring appear to be OK –Proceed to Test Step 2.

• There is a fault in the connectors and/or wiring.

Repair: Repair the connectors or wiring and/orreplace the connectors or wiring. Ensure that all ofthe seals are correctly installed and ensure that theconnectors are correctly connected.

If necessary, perform the “Wiggle Test” on theelectronic service tool.


STOP.

Test Step 2. Check For Active DiagnosticCodes



C. Monitor the active diagnostic code screen on theelectronic service tool. Check and record anyactive diagnostic codes.


Note: A diagnostic code that is logged severaltimes is an indication of an intermittent problem.Most intermittent problems are the result of apoor connection between a socket and a pin in aconnector or of a poor connection between a wireand a terminal.

Expected Result:

One or more of the diagnostic codes that are listed inTable 108 are active or recently logged.

Results:

• OK – One or more of the preceding diagnosticcodes are active or recently logged. Proceed toTest Step 3.

• Not OK – None of the preceding diagnostic codesare active or recently logged.

Repair: Refer to Troubleshooting, “ElectricalConnectors - Inspect” to identify intermittent faults.

STOP.



B. Disconnect the harness connector for the DPFinlet temperature sensor.


D. Measure the voltage between terminals 1 (+5Volts DC) and 2 (Ground) at the sensor connectoron the harness. The voltage measurement shouldbe 5.0 ± 0.2 VDC.

E. Turn the keyswitch to the OFF position.

F. Reconnect the sensor.

Results:

• The voltage measurement is 5.0 ± 0.2 VDC –Proceed to Test Step 4.

• The voltage measurement is not 5.0 ± 0.20 VDC. –The fault is in the 5 VDC supply wire or the sensorground wire between the DPF inlet temperaturesensor and the ECM.



STOP.








Expected Result:

One of the codes that are listed in Table 108 is activeor recently logged.

Results:

• A 3242-4 diagnostic code is active at this time –Proceed to Test Step 5.

• A 3242-3 diagnostic code is active at this time –Proceed to Test Step 6.

• No diagnostic codes are active – The problemappears to be resolved.

Repair: The problem may have been intermittent.Carefully reinspect the connectors and wiring.Refer to Troubleshooting, “Electrical Connectors- Inspect”.

STOP.



B. Disconnect the DPF inlet temperature sensor fromthe harness.

C. Turn the keyswitch to the ON position. Wait atleast 30 seconds for activation of the diagnosticcodes.

D. Access the “Active Diagnostic Codes” screen onthe electronic service tool and check for an active3242-3 diagnostic code.

E. Remove the electrical power from the ECM.

Results:

• A 3242-4 diagnostic code was active beforedisconnecting the sensor. A 3242-3 diagnosticcode became active after the sensor wasdisconnected – There may be a problem with thesensor.

Repair: Temporarily connect a new sensor to theharness, but do not install the new sensor in theDPF. Use the electronic service tool in order toverify that the repair eliminates the fault. If thereare no active diagnostic codes for the sensor,permanently install the new sensor.


STOP.

• The 3242-4 diagnostic code is still present – Leavethe sensor disconnected. Proceed to Test Step 7.

Test Step 6. Create a Short at the SensorConnector


B. Disconnect the connector for the DPF inlettemperature sensor.

C. Fabricate a jumper wire that is 150 mm (6 inch)long.

D. Use the jumper to connect terminal 2 to terminal 3on the sensor connector.


F. Access the “Active Diagnostic Code” screen onthe electronic service tool. Check for an active3242-4 diagnostic code.

G. Turn the keyswitch to the OFF position.

H. Remove the jumper wire. Reconnect the sensor.

Results:

• A 3242-3 diagnostic code was active beforecreating the short at the sensor connector. A3242-4 diagnostic code became active aftercreating the short at the sensor connector.

Repair: Temporarily connect a new sensor to theharness, but do not install the new sensor in theDPF. Use the electronic service tool in order toverify that the repair eliminates the fault. If thereare no active diagnostic codes for the sensor,permanently install the new sensor.


STOP.

• A 3242-3 diagnostic code is still active. – Proceedto Test Step 7.



Test Step 7. Bypass the Signal Wire


B. Disconnect the P1 ECM connector and theconnector for the DPF inlet temperature sensor.

C. Thoroughly inspect the P1/J1 connector. Refer toTroubleshooting, “Electrical Connectors - Inspect”.

D. Remove the wire from terminal 3 of the connectorfor the DPF inlet temperature sensor. Remove thewire from P1:26.

E. Fabricate a jumper wire that is long enoughto reach from the connector for the DPF inlettemperature sensor to the ECM.

F. Insert one end of the jumper into the connector forthe DPF inlet temperature sensor. Insert the otherend of the jumper into P1:26.

G. Reconnect the P1 connector. Reconnect theconnector for the DPF inlet temperature sensor.


I. Use the electronic service tool to check for activediagnostic codes. Wait at least 30 seconds inorder for the codes to become active.

J. Remove the jumper wire and replace all wires tothe original configuration.

Results:

• The diagnostic code disappears with the jumperinstalled – The fault is in the signal wire betweenthe ECM and the sensor connector.



STOP.

• The diagnostic code is still active with the jumperinstalled.



2. Contact the Perkins Global Technical Support.







STOP.

i04335032

Engine Temperature SensorOpen or Short Circuit - Test


Note: Use this procedure for passive temperaturesensors.




Table 109

Diagnostic Trouble Codes for the Engine Temperature Sensors

J1939Code

Description Notes

105-3 Engine Intake Manifold#1 Temperature : VoltageAbove Normal


The signal voltage from the intake manifold air temperature sensor is greater than 4.95VDC for more than 8 seconds.

Engine coolant temperature is above −10 °C (15.0 °F).

The ECM will use the default value of 70 °C (158 °F) for the intake manifold airtemperature. “Voltage High” will be displayed next to the status for “Intake Manifold AirTemperature” on the electronic service tool.The engine may show the following symptoms:Poor stabilityPoor cold runningPoor acceleration under loadWhite smoke

105-4 Engine Intake Manifold#1 Temperature : VoltageBelow Normal


The signal voltage from the intake manifold air temperature sensor is less than 0.2VDC for more than 8 seconds.

The ECM will use the default value of 70 °C (158°F) for the intake manifold airtemperature. “Voltage Low” will be displayed next to the status for “Intake Manifold AirTemperature” on the electronic service tool.The engine may show the following symptoms:Poor stabilityPoor cold runningPoor acceleration under loadWhite smoke

110-3 Engine CoolantTemperature : VoltageAbove Normal


The signal voltage from the engine coolant temperature sensor is greater than 4.95VDC for more than 8 seconds.An active diagnostic code will be generated after 8 seconds. The diagnostic code will belogged if the engine has been operating for more than 7 minutes.The ECM will default to 90 °C (194 °F) for engine coolant temperature. “Voltage AboveNormal” will be displayed next to the status for “Engine Coolant Temperature” on theelectronic service tool.The engine may show the following symptoms:Poor stabilityPoor cold runningWhite smoke

110-4 Engine CoolantTemperature : VoltageBelow Normal


The signal voltage from the engine coolant temperature sensor is less than 0.2 VDCfor more than 8 seconds.

An active diagnostic code will be generated after 8 seconds. The diagnostic code will belogged if the engine has been operating for more than 7 minutes.The ECM will default to 90 °C (194 °F) for engine coolant temperature. “Voltage BelowNormal” will be displayed next to the status for “Engine Coolant Temperature” on theelectronic service tool.The engine may show the following symptoms:Poor stabilityPoor cold runningWhite smoke

172-3 Engine Air InletTemperature : VoltageAbove Normal


The signal voltage from the air inlet temperature sensor is greater than 4.95 VDC forat least 8 seconds.

(continued)



(Table 109, contd)

Diagnostic Trouble Codes for the Engine Temperature Sensors

J1939Code

Description Notes

172-4 Engine Air InletTemperature : VoltageBelow Normal


The signal voltage from the air inlet temperature sensor is less than 0.2 VDC for atleast 8 seconds.

174-3 Engine FuelTemperature 1 : VoltageAbove Normal


The signal voltage from the fuel temperature sensor is greater than 4.95 VDC for morethan 8 seconds.

The ECM will default to 40° C (104° F) for fuel temperature. “Voltage Above Normal”will be displayed next to the status for “Engine Fuel Temperature” on the electronicservice tool.

174-4 Engine FuelTemperature 1 : VoltageBelow Normal


The signal voltage from the fuel temperature sensor is less than 0.2 VDC for morethan 8 seconds.

The ECM will default to 40° C (104° F) for fuel temperature. “Voltage Below Normal”will be displayed next to the status for “Engine Fuel Temperature” on the electronicservice tool.

412-3 Engine ExhaustGas RecirculationTemperature : VoltageAbove Normal


The signal voltage from the Nox Reduction System (NRS) temperature sensor is greaterthan 4.975 VDC for more than 8 seconds.

412-4 Engine ExhaustGas RecirculationTemperature : VoltageBelow Normal


The signal voltage from the NRS temperature sensor is less than 0.2 VDC for morethan 8 seconds.

Note: The following conditions must exist before anyof the above codes will become active:

• The ECM has been powered for at least 2 seconds.

• Diagnostic code 168-4 is not active.

The ECM will log the diagnostic code. If equipped,the warning light will come on.

This procedure covers open circuit diagnostic codesand short circuit diagnostic codes that are associatedwith the following sensors:

• Coolant temperature sensor

• Intake manifold air temperature sensor

• NRS temperature sensor

• Fuel temperature sensor

• Air inlet temperature sensor


The troubleshooting procedures for the diagnosticcodes of each temperature sensor are identical. Thetemperature sensors have two terminals. The signalline is connected to each sensor connector terminal1. Terminal 2 is the return line. The signal voltagefrom terminal 1 of each sensor is supplied to theappropriate terminal in the P2/J2 connector or theP1/J1 connector.

Pull-up Voltage

The ECM continuously outputs a pull-up voltageon the circuit for the sensor signal wire. The ECMuses this pull-up voltage in order to detect an openin the signal circuit. When the ECM detects thepresence of a voltage that is above a threshold on thesignal circuit, the ECM will generate an open circuitdiagnostic code (XXX-3) for the sensor.





Schematic for engine temperature sensors



g01981034Illustration 150Typical view of the P2 pin locations for the temperature sensors

(8) NRS temperature sensor signal(9) Coolant temperature sensor signal(10) Fuel temperature sensor signal(19) Intake manifold air temperature sensor signal(56) Fuel temperature sensor and coolant temperature sensor

ground(57) NRS temperature sensor and intake manifold air temperature

sensor ground

g01981035Illustration 151Typical view of the P1 pin locations for the temperature sensors(3) Air inlet temperature sensor ground(17) Air inlet temperature sensor signal


Typical view of an engine temperature sensor(1) Signal(2) Ground

Test Step 1. Verify All Active DiagnosticCodes



Note: Wait at least 30 seconds for activation of thediagnostic codes.

C. Use the electronic service tool in order to verify ifany of the diagnostic codes that are listed in Table109 are active or recently logged:

Results:

• One or more of the diagnostic codes are active orrecently logged. – Proceed to Test Step 2.

• None of the diagnostic codes are active or recentlylogged – The fault is intermittent. Proceed to TestStep 7.


A. Thoroughly inspect the connectors for thetemperature sensors. Refer to Troubleshooting,“Electrical Connectors - Inspect”.

B. Perform a 45 N (10 lb) pull test on each of thewires in the sensor connector and the ECMconnector that are associated with the activediagnostic code.

C. Verify that the latch tab of the connector iscorrectly latched. Also verify that the latch tab ofthe connector has returned to the fully latchingposition.


E. Check the harness for abrasions and for pinchpoints from the sensor to the ECM.

Expected Result:

All connectors, pins, and sockets are correctlyconnected. The harness should be free of corrosion,abrasion, and pinch points.

Results:




• Not OK – Repair the connectors or the harnessand/or replace the connectors or the harness.Ensure that all of the seals are correctly in placeand ensure that the connectors are correctlyconnected. Use the electronic service tool in orderto clear all logged diagnostic codes and then verifythat the repair has eliminated the fault. If the faulthas not been eliminated, proceed to Test Step 3.

Test Step 3. Verify That The DiagnosticCode Is Still Active



B. Access the “Active Diagnostic Code” screen onthe electronic service tool and check for activediagnostic codes.

C. Determine if the diagnostic code is related to anopen circuit fault or a short circuit fault.

Expected Result:

An XXX-4 diagnostic code or an XXX-3 diagnosticcode is active.

Results:

• SHORT Circuit – An XXX-4 diagnostic code isactive at this time. Proceed to Test Step 4.

• OPEN Circuit – An XXX-3 diagnostic code isactive at this time. Proceed to Test Step 5.

• An XXX-3 diagnostic code is not active. An XXX-4diagnostic code is not active – An intermittent faultmay exist. Proceed to Test Step 7.

Test Step 4. Disconnect The Sensor InOrder To Create An Open Circuit


B. Disconnect the sensor connector of the sensorwith the XXX-4 diagnostic code.



D. Access the “Active Diagnostic Code” screen of theelectronic service tool. Check for an active XXX-3diagnostic code.

Results:

• An XXX-4 diagnostic code was active beforedisconnecting the sensor. An XXX-3 diagnosticcode became active after disconnecting the sensor.

Repair: Refer to Troubleshooting, “ElectricalConnectors - Inspect”.

Inspect the seals of the connectors for damage.

Connect the sensor and verify that the XXX-4diagnostic code returns. If the diagnostic codereturns, the sensor is faulty.

Replace the sensor.


STOP.

• An XXX-4 diagnostic code was active beforedisconnecting the sensor. The diagnostic codeis still active after disconnecting the sensor. –There is a short circuit between the sensorharness connector and the ECM. Leave the sensordisconnected. Proceed to Test Step 6.

Test Step 5. Create a Short CircuitBetween the Signal and the CommonTerminals at the Sensor HarnessConnector

A. Disconnect the suspect sensor connector.


Note: Wait at least 10 seconds for the activation ofany diagnostic fault codes.

C. Fabricate a jumper wire 150 mm (6 inch) long.Crimp a terminal to both ends of the wire.

D. Monitor the “Active Diagnostic Code” screen onthe electronic service tool before installing thejumper wire and after installing the jumper wire.

E. Install the jumper on the engine harness connectorfor the suspect sensor. Install one end of thejumper at the sensor signal (terminal 1). Install theother end of the jumper at the common connection(terminal 2).

Note: Wait at least 10 seconds for activation of theVoltage Below Normal diagnostic code.

Results:

• An XXX-4 diagnostic code is active when thejumper is installed. An XXX-3 diagnostic code isactive when the jumper is removed. – The engineharness and the ECM are OK.


1. Temporarily connect the suspect sensor.



2. If the diagnostic code remains active, replacethe sensor.


4. Clear all logged diagnostic codes.

STOP.

• The XXX-3 diagnostic code remains active withthe jumper in place. – The most probable locationfor the open circuit is in the sensor common or thesensor signal wire in the engine harness betweenthe ECM and the sensor. Remove the jumper.Proceed to Test Step 6.

Test Step 6. Bypass the Harness Wiringbetween the ECM and the SensorConnector


B. If the suspect sensor is the air inlet temperaturesensor, disconnect the P1 connector and theconnector on the air inlet temperature sensor. Forall other sensors, disconnect the P2 connectorand the connector on the suspect sensor.

C. Thoroughly inspect the ECM connectors. Refer toTroubleshooting, “Electrical Connectors -Inspect”.

D. Remove the signal wire for the suspect sensorfrom the P1 connector or the P2 connector.

E. Remove the signal wire (terminal 1) from thesensor connector on the engine harness.

F. Fabricate a jumper wire that is long enough toreach from the ECM to the sensor connector withsockets on both ends.

G. Insert one end of the jumper into the ECMconnector. Insert the other end of the jumper intothe sensor connector of the engine harness.

H. Remove the ground wire (terminal 2) from thesensor connector on the engine harness.

I. Remove the ground wire for the suspect sensorfrom the P1 connector or the P2 connector.

J. Fabricate a jumper wire that is long enough toreach from the ECM to the sensor connector withsockets on both ends.

K. Insert one end of the jumper into the ECMconnector. Insert the other end of the jumper intothe sensor connector of the engine harness.

L. Reconnect the connector for the ECM harnessand the sensor connector.

M. Turn the keyswitch to the ON position.

N. Use the electronic service tool in order to monitorthe “Active Diagnostic Code” screen for either theopen circuit diagnostic code for the sensor or theshort circuit diagnostic code for the sensor.

O. Remove the jumper and reconnect the wires thatwere previously removed.

P. Reconnect the P1 connector or the P2 connectorand reconnect the connector for the suspectsensor.

Results:

• The diagnostic code disappears when the jumperis installed. – There is a fault in the wiring harness.




STOP.

• The diagnostic code is still present when thejumper is installed










STOP.








Expected Result:

Results:

• No intermittent faults were indicated during the“Wiggle Test”. – The harness and connectorsappear to be OK. If this test has not identified afault, return the engine to service. STOP.

• At least one intermittent fault was indicated. –



STOP.

i03901053

Ether Starting Aid - Test



Table 110

Diagnostic Trouble Codes for the Ether Starting Aid Circuit

J1939Code

Description Notes

626-5 Engine Start Enable Device 1: Current Below Normal


A low current condition in the output from the ECM to the solenoid for ether injection



626-6 Engine Start Enable Device 1: Current Above Normal


A high current condition in the output from the ECM to the solenoid for ether injection





When the ambient temperature is between 10 °C(50 °F) and −25 °C (−13 °F), glow plugs are usedas a starting aid. When the ambient temperature isbelow −25 °C (−13 °F), the ether injection system isused as a starting aid. The ECM controls the etherinjection system.

If there is an active engine shutdown, the etherinjection system is disabled .

A test on the electronic service tool allows thetechnician to activate the ether system. The testis functional when the engine speed is zero rpm.Access the test via the “Override Parameters” screenon the electronic service tool.


Schematic of the ether injection system


Connector for the ether start valve(1) Ether solenoid(2) Solenoid return

g01981073Illustration 155Typical example of the pin locations on the P1 connector(12) Ether injection signal(59) Ether solenoid return



Breathing ether vapors or repeated contact ofether with skin can cause personal injury. Person-al injury may occur from failure to adhere to thefollowing procedures.

Use ether only in well ventilated areas.

Do not smoke while changing ether cylinders.

Use ether with care to avoid fires.

Do not store replacement ether cylinders in livingareas or in the operator's compartment.

Do not store ether cylinders in direct sunlight orat temperatures above 49 °C (120 °F).

Discard cylinders in a safe place. Do not punctureor burn cylinders.

Keep ether cylinders out of the reach of unautho-rized personnel.

Test Step 1. Inspect the ElectricalConnectors and the Wiring

A. Remove electrical power from the ECM.

B. Inspect the connector for the ether injectionsolenoid. Refer to Troubleshooting, “ElectricalConnectors - Inspect”.

C. Perform a 45 N (10 lb) pull test on each of thewires that are associated with the ether injectionsystem.


E. Check the harness and the wiring for abrasion andfor pinch points from the ether injection solenoidto the ECM.

Expected Result:

All connectors, pins, and sockets are correctlyconnected, and the harness and wiring are free ofcorrosion, of abrasion and of pinch points.

Results:

• OK – The connectors and the wiring appear to beOK. Proceed to Test Step 2.

• Not OK – The connectors and/or the wiring arenot OK.

Repair: Repair the connectors and/or the wiring.Replace parts, if necessary.

If necessary, use the electronic service tool toperform a “Wiggle Test”.


STOP.


Note: Remove the ether canister before you performthis procedure.

A. Connect the electronic service tool to thediagnostic connector. Refer to Troubleshooting,“Electronic Service Tools”.

B. Restore electrical power to the engine ECM.

C. Proceed to the “Diagnostic Overrides” screen onthe electronic service tool.

D. Activate the ether injection system. The systemwill activate for 10 seconds.

E. Monitor the active diagnostic code screen on theelectronic service tool. Check and record anyactive diagnostic codes.


F. Check for a 626-5 diagnostic code or a 626-6diagnostic code.

Results:

• Neither diagnostic code is active.

Repair: The fault may have been causedby a poor electrical connection. Carefullyinspect the connectors and the wiring. Refer toTroubleshooting, “Electrical Connectors - Inspect”.

STOP.

• A 626-6 code is active at this time – Proceed toTest Step 3.

• A 626-5 code is active at this time – Proceed toTest Step 4.

Test Step 3. Create an Open at theHarness Connector for the EtherInjection Solenoid

A. Remove electrical power from the engine ECM.

B. Disconnect the connector for the solenoid.

C. Restore electrical power to the engine ECM.



D. Proceed to the “Diagnostic Overrides” screen onthe electronic service tool.

E. Activate the ether injection system. The systemwill activate for 10 seconds.

F. Monitor the active diagnostic code screen on theelectronic service tool. Check for a 626-5 code.


G. Remove electrical power from the engine ECM.

Expected Result:

A 626-5 code is now active.

Results:

• A 626-6 code was active before the connector wasdisconnected. A 626-5 code became active afterthe connector was disconnected.

Repair: Temporarily connect a new solenoid to theharness, but do not install the new solenoid. Usethe electronic service tool in order to verify that therepair eliminates the fault.

If there are no active codes for the ether injectionsystem, permanently install the new solenoid.


STOP.

• A 626-6 code was active before the connector wasdisconnected. The 626-6 code remained activeafter the connector was disconnected. – Leave theconnector for the solenoid disconnected. Proceedto Test Step 5.

Test Step 4. Create a Short at theConnector for the Ether InjectionSolenoid


B. Disconnect the connector for the solenoid.

C. Fabricate a jumper wire that can be used to createa short between terminal 1 and terminal 2 at theconnector for the solenoid. Crimp connector pinsto each end of the jumper wire.

D. Install the jumper wire between terminals 1 and 2of the harness connector.

E. Restore electrical power to the engine ECM.

F. Proceed to the “Diagnostic Overrides” screen onthe electronic service tool.

G. Activate the ether injection system. The systemwill activate for 10 seconds.

H. Monitor the active diagnostic code screen on theelectronic service tool. Check for a 626-6 code.


I. Remove electrical power from the engine ECM.Remove the jumper wire from the connector.

Expected Result:

A 626-6 code is now active.

Results:

• A 626-5 code was active before the jumper wirewas installed. A 626-6 code became active afterthe jumper wire was installed.

Repair: The engine harness and the ECM areOK. Temporarily connect a new solenoid to theharness, but do not install the new solenoid. Usethe electronic service tool in order to verify that therepair eliminates the fault. If there are no activediagnostic codes for the solenoid, permanentlyinstall the new solenoid.


STOP.

• A 626-5 code was active before the jumper wirewas installed. The 626-5 code remained activeafter the jumper wire was installed. – Remove thejumper wire and connect the connector. Proceedto Test Step 5.

Test Step 5. Bypass the Wiring for theSolenoid


B. Disconnect the P1 ECM connector and theconnector for the ether injection solenoid.

C. Thoroughly inspect the P1/J1 connector. Refer toTroubleshooting, “Electrical Connectors - Inspect”.

D. Remove the wire from terminal 1 on the connectorfor the ether injection solenoid. Remove the wirefrom P1:12.

E. Fabricate a jumper wire that is long enough toreach from the connector for the ether injectionsolenoid to the ECM.



F. Insert one end of the jumper into terminal 1 on theconnector for the ether injection solenoid. Insertthe other end of the jumper into P1:12.

G. Remove the wire from terminal 2 on the connectorfor the ether injection solenoid. Remove the wirefrom P1:59.

H. Fabricate a jumper wire that is long enough toreach from the connector for the ether injectionsolenoid to the ECM.

I. Insert one end of the jumper into terminal 2 on theconnector for the ether injection solenoid. Insertthe other end of the jumper into P1:59.

J. Proceed to the “Diagnostic Overrides” screen onthe electronic service tool.

K. Activate the ether injection system. The systemwill activate for 10 seconds.

L. Monitor the active diagnostic code screen on theelectronic service tool.

M.Remove the jumper wires and replace all wires tothe original configuration.

Results:

• There are no active 626 diagnostic codes when thejumpers are installed. – The fault is in the wiringbetween the ECM and the solenoid connector.



STOP.

• The diagnostic code is still active with the jumperinstalled.










STOP.

i04335049

Fuel Pump Relay Circuit - Test


Use this procedure to troubleshoot the relay for theElectric Fuel Lift Pump (EFLP). Use this procedure ifthere is a suspected electrical fault with the EFLP.

This procedure covers the following diagnostic codes:



Table 111

Diagnostic Trouble Codes for the Circuit for the EFLP Relay

J1939Code

Description Notes

1075-5 Engine Electric Lift Pump for EngineFuel supply: Current Below Normal



The ECM is not attempting to power the relay.


There is a low current condition in the EFLP relay circuit for more than2 seconds.

The warning light will come on. The diagnostic code will be logged.The ECM is unable to activate the relay for the EFLP. The EFLP will notoperate or the EFLP will operate all the time. The engine will not operate.

1075-6 Engine Electric Lift Pump for EngineFuel supply: Current Above Normal



The ECM is attempting to power the relay.


There is a high current condition in the EFLP relay circuit for more than2 seconds.

The warning light will come on. The diagnostic code will be logged.The ECM is unable to activate the relay for the EFLP. The EFLP will notoperate or the EFLP will operate all the time. The engine will not operate.The ECM will continue to attempt to activate the relay. If the current is OK for6 seconds, then the diagnostic code will be cleared.


The EFLP is used in order to provide positive fuelpressure to the high-pressure fuel pump. When thekeyswitch is turned to the ON position, the ECM willactivate the relay for the EFLP. If the engine is notrunning, the ECM will deactivate the relay for theEFLP after 2 minutes.




Typical schematic for the Electric Fuel Lift Pump (EFLP)

g02138993Illustration 157View of the pin location on the P1 connector for the EFLP(21) Relay for the EFLP


A. Check that the fuses are not blown.

B. Check the harness for abrasion and pinch pointsfrom the Electric Fuel Lift Pump (EFLP) back tothe ECM. Check the harness for abrasion andpinch points from the EFLP back to the battery.

C. Inspect the terminals on the EFLP relay andthen inspect the harness connector for the relay.Refer to Troubleshooting, “Electrical Connectors -Inspect” for details.

D. Inspect the connector for the EFLP. Refer toTroubleshooting, “Electrical Connectors - Inspect”for details.

E. Perform a 45 N (10 lb) pull test on each of thewires in the ECM connector that are associatedwith the EFLP.

F. Check the screw for the ECM connector for thecorrect torque of 6 N·m (53 lb in).

Results:

• All connectors, pins, and sockets are correctlycoupled and/or inserted. The harness is free ofcorrosion, abrasion, and pinch points. The fusesare not blown – Proceed to Test Step 2.


Repair: Repair the connectors or the harnessand/or replace the connectors or the harness.Ensure that all of the seals are correctly in placeand ensure that the connectors are correctlyconnected. Replace blown fuses.

1. Turn the keyswitch to the ON position. Do notstart the engine. Check for active diagnosticcodes.

2. Wait for at least 2 minutes for the EFLP todeactivate. Check for active diagnostic codes.

3. Confirm that the fault has been eliminated.

Note: If a fuse is replaced and the fault reoccurs,continue with this procedure.

STOP.






Note: Do not start the engine.

C. Make a note of any active diagnostic codes.

D. Wait for at least 2 minutes for the Electric Fuel LiftPump (EFLP) to deactivate.

E. Make a note of any active diagnostic codes.

Results:

• Diagnostic code 1075-5 is active when the EFLP isswitched off. – Proceed to Test step 3.

• Diagnostic code 1075-6 is active when the EFLP isswitched on. – Proceed to Test Step 5.

• An active diagnostic code or a recently loggeddiagnostic code was not displayed. – There maybe a fault with the switched power circuit for theEFLP. The ECM does not monitor the status of thiscondition. Proceed to Test Step 9.

Test Step 3. Create a Short Circuit at theFuel Lift Pump Relay


B. Disconnect the connector for the Electric Fuel LiftPump (EFLP) relay.


D. Use the jumper wire to connect Test Point 1 toTest point 2 on the harness connector for theEFLP relay. Refer to Illustration 156.

E. Turn the keyswitch to the ON position. Do not startthe engine.

F. Use the electronic service tool to check for anactive 1075-6 diagnostic code.

G.Wait for at least 2 minutes for the EFLP todeactivate. Check for an active 1075-5 diagnosticcode.

H. Turn the keyswitch to the OFF position.

I. Remove the jumper. Leave the connector for theEFLP relay disconnected.

Expected Result:

Results:

• A 1075-6 diagnostic code was active with thejumper installed. – There are no faults in the wiringfor the EFLP relay.


1. Install a replacement relay.

2. Reconnect the connector for the EFLP relay.




STOP.

• A 1075-5 diagnostic code is still active with thejumper installed – Proceed to Test Step 4.

Test Step 4. Measure the Voltage at theRelay Connector

A. Turn the keyswitch to the ON position. Do not startthe engine.

B. Use a voltmeter to measure the voltage betweenTest Point 1 on the harness connector for theElectric Fuel Lift Pump (EFLP) relay and a suitableground. Refer to Illustration 156.

Expected Result:

For 12 V systems, the measured voltage should be aconstant 11.0 to 13.5 VDC.


Results:

• OK – The voltage is within the expected range.The wiring to the input of the EFLP relay is OK.Proceed to Test Step 6.

• Not OK – The voltage is not within the expectedrange. The fault is in the wiring to the input of theEFLP relay.


1. Repair the faulty wiring or replace the faultywiring.






STOP.

Test Step 5. Create an Open Circuit at theRelay




D. Use the electronic service tool to check for anactive 1075-6 diagnostic code.

E. Wait for at least 2 minutes for the EFLP todeactivate. Check for an active 1075-5 diagnosticcode.

Results:

• A 1075-6 diagnostic code is still active with theEFLP relay disconnected. – The EFLP relay is OK.Proceed to Test Step 6.

• A 1075-5 diagnostic code became active with theEFLP relay disconnected. – The wiring for theEFLP relay is OK.






STOP.

Test Step 6. Check the Wiring Betweenthe Relay and the ECM for an OpenCircuit


B. Disconnect the P1 connector.

C. Inspect the P1/J1 connector. Refer toTroubleshooting, “Electrical Connectors - Inspect”.

D. Disconnect the connector for the Electric Fuel LiftPump (EFLP) relay.

E. Measure the resistance between P1:21 and TestPoint 2 on the harness connector for the EFLPrelay.

F. Reconnect the P1 connector. Reconnect theconnector for the EFLP relay.

Expected Result:

The resistance should be less than 10,000 Ohms.

Results:

• OK – The resistance is less than 10,000 Ohms.There may be a fault with the ECM. Proceed toTest Step 8.

• Not OK – The resistance is more than 10,000Ohms. The fault is in the wiring between the ECMand the EFLP relay.






STOP.

Test Step 7. Check the Wiring betweenthe Relay and the ECM for a Short Circuit



C. Inspect the P1/J1 connector. Refer toTroubleshooting, “Electrical Connectors - Inspect”.

D. Disconnect the connector for the Electric Fuel LiftPump (EFLP) relay.

E. Measure the resistance between P1:21 and all theother pins on the P1 connector.



Expected Result:

The resistance between P1:21 and all the other pinson the P1 connector should be more than 10,000Ohms.

Results:

• OK – The resistance measurements are all morethan 10,000 Ohms. The wiring between the EFLPrelay and the ECM is not shorted to any other wire.There may be a fault with the ECM. Proceed toTest Step 8.

• Not OK – One or more of the resistancemeasurements was less than 10,000 Ohms. Theshort is in the wiring between the EFLP relay andthe ECM.






STOP.

Test Step 8. Check the ECM


B. Contact Perkins Global Technical Support.



D. Use the electronic service tool in order to clear alllogged diagnostic codes.

E. Turn the keyswitch to the ON position. Do not startthe engine. Check for active diagnostic codes.

F. Wait for at least 2 minutes for the Electric FuelLift Pump (EFLP) to deactivate. Check for activediagnostic codes.

Results:

• There are no active 1075 diagnostic codes – Thereplacement ECM functions correctly.





STOP.

• Not OK – The fault is still present with thereplacement ECM. Do not use the replacementECM.

Repair: Contact Perkins Global Technical Support.

STOP.

Test Step 9. Check the Fuse

A. Turn the keyswitch to the ON position. Wait for5 seconds.

B. Turn the keyswitch to the OFF position. Check thefuse for the Electric Fuel Lift Pump (EFLP). Referto Illustration 156.

Results:

• The fuse is blown. – There is a short in the circuitfor the EFLP. Do not replace the fuse at this stage.Proceed to Test Step 10.

• The fuse is not blown. – There may be an opencircuit in the circuit for the EFLP. Proceed to TestStep 13.

Test Step 10. Disconnect the RelayConnector

A. Disconnect the connector for the Electric Fuel LiftPump (EFLP) relay.

B. Replace the fuse for the EFLP. Wait for 5 seconds.

C. Check the fuse.

Results:

• The fuse is blown. – The fault is in the wiringbetween Test Point A on the relay and battery+.



Repair: Repair the faulty wiring or replace thefaulty wiring. Replace the fuse. Turn the keyswitchto the ON position to verify that the repaireliminates the fault.

STOP.

• The fuse is not blown. – Proceed to Test Step 11.

Test Step 11. Check the Wiring Betweenthe Relay and the Electric Fuel Lift Pump

A. Disconnect the Electric Fuel Lift Pump (EFLP)relay.

B. Disconnect the EFLP.

C. Check the resistance between Test Point B on theharness connector for the relay and a suitableground.

Expected Result:

The resistance should be more than 10000 Ohms.

Results:

• OK – The resistance is more than 10000 Ohms.The wiring between the relay and the EFLPis not shorted. Leave the relay and the EFLPdisconnected. Proceed to Test Step 12

• Not OK – The resistance is less than 10000 Ohms.The fault is in the wiring between the relay and theEFLP.

Repair: Repair the faulty wiring or replace thefaulty wiring. Turn the keyswitch to the ON positionto verify that the repair eliminates the fault.

STOP.

Test Step 12. Check the Relay for a ShortCircuit

A. Reconnect the Electric Fuel Lift Pump (EFLP)relay. Leave the connector for the EFLPdisconnected.

B. Turn the keyswitch to the ON position. Wait for5 seconds.

C. Turn the keyswitch to the OFF position. Check thefuse for the EFLP.

Results:

• The fuse is blown. – The short is in the relay.

Repair: Replace the relay. Replace the fuse.

Reconnect the EFLP and the relay. Turn thekeyswitch to the ON position to verify that therepair eliminates the fault.

STOP.

• The fuse is not blown – The short is in the EFLPor the lead for the EFLP.

Repair: Replace the EFLP.

Reconnect the EFLP and the relay. Turn thekeyswitch to the ON position to verify that therepair eliminates the fault.

STOP.

Test Step 13. Check the Input Voltage tothe Relay

A. Disconnect the connector for the Electric Fuel LiftPump (EFLP) relay.

B. Use a voltmeter to check the voltage between TestPoint (A) on the harness connector for the EFLPrelay and a suitable ground.

Expected Result:



Results:

• OK – The voltage is within the expected range.The wiring between the battery and the EFLP relayis OK. Proceed to Test Step 14.

• Not OK – The voltage is not within the expectedrange. The fault is in the wiring between the batteryand the EFLP relay.






STOP.



Test Step 14. Check the Voltage at theConnector for the Electric Fuel Lift Pump

A. Reconnect the connector for the Electric Fuel LiftPump (EFLP) relay.

B. Disconnect the connector for the EFLP.


D. Measure the voltage at terminal 1 of the harnessconnector for the EFLP to a suitable ground.

Expected Result:



Results:

• OK – The fuel lift pump is receiving the correctvoltage. Proceed to Test Step 15.

• Not OK – The EFLP is not receiving the correctvoltage. Proceed to Test Step 16.

Test Step 15. Check the Return Wire forthe Electric Fuel Lift Pump

A. Disconnect the connector for the Electric Fuel LiftPump (EFLP).

B. Turn the keyswitch to the ON position. Do not startthe engine.

C. Measure the voltage from terminal 1 to terminal 2of the harness connector for the EFLP.

Expected Result:



Results:

• OK – The wiring between the EFLP and battery-is OK.


1. Replace the EFLP. Refer to Disassembly andAssembly, “Fuel Priming Pump - Remove andInstall”.

2. Turn the keyswitch to the ON position. Do notstart the engine.


STOP.

• Not OK – The fault is in the wiring between theEFLP and battery-.


Turn the keyswitch to the ON position to activatethe EFLP and confirm that the repair eliminatesthe fault.

STOP.

Test Step 16. Bypass the Relay



C. Disconnect the connector for the EFLP.

D. Fabricate a jumper wire that is 150 mm (6 inch)long.

E. Use the jumper wire to connect Test Point (A) toTest point (B) on the harness connector for theEFLP relay. Refer to Illustration 156.

F. Measure the voltage from terminal 1 on theharness connector for the EFLP to a suitableground.

G. Remove the jumper.

Expected Result:



Results:

• OK – The voltage is within the expected range.There is a fault in the relay.



2. Turn the keyswitch to the ON position to activatethe EFLP.


STOP.



• Not OK – The voltage is not within the expectedrange. The fault is in the wiring between the EFLPand the EFLP relay.


Turn the keyswitch to the ON position to activatethe EFLP and confirm that the repair eliminatesthe fault.

STOP.

i04338109

Glow Plug Starting Aid - Test



Table 112

Diagnostic Trouble Code for the Glow Plug Starting Aid

J1939Code

Description Notes

676-6 Engine Glow Plug Relay : CurrentAbove Normal


The engine is not cranking.


There is a high current condition (short circuit) in the glow plug start aidrelay circuit for more than 2 seconds.

The warning light will come on. The diagnostic code will be logged. An ECMthat was previously blank will require a total of 2 hours of operation beforethe diagnostic code will be logged.The ECM is unable to activate the relay for the glow plug starting aid. Theglow plugs will not operate or the glow plugs will operate all the time. Theengine may be difficult to start in cold temperatures and the exhaust mayemit white smoke.


The starting aid is used to improve the enginestarting when the engine is cold. With the keyswitchin the ON position, the Electronic Control Module(ECM) will monitor the coolant temperature and theair temperature in the engine intake manifold in orderto determine whether the glow plugs are used. If theglow plugs are required, the ECM will energize thestarting aid relay for a controlled period. While thestarting aid relay is energized, power is supplied tothe glow plugs. If a “Wait-to-Start” lamp is installed,the lamp will indicate the “Wait To Start” period.

The engine is equipped with ether injection. Glowplugs are used for temperatures that are between5° C (41° F) and −25 °C (−13 °F). If the ambienttemperature is below −25 °C (−13 °F), the glow plugsare disabled and ether injection is used.

“Wait to Start Lamp”

This feature may be included as an option.

For further information on the wait to start lamp, referto Troubleshooting, “Indicator Lamps”.

Electronic Service Tool Test Aid

The electronic service tool includes the test “GlowPlug Start Aid Override Test”. This test will assist theanalysis of the cold starting aid.



Overview of the Glow Plug Start Aid Override Test

This glow plug start aid override test switches on thecold starting aid when the engine is not running. Theglow plug start aid override test aids the analysis ofthe circuit for the glow plug starting aid relay.


Typical schematic for the glow plug starting aid

g01981293Illustration 159View of the pin locations on the P1 connector for the glow plugcircuit

(20) Start aid control(59) Actuator drive return


A. Check that the fuses are not blown.

B. Inspect the terminals on the glow plug start aidrelay and then inspect the connector on the flyinglead from the relay. Refer to Troubleshooting,“Electrical Connectors - Inspect” for details.

C. Inspect the bus bar for the glow plugs. Ensurethat the nuts that secure the bus bar to each glowplug are tightened to a torque of 2 N·m (17 lb in).Ensure that the bus bar is not shorted to theengine.

D. Perform a 45 N (10 lb) pull test on each of thewires in the ECM connector that are associatedwith the glow plug starting aid.


F. Check the harness for abrasion and pinch pointsfrom the glow plugs back to the ECM.

Results:

• All connectors, pins, and sockets are correctlycoupled and/or inserted. The harness is free ofcorrosion, abrasion, and pinch points. The fusesare not blown. The bus bar is secured to the glowplugs and not shorted to ground. – Proceed toTest Step 2.


Repair: Repair the connectors or the harnessand/or replace the connectors or the harness.Ensure that all of the seals are correctly in placeand ensure that the connectors are correctlyconnected. Replace blown fuses.




STOP.




Note: Do not start the engine.

C. Use the electronic service tool to select the “GlowPlug Start Aid Override Test” in order to turn onthe power for the glow plugs.

D. Check for active diagnostic codes or recentlylogged diagnostic codes.

Results:

• Diagnostic code 676-6 is active or recentlylogged – Proceed to Test step 3.

• An active diagnostic code or a recently loggeddiagnostic code was not displayed. – There maybe a fault with the glow plug switched power circuitor there may be an open circuit in the relay coilcircuit. The ECM does not monitor the status ofthese conditions. Proceed to Test Step 5.

Test Step 3. Disconnect the Relay


B. Disconnect the glow plug start aid relay.

C. Use the electronic service tool to select the “GlowPlug Start Aid Override Test” in order to turn onthe power for the glow plugs.

D. Use the electronic service tool to check for anactive 676-6 diagnostic code.

Results:

• A 676-6 diagnostic code is active at this time. –There is a short in the circuit for the relay coil.Reconnect the relay. Proceed to Test Step 4.

• The 676-6 diagnostic code is not active with therelay disconnected. – There is a fault in the relay.



2. Use the electronic service tool to perform the“Glow Plug Start Aid Override Test”.


STOP.

Test Step 4. Disconnect the Relay at theECM

A. Disconnect the P1 connector.

B. Inspect the P1 connector. Refer toTroubleshooting, “Electrical Connectors -Inspect” for details.

C. Remove the wire from P1:20.

D. Reconnect the P1 connector.

E. Use the electronic service tool to select the “GlowPlug Start Aid Override Test” in order to turn onthe power for the glow plugs.

F. Use the electronic service tool to check for anactive 676-6 diagnostic code.

Results:

• A 676-6 diagnostic code is active at this time. –The wiring for the glow plug start aid relay is notshorted. Proceed to Test Step 8.

• The 676-6 diagnostic code is no longer active. –The wiring between P1:20 and the ECM is shorted.





STOP.

Test Step 5. Check the Operation of theGlow Plugs

A. Place a suitable clamp-on ammeter on the powersupply wire.

B. Use the electronic service tool to select the “GlowPlug Start Aid Override Test” in order to turn onthe power for the glow plugs.

C. Wait for 20 seconds and then note the reading onthe Clamp-on ammeter.

Expected Result:

For a 12 V system , the ammeter reading isapproximately 7.0 Amps.




Results:

• The reading on the clamp-on ammeter is zero. –There is a fault in the circuit for the glow plugs.Proceed to Test Step 6.

• The reading on the clamp-on ammeter is betweenzero and the expected reading for the system. –Proceed to Test Step 9.

• The reading on the clamp-on ammeter is correct. –The glow plugs are operating correctly. STOP.

Test Step 6. Create a Short Circuit at theRelay Connector


B. Disconnect the connector for the glow plug startaid relay.


D. Install the jumper between Test Point 1 and testPoint 2 on the harness connector for the relay.


F. Use the electronic service tool to select the “GlowPlug Start Aid Override Test” in order to turn onthe power for the glow plugs.

G. Use the electronic service tool to check for anactive 676-6 diagnostic code.

H. Remove the jumper. Leave the relay disconnected.

Results:

• A 676-6 diagnostic code is not active with thejumper installed. – Proceed to Test Step 7.

• A 676-6 diagnostic code is active with the jumperinstalled. – The wiring for the relay coil is OK.Proceed to Test Step 10.

Test Step 7. Check the Wiring Betweenthe ECM and the Relay



C. Inspect the P1 connector. Refer toTroubleshooting, “Electrical Connectors -Inspect” for details.

D. Measure the resistance between Test Point 2 onthe harness connector for the relay and P1:20.

E. Measure the resistance between Test Point 1 onthe harness connector for the relay and P1:59.

Expected Result:

Each resistance measurement should be less than10,000 Ohms.

Results:

• OK – Each resistance measurement was less than10,000 Ohms. Proceed to Test Step 8

• Not OK – One or both of the resistancemeasurements was more than 10,000 Ohms. Thefault is in the wiring between the relay and theECM.


1. Repair or replace any wiring that failed theresistance check.



STOP.

Test Step 8. Check the ECM


B. Contact Perkins Global Technical Support.



D. Use the electronic service tool in order to clear alllogged diagnostic codes.

E. Use the electronic service tool in order to performa “Glow Plug Start Aid Override Test”.

Results:

• OK – The replacement ECM functions correctly.Performing the “Glow Plug Start Aid Override Test”energizes the glow plugs.







STOP.

• Not OK – The fault is still present with thereplacement ECM. Do not use the replacementECM.


STOP.

Test Step 9. Test the Continuity of theGlow Plugs

A. Disconnect the power supply and remove the busbar from the glow plugs.

B. Use a suitable digital multimeter to checkcontinuity (resistance). Turn the audible signal onthe digital multimeter ON.

C. Place one probe on the connection for one ofthe glow plugs and the other probe to a suitableground. The digital multimeter should make anaudible sound.

D. Repeat the continuity check on the remainingglow plugs.

Expected Result:

One or more glow plugs do not have continuity.

Results:

• OK – All glow plugs display continuity. Repeat thisprocedure from Test Step 1.

• Not OK – One or more of the glow plugs do notdisplay continuity.


1. Replace any glow plugs that do not displaycontinuity.


STOP.

Test Step 10. Check the Relay Coil for anOpen Circuit


B. Measure the resistance from Test Point 1 to TestPoint 2 on the harness connector for the glow plugstart aid relay.

C. Switch the probes of the ohmmeter and measurethe resistance from Test Point 2 to Test Point 1 onthe harness connector for the relay.

Expected Result:

Both resistance measurements should be less than10,000 Ohms.

Results:

• OK – Both resistance measurements are less than10,000 Ohms. Reconnect the glow plug start aidrelay. Proceed to Test Step 11.

• Not OK – One of the resistance measurementswas more than 10,000 Ohms. The fault is in therelay coil.





STOP.

Test Step 11. Check the Fuse

A. Turn the battery disconnect switch to the OFFposition.

B. Check the fuse for the glow plug start aid relay.Refer to Illustration 158.

Results:

• The fuse is blown. – There is a short in the powercircuit for the glow plugs. Do not replace the fuseat this stage. Proceed to Test Step 12.

• The fuse is not blown – There may be an opencircuit in the power circuit for the glow plugs.Proceed to Test Step 14.

Test Step 12. Disconnect the Relay andCheck the Fuse

A. Disconnect the glow plug start aid relay.

B. Replace the fuse for the relay.

C. Turn the battery disconnect switch to the ONposition. Wait for 5 seconds.

D. Turn the battery disconnect switch to the OFFposition.

E. Check the fuse.



Results:

• The fuse is blown. – There is a short circuit in thewiring between the fuse and the glow plug startaid relay.


1. Repair the faulty wiring or replace the faultywiring. Replace the fuse. Reconnect the relay.

2. Turn the battery disconnect switch to the ONposition. Turn the keyswitch to the ON position.



STOP.

• The fuse is not blown. – The wiring between thefuse and the relay is OK. Proceed to Test Step 13.

Test Step 13. Check the Wiring betweenthe Relay and the Bus Bar for a ShortCircuit

A. Disconnect the power supply wire from the busbar.

B. Measure the resistance between Test Point B onthe harness connector for the relay to a suitableground.

Expected Result:

The resistance should be more than 10,000 Ohms.

Results:

• OK – The resistance is more than 10,000 Ohms.The wiring between the relay and the bus bar is notshorted. The fault is in the relay.


1. Install a replacement relay. Reconnect thepower supply wire to the bus bar.

2. Turn the battery disconnect switch to the ONposition. Turn the keyswitch to the ON position.Reconnect the relay.



STOP.

• Not OK – The resistance is less than 10,000Ohms. The wiring between the relay and the busbar is shorted.


1. Repair the faulty wiring or replace the faultywiring. Reconnect the relay.




STOP.

Test Step 14. Check the Input Voltage tothe Relay

A. Disconnect the connector for the glow plug startaid relay.

B. Turn the battery disconnect switch to the ONposition.

C. Measure the voltage at Test Point A on the harnessconnector for the relay to a suitable ground.

Expected Result:



Results:

• OK – The voltage is within the expected range.The wiring between the battery and the relay is OK.Leave the relay connector disconnected. Proceedto Test Step 15.

• Not OK – The voltage is not within the expectedrange. The fault is in the wiring between the batteryand the relay.



2. Turn the keyswitch to the ON position.Reconnect the relay.





STOP.

Test Step 15. Bypass the Relay

A. Turn the battery disconnect switch to the OFFposition.

B. Fabricate an 8 AWG jumper wire that is 150 mm(6 inch) long.

C. Install the jumper wire between Test Point A andTest Point B on the harness connector for therelay.

D. Turn the battery disconnect switch to the ONposition.

E. Use a clamp-on ammeter to measure the currenton the power supply wire to the glow plugs.

F. Turn the battery disconnect switch to the OFFposition.

G. Remove the jumper.

Expected Result:



Results:

• The reading on the clamp-on ammeter is correct. –The fault is in the relay.






STOP.

• The reading on the clamp-on ammeter is zero –The fault is in the wiring between the relay and thebus bar.


1. Repair the faulty wiring or replace the faultywiring. Reconnect the relay.




STOP.

i04335119

Idle Validation Switch Circuit- Test





Table 113

Diagnostic Trouble Codes for the Circuit for the Idle Validation Switch

J1939Code

Description Notes

558-2 Accelerator Pedal 1 Low Idle Switch: Erratic, Intermittent, or Incorrect

2970-2 Accelerator Pedal 2 Low Idle Switch: Erratic, Intermittent, or Incorrect

The Electronic Control Module (ECM) detects the following condition:

The signal from the Idle Validation Switch (IVS) is invalid.

If equipped, the warning light will come on. The ECM will log the diagnosticcode.

If the application is equipped with two throttles, theengine will use the second throttle until the fault isrepaired.

If a second throttle is not installed or if the secondthrottle has a fault, the following conditions will occur:

• The engine will default to limp home mode.

• If the engine speed is higher than the speed inlimp home mode, the engine will decelerate to limphome mode.

• If the engine speed is lower than the speed in limphome mode, the engine speed will remain at thecurrent speed.




The IVS may be installed. The IVS is required formobile applications. The IVS is part of the throttleposition sensor. The IVS is CLOSED when the lowidle is set.

The configuration parameters for the throttle and forthe IVS thresholds are programmed into the ECM.Use the electronic service tool in order to displaythe configuration parameters for the throttle and forthe IVS.

If the IVS operates outside of the programmed range,then the engine speed may not respond to changesin the throttle position.

The electronic service tool may be used for thefollowing:

• If necessary, reset the IVS threshold for an existingIVS.

• If necessary, view the IVS change point and resetthe IVS thresholds when a new throttle assemblyis installed.




Schematic of the IVS circuit

g01981113Illustration 161Typical view of the pin locations in the P1 connector for the IVS

(18) Sensor Ground(22) Idle validation 1(40) Idle validation 2

Test Step 1. Check for Active DiagnosticCodes and/or Recently LoggedDiagnostic Codes

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




Note: A diagnostic code that is logged severaltimes is an indication of an intermittent problem.Most intermittent problems are the result of apoor connection between a socket and a pin in aconnector or of a poor connection between a wireand a terminal.

Results:

• A 558-2 or a 2970-2 diagnostic code is active orrecently logged at this time. – Proceed to TestStep 2.

• No diagnostic codes are active – The problemmay have been intermittent.

Repair: Carefully inspect the connectors andwiring. Refer to Troubleshooting, “ElectricalConnectors - Inspect”.

STOP.



Test Step 2. Check the Operation of theIVS



C. Use the electronic service tool in order to checkthe current “Throttle Configuration”.

D. Select the “SERVICE” option from the drop-downmenu of the electronic service tool.

E. Select the “Throttle Configuration” option on theelectronic service tool. Select the appropriate“Throttle Configuration” summary from the menuon the left of the screen. The IVS window for thethrottle will indicate “YES” if an IVS is installed.

F. Select the “Throttle status” function on theelectronic service tool. Select “Status” functionand then select “Throttles” function.

G. The throttle is set in the low idle position.

H. Operate the throttle slowly. The IVS status shouldchange from CLOSED (ON) to OPEN (OFF).

Results:

• The IVS state changes from CLOSED (ON) toOPEN (OFF) – Proceed to Test Step 3.

• The IVS does not operate – Proceed to Test Step4.

Test Step 3. Check the IVS Threshold



C. Use the electronic service tool in order to checkthe current “Throttle Configuration”.

D. Select the “SERVICE” option from the drop-downmenu of the electronic service tool.

E. Select the “Throttle Configuration” option on theelectronic service tool. Select the appropriate“Throttle Configuration” summary from the menuon the left of the screen. The IVS window for thethrottle will indicate “YES” if an IVS is installed.Make a note of the “Idle Validation Min OFFThreshold” parameters that are displayed in the“Throttle Configuration” menu of the electronicservice tool. Make a note of the “Idle ValidationMax ON Threshold” parameters that are displayedin the “Throttle Configuration” menu of theelectronic service tool.

F. To select the “Throttle status” function on theelectronic service tool, select “Status” function andthen select “Throttles” function.

G. The throttle is set in the low idle position.

H. Operate the throttle slowly. The IVS status shouldchange from CLOSED (ON) to OPEN (OFF).

Results:

• The IVS switch operates within the “Idle ValidationMin OFF Threshold” and the “Idle Validation MaxON Threshold” parameters. – STOP.

• The IVS switch cannot operate within the “IdleValidation Min OFF Threshold” and the “IdleValidation Max ON Threshold” parameters –Proceed to Test Step 8.

Test Step 4. Inspect Electrical Connectorsand the Harness

A. Inspect the P1/J1 connectors, the harnessand all of the connectors for the IVS. Refer toTroubleshooting, “Electrical Connectors - Inspect”for details.

B. Perform a 45 N (10 lb) pull test on each of thewires in the ECM connector that are associatedwith the suspect idle validation switch:

• P1:18

• P1:22

• P1:40


D. Check the harness for abrasion and pinch pointsfrom the throttle switch to the ECM.

Expected Result:

All connectors, pins, and sockets are correctlyconnected and/or inserted and the harness is free ofcorrosion, abrasion, and pinch points.

Results:

• No harness or connector problems found –Proceed to Test Step 5.

• Problems found with harness or connectors.


Repair the connectors or the harness and/orreplace the connectors or the harness. Ensure thatall of the seals are correctly in place and ensurethat the connectors are correctly connected.




STOP.

Test Step 5. Check the Location of theFault

A. Disconnect the IVS harness connector.

B. Install a jumper wire between the IVS connectionson the harness.


D. Install a jumper wire between the IVS connectionson the harness. Use the electronic service tool inorder to check for diagnostic codes.

E. Remove the jumper wire that is between the IVSconnections on the harness. Use the electronicservice tool in order to check for diagnostic codes.

Expected Result:

Connect the jumper wire. The IVS state on theelectronic service tool will display the ON position.

Disconnect the jumper wire. The IVS state on theelectronic service tool will display the OFF position.

Results:

• With the jumper wire connected, the electronicservice tool displays the IVS state in the ONposition on the throttle status screen. With thejumper wire disconnected, the electronic servicetool displays the IVS state in the OFF position onthe throttle status screen. – The IVS is suspect.Proceed to Test Step 7.

• The IVS status that is displayed on the electronicservice tool does not change with the jumper wireeither removed or installed. – The harness and/orthe ECM are suspect. Proceed to Test Step 6.

Test Step 6. Check the ECM Function


B. If the IVS 1 is suspect, temporarily removeP1:22. If the IVS 2 is suspect, temporarily removeconnector P1:40.

C. Fabricate a jumper wire.


E. Install the jumper wire between the removedconnector pin on the P1 connector and P1:18.

F. Use the electronic service tool in order to monitorthe IVS status. Note the status of the IVS.

G. Disconnect the jumper wire.

H. Use the electronic service tool in order to monitorthe IVS status. Note the status of the IVS.

Expected Result:

When the jumper wire is installed, the IVS state onthe electronic service tool throttle status screen willdisplay the ON position.

When the jumper wire is disconnected, the IVS stateon the electronic service tool throttle status screenwill display the OFF position.

Results:

• When the jumper wire is connected, the electronicservice tool shows the IVS state in the ONposition. When the jumper wire is disconnected,the electronic service tool shows the IVS state inthe OFF position.

Repair:

1. Inspect the harness between the ECM and IVS.

2. Locate the fault.

3. Repair the harness and/or replace the harness.

4. Use the electronic service tool in order to clearall logged diagnostic codes and then verify thatthe repair has eliminated the fault.

STOP.

• The IVS status that is displayed on the electronicservice tool does not change with the jumper wireeither removed or installed. – The ECM is suspect.












STOP.

Test Step 7. Check the IVS at the Sensor


B. Disconnect the IVS.

C. Set the throttle to low idle.

D. Check the resistance of the IVS.

E. Set the throttle to high idle.

F. Check the resistance of the IVS.

Expected Result:

The IVS reading should be less than 10 Ohms atlow idle.

The IVS reading should be more than 20000 Ohmsat high idle.

Results:

• The IVS indicates the resistance that is shown inthe test – No fault is indicated at this time. Recheckthe harness for intermittent connections. STOP.

• The IVS is not functioning correctly.

Repair: Replace the IVS or replace the throttlesensor. Refer to OEM documentation forinformation on the throttle sensor. Check the IVScalibration.


Test Step 8. Check the IVS Calibration



C. Select the “Throttle Configuration” option on theelectronic service tool. Select the appropriate“Throttle Configuration” summary from the menuon the left of the screen. The IVS window for thethrottle will indicate “YES” if an IVS is installed.Make a note of the “Idle Validation Min OFFThreshold” parameters that are displayed in the“Throttle Configuration” menu of the electronicservice tool. Make a note of the “Idle ValidationMax ON Threshold” parameters that are displayedin the “Throttle Configuration” menu of theelectronic service tool.

D. Select the “Throttle status” function on theelectronic service tool. Select “Status” functionand then select “Throttles” function.

E. Set the throttle to low idle.

F. Operate the throttle slowly toward high idle.The raw percentage values for the throttle thatare shown on the electronic service tool shouldincrease and the IVS status should change fromCLOSED (ON) to OPEN (OFF) position. Makea note of the raw reading for the throttle whenthe IVS reading changes from the CLOSEDposition to the OPEN position. Repeat this stepin order to obtain accurate raw percentagevalues for the throttle. The noted value shouldbe within the previously noted “Idle ValidationMin OFF Threshold” and “Idle Validation Max ONThreshold” limits.

G. The throttle is set to the full throttle position or thehigh idle position.

H. Operate the throttle slowly toward low idle. Theraw percentage values for the throttle that areshown on the electronic service tool shoulddecrease and the IVS status should changefrom OPEN (OFF) to CLOSED (ON) position.Make a note of the raw reading for the throttlewhen the IVS reading changes from the OPENposition to the CLOSED position. Repeat thisstep in order to obtain accurate raw percentagevalues for the throttle. The noted value shouldbe within the previously noted “Idle ValidationMin OFF Threshold” and “Idle Validation Max ONThreshold” limits.

Expected Result:

The IVS operates within the “Idle Validation MinOFF Threshold” and the “Idle Validation MaxON Threshold” values that are shown on the“Configuration” menu of the electronic service tool.



Results:

• The IVS operates within the “Idle Validation MinOFF Threshold” and the “Idle Validation MaxON Threshold” values that are shown on the“Configuration” menu of the electronic servicetool. – STOP.

• The IVS does not operate within the “Idle ValidationMin OFF Threshold” and the “Idle Validation MaxON Threshold” values that are shown on the“Configuration” menu of the electronic servicetool. – Proceed to Test Step 9.

Test Step 9. Use the Electronic ServiceTool to Reset the IVS Threshold Limits

The electronic service tool can be used to changethe “Idle Validation Min OFF Threshold” and the “IdleValidation Max ON Threshold” in order to suit thetype of throttle that is installed. The limits are shownin the “Throttle Configuration” screen which is locatedin the “Service” menu.

A. Refer to Test Step 8 and record the raw value ofthe throttle signal when the idle validation switchchanges from the CLOSED position to the OPENposition.

Note: The default value for the “Idle Validation MinOFF Threshold” is 21%. The lowest value that shouldbe set is 5%. The default value for the “Idle ValidationMax ON Threshold” is 25%. The maximum value thatis expected is 28%.

B. Set the “Idle Validation Min OFF Threshold” to 3%below the raw value that was previously recorded.

C. Set the “Idle Validation Max ON Threshold” to 3%above the raw value.

D. Enter the new threshold limits into the electronicservice tool. Click “Submit” on the electronicservice tool screen.

E. Turn the keyswitch to the OFF position and waitat least 5 seconds. Turn the keyswitch to the ONposition.

F. Repeat Test Step 8. Check that the IVS operateswithin the newly set threshold limits.

Results:

• The fault is cleared after programming the newcalculated values. – STOP.

• The fault is not cleared.


STOP.

i04335173

Ignition Keyswitch Circuit andBattery Supply Circuit - Test


This procedure tests that the correct voltage is beingsupplied to the Electronic Control Module (ECM).




Table 114

Diagnostic Trouble Codes for the Ignition Keyswitch and the Battery Supply Circuit

J1939Code

Description Notes

168-2 Battery Potential / Power Input 1 :Erratic, Intermittent or Incorrect

This code indicates that the battery circuit for the ECM is intermittent whilethe engine is running.The ECM detects the following conditions:

Three voltage readings that are below 6 VDC in a period of 7 seconds will bedetected by the ECM. The voltage must then increase to more than 9 VDC.

The keyswitch is in the ON position.

The engine is running.


The diagnostic code will normally be logged. If the battery voltagedisappears without returning, the ECM will not log this diagnostic codeand the engine will shut down. This shutdown will depend on the length oftime for the occurrence of the fault.The check engine lamp and the warning lamp may come on.The engine may experience changes in the engine rpm, and intermittentengine shutdowns or complete engine shutdowns while the conditions thatcause the diagnostic code are present. The ECM may stop injecting fuel.This may be dependent on the length of time for the occurrence of the fault.

168-3 Battery Potential / Power Input 1 :Voltage Above Normal

This code indicates that the battery circuit to the ECM has excessivevoltage while the engine is running.The ECM detects the following conditions:

For 24 V systems, the battery voltage to the ECM exceeds 32 VDC formore than 0.5 seconds.For 12 V systems, the battery voltage to the ECM exceeds 16 VDC formore than 0.5 seconds.




The ECM will log the diagnostic code. If equipped, the warning lamp maycome on.

168-4 Battery Potential / Power Input 1 :Voltage Below Normal

This code indicates that the battery circuit for the ECM has low voltagewhile the engine is running.The ECM detects the following conditions:

For 24 V systems, the battery voltage to the ECM is below 18 VDC formore than 0.5 seconds.For 12 V systems, the battery voltage to the ECM is below 9 VDC for morethan 0.5 seconds.




If equipped, the warning lamp may come on. The ECM will normally log thediagnostic code. If battery voltage disappears without returning, the ECMwill not log this diagnostic code and the engine will shut down.The engine will derate 100 percent.The engine may experience changes in the engine rpm, and intermittentengine shutdowns or complete engine shutdowns while the conditions thatcause this diagnostic code are present.



The ECM receives electrical power (batteryvoltage) through the wiring that is supplied by themanufacturer of the application. Unswitched battery+voltage is supplied through P1: 48, 52, 53, 55, and57. The battery- is supplied through P1: 61, 63, 65,67, and 69. The ECM receives the input from thekeyswitch at P1:70 when the keyswitch is in the ONposition or in the START position. When the ECMdetects battery voltage at this input, the ECM willpower up. When battery voltage is removed from thisinput, the ECM will power down.

The cause of an intermittent power supply to theECM can occur on either the positive side or on thenegative side of the battery circuit. The connectionsfor the unswitched battery+ may be routed through adedicated protection device (circuit breaker).

Some applications may be equipped with anengine protection shutdown system or an idle timershutdown system that interrupts electrical powerto the keyswitch. The engine protection shutdownsystem can be an aftermarket device and the idletimer shutdown system can be external to the ECM.Some of these systems will not supply power to theECM until one of the following conditions is met:

• The engine is cranking.

• The engine oil pressure achieves acceptable limits.

• An override button is pressed.

These devices may be the cause of intermittentpower to the ECM. These devices may also shutdown the engine.

Usually, battery power to the diagnostic connectoris available and the battery power to the datalink connector is independent of the keyswitch.Therefore, although the electronic service tool canbe powered up, there may be no communicationwith the engine ECM. The engine ECM requires thekeyswitch to be in the ON position in order to maintaincommunications. The ECM may power down a shorttime after connecting the electronic service tool if thekeyswitch is in the OFF position.

For intermittent faults such as intermittent shutdownsthat could be caused by the application wiring,temporarily bypassing the application wiring may bean effective means of determining the root cause. Ifthe symptoms disappear with the bypass wiring, theapplication wiring is the cause of the fault. A meansof bypassing the application wiring is explained in thistest procedure. This procedure is especially importantfor applications that do not provide dedicated circuitsfor the unswitched battery and the connections forthe keyswitch.




Schematic for the ignition keyswitch and battery supply circuit

g01981196Illustration 163View of the pin locations on the P1 connector for the ignitionkeyswitch and battery supply circuit

(48) Battery+(52) Battery+(53) Battery+(55) Battery+(57) Battery+(61) Battery ground(63) Battery ground(65) Battery ground(67) Battery ground(69) Battery ground(70) Ignition key switch


A. Thoroughly inspect the battery connectionsand the connections to the keyswitch. Refer toTroubleshooting, “Electrical Connectors - Inspect”for details.

B. Perform a 45 N (10 lb) pull test on each of thewires in the ECM connector that are associatedwith the following connections:

• P1: 48, 52, 53, 55, 57 (Unswitched Battery+)

• P1: 61, 63, 65, 67, 69 (Battery-)

• P1:70 (keyswitch)

C. Use the electronic service tool to perform a“Wiggle Test”.

D. Check the ECM connector for the correct torqueof 6 N·m (53 lb in).

E. Check the harness for abrasion and for pinchpoints from the battery to the ECM, and from thekeyswitch to the ECM.



Results:

• All connectors, pins, and sockets are correctlyconnected and/or inserted and the harness is freeof corrosion, of abrasion or of pinch points. –Proceed to Test Step 2.

• There is a fault with the connectors and/or theharness.

Repair: Repair the connectors or the harnessand/or replace the connectors or the harness.Ensure that all of the seals are correctly in placeand ensure that the connectors are correctlyconnected.


STOP.

Test Step 2. Check for Active DiagnosticCodes or Logged Diagnostic Codes



C. Monitor the active diagnostic code screen onthe electronic service tool. Check and recordany active diagnostic codes or logged diagnosticcodes.


Expected Result:

One of the following diagnostic codes is active orlogged:

• 168-2 Battery Potential / Power Input 1 : Erratic,Intermittent or Incorrect

• 168-3 Battery Potential / Power Input 1 : VoltageAbove Normal

• 168-4 Battery Potential / Power Input 1 : VoltageBelow Normal

Results:

• One of the preceding diagnostic codes is active orlogged – Proceed to Test Step 3.

• No diagnostic code is active.

Repair: The fault is no longer present. If the faultis intermittent, refer to Troubleshooting, “ElectricalConnectors - Inspect”.

STOP.

Test Step 3. Check the Batteries

A. Load-test the batteries. Use a suitable batteryload tester. Refer to Systems Operation, Testingand Adjusting, “Battery - Test” for the correctprocedure.

Results:

• The batteries pass the load test. For 12 V systems,the measured voltage is at least 11.0 VDC. For 24V systems, the measured voltage is at least 22.0VDC – Proceed to Test Step 4.

• The batteries do not pass the load test. For 12 Vsystems, the measured voltage is less than 11.0VDC. For 24 V systems, the measured voltage isless than 22.0 VDC.

Repair: Recharge or replace the faulty batteries.


STOP.

Test Step 4. Check the Battery Voltage atthe ECM Connector

A. Disconnect the P1 connector from the ECM.


Note: For 12 V systems, the measured voltageshould be a constant 11.0 to 13.5 VDC.

Note: For 24 V systems, the measured voltageshould be a constant 22.0 to 27.0 VDC.

C. Measure the voltage between P1:48 (UnswitchedBattery+) and P1:61 (Battery-).

D. Measure the voltage between P1:52 (UnswitchedBattery+) and P1:63 (Battery-).

E. Measure the voltage between P1:53 (UnswitchedBattery+) and P1:65 (Battery-).

F. Measure the voltage between P1:55 (UnswitchedBattery+) and P1:67 (Battery-).

G. Measure the voltage between P1:57 (UnswitchedBattery+) and P1:69 (Battery-).

H. Measure the voltage between P1:70 (keyswitch)and P1:65 (Battery-).



I. Turn the keyswitch to the OFF position.

Results:

• The measured voltage is within the expectedrange – The ECM is receiving the correct voltage.

Repair: If an intermittent fault is suspected, refer toTroubleshooting, “Electrical Connectors - Inspect”.

STOP.

• The ECM is not receiving the correct voltage or novoltage was present on P1: 48, 52, 53 55, 57. –Proceed to Test Step 5.

Test Step 5. Bypass the ApplicationHarness

Batteries give off flammable fumes which can ex-plode.

To avoid injury or death, do not strike a match,cause a spark, or smoke in the vicinity of a battery.

NOTICEDo not connect the bypass harness to the battery un-til all of the in-line fuses have been removed from theBattery+ line. If the fuses are not removed before con-nection to the battery, a spark may result.

Note: This bypass harness is only for testapplications. This bypass harness must be removedbefore the application is released to the customer.The bypass harness can be used to determine if theintermittent problem is caused by interruptions inpower to the ECM or to the keyswitch circuit.




Schematic for the bypass application harness


B. Disconnect the P1 connector from the ECM.

C. Connect a bypass harness to the ECM.

D. Remove the fuses from the Battery+ wire of thebypass harness and connect the Battery+ and theBattery- wires directly to the battery terminals.

Note: This bypass directly connects the circuit for thekeyswitch to the ECM. The ECM will remain powereduntil the connection to the unswitched battery+ lineis disconnected. Remove the fuses from the in-linefuse holder to power down the ECM. Do not connectthe bypass to the battery terminals or do not removethe bypass from the battery terminals without firstremoving the in-line fuses.

E. Use a multimeter to measure the voltage betweenP2:46 and ground. The voltage should be +5 VDC.

Note: Remove the bypass harness and restore allwiring to the original condition after testing.

Results:

• The measured voltage between P2:46 and groundis +5 VDC. The symptoms disappear when thebypass harness is installed. Also, the symptomsreturn when the bypass harness is removed. –The fault is in the wiring for the application thatsupplies power to the ECM. Check for aftermarketengine protection switches that interrupt power.


STOP.

• The measured voltage between P2:46 and groundis not +5 VDC.


1. Connect the bypass to another battery andverify if the fault is resolved. If the fault isresolved, the fault is with the batteries on theapplication.

2. If the fault still exists, make sure that thelatest flash file for the application is installedin the ECM. Refer to Troubleshooting, “FlashProgramming”.










STOP.

i04354310

Indicator Lamp Circuit - Test


Use this procedure under the following circumstances:

• The lamps are not receiving battery voltage.

• The lamps are not operating correctly.

The following diagnostic lamps are available:

• Shutdown lamp

• Warning lamp

• Wait-to-Start lamp

• Low oil pressure lamp

The electronic service tool can be used as adiagnostic aid in order to switch the individual lampsON and OFF.

Note: The diagnostic aid that switches the lampsis contained in the “Override” section in the“diagnostics” menu of the electronic service tool.




Typical schematic of the circuit for the indicator lamps

g02118994Illustration 166Typical example of the pin locations on the P1 connector for theindicator lamps(19) Wait-to-Start lamp(28) Shutdown lamp(29) Warning lamp(36) Low oil pressure lamp(48) Battery (+)(52) Battery (+)(53) Battery (+)(55) Battery (+)(57) Battery (+)(61) Ground(63) Ground(65) Ground(67) Ground(69) Ground(70) Ignition keyswitch



B. Thoroughly inspect the lamp connections. Refer toTroubleshooting, “Electrical Connectors - Inspect”for details.

C. Perform a 45 N (10 lb) pull test on each of thewires in the P1 connector that are associated withthe indicator lamps.

D. Check the screw for the P1 connector for thecorrect torque of 6 N·m (53 lb in).

E. Check the harness for abrasions and for pinchpoints from the battery to the ECM.

Results:


• Not OK



STOP.

Test Step 2. Inspect the Lamp, the Fuse,and the Power Supply

A. Disconnect the lamp from the harness. Inspect thelamp in order to determine if the lamp has failed.

B. Measure the resistance across the two terminalsof the lamp. If the resistance is more than 2000Ohms, the bulb has failed.



C. Check the battery by connecting a test lampacross the terminal of the battery.

Results:

• The lamp has less than 2000 Ohms resistanceand the power supply is OK. – The lamp appearsto be operating correctly at this time. Proceed toTest Step 3.

• The lamp does not have less than 2000 Ohmsresistance or the power supply is not OK.

Repair: Replace the suspect component or repairthe suspect component. Verify that the repairshave eliminated the fault.

STOP.

Test Step 3. Measure the Input to theLamp at the Lamp Socket


B. Use the electronic service tool to select the“override” function in order to switch individuallamps ON and OFF.

Note: The “Override” function is contained in the“Diagnostics” menu of the electronic service tool.

C. Measure the voltage at the lamp socket.

Results:

• The voltage is between 12.0 VDC and 24.0 VDC.

Repair: Replace the bulb.


If the fault persists, proceed to Test Step 4.

• The voltage is not between 12 VDC and 24 VDC –Proceed to Test Step 5.

Test Step 4. Test the Individual LampCircuits


B. Thoroughly inspect the P1 connector. Refer toTroubleshooting, “Electrical Connectors - Inspect”.

C. Temporarily disconnect the wire from the P1connector socket that is connected to the suspectlamp.

D. By using a jumper wire, connect the end of theremoved wire to the battery-.

E. Turn the keyswitch to the ON position and observethe lamp.

Results:

• The lamp comes on while the jumper is connected.Also, the lamp goes off when the jumper isremoved – The circuit for the lamp is functioningcorrectly. Proceed to Test Step 5.

• The lamp did not turn ON. – The lamp circuit is notfunctioning correctly. There is a fault in the harnessbetween the lamp and the ECM.

Repair: Repair the lamp circuit.

Verify that the repair eliminated the fault.

STOP.

Test Step 5. Check the Voltage at the ECM


B. Temporarily disconnect the wire from the P1connector that supplies the suspect lamp.

C. Fabricate the jumper wire with a suitable pin forthe P1 connector.

D. Install one end of the jumper wire into the P1connector socket that is connected to the suspectlamp. Connect a voltage test lamp between thebattery+ and the jumper wire.

E. Reinstall the P1 connector to the ECM.

F. Turn the keyswitch to the ON position. Use theelectronic service tool to select the overridefunction in order to switch individual lamps ONand OFF.

Note: The “Override” function is contained in the“Diagnostics” menu of the electronic service tool.

Results:

• The lamp comes ON – The ECM is operatingcorrectly. There is a fault in the wiring or the lamp.Repair the wiring or the lamp, as required. Verifythat the repair eliminates the fault.

STOP.

• The lamp does not come ON – The ECM is faulty.












STOP.

i03903836

Injector Data Incorrect - Test



Table 115

Diagnostic Trouble Codes for “Injector Data Incorrect”

J1939 Code Description Notes

651-2 Engine Injector Cylinder #01 : Erratic, Intermittent orIncorrect




655-2 Engine Injector Cylinder #05 : Erratic, Intermittent orIncorrect (1206E-E66 engine only)

656-2 Engine Injector Cylinder #06 : Erratic, Intermittent orIncorrect (1206E-E66 engine only)

The Electronic Control Module (ECM) detects aninjector code that is incorrect for the engine.If equipped, the warning lamp will come on.


Injector codes are codes that are 30 hexadecimalcharacters in length that are supplied with eachinjector. The code is on a plate on the top of theinjector and a card is also included in the packagingfor the injector. The code is used by the ECM tobalance the performance of the injectors.

Refer to Troubleshooting, “Injector Code - Calibrate”for further information.




Typical label with an injector code

g02132293Illustration 168Sequence for recording the injector code

Test Step 1. Check for Diagnostic CodesThat Are Related to this Procedure



C. Check for active diagnostic codes that are relatedto this procedure.

D. Make a note of the active diagnostic codes.

Expected Result:

One or more of the diagnostic codes that are listedin Table 115 are active at this time.

Results:

• OK – One or more of the preceding diagnosticcodes are active. Make a note of any cylindernumbers with the active diagnostic code. Proceedto Test Step 2.

• Not OK – None of the preceding diagnostic codesare active at this time. STOP.

Test Step 2. Check the Injector Code onany Suspect Cylinders

A. Connect the electronic service tool to thediagnostic connector. Refer to Troubleshooting,“Electronic Service Tools”.

B. Turn the Keyswitch to the ON position.

C. Select the following menu options on the electronicservice tool in order to obtain the injector codesfrom the ECM:

• “Service”

• “Calibrations”

• “Injector Trim Calibration”

D. Make a note of the injector codes for any suspectcylinders.

E. If the card that was supplied with the injector isavailable for the suspect cylinders, perform thefollowing procedure:

a. Compare the injector code from the cardwith the injector code that was recorded fromthe electronic service tool for each suspectcylinder.

b. If the codes match, then continue with thisprocedure.

c. If the codes do not match, then use theelectronic service tool to input the code fromthe card.

d. If the diagnostic code is still active or the cardwith the injector code is not available, thencontinue with this procedure.

F. Remove the valve mechanism cover. Refer toDisassembly and Assembly, “Valve MechanismCover - Remove and Install”.

G. Make a note of the injector code that is on theinjector in any suspect cylinders.

Note: Refer to Illustration 168 for the correctsequence for recording the injector code.



H. Compare the injector code that was recordedfrom the injector with the injector code that wasrecorded from the electronic service tool for eachsuspect cylinder.

Results:

• The code on the injector is the same as the code inthe ECM – The injector is incorrect for the engine.

Repair: Replace the injector with the correctinjector for the engine. Refer to Disassembly andAssembly, “Electronic Unit Injector - Remove” andrefer to Disassembly and Assembly, “ElectronicUnit Injector - Install”.

STOP.

• The code on the injector is not the same as thecode in the ECM

Repair: Use the electronic service tool to input thecorrect injector code. Refer to Troubleshooting,“Injector Code - Calibrate” for the correctprocedure.


STOP.

i03901191

Injector Solenoid Circuit - Test





Table 116

Diagnostic Trouble Codes for the Circuit for the Injector Solenoids

J1939Code

Description Notes

651-5 Engine Injector Cylinder #01 :Current Below Normal




655-5 Engine Injector Cylinder#05 : Current Below Normal(1206E-E66 engine only)

656-5 Engine Injector Cylinder#06 : Current Below Normal(1206E-E66 engine only)


A low current condition (open circuit) for each of five consecutive attempts tooperate

Battery voltage above 9 VDC for 2 seconds

If equipped, the warning light will come on. The ECM will log the diagnostic code.The engine will have low power and/or rough running.When a “Cylinder Cutout Test” is performed, a faulty electronic unit injector willindicate a low reading in comparison with the other electronic unit injectors.The ECM will continue to attempt to operate the electronic unit injector after thediagnostic code has been logged. An open circuit will prevent the operationof the electronic unit injector.

651-6 Engine Injector Cylinder #01 :Current Above Normal




655-6 Engine Injector Cylinder #05: Current Above Normal(1206E-E66 engine only)

656-6 Engine Injector Cylinder #06: Current Above Normal(1206E-E66 engine only)


A high current condition (short circuit) for each of five consecutive attempts tooperate

Battery voltage above 9 VDC for 2 seconds

If equipped, the warning light will come on. The ECM will log the diagnostic code.The engine will have low power and/or rough running.The ECM will continue to attempt to operate the electronic unit injector afterthe diagnostic code has been logged. A short circuit will prevent the operationof the electronic unit injector.

An electrical fault can prevent the electronic unitinjector from operating. An open circuit or a shortcircuit in the ECM that is unique to one electronicunit injector will prevent the individual electronicunit injector from operating. An open circuit or ashort circuit in common wiring within the ECM canprevent the two electronic unit injectors that sharethat common wiring from operating.

Perform this procedure under conditions that areidentical to the conditions that exist when the faultoccurs. Typically, faults with the injector solenoidoccur when the engine is warmed up and/or whenthe engine is under vibration (heavy loads).

These engines have Electronic Unit Injectors (EUI).The ECM sends a pulse to each injector solenoid.The pulse is sent at the correct time and at the correctduration for a given engine load and speed. Thesolenoid is mounted on top of the fuel injector body.

If an open circuit is detected in the solenoid circuit,a diagnostic code is generated. The ECM continuesto try to fire the injector. If a short circuit is detected,a diagnostic code is generated. The ECM willperiodically try to fire the injector. If the short circuitremains, this sequence of events will be repeateduntil the fault is corrected.

“Injector Solenoid Test”

Use the “Injector Solenoid Test” in the electronicservice tool to aid in diagnosing an open circuit ora short circuit diagnostic code while the engine isnot running. The “Injector Solenoid Test” will send asignal to each solenoid. The electronic service toolwill indicate the status of the solenoid as OK, Open,or Short.




Schematic of the circuit for the injector solenoids on the 1204E-E44 engine

g02119494Illustration 170Schematic of the circuit for the injector solenoids on the 1206E-E66 engine



g02119293Illustration 171View of the pin locations on the P2 connector for the injectorsolenoids on the 1204E-E44 engine

(60) Supply (cylinder 1)(59) Return (cylinder 1)(52) Supply (cylinder 2)(51) Return (cylinder 2)(62) Supply (cylinder 3)(61) Return (cylinder 3)(50) Supply (cylinder 4)(49) Return (cylinder 4)

g01981233Illustration 172View of the pin locations on the P2 connector for the injectorsolenoids on the 1206E-E66 engine(60) Supply (cylinder 1)(59) Return (cylinder 1)(52) Supply (cylinder 2)(51) Return (cylinder 2)(63) Supply (cylinder 3)(64) Return (cylinder 3)(66) Supply (cylinder 4)(65) Return (cylinder 4)(62) Supply (cylinder 5)(61) Return (cylinder 5)(50) Supply (cylinder 6)(49) Return (cylinder 6)


Typical example of the fuel injector



g01951833Illustration 174Typical example of the harness connector for the fuel injectors


Typical example of the connector in the cylinder head


Electrical Shock Hazard. The electronic unit injec-tors use DC voltage. The ECM sends this voltageto the electronic unit injectors. Do not come incontact with the harness connector for the elec-tronic unit injectors while the engine is operating.Failure to follow this instruction could result inpersonal injury or death.

A. Turn the keyswitch to the OFF position. A strongelectrical shock hazard is present if the keyswitchis not turned OFF.

B. Thoroughly inspect the connectors at the cylinderhead. Refer to Troubleshooting, “ElectricalConnectors - Inspect” for details.

C. Perform a 45 N (10 lb) pull test on each of thewires in the ECM connector that are associatedwith injector solenoids.


E. Check the harness and wiring for abrasion and forpinch points from the injectors to the ECM.

Results:

• All connectors, pins, and sockets are correctlyconnected and/or inserted and the harness is freeof corrosion, of abrasion and of pinch points. –The harness is OK. Proceed to Test Step 2.

• There is a fault in the connectors and/or theharness.



STOP.



Test Step 2. Use the “Injector SolenoidTest”

A. Start the engine.

B. Allow the engine to warm up to the normaloperating temperature.

C. Stop the engine.


E. Access the “Injector Solenoid Test” by accessingthe following display screens in order:

• “Diagnostics”

• “Diagnostic Tests”

• “Injector Solenoid Test”

F. Activate the test.

Note: Do not confuse the “Injector Solenoid Test”with the “Cylinder Cutout Test”. The “Cylinder CutoutTest” is used to shut off fuel to a specific cylinderwhile the engine is running. The “Injector SolenoidTest” is used to actuate the injector solenoids whilethe engine is not running.

Results:

• All cylinders indicate “OK” – There is not anelectronic fault with the injectors at this time.

Repair: Use the electronic service tool to clearall logged diagnostic codes. Return the engine toservice.

STOP.

• Not OK - Open – Note the cylinders that indicate“Open”. Proceed to Test Step 3.

• Not OK - Short – Note the cylinders that indicate“Short”. Proceed to Test Step 4.

Test Step 3. Check the Harness betweenthe ECM and the Cylinder Head for anOpen Circuit



B. Disconnect the connector for the suspect injectorfrom the cylinder head.


D. Fabricate a jumper wire 100 mm (4 inch) long withterminals on both ends of the wire.

E. Insert one end of the jumper wire into the terminalfor the supply to the suspect injector. Insert theother end of the jumper wire into the terminal forthe return circuit for the suspect injector.

F. Perform the “Injector Solenoid Test” at least twotimes.

G. Repeat this test for each suspect injector. Stopthe “Injector Solenoid Test” before handling thejumper wires.

Results:

• The electronic service tool displays “Current AboveNormal” for the cylinder with the jumper wire – Theharness between the ECM and the cylinder headis OK. The ECM is OK. Proceed to Test Step 5.

• The electronic service tool does not display“Current Above Normal” for the cylinder with thejumper wire – There is a fault between the ECMand the cylinder head. Proceed to Test Step 6.

Test Step 4. Check the Harness betweenthe ECM and the Cylinder Head for aShort Circuit



B. Disconnect the connector for the suspect injectorfrom the cylinder head.

Note: Cylinder 1 and cylinder 2 share the sameconnector. Cylinder 3 and cylinder 4 share the sameconnector. Cylinder 5 and cylinder 6 share the sameconnector.




D. Perform the “Injector Solenoid Test” at least twotimes.

E. Repeat this test for each suspect injector. Stopthe “Injector Solenoid Test” before handling thejumper wires.

Results:

• The electronic service tool displays “Current BelowNormal” for the suspect cylinder and the cylinderthat shares the same connector. – The harnessbetween the ECM and the cylinder head is OK.The ECM is OK. Proceed to Test Step 5.

• The electronic service tool does not display“Current Below Normal” for the suspect cylinder –Proceed to Test Step 6.

Test Step 5. Exchange the InjectorHarness Under the Valve MechanismCover



B. Remove the valve mechanism cover. Refer toDisassembly and Assembly, “Valve MechanismCover - Remove and Install” for the correctprocedure.

C. Disconnect the connector for the suspect injectorfrom the cylinder head. Disconnect the connectorfrom the adjacent pair of injectors.

D. Exchange the two internal harnesses. Refer toDisassembly and Assembly, “Electronic UnitInjector - Remove” and refer to Disassembly andAssembly, “Electronic Unit Injector - Install” for thecorrect procedure.


F. Perform the “Injector Solenoid Test” at least twotimes.

Results:

• Exchanging the harnesses causes the fault tomove to another injector – There is a fault withthe suspect injector harness under the valvemechanism cover.

Repair: Repair the suspect injector harness orreplace the suspect injector harness under thevalve mechanism cover.


STOP.

• The fault remains on the same injector when theharness is exchanged – The injector may be faulty.

Repair: Replace the faulty injector. Refer toDisassembly and Assembly, “Electronic UnitInjector - Remove” and Disassembly andAssembly, “Electronic Unit Injector - Install”.

Perform the “Injector Solenoid Test”.


STOP.

Test Step 6. Bypass the Wiring Betweenthe ECM and the Cylinder Head



B. Disconnect connector P2 from the ECM.

C. Thoroughly inspect the P2 connector. Refer toTroubleshooting, “Electrical Connectors - Inspect”.

D. Disconnect the connector for the suspect injectorfrom the cylinder head.

E. Remove the supply wire and the return wire for thesuspect injector from the P2 connector. Removethe supply wire and the return wire for the suspectinjector from the connector on the engine harness.



F. Fabricate two jumper wires that are long enoughto reach from the ECM to the connector for thesuspect injector.

G. Insert one end of a jumper wire into the terminalfor the supply to the suspect injector on the P2connector. Insert the other end of the jumper wireinto the terminal on the connector for the supplyto the suspect injector.

H. Insert one end of the other jumper wire into thereturn terminal for the suspect injector on the P2connector. Insert the other end of the jumper wireinto the return terminal on the connector for thesuspect injector.

I. Reinstall the P2 connector to the ECM.

J. Reconnect the connector for the suspect injectorto the cylinder head.

K. Turn the keyswitch to the ON position.

L. Perform the “Injector Solenoid Test” at least twotimes.

Results:

• The fault disappears with the jumper wireinstalled – The fault is in the engine harness.



STOP.

• The fault is still present with the jumper wireinstalled – There may be a fault with the ECM.






4. Remove the jumper wires and return all wires tothe original configuration.

5. Perform the “Injector Solenoid Test”.




STOP.

i03901214

Mode Selection Circuit - Test


This procedure covers the following code:



Table 117

Diagnostic Trouble Codes for the Circuit for Mode Selection

J1939Code

Description Notes

2882-2 Engine Alternate Rating Select : Erratic,Intermittent, or Incorrect

The Electronic Control Module (ECM) detects a combination ofswitch positions for the mode switches that has not been defined.If equipped, the warning lamp will come on and the ECM will logthe diagnostic code.The ECM will return the engine to the last good mode selectionor setting.The engine will start and the engine will default to the previousmode selection. The engine may operate at reduced speed orreduced power. This will depend on the mode that is selected.

Use this procedure to check if the mode selectorswitch operates correctly.

The mode selector switch inputs provide the operatorwith the ability to select a maximum of four differentmodes of operation. Different modes of operationcan be used in a particular situation by giving theoperator a means to select the most efficient methodof completing the required work.

Each mode has a single fuel limit map, a rated speed,and a matched fuel delivery. Each mode also has aspecific droop value for throttle 1 and throttle 2.

Table 118

ModeNumber

Switch 2 Switch 1 Enabled

1 Open Open Y/N

2 Open Closed Y/N

3 Closed Open Y/N

4 Closed Closed Y/N

If an open or short circuit condition occurs in thecircuit for switch 1 or switch 2, the mode of operationwill be different to the mode that was selected bythe operator. If the mode of operation is not enabledon the application, a 2882-2 diagnostic code willbecome active.

g02129713Illustration 176Typical schematic for the mode selector switches



g02129720Illustration 177View of the pin locations on the P1 connector for the circuit formode selection

(62) Mode switch 1(64) Mode switch 2


A. Turn the keyswitch OFF.

B. Thoroughly inspect the P1 connector. Thoroughlyinspect the mode switch connectors, plugs,and interconnections on the harness. Refer toTroubleshooting, “Electrical Connectors - Inspect”for details.

C. Perform a 45 N (10 lb) pull test on each of thewires in the P1 connector that are associated withthe mode selector switches.


E. Check the harness for abrasions and for pinchpoints from the battery to the ECM.

Results:


• Not OK



STOP.

• – If the fault has not been eliminated proceed toTest Step 2.

Test Step 2. Check the Status of the ModeSelector Switch




D. Monitor the status screen on the electronic servicetool. Cycle the mode switch to the ON positionand to the OFF position.

Results:

• The switch status changes as you cycle the modeswitches. When the switch is in the OFF position,the switch is open. When the switch is in the ONposition, the switch is closed.

Repair: Verify that the status of the switch changesas the switch is cycled.

STOP.

• The switch status does not change as you cycle themode switches – There is a fault with the circuit forthe mode selector switch. Proceed to Test Step 3.

Test Step 3. Insert a Jumper at theSuspect Mode Switch


B. Perform the following procedure to test the circuitof mode selector switch No. 1. Place a jumperwire across the contacts of switch No. 1.

C. Perform the following procedure to test the circuitof mode selector switch No. 2. Place a jumperwire across the contacts of switch No. 2.

D. Turn the keyswitch to the ON position. Monitorthe status screen on the electronic service tool.Connect the jumper wire and then disconnect thejumper wire.

Expected Result:

When the jumper wire is connected, the switchshould be in the CLOSED position.

Results:

• When the jumper wire is connected, the switch isin the CLOSED position.



Repair: Verify that the jumper wire has beenremoved. The suspect mode selector switch isfaulty. Replace the switch and verify that the repairhas eliminated the fault.

STOP.

• When the jumper wire is connected, the switch isin the OPEN position – Proceed to Test Step 4.

Test Step 4. Measure the Voltage at theSwitch


B. Use the electronic service tool to turn both of themode switches to the ON position.


D. Measure the voltage from the input or the outputof each mode switch to a suitable ground.

Expected Result:



Results:

• OK – The measured voltages are within theexpected range. The wiring between the modeswitches and switched battery+ is OK. Proceed toTest Step 5.

• Not OK – One of the measured voltages is notwithin the expected range. The fault is in the wiringbetween the switched battery+ and the modeswitch with the incorrect voltage.



STOP.

Test Step 5. Measure the Voltage at theECM


B. Use the electronic service tool to turn both of themode switches to the ON position.


D. Measure the voltage from P1:62 to a suitableground.

E. Measure the voltage from P1:64 to a suitableground.

Expected Result:



Results:

• OK – The measured voltages are within theexpected range. There may be a fault with theECM.










STOP.

• Not OK – One of the measured voltages is notwithin the expected range. The fault is in the wiringbetween the ECM and the mode switch with theincorrect voltage.





STOP.

i04156734

Motorized Valve - Test





Table 119

Diagnostic Trouble Codes for the Motorized Valves

J1939Code

Description Notes

2791-5 Engine Exhaust GasRecirculation (EGR) ValveControl : Current BelowNormal


A low current condition in the output for the NOx Reduction System (NRS) valvefor 2 seconds



2791-6 Engine Exhaust GasRecirculation (EGR) ValveControl : Current AboveNormal


A high current condition in the output for the NRS valve for 2 seconds



2791-7 Engine Exhaust GasRecirculation (EGR) ValveControl : Not RespondingProperly


The actual position of the NRS valve is different to the desired position of theNRS valve.



649-5 Engine Exhaust Back PressureRegulator Solenoid : CurrentBelow Normal


A low current condition in the output for the exhaust back pressure valve for 2seconds



649-6 Engine Exhaust Back PressureRegulator Solenoid : CurrentAbove Normal


A high current condition in the output for the exhaust back pressure valve for 2seconds



649-7 Engine Exhaust Back PressureRegulator Solenoid : NotResponding Properly


The actual position of the exhaust back pressure valve is different to the desiredposition of the exhaust back pressure valve.




NRS Valve

The NRS valve is used to control the amount ofexhaust gas which is recirculated into the NRS mixer.

The amount of exhaust gas that is required iscalculated by the software that is contained in theECM. The NRS valve is controlled by a PWM signalfrom the ECM.

Exhaust Back Pressure Valve



The exhaust back pressure valve is used to increasethe exhaust back pressure. As the soot load in theCatalyzed Diesel Particulate Filter (CDPF) increasesto more than 100%, the valve begins to close. Theincreased exhaust back pressure causes the engineto work harder and increases the temperature of theexhaust gases. The increased temperature of theexhaust gases increases the vaporization of the sootin the Catalyzed Diesel Particulate Filter (CDPF).


Schematic for the motorized valves

g02127974Illustration 179Typical view of the pin locations on the P2 connector for themotorized valves

(16) Exhaust back pressure valve return(32) NRS valve return(40) NRS valve signal(46) NRS valve position sensor 5 Volt supply(56) NRS valve position sensor return(58) Exhaust back pressure valve signal

g02511716Illustration 180Typical example of the connector for the exhaust back pressurevalve

(1) Position sensor 5 Volt supply(2) Position sensor return(4) Exhaust back pressure valve return(6) Exhaust back pressure valve signal



g02511716Illustration 181Typical example of the connector for the NRS valve

(1) Position sensor 5 Volt supply(2) Position sensor return(4) NRS valve return(6) NRS valve signal


A. Thoroughly inspect the connectors for themotorized valves. Refer to Troubleshooting,“Electrical Connectors - Inspect”.

B. Perform a 45 N (10 lb) pull test on each of thewires that are associated with the motorizedvalves.


Results:

• All connectors, pins, and sockets are correctlyconnected and/or inserted and the harness is freeof corrosion, abrasion, and pinch points – Proceedto Test Step 2.




STOP.

Test Step 2. Check for Diagnostic Codes




D. Monitor the electronic service tool for activediagnostic codes and/or logged diagnostic codes.

Results:

• An XXXX-5 diagnostic code is active or recentlylogged for one or more of the motorized valves –Proceed to Test Step 4.



• No Codes – The fault seems to be resolved.

Repair: For intermittent faults, refer toTroubleshooting, “Electrical Connectors - Inspect”.

STOP.

Test Step 3. Measure the Sensor SupplyVoltage at the Valve Connector


B. Disconnect the suspect valve from the engineharness.


D. Measure the voltage at the valve connector fromthe terminal for the 5 V supply of the positionsensor and the sensor common terminal.

Results:

• The voltage from the terminal for the 5 VDC supplyto the sensor common terminal measures 4.84 to5.16 VDC. – The sensor supply voltage is correct.

Repair: Reconnect the suspect valve. If theXXXX-7 code is still active, replace the suspectvalve. Refer to Disassembly and Assembly formore information.


STOP.

• The sensor supply voltage is out of the nominalrange. – The fault is in the 5 V supply wire or theground wire in the engine harness.





STOP.

Test Step 4. Create a Short Circuit at theValve Connector


B. Disconnect the connector for the suspect valve.


D. Install the jumper between the signal and returnpins on the connector for the suspect valve inorder to create a short circuit.

E. Turn the keyswitch to the ON position. Check foractive diagnostic codes on the electronic servicetool.

F. Remove the jumper wire from the connector forthe motorized valve.

Results:

• Diagnostic code XXXX-6 is active when the jumperwire is installed – There is a fault in the valve.


1. Reconnect the valve.

2. Turn the keyswitch to the ON position. Usethe electronic service tool in order to checkfor active diagnostic codes. Wait at least 30seconds in order for the codes to be displayed.

3. If the XXXX-5 diagnostic code reurns, replacethe valve. Refer to Disassembly and Assemblyfor the correct procedure.


STOP.

• An XXXX-5 diagnostic code is still active with thejumper installed – Proceed to Test Step 6.

Test Step 5. Create an Open Circuit at theValve Connector


B. Disconnect the connector for the suspect valve inorder to create an open circuit.

C. Turn the keyswitch to the ON position. Check foractive diagnostic codes on the electronic servicetool. Wait at least 30 seconds in order for thecodes to be displayed.

Results:

• An XXXX-5 diagnostic code is now active – Thereis a short in the valve.


1. Reconnect the valve.

2. Check for active diagnostic codes on theelectronic service tool. Wait at least 30 secondsin order for the codes to be displayed.

3. If the XXXX-6 diagnostic code returns, replacethe valve. Refer to Disassembly and Assemblyfor the correct procedure.


STOP.

• Not OK – There is still an XXXX-6 diagnostic code.Proceed to Test Step 6.

Test Step 6. Bypass the Engine WiringHarness


B. Disconnect the P2 connector and the connectorfor the suspect valve.

C. Thoroughly inspect the P2/J2 ECM connectorsand thoroughly inspect the connectors for themotorized valves. Refer to Troubleshooting,“Electrical Connectors - Inspect” for details.

D. Remove the signal wire and the return wire for thesuspect valve from the P2 connector.

E. Remove the signal wire and the return wire fromthe connector for the suspect valve.

F. Fabricate two jumper wires that are long enoughto reach from the ECM to the connector for thesuspect valve.

G. Insert one end of a jumper into the plug for thesupply wire on the P2 connector. Insert the otherend of the jumper into the plug for the supply wireon the connector for the suspect valve.



H. Insert one end of the other jumper into the plugfor the return wire on the P2 connector. Insert theother end of the jumper into the plug for the returnwire on the connector for the suspect valve.

I. Reconnect the P2 connector and the connectorfor the suspect valve.

J. Turn the keyswitch to the ON position.

K. Use the electronic service tool in order to checkthe “Active Diagnostic Code” screen. Check foreither the open circuit diagnostic code or the shortcircuit diagnostic code for the suspect valve.

L. Remove the jumpers and return all wires to theoriginal configuration.

M.Reconnect the connectors.

Results:

• The diagnostic code disappears when the jumpersare installed. – There is a fault in the supply wireor the return wire between the ECM and the valve.



STOP.

• The diagnostic code is still present with the jumpersinstalled.










STOP.

i04335689

PTO Switch Circuit - Test


Use this procedure under the following circumstances:

• The correct supply voltage to the PTO switchesis suspect.

• Operation of the PTO switches is suspect.

Note: Some applications may only have one PTOswitch.

The PTO switches provide the operator with theability to select the desired engine speed. Enginespeed will decrease with increasing load. The PTOswitches can be used to control the engine speed.

The engine has the following options of set speedcontrol:

• Single speed

• No speed (no PTO control)



g01958697Illustration 182Schematic for the PTO switches


View of the pin locations on the P1 connector for the PTO switches(18) Ground(41) PTO mode - disengage(56) PTO mode - ON/OFF(58) PTO mode - raise/resume(60) PTO mode - set/lower



B. Perform a 45 N (10 lb) pull test on each wire in thesensor connector and the ECM connector that isassociated with the active diagnostic code. Referto illustration 182.

C. Verify that the latch tab of the connector iscorrectly latched. Also verify that the latch tab ofthe connector has returned to the fully latchingposition.

D. Check the screw on the connector for theElectronic Control Module (ECM) for the correcttorque of 6 N·m (53 lb in).

E. Check the harness for corrosion, abrasion, andpinch points from the PTO switches to the ECM.

Expected Result:


Results:


• Not OK

Repair: Repair the circuit.


STOP.

Test Step 2. Check the “PTO ModeSwitches” on the Electronic Service Tool




D. Observe the status of the PTO switch on theelectronic service tool while the PTO on/off switchis cycled.

E. Use the electronic service tool in order to observethe status of the PTO mode switch while the PTOSet/Lower switch is cycled.

F. Use the electronic service tool in order to observethe status of the PTO switch while the PTORaise/Resume switch is cycled.



Expected Result:

Result 1 The electronic service tool will show that thePTO mode ON/OFF switch is in the OPEN conditionwhen the control switch is OFF.

The electronic service tool will show that the PTOmode ON/OFF switch is in the CLOSED conditionwhen the control switch is ON.

Result 2 When the PTO mode Set/Lower switch is inthe OFF position the switch should be in the OPENposition.

When the PTO mode Set/Lower switch is in the ONposition, the PTO mode Set/Lower switch should bein the CLOSED position.

Result 3 When the PTO mode Raise/Resume switchis in the OFF position, the display screen shouldshow an OPEN condition.

When the PTO mode Raise/Resume switch is inthe ON position, the display screen should show aCLOSED condition.

Results:

• OK – The PTO switches operate correctly. STOP.

• Not OK – Proceed to Test Step 3.

Test Step 3. Check the Status of the PTOMode Disengage Switches

A. [Use the electronic service tool in order to observethe switch status while the “PTO mode disengageswitches” are operated OFF and ON.

Note: The PTO mode - disengage switches usuallyfunction by the operation of the brake, clutch, or theoperator switch. These switches should be operatedseparately for this test.

Expected Result:

When the PTO mode is switched ON, the electronicservice tool will show that the “PTO mode disengageswitches” are in the “ENGAGED” position. If the“PTO mode disengage switches” are activated, theelectronic service tool will show that the “PTO modedisengage switches” are in the “DISENGAGED”position.

Results:

• OK – The “PTO mode disengage switches”operate correctly. STOP.


Test Step 4. Check the Suspect PTOSwitch


B. Remove the two wires from the suspect switch.Use a suitable jumper in order to join the twowires together.


D. Monitor the status screen on the electronic servicetool while the jumper wire is being disconnectedand reconnected.

Results:

• When the jumper wire is connected, the statusof the PTO switches is “CLOSED”. When thejumper wire is disconnected, the status of the PTOswitches is “OPEN”. – The switch is faulty.

Repair: Replace the switch.

Use the electronic service tool in order to clear alllogged diagnostic codes and then verify that therepair has eliminated the problem.

STOP.

• When the jumper wire is connected, the status ofthe PTO switches is “OPEN”. When the jumper wireis disconnected, the status of the PTO switchesis “CLOSED”. – There is a fault with the harnessbetween the PTO switches and the engine ECM.Proceed to Test Step 5.

Test Step 5. Measure the Resistance ofthe Cables at the ECM


B. Connect the cables to the suspect switch.

C. Disconnect the P1 connector from the ECM.

D. Thoroughly inspect the J1/P1 connectors onthe ECM, the switch connections, and batteryconnections. Refer to Troubleshooting, “ElectricalConnectors - Inspect” for details.

E. Measure the resistance between P1:18 andthe appropriate pin on the P1 connector for thesuspect switch. Refer to Illustration 182.

F. Repeat the procedure for each of the PTO modeswitches.



Results:

• The measured resistance is less than ten Ohmswith the switch ON. The measured resistance ismore than 20,000 Ohms with the switch OFF. –Proceed to Test Step 6.

• The measured resistance is more than ten Ohmswith the switch ON.The measured resistance isless than 20,000 Ohms with the switch OFF –There is a fault with the wires between the suspectswitch and the P1 connector.

Repair: Repair the wires or replace the wires.


STOP.

Test Step 6. Test the Engine ECM


B. Disconnect the P1 connector from the ECM.

C. By using a suitable pin removal tool, temporarilyremove the wires from the suspect switch socket.By using a suitable pin removal tool, temporarilyremove the wires from the P1:18.

D. Insert a jumper wire between the suspect switchsocket and P1:18.


F. Monitor the status screen on the electronic servicetool while the jumper wire is being disconnectedand reconnected.

Expected Result:

The status screen should display an OPEN conditionwith the switch in the OFF position.

The status screen should display a CLOSEDcondition with the switch in the ON position.

Results:

• OK – The ECM is working correctly. STOP.

• Not OK – The ECM is not working correctly.










STOP.

i04358669

Sensor Calibration Required -Test


Use this procedure to troubleshoot a fault with apressure sensor calibration. Also, use this procedureif any one of the diagnostic codes in Table 120 isactive or easily repeated.



Table 120

Diagnostic Codes for Sensor Calibration


3358-13 Engine Exhaust Gas RecirculationInlet Pressure : Out of Calibration

During calibration, the pressure offset must be within15 kPa (2.2 psi) of the barometric pressure sensor.During calibration, the pressure offset value is outside theacceptable range.The code is logged.

3563-13 Engine Intake Manifold #1 AbsolutePressure : Out of Calibration


5019-13 EGR Outlet Pressure : Out ofCalibration


The Electronic Control Module (ECM) checks thesignals from certain pressure sensors 12 secondsafter the keyswitch is turned to the OFF position.The key must remain in the OFF position for afurther 2 seconds in order for the ECM to check thesignals from the sensors. During this time, the ECMcompares the signal from the barometric pressuresensor with the signal from the following pressuresensors:

• Intake manifold air pressure

• NRS inlet pressure

• NRS outlet pressure

The sensor signal must be within the specified rangeof the signal from the reference pressure sensor. If, asensor signal is out of the range the correspondingfault code becomes active.

The offset value is stored in the engine ECM. If therequirements are not met for the offset to be checkedagainst the barometric pressure sensor, the storedvalue is used.


A. Establish communication between theelectronic service tool and the ECM . Refer toTroubleshooting, “Electronic Service Tools”, ifnecessary.

B. Download the “Product Summary Report”from the engine ECM before performing anytroubleshooting or clearing diagnostic troublecodes.

Wait at least 30 seconds in order for the diagnosticcodes to become active.

C. Look for an active -13 code or for a logged -13code.

Results:

• There is an active or there is a logged -13 code foronly one sensor. – Proceed to Test Step 2.

• There is an active or there is a logged -13 code formore than one sensor. – Proceed to Test Step 3.

Test Step 2. Inspect the Suspect SensorConnector


B. Inspect the connector of the suspect sensor. Verifythat there is no moisture.


D. Monitor the status parameter for the suspectsensor on the electronic service tool. Wiggle thewiring at the suspect sensor connector.

Results:

• The value of the status parameter does not remainsteady.


1. Disconnect the suspect sensor connector.

2. Remove any moisture from the outside of theconnector. Check for moisture and corrosioninside the connector. Verify that the sealsfor the wires are sealing correctly. Refer toTroubleshooting, “Electrical Connectors -Inspect”, if necessary.



3. If necessary, repair the connector or replace theconnector.

4. Reconnect the connector. Verify that theconnection is secure.

5. Monitor the status parameter for the suspectsensor on the electronic service tool. Wiggle thewiring at the suspect sensor connector. Verifythat the signal is steady.

6. Turn the keyswitch to the OFF position. Clearthe -13 diagnostic code. Wait for 20 seconds forthe calibration to complete.


8. Monitor the diagnostic codes on the electronicservice tool. Check for an active -13 diagnosticcode for the suspect sensor.

Wait at least 30 seconds in order for thediagnostic codes to become active.

9. If the -13 code is active, replace the sensor.Verify that the fault is eliminated.

STOP.

• The value of the status parameter remains steady.


1. Disconnect the suspect sensor connector.

2. Check for corrosion inside the connector. Verifythat the seals for the wires are sealing correctly.Refer to Troubleshooting, “Electrical Connectors- Inspect”, if necessary.



5. Monitor the status parameter for the suspectsensor on the electronic service tool. Wiggle thewiring at the suspect sensor connector. Verifythat the signal is steady.

6. Turn the keyswitch to the OFF position. Clearthe -13 diagnostic code. Wait for 20 seconds forthe calibration to complete.


8. Monitor the diagnostic codes on the electronicservice tool. Check for an active -13 diagnosticcode for the suspect sensor.


9. If the -13 code is active, replace the sensor.Verify that the fault is eliminated.

STOP.

Test Step 3. Inspect the Connector forthe Barometric Pressure Sensor


B. Inspect the connector of the barometric pressuresensor. Verify that there is no moisture.


D. Monitor the status parameter for the barometricpressure sensor on the electronic service tool.Wiggle the wiring at the sensor connector.

Results:

• The value of the status parameter does not remainsteady.


1. Disconnect the connector from the barometricpressure sensor.

2. Remove any moisture from the outside of theconnector. Check for moisture and corrosioninside the connector. Verify that the sealsfor the wires are sealing correctly. Refer toTroubleshooting, “Electrical Connectors -Inspect”, if necessary.



5. Monitor the status parameter for the barometricpressure sensor on the electronic service tool.Wiggle the wiring at the connector for thebarometric pressure sensor . Verify that thesignal is steady.

6. Turn the keyswitch to the OFF position. Clearthe -13 diagnostic codes. Wait for 20 secondsfor the calibration to complete.


8. Monitor the diagnostic codes on the electronicservice tool. Check for active -13 diagnosticcodes.




9. If more than one -13 code is active, replace thebarometric pressure sensor. Verify that the faultis eliminated.

STOP.

• The value of the status parameter remains steady.


1. Disconnect the connector from the barometricpressure sensor.

2. Check for corrosion inside the connector. Verifythat the seals for the wires are sealing correctly.Refer to Troubleshooting, “Electrical Connectors- Inspect”, if necessary.



5. Monitor the status parameter for the suspectreference sensor on the electronic servicetool. Wiggle the wiring at the connector for thebarometric pressure sensor . Verify that thesignal is steady.

6. Turn the keyswitch to the OFF position. Clearthe -13 diagnostic codes. Wait for 20 secondsfor the calibration to complete.


8. Monitor the diagnostic codes on the electronicservice tool. Check for active -13 diagnosticcodes.


9. If more than one -13 code is active, replace thebarometric pressure sensor. Verify that the faultis eliminated.

STOP.

i04335797

Solenoid Valve - Test





Table 121

Diagnostic Trouble Codes for the Solenoid Valves

J1939Code

Description Notes

1076-5 Engine Fuel InjectionPump Fuel Control Valve: Current Below Normal


A low current condition in the output from the ECM to the solenoid for the suctioncontrol valve for 0.6 seconds


The ECM has been powered for at least 0.25 seconds.

If equipped, the warning lamp will come on. The ECM will log the diagnostic code.This diagnostic code detects a fault in the circuit for the solenoid in the suction controlvalve that is most likely to be an open circuit.

1076-6 Engine Fuel InjectionPump Fuel Control Valve: Current Above Normal


A high current condition in the output from the ECM to the solenoid for the suctioncontrol valve for 0.6 seconds


The ECM has been powered for at least 0.25 seconds.

If equipped, the warning lamp will come on. The ECM will log the diagnostic code.This diagnostic code will detect a fault in the circuit for the solenoid in the suction controlvalve. This problem is most likely to be caused by a high side short to ground or alow side short to power.

1188-5 Engine Turbocharger1 Wastegate Drive :Current Below Normal


A low current condition in the output from the ECM to the solenoid for the wastegateregulator



If equipped, the warning lamp will come on once the diagnostic code has been activefor 30 seconds. The diagnostic code will be logged.The engine will be derated while this diagnostic code is active. After the engine hasbeen derated, the electronic service tool will indicate “Turbo Protection Derate Active”.This diagnostic code will detect a fault in the circuit for the solenoid in the wastegateregulator that is most likely to be an open circuit.

1188-6 Engine Turbocharger1 Wastegate Drive :Current Above Normal


A high current condition in the output from the ECM to the solenoid in the wastegateregulator



If equipped, the warning lamp will come on once the diagnostic code has been activefor 30 seconds. The diagnostic code will be logged.The engine will be derated while this diagnostic code is active. After the engine hasbeen derated, the electronic service tool will indicate “Turbo Protection Derate Active”.This diagnostic code will detect a fault in the circuit for the solenoid in the wastegateregulator. This problem is most likely to be caused by a high side short to ground or alow side short to power.


Electronically controlled wastegate



The engine has a turbocharger with an electronicallycontrolled wastegate. Typically, the wastegate is amechanical valve that is used in the turbochargerin order to regulate the intake manifold pressure toa set value.

The control system for the electronically controlledwastegate precisely regulates the intake manifoldpressure by using a wastegate regulator to controlthe wastegate.

The required intake manifold pressure is calculatedby the software that is contained in the ECM. TheECM uses the wastegate regulator to control thewastegate in order to provide the precise valueof intake manifold pressure. The solenoid in thewastegate regulator is controlled by a PWM signalfrom the ECM.

Suction control valve for the high-pressure fuelpump:

The high-pressure fuel pump is equipped with asuction control valve. The suction control valveprecisely controls the amount of fuel that enters thehigh-pressure fuel pump.

The amount of fuel that is required is calculatedby the software that is contained in the ECM. Thesolenoid in the suction control valve is controlled by aPWM signal from the ECM.

g02126834Illustration 184Schematic for the solenoid valves



g02126836Illustration 185Typical view of the pin locations on the P2 connector for thesolenoid valves

(14) Wastegate return(24) Wastegate PWM signal(69) High pressure fuel pump suction control valve PWM signal(70) High pressure fuel pump suction control valve return

g02126837Illustration 186(1) Typical wastegate regulator(2) Connector for the wastegate regulator

g01971875Illustration 187Typical example of the connector for the wastegate regulator

(1) Ground(2) Signal

g02126886Illustration 188High-pressure fuel pump for the 1204E-E44 engine

(3) Solenoid for the Suction Control Valve (SCV)




High-pressure fuel pump for the 1206E-E66 engine(4) Solenoid for the Suction Control Valve (SCV)


A. Thoroughly inspect the connectors for the solenoidvalves. Refer to Troubleshooting, “ElectricalConnectors - Inspect” for details.

B. Perform a 45 N (10 lb) pull test on each wire thatis associated with the solenoid valves.


Expected Result:

Results:

• All connectors, pins, and sockets are correctlyconnected and the harness is free of corrosion,abrasion, and pinch points – Proceed to Test Step2.




STOP.





D. Monitor the electronic service tool for activediagnostic codes and/or logged diagnostic codes.

Results:

• An XXXX-5 diagnostic code is active or recentlylogged – Proceed to Test Step 3.

• An XXXX-6 diagnostic code is active or recentlylogged – Proceed to Test Step 4.

• No Codes – The fault seems to be resolved.

Repair: For intermittent faults, refer toTroubleshooting, “Electrical Connectors - Inspect”.

STOP.

Test Step 3. Create a Short Circuit at theSolenoid Connector


B. Disconnect the connector for the suspect solenoid.

C. Fabricate a jumper wire. Install the wire betweenthe two pins on the connector for the suspectsolenoid in order to create a short circuit.

D. Turn the keyswitch to the ON position. Check foractive diagnostic codes on the electronic servicetool.

E. Remove the jumper wire from the connector forthe solenoid valve.

Results:

• Diagnostic code XXXX-6 is active when the jumperwire is installed – There is a fault in the solenoid.


1. Temporarily connect a replacement for thesuspect component to the harness.

2. Turn the keyswitch to the ON position. Usethe electronic service tool in order to checkfor active diagnostic codes. Wait at least 30seconds in order for the codes to be displayed.



3. If the fault is eliminated, reconnect the suspectcomponent. If the fault returns, permanentlyinstall the replacement component. Refer toDisassembly and Assembly for the correctprocedure.

STOP.

• An XXXX-5 diagnostic code is still active with thejumper installed – Proceed to Test Step 5.

Test Step 4. Disconnect the Solenoid inorder to Create an Open Circuit


B. Disconnect the connector for the suspect solenoidin order to create an open circuit.

C. Turn the keyswitch to the ON position. Check foractive diagnostic codes on the electronic servicetool. Wait at least 30 seconds in order for thecodes to be displayed.

Results:

• An XXXX-5 diagnostic code is now active – Thereis a short in the solenoid.


1. Temporarily connect a replacement for thesuspect component to the harness.

2. If the fault is eliminated, reconnect the suspectcomponent. If the fault returns, permanentlyinstall the replacement component. Refer toDisassembly and Assembly for the correctprocedure.

STOP.

• Not OK – There is still an XXXX-6 diagnostic code.Proceed to Test Step 5.



B. Disconnect the P2 connector and the connectorfor the suspect solenoid.

C. Remove the signal wire for the suspect solenoidfrom the P1/P2 connector.

D. Remove the signal wire from the connector for thesuspect solenoid.

E. Fabricate a jumper wire that is long enough toreach from the ECM to the connector for thesuspect solenoid with sockets on both ends.

F. Insert one end of the jumper into the plug forthe signal wire on the P2 connector. Insert theother end of the jumper into the connector for thesuspect solenoid.

G. Reconnect the P2 connector and the connectorfor the solenoid.


I. Use the electronic service tool in order to monitorthe “Active Diagnostic Code” screen. Monitor foreither the open circuit diagnostic code for thesuspect solenoid or the short circuit diagnosticcode for the suspect solenoid.

J. Remove the jumper and reconnect the wires thatwere previously removed.

K. Reconnect the P2 connector and the connectorfor the suspect solenoid.

Results:

• The diagnostic code disappears when the jumperis installed – There is a fault in the wiring harness.




STOP.

• The diagnostic code is still present with the jumperinstalled












STOP.

i04292029

Soot Sensor - Test



Table 122

Diagnostic Trouble Codes for the Circuit for the Soot Sensor

J1939Code

Description Notes

4783-3 Diesel Particulate Filter 1 MeanSoot Signal : Voltage AboveNormal


The signal voltage for the soot sensor is greater than 32 VDC for 60seconds.

The warning lamp will come on. The ECM will log the diagnostic code.The ECM will ignore the signal from the soot sensor. The ECM will use theinternal soot model to calculate the soot load.

4783-4 Diesel Particulate Filter 1 MeanSoot Signal : Voltage BelowNormal


The signal voltage for the soot sensor is less than 9 VDC for 60 seconds.

The warning lamp will come on. The ECM will log the diagnostic code.The ECM will ignore the signal from the soot sensor. The ECM will use theinternal soot model to calculate the soot load.

4783-9 Diesel Particulate Filter 1 MeanSoot Signal : Abnormal UpdateRate


There is no signal from the soot sensor.

The warning lamp will come on and the ECM will log the diagnostic code.The ECM will use the last good value for the signal.

4783-12 Diesel Particulate Filter 1 MeanSoot Signal : Failure


The soot sensor has failed.

The warning lamp will come on and the ECM will log the diagnostic code.

4783-13 Diesel Particulate Filter 1Mean Soot Signal : CalibrationRequired


The soot sensor has not been calibrated by the manufacturer.


4783-21 Diesel Particulate Filter 1 MeanSoot Signal : Data Drifted Low


The soot sensor has not received a valid signal from the soot antenna forat least 60 seconds.




Table 123

Required Tools

Tool Part Number Part Description Qty

A T400025 Attenuator 1

The following conditions must exist before any of thepreceding codes will become active:

• The ECM has been powered for at least 60seconds.



The soot sensor is powered from the switched batteryvoltage. A signal is sent by the soot sensor to onesoot antenna. The signal that is received by the otherantenna is sent back to the soot sensor. The signal isattenuated by the soot in the Diesel Particulate Filter(DPF). The soot sensor calculates the soot load inthe DPF by measuring the attenuation of the signal.



Typical view of the pin locations on the P1 connector for the sootsensor(37) CAN C +(38) CAN C -(39) CAN C Shield


A. Thoroughly inspect the connectors for the sootsensor and the antennas.


C. Perform a 45 N (10 lb) pull test on each of thewires in the ECM connector and the connector atthe soot sensor that are associated with the activediagnostic code.




Expected Result:

Make sure that all connectors, pins, and sockets arecorrectly installed. The harness should be free ofcorrosion, abrasions, and pinch points.

Results:




• Not OK

Repair: Repair the connectors or the harnessand/or replace the connectors or the harness.Ensure that all of the seals are in place and ensurethat the connectors are correctly coupled.


STOP.

Test Step 2. Verify All Active DiagnosticCodes


B. Verify if any of the diagnostic codes that are listedin Table 122 are active.

Results:

• Diagnostic code 4783-3 is active. – Proceed toTest Step 3.






Test Step 3. Check for a High Voltage atthe Soot Sensor


B. Measure the voltage across pins 1 and 2 on thesoot sensor.


Expected Result:

The voltage is less than 32 VDC.

Results:

• OK – The supply voltage is within the acceptablerange for the soot sensor. STOP.

• Not OK – The supply voltage is above theacceptable range for the soot sensor.

Repair: Investigate the cause of the high voltage.Refer to Systems Operation, Testing and Adjusting,“Charging System - Inspect”.

STOP.

Test Step 4. Check for a Low Voltage atthe Soot Sensor


B. Measure the voltage across pins 1 and 2 on thesoot sensor.


Expected Result:

The voltage is more than 9 VDC.

Results:

• OK – The supply voltage is within the acceptablerange for the soot sensor. STOP.

• Not OK – The supply voltage is below theacceptable range for the soot sensor.


1. Make sure that any in-line fuses are intact.Replace any blown fuses.

2. Check that the supply voltage is adequate.Refer to Systems Operation, Testing andAdjusting, “Charging System - Inspect”.

3. If the supply voltage is satisfactory, inspectthe wiring and the connectors. Refer toTroubleshooting, “Ignition Keyswitch Circuit andBattery Supply Circuit - Test”.

STOP.

Test Step 5. Check the Data Link Betweenthe Soot Sensor and the Engine ECM

There is a fault in the data link between the sootsensor and the engine ECM.

Results:

• The data link is faulty.

Repair: Test the CAN C data link betweenthe soot sensor and the engine ECM. Refer toTroubleshooting, “Can Data Link Circuit - Test”.

STOP.



Test Step 6. Diagnostic Code 4783-12 isActive

If diagnostic code 4783-12 is active, the soot sensorhas a fault.

Results:


Repair: There is a fault in the soot sensor. Replacethe soot sensor.

STOP.

Test Step 7. Diagnostic Code 4783-13 isActive

If diagnostic code 4783-13 is active, the soot sensorrequires a factory calibration.

Results:


Repair: The soot sensor requires a factorycalibration. Replace the soot sensor.

STOP.

Test Step 8. Check the Soot Antennas

If diagnostic code 4783-21 is active, the soot sensoris not receiving a signal from the soot antennas.


Note: If any corrective action is performed, allowa period of 60 seconds for the diagnostic code todisappear.

A. Inspect the coaxial cable. Check each connectionfor dirt or water ingress. All connectors must beclean and dry before connections are made. Verifythat all of the connectors are securely connected.

B. Torque all coaxial connectors to 1.2 N·m(10.6 lb in).

C. After 60 seconds, check for diagnostic code4783-21.

D. If diagnostic code 4783-21 is still active, continuewith this procedure.

E. Disconnect the coaxial cables from the antennas.

F. Connect the ends of the coaxial cables to Tooling(A).

G. Perform the “DPF Soot Loading Sensor FunctionalTest” on the electronic service tool by selectingthe following menus:

• “Diagnostics”

• “Diagnostic Tests”

• “DPF Soot Loading Sensor Functional Test”

H. Disconnect the coaxial cables from the attenuator.

Results:

• The “DPF Soot Loading Sensor Functional Test” issuccessful. – The fault is in a soot antenna.


1. Remove the two soot antennas from the DPF.Refer to Disassembly and Assembly, “SootAntenna - Remove and Install”.

2. Inspect the soot antennas for damaged or bentprobes. Replace a damaged antenna. If nodamage is found, replace both antennas.

3. Install the two soot antennas. Refer toDisassembly and Assembly, “Soot Antenna -Remove and Install”. Ensure that the antennaconnectors are tightened to a torque of 1.2 N·m(10.6 lb in).

4. After 60 seconds, confirm that diagnostic code4783-21 is no longer active

STOP.

• The “DPF Soot Loading Sensor Functional Test” isnot successful. – The fault is in the soot sensoror a coaxial cable.

Repair: Replace the soot sensor. Ensure that theantenna connectors are tightened to a torque of1.2 N·m (10.6 lb in).

1. Repeat the “DPF Soot Loading SensorFunctional Test” and confirm that the test issuccessful.

STOP.

i03902878

Throttle Switch Circuit - Test





Table 124

Diagnostic Trouble Codes for the Circuit for the Throttle Switch

J1939Code

Description Notes

29-2 Accelerator Pedal Position 2 : Erratic,Intermittent or Incorrect

91-2 Accelerator Pedal Position 1 : Erratic,Intermittent or Incorrect

The Electronic Control Module (ECM) detects the following condition:

There is an invalid combination of positions for the multi-position switches.

If equipped, the warning light will come on. The ECM will log thediagnostic code.

If the application is equipped with two throttles, theengine will use the second throttle until the fault isrepaired.

If a second throttle is not installed or if the secondthrottle has a fault, the following conditions will occur:







Check that the software configuration in the ECM iscorrect for a multi-position throttle .

If the engine has an analog throttle with an IdleValidation Switch (IVS), then refer to Troubleshooting,“Idle Validation Switch Circuit - Test”.

The throttle switch provides the operator with theability to select the desired engine speed. The throttleswitch configuration may be selected between 0 to 4switches. A multi-position rotary switch may be used.

The throttle switch is typically connected to the fourthrottle inputs of the ECM. Each position generatesa specific ON/OFF pattern on the throttle inputs. Adiagnostic code is generated if a pattern that doesnot correspond with any of the switch positions isdetected.

Once a diagnostic code is generated, the ECMignores the throttle input signals. The desired enginespeed is set to low idle if no alternative throttle isdetected.

Voltage at the throttle inputs to the ECM should be13.8 ± 0.5 VDC when the throttle inputs are open.The voltage should be less than 0.5 VDC when thethrottle inputs are closed.



g01958169Illustration 192Schematic for the circuit for the throttle switch


Typical view of the pin locations on the P1 connector for thethrottle switch(18) Switch return(41) Throttle position switch 1(56) Throttle position switch 2(58) Throttle position switch 3(60) Throttle position switch 4



B. Thoroughly inspect the P1 connector andany other connectors that are included in theapplication for this throttle switch. Refer toTroubleshooting, “Electrical Connectors - Inspect”for details.

C. Perform a 45 N (10 lb) pull test on each of thewires in the sensor connector and the ECMconnector that are associated with the activediagnostic code. Refer to illustration 192.

D. Verify that the latch tab of the connector iscorrectly latched. Also verify that the latch tab ofthe connector has returned to the fully latchingposition.


F. Check the harness for corrosion, abrasion, andpinch points from the throttle switch to the ECM.

Expected Result:


Results:


• Not OK


Use the electronic service tool in order to clear alllogged diagnostic codes and then verify that therepair eliminates the problem.

STOP.

Test Step 2. Check “Throttle Cab SwitchPosition” on the Electronic Service Tool



C. Observe the status of the throttle switch and thethrottle inputs on the electronic service tool whileyou operate the throttle switch in each position.

Results:

• OK – The throttle switch is functioning correctlyat this time.



Repair: Refer to Troubleshooting, “ElectricalConnectors - Inspect” if the fault is intermittent.

STOP.

• Not OK – Record the suspect input. Proceed toTest Step 3.

Test Step 3. Jumper the Switch Input atthe Throttle Switch Connector

A. Disconnect the connector for the throttle switch.

B. Observe the status of the suspect throttle input onthe electronic service tool.

C. Use a suitable jumper wire to short terminal 1 onthe throttle switch connector to the terminal forthe suspect throttle input at the throttle switchconnector.

D. Observe the status of the suspect throttle input onthe electronic service tool.

E. Remove the jumper wire.

Expected Result:

The status of the suspect throttle input should beOFF when the connector for the throttle switch isdisconnected. The status should be ON when thejumper wire is installed.

Results:

• OK – The harness and the ECM are OK.

Repair: Replace the throttle switch.


STOP.


Test Step 4. Check for Shorts in theHarness


B. Disconnect the P1 connector and the connectorfor the throttle switch.

C. Measure the resistance between engine groundand the terminal for the suspect throttle input atthe connector for the throttle switch.

D. Measure the resistance between the terminal forthe suspect throttle input on the connector for thethrottle switch and the remaining terminals at theconnector.

Expected Result:

Resistance should be greater than 20,000 Ohms foreach reading.

Results:


• Not OK – There is a short in the harness betweenthe ECM and the throttle switch.



STOP.

Test Step 5. Check Resistance throughthe Harness

A. Use a jumper wire to short terminal 1 on thethrottle switch connector to the terminal of thesuspect throttle input at the for the throttle switchconnector.

B. Measure the resistance between P1:18 and theterminal for the suspect throttle input at the P1connector.

Expected Result:

Resistance should be less than 10 Ohms.

Results:


• Not OK – There is an open circuit or excessiveresistance in the harness.



STOP.

Test Step 6. Check the Harness and theECM


B. Disconnect the P1 connector and remove thewire for the suspect throttle input from the P1connector.

C. Reconnect all of the connectors.




E. Observe the status of the suspect throttle input onthe electronic service tool.

F. Turn the keyswitch to the OFF position.

G. Disconnect the P1 connector and remove the wirefrom P1:18.

H. Fabricate a jumper wire with pins at both ends.Insert the jumper wire at P1:18 and the suspectthrottle input at the P1 connector.

I. Reconnect all of the connectors.

J. Turn the keyswitch to the ON position.

Note: Additional diagnostic codes will be generatedbecause P1:18 will no longer be connected to othersensors and switches. Ignore the codes and clear thecodes when you complete this test.

K. Observe the status of the suspect throttle input onthe electronic service tool.

L. Turn the keyswitch to the OFF position.

M.Remove the jumper wire from the P1 connectorand reconnect all wires and connectors.

Expected Result:

The status of the suspect throttle input should beOFF when the throttle input is open. The statusshould be ON when the jumper wire is installed.

Results:

• OK – There is a fault in the harness between theECM and the throttle switch.



STOP.

• Not OK – The switch signal appears at the ECM.The ECM is not reading the switch correctly.










STOP.

i04156809

Valve Position Sensor - Test





Table 125

Diagnostic Trouble Codes for the Circuit for the Valve Position Sensors

J1939Code Description Notes

27-3 Engine Exhaust GasRecirculation Valve Position :Voltage Above Normal


The signal voltage for the position sensor on the NOx Reduction System(NRS) valve is greater than 4.8 VDC for 0.1 seconds.

The warning lamp will come on. The ECM will log the diagnostic code. TheNRS valve will be fully closed while the code is active.The engine will be derated.

27-4 Engine Exhaust GasRecirculation Valve Position :Voltage Below Normal


The signal voltage for the NRS valve position sensor is less than 0.2 VDCfor 0.1 seconds.

The warning lamp will come on. The ECM will log the diagnostic code. TheNRS valve will be fully open while the code is active.The engine will be derated.

5625-3 Exhaust Back PressureRegulator Position : VoltageAbove Normal


The signal voltage for the position sensor on the exhaust back pressurevalve is greater than 4.8 VDC for 0.1 seconds.

The warning lamp will come on and the ECM will log the diagnostic code.The exhaust back pressure valve will be fully open while the code is active.

5625-4 Exhaust Back PressureRegulator Position : VoltageBelow Normal


The signal voltage for the position sensor on the exhaust back pressurevalve is less than 0.2 VDC for 0.1 seconds.

The warning lamp will come on and the ECM will log the diagnostic code.The exhaust back pressure valve will be fully open while the code is active.

The following conditions must exist before any of thepreceding codes will become active:

• The ECM has been powered for at least 2 seconds.



Use this procedure in order to troubleshoot theposition sensors for the following valves:

• NRS valve

• Exhaust back pressure valve

Each position sensor is part of the associated valve.If the following procedure indicates a fault withthe position sensor, then the entire valve must bereplaced.


The troubleshooting procedures for the diagnosticcodes of each position sensor are identical. The 5VDC sensor supply provides power to all 5 VDCsensors. The ECM supplies 5.0 VDC to terminal “1”of each valve connector. The sensor common fromthe ECM connector goes to terminal “2” of eachvalve connector. The sensor supply is output shortcircuit protected. A short circuit to the battery willnot damage the circuit inside the ECM. The signalvoltage from terminal 3 of each valve is supplied tothe appropriate terminal at the P2/J2 ECM connector.

Pull-up Voltage

The ECM continuously outputs a pull-up voltageon the circuit for the sensor signal wire. The ECMuses this pull-up voltage in order to detect an openin the signal circuit. When the ECM detects thepresence of a voltage that is above a threshold on thesignal circuit, the ECM will generate an open circuitdiagnostic code (XXXX-3) for the sensor.




g02125938Illustration 194Typical example of the schematic for the position sensors


Typical view of the pin locations on the P2 connector for theposition sensors(15) Signal for the NRS valve position sensor(16) Signal for the exhaust back pressure valve position sensor(46) 5 VDC supply for the valve position sensors(56) Ground for the valve position sensors


Typical example of the connector for the exhaust back pressurevalve(1) 5 VDC supply(2) Position sensor ground(3) Position sensor signal



g02518686Illustration 197Typical example of the connector for the NRS valve

(1) 5 VDC supply(2) Position sensor ground(3) Position sensor signal

Test Step 1. Verify All Active and RecentlyLogged Diagnostic Codes


B. Verify if any of the diagnostic codes that are listedin Table 125 are active or recently logged:

Results:

• One or more of the preceding diagnostic codes areactive. – Proceed to Test Step 2.

• None of the preceding diagnostic codes are active.

Repair: If the preceding codes are logged, anintermittent condition may be causing the loggedcodes. Refer to Troubleshooting, “ElectricalConnectors - Inspect”.

Perform a “Wiggle Test” by using the electronicservice tool in order to identify intermittentconnections.

STOP.


A. Thoroughly inspect the connectors for the valves.


C. Perform a 45 N (10 lb) pull test on each ofthe wires in the ECM connector and the valveconnectors that are associated with the activediagnostic code.




Expected Result:

All connectors, pins, and sockets are correctlycoupled and inserted. The harness should be free ofcorrosion, abrasions, and pinch points.

Results:


• Not OK



STOP.

Test Step 3. Measure the Supply Voltageat the Valve Connector


B. Disconnect the suspect valve from the harness.


D. Measure the voltage at the connector for the valvefrom the terminal for the 5 VDC supply to thesensor ground terminal.

E. Reconnect the valve to the harness.

Expected Result:

The voltage from the terminal for the 5 VDC supplyto the sensor common terminal measures 4.84 to5.16 VDC.

Results:

• OK – The sensor supply voltage is correct.Proceed to Test Step 4.



• The sensor supply voltage is out of the nominalrange. – The fault is in the 5 VDC supply wire orthe ground wire between the valve connector andthe ECM.



STOP.

Test Step 4. Verify that the DiagnosticCode is Still Active


B. Use the electronic service tool to check for activediagnostic codes. Record all active diagnosticcodes.

Expected Result:

One of the diagnostic codes that are listed in Table125 is active.

Results:

• Short Circuit – A XXXX-4 diagnostic code is activeat this time. Proceed to Test Step 5.

• Open Circuit – A XXXX-3 diagnostic code is activeat this time. Proceed to Test Step 6.

• A short circuit diagnostic code is not active. Anopen circuit diagnostic code is not active – Anintermittent fault may exist.

Repair: Use the electronic service tool to performa “Wiggle Test”. If faults are indicated, go to theappropriate procedure.

STOP.

Test Step 5. Create an Open Circuit at theValve Connector


B. Disconnect the connector for the sensor with theXXXX-4 diagnostic code.

C. Remove the wire for the position sensor signalfrom the harness connector for the valve.

D. Reconnect the connector for the valve.

E. Turn the keyswitch to the ON position. Wait for atleast 10 seconds for activation of the diagnosticcodes.

F. Use the electronic service tool to check the “ActiveDiagnostic Code” screen. Check for an XXXX-3diagnostic code.


Expected Result:

An XXXX-3 diagnostic code for the disconnectedsensor is now active.

Results:

• An XXXX-4 diagnostic code was active beforeremoving the signal wire. An XXXX-3 diagnosticcode became active after removing the signal wire.


1. Disconnect the connector for the valve.

2. Reconnect the signal wire for the positionsensor. Reconnect the connector for the valve.

3. Turn the keyswitch to the ON position. Usethe electronic service tool to check for activediagnostic codes.

4. If the XXXX-4 diagnostic code returns, there isa short in the valve.

5. Install a replacement valve. Refer toDisassembly and Assembly for the correctprocedure.


STOP.

• There is still an active XXXX-4 diagnostic codewith the signal wire removed. – The valve positionsensor is OK. Proceed to Test Step 7.

Test Step 6. Create a Short Circuit at theValve Connector


B. Disconnect the connector for the valve with theXXXX-3 diagnostic code.




D. Insert one end of the jumper wire into the terminalfor the valve position sensor signal on the harnessconnector for the suspect valve. Insert the otherend of the jumper into the terminal for the sensorground.


F. Access the “Active Diagnostic Codes” screen onthe electronic service tool and check for an activeXXXX-4 diagnostic code for the suspect sensor.


H. Remove the jumper.

Results:

• An XXXX-3 diagnostic code was active before thejumper was installed. An XXXX-4 diagnostic codeis active when the jumper is installed.


1. Reconnect the connector for the suspect valve.

2. Turn the keyswitch to the ON position. Usethe electronic service tool to check for activediagnostic codes.

3. If the XXXX-3 diagnostic code returns, there isan open circuit in the valve.

4. Install a replacement valve. Refer toDisassembly and Assembly for the correctprocedure.


STOP.

• The XXXX-3 diagnostic code remains active whenthe jumper is installed – The valve position sensoris OK. Proceed to Test Step 7.



B. Disconnect the P2 connector and the connectorfor the suspect valve.

C. Remove the valve position sensor signal wirefrom the P2 connector and the connector for thesuspect valve.

D. Fabricate a jumper wire that is long enough toreach from the ECM to the connector for thesuspect valve.

E. Insert one end of the jumper wire into the plug forthe signal wire on the P2 connector. Insert theother end of the jumper wire into the plug for thesignal wire on the connector for the suspect valve.

F. Reconnect the P2 connector and the connectorfor the suspect valve.


H. Use the electronic service tool in order to monitorthe “Active Diagnostic Code” screen. Check foreither the open or the short circuit diagnostic codefor the suspect valve position sensor.

I. Remove the jumpers and reconnect the wires thatwere previously removed.

J. Reconnect the connectors.

Expected Result:

The diagnostic code disappears when the jumper isinstalled.

Results:

• OK – The diagnostic code disappears when thejumper is installed. There is a fault in the signalwire between the ECM and the suspect valveposition sensor.




STOP.

• Not OK – The fault is still present with the jumperinstalled.












STOP.

i04025951

Water In Fuel Sensor - Test


For a 97-15 diagnostic code, refer to Troubleshooting,“Fuel Contains Water” before returning to thisprocedure.


Table 126

Diagnostic Trouble Code for the Water-in-Fuel Sensor

J1939Code

Description Notes

97-3 Water In Fuel Indicator :Voltage Above Normal


An open circuit in the Water-In-Fuel (WIF) sensor circuit.

The ECM has been powered for less than 5 seconds.

The warning lamp will stay on when the “indicator lamp self check” has beencompleted. The ECM will disable the function to detect water in fuel while the codeis active.

Water-in-Fuel Sensor Operation

The WIF sensor is a normally open sensor. Duringnormal operation, there will be no signal sent fromthe WIF sensor to the ECM. If water is detected inthe fuel, the sensor will send a signal to the ECM. Ifthe signal remains constant for 45 seconds, a 97-15diagnostic code will become active. This diagnosticcode can also be caused by a short in the WIFsensor circuit.

Water-in-Fuel Sensor Self Check

When the ignition keyswitch is turned to the ONposition, the switch in the WIF sensor will close for5 seconds. If the ECM does not detect a signal fromthe WIF sensor during this period, a 97-3 diagnosticcode will become active.



g02194601Illustration 198Typical example of the schematic for the WIF sensor


Typical view of the pin locations on the P1 connector for the WIFsensor(4) 8 VDC supply(5) Sensor return(35) WIF sensor signal


Typical view of the connector for the WIF sensor

(1) Signal(2) Return(3) 8 VDC supply



B. Thoroughly inspect the connector for the WIFsensor and the P1/J1 ECM connector. Refer toTroubleshooting, “Electrical Connectors - Inspect”

C. Perform a 45 N (10 lb) pull test on each of thewires that are associated with the WIF sensor.

D. Check the screws for the ECM connector for thecorrect torque of 6 N·m (53 lb in).

E. Check the harness for abrasions, for pinch points,and for corrosion.

Expected Result:

All connectors, pins, and sockets are correctlyconnected. The harness is free of corrosion, ofabrasion, and of pinch points.

Results:

• The connectors and wiring appear to be OK –Proceed to Test Step 2.

• There is a fault in the connectors and/or wiring.

Repair: Repair the connectors or wiring and/orreplace the connectors or wiring. Ensure that all ofthe seals are correctly installed and ensure that theconnectors are correctly connected.


STOP.




C. Wait for at least 1 minute.

D. Monitor the active diagnostic code screen on theelectronic service tool. Check and record anyactive diagnostic codes.



Expected Result:

A 97-3 or a 97-15 diagnostic code is active at thistime.

Note: For a 97-15 diagnostic code, refer toTroubleshooting, “Fuel Contains Water” beforecontinuing with this procedure.

Results:

• One of the preceding diagnostic codes is active atthis time. – Proceed to Test Step 3.

• Neither of the preceding diagnostic codes areactive at this time. – The fault may be intermittent.

Repair: Refer to Troubleshooting, “ElectricalConnectors - Inspect” to identify intermittent faults.

STOP.



B. Disconnect the WIF sensor from the harness.


D. Measure the voltage between pin 2 and pin 3 onthe harness connector for the WIF sensor.

Expected Result:

The measured voltage should be between 7.5 VDCand 8.5 VDC.

Results:

• OK – The voltage is within the expected range.Reconnect the WIF sensor to the harness. Proceedto Test Step 4.

• Not OK – The voltage is not within the expectedrange. The fault is in the 8 VDC supply wire or thereturn wire between the WIF sensor and the ECM.



STOP.




C. Wait for at least 1 minute.


Expected Result:

A 97-3 or a 97-15 diagnostic code is active at thistime.

Results:



Test Step 5. Create a Short Circuit at theSensor Connector




D. Use the jumper to connect terminal 1 to terminal 2on the harness connector for the WIF sensor.

E. Turn the keyswitch to the ON position. Wait forat least 1 minute.

F. Monitor the active diagnostic code screen on theelectronic service tool. Check and record anyactive diagnostic codes.

Expected Result:

A 97-15 diagnostic code is active with the jumperinstalled.

Results:

• A 97-3 diagnostic code was active before installingthe jumper. A 97-15 diagnostic code was activewith the jumper installed. – There is an open circuitin the WIF sensor.


1. Install a replacement sensor. Refer toDisassembly and Assembly, “Water Separatorand Fuel Filter (Primary) - Remove and Install”for the correct procedure.




STOP.

• There is still an active 97-3 diagnostic code withthe jumper installed. – The sensor is OK. Proceedto Test Step 7.




C. Turn the keyswitch to the ON position. Wait forat least 1 minute.


Expected Result:

A 97-3 diagnostic code is active with the WIF sensordisconnected.

Results:

• A 97-15 diagnostic code was active with the WIFsensor connected. A 97-3 diagnostic code wasactive after disconnecting the WIF sensor. – Thereis a short in the WIF sensor.


1. Install a replacement sensor. Refer toDisassembly and Assembly, “Water Separatorand Fuel Filter (Primary) - Remove and Install”for the correct procedure.


STOP.

• The 97-15 diagnostic code is still active with theWIF sensor disconnected. – The WIF sensor isOK. Proceed to Test Step 7.

Test Step 7. Bypass the Signal Wire forthe WIF Sensor


B. Disconnect the WIF sensor from the harness.Disconnect the P1 connector.

C. Remove the wire from terminal 1 on the harnessconnector fro the WIF sensor. Remove the wirefrom P1:35.

D. Fabricate a jumper wire that is long enough toreach from the WIF sensor to the ECM.

E. Insert one end of the jumper wire into terminal1 on the harness connector for the WIF sensor.Insert the other end of the jumper wire into P1:35.

F. Reconnect the WIF sensor to the harness.Reconnect the P1 connector.

G. Turn the keyswitch to the ON position. Wait forat least 1 minute.

H. Monitor the active diagnostic code screen on theelectronic service tool. Check and record anyactive diagnostic codes.

Expected Result:

There are no active diagnostic codes for the WIFsensor with the bypass installed.

Results:

• OK – The diagnostic code disappears with thebypass installed. The fault is in the signal wirebetween the WIF sensor and the ECM.



STOP.

• Not OK – The diagnostic code is still present withthe bypass wire installed.






4. Turn the keyswitch to the ON position. Wait atleast 1 minute. Use the electronic service tool toverify that the repair eliminates the fault.



5. If the fault is eliminated with the replacementECM, reconnect the suspect ECM. If the faultreturns with the suspect ECM, replace the ECM.

6. If the fault is still present with the replacementECM, do not use the replacement ECM. ContactPerkins Global Technical Support.

STOP.


306 KENR9116-01Index Section

Index

Numerics

5 Volt Sensor Supply Circuit - Test ...................... 154

A

Acceleration Is Poor or Throttle Response IsPoor ..................................................................... 60Probable Causes ............................................... 60Recommended Actions...................................... 60

Alternator Is Noisy ................................................. 66Probable Causes ............................................... 66Recommended Actions...................................... 66

Alternator Problem................................................. 66Probable Causes ............................................... 66Recommended Actions...................................... 66

Analog Throttle Position Sensor Circuit - Test ..... 163

B

Battery Problem..................................................... 66Probable Causes ............................................... 66Recommended Actions...................................... 67

C

CAN Data Link Circuit - Test................................ 168Coolant Contains Oil.............................................. 67Probable Causes ............................................... 67Recommended Actions...................................... 67

Coolant Level Is Low ............................................. 67Coolant Temperature Is High................................. 68Probable Causes ............................................... 69Recommended Actions...................................... 69

Crankcase Breather Ejects Oil .............................. 71Probable Causes ............................................... 71

Crankcase Fumes Disposal Tube Has OilDraining ............................................................... 72Probable Causes ............................................... 72Recommended Actions...................................... 72

Customer Specified Parameters............................ 45Air Shutoff .......................................................... 46Configurable Inputs............................................ 49ECM Identification Parameter ............................ 45Engine Configuration Parameters...................... 45Engine Idle Shutdown........................................ 45Engine Rating Parameter................................... 45J1939 Continuous Fault Handling...................... 50Miscellaneous .................................................... 47Multiple Engines on J1939................................. 46Passwords ......................................................... 50PTO and Throttle Lock Parameters ................... 46Security Access Parameters.............................. 50Speed Control .................................................... 45System Settings................................................. 50

Customer Specified Parameters Table .................. 51Customer Specified Parameters Worksheet ......... 54

Cylinder Is Noisy.................................................... 73Probable Causes ............................................... 73Recommended Actions...................................... 73

D

Data Link Circuit - Test ........................................ 172Diagnostic Code Cross Reference ...................... 147Diagnostic Functional Tests................................. 154Diagnostic Trouble Codes ................................... 142Diesel Particulate Filter Collects Excessive Soot .. 74Diesel Particulate Filter Identification Signal -Test .................................................................... 179Diesel Particulate Filter Temperature Is Low......... 75Probable Causes ............................................... 76Recommended Actions...................................... 76

Digital Throttle Position Sensor Circuit - Test ...... 183

E

ECM Does Not Communicate with OtherModules ............................................................... 76Probable Causes ............................................... 76Recommended Actions...................................... 76

ECM Harness Connector Terminals ...................... 36Removal and Installation of the Harness ConnectorTerminals.......................................................... 36

ECM Memory - Test............................................. 192ECM Will Not Accept Factory Passwords.............. 76Probable Causes ............................................... 76Recommended Actions...................................... 77

Electrical Connectors - Inspect............................ 193Electronic Service Tool Does Not Communicate ... 77Probable Causes ............................................... 77Recommended Actions...................................... 77

Electronic Service Tools ........................................ 16Optional Service Tools ....................................... 16Perkins Electronic Service Tool.......................... 17Required Service Tools ...................................... 16

Electronic Troubleshooting ...................................... 5Engine Cranks but Does Not Start ........................ 78Probable Causes ............................................... 78Recommended Actions...................................... 78

Engine Does Not Crank......................................... 84Probable Causes ............................................... 84Recommended Repairs ..................................... 84

Engine Has Early Wear ......................................... 85Probable Causes ............................................... 85Recommended Actions...................................... 85

Engine Has Mechanical Noise (Knock) ................. 85Probable Causes ............................................... 85Recommended Actions...................................... 86

Engine Misfires, Runs Rough or Is Unstable......... 86Probable Causes ............................................... 86Recommended Actions...................................... 86

Engine Overspeeds............................................... 91Engine Pressure Sensor Open or Short Circuit -Test .................................................................... 197


KENR9116-01 307Index Section

Engine Shutdown Occurs Intermittently ................ 92Probable Causes ............................................... 92Recommended Actions...................................... 92

Engine Speed Does Not Change .......................... 93Probable Causes ............................................... 93Recommended Repairs ..................................... 93

Engine Speed/Timing Sensor Circuit - Test ......... 204Engine Stalls at Low RPM..................................... 94Probable Causes ............................................... 94Recommended Actions...................................... 94

Engine Temperature Sensor Open or Short Circuit -Test ............................................................ 212, 217Engine Top Speed Is Not Obtained ....................... 96Probable Causes ............................................... 96Recommended Actions...................................... 96

Engine Vibration Is Excessive ............................. 101Probable Causes ............................................. 101Recommended Actions.................................... 101

Engine Wiring Information ..................................... 31Harness Wire Identification ................................ 31Schematic Diagrams.......................................... 32

Ether Starting Aid - Test....................................... 224Event Codes........................................................ 152Active Event Codes.......................................... 152Clearing Event Codes...................................... 153Logged Event Codes ....................................... 153Troubleshooting ............................................... 153

Exhaust Has Excessive Black Smoke................. 102Probable Causes ............................................. 102Recommended Actions.................................... 102

Exhaust Has Excessive White Smoke................. 104Probable Causes ............................................. 104Recommended Actions.................................... 105

F

Factory Passwords ................................................ 37Flash Programming ............................................... 38Flash Programming a Flash File ........................ 38

Fuel Consumption Is Excessive .......................... 106Probable Causes ............................................. 106Recommended Actions.................................... 106

Fuel Contains Water............................................ 108Troubleshooting Procedure.............................. 109

Fuel Pump Relay Circuit - Test ............................ 228Fuel Rail Pressure Problem................................. 109Probable Causes .............................................. 110Recommended Actions..................................... 110

Fuel Temperature Is High ..................................... 117Probable causes ............................................... 118Recommended Actions..................................... 118

G

Glossary ................................................................ 12Glow Plug Starting Aid - Test............................... 236

I

Idle Validation Switch Circuit - Test...................... 242

Ignition Keyswitch Circuit and Battery Supply Circuit -Test .................................................................... 248Important Safety Information ................................... 2Indicator Lamp Circuit - Test................................ 255Indicator Lamps..................................................... 18Color of Lamps................................................... 18Flash Codes....................................................... 20Functions of the Lamps...................................... 18Indicator Lamps ................................................. 18Operation of the Indicator Lamps....................... 19

Injector Code - Calibrate........................................ 39Injector Data Incorrect - Test ............................... 258Injector Solenoid Circuit - Test............................. 260Inlet Air Is Restricted ............................................ 119Inlet Air Temperature Is High............................... 120Probable Causes ............................................. 120Recommended Actions.................................... 120

Intake Manifold Air Pressure Is High ................... 121Probable Causes ............................................. 121Recommended Actions.................................... 121

Intake Manifold Air Pressure Is Low.................... 122Probable Causes ............................................. 123Recommended Actions.................................... 123

Intake Manifold Air Temperature Is High ............. 123

M

Mode Selection Circuit - Test............................... 267Mode Switch Setup................................................ 40Engine High Idle Speed (RPM).......................... 41Governor Type ................................................... 41High Idle Speed ................................................. 40Mode Selection Number .................................... 40Mode Selection Switch Input 2 and Mode SelectionSwitch Input 1................................................... 40Number of Switch Inputs.................................... 40Rated Speed (RPM)........................................... 41Rating Enabled .................................................. 40Rating Number................................................... 40Throttle 1 Droop Percentage.............................. 41Throttle 2 Droop Percentage.............................. 41TSC1 Droop Percentage.................................... 41

Motorized Valve - Test ......................................... 271Multiposition Switch Setup..................................... 44Engine Speed (in RPM) ..................................... 44Input 4, Input 3, Input 2, Input 1 ......................... 44Logical Position.................................................. 44Number of Switch Inputs.................................... 44Physical Position................................................ 44Physical Position Enabled.................................. 44

N

No Diagnostic Codes Detected ........................... 151NRS Exhaust Gas Temperature Is High.............. 124NRS Mass Flow Rate Problem............................ 127


O

Oil Consumption Is Excessive ............................. 130Probable Causes ............................................. 130Recommended Actions.................................... 131

Oil Contains Coolant............................................ 132Probable Causes ............................................. 132Recommended Actions.................................... 132

Oil Contains Fuel ................................................. 133Measuring Fuel Dilution ................................... 133Probable Causes ............................................. 133Recommended Actions.................................... 133

Oil Pressure Is Low ............................................. 134Probable Causes ............................................. 135Recommended Actions.................................... 135

P

Power Is Intermittently Low or Power Cutout IsIntermittent......................................................... 136Probable Causes ............................................. 136Recommended Actions.................................... 136

Programming Parameters ..................................... 37PTO Switch Circuit - Test..................................... 276

R

Replacing the ECM................................................ 21

S

Self-Diagnostics..................................................... 22Sensor Calibration Required - Test...................... 279Sensors and Electrical Connectors ....................... 221206E-E66 Engine............................................. 27Clean Emissions Module (CEM) ........................ 31Typical 1204E-E44 Engine................................. 23

Solenoid Valve - Test ........................................... 282Soot Sensor - Test ............................................... 288Symptom Troubleshooting..................................... 60System Configuration Parameters......................... 58DPF #1 Soot Loading Sensing SystemConfiguration Code .......................................... 58“ECM Software Release Date”........................... 59“Engine Serial Number” ..................................... 58Factory Installed Aftertreatment #1 IdentificationNumber ............................................................ 58“Full Load Setting”.............................................. 58“Full Torque Setting”........................................... 58Limp Home Engine Speed Ramp Rate.............. 58“Rating” .............................................................. 58

System Overview..................................................... 5Block Diagram...................................................... 7ECM Lifetime Totals ............................................ 11Electronic Control Circuit Diagram....................... 6Other ECM Functions for Performance............... 11Passwords .......................................................... 11Programmable Parameters................................. 11System Operation ................................................ 9

T

Table of Contents..................................................... 3Test ECM Mode..................................................... 37Throttle Setup........................................................ 41Idle Validation..................................................... 42Idle Validation Maximum On (Closed)Threshold ......................................................... 43Idle Validation Minimum Off (Open) Threshold .. 42Initial Lower Position Limit ................................. 42Initial Upper Position Limit ................................. 43Lower Dead Zone .............................................. 43Lower Diagnostic Limit....................................... 42Lower Position Limit........................................... 42Upper Dead Zone .............................................. 43Upper Diagnostic Limit....................................... 44Upper Position Limit........................................... 43

Throttle Switch Circuit - Test................................ 291Troubleshooting Section.......................................... 5Troubleshooting with a Diagnostic Code ............. 142Troubleshooting with an Event Code................... 152

V

Valve Lash Is Excessive ...................................... 141Probable Causes ............................................. 141Recommended Actions.................................... 141

Valve Position Sensor - Test................................ 295

W

Water In Fuel Sensor - Test................................. 301Welding Precaution ................................................. 5

© 2011 Perkins Engines Company LimitedAll Rights Reserved

Printed in U.K.

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